JPH07295633A - Travel path estimation device for automobile - Google Patents

Abstract

PURPOSE:To estimate the travel path of the automobile from even a 2nd travel path of a precedent moving body and to improve the reliability of the travel path estimation by providing a travel area estimating means which estimates a travel area by holding the 2nd travel path by a 2nd travel path estimating means. CONSTITUTION:The 2nd travel path estimating means 27 estimates the travel path of its automobile on the basis of the moving body which is precedent to its automobile. A direction change detecting means 28 which receives the signal obtained by a blinker switch 14 detects a direction change of the vehicle. Then a travel area estimating means 29 receives the outputs of 1st and 2nd travel path estimating means 6B and 27, a travel path estimating means 6C, and the direction change detecting means 28 and sets a travel area. For the travel path estimation, the 2nd travel path obtained by the 2nd travel path estimating means 27 is held at direction change time until the 1st travel path obtained by a 1st travel path estimating means 6B match the 2nd travel path obtained by the 2nd travel path estimating means 27, and the travel area is estimated in consideration of not only the 1st travel path, but also the 2nd travel path.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a travel route estimating apparatus for a vehicle, which estimates a traveling route in which the vehicle is expected to travel in the future.

[0002]

2. Description of the Related Art Conventionally, information obtained by scanning a wide range of a radar device is provided with a traveling route estimating means for estimating a traveling route in which the own vehicle is predicted to travel in the future based on a traveling state such as a steering angle of the own vehicle and a vehicle speed. Among them, there is known one that picks up only the one in the region along the traveling road predicted by the traveling road estimating means and judges the possibility that the own vehicle and the obstacle come into contact with each other.

As a means for estimating such a traveling road, for example, as disclosed in Japanese Patent Publication No. 51-7892, the traveling road (running road) is estimated from the vehicle body state quantities such as the steering angle, the vehicle speed and the yaw rate. It is also known to do.

Further, as described in, for example, Japanese Patent Laid-Open No. 4-137014, brightness information and dispersion information are extracted from image information input by a video camera or the like, and a white line on a traveling road is extracted based on the information. It is also known to detect the road section and estimate the travel route.In this way, image processing usually detects the white line parts drawn at the left and right ends of the road and recognizes the road edge to drive the vehicle. Since the road (traveling road) is to be estimated, the range of the travel area that can be estimated becomes wider in the case of image processing than in the case of the vehicle body state quantity.
This is advantageous for setting the area for detecting an obstacle that may come into contact with the vehicle as described above.

[0005]

However, even in the case of estimation by such image processing, if the road is divided into at least two directions, the running line can be estimated based on the white line portion, but the white line portion can be estimated. It is not clear in which direction the vehicle will move in the future just by recognizing
It is difficult to accurately estimate the traveling path in relation to the traveling direction of the vehicle.

[0006] The present invention provides a traveling road estimating device for an automobile, in which the reliability of traveling road estimation at a branch road is improved.

[0007]

The invention according to claims 1 to 3 estimates a first traveling path, which is expected to drive the vehicle in the future, based on vehicle state quantities such as a steering angle, a vehicle speed, and a yaw rate. It is premised on a traveling path estimating device for an automobile having a first traveling path estimating means.

The invention according to claim 1 is a second traveling path estimating means for estimating a second traveling path based on a moving object preceding the own vehicle, and a direction change detecting means for detecting a direction change of the own vehicle. When the direction is changed, the first traveling path estimated by the first traveling path estimating means is changed to the second traveling path.
The vehicle further includes a travel area estimation unit that holds the second travel path by the second travel path estimation unit and estimates a travel area until the travel path coincides with the second travel path by the travel path estimation unit.

According to a second aspect of the present invention, a running road estimating means for detecting a white line portion on a road surface based on image processing and estimating a running road where the own vehicle is expected to run in the future; In response to the output of the traveling road estimating means, the estimated values for the left and right white line portions by the traveling road estimating means are different, and the estimated value for one of the white line portions is equal to the estimated value for the traveling road by the traveling road estimating means. Then, in addition to estimating the traveling area based on the white line portion of the estimated value equal to the estimated value of the estimated road by the traveling road estimating means, the white line of the estimated value not equal to the estimated value of the estimated road by the traveling road estimating means And a traveling area estimating means that also estimates the traveling area based on the parts.

