COLLISION AVOIDANCE DEVICE

Abstract

A collision avoidance device (100) is disclosed which is configured to perform collision avoidance control to avoid a collision between a host vehicle (M) and an obstacle in a case in which, based on a path of the host vehicle (M) turning right or left and a position of the obstacle, a determination is made that there is a possibility of collision between the host vehicle (M) and the obstacle.The collision avoidance device (100) comprises a turning angle calculation unit (15) configured to calculate a turning angle (α), which is a change angle of direction of the host vehicle (M) turning in the direction indicated by a turn signal in the on state, based on the direction of the host vehicle (M) when the host vehicle (M) switches its turn signal to the on state, and a collision avoidance control unit (16) configured to execute collision avoidance control in a case where it is determined that there is a possibility of collision between the host vehicle (M) and the obstacle. The collision avoidance control unit (16) is configured not to execute collision avoidance control if the turning angle (α) is greater than or equal to a turning angle threshold.

Description

BACKGROUND OF THE INVENTION 1. Field of the invention

[0001] The present invention relates to a collision avoidance device. 2. Description of the related prior art

[0002] In related prior art, JP 2004-280453 A is known as a technical publication concerning collision avoidance at the time of a right turn by a host vehicle. JP 2004-280453 A discloses a right-turn safety confirmation system that establishes a predicted right-turn trajectory (a predicted trajectory at the time of the right turn) of the host vehicle in front of the right side of the host vehicle and determines that, in a case where an oncoming vehicle reaches the predicted right-turn trajectory within a predetermined required right-turn time, there is a possibility of collision between the oncoming vehicle and the host vehicle.In the right turn safety confirmation system, if it is determined that there is a possibility of collision between the oncoming vehicle and the host vehicle, a collision avoidance warning is issued to the driver.

[0003] Furthermore, DE 10 2015 110 239 A1 discloses a collision mitigation device mounted on a vehicle that mitigates collisions between the vehicle and an obstacle. The collision mitigation device obtains information indicating whether the vehicle will turn right or left at an intersection. Once this information is obtained, the device defines a target area along the predicted route of the vehicle at the intersection. The device then determines whether an obstacle that would impede the vehicle's progress is present within or encroaching upon this target area.If the obstacle is present in or encroaches upon the target area, the collision mitigation device will issue an output to mitigate a collision between the vehicle and the obstacle.

[0004] Furthermore, DE 38 51 604 T2 discloses a navigation device with a system for locating the current vehicle position, a storage device for storing road network data with information about the coordinates of intersections and roads between the intersections, a device for detecting a driving distance, a device for detecting a vehicle orientation, an output device for issuing guidance information to a driver of the vehicle, a navigation device with a detection device for turning points for detecting a vehicle turning at an intersection, and a detection device for current positions for determining a current position of a vehicle based on a detected turning point and a detected driving distance, as well as a device for providing guidance information to the output device depending on the determined current position.wherein the navigation device, in response to an input of a destination point, is capable of deriving from data in the storage device several courses to the destination point from intersections of the road network data, wherein the device for detecting a vehicle turning includes a device that responds to a change in the steering angle of the vehicle steering at a first intersection in order to select a route from the first intersection to a second intersection and to determine the remaining distance to the second intersection based on the length of the selected route and the detected driving distance, and wherein the device for providing guidance information is further capable of providing guidance information relating to a selected of the several courses to the destination point to which the second intersection belongs. SUMMARY OF THE INVENTION

[0005] However, since the time required for the host vehicle to make a right turn varies depending on the host vehicle's speed, the angle of the intersection, or the traffic status of a cross street, there is room for improvement in determining the possibility of a collision by using a predetermined required right-turn time, such as the prior art system described above. For example, if the host vehicle turns right at a higher speed than usual, it will essentially complete the right turn before the required right-turn time has elapsed and will be moving toward a street that is a right-turn destination.If, in this case, the predicted right-turn trajectory of the host vehicle, which is fixed in front of the right side of the host vehicle, merges into an oncoming lane above a center line of the road, which is a right-turn destination, then a determination of a collision possibility between a vehicle traveling in the oncoming lane, which is a right-turn destination, and the host vehicle is made, and there is a possibility that an unnecessary collision avoidance control (warning or the like) will be executed.

[0006] The aforementioned problems and the resulting task are solved by the subject matter of the dependent claims. Advantageous embodiments of the invention are the subject matter of the subsequent dependent claims.

[0007] The present invention provides a collision avoidance device that is capable of preventing the execution of unnecessary collision avoidance control.

[0008] A first explanatory aspect of the present disclosure relates to a collision avoidance device. The collision avoidance device is configured to perform collision avoidance control to prevent a collision between a host vehicle and an obstacle in a case where, based on the path of the right- or left-turning host vehicle and the position of the obstacle, a determination is made that a collision possibility exists between the host vehicle and the obstacle. The collision avoidance device includes a turning angle calculation unit and a collision avoidance control unit.The turning angle calculation unit is configured to calculate a turning angle, which is the angle of change of a direction of the host vehicle turning in the direction indicated by a turn signal in the on state. This angle is based on the direction of the host vehicle when the host vehicle switches its turn signal to the on state. The collision avoidance control unit is configured to execute collision avoidance control in a case where it is determined that there is a possibility of collision between the host vehicle and the obstacle. The collision avoidance control unit is configured not to execute collision avoidance control if the turning angle is greater than or equal to a turning angle threshold.

