CN105228864A - Avoid contact auxiliary device - Google Patents

Abstract

The auxiliary device (10) for avoiding contact of the present invention has: an object detection part (61), which detects objects existing around the vehicle (1); The approached object executes the vehicle (1) contact avoidance control; the traffic rule judging unit (64), which judges whether the left and right traffic rules of the road where the vehicle (1) is traveling is left-hand traffic or right-hand traffic. When the left and right communication rules determined by the traffic rule judging unit (64) change between left traffic and right traffic, the action unit (70) changes the control content of the contact avoidance control according to the change content of the left and right traffic rules.

Description

Assistive devices for avoiding contact

technical field

The invention relates to an auxiliary device for contact avoidance.

Background technique

In the prior art, a lane departure judging device is known, that is, the lane departure judging device determines whether the own vehicle or the oncoming vehicle has deviated from the angle formed by the traveling trajectory of the own vehicle and the traveling trajectory of the oncoming vehicle An appropriate traveling road is determined, and the appropriate traveling road means that the own vehicle and the oncoming vehicle can properly meet each other (no collision) when traveling along the road (for example, refer to Patent Document 1).

In addition, a light distribution control device is known, that is, the light distribution control device determines whether the left and right traffic rules for the road on which the own vehicle is traveling are left or right, according to the relative position of the own vehicle and the oncoming vehicle over time. Judgment is made for right-hand traffic, and according to the judgment result, the corresponding light distribution control is selected from preset light distribution controls dedicated to left-hand traffic and right-hand traffic (for example, refer to Patent Document 2).

[Patent Document 1] Japanese Invention Patent Laid-Open Publication No. 2006-143052

[Patent Document 2] Japanese Invention Patent Laid-Open Publication No. 2012-232685

In the lane departure judging device involved in the above-mentioned prior art, when the vehicle passes through the national border where the left and right traffic rules on the driving road are switched between the left traffic and the right traffic, for example, when the vehicle passes through the channel between England and France and crosses the United Kingdom ( At the national border between France (traffic on the left) and France (traffic on the right), it is desired to appropriately perform lane departure determination and contact avoidance control before and after the vehicle crosses the national border. Furthermore, in order to make the device that is limited to the control of left-hand traffic or right-hand traffic able to deal with the switching of left-right traffic rules, it is possible to set the light distribution control device dedicated to left-hand traffic, respectively, as in the light distribution control device related to the above-mentioned prior art. and right-hand traffic control, in this case, the control processing becomes lengthy and complicated.

Contents of the invention

In view of the foregoing, the present invention has been proposed. The purpose of the present invention is to provide an auxiliary device for avoiding contact. Before and after switching to left-hand traffic, this assist device for contact avoidance can be properly controlled with simple processing.

In order to achieve the object of solving the above-mentioned problems, the present invention adopts the following technical solutions.

(1) The auxiliary device for contact avoidance of the present invention has: an object measuring mechanism that detects objects existing around the vehicle; a control mechanism that detects the vehicle on the object detected by the object measuring mechanism. contact avoidance control; a determination unit that determines whether the left and right traffic rules of the road on which the vehicle is traveling are left-hand traffic or right-hand traffic, and when the left-right traffic rules determined by the determination unit are on the left side When there is a change between traffic and the right traffic (from left traffic to right traffic, or from right traffic to left traffic), the control mechanism changes according to the change content of the left and right traffic rules The control content of the contact avoidance control.

(2) The auxiliary device for avoiding contact described in the above-mentioned technical solution (1) may also have a detection mechanism (corresponding to the sensor in the embodiment), the detection mechanism has left and right attributes, and the control mechanism operates according to the left and right traffic Change content of the rule When changing the control content of the contact avoidance control, the left and right attributes of the output signal of the detection means are reversed, and the left and right attributes of the control amount of the contact avoidance control are reversed.

(3) In the auxiliary device for contact avoidance described in the above technical solution (1) or (2), when the determination unit does not determine whether the left and right traffic rules are left-hand traffic or right-hand traffic, the The control means may suppress execution of the contact avoidance control.

(4) The auxiliary device for contact avoidance described in any one of the above-mentioned technical solutions (1) to (3) may further include: an identification mechanism that distinguishes between the object detected by the object detection mechanism and the object detected by the object detection mechanism. The oncoming vehicle of the vehicle traveling in the opposite direction is identified; the acquisition mechanism acquires the relative positional relationship between the vehicle and the oncoming vehicle identified by the identification mechanism, and the determining mechanism The relative positional relationship between the vehicle and the oncoming vehicle determines whether the left-right traffic rule of the vehicle's driving road is left-hand traffic or right-hand traffic.

(5) The auxiliary device for contact avoidance described in any one of the above-mentioned technical solutions (1) to (3) may further include: an identification mechanism that distinguishes between the object detected by the object detection mechanism and the object detected by the object detection mechanism. Recognizing the oncoming vehicle of the vehicle traveling in opposite direction and the preceding vehicle driving in front of the traveling direction of the vehicle; an acquisition mechanism, which acquires the relative relationship between the oncoming vehicle and the preceding vehicle identified by the identification mechanism positional relationship, the judging unit, according to the relative positional relationship between the oncoming vehicle and the preceding vehicle acquired by the acquiring unit, determines whether the left and right traffic rules of the vehicle’s driving road are left-hand traffic or right-hand traffic pass judgment.

(6) The assisting device for contact avoidance described in any one of the above-mentioned technical solutions (1) to (3) may further include an acquisition mechanism that acquires information on the driving road of the vehicle from an external device, the The judging unit judges whether the left-right traffic rule of the traveling road of the vehicle is left-hand traffic or right-hand traffic based on the information of the traveling road acquired by the acquiring unit.

(7) The assisting device for contact avoidance described in any one of the above-mentioned technical solutions (1) to (3) may further include an acquisition mechanism that acquires information related to the driving road of the vehicle from other vehicles, The judging means judges whether the left-right traffic rule of the traveling road of the vehicle is left-hand traffic or right-hand traffic based on the information related to the traveling road acquired by the acquisition means.