According to a third aspect of the present invention, a traveling road estimating means for detecting a white line portion on a road surface based on image processing and estimating a traveling road expected to be traveled by the vehicle in the future; Receives the output of the traveling road estimation means, calculates the lateral deviation between the own vehicle and the left and right white line parts, and receives the output of the deviation change rate calculation means for calculating the change rate of this deviation and the deviation change rate calculation means. A travel area estimating means for determining which of the left and right directions to move based on the rate of change of the deviation, and for estimating the travel area based on the estimated value of the white line part on the moving side based on the determination result. .

[0011]

According to the first aspect of the invention, in addition to the first traveling path estimated based on the vehicle body state quantity, the second traveling path estimating means determines the second traveling path based on the moving object preceding the own vehicle. When the traveling route is estimated and the direction of the own vehicle is changed, the second traveling route estimating unit makes the second traveling route until the traveling route made by the first traveling route estimating unit coincides with the second traveling route made by the second traveling route estimating unit. Therefore, the traveling area is estimated from the first and second traveling paths by the traveling area estimating means.

According to the second aspect of the present invention, the traveling road estimating means detects the white line portion on the road surface based on the image processing to estimate the traveling road on which the vehicle is expected to travel in the future.
When the estimated values for the left and right white line portions that are estimated are different and the estimated value for one of the white line portions is equal to the estimated value for the traveling road by the traveling road estimating means, In addition to estimating the running area based on the white line part of the estimated value equal to the estimated value,
The traveling area is estimated by the traveling area estimating means based on the white line portion of the estimated value that is not equal to the estimated value for the estimated road by the traveling road estimating means.

According to the third aspect of the present invention, the traveling road estimating means detects the white line portion on the road surface based on the image processing to estimate the traveling road on which the vehicle is expected to travel in the future.
Then, the deviation change rate calculation means calculates the lateral deviation between the vehicle and the left and right white line portions to calculate the change rate of this deviation, and the travel area estimation means moves to either the left or right direction based on the change rate of the deviation. Whether or not to do so is determined, and the traveling area is estimated based on the estimated value of the white line portion on the moving side based on the determination result.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. This example is an example in which the vehicle travel path estimation device according to the present invention is applied to an obstacle detection device.

Embodiment 1 In FIG. 1 showing the whole of an automobile, reference numeral 1 is an automobile, and a distance sensor 3 is provided at a front part of a vehicle body 2. The distance sensor 3 measures the distance to an obstacle on the road, and emits pulsed laser light as a radar wave toward the front of the host vehicle from the transmitter and at the same time as a preceding vehicle in front of the host vehicle. The radar head unit is configured to receive a reflected wave reflected by an obstacle at a receiver. Further, the distance sensor 3 emits pulse laser light (beam) emitted from its emission portion, which is thin in the vertical direction and spread in a fan shape in the vertical direction.
Is a scan type that scans a horizontal direction at a relatively wide angle.

Reference numeral 4 denotes a CCD camera disposed in the upper part of the passenger compartment for displaying a scene (running road) in front of the vehicle within a predetermined range. The scene in front of the vehicle captured by the camera 4 is: The image is input to the image processing unit 5 and subjected to image processing, and the control unit 6 estimates the travel route based on the white line of the road.

Further, the control unit 6 has a structure shown in FIG.
As shown in FIG. 7, in addition to the signal from the CCD camera 4, a signal from the laser unit 3 is also detected, a vehicle speed sensor 7 for detecting the vehicle speed of the own vehicle, a steering angle sensor 8 for detecting the steering angle of the steering wheel 8a, and an own vehicle. Signals from a yaw rate sensor 9 that detects the yaw rate generated by the vehicle and a winker switch 14 that detects the state of the winker are also input, and the road condition is displayed on the head-up display 10 based on these signals, and the vehicle ahead When the obstacle is detected, the alarm means 11 is activated, and the vehicle control device 12 activates the brake 12a to automatically apply the braking force to the wheels 13 ,.

