DIRECTIONAL CONTROL DEVICE

专利摘要:
directional control device directional control device according to the present invention activating a control designed to eliminate the oblique movements of a vehicle towards an object on the side, when detecting the presence of this object on the side of the vehicle, as well as its towards the rear of the vehicle. in addition, the control is activated when, in the absence of detection of the presence of the object on the side, the vehicle starts to enter an adjacent lane in order to change lanes.
公开号:BR112012015473B1
申请号:R112012015473-7
申请日:2010-12-01
公开日:2020-02-11
发明作者:Yasuhisa Hayakawa；Kou Sato；Masahiro Kobayashi
申请人:Nissan Motor Co., Ltd.；
IPC主号:

专利说明:

“DIRECTIONAL CONTROL DEVICE”
Technical Field
The present invention relates to a directional control device to avoid contact with a side object when moving a vehicle obliquely to change lanes or the like.
Technical Background
There is a device that detects the presence or absence of an obstacle present next to the side, even a little towards the rear of a vehicle frame and executes the direction of movement, failing to carry out this control when determining that the direction can possibly contact the obstacle. (Refer to Patent Document 1).
Previous Technical Documents
Patent Document
Patent Document 1: Publication of Japanese Patent Application No. H8 (1996) -253160
Summary of the Invention
Technical problem
Incidentally, it is assumed that, in the absence of other vehicles approaching from the rear, the vehicle starts to change lanes by going to an adjacent lane, and after having started to enter that adjacent lane, another vehicle it happens to approach from the rear in the lane in question. In this situation, it may happen that the vehicle changing lanes does so quickly instead of refusing the change of lanes leaving space for the other vehicle approaching from the rear. In other words, the correct way of proceeding will vary according to the circumstances surrounding the occasion, and therefore, a driver may possibly end up feeling upset when he realizes that it may not be possible, invariably, to change lanes in spite of how process the approach from the other vehicle coming from behind.
An objective of the present invention is to prevent an inadequate direction control procedure regarding the vehicle's oblique movement when the opportunity to change lanes.
Solution of the problem
A directional control device according to the present invention is presented that activates a control to suppress the oblique movements of a vehicle towards a lateral object, when the detection of that lateral object of the vehicle, as well as towards the rear of the vehicle. In addition, the activation of the control is undone, both in case the presence of a side object is detected, or if the side object is not detected, when the vehicle begins to move entering a lane ad
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2/26 lying looking for changing tracks.
Brief Description of Drawings
Figure 1 consists of a schematic block diagram of a generic profile for a vehicle configuration.
Figure 2 consists of a flowchart for a lane change warning control process.
Figure 3 consists of a visualization showing the current lateral position of a vehicle in relation to a lane separation line.
Figure 4 consists of a map used to calculate the degree of difficulty according to the width of an adjacent strip.
Figure 5 consists of a map used to calculate the degree of difficulty according to the curvature of the road.
Figure 6 consists of a map used to calculate the degree of difficulty according to the width of the vehicle on one side of the vehicle.
Figure 7 consists of a map used to calculate an X-th adjustment value.
Figure 8 consists of a map used to calculate the T-th adjustment value.
Figure 9 consists of a view showing an example of a steering scheme.
Figure 10 consists of a map used to establish a detected region.
Figure 11 consists of a view showing how to narrow the detected region.
Description of Modalities
The following describes the modalities of the present invention with reference to the drawings.
(First Mode) (Configuration)
Figure 1 shows a generic profile of a configuration of the present invention. A 3 brake actuator for use in non-slip control (ABS: Anti-lock Braking System), traction control (TCS: Traction Control System), stability control (VDC: Dynamic Vehicle Control), and elements of the kind is interposed between a master cylinder 1 and wheel cylinders 2i (where i = FL, FR, RL, RR). The brake actuator 3 includes hydraulic devices such as a solenoid valve and a pump, and these devices are controlled directionally by means of a controller 4 thus allowing individualized control of the hydraulic pressures of the wheel cylinders 2i despite the operation of the brake by the driver.
In addition, a camera 5 is provided providing an image of a view towards the front of a vehicle, and a processing apparatus
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3/26 image (not shown) detecting a strip to be addressed by identifying a strip separating line, such as a white line (ie, what comes to be known as a strip marking , referred to in this report as a white line) based on the image data taken, and also calculating a yaw angle φ of the vehicle with respect to the lane to be approached, a lateral offset X with respect to the lane to be approached, and a ρ curvature of the lane to be addressed, introducing several signals to controller 4. When a road surface does not show any white line, the lane to be approached can be estimated based on the roadside, a protection, the curb, and things like that. Incidentally, in the modality, a lateral direction means a lateral direction of the strip, and a longitudinal direction refers to a direction of extension of the strip. In addition, lateral displacement X refers to a distance from the lateral direction of the central part of the lane to be approached to the center of the vehicle in its vehicle width direction, with the yaw angle φ referring to the angle formed by the lane extension direction and a direction from the front to the rear of the vehicle.
Incidentally, the yaw angle calculation φ can be done for example by converting the image data made by camera 5 into an enlarged image, and detecting a white line angle (or line marking) with respect to a direction from the top to the bottom of the converted image (or from the front to the rear direction of the vehicle). In addition, the yaw angle φ can be calculated as follows:
φ = tan ^-1 (dX / dY) = tan ^-1 (dX '/ V) where dX represents the amount of change along with the lateral displacement X for a predetermined time; dY, the amount of change in the distance traveled by the vehicle relative to its forward movement (that is, the position of the vehicle in the longitudinal direction) for a predetermined time; dX ', a value obtained by differentiating dX with respect to time; and V, the vehicle speed to be described later.
In addition, the calculation of the curvature ρ can be obtained from the navigation unit 14 to be described later. The methods for calculating the X lateral displacement of the vehicle, the curvature of the lane ρ to be addressed, the yaw angle φ, and the like, based on the image data visualized in reference to the front of the vehicle made by the camera 5 they will not be described in detail because they consist of previously known technologies used in conjunction with various devices, such as, for example, a directional control device to remain in the lane, which controls the vehicle through the identification of the white lane.
It has to be said that radar devices 6L, 6R using millimeter waves, for example, are provided on the left and right sides of the vehicle for the
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4/26 protection of objects on the sides present there (and a little further on at the rear of the vehicle), which may present a tendency to block the driver's view. Radar devices 6L, 6R detect whether or not objects are present (referred to in this report as objects on the sides) in the predetermined regions near the sides of the vehicle as well as towards the rear of the vehicle (sometimes referred to in this report as “Later along the sides of the vehicle”), that is, the presence or absence of objects on the sides, plus the detection of a distance relative to the vehicle in the lateral direction, a relative distance in the front to rear direction, a relative speed, and things like that. Incidentally, 6L, 6R radar devices are not limited to millimeter wave radars using millimeter waves, but may, for example, consist of laser radars, or may consist of devices that detect the presence or absence of objects on the sides or the relationship between the objects on the sides and the vehicle itself, based on the images captured by the camera from the views at the rear along the sides of the vehicle. In other words, any device will serve in the function of the 6L, 6R radar devices as long as they only detect the presence or absence of objects on the sides or the relative correlation as a vehicle, and therefore the 6L, 6R radar devices can exchanged as appropriate.
In addition, a pressure in the main cylinder Pm detected by a pressure sensor 10, a steering angle δ detected by the steering angle sensor 11, the wheel speeds Vwí detected by a wheel speed sensor 12, and the operational condition of a direction indicator key 13 are all included with controller 4. In addition, a front-rear acceleration Yg and lateral acceleration Xg of the vehicle detected using an accelerometer (not shown), and a yaw rate através detected through of a yaw rate sensor (not shown), and information of the road or element of the kind obtained from the navigation unit 14 is included with the controller 4. Incidentally, the wheel speed sensor 12 detects a wheel speed Vwfl of a left front wheel, a wheel speed Vwfr of a right front wheel, a wheel speed Vwrl of a left rear wheel and a wheel speed Vwrr of a right rear wheel of the vehicle, and these wheel speeds are generally referred to as Vwí wheel speeds.
