Targeting support device and targeting support method

专利摘要:
summary "steering support device and steering support method" a steering support device that more adequately manages the need for a steering support related to collision avoidance and that effectively restricts unnecessary activation of the support targeting is described. the steering support device performs a collision prevention support on a vehicle (10) with respect to a vehicle ahead (60) present in a direction of travel of the vehicle (10), based on a time for collision ta as a time that the vehicle (10) takes to collide with the vehicle ahead (60). a side shift quantity calculation part (23) detects a relative lateral speed vy, which is a relative time-dependent change quantity between the vehicle (10) and the vehicle ahead (60). a storage part (40) stores a steering time t1 here, which is a time necessary for the vehicle (10) to avoid the vehicle ahead (60) by means of a maneuver. the storage part (40) stores an activation limit th1, which is a limit for determining the activation of the targeting support based on the relative lateral velocity vy. when a relative lateral velocity vy at a time when the collision time ta is a driving time t1 or more is the activation limit th1 or more, a support management part (50) restricts the activation of the steering support.
公开号:BR112015009456B1
申请号:R112015009456-2
申请日:2012-10-26
公开日:2020-06-02
发明作者:Toshinori Okita
申请人:Toyota Jidosha Kabushiki Kaisha；
IPC主号:

专利说明:

DIRECTIONAL SUPPORT DEVICE AND DIRECTIONAL SUPPORT METHOD
TECHNICAL FIELD
[001] The present invention relates to a steering support device and a steering support method for carrying out a steering support to prevent collision between a vehicle and an object.
FUNDAMENTAL TECHNIQUE
[002] Generally, the steering support device acquires, from a sensor inside the vehicle such as a radar in the vehicle, a relative state, for a host vehicle, of an object that is present in a direction of travel. vehicle and that requires a vehicle deceleration control. The object is a parked vehicle, a vehicle ahead or an approaching vehicle, for example. Based on the relative relationship acquired between the object and the host vehicle, a steering support such as an alarm tone or intervention braking is performed.
[003] Conventionally, a device described in patent document 1 has been known as an example of the steering support device. A rear collision alarm device described in patent document 1 includes an alarm generating device that generates an alarm when the moment of collision between a host vehicle and a vehicle ahead is a limit or below; a device for determining the lane change of the vehicle ahead which determines whether or not the vehicle ahead changes lane; and a timing adjustment device that delays an alarm timing to be generated by the alarm generating device when it is determined that the vehicle ahead has changed lanes. The forward lane change part of the vehicle considers an acceleration of the host vehicle and an overlap ratio indicative of a ratio of how much the host vehicle and the vehicle ahead overlap each other in one
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2/50 vehicle width direction, and then determines, based on the values found in that way and limits, whether or not the vehicle ahead changes lanes. When the overlap ratio is the limit or less and the acceleration of the host vehicle is the limit or more, the timing adjustment device adjusts a value of a limit to be compared with the moment of collision so that the value is less than than a normal value. The reason is as follows. When the overlap ratio is the limit or lower and the acceleration of the host vehicle is the limit or more, a driver intentionally approaches the vehicle ahead so that the host vehicle overtakes the vehicle ahead which changes lanes to an adjacent lane , so that the risk of collision is lower in a case of approaching normal direction and timing to generate an alarm can be delayed.
[004] As such, by performing the adjustment to delay the timing to generate an alarm based on a low chance of collision, the unnecessary generation of an alarm can be reduced and the driver's uncomfortable feeling can be reduced.
CITATION LIST
PATENT DOCUMENT
Patent document 1: publication of Japanese patent application No.
2011 -197915 (JP 2011 -197915 A)
SUMMARY OF THE INVENTION
PROBLEM TO BE SOLVED BY THE INVENTION
[005] Meanwhile, the ratio of overlap of the host vehicle to the vehicle ahead can be changed due to changes in a lane format, such as a road shape, for example, a curved road, and the increase and decrease of tracks. For example, the rear impact alarm device described in patent document 1 and similar devices cannot adequately distinguish whether the vehicle ahead is on a curved road or changes lanes. Because
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3/50 this fact, the management of the activation of a steering support becomes vague, which may exult in the fact that the driver's feeling of discomfort cannot be reduced.
[006] The present invention was carried out considering the circumstances mentioned above. An objective of the present invention is to provide a steering support device and a steering support method, each of which can better manage the need for a collision-related steering support and each of which can effectively restrict the unnecessary activation of the steering support.
MEANS TO SOLVE THE PROBLEM
[007] The following describes a means of solving the problem and its effects.
[008] A steering support device to achieve the above objective is a steering support device that performs a steering support on a vehicle to avoid collision with an object present in a direction of travel of the vehicle based on a moment collision as a moment when the vehicle and the object collide with each other, and the steering support device includes: a side shift detection part that takes a relative time-dependent amount of change between the vehicle and the object in question a lateral direction perpendicular to the direction of travel of the vehicle; a first storage part in which a steering time is stored as a time necessary for the vehicle to avoid the object by means of a maneuver; a second storage part in which an activation limit is stored as a limit used to determine the activation of the steering support based on the amount of lateral time-dependent change detected in this way; and a support management part that restricts the activation of the steering support at a time when the amount of lateral dependent time change detected
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4/50 when the moment of collision is the moment of targeting or more is the activation limit or more.
[009] A method of steering support to achieve the above objective is a method of steering support to perform steering support on a vehicle to avoid collision with an object present in a direction of travel of the vehicle based on a moment collision as a moment at which the vehicle and the object collide with each other, and the steering support method includes: a side shift detection step of detecting a relative time-dependent amount of change between the vehicle and the object in a lateral direction perpendicular to the direction of travel of the vehicle and a management support step of steering support activation restriction based on a steering moment that is stored in a storage part and that is a time necessary for the vehicle avoids the object by means of a maneuver, and an activation limit which is a limit used to determine the activation of the steering support based on the amount of time-dependent change the lateral relative detected in this way, the activation of the steering support being restricted in a moment when the amount of lateral dependent time change detected when the moment of collision is the directional moment or more is the activation limit or more.
[010] According to such a configuration or method, it is determined, based on the amount of relative time-dependent change of the object, whether or not the activation of the steering support related to collision prevention is restricted. In a case of steering support related to collision avoidance, if a relative position of the object to the vehicle leaves the vehicle's direction of travel laterally, the possibility of a collision between the vehicle and the object is low, so the need of steering support activation is low. In view of this, the relative time-dependent amount of change of the object is compared
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5/50 with the activation limit, and when the relative time-dependent amount of change of the object is greater than the activation limit and the possibility of collision is low, the activation of targeting support related to collision prevention is restricted. Here, in a case where a driver considers that support is unnecessary, for example, in a case where the driver performs a preventive operation by means of a maneuver or a vehicle ahead changes lanes, the activation of the steering support is restricted, thus reducing the possibility of the driver feeling disturbed.
[011] In a case in which the relative lateral time-dependent amount of change is used to determine whether or not the collision prevention-related steering support is restricted, even if the side positions of the vehicle ahead and the vehicle, both traveling the same road, deviating from each other due to a curve or similar, the amount of lateral time-dependent change is small, but when the lateral positions of the vehicle ahead and the vehicle deviate from each other due to the change of direction range, the amount of lateral time-dependent change is large. Accordingly, it is possible to distinguish the change of track from the curve or similar in an appropriate way.
[012] As a preferred configuration, the lateral shift detection part detects a relative lateral velocity which is a relative movement speed of the object in the lateral direction, such as the amount of lateral relative time-dependent change between the vehicle and the object.
[013] According to such a configuration, the amount of time-dependent change between the vehicle and the object is detected based on a relative lateral speed. If the relative lateral speed of the object is small, it can be estimated that the object does not leave the direction of travel of the vehicle, and if the relative lateral speed is large, it can be estimated that the object leaves the direction of travel of the vehicle. The relative lateral speed that is between the vehicle and the object traveling
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6/50 the same road is within a predetermined range, so that it is possible to distinguish the change due to the shape of the road such as a change curve due to the change of lane, appropriately.
[014] As a preferable configuration, the steering support device additionally includes a braking moment acquisition part that acquires a braking moment which is a time necessary for the vehicle to perform collision prevention by braking, and the Support management part restricts activation of targeting support, with a condition that the amount of change dependent on lateral relative time detected when the moment of collision is the moment of targeting or more is the threshold of activation or more, and the moment collision is less than the braking moment.
[015] According to such a configuration, even in a case in which collision prevention is difficult by means of normal braking, if the driver performs a prevention operation by steering or if the vehicle ahead changes lanes, the activation of the steering support can be restricted. Here, this activation of the steering support that makes the driver feel disturbed is reduced.
[016] As a preferable configuration, the braking time acquisition part acquires the braking moment based on a relative speed between the vehicle and the object.
[017] According to such a configuration, since the braking moment that is greatly affected by the relative speed is obtained based on the relative speed, an adequate braking moment can be obtained. Such braking moment can be selected from a table or a map determined in association with the relative speed, or it can be calculated by applying the relative speed to a predetermined function.
[018] As a preferable configuration, the support management part adjusts a period during which the activation of the steering support is restricted,
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7/50 based on a magnitude of the relative time-dependent change amount detected by the lateral shift detection part.
[019] According to such a configuration, a period during which the activation of the steering support is restricted is adjusted based on the amount of change dependent on the relative lateral time. Here, a suppression period during which the targeting support is restricted is adjusted accordingly.