[0009] In the collision avoidance device according to the first explanatory aspect of this disclosure, the collision avoidance control is not executed if the turning angle of the host vehicle, based on the direction of travel of the host vehicle when the right- or left-turning host vehicle activates its turn signal, is greater than or equal to the turning angle threshold. Accordingly, in the collision avoidance device, the point in time at which the turning angle of the host vehicle is greater than or equal to the turning angle threshold is immediately before the completion of a right- or left-turn by the host vehicle, and there is a high probability that an erroneous determination of a collision possibility will be made between an obstacle in the oncoming lane of the road, which is a right- or left-turn destination, and the host vehicle.For this reason, it is possible to prevent the execution of unnecessary collision avoidance control by not executing the collision avoidance control.

[0010] The collision avoidance device according to the first explanatory aspect of the present disclosure may further include an intersection angle detection unit configured to detect an intersection angle between a first roadway on which the host vehicle is traveling and a second roadway into which the host vehicle is entering. The turning angle calculation unit may set the turning angle threshold based on the intersection angle.

[0011] In the collision avoidance device according to the first explanatory aspect of the present disclosure, a turning angle (turning angle) required to complete a right or left turn by the host vehicle changes with the intersection angle between the first lane in which the host vehicle is traveling and the second lane into which the host vehicle is entering. For this reason, the turning angle threshold changes based on the intersection angle, thus making it possible to appropriately prevent the execution of the collision avoidance control.

[0012] A second explanatory aspect of the present disclosure relates to a collision avoidance device. The collision avoidance device comprises a collision avoidance control unit and a turning angle calculation unit. The collision avoidance control unit is configured to perform collision avoidance control in a case where, based on the path of the host vehicle turning right or left at an intersection and the position of the obstacle, a determination is made that there is a possibility of collision between the host vehicle and the obstacle.The turn angle calculation unit is configured to calculate a turn angle, which is a change angle of a direction of the host vehicle turning in the direction of a turn signal in an on state, based on a direction of the host vehicle when the host vehicle switches the turn signal to the on state, and to instruct the collision avoidance control unit to execute the collision avoidance control when the turn angle is less than or equal to a turn angle threshold.

[0013] The collision avoidance device according to the second explanatory aspect of this disclosure may further include an intersection angle detection unit configured to detect an intersection angle between a first roadway on which the host vehicle is traveling and a second roadway that intersects the first roadway, forming an intersection, and into which the host vehicle is entering. The turning angle calculation unit may set the turning angle threshold based on the intersection angle.

[0014] The collision avoidance device according to the second explanatory aspect of this disclosure may further include an actuator configured to control the vehicle's behavior. The collision avoidance control unit may be configured to execute the collision avoidance control by actuating the actuator.

[0015] As described above, according to the explanatory aspects of the present disclosure, it is possible to prevent the execution of an unnecessary collision avoidance control. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Features, advantages, and the technical and industrial significance of exemplary embodiments of the invention are described below with reference to the accompanying drawings, wherein the same reference numerals denote the same elements and wherein: Fig. 1 is a block diagram showing a collision avoidance device according to one embodiment; Fig. 2 is a top view illustrating a determination of a collision possibility between a host vehicle and an obstacle; Fig. 3 is a top view illustrating an angle of intersection at an intersection into which the host vehicle turning right or left is entering; Fig. 4A is a top view illustrating a turning angle of the host vehicle; Fig. 4B is a top view illustrating an example of suppressing unnecessary collision avoidance control; Fig. 5 is a top view illustrating another example of suppressing unnecessary collision avoidance control; Fig. 6 is a flowchart showing a collision avoidance control system; Fig. 7A is a flowchart showing the initial calculation processing of the turning angle; and Fig. 7B is a flowchart showing a prevention processing of the collision avoidance control. DETAILED DESCRIPTION OF EXECUTION FORMS

[0017] An embodiment of the invention is described below with reference to the drawings.

[0018] Fig. Figure 1 is a block diagram showing a collision avoidance device according to the embodiment. A Fig. The collision avoidance device 100 shown in Figure 1 is mounted in a vehicle (host vehicle), such as a passenger car, and determines the possibility of a collision between the host vehicle and an obstacle. The collision avoidance device 100 executes a collision avoidance control to prevent a collision between the host vehicle and the obstacle in a case where it is determined that a collision possibility exists between the host vehicle and the obstacle. The collision avoidance control in this embodiment is, for example, a control (right-turn oncoming traffic pre-crash safety system [PCS] control) to prevent a collision between an oncoming vehicle and the host vehicle at the time the host vehicle turns right in a country or zone with left-hand traffic. Design of a collision avoidance device

[0019] As in Fig. As shown in Figure 1, the collision avoidance device 100 according to the embodiment includes an electronic control unit (ECU) 10 that manages the device as a whole. The ECU 10 is an electronic control unit with a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), a control unit network (CAN) communication circuit, and the like. For example, various functions are implemented in the ECU 10 by loading a program stored in the ROM onto the RAM and executing the program loaded into the RAM on the CPU. The ECU 10 can be composed of a plurality of electronic units.