When the various data described above show directional characteristics on the left and right, any data is estimated as positive values for a direction in the left direction or as negative values in the case of a direction in the right. Specifically, the yaw angle φ and the steering angle ρ are estimated as positive values when turning left, or as negative values when turning right, with lateral offset X being estimated as a positive value when the vehicle is shifted to the left with respect to the center of the lane to be aborted
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5/26 given, or as a negative value when the vehicle is moved to the right.
In addition, a warning device 20 is made available to announce an alert or to flash a light from a lamp in response to the warning signal released by the controller 4.
Controller 4 performs a lane change warning control process to be described later.
The following is a description of the lane change warning control process, performed by controller 4 in the form of synchronized interruptions at predetermined time intervals (for example, at 10 msec intervals), according to with the flowchart shown in Figure 2.
First, in step S1, it is possible to read several data.
Then, in step S2, an average wheel speed is calculated for the non-driven wheels (or idle wheels), determining the speed of the vehicle V, as provided below. Incidentally, when V can be obtained through the anti-slip control or through the navigation information, the obtained value can be used.
In the case of the front wheel transmission, V is given by the equation V = (Vwrl + Vwrr) / 2.
In the case of rear wheel transmission, V is given by the equation V = (Vwfl + Vwfr) / 2
Then, in step S3, the presence or absence of a side object is determined based on the results detected by the 6L, 6R radar devices. In the present case, when the side object is absent, a detection indication Fd is set to "0". Then, when the side object is present, the Fd detection indication is set to “1”.
Then, in step S4, a neutral yaw rate Ψp is calculated as the yaw rate required to keep the vehicle in the direction along the route according to curvature ρ and vehicle speed V, provided below. The neutral yaw rate Ψp is zero during straight travel along the highway. However, in the case of a curved road, the neutral yaw rate Ψp will vary according to the curvature ρ of the lane to be addressed. Therefore, the curvature ρ of the track to be approached is used to calculate the neutral yaw rate Ψp.
Ψp = ρ x V
Then, in step S5, any of the following methods 1 and 2 can be used to calculate a distance in the lateral direction between the current lateral position of the vehicle (or the position of the vehicle in the lateral direction) and the lateral position vehicle after a lapse of observation time in the predetermined frontal direction (for example, around
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6/26 of 1 second) (ie, a difference between the current lateral displacement and the lateral displacement after the observation time lapse in the frontal direction Tt). In this case, the distance in the lateral direction between the current lateral position of the vehicle and the lateral position of the vehicle after the lapse of observation time in the predetermined frontal direction Tt consists of the value indicating the lateral position of the vehicle after the passage of time of observation in the predetermined frontal direction Tt in relation to the current lateral position of the vehicle. Thus, the distance in the lateral direction between the current lateral position of the vehicle and the lateral position of the vehicle after the elapsed observation time in the predetermined frontal direction Tt will be referred to as a '' future lateral position Xf ”, and a position comprising of the “future lateral position Xf” distanced from the current lateral position of the vehicle, that is, the position (or absolute position) of the vehicle in the lateral direction after the elapsed observation time in the frontal direction Tt, will be referred to as the “future lateral position ”.
1. The calculation is performed according to the yaw angle φ, an object yaw rate Ψπ and an object yaw angle acceleration Ψπ '.
In the present case, weights are assigned to each yaw angle φ, the target yaw rate Ψπ. and the target yaw acceleration Ψπ '. with the weighted values being added together, as provided below:
Xf = K1 x φ + K2 x Ψπ + K3 x Ψπ 'where K1 to K3 each represent gains; K1, consists of a value obtained by multiplying the observation time of the frontal direction Tt by the vehicle speed V; K2, the value being obtained by multiplying a predetermined value by the speed of the vehicle V; and K3 being a value obtained by multiplying a predetermined value by the speed of vehicle V.
The target yaw rate Ψπ and the target yaw acceleration Ψπ ¹ are calculated according to the following:
Ψά = Kv.õ.V
Ψπ = ΨΙί x Tt
Ψπ '= Ψπ x Tt ² where Ψd represents a reference yaw rate in the form of the yaw rate to be generated by the steering operation by the driver, determined according to the steering angle δ and the vehicle speed V, where Ψh represents a value obtained by subtracting the neutral yaw rate Ψp from the reference yaw rate Ψd (ie Ψh = Ψd - Ψp), or equivalent, Ψh can be safely interpreted as the yaw rate dependent on the driver's intention for changing lanes, with Kv representing the pre-established gain according to the vehicle's specifications or the like.
2. The calculation is performed according to the target yaw rate Ψπ and the ace
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7/26 target yaw angle reading Ψπ ¹ .
In the present case, weights are assigned for the target yaw rate Ψπ and for the target yaw angle acceleration Tm ', with their weighted values being subject to accurate selectivity, according to the following relationship:
Xf = max [K2 x Ψπ, K3 x Ψπ ']
Then, in step S6, the current lateral position Xe of the vehicle in relation to the white line is calculated based on the image data in a view towards the front of the vehicle, taken by camera 5. The current lateral position Xe consists of a distance in the lateral direction from the white line to the side of the vehicle close to the white line. (See Figure 3). Incidentally, the current lateral position Xe is considered as a positive value when the vehicle does not cross the white line, remaining in its range, while the current lateral position Xe is considered as a negative value when the vehicle crosses the line. white. In addition, the current lateral position Xe can be calculated using a known approach, such as, for example, by converting the image data made by camera 5 to an enlarged image, performing the calculation based on the positioning of the white line in the enlarged image, as proceeded for the case regarding the X lateral displacement and elements of the genre.
Then, in step S7, a determination is made as to whether or not there was an indication of detection Fd as set to “0” (Fd = 0). When a determined result establishes that Fd = 0, a determination is made in the direction that there is no side object, and the process proceeds to step S8. However, when the result shows that the detection indication Fd is set to “1” (Fd = 1), the presence of a side object is determined, and the process proceeds to step S17, to be described later .
In step S8, the degree of difficulty of passing the vehicle through another vehicle on the side is approached coming from the rear in a lane to be approached (or the degree of difficulty of overtaking the vehicle ) when the vehicle starts driving to the adjacent lane by changing lanes.
Specifically, any of the following methods from 1 to 5, for example, can be used to estimate the difficulty of the degree of overtaking.
1. The estimate is performed based on the bandwidth of the range to be addressed.
As the width of the adjacent lane considered as the lane to be approached will be narrowed, it can be expected that the passage of the vehicle will become more difficult in an approach from the rear, when the vehicle starts to enter the adjacent lane . The bandwidth of the adjacent strip is obtained from the unit and navigation 14, or is obtained from an infrastructure.
2. The estimate is performed based on the curvature of the highway.
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As the curve of highway p increases, once the curve becomes narrower, it can be expected that overtaking the vehicle will be more difficult in an approach from the rear, when the vehicle starts to enter the lane adjacent. Therefore, as shown in Figure 5, the degree of difficulty is estimated to be higher as the road's curvature increases.
3. The estimate is performed based on the type of range to be approached from the target range.
One of the types of band to be addressed is a band called the preferred band. The preferred lane is a fast lane where priority is given to occupying a vehicle being shared with a group of individuals traveling together inside the vehicle, sometimes having the name of a HOV lane in the United States (vehicle lane with high rate occupation). In general, the preferential strip tends to be narrow in width, being located close to a concrete wall, or presenting few paving conditions. In this way, when the adjacent lane in the form of the intended lane comprises the preferred lane, it can be expected that it will be more difficult to overtake the vehicle approaching from the rear when entering the adjacent lane, than when the case of the adjacent range is not the preferred range. Therefore, when the adjacent lane is the preferred lane, the degree of difficulty of passage is estimated to be the highest. The type of track to be approached is obtained from the navigation unit 14, or comes from a given infrastructure.