[020] As a preferable setting, the period during which steering support activation is restricted is set to be greater as a magnitude of the relative time-dependent amount of change detected by the side shift detection part is greater.
[021] According to such a configuration, if the amount of change dependent on the relative lateral time is large, the object has a high chance of leaving the vehicle's course. Accordingly, if a possibility of leaving the course is high, the suppression period is extended, thus enabling the reduction of such a possibility that the steering support that makes a driver feel disturbed, is activated.
[022] As a preferable configuration, the vehicle includes a yaw rate sensor that detects a speed at which a rotation angle in a curved direction of the vehicle changes, and the side shift detection part corrects the amount of shift dependent relative time difference of the object based on the detected speed at which the angle of rotation changes.
[023] According to such a configuration, the amount of change dependent on the lateral relative time is corrected based on that direction of travel (orientation) of the vehicle that is altered by a maneuvering operation or similar. By correcting the amount of change dependent on relative time by changing the direction of travel of the vehicle, the response for detecting the amount of change depending on the lateral relative time of the object can be improved. For example
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8/50 plo, compared to a sensor that measures a vehicle state, that amount of change dependent on the relative time of the object that is detected based on radar or similar with a low response naturally has a low response. In view of this, by using a measurement result from a sensor having a high response and measuring a vehicle state such as a yaw rate sensor, it is possible to achieve a high response of the relative time-dependent amount of change of the object .
[024] As a preferable configuration, a target region that is a region divided by the movement of trajectories from the right and left tip ends of the vehicle that accompany the vehicle's direction with the direction time is present in front of the vehicle in the direction of travel , and the support management part replaces the targeting time as a pattern of the moment of collision, for a time obtained according to a position in which the object enters the target region, when determining the restriction of the activation of the support of direction.
[025] According to such a configuration, considering a characteristic curve of the vehicle, the direction time to be compared with the moment of collision is replaced by the time to be obtained according to the position in which the object enters the target region . The time to be replaced is the longest in a center of the vehicle's vehicle width and is a driving time, for example. The time to be replaced becomes shorter than one side away from the vehicle width center. This allows the activation of steering support related to collision avoidance to be delayed properly. That is, the vehicle has a width, and considering the curve characteristic of the vehicle, the collision prevention of the object can be performed even in a state in which the vehicle is closest to the object at a time when the object is in a position that is far from the center of the vehicle's width, compared to a case in which the object
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9/50 is at the center of the vehicle's width. Accordingly, the activation of the vehicle's steering support with respect to the object in a position that is far from the center of vehicle width can be restricted based on the relative lateral speed even in such a state in which the vehicle is closest to the object, compared to the object in the vehicle width center. Here, this activation of the steering support that makes the driver feel disturbed can be further restricted.
[026] As a preferable configuration, a relative lateral acceleration which is a relative acceleration at a time when an object moves in the lateral direction with respect to the vehicle is used together as the amount of relative time-dependent change detected by the detection part side shift.
[027] According to such a configuration, the amount of time-dependent change can be detected more quickly, so that the determination of whether or not the steering support is restricted is carried out more appropriately.
BRIEF DESCRIPTION OF THE DRAWINGS
[028] Figure 1 is a block diagram illustrating a schematic configuration of a first modality that embodies a steering support device.
[029] Figure 2 is a schematic view schematically illustrating a relationship between a vehicle provided with the steering support device shown in figure 1 and a vehicle at the front.
[030] Figure 3 is a plan view showing an example in which the steering support device shown in figure 1 detects a relative lateral speed.
[031] Figure 4 is a plan view showing an example in which the steering support device illustrated in figure 1 detects a relative lateral speed.
[032] Figure 5 is a graph illustrating a region of determination consisting of a moment of collision (TTC) and a relative speed (Vr), the region of determination being used in the illustrated steering support device
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10/50 in figure 1.
[033] Figure 6 is a graph illustrating an example of a moment configuration (T1) in which the collision can be avoided by means of a maneuver in the steering support device illustrated in figure 1.
[034] Figure 7 is a graph illustrating an activation limit (TH1) used to determine whether or not a steering support is activated in the steering support device illustrated in figure 1.
[035] Figure 8 is a relationship diagram illustrating the graph illustrated in figure 5 and a relationship between a vehicle and a region in front of the vehicle in its direction of travel.
[036] Figure 9 is a relationship diagram illustrating the graph illustrated in figure 5 and a relationship between the vehicle and the region in front of the vehicle in its direction of travel.
[037] Figure 10 is a view illustrating a relationship between the region of determination and the region in front of the vehicle in its direction of travel in the graph shown in figure 5; figure 10 (a) is a schematic view illustrating that a position (P1) indicative of a relationship between a relative speed and a moment of collision (TTC) is located in a second region; and figure 10 (b) is a schematic view illustrating the positions corresponding to a braking moment (Lb) and a curve moment (Ls) in front of the vehicle in the direction of travel.
[038] Figure 11 is a block diagram illustrating a schematic configuration of a second modality that embodies a steering support device.
[039] Figure 12 is a view illustrating a relationship between a region of determination and a region in front of a vehicle in a direction of travel, in the steering support device in figure 11; figure 12 (a) is a schematic view illustrating a relationship between a relative speed and a moment of collision
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11/50 (TTC); figure 12 (b) is a schematic view illustrating a region (At) that is in front of the vehicle in the direction of travel and which is divided by the movement trajectories of the right and left ends of a vehicle that follow the direction through a targeting time; and figure 12 (c) is a graph illustrating a region that is in front of the vehicle in the direction of travel and that is divided by a time of direction (T1).
[040] Figure 13 is a relationship diagram illustrating the graph illustrated in figure 12 and a relationship between the vehicle and the region in front of the vehicle in its direction of travel.
[041] Figure 14 is a relationship diagram illustrating the graph illustrated in figure 12 and a relationship between the vehicle and the region in front of the vehicle in its direction of travel.
[042] Figure 15 is a list illustrating, in a table, the configurations of a magnitude of a relative lateral velocity and a length of a suppression period in relation to a third modality that constitutes a steering support device.
[043] Figure 16 is a list illustrating, in a table, examples of a relative lateral speed detected in the steering support device corresponding to figure 15.
[044] Figure 17 is a schematic view illustrating the magnitude of a vehicle's curve and a position relationship with an object with respect to a fourth modality that constitutes a steering support device; figure 17 (a) is a schematic view illustrating a position relationship when the vehicle's curving ability is small, and figure 17 (b) is a schematic view illustrating a position relationship when the curving ability of the vehicle is great.
[045] Figure 18 is a table illustrating a case of setting limits
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12/50 to be compared with a relative lateral speed according to one type of object in relation to the other modality that constitutes a steering support device.
[046] Figure 19 is a table illustrating a case in which the configuration of limits to be compared with a relative lateral speed according to a distance to an object in relation to the other additional modality that constitutes a steering support device.
MODES FOR CARRYING OUT THE INVENTION
[047] First Mode. The first modality that comprises a steering support device and a steering support method is described with reference to figures 1 to 10.
[048] As illustrated in figure 1, a vehicle 10 to which the steering support device and the steering support method are applied includes a steering support part 11 that provides various steering supports to the vehicle 10. Additionally, the vehicle 10 includes an HMI (human-machine interface) 12 that notifies a driver of the contents of a steering rack; and an intervention control device 13 that assists vehicle operation. The steering support part 11 is connected to the HMI 12 and the intervention control device 13 in order to be able to transmit various information.
[049] The steering support part 11 detects an object such as a moving body or a stationary object as a target to be avoided on a collision avoidance support, and activates the collision avoidance support on the object detected in this way. The collision avoidance support is a steering support, such as a pre-collision system (PCS) activated on the vehicle 10 to prevent collision with the object, for example, and is a steering support related to the collision prevention. Examples of the moving body detected by the steering support part 11 include a vehicle ahead 60, an approaching vehicle, and a pedestrian, and examples of the object
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Stationary 13/50 to include a parked vehicle, a pole, and a railing. Note that, in the present modality, the following description deals with the vehicle ahead 60 as an object for the purposes of that description, but the object is not limited to the vehicle ahead 60. Note that the activation of the related steering support with collision prevention is to send a warning instruction signal to instruct the steering support from the steering support part 11 to HMI 12, or to send an intervention control signal to instruct the steering support to the part steering support 11 for the intervention control device 13. Additionally, the activation of the steering support related to collision avoidance can be known from the steering support related to collision prevention that is sent from HMI 12 or of the intervention control device 13.
[050] Vehicle 10 includes an external information acquisition part of vehicle 15 that acquires external vehicle information about vehicle 10; and a vehicle information acquisition part 18 which acquires various vehicle information 10 as vehicle information. The external information acquisition part of the vehicle 15 and the vehicle information acquisition part 18 are connected to the steering support part 11 in order to be able to transmit various information to it.
[051] The external information acquisition part of vehicle 15 is provided in vehicle 10. The external information acquisition part of vehicle 15 includes a camera inside vehicle 151 that captures an environment surrounding vehicle 10, including the vehicle ahead. 60 and the like; and a millimeter wave radar 152 that detects an object present around the vehicle 10, including the forward vehicle 60 and the like. In addition, the external information acquisition part of the vehicle 15 includes a transmitter 153 having a function to carry out radio communication with a communication device or the like outside the vehicle.
[052] The camera inside vehicle 151 captures a predetermined range at
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14/50 front of vehicle 10 by means of a CCD camera or similar provided on a rear side of a rear view mirror. The camera inside vehicle 151 sends an image signal based on the image captured in this way, to the steering support part 11.