When adopting the assisting device for contact avoidance described in the above technical solution (1), since the control content of the contact avoidance control is changed according to the change content of the left and right communication rules determined by the determination mechanism, it is dedicated to switching the preset ones respectively. Compared with the control of left-hand traffic and right-hand traffic, it is possible to prevent the control process from becoming redundant and complicated, and to perform lane departure determination and contact avoidance control appropriately.

In addition, when the above-mentioned technical solution (2) is adopted, it is only possible to perform appropriate lane departure judgment corresponding to the change of the left and right communication rules (that is, the judgment from Whether the vehicle or the oncoming vehicle deviates from the appropriate road that can make the vehicle and the oncoming vehicle meet properly). In addition, it is possible to perform appropriate contact avoidance control corresponding to changes in the left and right communication rules by simply inverting the left and right attributes of the control amount for contact avoidance control.

In addition, according to the above-mentioned technical means (3), it is possible to prevent inappropriate contact avoidance control from being executed when the left-right communication rule is not determined whether it is left-hand traffic or right-hand traffic.

Also, when the above technical solution (4) is adopted, it is possible to appropriately determine whether the left-right communication rule is left-hand traffic or right-hand traffic.

In addition, when the above-mentioned technical solution (5) is adopted, compared with the case based on the relative positional relationship between the vehicle and the oncoming vehicle, it is possible to appropriately determine whether the left-right communication rule is left-hand traffic or right-hand traffic earlier.

Also, when adopting the above-mentioned technical solution (6), even when there are no other vehicles such as oncoming vehicles and preceding vehicles around the vehicle, it is possible to accurately determine whether the left-right communication rule is left-hand traffic or right-hand traffic.

In addition, when the above-mentioned technical means (7) is adopted, it is possible to appropriately determine whether the left-right communication rule is left-hand traffic or right-hand traffic based on various types of information that can be acquired from other vehicles.

Description of drawings

FIG. 1 is a schematic configuration diagram of a contact avoidance assisting device according to an embodiment of the present invention.

2 is a schematic diagram showing relative positions of a vehicle and an oncoming vehicle when left-hand traffic and right-hand traffic are determined by a traffic situation determination unit of the contact avoidance assistance device according to the embodiment of the present invention.

3 is a schematic diagram showing relative positions of a vehicle and a plurality of oncoming vehicles when left-hand traffic and right-hand traffic are determined by a traffic situation determination unit of the contact avoidance assistance device according to the embodiment of the present invention.

4 is a schematic diagram showing the relative positions of the vehicle ahead and the oncoming vehicle in front of the vehicle during left-hand traffic and right-hand traffic determined by the traffic situation determination unit of the contact avoidance assistance device according to the embodiment of the present invention.

5 is a graph showing the relative positions of a vehicle in front of the vehicle and a plurality of oncoming vehicles in left-hand traffic and right-hand traffic determined by the traffic situation determination unit of the contact avoidance assistance device according to the embodiment of the present invention. schematic diagram.

FIG. 6 is a schematic diagram showing a deviation state of an oncoming vehicle determined by a traffic situation determination unit of the contact avoidance assisting device according to the embodiment of the present invention by left-hand traffic and right-hand traffic.

FIG. 7 is a schematic diagram showing the deviation state of the vehicle determined by the traffic situation determination unit of the contact avoidance assisting device according to the embodiment of the present invention by left-hand traffic and right-hand traffic.

Fig. 8 is a flowchart showing the operation of the contact avoidance assisting device according to the embodiment of the present invention.

detailed description

Next, one embodiment of the contact avoidance assisting device of the present invention will be described with reference to the drawings.

As shown in FIG. 1 , a contact avoidance assist device 10 according to the present embodiment is mounted on a vehicle 1 that transmits driving force of an internal combustion engine (ENG) 11 to drive wheels W through a transmission (T/M) 12 . This vehicle 1 has an imaging device 13 , a radar device 14 , a navigation device 15 , a control device 16 , a brake actuator 17 , a warning device 18 , and an EPS actuator 19 .

The imaging device 13 has, for example, a camera 13a capable of imaging with visible light and infrared rays, and an image processing unit 13b. The camera 13 a is located, for example, on the interior side of the front window and near the interior mirror, and captures images of a detection target area set outside the vehicle 1 through the front window. The image processing unit 13 a performs predetermined image processing on an image captured by the camera 13 a to generate image data, and outputs the generated image data to the control device 16 .

The radar device 14 has a radar 14 a using electromagnetic waves such as laser light and millimeter waves, and a radar control unit 14 b. The detection target area set outside the vehicle 1 is divided into a plurality of angle areas, and the radar 14a transmits an electromagnetic wave transmission signal to each angle area to scan. The radar 14 a receives reflected signals of reflected waves generated by reflecting each transmitted signal from an object outside the vehicle 1 . The radar control unit 14b generates a detection signal corresponding to the transmitted signal and the reflected signal, for example, the distance between the radar device 14 and the external object and the relative speed between the radar device 14 and the external object due to the Doppler effect, etc. The radar control unit 14 b outputs the generated detection signal to the control device 16 .

The navigation device 15 has 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 has a positioning signal receiving unit 31 that receives a positioning signal from a positioning system (for example, Global Positioning System: GPS or Global Navigation Satellite System: GNSS) that measures the position of the vehicle 1 using artificial satellites. The current position detection unit 21 has a gyro sensor 32 and a vehicle speed sensor 33, wherein the gyro sensor 32 detects the orientation of the vehicle 1 in the horizontal plane and the inclination angle of the vehicle 1 centered on the axis in the vertical direction (for example, in the horizontal plane, The inclination angle of the axis in the front-rear direction of the vehicle 1 centered on the axis in the vertical direction and the rotation angle of the vehicle centered on the axis in the up-down direction passing through the center of gravity, that is, yaw angle, etc.) and the amount of change in the inclination angle (such as , yaw rate, etc.); the vehicle speed sensor 33 detects the speed of the vehicle 1 (vehicle speed). The current position detection unit 21 calculates the position of the vehicle 1 (current position) by using the positioning signal received by the positioning signal receiving unit 31 or by autonomous navigation calculation processing using information detected by the gyro sensor 32 and the vehicle speed sensor 33. .