4. The estimate is performed based on the vehicle width of the side vehicle.
As the width of the side vehicle is greater, it can be expected that it will be more difficult to pass the vehicle in an approach from the rear. Therefore, as shown in Figure 6, the degree of difficulty of passage comes to be estimated as being higher as the vehicle's width expands. Incidentally, this process is performed as long as the result of the process resulting from step S7 is that there is no side object present (Fd = 0); however, when the detection of the lateral object in a region (or second region) towards the rear of a normal region (or a first region) occurs where the presence or absence of the lateral object is detected, the process is performed by using the vehicle width estimate for the object detected on the side. Incidentally, the 6L, 6R radar devices can be used generically to detect the vehicle width of the side vehicle, and, for example, the waves released from the 6L, 6R radar devices can be scanned in a horizontal direction to detect vehicle width based on a scanned angle and reflected waves.
5. The methods described above 1 to 4 are used in combination.
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For example, calculations are performed for an average value, low selectivity, or weighting and addition.
Then, in step S9, the adjustment values, X-th and T-th used to establish the values of borderline criteria to be described later are calculated according to the degree of difficulty of the passage. In the present case, the X-th adjustment value is used to establish the criterion limit value in relation to the future lateral position Xf of the vehicle, and the T-th adjustment value is used to establish the criterion limit value for the passage of time, from the moment when the vehicle crosses the white line. First, as shown in Figure 7, the X-th adjustment value is established as being lower as the degree of difficulty of passing is higher. In addition, as shown in Figure 8, the adjustment value Tésimo is established as lower as the difficulty of the passage increases.
Then, in step S10, the adjustment value X-th is added along with the current lateral position Xe to establish a limit value for the future lateral position Xf of the vehicle, as given below.
Xj = Xe + X-th.
Then, in step S11, a determination is made as to whether or not the future lateral position Xf is greater than the limit value of criterion Xj, that is, whether the lateral position (or the future lateral position) of the vehicle after the elapsed observation time in the frontal direction Tt is or is not outside the range beyond the lateral position, that is, with the limit value of criterion Xj distanced towards the outside of the range with respect to the white line. When the result found is that Xf is greater than Xj (Xf> Xj), a determination is made in the direction that the vehicle started to enter the adjacent lane in order to change lanes, with the process heading to step S12. Consequently, when obtaining a result in which Xf is equal to or less than Xj (Xf <Xj), a determination is made that the vehicle has not yet started to enter the adjacent lane, and the process proceeds to the stage S13.
Incidentally, in the present case, in the mode according to the previous description, a determination is made as to whether the vehicle started to enter the adjacent lane, when it is detected that the lateral position of the vehicle after the observation time has elapsed. in the front direction Tt came to be positioned towards the outside of the strip (or towards the adjacent strip) in addition to the position at a predetermined distance (that is, the limit value of criterion Xj) from the white line, based on in the lateral position (or in the future lateral position) of the vehicle after the observation time has elapsed in the frontal direction Tt; however, the present invention is not restricted to this condition. A determination is made as to whether the vehicle has started to enter the adjacent lane,
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10/26 for example, when the vehicle's current side position Xe came to be detected as being equal to or less than a predetermined value (for example, equal to or less than 0), based on the current side position Xe of vehicle. In other words, any approach will do, as long as only the driver can detect that the vehicle is aware that it has started to enter the adjacent lane, based on the lateral position of the vehicle after the observation time has elapsed in the frontal direction Tt or the position current Xe side of the vehicle. In this way, the X-th adjustment value is established as a value obtained experimentally or otherwise determined in advance, so that the driver can come to detect that the vehicle is aware that it has already started to enter the adjacent lane, based on in the lateral position of the vehicle after the observation time has elapsed in the frontal direction Tt and in the limit value of criterion Xj.
In step S12, an indication of activation suppression Fc is set to “1”, and then the process proceeds to step S16 to be described later. The Fc trigger suppression indication consists of an indication determining whether the triggering of an approach prevention control regarding the prevention approach with a side object should be inhibited or allowed, and the Fc trigger suppression indication is adjusted accordingly. in order to suppress the approach prevention control trigger when Fc = 1, or give permission to the approach prevention control trigger when Fc = 0.
In step S13, a determination is made as to whether the future lateral position Xf is greater than the current lateral position Xe, that is, whether the future lateral position comprises or not the lateral position of the vehicle after the time elapses. observation in the frontal direction Tt having crossed the white line. When the result found is that Xf is wider than the condition Xe (Xf> Xe), a determination is made as to whether the vehicle has started to change lanes, with the process proceeding to step S14. Consequently, when the result found to be that Xf is equal to or less than Xe (Xf <Xe), a determination is made as to whether the vehicle has not started to change lanes, with the process moving on to the stage S15.
In step S14, a determination is made as to whether the T-th adjustment time has elapsed since the moment when the white line is crossed by the future lateral position. In the present case, when the result found is that the T-th adjustment time has come to an end, a determination is made as to whether the vehicle has entered the adjacent lane, with the process proceeding to step S12 . As a result, when the result found understands that the Tésimo adjustment time did not elapse, a determination is made as to whether the vehicle started to enter the adjacent lane, with the process proceeding to step S15. In other words, even if in step S11 there is a determination in the direction of whether the
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11/26 vehicle started to enter the adjacent lane (that is, the future lateral position Xf is equal to or less than the limit value of criterion Xj (Xf <Xj)), there is a strong possibility that the vehicle has started to enter the adjacent band, when the future lateral position Xf remains in a condition where it is greater than the current lateral position Xe for a predetermined time (comprising the T-th adjustment time, that is, 3 seconds ). Thus, when in step S14 a determination is made as to whether the T-th adjustment time has yet to be completed, a determination is made as to whether the vehicle has started to enter the adjacent lane, with the process moving to the step S12. Incidentally, the T-th adjustment time is established as the time obtained in advance by experimentation or the like.
In step S15, the Fc drive suppression indication is reset to “0”, and then the process proceeds to step S20 to be described later.
In step S16, a determination is made as to whether to cancel the setting of the Fc trigger suppression indication (Fc = 1) or not, that is, as to whether to reset the Fc trigger suppression indication to “0” (Fc = 0). The conditions for the cancellation of the Fc activation suppression indication change, changing it from Fc = 1 to Fc = 0, consist of conditions 1 to 3 described below. Consequently, when the conditions for cancellation are not met, the process proceeds to step S20 to be described later.
1. Condition based on elapsed time
When the completion of a predetermined time (for example, around 2 seconds) from the moment when there was a determination as to whether the vehicle came to enter the adjacent lane, the vehicle can be viewed as having almost completed the changing tracks. Therefore, the length of time elapsed from the moment of setting the Fc trigger suppression indication to “1” (Fc = 1) is measured, and when the predetermined time comes to an end, a determination is made regarding the fulfillment of the cancellation condition.
2. Condition based on the amount of slant movements made by the vehicle
When the amount of oblique movements made by the vehicle (that is, the amount of change in the lateral positioning of the vehicle) from the moment when determining whether the vehicle has entered the adjacent lane reaches a certain amount of oblique movements, vehicle can be seen as having almost finished changing lanes. Therefore, the number of oblique movements is calculated from the moment the Fc trigger suppression indication is set to “1” (Fc = 1), and when the predetermined amount of oblique movements is exceeded, a determination is made as to whether the cancellation condition is met. Per
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Consequence, when the predetermined amount of oblique movements is not exceeded from the moment of establishing the indication of suppression of drive Fc to “1” (Fc = 1), the vehicle lane change did not come completed, and a determination is made as to whether the cancellation condition is not met.