[053] The millimeter wave radar 152 has, for example, a distance measurement function to measure a distance, for example, an intervehic distance L (see figure 2), between vehicle 10 and the vehicle ahead 60 as a object present in a direction of travel of the vehicle 10, and a speed measurement function to measure a relative speed Vr (see figure 2) between the vehicle ahead 60 and the vehicle 10. When the millimeter wave radar 152 detects the vehicle ahead 60 present in the direction of travel of the vehicle 10, the millimeter wave radar 152 sends, to the steering support part 11, a signal including the information of the vehicle ahead 60 detected in this way.
[054] Transmitter 153 acquires information indicative of a speed and position of other vehicles through communication between vehicles with other vehicles including the vehicle ahead 60 present around vehicle 10, for example. Transmitter 153 sends the information acquired in this way to the steering support part 11. Additionally, transmitter 153 performs communication between the road and the vehicle with an optical signaling antenna provided as an installation on the road. Transmitter 153 acquires an infrastructure information signal related to the installation on the road and similar through communication between the road and the vehicle with the optical signaling antenna. When transmitter 153 receives the infrastructure information signal, transmitter 153 sends the infrastructure information signal received in this way, to the steering support part 11. Note that the infrastructure information signal includes, for example, a distance to an intersection, a signal cycle from a traffic signal provided at the intersection, and a road shape, and a traffic condition from a
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15/50 road provided with the optical signaling antenna (including an intersection shape, a curvature, a gradient, and the number of traffic lanes). In addition, the infrastructure information signal includes information accompanying the road, and information from a moving body such as other vehicles around the intersection detected by the installation on the ground or similar.
[055] That is, the vehicle's external information sent from the vehicle's external information acquisition part 15 includes various information including information based on what type of object can be distinguished.
[056] Vehicle information acquisition part 18 is provided in vehicle 10. Vehicle information acquisition part 18 includes a speed sensor 181, an acceleration sensor 182, a yaw rate sensor 183, a sensor acceleration 184, a braking sensor 185, and a steering sensor 186.
[057] The speed sensor 181 detects a rotation speed of a vehicle wheel set 10 and sends a signal corresponding to the rotation speed detected in this way to the steering support part 11.
[058] The acceleration sensor 182 detects an acceleration of the vehicle 10, and sends a signal corresponding to the acceleration detected in this way to the steering support part 11.
[059] The yaw rate sensor 183 detects a speed at which a vehicle 10's rotation angle for its turn direction is changed, and sends a signal corresponding to a yaw rate detected in this way to the steering support part 11.
[060] The accelerator sensor 184 detects whether or not a driver operates an accelerator pedal, and detects an amount of pressure on the pedal. In addition, the accelerator sensor 184 sends to the steering support part 11 a signal corresponding to whether or not the driver operates and a signal corresponding to the
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16/50 amount of pressure detected in this way.
[061] The brake sensor 185 detects whether or not the driver operates a brake pedal, and detects an amount of pressure on the pedal. In addition, the brake sensor 185 sends to the steering support part 11 a signal corresponding to whether or not the driver operates and a signal corresponding to the amount of pressure detected in this way.
[062] The steering sensor 186 detects an amount of operation (a steering angle) of steering by the driver and sends a signal corresponding to the amount of operation (steering angle) detected in this way, to the steering support part 11.
[063] The HMI 12 is a device that sends an image or audio recognizable by the driver. The image can include at least one of a still image and a moving image, and the audio can include at least one of a simple sound such as an alarm tone, and audio guidance. HMI 12 includes at least one of an audio station, a navigation system monitor, a meter panel, a top monitor and the like. Additionally, the HMI 12 can consist of just one screen, just one speaker, or just a horn. When a warning instruction signal is registered to HMI 12 from the steering support part 11, a content corresponding to the warning instruction signal recorded in this way is sent as information recognizable by the driver. HMI 12 performs support for the driver such as a deceleration control or a steering control by sending information recognizable by the driver that performs such control based on the warning instruction signal.
[064] The deceleration control includes notification, by sound or display, that an intervehicle distance L has become short or that a person is present in front of the vehicle in the direction of travel. Targeting control includes
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17/50 notification of a lane departure warning by sound or display.
[065] The intervention control device 13 is a device that performs assistance (support) with respect to one or more of the vehicle's braking, steering and the like 10. When an intervention control signal is registered from the support part of steering 11, the intervention control device 13 assists with braking, steering and the like based on the intervention control signal recorded in this way. The intervention control device 13 consists of several control devices such as a brake control device that controls a vehicle brake driver 10, an engine control device that controls an engine, a steering control device that controls controls a steering trigger, and similar devices.
[066] That is, the intervention control device 13 performs a deceleration control and a steering control based on the intervention control signal registered from the steering support part 11.
[067] Examples of deceleration control include restriction of engine speed, interruption of fuel supply (fuel cut) to the engine, a brake assist control, and a pre-collision brake control. For example, the speed of vehicle 10 can be reduced by controlling the brake control device and the like. By such deceleration control, the intervehicle distance is guaranteed and an adequate speed is maintained.
[068] Examples of steering control include a lane maintenance assistant (LKA) to prevent vehicle 10 from deviating from a recognized lane, and the like. By such steering control, lane departure warning by means of a small steering effort with a short time, lane maintenance by a small and continuous steering effort, and the like are performed.
[069] The direction support part 11 will be described below.
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18/50
[070] The steering support part 11 performs a collision prevention support as the steering support related to the collision prevention with respect to an object as a target to be avoided by the vehicle 10. The steering support part 11 includes: an object specification part 14 that specifies the object as a target to be avoided; a relative information calculation part 20 which calculates the relative information between the vehicle 10 and the forward vehicle 60; and a collision time calculation part 30 which calculates a collision time Ta used for the collision avoidance support. In addition, the targeting support part 11 includes: a storage part 40 serving as a first storage part and a second storage part that stores various information used for the collision avoidance support and the like; and a support management part 50 that determines whether or not collision avoidance support is performed.
[071] The targeting support part 11 includes a microcomputer having an arithmetic unit (CPU), and a non-volatile or volatile storage device such as ROM or RAM. The non-volatile storage device of the steering support part 11 stores in the same control programs for executing various processes and parameters used for various processes. The arithmetic unit executes the control programs stored on the storage device as needed, and refers to various parameters as necessary when executing the control programs. Note that, in the present modality, control programs include a program to specify an object, a program to calculate the relative information, a program to calculate a time for collision, and a program to determine whether or not the preventive support. collision is activated. Note that these programs can be stored in the targeting support part 11 as individual programs in order to be run independently. Additionally, the
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19/50 various parameters include various parameters used for specifying an object, calculating relative information, calculating a collision time, and determining whether or not collision avoidance support is performed.
[072] This is, in the drive support part 11, by the execution of the control programs, a function of the object specification part 14, a function of the relative information calculation part 20, a function of the time calculation part for collision 30 and a function of the support management part 50 are performed.
[073] The object specification part 14 detects the objects including the vehicle ahead 60, present in the direction of travel of the vehicle 10, based on the external information of the vehicle recorded from the external information acquisition part of the vehicle 15. Then, the object specification part 14 specifies the vehicle ahead 60 as a target to be avoided in the collision avoidance support, among the objects detected in this way.
[074] The relative information calculation part 20 calculates the relative information between vehicle 10 and vehicle ahead 60 present in front of vehicle 10 in the direction of travel. The relative information calculation part 20 calculates an intervehicle distance L between the vehicle 10 and the vehicle ahead 60 based on the external vehicle information recorded from the external information acquisition part of the vehicle 15, and sends the intervehicle distance L calculated in this way for the collision time calculation part 30 and the support management part 50. In addition, the relative information calculation part 20 includes: a speed calculation part 21 that calculates a relative speed Vr, which is the relative information between vehicle 10 and vehicle ahead 60; a braking time calculation part 22 serving as a braking time acquisition part that calculates a braking time Tb; and a side shift quantity calculation part 23 serving as a side shift detection part that calculates a
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20/50 Vy relative lateral speed, which is a relative movement speed. The relative information calculation part 20 sends the relative speed Vr, the braking time Tb, and the relative lateral speed Vy calculated in this way, to the collision time calculation part 30 and the support management part 50.
[075] The speed calculation part 21 can acquire or calculate a relative speed Vr based on information external to the vehicle registered from the information acquisition part external to the vehicle 15.
[076] As shown in figure 2, the speed calculation part 21 can acquire a vehicle speed V1 10 from the vehicle information acquisition part 18, and acquire a vehicle speed V2 ahead 60 from the vehicle part acquisition of information external to the vehicle 15, in order to calculate a relative speed Vr (= | V1 - V2 |) from a difference between the speed V1 and the speed V2 acquired in this way.
[077] The braking time calculation part 22 calculates a braking time Tb corresponding to the relative speed Vr between the vehicle 10 and the vehicle ahead 60. The braking time Tb is a value that can be calculated based on a characteristic related to the braking of the vehicle 10 and the relative speed Vr, and it is a limit lower than a moment in which a general driver of the vehicle 10 can avoid the collision between the vehicle 10 and the vehicle ahead 60 by means of braking. The braking moment Tb varies depending on the relative speed Vr. Accordingly, in the sample data distribution of a plurality of braking moments obtained by relative speed Vr, a short braking moment is selected by relative speed Vr. Note that the braking moment Tb can be calculated by various calculations such as a calculation to calculate the braking moment Tb considering a relative acceleration or can be obtained based on experience, experimental data, simulation and the like. Note that the braking moment Tb can be selected from a table or a specific map
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21/50 in association with the relative velocity Vr, or can be calculated by applying the relative velocity Vr to a predetermined function.