[0020] The ECU 10 is connected to an external sensor 1, an internal sensor 2, a human-machine interface [HMI] 3 and an actuator 4.

[0021] External sensor 1 is a detection device that records conditions around the vehicle. External sensor 1 includes a camera and / or a radar sensor.

[0022] The camera is an imaging device that captures images of the vehicle's external condition. It is mounted on the rear side of the vehicle's windshield. The camera transmits imaging information regarding the vehicle's external condition to the ECU 10. The camera can be either a monocular or a stereo camera. The stereo camera has two imaging units arranged to reproduce binocular parallax. Stereo camera imaging information includes depth information.

[0023] The radar sensor is a detection device that detects obstacles around the vehicle using electrical waves (for example, millimeter waves) or light. Examples of radar sensors include millimeter-wave radar or light detection and localization (LIDAR). The radar sensor transmits electrical waves or light around the vehicle and receives electrical waves or light reflected from obstacles to detect them. The radar sensor transmits detected obstacle information to the ECU 10. Examples of obstacles include moving obstacles, such as pedestrians, bicycles, and other vehicles, as well as stationary obstacles, such as guardrails and buildings.

[0024] Internal Sensor 2 is a detection device that monitors the driving and vehicle states of the host vehicle. Internal Sensor 2 includes a vehicle speed sensor, an accelerometer, and a yaw rate sensor. The vehicle speed sensor is a detector that measures the speed of the host vehicle. For example, a wheel speed sensor is used as the vehicle speed sensor. This sensor is located in a wheel of the host vehicle, a drive shaft designed to rotate integrally with the wheel, or the like, and measures the rotational speed of the wheel. The vehicle speed sensor transmits the measured vehicle speed information (wheel speed information) to ECU 10.

[0025] The accelerometer is a detector that measures the acceleration of the host vehicle. It may include, for example, a longitudinal accelerometer, which measures the longitudinal acceleration of the host vehicle, and a lateral accelerometer, which measures the lateral acceleration of the host vehicle. The accelerometer transmits acceleration information from the host vehicle to ECU 10. The yaw rate sensor is a detector that measures the yaw rate (angular velocity) of the host vehicle's center of gravity around a vertical axis. A gyroscope, for example, can be used as the yaw rate sensor. The yaw rate sensor transmits the measured yaw rate information from the host vehicle to ECU 10.

[0026] Internal sensor 2 detects the activation state of a turn signal on the host vehicle as a vehicle state. This means that internal sensor 2 includes a turn signal sensor. For example, the turn signal sensor is located in the turn signal lever of the host vehicle and detects the activation state of the turn signal as soon as the driver activates the lever. The turn signal sensor transmits the detected turn signal information to ECU 10.

[0027] The HMI 3 is an interface designed for the input and output of information between the collision avoidance device 100 and an occupant. The HMI 3 includes, for example, a display device, a loudspeaker, and the like. The HMI 3 displays an image and outputs sound from the loudspeaker in response to a control signal from the ECU 10. The display device can be a head-up display. The HMI 3 includes, for example, input devices (buttons, a touch panel, an audio input device, and the like) for receiving input from the occupant.

[0028] Actuator 4 is a device used to control the host vehicle. Actuator 4 includes at least actuators for controlling vehicle behavior, such as a throttle actuator, a brake actuator, and a steering actuator. The throttle actuator controls the amount of air supplied to a machine (throttle opening degree) according to a control signal from ECU 10 and controls the drive power of the host vehicle. In a case where the host vehicle is a hybrid vehicle, in addition to the amount of air supplied to the machine, a control signal from ECU 10 is fed into a motor as a power source, and the drive power is controlled. In a case where the host vehicle is an electric vehicle, a control signal from ECU 10 is fed into a motor (a motor acting as a machine) as a power source, and the drive power is controlled.In the cases described above, the motor acts as a power source and forms actuator 4.

[0029] The brake actuator controls a braking system according to a control signal from ECU 10 and regulates a braking force applied to the wheels of the host vehicle. The braking system can be, for example, a hydraulic braking system. The steering actuator controls the drive of an auxiliary motor, which is configured to control a steering torque in an electric power steering system according to a control signal from ECU 10. As described above, the steering actuator controls a steering torque of the host vehicle.

[0030] A functional design of the ECU 10 is now described. The ECU 10 comprises an obstacle detection unit 11, a collision possibility determination unit 12, a turn signal status detection unit 13, a cross-section angle detection unit 14, a turning angle calculation unit 15, and a collision avoidance control unit 16.

[0031] The obstacle detection unit 11 detects an obstacle around the host vehicle based on a detection result from the external sensor 1. The obstacle detection unit 11 detects the position of an obstacle relative to the host vehicle. The obstacle detection unit 11 can detect the relative direction of movement of an obstacle relative to the host vehicle. The obstacle detection unit 11 can identify the type of obstacle (another vehicle, pedestrian, bicycle, or the like) using known methods.

[0032] The collision possibility determination unit 12 determines, based on the host vehicle's path and the obstacle's position, whether or not there is a collision possibility between the host vehicle and the obstacle. The collision possibility determination unit 12 estimates the host vehicle's path (predicted trajectory) based on a measurement from the internal sensor 2. For example, the collision possibility determination unit 12 estimates the host vehicle's path based on the host vehicle's yaw rate, as measured by the yaw rate sensor, and the host vehicle's speed, as measured by the vehicle speed sensor. The collision possibility determination unit 12 can estimate the path as a turning circle for the host vehicle turning right or left, based on the yaw rate and vehicle speed of the host vehicle turning right or left.The collision possibility determination unit 12 can estimate the path of the host vehicle using other known methods.