The map data storage unit 22 stores, for example, road map data (e.g., nodes, links, link costs, road shapes, road types, left and right, etc.) access rules, etc.). A node is a coordinate point composed of latitude and longitude of a predetermined point on a road such as an intersection or a branch. A link is a line connecting each node, and is a road section connecting each point. The link cost is information indicating the distance of the road section corresponding to the link or the time required for the vehicle 1 to travel the road section. The left and right traffic rules are information indicating the traffic rules (travel on the left and traffic on the right) specified on the road.

The navigation processing unit 23 matches the current position of the vehicle 1 with the map (map matching processing), for example, using the road map data stored in the map data storage unit 22 . The calculation of navigation method deals with the acquisition of these two methods or one of them. The navigation processing unit 23 outputs the current position of the vehicle 1 corrected by the map matching processing or the position of the vehicle 1 set by the operator's input operation to the input unit 24 together with the road map data stored in the map data storage unit 22 to the Display part 25.

In addition, the navigation processing unit 23 executes processing such as route search and route guidance of the vehicle 1 , and outputs route information and various additional information from the vehicle 1 to the destination to the display unit 25 together with the road map data stored in the map data storage unit 22 .

The control device 16 has a travel control unit 41 , an engine control unit 42 , a shift control unit 43 , a brake control unit 44 , and an EPS control unit 46 . Signals output from the steering angle sensor 51 , the steering torque sensor 52 , the acceleration sensor 53 , and the like are input to the control device 16 . The steering angle sensor 51 detects the direction and magnitude of the steering angle when the driver of the vehicle 1 operates a steering wheel (not shown), and outputs a signal indicating the detection result. The steering torque sensor 52 detects the steering torque when the driver of the vehicle 1 operates a steering wheel (not shown), and outputs a signal indicating the detection result. The acceleration sensor 53 detects the acceleration of the vehicle 1 (for example, the longitudinal acceleration of the vehicle in the longitudinal direction and the lateral acceleration of the vehicle in the lateral direction (left-right direction), etc.), and outputs a signal indicating the detection result.

The travel control unit 41 has an object measuring unit 61, a vehicle identification unit 62, an information acquisition unit 63, a traffic rule determination unit 64, a trajectory prediction unit 65, an ego vehicle trajectory calculation unit 66, and a lateral difference calculation unit (lateral distance calculation unit) 67 , a lane departure determination unit 68 , a contact prediction unit 69 , and an operation unit 70 .

The object detection unit 61 detects objects around the vehicle 1 that exist in each detection target area of the camera 13a or radar 14a, including stationary objects and moving objects, based on the image data output by the imaging device 13 or the detection signal output by the radar device 14. Objects inside are detected.

The vehicle recognition unit 62 detects objects facing the vehicle 1 among the objects detected by the object detection unit 61 by, for example, template matching processing or shape recognition processing based on the image data output from the imaging device 13 or the detection signal output from the radar device 14 . A traveling oncoming vehicle and a vehicle in front (a preceding vehicle) traveling forward in front of the vehicle 1 are recognized.

The information acquisition unit 63 receives broadcast radio waves such as FM multicast, a road-to-vehicle communication signal transmitted by a roadside communication device (not shown) on the road, and a signal transmitted by another vehicle (not shown) through inter-vehicle communication. The wireless communication signal and the wireless communication signal transmitted from the base station or the like are used to acquire information on the traveling road of the vehicle 1 from each received signal.

For example, the information acquiring unit 63 may acquire information indicating whether the left-right traffic rule of the road on which the vehicle 1 is traveling is left-hand traffic or right-hand traffic based on a road-to-vehicle communication signal received from a roadside communication device.

For example, the information acquisition unit 63 may acquire left and right traffic rules determined by other vehicles that have driven on the road of the vehicle 1 in the past and other information indicating the surroundings of the vehicle 1 based on wireless communication signals for inter-vehicle communication received from other vehicles. Information on the installation position of the steering wheel of the vehicle, etc.

The traffic rule determination unit 64 determines whether the left-right traffic rule of the road on which the vehicle 1 is traveling is left-hand traffic or right-hand traffic.

For example, the passing rule determination unit 64 can determine whether the left-hand traffic rule or the right-hand traffic rule of the road on which the vehicle 1 is traveling is based on the relative positional relationship between the oncoming vehicle and the vehicle 1 recognized by the vehicle recognition unit 62 .

More specifically, as shown in (A) and (B) in FIG. The detection signal output by 14 detects whether the oncoming vehicle P passes the right side of the vehicle 1 or the left side of the vehicle 1 near the boundary of the detection target area D. For example, as shown in (A) of FIG. 2 , when the oncoming vehicle P passes the right region R of the vehicle 1 , it is determined that the left-right traffic rule of the road on which the vehicle 1 is traveling is left-hand traffic. In addition, as shown in (B) of FIG. 2 , when the oncoming vehicle P passes the left area L of the vehicle 1 , it is determined that the left-right traffic rule of the road on which the vehicle 1 is traveling is right-hand traffic.

In addition, as shown in (A) and (B) in FIG. 3 , when there are a plurality of oncoming vehicles P (for example, two oncoming vehicles P1 and P2 ) traveling in the same direction, the traffic rule determination unit 64 determines according to The image data output by the imaging device 13 or the detection signal output by the radar device 14 tell whether the multiple oncoming vehicles P (P1, P2) in the detection target area D intend to pass by the right side of the vehicle 1 or the left side of the vehicle 1 Make a presumption. For example, as shown in (A) in FIG. 3 , when the estimation result is that a plurality of oncoming vehicles (P1, P2) intend (plan) to pass through the right region R of the vehicle 1, it is determined that the left and right traffic rules of the driving road of the vehicle 1 Drive on the left. In addition, as shown in (B) in FIG. 3 , when the estimated result is that a plurality of oncoming vehicles ( P1 , P2 ) intend to pass through the left area L of the vehicle 1 , it is determined that the left and right traffic rule of the driving road of the vehicle 1 is right. side traffic.

In addition, for example, the traffic rule determination unit 64 can determine whether the left and right traffic rules of the driving road of the vehicle 1 are left-hand traffic or right-hand traffic based on the relative positional relationship between the oncoming vehicle and the vehicle in front recognized by the vehicle recognition unit 62. .