[078] The side shift quantity calculation part 23 calculates a relative lateral speed Vy between vehicle 10 and the vehicle ahead 60 (a side shift detection step). The relative lateral velocity Vy is a relative velocity in a lateral direction perpendicular to the direction of travel of vehicle 10. For example, when only vehicle 10 changes (turns) the direction of travel, the relative lateral velocity Vy is obtained based on on a side speed component of a vehicle speed 10.
[079] As illustrated in figure 3, when only the vehicle ahead 60 changes the direction of travel, the relative lateral velocity Vy is obtained based on a component of lateral velocity V2y out of a component of velocity V2x in the direction of travel of the vehicle 10 and side speed component V2y, both constituting a vehicle speed V2 ahead 60.
[080] As illustrated in figure 4, when vehicle 10 travels on a curved road, for example, the side shift amount calculation part 23 can also calculate the relative lateral speed Vy between vehicle 10 and a rail 61. When the vehicle 10 travels on a curved road, a speed V1 of vehicle 10 is constructed by a speed component V1x towards the front side of the vehicle and a speed component V1y towards a lateral direction perpendicular to the front side of the vehicle. That is, based on the vehicle 10, the rail 61 as a stationary object moves in a reverse direction in the speed component V1y of the vehicle 10 in the lateral direction. That is, the relative lateral velocity Vy between the vehicle 10 and the rail 61 is obtained based on the velocity component V1y of the vehicle 10 in the lateral direction.
[081] As illustrated in figure 1, the relative information between vehicle 10 and vehicle ahead 60 is recorded in the collision time calculation part 30 from
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22/50 of the relative information calculation part 20. The collision time calculation part 30 includes a TTC calculation part 31 which calculates a collision time Ta, that is, the so-called TTC (collision time). Collision time Ta is the time that vehicle 10 takes to collide with vehicle ahead 60. Collision time calculation part 30 sends collision time (TTC) Ta calculated in this way to the support management part 50.
[082] As illustrated in figure 2, the calculation part TTC 31 calculates a time for collision Ta of the vehicle 10 with respect to the vehicle ahead 60. The calculation part TTC 31 obtains the intervehic distance L and the relative speed Vr between the vehicle 10 and vehicle ahead 60, from the relative information calculation part 20. Then, the collision time (TTC) Ta is calculated according to the formula (1) that follows.
TTC = L / Vr ... (1)
[083] Note that the collision time calculation method (TTC) is not limited to formula (1), and if an adequate collision time is obtained, other methods including a method that considers a relative acceleration can be used .
[084] As illustrated in figure 1, the storage part 40 still stores a targeting time T1, which is a time necessary to avoid collision by making a curve through the targeting, a suppression period 41, which is a period to restrict collision avoidance support, and a TH1 activation limit as a limit used to determine whether or not collision avoidance support is restricted.
[085] As illustrated in figure 5, the steering time T1 is a constant time regardless of a relative speed value Vr, and is set to a lower limit of a time in which the driver in general can avoid collision by means of maneuver, that is, a time that reaches prevention through a general direction.
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[086] As illustrated in figure 6, as a T1 targeting time, a short targeting time is selected when distributing sample data from a plurality of targeting moments, but the targeting time T1 can be a time calculated over several calculations, or time obtained from experience, experimental data, simulation and the like.
[087] The suppression period 41 is a period during which the activation of the collision avoidance support is restricted (temporarily interrupted) and is configured as a time such as an operating cycle from 1 to 10 times, for example. The suppression period 41 can be a period calculated by several calculations, or a period obtained from experience; experimental data, simulation and the like.
[088] As shown in figure 7, the activation limit TH1 is a limit to be compared with the relative lateral velocity Vy at the moment when it is determined whether or not the collision avoidance support has been restricted. The activation limit TH1 can be any limit as long as it is possible to estimate that the steering is carried out to such an extent that the collision between the vehicle 10 and the vehicle ahead 60 can be restricted. The TH1 activation limit can be a limit calculated by several calculations, or a limit obtained based on experience, experimental data, simulation and the like. In the steering support part 11, when the relative lateral speed Vy is the activation limit TH1 or more, it is determined that the collision avoidance support is restricted, but when the relative lateral speed Vy is below the activation limit TH1, it is determined that collision avoidance support has not been restricted.
[089] As illustrated in figure 1, the support management part 50 determines whether or not collision avoidance support is performed, based on the time for collision Ta and relative speed Vr (a support management step). The support management part 50 includes: an estimate part 51 that
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24/50 determines whether or not collision avoidance support has been activated; and an adjustment part 52 that determines whether or not the activation of the collision avoidance support has been restricted.
[090] As illustrated in figure 5, in estimation part 51, a two-dimensional region in which the collision time (TTC) is considered a vertical geometric axis and the relative velocity Vr is considered a horizontal geometric axis is prescribed as a region of determination. In the determination region so prescribed in estimate part 51, a region in which the collision avoidance support is activated, a region in which the collision avoidance support is not activated, and similar regions are additionally prescribed. In the region of determination, a braking limit line Lb is provided based on a braking time Tb determined according to the relative speed Vr between the vehicle 10 and the vehicle ahead 60. The braking limit line Lb is an express line by formula (2) as follows, and is illustrated as a line that increases towards an upper right side from an origin in the region of determination. Note that α in formula (2) described below is a value determined based on a vehicle's braking characteristic. In the determination region, a targeting limit line Ls is provided based on a targeting time T1 determined regardless of the relative speed Vr between vehicle 10 and the vehicle ahead 60. The targeting line Ls is a line expressed by the formula (3) as follows, and in the region of determination, the limit line of direction Ls is illustrated as a line in which the collision time (TTC) considers a constant value, that is, a line perpendicular to the vertical geometric axis.
TTC = α x Vr ... (2)
TTC = T1 ... (3)
[091] Note that the methods for calculating the braking limit line Lb and the targeting limit line Ls are not limited to formula (2) and formula (3)
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25/50 described above provided that an adequate braking time and an adequate steering time for each relative speed Vr are illustrated. That is, the braking limit line Lb and the targeting limit line Ls can be stored in storage part 40 in advance as data such as maps.
[092] As illustrated in figure 5, when the relative speed Vr is a speed R1 on the brake line Lb, the braking time Tb on the brake line Lb and the drive time T1 on the drive limit line Ls are the same time, so that the braking limit line Lb intersects the steering limit line Ls. Accordingly, the determination region is divided into four regions by the braking limit line Lb and the steering limit line Ls. More specifically, the determination region is divided into a first region A1 where the collision time (TTC) is not less than the braking limit line Lb, but is not greater than the steering limit line Ls, and a second region A2 where the collision time (TTC) is less than the braking limit line Lb, but not less than the steering limit line Ls. In addition, the determination region is divided into a third region A3 where the collision time (TTC) is not less than the braking limit line Lb, but is less than the steering limit line Ls, and a fourth region A4 where the stopping time is Ls. collision (TTC) is below the Lb braking limit line and the lower Ls steering limit line.
[093] The first region A1 is a region where collision of vehicle 10 with vehicle ahead 60 can be avoided by braking or maneuvering, and a region where collision avoidance support is not required.
[094] The second region A2 is a region where the collision of the vehicle 10 with the vehicle ahead 60 is difficult to be avoided by braking, but it can be avoided by means of a maneuver, and it is a region that requires support of prevention of collision in a case where at least one targeting operation is not performed.
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[095] The third region A3 is a region where the collision of the vehicle 10 with the vehicle ahead 60 can be avoided by braking, but it is difficult to be avoided by maneuvering, and it is a region where the collision prevention support it may not be performed since the relative speed is small or the collision can be avoided by braking.
[096] The fourth region A4 is a region where collision of vehicle 10 with vehicle ahead 60 is difficult to avoid by braking or maneuvering, and a region where collision avoidance support is required. The fourth region A4 is further divided by a caution line Le indicative of a caution time T2, which is shorter than the targeting time T1. In a region where the collision time (TTC) is not less than the caution line L3, a low support region A41 where a weak collision avoidance support is performed is formed. Additionally, in a region where the collision time (TTC) is less than the caution line L2, a high support region A42 where a strong collision prevention support is formed is formed. When a relationship between the collision time Ta and the relative speed Vr lies within the low support region A41 or the high support region A42, the targeting support part 11 performs the collision avoidance support for vehicle 10 without be restricted. For example, in the low support region A41, a warning is notified via HMI 12, or an auxiliary brake control to increase brake energy is increased. In the high support region A42, a warning is notified via HMI 12, and a deceleration control, a steering control or similar is carried out through the intervention control device 13.
[097] Figure 8 illustrates a position corresponding to the braking time Tb and a position corresponding to the steering time T1, both configured in front of the vehicle 10 in the direction of travel, when the relative speed Vr is not less than the speed R1.
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[098] As illustrated in figure 8, when the relative speed Vr is not lower than the speed R1, first, the steering time T1, that is, a position corresponding to the steering limit line Ls is configured in front of the vehicle 10 in the direction of travel, and an area As where steering collision prevention is difficult is configured between vehicle 10 and the steering limit line Ls. Additionally, the braking time Tb, that is, a position corresponding to the braking limit line Lb is configured on a front side with respect to the position corresponding to the steering limit line Ls, in front of the vehicle 10 in the direction of travel thereof, and an area Ab where collision avoidance by braking is difficult is configured between vehicle 10 and the brake line Lb. Thus, when the relative velocity Vr is not less than the velocity R1, area As corresponds to the fourth region A4, and area Ab corresponds to the second region A2.