Specifically, as shown in FIG. 3, the signal of the distance sensor 3 is input to the arithmetic unit 22 through the signal processing unit 21 of the control unit 6, and the arithmetic unit 22 emits the laser reception light. The distance between each obstacle existing in the scanning range and the own vehicle due to the delay time from the time point,
It is configured to calculate the relative speed and the direction of the obstacle with respect to the own vehicle. The signal processing unit 21 and the arithmetic unit 23 constitute an obstacle detecting means 6A for detecting an obstacle existing in a predetermined area in front of the own vehicle.

The detection signals of the sensors 7, 8 and 9 are input to the first traveling path estimating means 6B which estimates the traveling path (specifically, the radius of curvature thereof) based on the vehicle body state quantity, and the first traveling path is estimated. The main traveling road estimating means 23 of the road estimating means 6B estimates a predicted traveling road on which the own vehicle will travel from the steering steering angle and the vehicle speed of the own vehicle, while the auxiliary traveling road means 24
Is designed to estimate another predicted traveling route of the vehicle from the steering rudder angle of the vehicle, the vehicle speed, and the yaw rate.

The signal from the image processing unit 5 is
It is input to the left white line portion estimation means 25 and the right white line portion estimation means 26, which extract the left and right white line portions of the road (running road) on which the vehicle travels from the scene in front of the own vehicle and estimate the left and right white line portions, respectively. The left white line portion and the right white line portion (specifically, their curvature radii) are estimated.

Left white line portion and right white line portion estimating means 25, 26
Thus, a traveling road estimating unit 6C that estimates the traveling road based on image processing is configured. When estimating the white line portion, each of the estimating means 25 and 26 of the traveling road estimating means 6C adds, in addition to the white line candidate points from the image processing unit 5, as necessary.
The left and right white line portions are estimated based on at least two virtual white line candidate points initially set for one white line portion behind the vehicle.

Then, the signals from the calculation unit of the obstacle detecting means and the first traveling road estimating means 6B are inputted to the second traveling road estimating means 27, and the second traveling road estimating means 27 precedes the own vehicle. The traveling path is estimated based on the moving object (obstacle) that moves. Further, the direction change detecting means 28, which receives a signal from the winker switch 14, detects the direction change of the vehicle.

Then, the first and second traveling path estimating means 6
B, 27, traveling path estimating means 6C and direction change detecting means 2
The traveling area estimating means 29 receives the output of 8 and the traveling area estimating means 29 sets a traveling area (corresponding to an obstacle judging area for judging an obstacle).
At the time of direction change when estimating the traveling route, the first traveling route estimated by the first traveling route estimating unit 6B is changed to the second traveling route estimating unit 27.
The second traveling route is held by the second traveling route estimating means 27 until it coincides with the second traveling route according to, and the traveling region is estimated by considering not only the first traveling route but also the second traveling route. Is configured.

Further, the obstacle information from the arithmetic unit 22 and the obstacle judging area information from the traveling area setting means are inputted to the obstacle judging means 30 and detected by the distance sensor 3 in the obstacle judging means 30. The need to avoid obstacles
If obstacle judgment is performed in the obstacle judgment area set by the traveling area setting means 29 and it is judged that it is necessary to avoid the obstacle, it is displayed on the head-up display 10 and an alarm is issued by the alarm device 11. After that, the brake device 12a of the vehicle control device 12 is automatically operated.

-Basic Control for Obstacle Detection by Obstacle Detection Device-Hereinafter, basic control for obstacle detection by the obstacle detection device using the above-mentioned travel path estimation device will be described.

In FIG. 4, when starting, first, in step S1, the first traveling path estimating means 6 based on the vehicle body state quantity.
The first traveling path and the second traveling path are estimated by B and the second traveling path estimating means 27, and then, step S2
Then, the left white line part and the right white line part estimation means 2 by image processing
5, 26, the left and right white line parts that are the ends of the road are estimated, and the road is estimated based on the left and right white line parts. Then, in step S3, the front of the vehicle is recognized by the distance sensor 3 and an obstacle (obstacle information) estimated to be an obstacle is detected.

Then, in step S4, a first obstacle detection area in which it is necessary to detect an obstacle based on the traveling path estimated in step S1 is set, and in step S4.
The second obstacle detection area is set based on the traveling path estimated in 2, and the traveling area setting means 29 determines whether or not it becomes an obstacle based on the both obstacle detection areas. The area (travel area) is determined.

