JP5055169B2 - Vehicle safety device - Google Patents

Description

  The present invention relates to a vehicle travel safety device.

It is determined whether or not this object is a stationary object from the relative speed of the object detected by the radar with the own vehicle. If the detected object is a stationary object, the angle of the locus of the relative position of this object with respect to the own vehicle There is one that detects the axis misalignment of the radar based on (see, for example, Patent Document 1).
JP 2003-57334 A

  By the way, when the object to be detected is a moving object or when the host vehicle is traveling on a curve, there is a problem that it is not possible to accurately determine whether or not an axis deviation has occurred in the transmission / reception means.

  Therefore, the present invention can accurately determine whether or not an axis deviation has occurred in the transmission / reception means even when the object to be detected is a moving object or when the host vehicle is traveling on a curve. The purpose is to provide a traveling safety device.

  In order to achieve the above object, the invention according to claim 1 transmits electromagnetic waves over a predetermined detection area around the own vehicle (for example, own vehicle V in the embodiment) at a predetermined time interval and exists around the own vehicle. Transmitting / receiving means (for example, the radar devices 2L and 2R in the embodiment) for receiving the reflected wave of the electromagnetic wave from the object (for example, the object B in the embodiment), and transmitted by the transmitting / receiving means based on the reception result of the transmitting / receiving means Reflection point calculation means for calculating a reflection point at which an electromagnetic wave reflects on an object (for example, the reflection point calculation unit 10 in the embodiment) and the same object having a predetermined relationship among the reflection points calculated by the reflection point calculation means Segment forming means (for example, the segment forming portion 11 in the embodiment) that forms the segment (for example, the segment S in the embodiment) by collecting the reflection points; Relative relationship calculating means for calculating the relative relationship between the segment formed by the segment forming means and the own vehicle (for example, the relative relationship calculating unit 13 in the embodiment), and the segment calculated by the relative relationship calculating means and the own vehicle. A vehicle travel safety device (for example, in the embodiment), comprising: an axis deviation determination means (for example, the axis deviation determination unit 14 in the embodiment) that determines whether or not the transmission / reception means has an axis deviation based on a relative position. The vehicle travel safety device 1) includes a plurality of the transmission / reception means, and the axis deviation determination means is a first formed by the segment forming means based on a reception result of the first transmission / reception means. And the second segment formed by the segment forming means based on the reception result of the second transmitting / receiving means are overlapped from a separated state. Axial deviation in the transmitting and receiving means is characterized by determining that occurs when a.

  According to the first aspect of the present invention, when the reflection point calculation means calculates the reflection point at which the electromagnetic wave transmitted by the transmission / reception means reflects on the object, the segment formation means among the reflection points calculated by the reflection point calculation means A segment is formed by collecting reflection points of the same object having a predetermined relationship. At this time, if any transmission / reception means has no axis deviation, the segment formation means is based on the reception result of the first transmission / reception means. And the second segment formed by the segment forming unit on the basis of the reception result of the second transmitting / receiving unit coincides with each other, and any transmitting / receiving unit has an axis misalignment. For example, the first segment and the second segment are overlapped with each other due to a change in the distance from the vehicle. The axis deviation determination means determines that an axis deviation has occurred in the transmission / reception means when the first segment and the second segment are overlapped from the separated state. By making such a determination, it is possible to accurately determine whether or not an axis deviation has occurred in the transmission / reception means even when the object is a moving object or the host vehicle is traveling on a curve.

  Hereinafter, a vehicle travel safety device according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  As shown in FIG. 1, a vehicular travel safety device 1 according to this embodiment includes radar devices (transmission / reception means) 2L and 2R, own vehicle various sensors (running state detection means) 3, a control device 4, and an alarm device. 5 and an automatic brake device 6. The control device 4 includes a reflection point calculation unit (reflection point calculation unit) 10, a segment formation unit (segment formation unit) 11, a relative relationship calculation unit (relative relationship calculation unit) 13, and an axis deviation determination unit (axis Deviation determination means) 14, contact possibility determination unit 15, avoidance method setting unit 16, and vehicle control unit 17.