More specifically, as shown in (A) and (B) in FIG. The detection signal output by the device 14 detects whether the oncoming vehicle P in the detection object area D passes the right side of the vehicle Q in front or the left side of the vehicle Q in front. For example, as shown in (A) of FIG. 4 , when the oncoming vehicle P passes the right region R of the vehicle Q in front, it is determined that the left-right traffic rule of the road on which the vehicle 1 is traveling is left-hand traffic. In addition, as shown in FIG. 4(B), when the oncoming vehicle P passes the left area L of the vehicle Q in front, it is determined that the left and right traffic rule of the road on which the vehicle 1 is traveling is right traffic.

In addition, as shown in (A) and (B) in FIG. 5 , when there are a plurality of oncoming vehicles P (for example, two oncoming vehicles P1 and P2 ) traveling in the same direction, the traffic rule determination unit 64 according to The image data output by the imaging device 13 or the detection signal output by the radar device 14 tell whether the multiple oncoming vehicles P (P1, P2) in the detection target area D intend to pass the right side of the vehicle Q in front or the vehicle Q in front. Inference is made on the left. For example, as shown in (A) in FIG. 5, when the estimation result is that a plurality of oncoming vehicles (P1, P2) intend to pass through the right area R of the vehicle Q in front, it is determined that the left and right traffic rule of the driving road of the vehicle 1 is left. side traffic. In addition, as shown in FIG. 5(B), when the estimation result is that a plurality of oncoming vehicles (P1, P2) intend to pass through the left area L of the vehicle Q in front, it is determined that the left and right traffic rules of the driving road of the vehicle 1 are Pass on the right.

In addition, for example, the traffic rule determining unit 64 may determine whether the left and right traffic rules of the vehicle 1 traveling road are left-hand traffic or right-hand traffic based on the information about the vehicle 1 travel road acquired by the information acquisition unit 63 .

More specifically, when the information indicating the left and right traffic rules of the road on which the vehicle 1 is traveling is acquired from a road-vehicle communication (road-to-vehicle communication) signal received by the information acquisition unit 63 from a roadside communication device (not shown), Based on this information, the traffic rule determination unit 64 determines whether the left-right traffic rule is left-hand traffic or right-hand traffic.

In addition, when the information acquiring unit 63 acquires information indicating the left and right passing rules determined by other vehicles traveling on the road of the vehicle 1 in the past based on the wireless signal of the inter-vehicle communication received from the other vehicles, the passing rule determining unit 64 Based on this information, it can be determined whether the left-right traffic rule is left-hand traffic or right-hand traffic.

Also, when the information acquisition unit 63 acquires information indicating the positions of the steering wheels of other vehicles around the vehicle 1 based on the wireless communication signals received from other vehicles for inter-vehicle communication, the traffic rule determination unit 64 may, based on the information, determine when other vehicles When the steering wheel of the car is on the right side, it is determined that the left-right traffic rule is left-hand traffic, and when the steering wheel of other vehicles is on the left side, it is determined that the left-right traffic rule is right-hand traffic.

In addition, for example, the traffic rule determination unit 64 may determine that the left and right traffic rule for the road on which the vehicle 1 is traveling is left-hand traffic based on the information indicating the left and right traffic rules contained in the road map data stored in the map data storage unit 22 of the navigation device 15. Or pass on the right side for judgment.

The trajectory predicting unit 65 refers to the information indicating the left and right passing rules determined by the passing rule determining unit 64, and according to the relative position changes over time of the oncoming vehicle and the vehicle ahead and the vehicle 1 recognized by the vehicle recognizing unit 62, To predict the trajectory of the oncoming vehicle and the vehicle in front.

The vehicle trajectory calculation unit 66 refers to the information indicating the left and right traffic rules determined by the traffic rule determination unit 64, and at the same time, the current position of the vehicle 1 detected by the current position detection unit 21 changes with time or is detected by the gyro sensor. 32 and the yaw rate and speed of the vehicle 1 detected by the vehicle speed sensor 33 to calculate the trajectory of the vehicle 1 .

The lateral difference calculation unit 67 calculates the difference in the lateral direction of the oncoming vehicle with respect to the trajectory of the vehicle 1 , that is, the difference between the oncoming vehicle and the vehicle 1 while referring to the information representing the left and right traffic rules determined by the traffic rule determining unit 64 . The distance between the trajectory of the vehicle 1 and the position of the oncoming vehicle in the transverse direction.

When the left and right traffic rules determined by the traffic rule judging unit 64 change between left traffic and right traffic, the trajectory prediction unit 65, ego vehicle trajectory calculation unit 66, and lateral difference calculation unit 67 are used in various calculations. The left-right attribute of the sensor signal having the left-right attribute among various sensor signals to be processed is reversed.

The sensor signals with left and right properties are, for example, the relative position of the oncoming vehicle and the vehicle 1 detected by the object measuring unit 61, the yaw rate of the vehicle 1 detected by the gyro sensor 32, and the yaw rate detected by the steering angle sensor 51. signals such as the steering angle and the steering torque detected by the steering torque sensor 52 .

For example, in the initial state, the left and right traffic rules determined by the traffic rule judging section 64 are the state of left traffic, and then the left and right traffic rules judged by the traffic rule judging section 64 are changed from left traffic to right traffic. , the trajectory prediction unit 65, the ego vehicle trajectory calculation unit 66, and the lateral difference calculation unit 67 invert the left-right attributes of the sensor signals. Afterwards, when the left-right traffic rule determined by the traffic rule judging unit 64 changes between left-hand traffic and right-hand traffic, the trajectory prediction unit 65, ego vehicle trajectory calculation unit 66, and lateral difference calculation unit 67 make the The left and right attributes of the sensor signal set in the setting before the change are reversed.

The lane departure determination unit 68 determines whether the vehicle 1 has deviated from an appropriate traveling path allowing the vehicle 1 to meet an oncoming vehicle properly, or whether the oncoming vehicle has deviated from the appropriate traveling path. The "proper traveling road" means that the vehicle 1 and the oncoming vehicle can properly meet each other (without colliding) when traveling along the road.