Then, in step S5, obstacle information is masked based on the obstacle judgment area, and in step S6, obstacle judgment is performed. The obstacle determining means 30 executes the above steps S4 to S6.

Then, in step S7, obstacle avoidance control is performed if necessary, and the process returns. Obstacle avoidance control
For example, although the warning is given by the warning device 11 and the brake 12a of the vehicle control device 12, although not specifically shown, it may be given by an automatic steering device or the like.

-Traveling road estimation control by the first traveling road estimating means 6B-Estimation of the traveling road in the step S1 is performed according to a subroutine shown in FIG. That is, after reading the respective signals from the steering angle sensor 5, the vehicle speed sensor 6 and the yaw rate sensor 7 in step S11, in step S12, the first prediction method based on the steering steering angle θH and the vehicle speed v0 Predict the path of travel. Specifically, the radius of curvature R01 and the side slip angle β01 of the own vehicle, which are estimated values for the traveling road, are calculated by the following formulas.

[0031]

[Equation 1] Then, in step S13, the traveling path of the own vehicle is predicted by the second prediction method based on the yaw rate γ and the vehicle speed v0.
Specifically, the radius of curvature R that is an estimated value for the traveling path
02 and the sideslip angle β02 of the vehicle are calculated by the following formulas.

[0032]

[Equation 2] Then, in step S14, it is determined whether or not the absolute value of the steering angle θH is smaller than the predetermined angle θc. When this determination is YES, the traveling path R02 predicted by the second prediction method is selected in step S16, the estimated value R02 is set to the radius of curvature R11 of the traveling path, and the estimated value β02 is set to the side slip angle β12 of the vehicle. Set and return.

On the other hand, when the determination in step S14 is NO, that is, when the steering angle θH is larger than the predetermined angle θc, the absolute value of the radius of curvature R01 of the traveling road predicted by the first prediction method is further calculated in step S15. And the absolute value of the curvature radius R02 of the traveling path predicted by the second prediction method are compared. When the radius of curvature R01 of the traveling path predicted by the first prediction method is smaller,
In step S17, the estimated value R01 is set to the radius of curvature R11 of the traveling road and the estimated value β01 is set to the side slip angle β11 of the vehicle, while the radius of curvature of the traveling road predicted by the second prediction method is set. When R02 is smaller, the routine proceeds to step S16, where R02 is set to the radius of curvature R11 of the traveling road and β02 is set to the side slip angle β of the vehicle. That is, the one having the smaller radius of curvature is selected as the traveling path.

Further, the first traveling path estimating means 6B performs both the estimation of the traveling path based on the steering angle θH and the vehicle speed v0 and the estimation of the traveling path based on the yaw rate γ and the vehicle speed v0. Since one of the estimations is used according to the traveling state of the vehicle, it is possible to appropriately estimate the traveling path. That is, when the host vehicle makes a turn on a curved road having a cant, the host vehicle makes a turning motion by the cant even if the steering wheel is not steered greatly. Therefore, the radius of curvature of the traveling road predicted based on the yaw rate γ is obtained. R02 becomes smaller than the radius of curvature R01 of the traveling road predicted based on the steering angle θH.
At this time, since the first traveling path estimating means 6B adopts the radius of curvature R02 of the traveling path predicted based on the yaw rate γ, it is possible to appropriately estimate the traveling path without being influenced by the cant. Further, when the host vehicle makes a sharp turn, the traveling road estimating means 6B estimates that the traveling road has a small radius of curvature R01 in response to the steering steering angle θH having a large value. It is possible to adequately estimate the traveling path in response to the turning operation.

-Estimation of Traveling Route by Second Traveling Road Estimating Means-As shown in FIG. 6, when the vehicle is started, it is on the first traveling road (estimated value R11 corresponds) estimated by the first traveling road estimating means 6B. It is determined whether there is an obstacle (step S21). If there is an obstacle, it is subsequently determined whether or not the obstacle is a moving object and has existed on the first traveling path estimated by the first traveling path estimation means 6B for a certain period of time (for example, 3 seconds or more). (Step S22). If the obstacle is present for a certain period of time or more, it is considered that the obstacle is the preceding vehicle, and therefore, the obstacle is the first traveling path estimating means 6B.
It is determined whether or not the vehicle has deviated from the first traveling path estimated by (step S23).