3.Condition based on lateral vehicle positioning
When the lateral positioning of the vehicle reaches a predetermined lateral position, the vehicle can be seen as having almost finished changing lanes. Therefore, when the vehicle's current lateral position Xe crosses the predetermined lateral position, a determination is made that the cancellation condition has been met. Consequently, when the predetermined lateral position is not crossed, the vehicle lane change is not completed, and a determination is made that the condition for cancellation has not been met. Incidentally, in this case, the predetermined lateral position, for example, is adjusted to a position in the adjacent lane, and is adjusted next to a position obtained empirically or by some other way of determining the position, so that the driver identifies that the lane change has already occurred, and is adjusted, for example, next to a position half the dimension of the vehicle width or further away from the white line in one direction towards the adjacent lane.
Consequently, in step S17, a determination is made as to whether the activation suppression indication was set to “1” or not (Fc = 1). When the determined result shows that Fc = 1, the process proceeds to step S16 in order to suppress the activation of the approach prevention control. Consequently, when the result determines that Fc = 0, the activation of the approach prevention control can be granted, and, therefore, the process proceeds to step S18.
In step S18, an adjustment value Xo less than the adjustment value X-th is added together with the current lateral position Xe in order to adjust the trigger limit value Xa for the approach prevention control for the approach prevention with the side object, as given by the list below.
Xa = Xe + Xo
In the present case, a distance between the lateral position of the vehicle and the current lateral position of the side object is defined as the drive limit value Xa. In short, as shown in Figure 9, the drive limit value Xa consists of a distance in the lateral direction between the vehicle and the side object, assuming that the side object (or the vehicle on the side) is in a position predetermined amount consisting of the predetermined amount Xo distanced from the outside of the strip with respect to the white line. In other words, when the vehicle on the side moving along the adjacent lane is present, a distance is assumed from a possible lateral position of the vehicle moving laterally along the white line, being adjusted as the quantity
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13/26 predetermined Xo. Naturally, when a relative distance Xd next to the side object in the lateral direction can be detected, a lateral position is defined along the relative distance Xd from the current lateral position Xe in the form of the drive limit value Xa. In addition, the position of the white line instead of the current lateral position of the side object can be defined as the trigger limit value Xa.
Then, in step S19, a determination is made as to whether or not the future lateral position is greater than the activation limit value Xa, that is, whether the future lateral position Xf is or not on the outside of the activation limit value Xa. When the determined result indicates that the future lateral position Xf is less than the activation limit value Xa (Xf <Xa), a determination is made as to whether there is a possibility that the band change will cause contact with the side object, with the process going to step S20. Consequently, when the result indicates that the future lateral position Xf is equal to or greater than the limit value of activation Xa (Xf> Xa), a determination is made in the direction that there is a possibility that the change of lane came to cause contact with the vehicle on the side, as a process proceeding to step S 21.
Incidentally, in order to prevent a search for the determination of the trigger, it can be provided with a hysteresis for Xf, or the interruption of the trigger can be inhibited until a predetermined time has elapsed since the beginning triggering the approach prevention control. In addition, when executing the slip control, the traction control, stability control, or the like, the activation of the approach prevention control can be suppressed so that there is priority of the slip control or some other type of control in the priority of approach prevention control.
Then, in step S20, the approach prevention control is kept inactive, with the process returning to a predetermined main program.
In specific terms, it is not necessary to suppress the vehicle's lane change, and therefore, an oriented orientation movement Ms is set to be equal to 0 (Ms = 0) to interrupt the transmission of the brake driver. In other words, the pressure in the main cylinder is supplied with the wheel cylinders, according to the relationships below:
PfL = PfR = Pm
PrL = PrR = Pmr with Pmr representing a pressure in the main cylinder on the rear wheel based on the distribution of front and rear brake forces.
Consequently, in step S21, the targeting motion Ms is calculated, in order to activate the approach prevention control, as the brake driver 3 being dynamically controlled according to the calculated targeting motion Ms.
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First of all, the orientation movement aimed at preventing the vehicle from approaching the side object is calculated as follows:
Ms = Kr1 x Kr2 x (Kml x φ + Km2 x Ψπ) where Krl represents the gain found from the vehicle specifications, and Kr2 represents the gain determined according to the speed of the vehicle V, becoming greater according to the speed vehicle is higher.
According to the equation above, the targeting motion Ms for the suppression of the vehicle lane change becomes greater as the yaw angle φ or the target yaw rate emπ becomes higher.
Then, the target hydraulic pressures from Pfl to Prr of the wheel cylinders are calculated.
First, the braking force differences APf and APr between the left and right wheels for lane change suppression purposes are calculated as follows:
APf = 2 x Kf x [Ms x R] / T
APr = 2 x Kr x [Ms x (1 - R)] / T where T represents the tread, and for convenience, the front tread is assumed to be identical to the rear tread, Kf and Kr represent factors for the conversion of braking forces along with hydraulic pressures, for the front and rear wheels, respectively, being determined through the technical specifications of the brake, with R representing the distribution of brake forces between the front and rear wheels. .
Therefore, for changing lanes to the left, the objective hydraulic pressures from Pfl to Prr of the wheel cylinders are calculated in order to provide an orientation movement towards the right of the vehicle, according to the relationships below.
Pfl = Pm
Pfr = Pm + APf
PRL = Pmr
Prr = Pmr + APr
Consequently, for the change of lane towards the right, the objective hydraulic pressures from Pfl to Prr of the wheel cylinders are calculated in order to give an orientation movement towards the left next to the vehicle, according to the relations given below.
Pfl = Pm + APf
Pfr = Pm
PrL = Pmr + APr
Prr = Pmr
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15/26
Then, the brake actuator 3 is dynamically controlled to generate the targeted hydraulic pressures from Pfl to Prr on the wheel cylinders, with the yaw 20 being actuated to provide a warning to the driver of the presence of the side object or the suppression of the change of track, and later, the process returns to the pre-determined main program.
Incidentally, it is not necessary to issue the alert at the same time as the dynamic control of the brake actuator 3, and from there, there can be a configuration so that the alert emission of the XW drive limit value and the drive limit value can be individually prepared. XY to transmit the orientation movement to the future lateral position Xf, with the trigger limit value XW referring to the alert being set relatively lower than the trigger limit value XY for the control of the orientation movement (XW <XY), emitting firstly, the warning warning to the driver to stop performing lane changes, before the intervention of the vehicle management by the control.
[Operations]
It is then assumed, as shown in Figure 9, that the driver's vehicle is about to effect a lane change by driving to the adjacent lane by operating the directional indicator key 13 towards the right, with a vehicle on the side moving along the right side of the vehicle located just behind the rear of the vehicle, which can possibly represent a blind spot for the driver.
First, the 6R radar device detects the presence of the vehicle on the side (step S3). Then, the calculation of the future lateral position Xf is performed, comprising the distance in the lateral direction between the current lateral position of the vehicle and the lateral position reached by the vehicle after the observation time has elapsed in the frontal direction (for example, 1 second) ( in step S5), and, when the future lateral position Xf reaches the limit value of activation (indicating that the result found is “No” in step S19), a determination is made as to the possibility of the vehicle coming into contact with the vehicle on the side. Then, in order to prevent the vehicle from approaching the side object, the orientation movement in the left direction is performed by means of the braking force differences between the left and right wheels, as an alert being provided to notify the driver as for the presence of the lateral object (in step S21). This allows the driver to identify the presence of the vehicle on the side, and keeps the driver alert while waiting for an opportunity to change lanes until the vehicle on the side has overtaken.
Incidentally, it is assumed that in the absence of other vehicles approaching from the rear, the vehicle may initiate a lane change along an adjacent lane, and after the entry into the adjacent lane has begun, another vehicle may Get closer
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16/26 by the rear in the target range. In this case, it may be appropriate for the vehicle to make a quick lane swap transition instead of interrupting the lane change so that another vehicle approaches from behind. In other words, the correct procedure will vary according to the circumstances surrounding the occasion, and therefore, a driver may possibly feel uncomfortable if changing lanes invariably means having to abandon changing lanes whenever necessary. the approach of another vehicle coming from behind is detected.