For example, the lane departure determination unit 68 may estimate the vehicle 1 based on the angle formed by the trajectory of the oncoming vehicle calculated by the trajectory prediction unit 65 and the trajectory (line) of the vehicle 1 calculated by the own vehicle trajectory calculation unit 66. Alternatively, it is determined whether the oncoming vehicle deviates from the proper traveling road. More specifically, the lane departure determination unit 68 estimates the maximum distance between the vehicle 1 and the oncoming vehicle by using the time to collision TTC (time to meet, =relative distance/relative speed) and the trajectories of the vehicle 1 and the oncoming vehicle. The approaching position (closest position) where the time to collision TTC is obtained by dividing the relative distance between the vehicle 1 and the oncoming vehicle by the relative speed. Next, the respective motion vectors A and B of the vehicle 1 at the closest position and the oncoming vehicle are estimated, for example, based on the motion vector A of the vehicle 1, the motion vector of the motion vector B of the oncoming vehicle relative to the vehicle 1 is calculated. The angle θ formed by A. Then, based on the angle θ, it is determined whether the vehicle 1 or the oncoming vehicle has deviated from the proper traveling road.

In addition, for example, the lane departure determination unit 68 may determine whether the vehicle 1 or an oncoming vehicle has deviated from the appropriate traveling road based on the lateral difference calculated by the lateral difference calculation unit 67 . In more detail, for example, taking the side of the opposite lane (reverse lane) as the forward direction of the lateral difference, according to the sign change of the lateral difference when the lateral difference changes toward zero and the change of the time rate of change of the lateral difference, the vehicle 1 or determine whether the oncoming vehicle deviates from the appropriate travel road, wherein the oncoming lane side is based on the travel trajectory of the vehicle 1 calculated by the own vehicle trajectory calculation unit 66 .

The contact prediction unit 69 predicts the possibility of contact between the vehicle 1 and the oncoming vehicle based on the determination result of the lane departure determination unit 68, the relative distance and relative speed between the vehicle 1 and the oncoming vehicle, and the respective travel trajectories of the vehicle 1 and the oncoming vehicle. sex (likelihood of contact) for prediction. The premise of the determination process for determining the possibility of contact by the contact predicting unit 69 is to determine whether the left-right traffic rule of the road on which the vehicle 1 is traveling is left-hand traffic or right-hand traffic.

For example, the contact prediction unit 69 performs processing on the premise that the trajectory prediction unit 65 , the own vehicle trajectory calculation unit 66 , and the lateral difference calculation unit 67 set the following for the determination of the passing rule determination unit 64 . The initial state of , for example, is that the left-right traffic rule of the road on which the vehicle 1 is traveling is left-hand traffic. Thus, when the oncoming vehicle deviates from the appropriate traveling road, for example, as shown in (A) of FIG. The likelihood of exposure is high.

Here, when the left-right traffic rule of the driving road of the vehicle 1 is left-hand traffic, the left-right attributes of various sensor signals are inherent in the original state (that is, the state that is not reversed), and the actual position and moving direction of the oncoming vehicle are the same. The position and moving direction of the oncoming vehicle obtained according to various sensor signals are consistent from left to right. Therefore, when the oncoming vehicle is actually in the state shown in (A) in FIG. 6 (that is, the state of driving on the left side with a high possibility of contact), the contact predicting unit 69 obtains a vehicle that is consistent with the actual situation based on various sensor signals. With the same state detection results, it is determined that the possibility of contact is high.

In addition, when the left and right traffic rules of the driving road of the vehicle 1 are right-hand traffic, the left and right attributes of various sensor signals are reversed from the inherent state, and the actual position and moving direction of the oncoming vehicle are compared with those obtained from various sensor signals. The position and direction of movement of the oncoming vehicle are reversed left and right. Therefore, when the oncoming vehicle is actually in the state shown in (B) in FIG. According to the sensor signal whose left and right attributes are reversed, the detection result of the left and right attributes is opposite to the actual situation (that is, this result represents the state shown in (A) in Figure 6, the state of driving on the left side with a high contact possibility, but it is different from the actual situation. The situation is the opposite), and it is judged that the possibility of exposure is high.

The operation unit 70 controls the operations of the engine control unit 42 , the shift control unit 43 , the brake control unit 44 , the EPS control unit 46 , and the alarm device 18 based on the determination result of the contact prediction unit 69 .

The engine control unit 42 controls the state of the internal combustion engine 11 . The shift control unit 43 controls the shift operation of the transmission 12 . The brake control unit 44 controls the braking forces acting on the left and right front wheels and the left and right rear wheels through the brake actuator 17 . The EPS (Electric Power Steering) control unit 46 controls the output of reaction torque or assist torque with respect to the steering torque detected by the steering torque sensor 52 through the EPS actuator 19 .

The warning device 18 has a tactile warning device, a visual warning device and an audible warning device. The tactile alarm device outputs tactile alarms such as vibration of the steering wheel by the EPS actuator 19 and tightening action of the driver through a seat belt device (not shown). The auditory warning device outputs a visual warning such as a display on a dashboard (not shown). The auditory alarm device outputs an auditory alarm such as a voice or an alarm sound through a speaker (not shown) or the like in a dashboard (not shown).

When it is determined by the contact prediction unit 69 that there is a possibility of contact, the operation unit 70 refers to the information indicating the left and right traffic rules determined by the traffic rule determination unit 64, and sets at least one of the alarm device 18 and the EPS actuator 19. A control amount that generates an action, and control for contact avoidance is performed based on the control amount. When setting the control amount, the operation unit 70 not only sets the magnitude of the control amount, but also sets the direction for the control amount having a direction attribute.

For example, the same as the initial state set by the trajectory prediction unit 65 , the ego vehicle trajectory calculation unit 66 and the lateral difference calculation unit 67 for the determination of the traffic rule determination unit 64 , the action unit 70 is also determined by the traffic rule determination unit 64 The left and right traffic rules are the state of the left traffic as the initial state. Next, when the left-right traffic rule determined by the traffic rule determination unit 64 in the initial state changes from left-side traffic to right-side traffic, the left-right attribute of the control amount of the contact avoidance control is reversed. Afterwards, when the left-right traffic rule determined by the traffic rule judging unit 64 changes between left-hand traffic and right-hand traffic, the left-right attribute of the control amount of the contact avoidance control set before the change is reversed.