  The radar devices 2L and 2R detect the surrounding information of the own vehicle at a predetermined time interval (for example, every 0.1 second). Specifically, the crossing vehicle, the preceding vehicle, the other lane leading vehicle, and the obstacle Get information about objects such as objects. The radar devices 2L and 2R emit an electromagnetic wave toward a beam scanning type radar 30 using, for example, an electromagnetic wave such as a laser beam or a millimeter wave, and a detection area ahead of the traveling direction of the vehicle, and the emitted electromagnetic wave is detected in the detection area. And a control unit 31 that receives a reflected wave generated by being reflected by an object existing inside and outputs the reflected wave to the relative relationship calculation unit 13. The detection areas AL and AR of the radar devices 2L and 2R are divided into a plurality of scanning areas set with respect to the three-dimensional angular direction, and the control unit 31 displays the detection areas divided into the plurality of scanning areas. Scan.

  Here, as shown in FIG. 2, the radar devices 2 </ b> L and 2 </ b> R are attached to both the left and right sides of the front end portion of the host vehicle V. Then, the radar apparatus 2L transmits electromagnetic waves over a predetermined detection area AL having a substantially isosceles triangular shape in plan view that is located slightly forward and to the left of the vicinity of the own vehicle. Electromagnetic waves are transmitted over a predetermined detection area AR in the shape of an isosceles triangle in plan view, which is slightly ahead of and around the right side of the vehicle and expands toward the front. The detection area AL and the detection area AR are mirror-symmetric with respect to a center line that passes through the center of the vehicle V in the vehicle width direction and extends in the front-rear direction of the vehicle V. It is a wrap area AA where a partial area on the near side wraps. Then, the control unit 31 of the radar device 2L and the control unit 31 of the radar device 2R output the acquired information toward the reflection point calculation unit 10 illustrated in FIG.

  The own vehicle various sensors 3 include, for example, a vehicle speed sensor that detects the speed (vehicle speed) of the own vehicle, a yaw angle (a rotation angle around the vertical axis of the vehicle center of gravity), and a yaw rate (vehicle center of gravity) as information on the traveling state of the own vehicle. A yaw rate sensor that detects a rotational angular velocity around the vertical axis of the vehicle, a lateral G sensor that detects a lateral acceleration of the vehicle (hereinafter abbreviated as lateral G), a steering angle (the direction of the steering angle input by the driver) A steering angle sensor for detecting the steering angle, a steering angle sensor for detecting the actual steering angle (direction and size of the steering wheel turning angle), and a steering torque sensor for detecting the steering torque. In addition, a positioning signal such as a GPS (Global Positioning System) signal for measuring road data such as the position of the own vehicle or intersection information using an artificial satellite, or a position signal transmitted from an information transmitting device outside the own vehicle Furthermore, a position sensor that detects the current position and traveling direction of the vehicle based on detection results of an appropriate gyro sensor, an acceleration sensor, etc., and each sensor that detects the on / off state of a direction indicator and a brake, etc. It is configured with. The own vehicle various sensors 3 composed of these sensors detect the traveling state of the own vehicle, and output information acquired by the above-described sensors to the relative relationship calculation unit 13.

  Based on the transmission / reception result of the radar apparatus 2L, the reflection point calculation unit 10 calculates each reflection point at which the electromagnetic wave transmitted to the detection area AL by the radar apparatus 2L reflects on the object, and the transmission / reception result of the radar apparatus 2R is obtained. Based on this, each reflection point at which the electromagnetic wave transmitted to the detection area AR by the radar device 2R is reflected on the object is calculated. Then, the reflection point calculation unit 10 outputs the calculation result to the segment formation unit 11.

  The segment forming unit 11 forms the segment S by collecting the reflection points of the same object having a predetermined relationship among the reflection points calculated by the reflection point calculation unit 10 based on the detection result of the radar device 2L, and the radar device. Of the reflection points calculated by the reflection point calculation unit 10 based on the detection result of 2R, the reflection points of the same object having a predetermined relationship are collected to form a segment S. That is, the segment forming unit 11 has one reflection point among the reflection points and another reflection point whose distance between the reflection points is less than a predetermined value set in advance and the interval between the reflection points is less than the predetermined value. A group of reflection points, which are collected in a manner such that the distance between them is less than a predetermined value and the other reflection points whose distance between the reflection points is less than the predetermined value, are connected to the same object. A segment S is formed as a reflection point. A segment S formed based on the detection result of the radar device 2L and a segment S formed based on the detection result of the radar device 2R for the object in the lap region AA where the detection region AR and the detection region AL overlap. Are matched as shown in FIG. 2 if the radar devices 2L and 2R have no axis deviation. The segment S is represented by (x, y, l) consisting of the center position and length. The segment forming unit 11 outputs the data of the segment S to the relative relationship calculating unit 13.

