Driving control device

FIELD: transport.

SUBSTANCE: invention relates to vehicle driving control device. The device contains side object detector, control device to actuate lateral movement inhibition control, start of entering adjacent lane detector, actuation suppressor to suppress actuation of lateral movement inhibition control. Lateral movement is followed by changing vehicle transversal position relative to lane. Suppression of actuation of lateral movement inhibition control is performed when a vehicle has started to enter adjacent traffic lane, and side object is detected in the adjacent traffic lane.

EFFECT: prevention of improper interference in control for vehicle lateral movement inhibition during changing traffic lane.

22 cl, 11 dwg

 

The technical FIELD

The present invention relates to a monitoring device driving to avoid contact with a side object when the vehicle moves in the direction to rebuild or performs a similar action.

The LEVEL of TECHNOLOGY

A device that detects the presence or absence and the direction of steering and obstacle that is present at the side and slightly behind the body of the vehicle, and keeps steering, when it determines that the steering may lead to contact with an obstacle (see Patent document 1).

PATENT DOCUMENT

Patent document 1: Publication of the application for the grant of the Japan patent No. H8(1996)-253160

TECHNICAL TASK

In this regard, it is assumed that in the absence of other vehicles approaching from the rear, the vehicle begins to rebuild, to enter into the next lane, and after the vehicle has started entering the adjacent lane, and another vehicle is approaching from behind in the target lane. In this case, it may be appropriate to the vehicle preferable quickly finished rebuilding, than stopped the rebuild to give way to another vehicle, priblijayutsa the UNL back. In other words, right-of-way varies according to the circumstances on the occasion, so that the driver may feel uncomfortable if the rebuild is invariably constrained whenever it detects the approach of another vehicle from the rear.

The present invention is to prevent undue interference management for restricting movement of the vehicle to the side while changing lanes.

The SOLUTION of the PROBLEM

The monitoring device driving according to the present invention actuates a control for restricting movement of the vehicle in the direction toward the side of the object when the detected object side, present on the side of the vehicle, and behind the vehicle. In addition, the actuation control is suppressed, even if the detected object side, when in the absence of detection of the side object vehicle starts entering the adjacent lane in order to rebuild.

BRIEF DESCRIPTION of DRAWINGS

Figure 1 - schematic structural diagram of a General configuration of the vehicle.

Figure 2 - block diagram of the operational sequence of the method of process control rebuild warning.

Phi is .3 - view showing the current lateral position of the vehicle relative to the line marking the lanes.

4 is a map used for calculating the degree of difficulty according to the width of the adjacent lane.

5 is a map used for calculating the degree of difficulty according to the curvature of the roadway.

6 is a map used for calculating the degree of difficulty according to the width of the vehicle at the side of the vehicle.

7 is a map used to calculate values Xth settings.

Fig card used to calculate the values of Tth settings.

Fig.9 is a view showing an example of a driving situation.

Figure 10 is a map used to set the detection area, and

11 is a view showing how narrow detection zone.

DESCRIPTION of embodiments of the INVENTION

Embodiments of the present invention will be described hereinafter with reference to the drawings.

The first option exercise

Configuration

Figure 1 shows a General view of the configuration of the present invention. Drive 3 brakes for use in anti-skid control (ABS: anti-lock brake system), regulation traction (TCS: traction control system), managing resistance (VDC: regulation of the dynamics of the vehicle)and the like, inserted between the master cylinder 1 and the wheel cylinders 2i (where i=FL, FR, RL, RR). Drive 3 brake comprises a hydraulic device, such as a solenoid valve and the pump, and these devices actuated controlled by the controller 4, to thereby provide the ability to control the hydraulic pressures of the wheel cylinders 2i regardless of the braking operation of the driver.

Also provided by the camera 5, which removes the image view forward from the vehicle, and an imaging device (not shown) detects the lane roadway, recognizing the line of marking lanes, such as white line (that is what is called the marking of lanes, hereinafter indicated by reference as a white line), based on the data of the captured image and, in addition, calculates the angle φ of the yaw of the vehicle relative to the lane of the roadway, lateral displacement X relative to the lanes and the curvature of the p lanes, and introduces various signals in the controller 4. When the road surface has no white line, stripe the roadway may be assessed on the basis of the edges of roads, fences, curbs and the like. In this regard, in the embodiment, the transverse direction indicates the reference direction of the width of lanes, while the longitudinal direction indicates the reference direction continue lanes. In addition, lateral displacement X indicates reference to the distance in the transverse direction from the center of the lanes to the center of the vehicle in its direction of vehicle width, and the angle φ of the yaw indicates reference to the angle formed by the continuation of the direction of strip movement and direction of the vehicle from front to back.

In this regard, the calculation of the angle φ of the yaw, for example, can be performed by converting the image data captured by the camera 5, the image of the view from the height of bird flight and the detection angle of the white line (or lane marking) relative to the direction from top to bottom of the converted image (or direction of the vehicle from front to back). In addition, the angle φ of the yaw can be calculated as below:

φ=tan-1(dX/dY)=tan-1(dX'/V)

where dX denotes the value of the variation of transverse displacement X at predefined times, dY is the change in distance that the vehicle passes through its forward (i.e. the orientation of the vehicle in the longitudinal direction), dX' is the value obtained by dierentiating the dX time, and V is the speed of the vehicle, which will be described later.

in Addition, the calculation of the curvature of p can be obtained from the navigation unit 14, which will be described later. How to calculate the lateral displacement X of the vehicle, the curvature of the p lane of the roadway, the angle φ of the yaw and the like on the basis of the image data in the view forward from the vehicle taken by the camera 5 will not be described in detail due to which known technologies used before in various devices, such as a monitoring device driving with preservation of lanes that control of the vehicle, recognizing a white line.