Therefore, when in the absence of lateral object detection, the vehicle can start to enter the adjacent lane in order to change the lane, the activation of the approach prevention control is suppressed even in the situation of the appearance of a lateral object after having given the start of entry into the range. Thus, it is possible to prevent an inadequate control intervention, that is, the activation of the approach prevention control.
In specific terms, in the absence of detection of the side object (that is, when the result found is “Yes” in step S7), a determination is made as to whether the vehicle started to enter the adjacent lane or not.
In the present case, when the lateral position of the vehicle after the observation time has elapsed in the frontal direction (in this report sometimes referred to as the future lateral position) is in the adjacent lane (that is, the future lateral position Xf is greater than the current lateral position Xe), and the lateral position (or the future lateral position) of the vehicle after the observation time has elapsed in the front direction is located next to the adjacent band relative to the position determined by the predetermined criterion limit value Xj distanced of the white line (ie, when the result found is “Yes” in step S11), a determination is made that the vehicle has started to enter the adjacent lane, with the Fc drive suppression indication being set to “1” (Fc = 1) (in step S12). In addition, when the predetermined adjustment time T-ith ends from the moment when the future lateral position of the vehicle has crossed the white line (that is, from the instant when the future lateral position Xf has become greater than that the current lateral position Xe) (that is, when the result found is “Yes” in step S14), a determination is made that the vehicle has started to enter the adjacent lane, with the indication of activation suppression Fc being set to “1” (Fc = 1) (in step S12).
In this way, the directional control device is configured to detect whether the future lateral position has crossed the lateral position, that is, the limit value of criterion Xj distanced in a direction to the inner part of the adjacent strip with reference to the white line, or if there was the conclusion of the T-ith adjustment time from the moment when the future lateral position of the vehicle came to cross the white line, therefore it is possible to determine with ease and precision if the vehicle started to enter the adjacent lane.
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17/26
In the present case, there is a description regarding how to determine the limit value of criterion Xj and the adjustment time T-th.
Firstly, the degree of difficulty of passing the vehicle is estimated as the side object approaching from the rear towards the target lane conditioned on how the vehicle is starting to enter the adjacent lane (in step S8). In specific terms, the degree of difficulty of passing the vehicle is estimated to be high, when the width of the targeted lane becomes narrow, when the road's curvature is wide, when the targeted lane consists of a preferred lane, or when the vehicle width of the vehicle on the side is large. As the degree of difficulty of passage increases, the side object approaching from the rear becomes more likely to come into contact with the vehicle, comprising a type of situation where it may be more convenient for the vehicle to proceed as soon as possible. of track.
Therefore, a judgment criterion consists of establishing the limit value of criterion Xj or the adjustment time T-th, in order to facilitate the determination as to whether the vehicle has already initiated the change to the adjacent lane, as the degree continues to increase difficulty passing. In specific terms, as the degree of difficulty continues to increase, the X-th adjustment value is decreased to adjust the reduction of the threshold value of Xj and to make it easier to determine whether the vehicle has started to enter the adjacent lane (in the steps S9 and S10). In addition, as the degree of difficulty increases, the T-th adjustment time is reduced to facilitate the determination as to whether the vehicle has started to enter the adjacent lane (in step S9).
In this way, the directional control device is configured to make it easier to determine when the vehicle starts to enter the adjacent lane, as it increases the degree of difficulty of passage from which the vehicle on the side can pass the vehicle, and therefore the device can determine in a timely manner that the vehicle is entering the adjacent lane. Therefore, in a situation where it may be convenient for the vehicle to change lanes immediately, the Fc activation suppression indication is set to “1” (Fc = 1) in a timely manner, establishing the suppression of the drive control prevention of approach in a timely manner and providing conditions regarding the prevention of the driver becoming uncomfortable and incorporating a greater sense of reliability.
Next, there is a description regarding the conditions for canceling the removal of the approach prevention control.
When the vehicle lane change came to a conclusion and a determination was made as to whether there is any possibility of the vehicle on the side passing through the vehicle in question, it is possible to cancel the activation of the approach prevention control. Therefore, when the predetermined time has elapsed from the moment when the Petition 870190115045, of 11/08/2019, p. 26/40
18/26 determining whether the vehicle has entered the adjacent lane when the number of oblique movements of the vehicle reaches the predetermined number of oblique movements, or when the current lateral position Xe of the vehicle has crossed the lateral position pre-determined in the adjacent lane (that is, when the result determined is “Yes” in step S16), the vehicle is judged to have the lane change almost completed, and the Fc drive suppression indication is reset to “0 ”(Fc = 0) (in step S15). This makes it possible to avoid unnecessary deletions from the approach prevention control.
[Modifications]
Incidentally, in the modality in question, the limit value of criterion Xj or the adjustment time T-th are changed in order to make it easier to determine that the vehicle started to enter the adjacent lane, according to the degree of difficulty that follows increasing; however, another form of approach is also possible. In other words, according to the previous description, in the modality in question, the suppression of the approach prevention control is carried out under two conditions: “detecting if the vehicle started to enter the adjacent lane” in the “absence of detection of the side object ”, And therefore, facilitate the“ detection that the vehicle has started to enter the adjacent lane ”, as a way of one of the two conditions, as the degree of difficulty of passage continues to increase, making it easier to remove the prevention control approach as the degree of difficulty of passage continues to increase. However, in order to make it easier to suppress the approach prevention control, either of the two conditions is valid: if “detect if the vehicle has started to enter the adjacent lane” in the “absence of vehicle detection on the side” actively generated to make it possible to suppress the approach prevention control, and therefore, “the presence of a vehicle on the side is not detected”, as the other condition of the two conditions that can be actively generated (or facilitated) to make it easier to remove approach prevention control. Therefore, a range of detections can be adjusted based on a map such as that shown in Figure 10 according to the degree of difficulty of passage increasing, making it easier to suppress the approach prevention control. This can also provide conditions to facilitate the removal of the approach prevention control as the degree of difficulty of passage continues to increase, facilitating the suppression of the activation of the approach prevention control, in a situation where the degree of difficulty of passage is high and it may be convenient for the vehicle to quickly change lanes.
In addition, in the modality in question, when the vehicle starts to enter the adjacent lane, the approach prevention control is brought to a condition of complete inactivity; however, the present invention is not limited to that, and, for example, a
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19/26 operational condition can be established in a way that makes it more difficult to determine the start of the approach prevention control trigger, suppressing the determination of the start of the approach prevention control trigger. In addition, in the opportunity to use the approach prevention control, the frequency of using this control can be reduced. This also gives rise to the suppression of the actuation of the control as well as the suppression of the vehicle's oblique movements towards the side object.
First, in order to make it more difficult to determine from the start of the approach prevention control trigger, at least any future lateral position Xf and trigger limit value Xa may be corrected in one direction away from each other in order to may make it difficult for the future lateral position Xf to exceed the limit value for activation Xa. In other words, the future lateral position Xf is corrected for less (that is, the future lateral position is corrected in a direction within the range), or the trigger limit value Xa is corrected to be greater. This makes it difficult to activate the approach prevention control, suppressing the control to suppress the vehicle's oblique movements towards the side object. In addition, as shown in Figure 11, the region of detection of the lateral object by the radar devices 6L, 6R can be narrowed making it more difficult to activate the approach prevention control, as is the case given above. In this situation, as shown in Figure 11, the width of the detection region does not change and the position of a rear end of the region is shifted towards the front in order to detect only the right side object next to the side of the vehicle. This makes it difficult to activate the approach prevention control.