[0033] The collision possibility determination unit 12 detects a change in the position of the obstacle over time (for example, a change in the position of the obstacle during the last 300 milliseconds) based on a detection result from the obstacle detection unit 11. The collision possibility determination unit 12 performs a correction according to the estimated path result of the host vehicle for the change in the position of the obstacle over time, based on the estimated path of the host vehicle and the change in the position of the obstacle over time, and thereby performs a coordinate conversion to a relative position in a planar coordinate system based on the host vehicle.

[0034] Fig. Figure 2 is a top view illustrating a determination of the possibility of a collision between the host vehicle and an obstacle. The determination of the possibility of a collision between the host vehicle and an obstacle is made with reference to Fig. 2 described. Fig. Figure 2 shows the relative positions Nt1 to Nt3 of an obstacle at times t1 to t3 in a planar coordinate system based on a host vehicle M. In this planar coordinate system, the center of the front end of the host vehicle M is defined as a coordinate origin G, a coordinate axis extending in front of the host vehicle M is defined as F, a coordinate axis extending to the right of the host vehicle M is defined as R, and a coordinate axis extending to the left of the host vehicle M is defined as L. The coordinate axis R and the coordinate axis L are collectively referred to as a transverse coordinate axis LR.

[0035] The collision possibility determination unit 12 corrects the estimated path of the host vehicle M, assuming that the vehicle speed of the host vehicle M is maintained, and performs a coordinate conversion of the position of the obstacle detected by the obstacle detection unit 11 into the planar coordinate system based on the host vehicle M in order to obtain the relative positions Nt1 to Nt3 of the obstacle. The relative positions Nt1 to Nt3 of the obstacle can be obtained using known methods.

[0036] The collision possibility determination unit 12 performs a linear approximation based on the linear positions Nt1 to Nt3 of the obstacle using known methods, such as random sample consensus (RANSAC), thereby obtaining a relative path estimation line Cn of the obstacle in the planar coordinate system based on the host vehicle M. The collision possibility determination unit 12 obtains an intersection point P of the relative path estimation line Cn of the obstacle and the transverse coordinate axis LR of the planar coordinate system.

[0037] The collision possibility determination unit 12 determines, based on the distance Lp between the intersection point P and the coordinate origin G, whether or not there is a collision possibility between the host vehicle M and the obstacle. If the distance Lp between the intersection point P and the coordinate origin G is greater than or equal to a distance threshold, the collision possibility determination unit 12 determines that there is no collision possibility between the host vehicle M and the obstacle. If the distance Lp between the intersection point P and the coordinate origin G is less than the distance threshold, the collision possibility determination unit 12 determines that there is a collision possibility between the host vehicle M and the obstacle. The distance threshold is predefined.A method for determining a collision possibility between the host vehicle M and the obstacle is not limited to the method described above.

[0038] The turn signal status detection unit 13 detects the activation state of a turn signal on the host vehicle M based on a reading from the internal sensor 2 (a reading from the turn signal sensor). The turn signal status detection unit 13 detects which of the right and left turn signals is activated, or whether any turn signal is activated.

[0039] The intersection angle detection unit 14 detects, in a case where the turn signal status detection unit 13 detects that one of the right and left turn signals of the host vehicle M is in the activated state, an intersection angle between a first lane on which the host vehicle M is traveling and a second lane into which the host vehicle M is entering. The intersection angle detection unit 14 specifies the second lane using known methods.

[0040] Fig. Figure 3 is a top view showing an angle of intersection at an intersection into which the host vehicle M is entering, turning right or left. Fig. Figure 3 shows an intersection T, a first lane R1 on which the host vehicle M travels, a first opposing lane R2 opposite to the first lane, a second lane R3 into which the host vehicle M turns right, and a second opposing lane R4 opposite to the second lane. A center line CR1 of the first lane R1, a center line CR3 of the second lane R3, and an intersection angle θ between the center lines CR1 and CR3 are also shown.

[0041] For example, the intersection angle detection unit 14 detects the white lines of the first lane R1 and the second lane R3 based on a detection result (the imaging information from the camera or the like) from the external sensor 1 in order to obtain the intersection angle θ. The intersection angle detection unit 14 can perform a self-position estimation of the host vehicle M using known methods and can obtain the intersection angle θ from the self-position and map information. Furthermore, the intersection angle detection unit 14 can obtain the intersection angle θ using known methods.

[0042] The turning angle calculation unit 15 calculates a turning angle of the host vehicle M in a case where the turn signal state detection unit 13 detects that one of the right and left turn signals of the host vehicle M is in the activated state. The turning angle is an angle of change of direction of the host vehicle M turning in the direction of a turn signal in an activated state, based on the direction of the host vehicle M when the host vehicle M switches the turn signal to the activated state.