Meanwhile, the radar devices 6L, 6R, for example, uses millimeter waves, is provided on the left and right sides, respectively, of the vehicle to thereby detect side objects that are present on the sides of the vehicle (and a little behind the vehicle), which tend to be closed from the driver section of the review. The radar devices 6L, 6R reveal, present, or no objects (hereinafter indicated by reference as side objects) in predetermined areas on the sides of the vehicle, and behind the vehicle (sometimes indicated by reference as "back on each side of the vehicle, i.e. present or absent Boko is haunted objects and also reveal the relative distance to the vehicle in the transverse direction, the relative distance in the direction from front to back, relative speed, and the like. In this regard, the radar devices 6L, 6R are not limited to the millimetre-wave radar that uses millimeter waves, but, for example, can be a laser radar, or may be devices that detect the presence or absence of lateral objects or mutual lateral location of objects and vehicles relative to each other, on the basis of images taken by a camera that takes images of the views back along the sides of the vehicle. In other words, any device will not work for the radar devices 6L, 6R are just assuming that they can detect the presence or absence of lateral objects or mutual location relative to the vehicle, and thus, the radar devices 6L, 6R can be changed if necessary.

In addition, the pressure Pm of the master cylinder detected by the pressure sensor 10, the rotation angle δ detected by the sensor 11 of the rotation angle, speed Vwjrotation of the wheels detected by the sensor 12 of the speed of rotation of the wheel, and the state of the operation switch 13 turn signal inputted to the controller 4. Additionally acceleration Yg from front to back poperechnoe acceleration Xg of the vehicle, detected by the accelerometer (not shown), the yaw rate detected by the speed sensor yaw (not shown), and information about the road or the like, received from the navigation unit 14, are input to the controller 4. In this regard, the sensor 12 of the speed of rotation of the wheel detects the speed VwFLrotation of wheel front left wheel speed VwFRrotation of the wheel at the front right wheel speed VwRLrotation of the wheel at the rear left wheel speed VwRRrotation of the wheel at the rear right wheel of the vehicle, and the speed of rotation of the wheels in General are called speed Vwirotation of the wheels.

When the above-described various data have the characteristics of the left or right direction, any data is taken as positive values for the direction to the left or negative values to the right direction. More precisely, the angle φ of the yaw and the turning angle δ is taken as positive values during a left turn, or as negative values during right rotation and lateral displacement X is taken as a positive value when the vehicle is shifted to the left relative to the center lanes of the roadway, or as a negative value when the vehicle is shifted to the right.

In addition, the pre is proactive device 20 is provided for sounding warning or illumination of the warning lamp in response to a warning signal, issued by the controller 4.

The controller 4 performs the sequence of operations management rebuild warning, which will be described later.

Then, description will be given regarding the sequence of operations management rebuild warning by the controller 4 executes in an interrupt timer with a predetermined time (for example, at intervals of 10 MS), following the flowchart of the operational sequence of the method according to figure 2.

First, at step S1 reads various data.

Then at step S2, the average speed of rotation of the wheel is not driven wheel (or the non-driving wheels) is calculated to determine the speed V of the vehicle, as shown below. In this regard, when V can be obtained from information about the anti-skid control or navigation information, the obtained value can be used.

In the case of drive to the front wheels V is given by the equation: V=(VWRL+VWRR)/2.

In the case of rear-wheel drive V is given by the equation: V=(VWFL+VWFR)/2.

Then at step S3, the presence or absence of the side of the object is determined on the basis of the results detected by the radar devices 6L, 6R. Here, when the side of the object is not present, the flag is a sign Fd detection is reset to "0". Meanwhile, when is the iron object is present, flag sign Fd detection is set to "1".

Then at step S4 neutral speed Ψp yaw as the yaw rate required in order for the vehicle kept moving along route driving, according to the curvature of p and speed V of the vehicle, as shown below. Neutral speed Ψp yaw is zero while driving on a straight road. However, in the case of a winding road neutral speed Ψp yaw varies according to the curvature of the p lanes. Therefore, the curvature p of lanes is used to calculate the neutral speed Ψp yaw.

Ψp=ρ×V

Then at step S5 any one of the following methods 1 and 2 is used to calculate the distance in transverse direction between the current lateral position of the vehicle (or the orientation of the vehicle in the transverse direction) and the transverse position of the vehicle after the expiration of the predetermined tracked ahead of time Tt (for example, about 1 s) (i.e. the difference between the current transverse displacement and transverse displacement after the expiration tracked ahead of time Tt). Here the distance in transverse direction between the current lateral position of the vehicle and the transverse position of the vehicle after istace the Oia predefined tracked ahead of time Tt is the value indicates the transverse position of the vehicle after the expiration of the predetermined tracked ahead of time Tt relative to the current lateral position of the vehicle. Thus, the distance in the transverse direction between the current lateral position of the vehicle and the transverse position of the vehicle after the expiration of the predetermined tracked ahead of time Tt will be called "the future lateral position Xf", and a position that is "future lateral position Xf" aside from the current lateral position of the vehicle, i.e. position (or absolute position) of the vehicle in the transverse direction after the expiration tracked ahead of time Tt, also will be called "the future transverse position.

1. The calculation is performed according to the angle φ of the yaw, the target speed Ψm and the target yaw acceleration Ψm' angle of yaw.

Here, weights are assigned, the yaw angle φ, the target speed Ψm and the target acceleration Ψm' angle of yaw, and their weighted values are added together, as shown below:

Xf=K1×φ+K2×Ψm+K3×Ψm'

where K1 through K3 each denotes a gain factor K1 is a value obtained by multiplying the monitored ahead of time Tt on the speed V of the vehicle, K2 is a value obtained by multiplying a predefined value for the speed V of the vehicle, and K3 is a value obtained by multiplying a predefined value for the speed V of the vehicle.

Target speed Ψm and the target yaw acceleration Ψm' angle of yaw is calculated as set forth below:

Ψd=Kv×δ×V

Ψm=Ψh×Tt

Ψm'=Ψm×Tt2

where Ψd denotes the reference yaw rate as a yaw rate, which should be generated by the steering operation of the driver control defined according to the turning angle δ and the velocity V of the vehicle, Ψh denotes the value obtained by subtracting the neutral speed Ψ the yaw of the speed reference Ψd yaw (i.e. Ψh=Ψd-Ψ), or equivalent Ψh can safely be mentioned which the yaw rate, depending on the intention of the driver to adjust and Kv denotes the gain of the pre-set according to the technical conditions of the vehicle or the like.

2. The calculation is performed according to the target speed Ψm and the target yaw acceleration Ψm' angle of yaw.

Here, weights are assigned to the target speed Ψm and the target yaw acceleration Ψm' angle of yaw, and their weighted values are high, as shown below.