In addition, in order to reduce the frequency of use of the control when triggering the approach prevention control, the targeted guidance movement Ms can be corrected to decrease, or by reducing the sending of audible alerts. This makes it possible to reduce the frequency of use of the control when using the approach prevention control, suppressing the activation of the control to block the vehicle's oblique movements towards the side object.
In addition, in the modality in question, the difference in braking force between the wheels on the right and on the left comes to be used to arrive at the oriented movement aimed at Ms; however, another approach is also possible. The direction of the electrical force or element of the kind, for example, can be used to steer the wheels of the directional control in a route opposite to the change of lane in order to obtain the objectified orientation movement Ms.
In addition, in the modality in question, the degree of difficulty of passing is estimated by referencing the width of the lane of the targeted lane, the curvature of the highway, the type of lane to be approached, or the width of the vehicle of the vehicle on the side ; conPetition 870190115045, of 11/08/2019, p. 28/40
20/26 everything, another approach is also possible. For example, as the road surface of the lane has a lower coefficient of friction, the road surface of the adjacent lane will also have a lower coefficient of friction, and the vehicle can be expected to pass on the side approaching the vehicle from the rear. as being more difficult to carry out. Therefore, the degree of difficulty of passage can be estimated to be higher as the friction coefficient of the road surface becomes smaller.
[Advantageous effects]
According to the description given above, the process for detection in the first detection region using radar devices 6L, 6R corresponds to the “first lateral object detection means”, like the process from steps S18 to S21 corresponding to “ control means ", the process of steps S7, S9 to S11, S13 and S14 corresponding to the" means of determining the beginning of entry ", and the process referring to steps S12, and S15 to S17 corresponding to the" means of suppression of activation ”. In addition, the process referring to step S5 corresponds to "means of estimating the future lateral position", the process referring to step S8 corresponds to "means of estimating the degree of difficulty", and the process referring to detection in the second detection region by radar devices 6L, 6R correspond to the “second side object detection means”.
(1) Directional control device according to the present invention including the first lateral object detection means for detecting an object present on the side next to the side of a vehicle as well as towards the rear of that vehicle; control means for triggering a control to suppress the vehicle's oblique movements towards the side object, when the first object means of detecting the presence of the side object by the first means of detecting the side object; means of determining the start of entry for determining whether or not the vehicle came into the adjacent lane in order to change lanes, in the absence of detecting the presence of a side object by the first means of detecting a side object ; and actuation suppression means for suppressing the actuation of the control by the control means, when the means of determining the start of entry determine that the vehicle has started to enter the adjacent lane.
Thus, when in the absence of detection of the presence of a side object, the vehicle starts to enter the adjacent lane in order to change lanes, with the activation of the control being suppressed even if there is a detection of the lateral object after the start entry, and therefore, inappropriate control intervention can be prevented.
(2) In addition, the directional control device includes the means of estimating the future lateral position for the estimation of a future lateral position of the vehicle characterized by the lateral position that the vehicle reaches after a pre-
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21/26 determined, with respect to a lane separation line marked on the road surface, and with the means of determining the beginning of entry determining whether the vehicle started to make its entrance in the adjacent lane, when, in the absence of detection the presence of a lateral object by the first means of detecting a lateral object, estimating the future lateral position by means of estimating the future lateral position in the adjacent strip and on the outside of a predetermined lateral position in the form of a first value criterion limit.
In this way, the directional control device is configured to detect whether the future lateral position is outside the criterion limit value, thus determining with ease and precision whether the vehicle has started to enter the adjacent lane.
(3) In addition, the directional control device includes means of estimating the future lateral position by estimating the future lateral position of the vehicle comprising of a lateral position reached by the vehicle after a predetermined time has elapsed, with respect to a line of separation of the lane marked next to the road surface, and with the means of determining the beginning of entry determining whether the vehicle started to enter the adjacent lane, when, in the absence of detection of the presence of the side object by the first means of object detection lateral, in the form of a predetermined time of a second criterion limit value elapsing from the moment when the future lateral position estimated by the means of estimating the future lateral position has crossed the separating line of bands towards the adjacent band.
In this way, the directional control device is configured to detect the predetermined time elapsed from the moment when the future lateral position of the strip separating line is exceeded, thus being able to easily and accurately determine the start of entry into the adjacent strip. the vehicle in question.
(4) In addition, the directional control device includes the means of estimating the degree of difficulty for estimating the degree of difficulty of passage of the vehicle in relation to the side object approaching the vehicle from the rear in the targeted adjacent lane, conditioned at the time start of entry into the adjacent lane by the vehicle, with the means of determining the start of entry establishing a judgment criterion in order to make it easier to determine the beginning of entry into the adjacent lane by the vehicle, as the estimated degree of difficulty continues to increase by means of estimating the degree of difficulty.
In general terms, as the degree of difficulty of passage continues to increase, the side object approaching from the rear becomes more likely to make way for the vehicle, and therefore, as it may happen that the vehicle completes the lane change more quickly, making it easier to suppress the control drive. Therefore, the directional control device is configured to make it easier to determine whether the vehicle
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22/26 started its entry in the adjacent lane, as the degree of difficulty of passage increases, and thus, in a situation where the rapid change of lanes by the vehicle may be adequate, the activation of the control can be easily suppressed, therefore the intervention improper control can be prevented.
(5) The entry start determination means make it easier to determine the vehicle start entry time in the adjacent lane, by adjusting the predetermined lateral position in the form of the first criterion limit value to a closer position to the lane separation line, as the degree of difficulty estimated by the means of estimating the degree of difficulty becomes greater.
In this way, the directional control device is configured to establish the predetermined lateral position next to a position closer to the lane separation line, and, therefore, it can facilitate the determination of the moment when the vehicle enters the entrance. adjacent strip.
(6) The means of determining the start of entry makes it easier to determine the start of entry of the vehicle in the adjacent lane, by means of a shortening in the adjustment of the predetermined time in the form of the second criterion limit value, as it continues to increase the degree of difficulty estimated by means of estimating the degree of difficulty.
In this way, the directional control device is configured to establish a shorter predetermined time, and, therefore, it may come to facilitate the determination of the beginning of entry of the vehicle in the adjacent lane.
(7) The means of determining the start of entry make it easier to determine when the vehicle enters the adjacent lane, by further shortening a region of detection of the side object by the first means of detection of the side object, as continue increasing the degree of difficulty estimated by means of estimating the degree of difficulty.
In this way, the directional control device is configured to establish the shortened detection region of the side object, and therefore, it can facilitate the determination when the vehicle is starting to enter the adjacent lane.
(8) The means of estimating the degree of difficulty estimate the degree of difficulty of passing the vehicle as being high as the width of the lane of the target lane becomes narrower.
In this way, the directional control device is configured to estimate the degree of difficulty according to the width of the target lane, and therefore, it may come to facilitate the estimation of the degree of difficulty of passing the vehicle.
(9) The means of estimating the degree of difficulty estimate that the degree of difficulty of passing the vehicle will increase as the road curves increases.
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23/26 tando.
In this way, the directional control device is configured to estimate the degree of difficulty according to the curvature of the road, and, therefore, it may come to facilitate the estimation of the degree of difficulty of passing the vehicle.
(10) The means of estimating the degree of difficulty estimate that the degree of difficulty is high when the target range consists of a preferred range, rather than when the target range does not represent the preferred range.
In this way, the directional control device is configured to estimate the degree of difficulty according to whether the target range consists of the preferred range or not, and therefore, it may come to facilitate the estimation of the degree of difficulty of passing the vehicle.
(11) In addition, the directional control device includes second side object detection means for detecting the presence of a side object of the vehicle towards the rear of the vehicle away from the side object detection region by the detection means of lateral object, with the means of estimating the degree of difficulty estimating that the degree of difficulty of passing the vehicle is high, according to the vehicle width of the side object detected by the second means of lateral object detection, in the absence of detection of the side object by the first means of detecting the side object, the second means of detecting the side object comes to detect the side object.