If it deviates from the first traveling road, it is estimated that there is a second traveling road (branch road). Therefore, the lock-on is started, and the radius of curvature R12 of the second traveling road is calculated based on it. On the other hand, the process proceeds to step S24) and step S25, and if not removed, the process returns. That is, as shown in FIG. 7, the vehicle V1 is currently traveling on the first traveling path A1, but the second vehicle passage V2 (branch passage) in which the vehicle V2 preceding the vehicle changes its direction. It is estimated that there is.

In step S25, it is determined whether or not a fixed time has elapsed from the start of lock-on, and if the fixed time has elapsed, the lock-on is released (step S26). On the other hand, if the fixed time has not elapsed, Control goes to step S27.

In step S27, it is determined whether or not the obstacle has returned to the traveling path R11.
Return, and if not returned, return to step S24.

In the determination of step S25, instead of determining whether a fixed time has elapsed from the start of lock-on,
It may be possible to determine whether 0.2G <V / R12. This is to find out how much lateral G occurs when the host vehicle changes from a traveling path with a radius of curvature R11 to a traveling path with a radius of curvature R12, and determines whether the value exceeds 0.2G. There is.

-Basic control of running road estimation by the left and right white line part estimating means- The running road is estimated in the step S2 in the left and right white line part estimating means 25 and 26 according to a subroutine shown in FIG. As preconditions, it is considered that a side slip angle does not occur on a straight road, a vehicle body posture angle with respect to a white line portion is small on a straight road, and a running locus is a parallel movement of a lane on a curved road. The coordinates are based on the vehicle on the road surface, the longitudinal direction of the vehicle is the y-axis, and the lateral direction is the x-axis.
Think about the axis.

Specifically, in FIG. 8, when starting, an image (image data) is first captured (step S31), and a binarization threshold value is set (step S3).
2) Then, a binarization process of 1 or 0 is performed depending on whether or not the brightness of each pixel exceeds a threshold value (step S33).

Then, the left and right scan windows are set so as to correspond to the left and right white line portions (step S3
4) Then, the scan pitch in the front-rear direction of the automobile is set (step S35), the scan window is scanned in accordance with the scan pitch, and the white line candidate points (that is, the points which are set to 1 by the binarization processing) are detected. (Step S36),
It is converted into plane coordinates by inverse perspective transformation (step S
37).

Then, the virtual candidate points are added to the white line candidate points to estimate the travel route based on the left and right white line portions, and the obstacle determination area is set based on the travel route (step S3).
8), return.

The obstacle judgment area is set by using the white line candidate points and the virtual candidate points to approximate curves (y = ax ² + bx + c) by the method of least squares for the left and right white line portions, specifically, for the left white line portion. The coefficients aL, bL, cL of the next curve and the coefficients aR, bR, cR of the quadratic curve for the right white line part are calculated. In order to detect an obstacle on the road, the quadratic curve (y =
ax ² + bx + c) and the coefficients aL, a
R is a = 1 / 2RL (1 / 2RR), where RL (RR) is the radius of curvature of the quadratic approximation curve, and the coefficient bL,
bR is the body posture angle or side slip angle with respect to the white line portion,
The coefficients cL and cR represent the lateral deviation amount from the vehicle center to the white line portion.

-Estimation of traveling road on branch road-In this example, when it is estimated that there is a second traveling road which is a branch road due to the movement of the preceding vehicle, the traveling road is traveled using the second traveling road. It is an estimate.

As shown in FIG. 9, when the vehicle starts, there is a preceding vehicle V2 which moves in the direction of a second traveling path A2 which is branched from the first traveling path A1 on which the vehicle V1 is currently traveling (see FIG. 7) and based on that, it is determined whether the estimated value (curvature radius) R12 for the second traveling path A2 is obtained or flag = 1 (step S41). Here, flag = 1 means that the second traveling path (estimated value) is held, and flag = 0 means that it is not held.

If YES at step S41,
Then, the process proceeds to next step S42. On the other hand, if NO, the process proceeds to step S43, and since it is not necessary to consider the second traveling road, flag = 0 is set, and the traveling road is calculated based on the estimated value (curvature radius) R11 for the first traveling road. Is estimated (step S44), and the process returns.