[099] Figure 9 illustrates a position corresponding to the braking time Tb and a position corresponding to the steering time T1, both configured in front of the vehicle 10 in the direction of travel, when the relative speed Vr is lower than the speed R1 .
[0100] As illustrated in figure 9, when the relative speed Vr is lower than the speed R1, first, the braking time Tb, that is, a position corresponding to the braking limit line Lb is configured in front of the vehicle 10 in the direction of path, and an area Ab where braking collision prevention is difficult is configured between vehicle 10 and the brake line Lb. In addition, the steering time T1, that is, a position corresponding to the steering limit line Ls is configured on a front side with respect to the position corresponding to the braking limit line Lb, in front of the vehicle 10 in the direction of travel, and a As area where steering collision prevention is difficult is configured between vehicle 10 and the Ls steering limit line. In this way,
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28/50 when the relative speed Vr is less than the speed R1, the area Ab corresponds to the fourth region A4, and the area As corresponds to the third region A3.
[0101] The estimation part 51 specifies a determination position P1 in the determination region based on a current collision time Ta and a current relative speed Vr. When the determination position P1 is in the first region A1 or the third region A3, the estimation part 51 determines that the collision avoidance support is not activated. Additionally, when the position of determination P1 is in the fourth region A4, the estimation part 51 determines that the collision avoidance support is activated. At that time, when the determination position P1 is in the low support region A41, the estimation part 51 determines that a weak collision avoidance support is performed, and when the determination position P1 is in the high support region A42, the estimate part 51 determines that a strong collision prevention support is performed. In the meantime, when the position of determination P1 is in the second region A2, the estimation part 51 determines that a condition to activate the collision avoidance support is established and also determines that the position of determination P1 is in the second region A2. Then, the estimation part 51 sends a determination result to the adjustment part 52.
[0102] When the determination result recorded from the estimation part 51 is that the collision avoidance support is not activated, the adjustment part 52 does not perform the collision prevention support. In other words, since the need for collision avoidance support is properly determined, when a chance of collision (a collision threat) is low, collision avoidance support is not realized.
[0103] When the determination result recorded from the estimation part 51 is that the collision prevention support is activated, the adjustment part 52 performs the collision prevention support. That is, the adjustment part 52 en
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29/50 via a warning instruction signal to HMI 12 as needed, and sends an intervention control signal to the intervention control device 13. In other words, since the need for collision avoidance support is determined adequately, when the possibility of collision is high, collision avoidance support is provided.
[0104] When the determination result recorded from the estimation part 51 is that a condition for activating the collision avoidance support is established, the adjustment part 52 determines whether or not the collision avoidance support is restricted, with based on a comparison of the relative lateral speed Vy between vehicle 10 and vehicle ahead 60 with activation threshold TH1 (see figure 7).
[0105] When the relative lateral velocity Vy is below the activation limit TH1, the possibility of collision is high so that the adjustment part 52 determines that the collision avoidance support is not restricted, and activates the collision prevention support collision. At that time, the adjustment part 52 performs a weak collision avoidance support. That is, the adjustment part 52 sends a warning instruction signal to HMI 12 as needed, and sends an intervention control signal to the intervention control device 13. In other words, the need for prevention prevention support. collision is properly determined, and when the possibility of collision is high, collision avoidance support is provided.
[0106] Meanwhile, when the relative lateral velocity Vy is not less than the activation limit TH1, the possibility of collision is temporarily reduced, so that the adjustment part 52 determines that the collision prevention support is restricted. So, regardless of the outcome of determining estimate part 51, adjustment part 52 does not activate collision avoidance support for a period that is determined as the suppression period 41. That is, the active
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30/50 collision avoidance support is restricted, the warning instruction signal is not sent to HMI 12, and the intervention control signal is not sent to the intervention control device 13. In other words, the need for collision avoidance support is properly determined, and when the possibility of collision is low, collision avoidance support is not performed.
[0107] Thus, by using the relative lateral velocity Vy to determine whether or not the activation of the collision prevention support is restricted, even if the targeting is not carried out on the vehicle 10, the need for a collision prevention support is properly determined. For example, as shown in figure 3, the adjustment part 52 can determine whether or not it is necessary to restrict the collision avoidance support, based on the relative lateral velocity Vy obtained from the lateral velocity component V2y caused by the vehicle at front 60 bending by performing a maneuver. Additionally, even if targeting is performed on vehicle 10 as illustrated in figure 4, vehicle 10 has many chances of approaching rail 61, and the collision time (TTC) can be shortened with ease. At that time, the adjustment part 52 determines whether a collision possibility with the rail 61 is high or low, based on the relative lateral speed Vy between the vehicle 10 and the rail 61, and determines whether or not it is necessary to restrict the support. collision prevention.
[0108] In the following, an operation of the steering support part 11 will be described more specifically in a case in which the determination position P1 is in the second region A2 of the determination region.
[0109] As illustrated in figure 10 (a), when the determination position P1 is in the second region A2 of the determination region, it is difficult for vehicle 10 to avoid collision with the vehicle ahead 60 by braking, but the vehicle 10 can avoid collision by means of a maneuver. Accordingly, in a case where the targeting operation is not performed, vehicle 10 in which the position of determined
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31/50 nation P1 is in the second region A2 has a high chance of colliding with the vehicle ahead 60, but in a case in which the steering operation is performed, vehicle 10 has little chance of colliding with the vehicle ahead 60. Thus, even if the position of determination P1 is in the second region A2, the possibility of collision with the vehicle ahead 60 can become high or low depending on the operational state of the vehicle 10.
[0110] That is, in a case in which the position of determination P1 is in the second region A2, when a necessary amount of steering operation to avoid the collision is not performed, the vehicle 10 has many chances of colliding with the vehicle at front 60. Accordingly, it is appropriate for the steering support part 11 to activate the collision prevention support. Such proper steering support can result in collision avoidance and damage reduction effects, and is unlikely to provide an uncomfortable feeling for the driver.
[0111] Meanwhile, in a case where the position of determination P1 is in the second region A2, when a necessary amount of targeting operation for collision prevention is performed, vehicle 10 has little chance of colliding with the vehicle ahead 60. Accordingly, it may not be appropriate for the steering support part 11 to activate collision avoidance support. Such inadequate collision avoidance support can make the driver worry, or it can provide the driver with a feeling of discomfort.
[0112] Accordingly, in a case in which the position of determination P1 is in the second region A2, it is necessary to determine whether a steering operation performed on vehicle 10 is steering or not. In a case where targeting is performed on vehicle 10, it is possible to determine whether or not a target amount is a required amount for collision prevention, based on vehicle and similar information obtained from the target sensor 186.
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[0113] In the meantime, if the front vehicle 60 bends through a maneuver, the same effect as in the case in which the vehicle 10 bends is obtained. That is, the collision between vehicle 10 and vehicle ahead 60 is avoided even in a case in which vehicle ahead 60 moves away from the lane or road where vehicle 10 travels. That is, it is desirable to be able to determine adequately whether or not the vehicle maneuver ahead 60 is a necessary maneuver to avoid collision.
[0114] In view of this, in the present modality, it is determined whether or not the maneuver that can avoid collision between vehicle 10 and the vehicle ahead 60 is performed, by using the relative lateral speed Vy between vehicle 10 and vehicle ahead 60. Thus, regardless of whether vehicle 10 maneuvers or vehicle ahead 60 maneuvers, that is, regardless of whether vehicle 10 performs steering or vehicle ahead 60 performs steering, is determined in a whether or not the maneuver to avoid collision between vehicle 10 and vehicle ahead 60 was performed.
[0115] If the relative lateral speed Vy is low, it is estimated that the vehicle ahead 60 does not leave the direction of travel (one course) of the vehicle 10, and if the relative lateral speed Vy is large, it is estimated that the vehicle at front 60 leaves the travel direction (the course) of vehicle 10. That is, if the vehicle ahead 60 leaves the travel direction of vehicle 10, the possibility of collision is low, but if the vehicle ahead 60 does not leave the direction of travel of vehicle 10, the possibility of collision is high.
[0116] Additionally, this relative lateral speed Vy between vehicle 10 and vehicle ahead 60 traveling the same road that is affected by a road shape is in a predetermined lane, but in a case where the lanes are changed, the Vy relative lateral speed tends to be large. In view of this, the TH1 activation limit can be determined to be able to distinguish the change due to the shape of the road such as a curve, from the change due to
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33/50 change of track, appropriately.
[0117] Accordingly, targeting support part 11 can more effectively manage the need for collision avoidance support, and restricts unnecessary activation of targeting support effectively.
[0118] As described above, according to the targeting support device of the present modality, it is possible to obtain the following effects.
a.It is determined, based on the relative lateral velocity Vy of the vehicle ahead 60, whether or not the activation of the collision avoidance support is restricted. In a collision avoidance support case, if a relative position of the vehicle ahead 60 to vehicle 10 laterally moves the vehicle's direction of travel, the possibility of collision between vehicle 10 and vehicle ahead 60 is low, so the need to activate collision avoidance support is low. In view of this, the relative lateral speed Vy of the vehicle ahead 60 is compared with the activation limit TH1, and when the relative lateral speed Vy of the vehicle ahead 60 is greater than the activation limit TH1 and the possibility of collision is low, activation of collision avoidance support is restricted. Here, in a case where a driver considers that support is unnecessary, for example, in a case where the driver performs a prevention operation by steering or the vehicle ahead 60 changes lanes, the activation of the collision prevention support is restricted, thus reducing the possibility of the driver feeling disturbed.