  The relative relationship calculation unit 13 receives the information of the segment S formed based on the detection data of the radar devices 2L and 2R and the information output from the various sensors 3 of the own vehicle, and the relative position between the own vehicle V and the segment S. And a relative relationship consisting of the relative speed is calculated for each time interval. The relative relationship calculation unit 13 outputs the calculated information to the axis deviation determination unit 14 and the contact possibility determination unit 15.

  The axis deviation determination unit 14 determines whether or not an axis deviation has occurred in the radar devices 2L and 2R based on the relative position between the segment S and the vehicle V calculated by the relative relationship calculation unit 13. From the determination result, the axis deviation determination unit 14 outputs a stop signal that causes the control unit 31 of the radar apparatuses 2L and 2R to stop the object detection operation when the axis deviation occurs in the radar apparatuses 2L and 2R.

  The contact possibility determination unit 15 determines whether or not there is a possibility of contact between the segment S and the vehicle V based on the relative relationship between the segment S and the vehicle V, which is a calculation result of the relative relationship calculation unit 13. Specifically, the possibility of contact between the segment S and the host vehicle V is determined from the predicted course of the segment S, the course prediction of the host vehicle V, and the like.

  The avoidance method setting unit 16 determines at least one of the alarm device 5 and the automatic brake device 6 provided in the host vehicle V by the vehicle control unit 17 based on the determination result of the contact possibility by the contact possibility determination unit 15. Operate. That is, when the time until the contact between the segment S and the vehicle V calculated by the contact possibility determination unit 15 is equal to or shorter than the first set time set in advance, the command signal that activates only the alarm device 5. Is output to the vehicle control unit 17, and when the second set time is shorter than the first set time, the command signal for performing the alarm brake operation by the automatic brake device 6 in addition to the operation of the alarm device 5 is sent to the vehicle control unit. In the case where it is output toward 17 and not longer than the third set time shorter than the second set time, a command signal for performing an emergency brake operation by the automatic brake device 6 in addition to the operation of the alarm device 5 is directed to the vehicle control unit 17. Output.

  The vehicle control unit 17 receives the command signal output from the avoidance method setting unit 16 and activates the alarm device 5 and the automatic brake device 6 based on the command signal.

  Note that the alarm device 5 is a display device that visually generates an alarm and a sound generator that audibly generates an alarm. The alarm device 5 may cause contact with an object by displaying predetermined alarm information on a display device or blinking a predetermined alarm light in accordance with a control signal input from the vehicle control unit 17. An occupant is made to recognize that a certain alarm sound or voice guidance is output in response to a control signal input from the vehicle control unit 17 by a voice generation device.

  The automatic brake device 6 drives the braking device of the host vehicle in response to a command signal input from the vehicle control unit 17. When the command signal for alarm brake operation is input, the automatic brake device 6 applies a weak brake to the host vehicle. A relatively small first set value (for example, 0.25 G) deceleration is generated at this time, and the passenger is made aware that there is a possibility of contact with the object by experiencing this deceleration. When an emergency brake operation command signal is input, a strong brake is applied to cause the vehicle to generate a deceleration of a second set value (for example, 0.6 G) that is larger than the first set value, and the object and the vehicle Avoid contact with.

  Next, based on the flowchart of FIG. 3, the control content of the axis deviation detection control of the radar devices 2L and 2R in the vehicle travel safety device 1 according to the present embodiment will be described. Note that the processing of the flowchart of FIG. 3 is executed at predetermined time intervals.

  First, in step S1, detection information of the own vehicle various sensors 3 and the radar devices 2L and 2R is captured, and the reflection point calculation unit 10 and the segment formation unit 11 form a segment from the detection information of the radar devices 2L and 2R.

  That is, the reflection point calculation unit 10 calculates each reflection point at which the electromagnetic wave transmitted to the detection area AR by the radar device 2R reflects on the object, and the electromagnetic wave transmitted to the detection area AL by the radar device 2L on the object. Each reflection point to be reflected is calculated, and the segment forming unit 11 selects a reflection point having a predetermined relationship among the reflection points calculated by the reflection point calculation unit 10 based on the detection result of the radar device 2R as the same object. As a reflection point of the same object, the segment S is formed as a reflection point of the same object, and the reflection points having a predetermined relationship among the reflection points calculated by the reflection point calculation unit 10 based on the detection result of the radar device 2L are collected. Segment S is formed.