[0043] Fig. 4A is a top view showing the turning angle of the host vehicle M. Fig. 4A shows a position M0 of the host vehicle M when a turn signal is switched to an on state, a reference line A corresponding to a direction of the host vehicle M at position M0, a longitudinal centerline B of the host vehicle M corresponding to a direction of the right-turning host vehicle M, a turning angle α between the reference line A and the longitudinal centerline B, a path K of the right-turning host vehicle M and an oncoming vehicle N1 traveling on a first opposing lane R2. Fig. Figure 4A shows an initial state (a first right-turn half-state) in which the host vehicle M begins to turn right. The in Fig. Reference line A shown in 4A corresponds to the one in Fig. The reference line A does not necessarily correspond to the center line CR1 of the first carriageway R1 shown in the diagram.

[0044] In the Fig. In the state shown in Figure 4A, the turning angle calculation unit 15 detects, in a case where the turn signal state detection unit 13 detects that one of the right and left turn signals of the host vehicle M is in the on state, the reference line A, which corresponds to the direction of the host vehicle M when the host vehicle M switches the turn signal to the on state. Subsequently, based on a detection result (the yaw rate of the host vehicle M detected by the yaw rate sensor, etc.) from the internal sensor 2, the turning angle calculation unit 15 detects the longitudinal centerline B of the host vehicle M, which corresponds to the direction of the host vehicle M turning right. The turning angle calculation unit 15 obtains the turning angle α between the reference line A and the longitudinal centerline B. A method for calculating the turning angle is not limited to the method described above.

[0045] In a case where the intersection angle detection unit 14 detects the intersection angle θ, the turn angle calculation unit 15 sets a turn angle threshold based on the intersection angle θ. For example, in a case where the intersection angle θ is less than an intersection angle threshold, the turn angle calculation unit 15 sets the turn angle threshold to a smaller value than in a case where the intersection angle θ is greater than or equal to the intersection angle threshold. The turn angle calculation unit 15 can set the turn angle threshold to a smaller value when the intersection angle θ is smaller.

[0046] Even if the intersection angle θ is identical, the turning angle calculation unit 15 can set the turning angle threshold to different values ​​in a case where the host vehicle M turns right and the turning angle in a case where the host vehicle M turns left. In a case where the intersection angle θ cannot be detected, the turning angle calculation unit 15 can set a predefined value as the turning angle threshold.

[0047] In a case where the collision possibility determination unit 12 determines that there is a collision possibility between the host vehicle M and the obstacle, the collision avoidance control unit 16 executes collision avoidance control to prevent a collision between the host vehicle M and the obstacle. The collision avoidance control includes a warning to the driver of the host vehicle M, a visual display (display on the display device), a warning message to the driver of the host vehicle M, braking control of the host vehicle M, and / or steering control of the host vehicle M. To execute the collision avoidance control of the host vehicle M, the collision avoidance control unit 16 transmits a control signal to the HMI 3 or the actuator 4.

[0048] In the Fig. In the state shown in Figure 4A, the collision avoidance control unit 16 executes collision avoidance control, such as the braking control of the host vehicle M, in order to avoid a collision between the host vehicle M and the oncoming vehicle N1, in a case where the collision possibility determination unit 12 determines that there is a collision possibility between the host vehicle M and an oncoming vehicle N1.

[0049] The turning angle calculation unit 15 instructs the collision avoidance control unit 16 to execute the collision avoidance control if the turning angle α is less than or equal to the turning angle threshold. Even if the collision possibility determination unit 12 determines that there is a collision possibility between the host vehicle M and the obstacle, the collision avoidance control unit 16 will not execute (prevent collision avoidance control) the host vehicle M's collision avoidance control if the turning angle α of the host vehicle M, calculated by the turning angle calculation unit 15, is greater than or equal to the turning angle threshold.

[0050] Fig. Figure 4B is a top view illustrating an example of preventing unnecessary collision avoidance control. Fig. 4B shows a state (a second right-turn half-state) in which the host vehicle M has essentially completed a right turn and is entering the second lane R3.

[0051] While in Fig. 4B Even though the host vehicle M has essentially completed its right turn, the rotation of the host vehicle M is not yet complete. Thus, a path K of the host vehicle M, estimated based on the yaw rate of the host vehicle M and the like, becomes a curve (turning circle) and is formed in the second oncoming lane R4. For this reason, the collision avoidance device of the related prior art includes a provision that a collision possibility exists between the path K of the host vehicle M, which has essentially completed its right turn, and an oncoming vehicle N2 traveling in the second oncoming lane R4, and there is a possibility that an unnecessary collision avoidance control action will be executed.If, in the collision avoidance device 100 according to the embodiment, the host vehicle M has rotated sufficiently and the turning angle α becomes greater than or equal to the turning angle threshold, then the collision avoidance control is not executed. Thus, in the Fig. In the state shown in 4B, the execution of an unnecessary collision avoidance control due to the oncoming vehicle N2 is prevented.

[0052] Fig. Figure 5 is a top view illustrating another example of suppressing unnecessary collision avoidance control. Fig. Figure 5 shows a state in which the host vehicle M turns left into a road that has two lanes per side, intersecting with the current lane at an intersection. Fig. Figure 5 shows an intersection W, a second lane R31 into which the host vehicle M is turning left, an adjacent lane R32, and a bicycle N3 traveling in the adjacent lane R32. Of the two lanes per side intersecting with the current lane at intersection W, the second lane R31 is positioned on a farther side from the perspective of the host vehicle M. Of the two lanes per side intersecting with the current lane at intersection W, the adjacent lane R32 is positioned on a closer side from the perspective of the host vehicle M.