[0119] When the relative lateral speed Vy is used to determine whether or not the activation of the collision avoidance support is restricted as such, even if the lateral positions of the vehicle ahead 60 and vehicle 10, both on the same road, deviate from one another due to a curve or the like, the relative lateral velocity Vy is small, but when the lateral positions of the vehicle ahead 60 and that of vehicle 10 deviate from each other due to the change of lane, the relative lateral velocity Vy is large. Accordingly, it is possible to distinguish the change of track from the cur
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34/50 va or similar, appropriately.
[0120] A time-dependent amount of change between vehicle 10 and vehicle ahead 60 is detected based on the relative lateral velocity Vy. If the relative side speed Vy of the vehicle ahead 60 is small, it is estimated that the vehicle ahead 60 does not leave the direction of travel of the vehicle 10, but if the relative side speed Vy is large, it is estimated that the vehicle ahead 60 leaves the direction of travel of the vehicle 10. The relative lateral speed Vy between the vehicle 10 and the vehicle ahead 60 running on the same road that is affected by a road shape is within a predetermined range, so that it is possible to distinguish the change due to the shape of the road such as a curve, from changes due to change of lane, in an appropriate way.
[0121] Even in a case in which the collision time Ta is no longer than the braking time Tb and the collision prevention is difficult by normal braking, if the driver performs a prevention operation by steering or if the vehicle ahead changes range, activation of collision avoidance support can be restricted. Here, the activation of the steering support that makes the driver feel disturbed is reduced.
a.Since the braking time Tb which is greatly affected by the relative speed Vr is obtained based on the relative speed Vr between the vehicle 10 and the forward vehicle 60, a suitable braking time Tb can be obtained.
SECOND MODE
[0122] The second modality that comprises a targeting support device and a targeting support method is described with reference to figures 11 to 15.
[0123] The present modality is different from the first modality in that a target region as a region obtained in consideration of a vehicle's maneuvering characteristic is used to determine whether or not the activation
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35/50 of a collision avoidance support is restricted, but the other configurations are the same as in the first modality. In view of this, a different configuration from the first modality is described below, and for the purposes of that description, the same configuration has the same reference signal as in the first modality and its detailed description is omitted.
[0124] As illustrated in figure 11, a relative information calculation part 20 includes a position determining part 24 that determines a lateral position in a vehicle width direction 10 with respect to a vehicle ahead 60 as an object present in front of vehicle 10 in a direction of travel. The relative information calculation part 20 sends the vehicle side position ahead 60 calculated in this way in the position determination part 24, to a support management part 50.
[0125] Position determination part 24 determines a side position of the vehicle ahead 60 specified by an object specification part 14. The side position of the vehicle ahead 60 in the width direction of the vehicle 10 is determined based on the information of the vehicle over the vehicle ahead 60 registered from an information acquisition part external to the vehicle 15.
[0126] As illustrated in figures 12 (b), 12 (c), the position determining part 24 detects that a position P2a corresponding to a left rear end of the vehicle ahead 60 is present in front of a right side of the vehicle 10, for example. Position P2a is a position determined in a region in front of vehicle 10 considering an overlapping position between vehicle 10 and vehicle ahead 60, and corresponds to a position of determination P2 in the region of determination.
[0127] With reference to figures 13, 14, a target At region illustrated in figure 12 (b) is described below. The target region At is a region cut in front of the vehicle 10 in the direction of travel considering a vehicle maneuvering characteristic
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10. Figure 13 describes a case of Vr> R1 and figure 14 describes a case of Vr <R1.
[0128] As illustrated in figure 13, when vehicle 10 turns to the left, a right-hand end of vehicle 10 draws a movement path that gradually changes in the direction of the left side as a left-hand curve path LLt, as vehicle 10 moves. On the other hand, when vehicle 10 curves to the right, a left-hand end of vehicle 10 draws a movement path that gradually changes in the direction of the right side as a right curve path line LRt, as vehicle 10 moves. Then, the target region At is determined on a strip cut by the left turn path line LLt, the right turn path line LRt and a front part of the vehicle 10.
[0129] As illustrated in figure 14, when an intersection between the right curve path line LRt and the left curve path line LLt exceeds a boundary braking line Lb, the target region At can be configured in a region divided by the right turn path line LRt, the left turn path line LLT, the bordering braking line Lb, and the front part of the vehicle 10.
[0130] If position P2a is included in target region At, the support management part 50 does not restrict the activation of collision avoidance support, but if position P2a is not included in target region At, the management part of support support 50 determines whether or not the activation of collision avoidance support is restricted.
[0131] More specifically, the support management part 50 estimates a collision time obtained according to an input position as a position in which the position P2a enters the target region At. The estimated collision time is considered a limit between a second A2 region and a fourth A4 region,
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37/50 which is equivalent to the time in which a boundary line of direction Ls is moved to (replaced by) the estimated collision time in this way. More specifically, in a case in which a forward position relative to a center of the vehicle's wide direction 10 is the entry position, for example, the entry position corresponds to the boundary line of direction Ls, so that the support management 50 estimate a time for collision Ta. Additionally, in a case where the entry position is a right-hand or left-hand position of the vehicle 10, for example, the support management part 50 estimates a minimum collision time equal to 0. Additionally, in a case in which the position P2a from the center of the width direction of the vehicle 10 to the right end or the left end of the vehicle 10 is the entry position, the support management part 50 estimates a time not exceeding the time for collision Ta , but not less than the time for minimum collision, that is, the support management part 50 configures the estimated time in this way as a limit between the second region A2 and the fourth region A4.
[0132] Support management part 50 includes an estimation part 51 which determines whether or not the collision avoidance support is activated, and an adjustment part 52 which determines whether or not the activation of the collision prevention support is restricted.
[0133] In the case of figures 12 (a) and 12 (b), when the boundary line of directionally Ls in the determination region is replaced by a time for collision estimated in this way, the estimation part 51 determines that the support for prevention collision has been activated, as long as the position of determination P2 is in the fourth region A4, that is, as long as the position P2a is included in the target region At. Meanwhile, when the boundary line of direction Ls in the region of determination is replaced by collision time estimated in this way, estimation part 51 determines that a condition to activate the collision prevention support
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38/50 are established, as long as the position of determination P2 is in the second region A2, that is, as long as the position P2a is not included in the target region At. Then, the estimation part 51 sends a determination result to the adjustment part 52.
[0134] When the determination result recorded from the estimation part 51 is that a condition to activate the collision avoidance support is established, the adjustment part 52 determines whether or not the collision prevention support has been restricted, with based on a comparison of a relative lateral speed Vy between vehicle 10 and vehicle ahead 60, with an activation limit TH1. Here, the need for the collision avoidance support to be properly determined, and when a collision possibility is high, the collision prevention support is activated, and when the collision possibility is low, the collision prevention support is not activated.
[0135] In the present modality, the boundary line of direction Ls is replaced by the estimated time for collision, and if the object's P2a position is outside the target region At, it is possible to determine that the possibility of collision is low. Here, a case in which the possibility of collision is low is more appropriately determined, and when the possibility of collision is low, collision avoidance support is not carried out.
[0136] As described above, according to the targeting support device of the present modality, it is possible to obtain the following effect in addition to the effects (1) to (5) described in the first modality.
[0137] (6) Considering the maneuvering characteristic of vehicle 10, the steering time T1 (steering limit line Ls) to be compared with the collision time Ta is replaced by the time to be obtained according to entry position, which is the position at which the object enters the target region At. The time to be replaced is the targeting time T1 in a case where the position of
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39/50 entry is a vehicle width center of vehicle 10, and when the entry position is far from the vehicle width center, the time to be replaced becomes shorter than the targeting time T1. this allows the activation of a drive support related to collision prevention to be replaced properly. Since the vehicle 10 has a width, considering the maneuvering characteristic of the vehicle 10, the collision prevention of the object can be performed even in a state where the vehicle 10 is closer to the same, at the moment the object is in a position that is far from the center of vehicle width, compared to a case in which the object is at the center of the vehicle width. Accordingly, the activation of the drive support of vehicle 10 with respect to an object in a position that is distant from the center of vehicle width can be restricted based on the relative lateral speed Vy even in such a state where vehicle 10 is closer of the object as compared to the object in the center of vehicle width. Here, this activation of the steering support that makes a driver feel disturbed can be further restricted.
THIRD MODE
[0138] The third modality that comprises a targeting support device and a targeting support method is described with reference to figures 15, 16.
[0139] The present mode is different from the first mode in that an activation limit and a level limit are used, but the other settings are the same as the first mode. In view of this, a different configuration is described below from the first modality and for the purposes of this description, the same configuration has the same reference signal as in the first modality and its detailed description is omitted.
[0140] As illustrated in figure 15, a TH1 activation limit and a TH2 level limit, which is a value greater than the TH1 activation limit are configured
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40/50 in a storage part 40. Additionally, a period (a short period) that is short as a period corresponding to the TH1 activation limit and a period (a long period) that is longer than the short period as a period corresponding to the TH2 level limit are configured in a suppression period 41. If the short period is configured as a shorter time than the long period, a reference (one unit) to configure the period can be a time or similar in addition of an operating cycle.