The control amount of the contact avoidance control with left and right attributes includes: the rotation direction of the motor as the EPS actuator 19, the steering direction of the front wheels and the rear wheels obtained by the EPS actuator 19, and the front wheel steering direction obtained by the brake actuator 17. and the left and right brake distribution and torque distribution of the rear wheels.

The operation unit 70 sets the left and right attributes of the control amount of the contact avoidance control based on, for example, an initial state in which the left and right traffic rule of the road on which the vehicle 1 is traveling is the left side traffic. Therefore, for example, as shown in (A) in FIG. The vehicle 1 moves to the right in the traveling direction (deviates from the appropriate traveling road).

Furthermore, when the left-right traffic rule determined by the traffic rule determination unit 64 changes from left-side traffic to right-side traffic, the operation unit 70 reverses the left-right attribute of the control amount of the contact avoidance control. Therefore, for example, as shown in (B) in FIG. The vehicle 1 is suppressed from moving to the left in the traveling direction (deviating from the appropriate traveling road).

In addition, when the operation unit 70 sets the control amount of the contact avoidance control and executes the contact avoidance control corresponding to the control amount, when referring to various sensor signals due to the needs of feedback control, etc., the left and right of the sensor signal Attributes are still in their inherent state. That is, according to the right-and-left traffic rule of the traveling road of the vehicle 1, the state of right-hand traffic, the possibility of contact is determined based on the sensor signal whose left-right attribute is reversed, and although the left-right attribute of the control amount of the contact avoidance control is reversed, The sensor signal used when operating a device having a left-right attribute (for example, the EPS actuator 19 etc.) according to the control amount does not reverse the left-right attribute, but remains in an inherent state.

In addition, when the passing rule judging unit 64 has not judged whether the left and right passing rule is left-hand traffic or right-hand traffic (that is, when there is no judgment result of whether the left-right passing rule is left-hand traffic or right-hand traffic) , the operation unit 70 suppresses the execution of the contact avoidance control. For example, the operating unit 70 may set a threshold value for determining whether to allow the alarm device 18 to operate, and set the threshold value to a value at which the alarm device 18 does not easily operate. For example, the actuating part 70 may prohibit the brake actuator 17 for contact avoidance from braking and the EPS actuator 19 from steering. For example, the operating unit 70 may perform contact avoidance control only for oncoming vehicles existing in a predetermined area (for example, a frontal area, etc.) in the traveling direction of the vehicle 1 . For example, the operation unit 70 may prohibit the execution of the contact avoidance control using the control amount having the left-right attribute.

For example, when the left and right traffic rules are determined by the traffic rule judging unit 64 as either left-hand traffic or right-hand traffic, as shown in Table 1 below, the action unit 70 determines the collision time TTC according to the collision time TTC (for example, T1>T2>T3>T4 ) to perform prescribed controls on the steering and braking systems.

For example, in Table 1 below, when the collision time TTC is the first time T1, the braking system is not controlled, but the steering system is controlled to issue an alarm by steering wheel vibration. When the collision time TTC is the second time T2, the steering system is controlled so that the steering system issues an alarm through the instrument panel by means of sound and display, and outputs the assist torque of the steering torque, and controls the braking system , so that the braking system sends out an alarm through the instrument panel by means of sound or display. When the collision time is the third time T3, the steering system is controlled so that the steering system performs contact avoidance processing through steering, and the braking system is controlled so that the control system performs a relatively light somatosensory alarm action braking. When the time to collision TTC is T4, the steering system is not controlled, but the braking system is controlled so that the braking system performs strong braking as a contact avoiding operation by decelerating.

[Table 1]

In addition, when the passing rule judging unit 64 does not judge whether the left and right passing rule is left-hand traffic or right-hand traffic, for example, as shown in Table 2 below, the operation unit 70 makes the control that may be frequently executed when the left-right passing rule is incorrectly judged. Execution time delayed. For example, change the execution time of the control of the alarm issued by the vibration of the steering wheel in the operating system from the first time T1 to the second time T2, and change the control of the alarm issued by the instrument panel in the braking system by means of sound and display The execution time of is changed from the second time T2 to the third time T3.

[Table 2]

In addition, as shown in Table 3 or Table 4 below, when the passing rule judging unit 64 does not determine whether the left and right passing rule is left-hand traffic or right-hand traffic, the action unit 70 can prohibit the execution of the rule that may interfere with the driver’s driving operation. Only controls that do not easily interfere with the driver's driving operation are performed. For example, in Table 3 below, execution of assist torque for outputting steering torque by the steering system and control for performing a contact avoidance operation by steering are prohibited. For example, in Table 4 below, the execution of the control that causes the steering system to perform the contact avoiding operation by steering is prohibited, and the execution of the control that causes the brake system to perform the contact avoiding operation by decelerating is prohibited.

[table 3]

TTC steering system Braking System T1 steering wheel vibration alert no control T2 Dashboard alerts (sound, display) Dashboard alerts (sound, display) T3 no control Lighter braking (somatosensory alert) T4 no control Stronger braking (deceleration)

[Table 4]

The assisting device 10 for contact avoidance according to the present embodiment has the above-mentioned structure. Next, in the operation of the assisting device 10 for contact avoidance, in particular, the left-right attribute of the sensor signal and the left-right attribute of the control amount of the contact avoidance control are reversed. processing will be explained.

In addition, the following processing is repeatedly executed in a predetermined cycle or the like.

First, in step S01 shown in FIG. 8 , among the objects detected by the object detection unit 61 , an oncoming vehicle traveling in the opposite direction to the vehicle 1 is recognized.

Next, in step S02, according to the relative positional relationship between the oncoming vehicle and the vehicle 1 recognized by the vehicle recognition unit 62 or the relative positional relationship between the oncoming vehicle and the front vehicle recognized by the vehicle recognition unit 62, the Whether the left and right traffic rules of the driving road is left-hand traffic or right-hand traffic is judged.

Furthermore, in step S03 , it is determined whether or not it is determined that the left-right traffic rule of the road on which the vehicle 1 is traveling is right-hand traffic.

When the result of this determination is "No", the process proceeds to step S05 described later.

In addition, when the determination result is "Yes", the process proceeds to step S04, and in this step S047, the left and right attributes of the sensor signal having the left and right attributes are reversed, and then the process proceeds to step S05.