In step S42, the absolute value of the difference between the estimated values R11 and R12 for the first and second traveling paths is the predetermined value Rdi.
It is determined whether or not v is exceeded, and if YES, the process proceeds to the next step S45, and if NO, the estimated value R12 for the second traveling path is substantially the same as the estimated value R11 for the first traveling path. Since it is considered that they have become equal, the process proceeds to step S43.

At step S45, the estimated value R12 for the second traveling road is smaller than the estimated value R11 for the first traveling road and the vehicle is in the state of a right turn signal or a right turn signal, or for the second traveling road. It is determined whether the estimated value R12 of R is larger than the estimated value R11 of the first traveling road and the vehicle is in the state of the left turn signal. If YES, it is considered that the vehicle moves in the direction of the second traveling road. Therefore, in order to keep the second traveling path, flag = 1 is set (step S4
6), the travel route is estimated based on the estimated value R12 for the second traveling route (step S47), and while returning, NO
If so, the process proceeds to step S43. It should be noted that the estimated values R11 and R12 (radius of curvature) for the traveling path are such that the right curve is positive and the left curve is negative.

In addition to the above-mentioned control of the branch road,
You can also do the following:

Example 2 In this example, the estimated values RL and R for the left and right white line parts of the road
When both R (the radius of curvature) and the estimated value R11 (the radius of curvature) for the traveling road are output, one of the estimated values RL, RR (the radius of curvature) for the left and right white line portions of the traveling road (for example, the estimated value RR) is the estimated value R for the traveling path
When it is equal to 11 (radius of curvature), it is judged as a branch road,
In addition to the estimation of the traveling road by the estimated value RR (R11), the estimation of the traveling road by the other estimated value RL is performed, and the traveling road is not equal to the estimated value R11 for the traveling road. Only the obstacle judgment is performed.

First, the control system is as shown in FIG. That is, the traveling area estimating means 29A receives the outputs of the traveling road estimating means 6B and the traveling road estimating means 6C, and the estimated values RR, R for the left and right white line parts by the traveling road estimating means 6C.
L (radius of curvature) is different, and one of the estimated values is the estimated value R11 for the traveling path by the traveling path estimating means 6B.
When it is equal to, it is determined that the road is a branch road, and its estimated value R11
In addition to the estimation of the traveling route by one of the estimated values RR or RL, the estimation of the traveling route by the other estimated value RR or RL is performed, and the obstacle determination means 30A determines the traveling route by the other estimated value RR or RL. It is configured to make an obstacle determination only for a moving object. Other configurations are similar to those of the first embodiment.

The control flow will be described below with reference to FIG. In this example, a case will be described in which one of the estimated values RL and RR for the left and right white line portions is equal to the estimated value R11 for the traveling path.

When started, based on the estimated values RL and RR for the left and right white line portions of the traveling road and the estimated value R11 for the traveling road, the estimated value R11 for the traveling road and the estimated value RR for the right white line portion. Is smaller than a predetermined value Rdiv, the difference between the estimated value R11 for the traveling road and the estimated value RL for the left white line portion is a predetermined value Rdiv or more, and the estimated values RL, RR for the left and right white line portions of the traveling road are It is determined whether the difference is greater than or equal to the predetermined value Rdiv (step S5).
1).

If YES, as shown in FIG. 12, the branch road A2 is located in front of the traveling road A1 on which the vehicle V1 is traveling.
However, since it is estimated that the vehicle V1 is traveling along the traveling road A1 on which the vehicle is currently traveling, the vehicle is predetermined to the right based on the left white line portion whose radius of curvature is estimated to be the estimated value RL. Set the running path of width D (setting value) (step S
52) and then to step S53. In step S52, specifically, for example, a line parallel to the left white line portion whose radius of curvature is estimated to be the estimated value RL is drawn on the basis of the lateral deviation between the traveling road of the own vehicle and the white line portion. The traveling path is determined by this. On the other hand, if NO, there is no need to consider the branch path, and therefore the process directly returns.

In step S53, it is determined whether or not there is a detected object in the road, and if so, it is determined whether or not the relative speed V to the detected object is smaller than the vehicle speed v (step S54), if it is small, it is a moving object.
It is registered as an obstacle determination target (step S55), the process proceeds to step S56, the traveling path is set using mutually equal estimated values R11, RR, and the process returns.