In this way, the directional control device is configured to estimate the degree of difficulty according to the vehicle width of the side object, and therefore, it may come to facilitate the estimation of the degree of difficulty of passing the vehicle.
(12) The trigger suppression means suppress the triggering of the control by the control means, until a pre-determined time in the form of the first cancellation condition comes to an end from the moment when the determination by the start determination means the vehicle starts to start entering the adjacent lane.
In this way, the directional control device is configured to detect the passage of the predetermined time and thus cancel the suppression of the drive, and therefore avoiding the unnecessary suppression of the control drive.
(13) The actuation suppression means suppress the actuation of the control through the control means, until the amount of oblique movements of the vehicle reaches a predetermined amount of oblique movements in the form of a second cancellation condition, since the instant when determining by the means of determining the start of entry the start of entry by the vehicle along the adjacent lane.
In this way, the directional control device is configured to cancel the suPetition 870190115045, of 11/8/2019, p. 32/40
24/26 drive pressure by detecting when the predetermined amount of oblique movements will be reached, and therefore can avoid unnecessary suppression of the control drive.
(14) The drive suppression means suppress the actuation of the control by the control means, until a lateral position of the vehicle in relation to the lane separation line marked on the road surface reaches a predetermined lateral position in the form of a third cancellation condition from the moment when the means of determining the start of entry have determined the start of entry of the vehicle in the adjacent lane.
In this way, the directional control device is configured to cancel the suppression of the drive by detecting that the predetermined lateral position has been reached, and therefore avoiding the unnecessary suppression of the control drive.
(15) In addition, the directional control device includes the means of estimating the future lateral position for the estimation of a future lateral position of the vehicle comprising of a lateral apposition reached by the vehicle after a predetermined time has elapsed, with respect to a lane separation line marked on the road surface, with the control means activating the control to suppress the oblique movements of the vehicle towards the side object, when in the presence of detection of the side object by the first means of detection of side object , the future lateral position estimated by the means of estimating the future lateral position exceeds a predetermined lateral position in the form of a trigger limit value, towards the lateral object.
In this way, the directional control device is configured to activate the control for the suppression of the vehicle's oblique movements when the future lateral position exceeds the limit value of activation, and, therefore, allows for precise control intervention.
(16) The actuation suppression means suppress the actuation of the control by the control means, by correcting at least any of the future predetermined lateral positions in the form of the actuation limit value, so as to make it difficult for the future lateral position will exceed the predetermined lateral position in the form of the trigger limit value.
In this way, the directional control device is configured to correct at least any of the future lateral positions and the trigger limit value in order to make it difficult for the future lateral position to exceed the trigger limit value, and therefore , which may facilitate the removal of control.
(17) The drive suppression means suppress the actuation of the control by the control means, by narrowing the detection region of the lateral object
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25/26 by the lateral object detection means.
In this way, the directional control device is configured to narrow the detection region of the lateral object, and, therefore, may facilitate the suppression of the drive.
(18) The control means provide an orientation movement in a direction opposite to the side of the side object next to the vehicle in the form of the control to suppress the vehicle's oblique movements towards the side object.
In this way, the directional control device is configured to transmit the orientation movement in the opposite direction to the side of the side object next to the vehicle, and, therefore, enabling the effective suppression of the vehicle's oblique movements towards the side object.
(19) The actuation suppression means suppress the actuation of the control by suppressing the orientation movement in the opposite direction to the side of the lateral object transmitted to the vehicle.
In this way, the directional control device is configured to suppress the orientation movement in the opposite direction to the lateral of the lateral object, and, therefore, it can facilitate the suppression of the actuation of the control.
(20) The control means provide an alert notifying the driver of the presence of the side object in the form of a control to suppress the vehicle's oblique movements towards the side object.
In this way, the directional control device is configured to provide an alert notifying the driver of the presence of the side object, and therefore enabling an effective suppression of the vehicle's oblique movements towards the side object.
(21) The actuation suppression means suppress the actuation of the control by suppressing the alert regarding the presence of the side object next to the driver.
In this way, the directional control device is configured to suppress the alert regarding the presence of the side object for the driver, and, therefore, can facilitate the suppression of the actuation of the control.
(22) The drive suppression means inhibit the actuation of the control by means of the control means, until a predetermined condition is met from the moment when the means of determining the start of entry have determined that the vehicle has started to operate. enter the adjacent lane.
In this way, the directional control device is configured to inhibit the activation of the control, and, therefore, can prevent inappropriate control intervention.
(23) In the directional control device, the control for suppression of the vehicle's oblique movements towards the side object is activated when the object present on the side of the vehicle and also towards the rear of the vehicle comes to be detected, with the
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26/26 suppression of the actuation of the control even in case the presence of the side object is detected, when, in the absence of detection of the side object, the vehicle starts to enter the adjacent lane in order to change lanes.
Thus, when in the absence of detection of the side object, the vehicle begins to enter the adjacent lane in order to change lanes, with the activation of the control being avoided even in the case of detection of the lateral object after the beginning of the entry, and, therefore, preventing inadequate control intervention.
This filing is based on and claims the privileges arising from the priority of Japanese Patent Application No. 2009-292795, filed on December 24, 2009, and on the previous Japanese Patent application No. 2010-256594, filed on November 17, 2010 , whose full contents are considered as a form of reference by this report.
Industrial Applicability
According to the directional control device of the present invention when in the absence of detection of the side object, the vehicle begins to enter the adjacent lane in order to change lanes, with the activation of the control being avoided even in the presence of the presence of the lateral object after the beginning of the entry, and, therefore, it is possible to prevent the inappropriate intervention of the control.
List of Reference Components
2FL to 2RR wheel cylinders brake activator controller camera
6L, 6R radar devices pressure sensor steering angle sensor wheel speed sensor steering indicator key navigation unit warning device
Petition 870190115045, of 11/8/2019, p. 35/40

权利要求:
Claims (22)
[1]
1. Directional control device comprising:
first lateral object detection means (6L, 6R) to detect the presence of a lateral object near the side of the vehicle, as well as towards the rear of the vehicle;
control means (S18, S19, S20, S21) for triggering a control to suppress the vehicle's oblique movements towards the side object, when the first means for detecting the side object (6L, 6R) detect the side object; and means of determining the start of entry (S7, S9, S10, S11, S13, S14) for determining whether or not the vehicle has started to enter the adjacent lane in order to change lanes;
CHARACTERIZED by additionally comprising drive suppression means (S12, S15, S16, S17) to suppress the actuation of the control to suppress the lateral movement of the vehicle by the control means (4), when the means of determining the start of entry (S7 , S9, S10, S11, S13, S14) determine that the vehicle has already started to enter the adjacent lane, even if the first side object detection means (6L, 6R) detect the lateral object in the adjacent target lane under a condition in that the vehicle has already started to enter the adjacent lane in the absence of a side object.
[2]
2. Directional control device according to claim 1, CHARACTERIZED by comprising means of estimating the future lateral position (S5) to estimate the future lateral position (Xf) of the vehicle, which is the lateral position that the vehicle reaches after the passage of a predetermined time, with respect to the line separating the lane marked on the road surface, in which the means of determining the beginning of entry (S7, S9, S10, S11, S13, S14) determine whether the vehicle has already started to enter in the adjacent range, when, in the absence of detection of the lateral object by the first means of detection of lateral object (6L, 6R), the future lateral position (Xf) estimated by the means of estimating the future lateral position (S5) is in the adjacent range and external to a predetermined lateral position (Xj) as a first criterion limit value.
[3]
3. Directional control device according to claim 1 or 2, characterized by comprising means of estimating the future lateral position (S5) to estimate the future lateral position (Xf) of the vehicle, which is the lateral position that the vehicle reaches after the passage of a predetermined time, with respect to the line of separation of the demarcated strip on the surface of the highway, in which the means of determining the beginning of entry (S7, S9, S10, S11, S13, S14) determine whether the vehicle has already started to enter the adjacent strip when, in the absence of
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2/5 lateral object protection by the first lateral object detection means (6L, 6R), a predetermined time (Tt) elapses as a second criterion limit value after the future lateral position (Xf), estimated by means of estimation of the future lateral position (S5), has crossed the lane separation line towards the adjacent lane.