Furthermore, in step S05, according to the determination result of the lane departure determination unit 68, the relative distance and relative speed between the vehicle 1 and the oncoming vehicle, the respective travel trajectories of the vehicle 1 and the oncoming vehicle, etc. Whether there is a possibility of contact (possibility of contact) is predicted.

Next, in step S06, it is determined whether there is a possibility of contact.

When the determination result is "No", the process ends.

In addition, when the result of this determination is "Yes", for example, when it is determined that there is a possibility of contact because the vehicle 1 has deviated from the appropriate traveling road, the process proceeds to step S07.

Furthermore, in step S07, the amount of steering required to return the vehicle 1 to the appropriate course is calculated.

Next, in step S08 , it is determined whether or not it is determined that the left-right traffic rule of the road on which the vehicle 1 is traveling is right-hand traffic.

When the result of this determination is "No", the process proceeds to step S10 described later.

If the result of the determination is "Yes", the process proceeds to step S09, in which the left and right attributes of the steering amount, which is the control amount of the contact avoidance control having the left and right attributes, are reversed, and then the process proceeds to step S10.

Then, in step S10 , the steering control is performed based on the steering amount corresponding to the left-right attribute set at this time, and the process ends thereafter.

As described above, when the contact avoidance assisting device 10 according to the present embodiment is used, when the left and right traffic rules determined by the traffic rule determination unit 64 change between left-side traffic and right-side traffic, simple processing is required. Appropriate lane departure determination, determination of contact possibility, and contact avoidance control can be performed. The simple process is to invert the left and right attributes of various sensor signals and the control amount of contact avoidance control. Thus, it is possible to prevent the control process from becoming lengthy and complicated, compared to the case of switching the preset controls dedicated to left-hand traffic and right-hand traffic, respectively.

Furthermore, the passing rule determination unit 64 can appropriately determine the left-right passing rule by using the detection result of whether the oncoming vehicle passes on the right side of the vehicle 1 or on the left side of the vehicle 1 . In particular, by using the detection results in the vicinity of the boundary of the detection target area D, the determination accuracy can be improved.

In addition, after judging that a plurality of oncoming vehicles traveling in the same direction are traveling on an appropriate travel road, the traffic rule determination unit 64 determines whether the plurality of oncoming vehicles intend to pass on the right side of the vehicle 1 or on the left side of the vehicle 1 . It is estimated that even before the oncoming vehicle and the vehicle 1 meet, the left and right traffic rules can be appropriately determined using the estimation result.

In addition, compared with the case of using the detection result of whether the oncoming vehicle passes the right side of the vehicle 1 or the left side of the vehicle 1 , the traffic rule determination unit 64 uses whether the oncoming vehicle passes the right side of the vehicle 1 in front or the vehicle 1 side. The detection result on the left can make an appropriate judgment on the left and right traffic rules earlier.

In addition, after judging that a plurality of oncoming vehicles traveling in the same direction are traveling on an appropriate traveling road, the passing rule determination unit 64 determines whether the plurality of oncoming vehicles intend to pass the right side of the vehicle in front of the vehicle 1 or the vehicle 1. The left side of the vehicle in front is estimated, and the left and right traffic rules can be appropriately determined by using the estimation result even before the oncoming vehicle and the vehicle in front meet.

Moreover, even when there are no other vehicles around the vehicle 1, the passing rule determination unit 64 uses the information indicating the left and right passing rules contained in the road map data stored in the map data storage unit 22 or the road information received from the road side communication device. The information indicating the left-right traffic rule contained in the inter-vehicle communication signal can also appropriately determine the left-right traffic rule.

In addition, the passing rule determination unit 64 can appropriately determine the left and right passing rules based on various types of information acquired from other vehicles through inter-vehicle communication.

Also, when the passing rule judging unit 64 does not determine whether the left-right passing rule is left-hand traffic or right-hand traffic, the operation unit 70 suppresses the execution of the contact avoidance control, thereby preventing execution of inappropriate contact avoidance control.

For example, the operation unit 70 delays the execution time of the control that may be frequently executed when the left and right traffic rules are incorrectly determined, thereby preventing unnecessary frequent execution of inappropriate contact avoidance control.

In addition, for example, the operation unit 70 prohibits the execution of control that may interfere with the driver's driving operation, so that it is possible to prevent the execution of the contact avoidance control contrary to the driver's intention, and to prevent the driver from feeling uncomfortable. .

In addition, for example, the operation unit 70 executes the contact avoidance control only for the oncoming vehicle that exists in the front area in the traveling direction of the vehicle 1, so that it is possible to prevent the execution of the contact avoidance control using the control amount having the left-right attribute inappropriately. control.

In addition, in the above-mentioned embodiment, the assisting device 10 for contact avoidance is installed on the vehicle 1 with the internal combustion engine (ENG) 11 as the power source, but it is not limited thereto. For example, the assist device 10 for contact avoidance may also be installed in Electric vehicles and hybrid vehicles that use motors as power sources. In addition, the transmission (T/M) 12 may be omitted in the case where a motor is used as a power source.

In addition, in the above-mentioned embodiment, the vehicle 1 has the navigation device 15, but it is not limited thereto, and the navigation can be realized by using an information terminal (not shown) such as a mobile terminal carried by the occupant of the vehicle 1 instead of the navigation device 15. Function of device 15. At this time, the information terminal and the control device 16 are connected by limited or wireless communication. Furthermore, the information terminal only has a structure corresponding to the current position detection unit 21, the input unit 24, and the display unit 25 of the navigation device 15, and other functions of the navigation device 15 can also be performed through an external server device ( Figure omitted) to achieve.

The present embodiment described above is merely an example for carrying out the present invention, and the present invention is not limited to the above-described embodiment.

【Industrial Applicability】

According to the present invention, it is possible to provide a contact avoidance assist device capable of performing appropriate control before and after switching between left-hand traffic and right-hand traffic in a left-right traffic rule on a traveling road by simply processing.