  Next, in step S2, the relative relationship calculating means 13 estimates the trajectory K shown in FIG. 2 of the course of the host vehicle V from the detection information of the various sensors 3 of the host vehicle. Based on the information output from the forming unit 11 and the information output from the various sensors 3 of the host vehicle, the relative relationship between the relative position and the relative speed of the host vehicle V and the segment S is calculated, and the calculated relative speed is used. It is determined whether the detected segment S is a segment of a stationary object or a segment of a moving object. That is, if the difference between the vehicle speed of the host vehicle V and the relative speed of the host vehicle V and the segment S is within a predetermined value, it is determined that the segment S is a stationary object, and the vehicle speed of the host vehicle V and the host vehicle V are determined. If the difference from the relative speed of the segment S is not within the predetermined value, it is determined that the segment S is a moving object.

  Next, in step S4, it is determined from the estimation result in step S2 whether or not the host vehicle V is traveling straight. If the host vehicle V is traveling straight, in step S5, the host vehicle V and the segment S calculated in step S3 are determined. From the relative position, it is determined whether or not there is a stationary object in the detected segment S.

If there is a stationary object, the axis deviation determination unit 14 calculates an axis deviation amount Δθ from the movement trajectory of the segment S of the stationary object and the estimated trajectory of the host vehicle V in step S6. That is, as shown in FIG. 4, for example, when a stationary object is detected in the detection area AL by the radar device 2 </ b> L, the actual movement trajectory (the movement trajectory of the object B shown in FIG. 4) If the radar device 2L is parallel to the estimated locus K and the axis of the radar device 2L is not shifted, the movement locus of the segment of the object detected by the radar device 2L (the movement locus of the segment SL of the object b indicated by the two-dot chain line shown in FIG. 4) ) Does not move in the left-right direction, but as shown in FIG. 5, for example, when the radar device 2L has a left-axis misalignment, the movement locus of the segment of the object detected by the radar device 2L (The movement trajectory of the segment SL of the object b shown by a two-dot chain line in FIG. 5) has an inclination angle Δθ with respect to the estimated trajectory K of the vehicle traveling straight, despite being a stationary object. Therefore, assuming that the center position of the segment S of the stationary object has moved from (x1, y1) to (x2, y2), the axis deviation amount Δθ is calculated according to the following equation.
Δθ = tan ⁻¹ ((x2−x1) / (y2−y1))

  Also for the radar device 2R, when a stationary object is detected while the host vehicle is traveling straight, the axis deviation amount Δθ is calculated in the same manner as described above.

  In step S7, the shaft misalignment determination unit 14 determines whether or not the shaft misalignment amount Δθ is equal to or larger than a preset allowable value θ, and the shaft misalignment amount Δθ is set to a predetermined allowable value θ (for example, 3 degrees). ) If it is above, it is determined that an axis deviation has occurred, and a stop signal for stopping the object detection operation is output to the control unit 31 of the radar devices 2L and 2R. As a result, the radar devices 2L and 2R do not transmit or receive electromagnetic waves, and the vehicular travel safety device 1 is deactivated. On the other hand, if the axis deviation amount Δθ is less than the preset allowable value θ in step S7, it is determined that no axis deviation has occurred, and the current control cycle is terminated.

  On the other hand, in the case where the host vehicle V is not going straight in the above-described step S4, that is, the case where the host vehicle V is cornering traveling and the case where there is no stationary object in the segment S detected in step S5, Since the determination of the axis deviation in step S6 described above is impossible, the axis deviation determination unit 14 performs another axis deviation determination in step S9. That is, in the previous control cycle, the first segment formed by the segment forming unit 11 based on the reception result for the moving object of the radar device 2L and the segment forming unit 11 based on the reception result for the moving object of the radar device 2R. When the formed second segment is separated in the horizontal direction and the first segment and the second segment overlap in the horizontal direction in the current control cycle, the radar devices 2L and 2R It is determined that at least one of the axes is misaligned.

  Specifically, when neither the radar apparatus 2L nor 2R has an axis deviation, the radar apparatus 2L or 2R detects the same object in the overlapping portion of the detection area AL and the detection area AR. As shown in FIG. 2, the first segment S and the second segment S formed by the segment forming unit 11 coincide with each other. On the other hand, when an axis deviation has occurred, the distance between the first segment S and the second segment S in the left-right direction varies depending on the relative position with the host vehicle V, as shown in FIG. become. Therefore, there is a situation in which the first segment SL based on the reception result of the radar device 2L and the second segment SR based on the reception result of the radar device 2R overlap from a state separated in the horizontal direction, which cannot occur in a normal state. If such a situation occurs, it is determined that an axis deviation has occurred in at least one of the radar devices 2L and 2R.