[0053] Even in the Fig. In the situation shown in Figure 5, the rotation of the host vehicle M is not completed, while the host vehicle M essentially completes a left turn. Thus, a path K of the host vehicle M, estimated based on the yaw rate of the host vehicle M and the like, becomes a curve (turning circle) and is formed in the adjacent lane R32. For this reason, in the collision avoidance device of the related prior art, there is a possibility that an unnecessary collision avoidance control is executed at an obstacle, such as the bicycle N3 traveling in the adjacent lane R32. If, in the collision avoidance device 100 according to the embodiment, the left-turning host vehicle M has rotated sufficiently and the turning angle α becomes greater than or equal to the turning angle threshold, then the collision avoidance control is not executed. Thus, in the Fig. The condition shown in 5 prevents unnecessary collision avoidance control caused by the bicycle N3.

[0054] One possible scenario is that, while the host vehicle M is rotating in a direction opposite to a turn signal in an activated state, the scenery is not a scenario assumed by the present collision avoidance control (right-turn oncoming traffic PCS), such as a preceding operation before a right or left turn or a lane change; thus, the collision avoidance control unit 16 does not execute the collision avoidance control (prevents the collision avoidance control). Collision avoidance device control

[0055] The control of the collision avoidance device 100 according to the embodiment will now be described. Collision avoidance control

[0056] Fig. Figure 6 is a flowchart showing the collision avoidance control system. The diagram in Fig. The flowchart shown in section 6 is executed in a case where the host vehicle M detects an obstacle. The processing of the [unclear text] in Fig. The flowchart shown in Figure 6 is performed as a processing operation for a right-turn oncoming traffic PCS in a case where the vehicle speed of the host vehicle M is less than or equal to a given value (for example, 20 / km / h) when a turn signal of the host vehicle M is switched on.

[0057] As in Fig. As shown in Figure 6, the ECU 10 of the collision avoidance device 100, in conjunction with the collision possibility determination unit 12, determines whether or not there is a collision possibility between the host vehicle M and an obstacle. The collision possibility determination unit 12 determines this based on the path of the host vehicle M and the position of the obstacle. If the determination is made that there is no collision possibility between the host vehicle M and the obstacle (S10: NO), the ECU 10 terminates the current processing. After a specified time interval, the ECU 10 repeats the processing from S10. If the determination is made that there is a collision possibility between the host vehicle M and the obstacle (step S10: YES), the ECU 10 proceeds to S12.

[0058] In S12, ECU 10 determines whether collision avoidance control is permitted. If collision avoidance control is not prevented by a collision avoidance processing step described below, ECU 10 determines that collision avoidance control is permitted. If the determination is made that collision avoidance control is not permitted (S12: NO), ECU 10 terminates the current processing. If another obstacle is detected, ECU 10 then repeats the processing from S10. If the determination is made that collision avoidance control is permitted (S12: YES), ECU 10 proceeds to S14.

[0059] In S14, the ECU 10, together with the collision avoidance control unit 16, executes the collision avoidance control to prevent a collision between the host vehicle M and the obstacle. To execute the collision avoidance control of the host vehicle M, the collision avoidance control unit 16 transmits a control signal to the HMI 3 or the actuator 4. The ECU 10 then terminates the current processing. Calculation start processing of the turning angle

[0060] Fig. 7A is a flowchart showing the initial calculation processing of the turning angle. The processing of the in Fig. The flowchart shown in 7A is performed during a journey of the host vehicle M.

[0061] As in Fig. As shown in Figure 7A, ECU 10, using signal S20, determines with the turn signal status detection unit 13 whether a turn signal of the host vehicle M is activated or not. The turn signal status detection unit 13 detects an activated turn signal of the host vehicle M based on the detection result of the internal sensor 2 (the detection result of the turn signal sensor). If the determination that the turn signal of the host vehicle M is activated is not made (S20: NO), ECU 10 terminates the current processing. After a specified time interval, ECU 10 repeats the processing from S20. If the determination that the turn signal of the host vehicle M is activated is made (S20: YES), ECU 10 continues with signal S22.

[0062] In S22, the ECU 10, using the turning angle calculation unit 15, starts a calculation of the turning angle α after the turn signal of the host vehicle M is activated. The turning angle calculation unit 15 calculates the turning angle α based on the detection result (the yaw rate of the host vehicle M detected by the yaw rate sensor or the like) of the internal sensor 2. This turning angle α is a change angle of direction of the host vehicle M turning in the direction indicated by the turn signal when it is activated.

[0063] In S24, the ECU 10, together with the intersection angle detection unit 14, detects the intersection angle θ. Based on the acquisition result (the imaging information from the camera or the like) of the external sensor 1, the intersection angle detection unit 14 detects the intersection angle θ between a first lane in which the host vehicle M is driving and a second lane into which the host vehicle M is entering.

[0064] In S26, ECU 10 calculates the turning angle threshold using turning angle calculation unit 15. Turning angle calculation unit 15 sets the turning angle threshold based on the intersection angle θ. If the intersection angle θ is smaller than the intersection angle threshold, turning angle calculation unit 15 sets the turning angle threshold to a smaller value than if the intersection angle θ is larger. ECU 10 then terminates the current processing. If all turn signals of the host vehicle M are switched off while driving, ECU 10 repeats the processing from S20.