Xf=max(K2×Ψm, K3×Ψm')

Then at step S6, the current lateral position Xe of the vehicle relative to the white line is calculated on the basis of the data is zobrazenie on the view forward from the vehicle, captured by the camera 5. The current lateral position Xe is the distance in the transverse direction from the white line to the side of the vehicle close to the white line (see figure 3). In this regard, the current lateral position Xe is taken as a positive value when the vehicle does not cross the white line, but stays in his lane, along with the fact that the current lateral position Xe is taken as a negative value when the vehicle crosses the white line. Moreover, the current lateral position Xe can be calculated by well-known approach, such as by converting the image data captured by the camera 5, the image of the view from the height of bird's flight, and perform the calculation on the basis of the position of the white line on the image of the view from the height of bird's flight, as happens in the case of transverse displacement X, or the like.

Then at step S7, it is determined whether cleared or not fitted with a safety sign Fd detection to "0" (Fd=0). When a certain result is that Fd=0, the system determines that the object side is missing, and the processing goes to step S8. Meanwhile, when a certain result is that the lever is a sign of Fd detection is set to "1" (Fd=1), is performed to define the tion, which side the object is present, and the processing goes to step S17, which will be described later.

At step S8 assesses the degree of difficulty of the vehicle to the side of a vehicle approaching a vehicle from behind in the target lane (or difficulty passing vehicle)when the vehicle starts entering the adjacent lane in order to rebuild.

More precisely, for example, any of the following methods 1 to 5 is used to assess the degree of difficulty.

1. The assessment is based on the width of the lane on the target lane.

While the width of the adjacent traffic lane as the target lane is narrower, it can be expected that the passage of vehicles should be more difficult for the side of a vehicle approaching a vehicle from behind, when the vehicle starts entering into the next lane. Therefore, as shown in figure 4, the degree of difficulty is valued higher, while the width of the adjacent lane is narrower. The width of the lane from the adjacent lane is obtained from the navigation unit 14 or obtained from the infrastructure.

2. Assessment performs the I on the basis of the curvature of the road.

While the curvature p of the road is greater, that is, the curve is more compact, it can be expected that the passage of vehicles should be more difficult for the side of a vehicle approaching a vehicle from behind, when the vehicle starts entering into the next lane. Therefore, as shown in figure 5, the degree of difficulty is valued higher, while the curvature of the road is greater.

3. The assessment is based on the type lanes roadway target lane.

One of the types of lanes is a lane called lane for cars that are driving two or more persons, including the driver. Lane for cars that are driving two or more persons, including the driver, is a fast lane in which the priority of travel given the shared vehicle in which they travel together a set number of people or more, and is sometimes called the HOV lane (lane vehicles with high occupancy in the United States. Usually the lane for cars that are driving two or more persons, including the driver, tends to be narrow in its width lanes to be in close proximity to a concrete wall or may be in whom logo paved condition. Thus, when the adjacent lane as the target lane is a lane for cars that are driving two or more persons, including the driver, it can be expected that the passage of vehicles should be more difficult for the side of a vehicle approaching a vehicle from behind, when the vehicle starts entering into the next lane than when the adjacent lane, which is not a lane for cars that are driving two or more persons, including the driver. Therefore, when the adjacent lane is a lane for cars that are driving two or more persons, including the driver, the degree of difficulty is evaluated higher. Type lanes roadway is obtained from the navigation unit 14 or obtained from the infrastructure.

4. The assessment is based on the width of the vehicle at the side of the vehicle.

While the width of the vehicle at the side of the vehicle is greater can be expected that the passage of vehicles should be more difficult for the side of a vehicle approaching a vehicle from behind. Therefore, as shown in Fig.6, the degree of difficulty is valued higher, and t is the time width of the side of the vehicle is greater. In this regard, this sequence of operations is performed under the condition that the sequence of operations step S7 is that the side the object is missing (Fd=0); however, when the side of the object can be detected in the area (second area) behind the normal zone (or zone)in which one can detect the presence or absence of the side of the object, the sequence of operations is performed by evaluating the width of the vehicle from the detected object side. In this regard, the radar devices 6L, 6R in General can be used to identify the width of the vehicle at the side of the vehicle and, for example, the output wave from the radar devices 6L, 6R can be scanned in the horizontal direction, to thereby detect the width of the vehicle on the basis of the scan angle and the reflected waves.

5. The above methods 1 to 4 are used in combination.

For example, calculates the average value, the bottom or the weighting and addition.

Then at step S9 setting values Xth and Tth used to install criterial threshold values, which will be described later, is calculated according to the degree of difficulty. Here, the setting value Xth is used to set criteria threshold value what I have for the future lateral position Xf of the vehicle, and the installation value Tth is used to set criteria threshold value for the elapsed time after the moment when the vehicle crosses the white line. First of all, as shown in Fig.7, the setup value Xth is set smaller, as is a higher degree of difficulty. Moreover, as shown in Fig, setting value Tth is set smaller as the degree of difficulty is higher.

Then at step S10 setting value Xth is added to the current lateral position Xe, to thereby establish criteria threshold value Xj for the future lateral position Xf of the vehicle, as shown below.

Xj=Xe+Xth

Then at step S11, it is determined in relation to whether or not the future lateral position Xf is larger than the criterion threshold value Xj, that is, lies or no transverse position (or the future lateral position) of the vehicle after the expiry of the tracked ahead of time Tt outside lane outside transverse position, which is criterial threshold value Xj, on the side towards the outside of the lane relative to the white line. When a certain result is that the Xf is a pain is it, than Xj(Xf>Xj), determination is made that the vehicle has started entering the adjacent lane in order to change the pattern, and processing moves to step S12. Meanwhile, when a certain result is that the Xf is equal to or smaller than Xj(Xf≤Xj), determination is made that the vehicle is not started entering the adjacent lane, and the processing goes to step S13.