If the detected object does not exist in the traveling road, and if the detected relative speed V is not smaller than the vehicle speed v even if it exists, the detected object is immediately registered without being registered as an obstacle judgment target. Control goes to step S56.

Embodiment 3 In this embodiment, when the estimated values RL and RR for the left and right white line portions of the estimated traveling road and the estimated value R11 for the traveling road are output, the estimated values RL and R11 are set ahead of the set distance. ,
The estimated value R is calculated by using the deviations of the estimated values RR and R11.
The travel route is selected by L and the travel route is selected by the estimated value RR.

The control system is as shown in FIG. That is, receiving the outputs of the traveling road estimating means 6B and the traveling road estimating means 6C, the lateral deviations dL and dR between the vehicle center extension line of the host vehicle V1 and the left and right white line portions in front of the set distance L0 are calculated (FIG. 14). ), The deviation change rate calculating means 51 for calculating the change rate of the deviation is provided, and the traveling area estimating means 29B is
In response to the output of the deviation change rate calculation means 51, it is determined which of the left and right directions to move based on the deviation change rate, and based on the result of the determination, the travel area is determined based on the estimated value of the white line on the moving side. The estimation is performed and the result is output to the obstacle determination means 30B.

The control flow is as shown in FIG.

When the vehicle is started, the estimated values R11, RR, RL for the left and right white line portions of the estimated road are calculated (step S61), and then the lateral deviation between the vehicle center line and the left and right white line portions is calculated. The road width is set based on the current deviation of the vehicle (step S62).

Then, the lateral deviation dL of the traveling road estimated to be the left white line portion and the lateral deviation dR of the traveling road estimated to be the right white line portion at the front of the set distance are calculated, respectively, and times t1 and t2 are calculated. Each deviation dL1 (dR
The difference between 1) and dL2 (dR2) is set to .DELTA.dL and .DELTA.dR, and t2 -t1 = .DELTA.t.

[0063]

[Equation 3] Then, based on those results, it is determined whether or not the above equation is satisfied (step S63). If so, it is determined that the branch road is to the right, and the estimated value RR for the right white line portion is determined.
On the other hand, if not satisfied (step S64), it is determined that the road is a branch road to the left and the estimated value RL for the left white line portion is prioritized (step S65), the travel area is estimated, and the process returns. . Note that FIG. 16 shows a state in which the deviation changes when moving to the left.

[0064]

The invention according to claim 1 has the following features.
The traveling path is estimated based on the preceding moving object by the second traveling path estimating means, and when the direction of the vehicle is changed, the first traveling path by the first traveling path estimating means is changed to the second traveling path by the second traveling path estimating means. The second traveling path is maintained by the second traveling path estimating means until the vehicle coincides with the road, and the traveling area is estimated by the traveling area estimating means. Therefore, only the first traveling path based on the vehicle body state quantity is used. Instead, the traveling path of the own vehicle can be estimated by the second traveling path of the preceding moving object, and the reliability of the traveling path estimation can be improved.

According to the second aspect of the present invention, the running road estimating means detects the white line portion on the road surface based on the image processing to estimate the running road on which the own vehicle is expected to run, and the estimated left and right white lines. When the estimated value for a part is different and the estimated value for either one is equal to the estimated value for the traveling route by the traveling route estimating means, the white line portion of the estimated value equal to the estimated value for the estimated route by the traveling route estimating means In addition to estimating the running area based on the above, the running area is estimated based on the white line portion of the estimated value that is not equal to the estimated value for the estimated road by the traveling road estimating means. Even when the vehicle is traveling on a traveling road having a branch road in front of the vehicle, the estimated road value is different, the traveling road can be estimated in consideration of the branch road.

According to the third aspect of the present invention, the running road estimating means detects the white line portion on the road surface based on image processing to estimate the running road on which the own vehicle is expected to run, and then calculates the deviation change rate. The means calculates the lateral deviation between the vehicle and the left and right white line parts to calculate the change rate of the deviation, and the traveling area estimation means determines which of the left and right directions to move based on the deviation change rate. Since the running area is estimated based on the white line portion on the moving side based on the determination result, it is easy to determine which direction to move on the branch road based on the change rate of the lateral deviation. It is possible to make an estimation and, based on that, it is possible to make an estimation of the traveling path.