  If the axis deviation determination unit 14 determines in step S9 that an axis deviation has occurred, in step S8, the axis deviation determination unit 14 outputs a stop signal that causes the control units 31 of the radar apparatuses 2L and 2R to stop the object detection operation. As a result, the radar devices 2L and 2R do not transmit or receive electromagnetic waves, and the vehicular travel safety device 1 is deactivated. On the other hand, if it is determined in step S9 that no axis deviation has occurred, the current control cycle is terminated.

  According to the vehicle travel safety device 1 according to the present embodiment described above, when the reflection point calculation unit 10 calculates the reflection point where the electromagnetic wave transmitted by the radar devices 2L and 2R reflects on the object, the segment formation unit. 11 is a group of reflection points of the same object having a predetermined relationship among the reflection points calculated by the reflection point calculation unit 10, and at this time, the axis is provided to any of the radar apparatuses 2L and 2R. If there is no deviation, the first segment S formed by the segment forming unit 11 based on the reception result of the radar device 2L and the second segment formed by the segment forming unit 11 based on the reception result of the radar device 2R S matches, and if either one of the radar devices 2L and 2R has an axis deviation, the first segment S and the second segment are changed by the change in the distance from the own vehicle V. A state in which the instrument S overlap each other from a distant state. When the first segment S and the second segment S are separated from each other as described above, the axis deviation determination unit 14 causes an axis deviation in one of the radar devices 2L and 2R. It is determined that If determined in this way, whether the radar apparatus 2L or 2R has an axis deviation even if the object detected by the radar apparatus 2L or 2R is a moving object or the host vehicle V is traveling on a curve. Can be accurately determined.

1 is a block diagram showing a vehicle travel safety device according to an embodiment of the present invention. It is a top view which shows the detection area | region etc. of the radar apparatus of the traveling safety device for vehicles which concerns on one Embodiment of this invention. It is a flowchart which shows the control content of the axis deviation detection control of the radar apparatus in the vehicle travel safety device which concerns on one Embodiment of this invention. It is a top view which shows the detection condition of the stationary object at the time of the normal of the radar apparatus in the traveling safety device for vehicles concerning one Embodiment of this invention. It is a top view which shows the detection condition of the stationary object at the time of the axial deviation generation | occurrence | production of the radar apparatus in the vehicle travel safety device which concerns on one Embodiment of this invention. It is a top view which shows the detection condition of the moving object at the time of the axial deviation generation | occurrence | production of the radar apparatus in the vehicle travel safety device which concerns on one Embodiment of this invention.

Explanation of symbols

1 Vehicle safety device 2L, 2R Radar device (transmission / reception means)
3 Various sensors (traveling state detection means)
4 control device 10 reflection point calculation unit (reflection point calculation means)
11 Segment formation part (segment formation means)
13 Relative Relation Calculation Unit 14 Axis Deviation Determination Unit (Axis Deviation Determination Unit)
AL, AR detection area V

Claims (1)

Transmitting / receiving means for transmitting an electromagnetic wave over a predetermined detection area around the vehicle at a predetermined time interval and receiving a reflected wave of the electromagnetic wave from an object existing around the vehicle;
Reflection point calculation means for calculating a reflection point at which the electromagnetic wave transmitted by the transmission / reception means reflects on the object based on the reception result of the transmission / reception means;
Segment forming means for collecting the reflection points of the same object having a predetermined relationship among the reflection points calculated by the reflection point calculation means;
A relative relationship calculating means for calculating a relative relationship between the segment formed by the segment forming means and the vehicle;
An axis deviation determination means for determining whether or not an axis deviation has occurred in the transmission / reception means based on a relative position between the segment and the vehicle calculated by the relative relationship calculation means;
A vehicle travel safety device comprising:
A plurality of the transmission / reception means are provided,
The axis misalignment determining means includes a first segment formed by the segment forming means based on the reception result of the first transmitting / receiving means, and a segment forming means based on the reception result of the second transmitting / receiving means. A vehicular travel safety device, wherein when the formed second segment overlaps from a separated state, it is determined that an axis deviation has occurred in the transmission / reception means.

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