In this regard, here, in the embodiment, as described above, determination is made that the vehicle has started entering the adjacent lane, when the transverse position of the vehicle after the expiry of the tracked ahead of time Tt is detected in the same position in the direction out of the lane or an adjacent lane) beyond the position at the predetermined distance (that is criterial threshold Xj) from the white line, on the basis of the transverse position (or the future transverse position) of the vehicle after the expiry of the tracked ahead of time Tt; however, the present invention is not limited thus. Can be made the determination that the vehicle has started entering the adjacent lane, for example, when the current lateral position Xe of the vehicle detected which RA is s ' or less than a predetermined value (for example, equal to or less than 0), on the basis of the current lateral position Xe of the vehicle. In other words, any approach will be valid only under the condition that the driver can detect that the vehicle detects that it started entering the adjacent lane, on the basis of the transverse position transport position after the expiration of the tracked ahead of time Tt or the current lateral position Xe of the vehicle. Thus, Xth is set to the value obtained by prior experimental or otherwise determine the value, so that the driver can detect that the vehicle detects that it has already started entering the adjacent lane, based on the lateral position of the vehicle after the expiry of the tracked ahead of time Tt and criterial threshold value Xj.

At step S12 lever symptom Fc suppression actuation is set to "1", and then the processing goes to step S16, which will be described later. Flag sign Fc suppression actuation lever is the characteristic that determines whether the actuation control to prevent convergence to prevent the approaching side is the first object to be prohibited or permitted, and a lever symptom Fc suppression actuation is set so as to suppress the actuation control prevention of convergence, when Fc=1, or to allow actuation control prevention of convergence, when Fc=0.

At step S13, it is determined in relation to whether or not the future lateral position Xf is larger than the current lateral position Xe, that is crossed or not a white line transverse position of the vehicle after the expiry of the tracked ahead of time Tt. When a certain result is that the Xf is larger than Xe, Xf>Xe), determination is made that the vehicle is beginning to rebuild, and the processing goes to step S14. Meanwhile, when a certain result is that the Xf is equal to or smaller than the Xe, Xf≤Xe), determination is made that the vehicle does not start the rebuild, and the processing goes to step S15.

At step S14, it is determined whether expired or not time Tth installation after the moment when the future transverse position crossed the white line. Here, when a certain result is that the time Tth installation has expired, a determination is made that the vehicle has started entering the adjacent lane, and the processing goes on this is S12. Meanwhile, when a certain result is that the time Tth installation has not expired, a determination is made that the vehicle is not started entering the adjacent lane, and the processing goes to step S15. In other words, even if at the step S11 made the determination that the vehicle is not started entering the adjacent lane (i.e. the future lateral position Xf is equal to or smaller than the criterion threshold value Xj(Xf≤Xj)), there is a strong likelihood that the vehicle has started entering the adjacent lane, when the future lateral position Xf continues to remain in the state in which it is greater than the current lateral position Xe, within a predetermined time (which is the time Tth installation, for example 3). Thus, when the step S14 made the determination that the time Tth installation has expired, a determination is made that the vehicle has started entering the adjacent lane, and the processing goes to step S12. In this regard, the time Tth is received in time, obtained in advance by an experiment or the like.

At step S15 lever symptom Fc suppression actuation is reset to "0", and then the processing goes to step S20, which will be described poses the E.

At step S16, it is determined in relation to whether to cancel the installation of a safety sign Fc suppression actuation (Fc=1) or not, i.e. whether to reset the flag sign Fc suppression actuation to "0" (Fc=0). Conditions for cancellation of the installation of a safety sign Fc suppression actuation to switch it from Fc=1 Fc=0 are the following conditions 1 to 3. Here, when the cancellation conditions are satisfied, processing goes to step S15. Meanwhile, when the cancellation conditions are not satisfied, the processing goes to step S20, which will be described later.

1. Condition, based on elapsed time

When a predetermined time (for example, about 2 to) expires after the time when it was made the determination that the vehicle has started entering the adjacent lane, the vehicle can be estimated as almost complete rebuilding. Therefore, the measured duration of the elapsed time after the date of installation of a safety sign Fc suppression actuation to "1" (Fc=1) and when the predetermined time expires, it is determined that the cancellation condition is satisfied. Meanwhile, when the predetermined time does not expire after the date of installation of a safety sign Fc suppression actuation to "1" (Fc=1), converted what their vehicle is not completed and a determination is made, the cancellation condition is not satisfied.

2. Condition based on the amount of movement of the vehicle in the direction of

When the amount of movement of the vehicle in the direction (that is, the change in lateral position of the vehicle) after a moment, when was the determination that the vehicle has started entering the adjacent lane, reaches a predetermined value move to the side, the vehicle can be estimated as almost complete rebuilding. Therefore, the calculated amount of movement in the direction after the date of installation of a safety sign Fc suppression actuation to "1" (Fc=1) and when the predetermined amount of movement in the direction exceeded, a determination is made that satisfied the condition of cancellation. Meanwhile, when the predetermined amount of movement in the direction is not exceeded after the date of installation of a safety sign Fc suppression actuation to "1" (Fc=1), the rebuilding of the vehicle has not been completed and it is determined that the cancellation is not satisfied.

3. Condition based on the transverse position of the vehicle

When the transverse position of the vehicle reaches a predetermined transverse position, transport crestmore be evaluated as an almost complete rebuilding. Therefore, when the current lateral position Xe of the vehicle crosses a predetermined transverse position, a determination is made that satisfied the condition of cancellation. Meanwhile, when a predetermined lateral position is not crossed, the rebuilding of the vehicle is not completed and the system determines that the cancellation condition is not satisfied. In this connection, in this case, predetermined lateral position, for example, is the transverse position set in the position in the next lane, and is set in position, experimental or otherwise positioning, so that the driver recognizes that the rebuild is complete, and, for example, is installed in a position that is half the width of the vehicle or more away from the white line towards the next lane.

Meanwhile, at step S17, it is determined whether installed or not fitted with a safety sign Fc suppression actuation to "1" (Fc=1). When a certain result is that Fc=1, the processing goes to step S16, in order to suppress the actuation control prevent convergence. Meanwhile, when a certain result is that Fc=0, the actuation control prevention with whom Ligeia can be resolved, and thus, the processing goes to step S18.