[0141] When the relative lateral velocity Vy is not below the TH1 activation limit, but below the TH2 level limit, a collision possibility is temporarily reduced, so that an adjustment part 52 restricts a collision prevention support to the short period determined in the suppression period 41. Additionally, when the relative lateral velocity Vy is not less than the level limit T2, the possibility of collision is reduced for a time, so that the adjustment part 52 restricts the prevention support of collision for the long period determined in the suppression period 41.
[0142] That is, the adjustment part 52 selects an appropriate suppression period of the suppression period 41 according to an estimated collision possibility level from the relative lateral velocity Vy. So, regardless of a result of determining an estimate part 51, the adjustment part 52 does not activate the collision avoidance support for the suppression period selected in this way. In other words, the need for the collision avoidance support to be properly determined based on the level of collision chance, and when the collision possibility is low, the collision avoidance support is not activated.
[0143] When adjustment part 52 restricts the activation of the collision avoidance support for the long period, an influence due to an abnormal value temporarily caused in the relative lateral velocity Vy can be reduced
Petition 870200030687, dated 3/6/2020, p. 50/68
41/50 da.
[0144] As illustrated in figure 16, even if it is determined that the possibility of collision is low for a while, it is difficult to avoid varying the relative lateral velocity Vy per operating cycle. For example, as 0.1 m / s illustrated in the fifth operating cycle, if a relative lateral velocity Vy with a low collision avoidance is detected, the collision prevention support can be activated based on the relative lateral velocity Vy . In the present modality, when it is determined that the possibility of collision is low for a time, the activation of the collision prevention support is restricted regardless of a value of the relative lateral velocity Vy calculated by operating cycle, for the long period selected from the suppression period 41. Here, the influence that the temporary abnormality caused in the relative lateral velocity Vy provides to the collision prevention support is reduced. Here, unnecessary activation of collision avoidance support is effectively restricted.
[0145] as described above, according to the targeting support device of the present modality, it is possible to obtain the following effects in addition to the effects (1) to (5) described in the first modality.
[0146] (7) The suppression period 41, which is a restriction period for the activation of the collision avoidance support, is adjusted (selected) based on the relative lateral velocity Vy. That is, based on the relative lateral velocity Vy, an appropriate suppression period 41 is selected.
[0147] (8) If the relative lateral velocity Vy is large, an object is very likely to leave a course of the vehicle 10, so that the possibility of collision of the vehicle 10 with the object is low. Accordingly, when the possibility of leaving the course is high, that is, when the possibility of collision is low, the suppression period 41 is extended, thus making it possible to reduce the possibility of activating the collision prevention support that makes the driver feel
Petition 870200030687, dated 3/6/2020, p. 51/68
42/50 disturbed.
FOURTH MODALITY
[0148] The fourth modality that comprises a targeting support device and a targeting support method is described with reference to figure 17.
[0149] The present mode describes a function to correct a relative lateral speed whose function can be included in the configuration of the first mode, so that other configurations except a configuration related to the function are the same as the first mode. In view of this, a different configuration is described below from the first modality, and for the purposes of this description, the same configuration has the same reference signal as in the first modality and its detailed description is omitted.
[0150] Generally, information external to the vehicle recorded from an information acquisition part outside the vehicle 15 requires a long time to detect information about an object. Meanwhile, with respect to vehicle information recorded from a vehicle information acquisition part 18, the detection of information about a vehicle 10 can be performed in a short time, for example, in a time of no more than a fifth to a tenth of the long time. Because of this, when the direction is detected in the vehicle 10, a relative lateral velocity Vy of the object is calculated by a side change quantity calculation part 23 reflecting the direction information of the vehicle 10 detected in this way, Here, the response to relative lateral velocity Vy of the object can be increased.
[0151] As illustrated in figure 17, in the present modality, when a side velocity component V1y is caused in vehicle 10, a side shift quantity calculation part 23 performs the correction so that the relative lateral velocity Vy of the object includes the side velocity component V1y of the
Petition 870200030687, dated 3/6/2020, p. 52/68
43/50 vehicle 10.
[0152] In the case where a yaw rate increases from figure 17 (a) to figure 17 (b), the side shift quantity calculation part 23 cannot immediately acquire an increase in the relative lateral velocity of the object from the external vehicle information recorded from the external information acquisition part 15. One reason is because it takes a long time for the external information acquisition part 15 to detect the object.
[0153] In view of this, when the yaw rate of vehicle 10 changes, the side shift amount calculation part 23 calculates the relative lateral speed Vy by adding a side speed component obtained from the vehicle yaw rate 10.
[0154] Here, the relative lateral velocity Vy of the object can be obtained as a large value so that the need for a collision avoidance support is more adequately managed, in order to effectively restrict the unnecessary activation of the prevention support. collision.
[0155] As described above, according to the targeting support device of the present embodiment, it is possible to obtain the following effect in addition to the effects (1) to (5) described in the first embodiment.
[0156] (9) The relative lateral velocity Vy of the object is corrected based on that direction of travel (orientation) of the vehicle that is altered by a maneuvering (steering) or similar operation. By correcting the relative lateral velocity Vy of the object by changing the direction of travel of the vehicle 10, the response for detecting the relative lateral velocity Vy can be improved. For example, compared to a sensor that measures a vehicle's state, that amount of relative time-dependent change in the object that is detected based on radar or similar with a low response naturally has a low response. In view of this, by using a measurement result from a sensor having
Petition 870200030687, dated 3/6/2020, p. 53/68
44/50 a high response and measurement of a vehicle state such as a yaw rate, it is possible to achieve a high response of the relative lateral velocity Vy.
OTHER MODE
[0157] Note that each of the above modes can be performed in the following mode.
[0158] The above modalities exemplify different configurations. Alternatively, any two or more of the configurations of the first to fourth modalities can be combined. This improves the flexibility of the design of the steering support device, thus enabling a more adequate restriction of the activation of the collision prevention support.
[0159] The above modalities exemplify a case in which the information acquisition part external to the vehicle 15 consists of a camera inside the vehicle 151, millimeter wave radar 152 and the transmitter 153. Alternatively, the information acquisition part outside of the vehicle can consist of at least one of a camera inside the vehicle, a millimeter wave radar, and the transmitter. In addition, the external information acquisition part can be comprised of several sensors that can acquire a relative distance to an object and a relative lateral position, and the external information acquisition part is more preferably a sensor that can acquire directly a relative speed, a relative acceleration, and a relative lateral speed.
[0160] The above modalities exemplify a case in which the vehicle information acquisition part 18 consists of the speed sensor 181, the acceleration sensor 182, the yaw rate sensor 183, the accelerator sensor 184, the sensor brake 185, and the steering sensor 186. Alternatively, the vehicle information acquisition part may consist of at least two of the speed sensor, the acceleration sensor, the rate sensor
Petition 870200030687, dated 3/6/2020, p. 54/68
45/50 yaw, accelerator sensor, brake sensor and steering sensor,
[0161] The above modalities exemplify a case in which the relative lateral velocity Vy is a relative time-dependent amount of change used to determine whether or not the activation of the collision avoidance support is restricted. Alternatively, as the amount of relative time-dependent change used to determine whether or not the activation of the collision avoidance support is restricted, a relative lateral acceleration can be used.
[0162] The above modalities exemplify a case in which a limit such as the TH1 activation limit or the TH2 level limit to be compared with the relative lateral speed is the same regardless of the type of object. Alternatively, the limit to be compared with the relative lateral speed can be changed according to the type of object.
[0163] As illustrated in figure 18, for example, the limit to be compared with the relative lateral speed can be configured according to the type of object, so that the limit is determined for Ti1 for a vehicle ahead, Ti2 for an approaching vehicle, and Ti3 for a stationary object.
[0164] Additionally, the limit to be compared with the relative lateral speed may not be changed according to the type of object, and the suppression period may be changed instead.
[0165] Additionally, the limit to be compared with the relative lateral speed can be changed according to the type of object, and the suppression period can be changed according to the type of object.
[0166] This improves the design flexibility of the targeting support device.
[0167] The above modalities exemplify a case in which a limit such as the TH1 activation limit or the TH2 level limit to be compared with the fleece
Petition 870200030687, dated 3/6/2020, p. 55/68
46/50 relative side city is the same regardless of distance to the object. Alternatively, the limit to be compared with the relative lateral speed can be changed according to the distance to the object. That is, it is preferable to set a limit considering a characteristic of the relative lateral speed that is detected as being large according to a length of the intervehicle distance between the vehicle and the vehicle ahead.
[0168] As illustrated in figure 19, for example, the limit to be compared with the relative lateral speed according to the distance to the object can be determined as Td1 for a short distance, Td2 for an average distance and Td3 for a distance long. At that moment, the limit can be determined in order to satisfy the ratio of TD1 <Td2 <Td3. This improves the design flexibility of the targeting support device.
[0169] The above modalities exemplify a case in which the collision prevention support is restricted to the suppression period 41. Alternatively, the suppression period can be extended infinitely, so that the activation of the collision prevention support can be restricted to the maximum, that is, can be inhibited. In that case, as long as the object for the collision avoidance support is changed, it can be determined again whether or not the collision avoidance support is restricted. This improves the flexibility of the design of the targeting support device.
[0170] The above modalities exemplify a case in which a suppression time, the activation limit TH1, and the level limit TH2 are changed according to the type of object or distance to the object. Alternatively, the suppression time, the activation limit, and the level limit can be changed according to the surrounding environment around the vehicle, such as the shape of the road or the weather. This improves the design flexibility of a drive bracket.