[Description of Reference Signs]

10: Auxiliary device for avoiding contact; 13: Camera device; 14: Radar device; 16: Control device; 17: Brake actuator; 18: Alarm device; 19: EPS actuator; 61: Measuring part; 62: Vehicle Recognition Department; 63: Information Acquisition Department; 64: Passing Rule Judgment Department; 65: Trajectory Prediction Department; 66: Ego Vehicle Trajectory Calculation Department; 67: Lateral Difference Calculation Department; 68: Lane Departure Judgment Department; 69: Contact Prediction Department ;70: action department.

Claims (as amended under Article 19 of the Treaty)

1. An auxiliary device for avoiding contact, characterized in that it has:

An object measuring mechanism, which detects objects existing around the vehicle;

a control mechanism for controlling the vehicle for contact avoidance with respect to the object detected by the object detection mechanism;

A judging mechanism, which judges whether the left-right traffic rule of the road on which the vehicle is traveling is left-hand traffic or right-hand traffic;

detection mechanism, which has left and right attributes,

When the left and right traffic rules determined by the judgment unit change between the left side traffic and the right side traffic, the control unit changes the avoidance according to the change content of the left and right traffic rules. In the control content of the contact control, at this time, the control means reverses the right and left attributes of the output signal of the detection means, and also reverses the left and right attributes of the control amount of the contact avoidance control.

2. (deleted)

3. The auxiliary device for contact avoidance according to claim 1, characterized in that,

When the judging means does not judge whether the left-right traffic rule is left-hand traffic or right-hand traffic, the control means suppresses execution of the contact avoidance control.

4. The auxiliary device for contact avoidance according to claim 1 or 3, characterized in that,

It also has: an identification mechanism, which identifies an oncoming vehicle driving in the opposite direction of the vehicle among the objects detected by the object measuring mechanism;

an acquisition mechanism that acquires the relative positional relationship between the vehicle and the oncoming vehicle identified by the identification mechanism,

The determination unit determines whether the left-right traffic rule of the road on which the vehicle is traveling is left-hand traffic or right-hand traffic based on the relative positional relationship between the vehicle and the oncoming vehicle acquired by the acquisition unit.

5. The auxiliary device for contact avoidance according to claim 1 or 3, characterized in that,

also has:

An identification mechanism, which identifies an oncoming vehicle driving in the opposite direction of the vehicle and a preceding vehicle driving ahead in the direction of travel of the vehicle among the objects detected by the object measuring mechanism;

an acquisition mechanism that acquires the relative positional relationship between the oncoming vehicle and the preceding vehicle identified by the identification mechanism,

The judging unit judges whether the left-right traffic rule of the vehicle's driving road is left-hand traffic or right-hand traffic according to the relative positional relationship between the oncoming vehicle and the preceding vehicle acquired by the acquisition unit .

6. The auxiliary device for contact avoidance according to claim 1 or 3, characterized in that,

further comprising acquisition means for acquiring information on the traveling route of the vehicle from an external device,

The judging unit judges whether the left-right traffic rule of the traveling road of the vehicle is left-hand traffic or right-hand traffic based on the information of the traveling road acquired by the acquisition unit.

7. The auxiliary device for contact avoidance according to claim 1 or 3, characterized in that,

further having acquisition means for acquiring information related to the traveling route of the vehicle from another vehicle,

The judging means judges whether the left-right traffic rule of the traveling road of the vehicle is left-hand traffic or right-hand traffic based on the information related to the traveling road acquired by the acquisition means.

Claims (7)

1. An auxiliary device for avoiding contact, characterized in that it has: An object measuring mechanism, which detects objects existing around the vehicle; a control mechanism for controlling the vehicle for contact avoidance with respect to the object detected by the object detection mechanism; a judging unit, which judges whether the left-right traffic rule of the road on which the vehicle is traveling is left-hand traffic or right-hand traffic, When the left and right traffic rules determined by the judgment unit change between the left side traffic and the right side traffic, the control unit changes the avoidance according to the change content of the left and right traffic rules. The control content of the contact control. 2. The auxiliary device for avoiding contact according to claim 1, characterized in that: Also has a detection mechanism, the detection mechanism has left and right attributes, When changing the control content of the contact avoidance control according to the change content of the left and right traffic rules, the control means reverses the left and right attributes of the output signal of the detection means, and makes the contact avoidance control The left and right properties of the control volume are reversed. 3. The auxiliary device for contact avoidance according to claim 1 or 2, characterized in that, When the judging means does not judge whether the left-right traffic rule is left-hand traffic or right-hand traffic, the control means suppresses execution of the contact avoidance control. 4. The assisting device for contact avoidance according to any one of claims 1 to 3, characterized in that: It also has: an identification mechanism, which identifies an oncoming vehicle driving in the opposite direction of the vehicle among the objects detected by the object measuring mechanism; an acquisition mechanism that acquires the relative positional relationship between the vehicle and the oncoming vehicle identified by the identification mechanism, The determination unit determines whether the left-right traffic rule of the road on which the vehicle is traveling is left-hand traffic or right-hand traffic based on the relative positional relationship between the vehicle and the oncoming vehicle acquired by the acquisition unit. 5. The assisting device for contact avoidance according to any one of claims 1 to 3, characterized in that: also has: An identification mechanism, which identifies an oncoming vehicle driving in the opposite direction of the vehicle and a preceding vehicle driving ahead in the direction of travel of the vehicle among the objects detected by the object measuring mechanism; an acquisition mechanism that acquires the relative positional relationship between the oncoming vehicle and the preceding vehicle identified by the identification mechanism, The judging unit judges whether the left-right traffic rule of the vehicle's driving road is left-hand traffic or right-hand traffic according to the relative positional relationship between the oncoming vehicle and the preceding vehicle acquired by the acquisition unit . 6. The assisting device for contact avoidance according to any one of claims 1 to 3, characterized in that: further comprising acquisition means for acquiring information on the traveling route of the vehicle from an external device, The judging unit judges whether the left-right traffic rule of the traveling road of the vehicle is left-hand traffic or right-hand traffic based on the information of the traveling road acquired by the acquisition unit. 7. The auxiliary device for contact avoidance according to any one of claims 1 to 3, characterized in that: further having acquisition means for acquiring information related to the traveling route of the vehicle from another vehicle, The judging means judges whether the left-right traffic rule of the traveling road of the vehicle is left-hand traffic or right-hand traffic based on the information related to the traveling road acquired by the acquisition means.