[Brief description of drawings]

FIG. 1 is a perspective view of an automobile.

FIG. 2 is a block diagram of a control system.

FIG. 3 is a block diagram of a control unit according to the first embodiment.

FIG. 4 is a flowchart showing a flow of an obstacle detection process.

FIG. 5 is a flow chart showing a subroutine of traveling path estimation.

FIG. 6 is a flow chart showing a subroutine of travel route estimation.

FIG. 7 is an explanatory diagram of travel path estimation.

FIG. 8 is a flow chart showing a subroutine for estimating a traveling path.

FIG. 9 is a flowchart showing a subroutine of travel route estimation.

FIG. 10 is a block diagram of a control unit according to a second embodiment.

FIG. 11 is a flowchart showing a subroutine for estimating a traveling path.

FIG. 12 is an explanatory diagram of travel path estimation.

FIG. 13 is a block diagram of a control unit according to the third embodiment.

FIG. 14 is an explanatory diagram of travel route estimation.

FIG. 15 is a flowchart showing a subroutine for estimating a traveling path.

FIG. 16 is an explanatory diagram showing changes in lateral deviation from the left and right white line portions.

[Explanation of symbols]

 1 Car 6 Control Unit 6A Obstacle Detecting Means 6B First Traveling Road Estimating Means 6C Traveling Road Estimating Means 7 Vehicle Speed Sensor 8 Steering Angle Sensor 9 Yaw Rate Sensor 14 Winker Switch (Direction Change Detection Means) 27 Second Traveling Road Estimating Means 29 Traveling Area estimation means 29A Travel area estimation means 29B Travel area estimation means 51 Deviation change rate calculation means

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Tomohiko Adachi No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Inventor Hiroshi Nakaue No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Stock In the company

Claims (3)

[Claims] 1. A vehicle traveling path estimating device having a first traveling path estimating means for estimating a first traveling path on which the vehicle is expected to travel in the future based on vehicle state quantities such as a steering angle, a vehicle speed, and a yaw rate. A second traveling path estimating means for estimating a second traveling path based on a moving object preceding the own vehicle, a direction change detecting means for detecting a direction change of the own vehicle, and an output of the direction change detecting means, At the time of changing the direction, hold the second traveling path by the second traveling path estimating means until the first traveling path by the first traveling path estimating means matches the second traveling path by the second traveling path estimating means. A travel route estimating device for an automobile, comprising: a travel region estimating means for estimating a travel region. 2. A vehicle traveling path estimating device comprising a traveling path estimating means for estimating a traveling path in which the vehicle is expected to travel in the future based on vehicle state quantities such as a steering angle, a vehicle speed, and a yaw rate. Detecting a white line portion on the road surface, receiving the output of the traveling road estimating means for estimating the traveling road expected to drive the own vehicle in the future, the output of the traveling road estimating means and the traveling road estimating means,
When the estimated values for the left and right white line portions by the traveling road estimating means are different and the estimated value for one of the white line portions is equal to the estimated value for the traveling road by the traveling road estimating means, the estimated road by the traveling road estimating means In addition to estimating the running area based on the white line portion of the estimated value equal to the estimated value of, the running area is estimated based on the white line portion of the estimated value that is not equal to the estimated value of the estimated road by the traveling road estimating means. A traveling path estimating device for an automobile, comprising: a traveling area estimating means. 3. A vehicle traveling path estimation device comprising a traveling path estimating means for estimating a traveling path in which the vehicle is expected to travel in the future based on vehicle state quantities such as steering angle, vehicle speed and yaw rate. Detecting a white line portion on the road surface, receiving the output of the traveling road estimating means for estimating the traveling road expected to drive the own vehicle in the future, the output of the traveling road estimating means and the traveling road estimating means,
A deviation change rate calculation means for calculating a deviation in the lateral direction between the own vehicle and the left and right white line parts and a change rate of this deviation, and an output from the deviation change rate calculation means are received to determine which of the left and right sides is based on the change rate of the deviation. Traveling direction estimating means for estimating the traveling area based on the estimated value of the white line portion on the moving side based on the result of the determination, and the traveling path of the automobile. Estimator.