[0171] The above modalities exemplify a case in which the speed there
Petition 870200030687, dated 3/6/2020, p. 56/68
47/50 relative Vy teral is compared with one or two limits (the TH1 activation limit and the TH2 level limit). Alternatively, three or more limits to be compared with the relative lateral speed can be used. For example, in a case where three or more limits are used, a length of the suppression period can be determined separately for a magnitude of each limit. This improves the design flexibility of the targeting support device.
[0172] The above modalities exemplify a case in which, when the position of determination P1 is in the second region A2, it is determined whether or not the collision avoidance support is activated. Alternatively, when the determination position is in the first and second regions, that is, when the determination position is on the border line of direction or above, it is determined whether or not the collision avoidance support is activated. At that time, only when the vehicle speed is high, the determination of whether or not the collision avoidance support is activated can be performed as long as the determination position is in the first and second regions. For example, in a case where the vehicle speed is high, a relative speed between the vehicle and the vehicle ahead is small, and the distance between the vehicles is extremely short despite the time for collision being long, the occurrence of support collision prevention does not make the driver feel disturbed.
[0173] This may improve the possibility of applying the targeting support device.
[0174] - The above modalities exemplify a case in which the targeting support part 11 is provided with the object specification part 14, the relative information calculation part 20, the collision time calculation part 30, and the support management part 50. Alternatively, if the information that the targeting support part requires can be acquired, part or all of the object specification part, the calculation part of the relative information, the part of
Petition 870200030687, dated 3/6/2020, p. 57/68
48/50 collision time calculation, and the support management part can be processed by different devices.
[0175] This improves the flexibility of configuring the targeting support device.
[0176] - The above modalities exemplify a case in which the steering support device is provided in vehicle 10. Alternatively, the steering support device can be configured so that a part of the steering support part, a part of or any part of the acquisition of information external to the vehicle, and the like is provided in a location other than the vehicle. A function that replaces a part of the steering support part, or some or all of the functions of the information acquisition part external to the vehicle can be provided in an external device such as a portable information processor. Then, the targeting support device can acquire the necessary information from the portable information processor.
[0177] For example, in a case in which the portable information processor is a smartphone, several processes can be performed by running the application programs. Additionally, the smartphone can detect an object based on traffic or similar information that can be acquired over the Internet.
[0178] This improves the flexibility of configuring the targeting support device.
[0179] - The above modalities exemplify a case in which the steering support device is provided in vehicle 10. Alternatively, the steering support device can be provided in a movable body except the vehicle, for example, a vessel or a robot. This achieves the expansion of an application range of the targeting support device.
DESCRIPTION OF NUMERICAL REFERENCES
10 vehicle
Petition 870200030687, dated 3/6/2020, p. 58/68
49/50 targeting support part
12HMI
13 intervention control device
14part of object specification
15part of acquiring information external to the vehicle
18 part of vehicle information acquisition
20 part of calculating relative information
21speed calculation part
22 part of braking time calculation
23 side change quantity calculation part
24part of position determination
30 part of time calculation for collision part of TTC calculation
40part of storage
41 suppression period
50part of support management
51part of estimate
52 adjustment part
60 vehicle ahead
61gradil
151 in-vehicle camera
152 millimeter wave beam
153transmitter
181 speed sensor
182 acceleration sensor
183 yaw rate sensor
184 throttle sensor
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50/50
185sensor brake
186direction sensor, L ... intervehicle distance, Lb ... braking limit line, Le ... caution line, Ls ... border line, T1 ... direction time, T2 ... time caution, Ta ... collision time, Tb ... braking time, V1, V2, speed, V4 ... relative speed, Vy ... relative lateral speed, LLt ... curve path line at left, LRt ... right curve path line, TH1 ... activation limit, TH2 ... level limit.

权利要求:
Claims (10)
[1]
1. Steering support device that performs a steering support on a vehicle (10) to avoid collision with an object present in a direction of travel of the vehicle based on a time for collision as a time until the vehicle and the object collide with each other, the targeting support device being CHARACTERIZED by the fact that it comprises:
a lateral shift detection portion (23) configured to detect a relative relative time-dependent shift amount between the vehicle and the object in a lateral direction perpendicular to the vehicle's direction of travel;
a first storage part in which a steering time (T1) is stored as a time necessary for the vehicle to avoid the object by steering;
a second storage part in which an activation limit is stored as a limit used to determine whether activation of the targeting support is performed based on the amount of lateral relative time-dependent change detected by the lateral change detection part; and a support management part (50) configured to restrict activation of targeting support at a time when the amount of change dependent on lateral relative time detected, when the time for collision is the targeting time or more, is the activation limit or more, where:
a target region is defined in front of the vehicle in the direction of travel, the target region being divided by a front part of the vehicle and by the movement paths of the vehicle's right and left front edges, with the movement paths being accompanied by the direction of the vehicle to the targeting time; and the support management part is configured to replace the targeting time to be compared with the time for collision with a time obtained
Petition 870200030687, dated 3/6/2020, p. 61/68
[2]
2/5 according to a position in which the object enters the target region in relation to the vehicle's center of width, where the time to be replaced is the targeting time in a case where the entry position is the center of width of the vehicle, and when the entry position is far from the center of width of the vehicle, the time to be replaced becomes less than the driving time.
2. Directional support device, according to claim 1, CHARACTERIZED by the fact that:
the lateral shift detection part is configured to detect a relative lateral velocity which is a relative movement speed of the object in the lateral direction as the amount of lateral relative time-dependent change between the vehicle and the object.
[3]
3. Targeting support device according to claim
1 or 2, CHARACTERIZED by the fact that it additionally comprises:
a braking time acquisition part (22) configured to acquire a braking time which is a time necessary for the vehicle to perform braking collision prevention, where the support management part is configured to restrict the activation of the support of steering provided that the amount of change dependent on lateral relative time detected when the first collision time is the driving time or more is the activation limit or more, and the first collision time is less than the braking time.
[4]
4. Targeting support device according to claim
3, FEATURED by the fact that:
the braking time acquisition part is configured to acquire the braking time based on a relative speed between the vehicle and the object.
[5]
5. Directional support device, according to claim 3 or 4, CHARACTERIZED by the fact that:
Petition 870200030687, dated 3/6/2020, p. 62/68
3/5 the support management part is configured to adjust a period during which targeting support activation is restricted, based on a magnitude of the relative time-dependent change amount detected by the side change detection part.
[6]
6. Directional support device, according to claim 5, CHARACTERIZED by the fact that:
the period during which targeting support activation is restricted to be adjusted to be longer as the magnitude of the relative time-dependent amount of change detected by the side shift detection part is greater.
[7]
7. Directional support device, according to any of claims 1 to 6, CHARACTERIZED by the fact that:
the vehicle includes a yaw rate sensor (183) configured to detect a speed at which a rotation angle in a curved direction of the vehicle changes; and the side shift detection portion is configured to correct the amount of relative time-dependent shift detected from the object based on the detected speed at which the angle of rotation changes.
[8]
8. Directional support device, according to claim 2, CHARACTERIZED by the fact that:
a relative lateral acceleration which is a relative acceleration at a time when the object moves in the lateral direction with respect to the vehicle is used in conjunction with the relative movement speed as the relative time-dependent amount of change detected by the change detection part side.
[9]
9. Directional support device according to any one of claims 1 and 3 to 7, CHARACTERIZED by the fact that:
Petition 870200030687, dated 3/6/2020, p. 63/68
4/5 a relative lateral acceleration which is a relative acceleration at a time when the object moves in the lateral direction with respect to the vehicle is used as the relative time-dependent amount of change detected by the side shift detection part.
[10]
10. Steering support method for performing steering support on a vehicle (10) to avoid collision with an object present in a direction of travel of the vehicle based on a time for collision as a time until the vehicle and the object collides with each other, the targeting support method CHARACTERIZED by the fact that it comprises:
a lateral shift detection step of detecting an amount of lateral time-dependent change between the vehicle and the object in a lateral direction perpendicular to the direction of travel of the vehicle;
a support management step of targeting support activation based on a targeting time (T1) and an activation limit, activation of targeting support being restricted at a time when the relative time-dependent amount of change lateral detected when the collision time is the driving time or more is the activation limit or more, the driving time being stored in a storage part (40) and being a time required for the vehicle to avoid the object by steering, and the activation limit being a limit used to determine whether activation of the targeting support is performed based on the amount of change dependent on the relative lateral time detected in the side change detection step; and a second stage of support management of substitution of the targeting time to be compared to the time for collision for a time obtained according to a position in which the object enters a target region in relation to the vehicle's width center, in which the time to be replaced is the driving timePetição 870200030687, from 06/03/2020, p. 64/68
5/5 in a case where the entry position is a center width of the vehicle, and when the entry position deviates from the center width of the vehicle, the time to be replaced becomes shorter than the steering, where the target region is defined in front of the vehicle in the direction of travel, the target region being divided by a front part of the vehicle and the movement trajectories of the vehicle's right and left front edges, with the movement trajectories being monitored with targeting the vehicle over the targeting time.

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法律状态:
2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

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2019-12-10| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|

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2020-03-31| B09A| Decision: intention to grant|

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2020-06-02| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 26/10/2012, 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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PCT/JP2012/077712|WO2014064831A1|2012-10-26|2012-10-26|Driving assistance device and driving assistance method|

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