At step S18 setting value Xo, smaller than a setting value Xth, is added to the current lateral position Xe, in order thereby to set the threshold value Xa actuation to control prevent convergence to prevent the approaching object side, as follows:

Xa=Xe+Xo

Here the distance between the transverse position of the vehicle and the current lateral position of the lateral object is defined as a threshold value Xa actuation. Briefly, as shown in Fig.9, the threshold value Xa actuation is the distance in transverse direction between the vehicle and the side of the object, provided the object side (or the side the vehicle is in a predetermined position, which is the predefined value Xo in the side of the outside of the lane relative to the white line. In other words, when there is lateral vehicle traveling along the adjacent lane, the distance from a possible transverse position of the moving side of the vehicle until the white line is expected to be set as a predetermined value Xo. Of course, when the relative distance Xd to laterally what about the object in the transverse direction can be detected, the transverse position on the relative distance Xd from the current lateral position Xe is defined as the threshold value Xa actuation. In addition, the position of the white line instead of the current lateral position of the lateral object can be defined as a threshold value Xa activation.

Then, in step S19, it is determined in relation to whether or not the future lateral position Xf is larger than the threshold value Xa actuation, then there is or there is no future lateral position Xf beyond the threshold value Xa actuation. When a certain result is that the future lateral position Xf is smaller than the threshold value Xa actuation (Xf<Xa), determination is made that there is no possibility of rebuilding the caller contact with a side object, and the processing goes to step S20. Meanwhile, when a certain result is that the future lateral position Xf is equal to or greater than the threshold value Xa actuation (Xf≥Xa), determination is made that there is a possibility of rebuilding the caller contact with a side object, and the processing goes to step S21.

In this regard, in order to prevent erratic operation of the determination regarding bringing in step, hysteresis may be provided for Xf or stop actuation may be prohibited until then, until it reaches a predetermined time after the start of actuation of the control by preventing convergence. Moreover, when the antiskid control, the regulation of traction force control stability or the like, the actuation control prevention of convergence can be suppressed, in order to slide or other management took precedence over prevention management approach.

Then, in step S20 management prevention of convergence is inactive, and the processing is returned in a predetermined main program.

More precisely, it is not necessary to keep the rebuild of the vehicle, and thus, the target turning moment Ms is set to 0 (Ms=0) to stop the excitation of the actuator 3 brakes. In other words, the master cylinder pressure is supplied to wheel cylinders as specified below:

PFL=PFR=Pm

PRL=PRR=Pmr

where Pmr indicates the master cylinder pressure of the rear wheels on the basis of the ideal distribution of the front and rear braking forces.

Meanwhile, at step S21, the target turning moment Ms is calculated in order to give effect to the management of the prevention is the group of convergence, and drive 3 brake actuated is controlled according to the calculated target turning point, Ms.

First of all, the target turning point Ms to prevent the vehicle approaches a side of the object rasschityvaetsya, as shown below:

Ms=Kr1×Kr2×(Km1×φ+Km2×Ψm)

where Kr1 denotes the gain, specific technical conditions of the vehicle, and Kr2 denotes the amplification factor defined according to the speed V of the vehicle and becomes larger, while the higher the speed V of the vehicle.

According to the above equation, the target turning point Ms to suppress the rebuild of the vehicle becomes larger as it becomes more yaw angle φ or the target speed Ψm yaw.

In this case, the calculated target hydraulic pressure PFLPRRwheel cylinders.

First of all, as given below, are calculated difference ΔPf and ΔPr braking forces between the left and right wheels to contain rebuild:

ΔPf=2×Kf×{Ms×R}/T

ΔPr=2×Kr×{Ms×(1-R)}/T

where T denotes the protector and for the sake of convenience, it is assumed that the front protector is the same as the back protector, Kf and Kr denote the coefficients for the conversion of braking forces in the hydraulic Yes the population, for front and rear wheels, respectively, and are determined by the technical conditions of the brakes, and R denotes the distribution of braking forces between the front and rear wheels.

Therefore, to rebuild in the left direction of the target hydraulic pressure PFLPRRwheel cylinders are calculated in order to inform the turning moment of the vehicle in the right direction, as is shown below.

PFL=Pm

PFR=Pm+ΔPf

PRL=Pmr

PRR=Pmr+ΔPr

Meanwhile, to rebuild in the right direction of the target hydraulic pressure PFLPRRwheel cylinders are calculated in order to inform the turning moment of the vehicle in the left direction, as shown below.

PFL=Pm+ΔPf

PFR=Pm

PRL=Pmr+ΔPr

PRR=Pmr

In this case, the actuator 3 brakes with driving managed to create a target hydraulic pressure PFLPRRin the wheel cylinder, and a warning device 20 is induced to issue a warning to notify the driver about the presence of the side of the object or the containment rebuild, and then the processing is returned in a predetermined main program.

In this connection it is necessary to issue a warning at the same time as problemsa drive 3 brakes with driving, and thus, the configuration may be such that the threshold value Xw actuation for issuing alerts and threshold Xy actuation for messages turning moment are prepared separately for future lateral position Xf, and the threshold value Xw actuation to prevent is set relatively smaller than the threshold value Xy actuation to control the turning point (Xw<Xy), to thereby primarily to issue a warning for prompting a driver to stop rebuilding to interference management in driving a vehicle.

Operations

Next will be assumed that, as shown in Fig.9, the vehicle driver intends to change to get in the right adjacent lane, according to the involvement of the driver switch 13 turn in the right direction, and the lateral vehicle is traveling on the right side of a vehicle and a little behind the vehicle that may be closed from the driver section of the review.

First of all, the radar device 6R detects lateral vehicle (step S3). Then (at step S5) is calculated future lateral position Xf is the distance in poper is cnom direction between the current lateral position of the vehicle and its transverse position, which the vehicle reaches after the expiration tracked ahead of time (for example, 1 second), and when the future lateral position Xf reaches the threshold value Xa actuation (i.e., when a certain result is "No" in step S19), it is determining that there is the likelihood that the contact of the vehicle with the side of the vehicle. Then, to prevent the approach of the vehicle to the object side, a turning point in the left direction is generated by the difference of braking force between the left and right wheels, and a warning is issued to notify the driver about the presence of the side of the object (step S21). This gives the driver the ability to recognize the presence of the side of the vehicle and gives the opportunity to urge the driver to wait for the case to rebuild up until the lateral vehicle not passing a vehicle.

In this regard, it is assumed that in the absence of other vehicles approaching from the rear, the vehicle begins to rebuild, to enter into the next lane, and after the vehicle has started entering the adjacent lane, and another vehicle is approaching from behind in C the left lane. In this case, it may be appropriate to the vehicle preferable quickly finished rebuilding, than stopped the rebuild to give way to another vehicle approaching from behind. In other words, right-of-way varies according to the circumstances on the occasion, but because the driver may feel uncomfortable if the rebuild is invariably constrained whenever it detects the approach of another vehicle from the rear.