[0065] The ECU 10 can process S24 before S22, or it can process S24 and S26 before S22. The ECU 10 can process S22 and S24 simultaneously. If the intersection angle θ cannot be detected, S24 and S26 cannot be processed. In this case, a predefined value can be used as the turning angle threshold. Collision avoidance control prevention processing

[0066] Fig. 7B is a flowchart showing the prevention processing of the collision avoidance control. The processing of the in Fig. The flowchart shown in 7B is performed in a case where the processing of S22 from Fig. 7A is carried out.

[0067] As in Fig. As shown in Figure 7B, ECU 10, in conjunction with the collision avoidance control unit 16, determines (S30) whether the turning angle α of the host vehicle M is greater than or equal to the turning angle threshold. If the determination is made that the turning angle α of the host vehicle M is greater than or equal to the turning angle threshold (S30: YES), ECU 10 proceeds to S32. If the determination is made that the turning angle α of the host vehicle M is not greater than or equal to the turning angle threshold (S30: NO), ECU 10 proceeds to S34.

[0068] In S32, ECU 10 prevents collision avoidance control with collision avoidance control unit 16. ECU 10 then terminates the current processing. Furthermore, the processing of the data in Fig. 7B shows a flowchart in a case where a blinker is switched to an off state.

[0069] In S34, the ECU 10 enables collision avoidance control using the collision avoidance control unit 16. Afterwards, the ECU 10 terminates the current processing and repeats the processing again from S30 after a specified time has elapsed. Meanwhile, the turning angle calculation unit 15 repeats the calculation of the turning angle α of the host vehicle M turning right or left. The ECU 10 can omit the processing of S34. Functional effects of the collision avoidance device

[0070] In the collision avoidance device 100 according to the embodiment described above, the collision avoidance control is not carried out even in a case where it is determined that, given the path of the host vehicle M turning right or left and the position of the obstacle, there is a possibility of collision between the host vehicle M and the obstacle, if the turning angle α of the host vehicle M, which is based on the direction of the host vehicle M when the host vehicle M turning right or left switches the turn signal to the on state, is greater than or equal to the turning angle threshold.Accordingly, in the case of the collision avoidance device 100, the point in time at which the turning angle α of the host vehicle M is greater than or equal to the turning angle threshold is immediately before the completion of a right or left turn by the host vehicle M, and there is a high probability that an incorrect determination of a collision possibility between the obstacle on the opposite lane of the road, which is a right or left turn target, and the host vehicle M will be made. For this reason, it is possible to prevent the execution of an unnecessary collision avoidance control by not executing the collision avoidance control.

[0071] In the collision avoidance device 100, the turning angle (turning angle) required for the host vehicle M to complete a right or left turn changes with the intersection angle θ between the first lane in which the host vehicle M is traveling and the second lane into which the host vehicle M is entering. For this reason, the turning angle threshold changes based on the intersection angle θ, making it possible to appropriately prevent the execution of the collision avoidance control.

[0072] Although a preferred embodiment of the invention has been described above, the invention is not limited to the embodiment described above. The invention, including the embodiment described above, can undergo various modifications and improvements based on the general knowledge of a person skilled in the art.

[0073] For example, although the embodiment described takes place in a country or zone with left-hand traffic, the invention is also suitablely implementable in a country or zone with right-hand traffic. The collision avoidance device 100 can determine the possibility of a collision and execute the collision avoidance control as the right-turn oncoming traffic PCS described above only if the host vehicle M is turning right in a country or zone with left-hand traffic (the right turn signal is activated). Similarly, the collision avoidance device 100 can determine the possibility of a collision and execute the collision avoidance control only if the host vehicle M is turning left in a country or zone with right-hand traffic (the left turn signal is activated).

[0074] The collision probability determination unit 12 can estimate the path of an obstacle on a map based on the obstacle's position. The collision probability determination unit 12 can determine that a collision is possible in a case where the path of the host vehicle M and the path of the obstacle intersect, and the distance between the host vehicle M and the obstacle is less than or equal to a threshold value.

[0075] The collision avoidance device 100 does not need to include the intersection angle detection unit 14. In this case, the turn angle calculation unit 15 can determine the turn angle threshold from the position of the host vehicle M on the map using tabular data, where the turn angle threshold is associated with an intersection on the map. The turn angle calculation unit 15 can modify the turn angle threshold based on the vehicle speed of the host vehicle M. In a case where the vehicle speed of the host vehicle M is greater than or equal to a vehicle speed threshold, the turn angle calculation unit 15 can set the turn angle threshold to a smaller value than in a case where the vehicle speed of the host vehicle M is lower than the vehicle speed threshold.The turning angle calculation unit 15 can set the turning angle threshold to a smaller value if the vehicle speed of the host vehicle M is higher. The turning angle calculation unit 15 is not required to set the turning angle threshold and can set it to a fixed value.