[4]
4. Directional control device according to any one of claims 1 to 3, CHARACTERIZED by comprising means of estimating the degree of difficulty (S8) to estimate the degree of difficulty of passing the vehicle through the side object, in which the means of determination entry entry (S7, S9, S10, S11, S13, S14) establish a judgment criterion in order to determine whether the vehicle started to enter the adjacent lane, according to the degree of difficulty estimated by the means of estimating the degree of difficulty (S8) is higher.
[5]
5. Directional control device according to claim 4, CHARACTERIZED by means of determining the start of entry (S7, S9, S10, S11, S13, S14) to determine whether the vehicle has started to enter the adjacent lane by establishing the predetermined lateral position (Xj) as the first criterion limit value next to a position closer to the lane separation line, according to the degree of difficulty estimated by the means of estimating the degree of difficulty (S8) is greater.
[6]
6. Directional control device according to claim 4 or 5, CHARACTERIZED by means of determining the start of entry (S7, S9, S10, S11, S13, S14) to determine whether the vehicle has started to enter the adjacent lane through the establishment of a shorter predetermined time (Tt) as the second criterion limit value, according to the degree of difficulty estimated by the means of estimating the degree of difficulty (S8) is greater.
[7]
7. Directional control device according to any one of claims 4 to 6, CHARACTERIZED by means of determining the start of entry (S7, S9, S10, S11, S13, S14) to determine whether the vehicle has started to enter the adjacent lane , through the narrowing of a detection region for the lateral object by the first means of detection of the lateral object (6L, 6R), according to the degree of difficulty estimated by the means of estimating the degree of difficulty (S8) is greater.
[8]
8. Directional control device according to any one of claims 4 to 7, CHARACTERIZED by the means of estimating the degree of difficulty (S8) to estimate that the degree of difficulty of passing the vehicle is greater as the width of the target lane is more narrow.
[9]
9. Directional control device according to any one of claims 4 to 8, CHARACTERIZED by the means of estimating the degree of difficulty (S8) to estimate that the degree of difficulty of passing the vehicle is greater as the curvature of the road is greater.
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3/5
[10]
10. Directional control device according to any one of claims 4 to 9, CHARACTERIZED by the means of estimating the degree of difficulty (S8) to estimate that the degree of difficulty of passing the vehicle is greater when the target range is a range of preferred traffic than when the lane is not the preferred traffic lane.
[11]
11. Directional control device according to any one of claims 4 to 10, CHARACTERIZED by comprising second lateral object detection means (6L, 6R) to detect a lateral object close to the side of the vehicle and towards the rear of the vehicle away from the lateral object detection region by the first lateral object detection means (6L, 6R), in which the means of estimating the degree of difficulty (S8) estimate that the degree of difficulty of passing the vehicle is greater, as the vehicle width of the side object detected by the second side object detection means (6L, 6R) is wider, when, in the absence of lateral object detection by the first side object detection means (6L, 6R), the second side object detection means (6L, 6R) detect the side object.
[12]
12. Directional control device according to any one of claims 1 to 11, CHARACTERIZED by means of actuation suppression (S12, S15, S16, S17) suppress the actuation of control by means of control (S18, S19, S21) , until a predetermined time as a first cancellation condition elapses from the moment when the means of determining the start of entry (S7, S9, S10, S11, S13, S14) have determined that the vehicle has started to enter the lane adjacent.
[13]
13. Directional control device according to any one of claims 1 to 12, CHARACTERIZED by means of actuation suppression (S12, S15, S16, S17) suppress the actuation of control by means of control (S18, S19, S21) , until the amount of oblique movements of the vehicle reaches a predetermined amount of oblique movements as a second cancellation condition from the moment when the means of determining the start of entry (S7, S9, S10, S11, S13, S14) have determined that the vehicle started to enter the adjacent lane.
[14]
14. Directional control device according to any one of claims 1 to 13, CHARACTERIZED by means of actuation suppression (S12, S15, S16, S17) suppress the actuation of control by means of control (S18, S19, S21) , until a lateral position of the vehicle relative to the marked lane separation line on the road surface reaches a predetermined lateral position as a third cancellation condition from the moment when the means of determining the start of entry (S7, S9 , S10, S11, S13, S14) determined that the vehicle started to enter the adjacent lane.
Petition 870190115045, of 11/8/2019, p. 38/40
4/5
[15]
15. Directional control device according to any one of claims 1 to 14, CHARACTERIZED by comprising means of estimating the future lateral position (S5) to estimate the future lateral position (Xf) of the vehicle, which is the lateral position that the vehicle reaches after a predetermined time has elapsed with respect to the line separating the marked lane on the road surface, in which the control means (S18, S19, S21) activate the control to suppress the oblique movements of the vehicle in direction to the lateral object, when, in the presence of detection of the lateral object by the first means of detection of lateral object (6L, 6R), the future lateral position (Xf) estimated by the means of estimating the future lateral position (S5) exceeds a position predetermined lateral (Xa) as a trigger limit value, towards the lateral object.
[16]
16. Directional control device according to claim 15, CHARACTERIZED by means of actuation suppression (S12, S15, S16, S17) suppress the actuation of control by means of control (S18, S19, S21), by means of correction at least one of the future lateral positions (Xf) and predetermined lateral positions (Xa) as the trigger limit value, in order to prevent the future lateral position (Xf) from exceeding the predetermined lateral position (Xa) as a value trigger limit.
[17]
17. Directional control device according to claim 15 or 16, CHARACTERIZED by means of actuation suppression (S12, S15, S16, S17) suppress the actuation of the control by means of control (S18, S19, S21), by setting narrower of the lateral object detection region by the first lateral object detection means (6L, 6R).
[18]
18. Directional control device according to one of claims 1 to 17, CHARACTERIZED by the control means (S18, S19, S21) transmitting an orientation movement in an opposite direction to the side of the side object next to the vehicle in order to control the oblique suppression movements of the vehicle towards the side object.
[19]
19. Directional control device according to claim 18, CHARACTERIZED by means of actuating suppression (S12, S15, S16, S17) suppressing the control actuation by suppressing the orientation movement in the opposite direction next to the side object transmitted to the vehicle.
[20]
20. Directional control device according to one of claims 1 to 19, CHARACTERIZED by the control means (S18, S19, S21) to provide an alert to notify the driver of the presence of the side object as a control for suppressing oblique movements of the vehicle towards the side object.
[21]
21. Directional control device according to claim 20, CHARACTERIZED by means of actuating suppression (S12, S15, S16, S17) above
Petition 870190115045, of 11/8/2019, p. 39/40
5/5 aim the activation of the control by suppressing the alert about the presence of the side object to the driver.
[22]
22. Directional control device according to any one of claims 1 to 21, CHARACTERIZED by the actuation suppression means (S12, S15, 5 S16, S17) inhibit the actuation of the control by the control means (S18, S19, S21 ), until a predetermined condition is satisfied from the moment when the means of determining the start of entry (S7, S9, S10, S11, S13, S14) determined that the vehicle started to enter the adjacent lane.

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法律状态:
2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

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2019-05-07| B06T| Formal requirements before examination|

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2019-09-17| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application according art. 36 industrial patent law|

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2019-12-24| B09A| Decision: intention to grant|

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2020-02-11| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 01/12/2010, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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JP2009-292705|2009-12-24|

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JP2009292705|2009-12-24|

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JP2010-256594|2010-11-17|

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PCT/JP2010/071486|WO2011077915A1|2009-12-24|2010-12-01|Driving control device|

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