Therefore, when in the absence of detection of the side object vehicle starts entering the adjacent lane in order to change the actuation control prevent convergence is suppressed, even if the side of the object appears after the beginning of the entry. Thus, it can be prevented improper interference in the management, i.e. the actuation control prevent convergence.

More precisely, in the absence of detection of the side object (i.e. when the result of determination is "Yes" in step S7), it is determined whether the beginning or not the vehicle is entering into the next lane.

Here, when the transverse position of the vehicle after the expiry of the tracked ahead of time (which he sometimes indicated by reference as future lateral position) is in the adjacent lane (i.e. the future lateral position Xf is great than the current lateral position Xe), or transverse position (or the future lateral position) of the vehicle after the expiry of the tracked ahead of time lies in the direction of adjacent traffic lane position, which is predetermined criterial threshold value Xj from the white line (that is, when a certain result is "Yes" at step S11), the system determines that the vehicle has started entering the adjacent lane, and a lever symptom Fc suppression actuation is set to "1" (Fc=1) (step S12). Moreover, when the case reached the predetermined time Tth installation after the moment when the future transverse position of the vehicle crossed the white line (i.e. after the moment when the future lateral position Xf has become greater than the current lateral position Xe) (that is, when a certain result is "Yes" at step S14), it is determined that the vehicle has started entering the adjacent lane, and a lever symptom Fc suppression actuation is set to "1" (Fc=1) (step S12).

Thus, the control device driving configured to detect that the future transverse position of the vehicle crossed the transverse position, which is Crete the territorial threshold value Xj in direction to the interior of the adjacent lane relative to the white line or that expire time Tth installation after a moment, when the future transverse position of the vehicle crossed the white line, and therefore can easily and accurately determine that the vehicle has started entering the adjacent lane.

Here, description will be given regarding how to determine criteria threshold value Xj and time Tth installation.

First of all, the degree of difficulty of passing vehicle to the side of the object approaching the vehicle from behind in the target lane is estimated in a state where the vehicle has started entering the adjacent lane (step S8). More precisely, the degree of difficulty of the vehicle is estimated high, when the width of the lane on the target lane is narrow, when the curvature of the road is high, when the target lane is a lane for cars that are driving two or more persons, including the driver, or when large width of the vehicle at the side of the vehicle. While the degree of difficulty is higher, lateral object coming back, more than likely must give way to a vehicle that is a situation where it may be appropriate to the vehicle quickly finished rebuilding.

Therefore, the criterion of judgment, t the criterion is a threshold value Xj or time Tth is, however, to make it easier to determine that the vehicle has started entering the adjacent lane, while the degree of difficulty is higher.

More precisely, while the degree of difficulty is higher setting value Xth is set smaller in order, thereby, to establish criteria threshold value Xj smaller and, thus, make it easier to determine that the vehicle has started entering the adjacent lane (steps S9 and S10). Moreover, while the degree of difficulty is higher, time Tth is shorter, in order thereby to make it easier to determine that the vehicle has started entering the adjacent lane (step S9).

Thus, the control device driving configured to make it easier to determine that the vehicle has started entering the adjacent lane, while the degree of difficulty with which side the vehicle can pass the vehicle is higher, and thus, the device may determine at an earlier time that the vehicle has started entering the adjacent lane. Therefore, in a situation where it may be appropriate to transport the bound tool quickly finished the rebuild, flag sign Fc suppression actuation is set to "1" (Fc=1) in an earlier time, to thereby determine the suppression actuation control to prevent convergence to an earlier time and, thus, to enable protection of the driver from feeling uncomfortable with higher reliability.

Then, description will be given regarding the conditions for cancellation suppression control preventing convergence.

When rebuilding the vehicle is completed and can be made the determination that there is no possibility of passing vehicle side of the vehicle, the actuation control prevention of convergence may be waived. Therefore, when the predetermined time expires after the time when it was made the determination that the vehicle has started entering the adjacent lane, when the amount of movement of the vehicle in the direction reaches a predetermined value move to the side or when the current lateral position Xe of the vehicle crosses a predetermined lateral position in the next lane (that is, when a certain result is "Yes" in step S16), the vehicle is estimated as almost finished rebuilding lever and PR is the sign of Fc suppression actuation is reset to "0" (Fc=0) (step S15). This allows you to avoid unnecessary suppression control preventing convergence.

Modification

In this regard, in the embodiment, criterial threshold value Xj or time Tth setup changes to make it easier to determine that the vehicle has started entering the adjacent lane, while the degree of difficulty is higher; however, another approach is also possible. In other words, as described above, in the embodiment, the suppression control to prevent convergence occurs when two conditions: for detecting that the vehicle has started entering the adjacent lane" in the absence of detection of the side object, and therefore becoming easier for detecting that the vehicle has started entering the adjacent lane", as one of the two conditions, while the degree of difficulty is higher, making it easier to suppress management prevention of convergence, while the degree of difficulty is higher. But briefly, in order to make it easier to suppress the prevention management approach, any one of two conditions: for detecting that the vehicle has started entering the adjacent p is the experience of movement in the absence of the detection side vehicle" actively created, to thereby enable the formation easier to suppress management prevention of convergence, and therefore may be created (or move) the absence of a detection side of the vehicle as the other two conditions, in order thereby to make it easier to suppress the prevention management approach. Therefore, the detection range is set based on a map such as shown in figure 10, according to the degree of difficulty, and, as shown in figure 11, the detection zone of the lateral object of the radar devices 6L, 6R can also be set narrower, while the degree of difficulty is higher, to thereby make it easier to suppress the prevention management approach. It also gives the possibility of becoming easier to suppress management prevention of convergence, while a higher degree of difficulty and, thus, may contribute to suppression actuation control prevention of convergence, in the situation where the degree of difficulty is high, and may be appropriate in order for the vehicle quickly completed the rebuild.