[0076] The turning angle calculation unit 15 can calculate the turning angle α using values ​​other than the yaw rate of the host vehicle M. The turning angle calculation unit 15 can calculate the turning angle α based on the lateral acceleration and vehicle speed of the host vehicle M in the acquisition result of the internal sensor 2. The yaw rate is obtained from a calculation of the lateral acceleration and vehicle speed of the host vehicle M. The turning angle calculation unit 15 can calculate the turning angle α based on the angle (steering angle) of a steering wheel and the vehicle speed of the host vehicle M. Since the lateral acceleration is obtained from the steering angle and the vehicle speed, the yaw rate is obtained from the vehicle speed and the lateral acceleration.The turning angle calculation unit 15 can calculate the turning angle α based on a data acquisition result from a global positioning system (GPS) or an azimuth magnet. The turning angle calculation unit 15 can calculate the turning angle α by obtaining the yaw rate from circular motion using the tread radius of a wheel of the host vehicle M based on odometry using the speed of the right and left wheels and the vehicle specifications. The turning angle calculation unit 15 can calculate the turning angle α from a landmark (a traffic light, a telephone pole, or the like) with unique coordinates on a map and a relative change in position (angle change) of the host vehicle M by scan-matching using the data acquisition result of the external sensor 1 and map information.The value of the turning angle α is reset in a case where the turn signal is switched from the on state to the off state.

[0077] In a case where the collision possibility determination unit 12 determines that there is a collision possibility between the host vehicle M and the obstacle, the collision avoidance device 100 need not execute the collision avoidance control if the collision avoidance control is not prevented. However, even if the collision avoidance control is not prevented, the collision avoidance device 100 may still determine the necessity of executing the collision avoidance control based on various other circumstances.

[0078] One possible configuration is in which the collision avoidance device 100 does not make a determination regarding a collision possibility if the turning angle α of the host vehicle M is greater than or equal to the turning angle threshold. That is, if the collision avoidance control unit 16 determines that the turning angle α of the host vehicle M is greater than or equal to the turning angle threshold, the collision possibility determination unit 12 does not determine whether or not there is a collision possibility between the host vehicle M and the obstacle. In the aspect described above, the collision possibility determination unit 12 can determine whether the turning angle α of the host vehicle M is greater than or equal to the turning angle threshold.

[0079] Specifically, the flowchart of Fig. 7B, which shows the prevention processing of the collision avoidance control, in a case where the collision avoidance control is not allowed in S32, the processing of the flowchart of Fig. Figure 6, which shows the collision avoidance control, is not performed. If, according to the description above, the turning angle α of the host vehicle M is greater than or equal to the turning angle threshold, no determination of a collision possibility between the host vehicle M and the obstacle is made; thus, the collision avoidance device 100 does not perform the collision avoidance control. Accordingly, the collision avoidance device 100 does not perform the collision avoidance control when the turning angle α of the host vehicle M is greater than or equal to the turning angle threshold, thereby preventing the execution of an unnecessary collision avoidance control.

Claims

[1] Collision avoidance device (100) configured to perform collision avoidance control to avoid a collision between a host vehicle (M) and an obstacle in a case where the collision avoidance device determines, based on a path of the host vehicle (M) at an intersection and a position of the obstacle, that there is a possibility of collision between the host vehicle (M) and the obstacle, wherein the collision avoidance device (100) comprises: a turning angle calculation unit (15) configured to calculate a turning angle (α) which is an angle of change of a direction of the host vehicle (M) turning in a direction of a turn signal in an on state, which is based on a direction of the host vehicle (M) when the host vehicle (M) switches the turn signal to the on state; and a collision avoidance control unit (16) configured to execute collision avoidance control in a case where the collision avoidance control unit determines that there is a possibility of collision between the host vehicle (M) and the obstacle, wherein the collision avoidance control unit (16) is configured not to execute the collision avoidance control when the turning angle (α) is greater than or equal to a turning angle threshold, wherein the collision avoidance device (100) further comprises an intersection angle detection unit (14) configured to detect an intersection angle (θ) between a first lane in which the host vehicle (M) is traveling and a second lane into which the host vehicle (M) is entering, and wherein the turning angle calculation unit (15) sets the turning angle threshold based on the intersection angle (θ). [2] Collision avoidance device (100), comprising: a collision avoidance control unit (16) configured to perform collision avoidance control in a case where the collision avoidance control unit determines, based on a path of the host vehicle (M) at an intersection and a position of the obstacle, that there is a possibility of collision between a host vehicle (M) and an obstacle; and a turning angle calculation unit (15) designed to to calculate a turning angle (α) which is an angle of change of a direction of the host vehicle (M) turning in a direction of a turn signal in an on state, which is based on a direction of the host vehicle (M) at a time when the host vehicle (M) switches the turn signal to the on state, and to instruct the collision avoidance control unit (16) to execute the collision avoidance control when the turning angle (α) is less than or equal to a turning angle threshold, wherein the collision avoidance device (100) further comprises an intersection angle detection unit (14) configured to detect an intersection angle (θ) between a first lane on which the host vehicle (M) is traveling and a second lane which intersects the first lane to form an intersection and into which the host vehicle (M) enters, and wherein the turning angle calculation unit (15) is configured to set the turning angle threshold based on the intersection angle (θ). [3] Collision avoidance device (100) according to claim 2, further comprising an actuator (4) configured to control the behavior of the vehicle, wherein the collision avoidance control unit (16) is configured to perform the collision avoidance control by actuating the actuator (4).

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