In addition, in the embodiment, when the vehicle starts occurrence in adjacent bands is movement, management prevention of convergence is completely inactive; however, the present invention is not limited thus, and for example, the operating mode can be set in order to make difficult to define the beginning of the actuation control to prevent convergence to thereby suppress the determination of the beginning of the actuation control prevent convergence. Moreover, while managing to prevent convergence may decrease the magnitude of the control action. It also gives the ability to suppress the activation of the control for suppressing the movement of the vehicle in the direction toward the side of the object.

First of all, in order to make it difficult to determine the beginning of the actuation control prevention of convergence, at least one of the future lateral position Xf and the threshold value Xa actuation can be adjusted in direction from each other, so as to make difficult the future lateral position Xf crossed the threshold value Xa actuation. In other words, the future lateral position Xf is adjusted to be smaller (i.e. the future transverse position is adjusted in the direction of the inside lane), or the threshold value Xa is given the program action is adjusted, to be great. This gives the possibility of becoming difficult to bring into effect the prevention management approach and, thus, suppress actuation control for restricting movement of the vehicle in the direction toward the object side. In addition, as shown in figure 11, the detection zone of the lateral object of the radar devices 6L, 6R can be set narrower, in order thereby to make difficult to bring into effect the prevention management approach, as is the case with the above. In this case, as shown in figure 11, the width of the detection zone does not change, and the position of the rear part of the zone is shifted forward in order to detect the side of the object only on the right side of the vehicle. This gives the possibility of becoming difficult to actuate control preventing convergence.

Also in order to reduce the magnitude of the control action in the prevention of convergence, the target turning moment Ms may be adjusted in order to decrease, or may decrease the audio signals. This gives the possibility of reducing the magnitude of the control action in the prevention of convergence and, thus, suppression of actuating the Board to suppress the movement of the vehicle in the direction toward the side of the object.

Also in the embodiment, the difference of braking force between the left and right wheels are used to achieve the target turning point Ms; however, there is another approach. Steering electric power or the like, for example, can be used to control wheel steering in the direction opposite to rebuild, and, thereby, to achieve the target turning moment Ms.

Also in the embodiment, the degree of difficulty is assessed by reference to the width of a lane on the target lane, the curvature of the road, the type of lanes in the target lane or width of the vehicle at the side of the vehicle; however, it is also possible with other approaches. For example, while the surface of the road lane has a lower coefficient of friction of the road surface adjacent lane also has a lower coefficient of friction, and thus can be expected that the passage of vehicles should be more difficult for the side of a vehicle approaching a vehicle from behind. Therefore, the degree of difficulty may be assessed higher, while the friction coefficient of the road surface is lower.

P the useful results

In accordance with the above, the processing for detection in the first detection zone of the radar devices 6L, 6R corresponds to "the first means of detection of the side object, the processing in steps S18 through S21 corresponds to the "management tool", the processing in steps S7, S9 through S11, S13 and S14 corresponds to means for determining the beginning of the entry, and processing in steps S12 and S15 through S17 corresponds to the "tool of suppression actuation". In addition, the processing in step S5 corresponds to the "tool for the evaluation of future transverse position, the processing of the step S8 corresponds to the "tool to assess the degree of difficulty, and the processing for detection in the second detection area of the radar devices 6L, 6R corresponds to the second means of detection of the side object.

(1) a monitoring Device driving according to the present variant implementation includes first means of detection of the side object detection object side to the side of the vehicle, and behind the vehicle. Management tool to actuate the control for restricting movement of the vehicle in the direction toward the object side when the first means of detection of the side object side detects the object; means for determining the beginning of occurrences for measuring the population, the beginning or not the vehicle is entering into the next lane in order to adjust, in the absence of detection of the side object first means of detection of the side object; and a means of suppressing activation to inhibit actuation of the control means controls, when the vehicle start detection of the occurrence determines that the vehicle has started entering the adjacent lane.

Thus, when in the absence of detection of the side object vehicle starts entering the adjacent lane in order to change the actuation control is suppressed, even if the side of the object is detected after the start of the occurrence, and therefore prevents improper intervention in the control.

(2) in Addition, the control device for driving includes means for evaluating future transverse position to assess the future transverse position of the vehicle, i.e. the transverse position which the vehicle reaches after the expiration of a predetermined time relative to the line marking the lanes marked on the road surface, and means for determining the beginning of the entry determines that the vehicle has started entering the adjacent lane, when in the absence of about what Eugenia side of the object first means of detection of the side object future transverse position, assessed by the assessment tool of the future transverse position, is in the adjacent lane and is outside the predetermined lateral position as the first criterion threshold value.

Thus, the control device driving configured to detect that the future transverse position is outside the criterial threshold value, and therefore can determine with ease and precision that the vehicle has started entering the adjacent lane.

(3) Optionally, the monitoring device driving includes means for evaluating future transverse position to assess the future transverse position of the vehicle, i.e. the transverse position which the vehicle reaches after the expiration of a predetermined time relative to the line marking the lanes marked on the road surface, and means for determining the beginning of the entry determines that the vehicle has started entering the adjacent lane, when in the absence of detection of the side object first means of detection of the side object predetermined time as the second criterial threshold expire before the moment when the future transverse position estimated by the assessment tool of the future transverse position, re CLO line marking of traffic lanes in the direction of adjacent traffic lane.

Thus, the control device driving configured to detect that a predetermined time elapses after the moment when the future transverse position of the crossed line marking lanes, and therefore can determine with ease and precision that the vehicle has started entering the adjacent lane.

(4) in Addition, the control device for driving includes means for evaluating the degree of difficulty to assess the degree of difficulty of passing vehicle to the side of the object approaching the vehicle from behind in the target next lane, in the state where the vehicle has started entering the adjacent lane, and the means of determining the beginning of the entry sets the criterion judgments in order to make it easier to determine that the vehicle has started entering the adjacent lane, while the degree of difficulty, estimated by means of evaluating the degree of difficulty is higher.

Usually, while the degree of difficulty is higher, lateral object coming back, more than likely give way to a vehicle, and, thus, may be appropriate to the vehicle quickly finished rebuilding. Therefore, the monitoring device driving scanf quirofano, to make it easier to determine that the vehicle has started entering the adjacent lane, while the degree of difficulty is higher, and thus, in a situation where it may be appropriate to the vehicle quickly finished rebuilding, the actuation control becomes easier to suppress, so it can be prevented improper intervention in the control.

(5) the Means of determining the beginning of the entry makes it easier to determine that the vehicle has started entering the adjacent lane, setting a predetermined lateral position as the first criterial threshold in the position closer to the line marking the lanes, while the degree of difficulty, estimated by means of evaluating the degree of difficulty is higher.

Thus, the control device configured for driving the installation of predetermined transverse position, closer to the lines marking lanes, so you can contribute more easily determine that the vehicle has started entering the adjacent lane.

(6) a Means of determining the beginning of the entry makes it easier to determine that the vehicle has started entering their in the next lane, setting a shorter predetermined time as the second criterial threshold, while the degree of difficulty, estimated by means of evaluating the degree of difficulty is higher.

Thus, the control device driving configured for setting a predetermined time shorter, so you can contribute more easily determine that the vehicle has started entering the adjacent lane.

(7) a Means of determining the beginning of the entry makes it easier to determine that the vehicle has started entering the adjacent lane, setting a narrower detection zone of the lateral object first means of detection of the side object, while the degree of difficulty, estimated by means of evaluating the degree of difficulty is higher.

Thus, the control device driving configured to set the detection area of the object side is narrower, and therefore may contribute to the development of easier to determine that the vehicle has started entering the adjacent lane.

(8) a Means of assessing the degree of difficulty estimates that the degree of difficulty of the vehicle is higher, while the width of the traffic lanes of the target band diginitaries more narrow.

Thus, the control device driving configured to estimate the degree of difficulty according to the width of the target lane, so that you can assist in the evaluation of the degree of difficulty of passing vehicles.

(9) a Means of assessing the degree of difficulty estimates that the degree of difficulty of the vehicle is higher, while the curvature of the road is greater.

Thus, the control device driving configured to estimate the degree of difficulty according to the curvature of the road so that you can assist in the evaluation of the degree of difficulty of passing vehicles.

(10) Means for evaluating the degree of difficulty estimates that the degree of difficulty of the vehicle is higher when the target lane is a lane for cars that are driving two or more persons, including the driver, than when the target lane is a lane for cars that are driving two or more persons, including the driver.

Thus, the control device driving configured to estimate the degree of difficulty according to whether or not the target lane lane for cars that are driving two or more persons, including the driver, so that you can assist in the evaluation of the degree of difficulty of passing the salvage tools.

(11) moreover, the monitoring device driving includes a second means of detection of the side object detection side of the object that is present on the side of the vehicle and behind the vehicle further away from the zone of detection of the side object detection tool side of the object, and a means of assessing the degree of difficulty estimates that the degree of difficulty of the vehicle is higher, while the width of the vehicle side of the object detected by the second detection tool side of the object is greater when in the absence of detection of the side object first means of detection of the side object, the second means of detection of the side object side detects the object.

Thus, the control device driving configured to estimate the degree of difficulty according to the width of the vehicle side of the object so that it can facilitate the assessment of the degree of difficulty of passing vehicles.

(12) a Means of suppressing activation inhibits the actuation of the control means controls until then, until it reaches the predetermined time as the first cancellation after the moment when the means for determining the beginning of occurrences determined that the vehicle is on the Alo occurrence in the adjacent lane.

Thus, the control device driving configured to detect a predefined time has passed and, thus, cancel the suppression actuation, so that it can avoid unnecessary suppression actuation of the control.

(13) a Means of suppressing activation inhibits the actuation of the control means can control up until the amount of movement of the vehicle in the direction does not reach the predetermined value move to the side as the second cancellation after the moment when the means for determining the beginning of occurrences determined that the vehicle has started entering the adjacent lane.

Thus, the control device driving configured to cancel the suppression of the cast in action through discovery that reached the predetermined amount of movement to the side, so you can avoid unnecessary suppression actuation of the control.

(14) a Means of suppressing activation inhibits the actuation of the control means can control up until the transverse position of the vehicle relative to the line marking the lanes marked on the road surface does not reach the predetermined lateral position as the third osloveien after a moment, when the means for determining the beginning of occurrences determined that the vehicle has started entering the adjacent lane.

Thus, the control device driving configured to cancel the suppression of the cast in action through discovery that reached predetermined transverse position, so that you can avoid unnecessary suppression actuation of the control.

(15) in Addition, the control device for driving includes means for evaluating future transverse position to assess the future transverse position of the vehicle, i.e. the transverse position which the vehicle reaches after the expiration of a predetermined time relative to the line marking the lanes marked on the road surface, and the management tool actuates a control to suppress the movement of the vehicle in the direction toward the object side when in the presence of detection of the side object first means of detection of the side object future transverse position estimated by the assessment tool of the future transverse position, crosses the predetermined lateral position as the threshold value actuation towards the side of the object.

Thus, the control device driving is configured to actuate the control for suppressing the movement of the vehicle in the direction when the future transverse position crosses a threshold actuation, so that provides a proper intervention in the control.

(16) a Means of suppressing activation inhibits the actuation of the control means control by adjusting at least any one of the future transverse position and a predetermined transverse position as the threshold actuation, so as to make it difficult for future transverse position of the crossed predetermined lateral position as the threshold trigger.

Thus, the control device configured for driving the correcting at least any one of the future transverse position and the threshold actuation, in order to make it more difficult for future transverse position passed the threshold of actuation, so that you can contribute to the suppression actuation of the control.

(17) a Means of suppressing activation inhibits the actuation of the control means control by setting a narrower detection zone of the lateral object first means of detection of the side object.

Thus, the control device configured for driving narrowing the AOR is s detection of the side object, so that you can contribute to the suppression of the trigger.

(18) management Tool reports a turning moment in the direction opposite to the lateral side of the object, the vehicle as the control for suppressing the movement of the vehicle in the direction toward the side of the object.

Thus, the control device configured for driving messages turning moment in the direction opposite to the lateral side of the object, a vehicle, so that allows effective suppression of movement of the vehicle in the direction toward the side of the object.

(19) a Means of suppressing activation inhibits the actuation control means to control, restrain turning moment in the direction opposite to the lateral side of the object, communicated to the vehicle.

Thus, the control device configured for driving deterrence turning moment in the direction opposite to the lateral side of the object, so that you can contribute to the suppression actuation of the control.

(20) management Tool issues a warning to notify the driver about the presence of the side of the object as the control for suppressing the movement of transport is about the means in the direction toward the side of the object.

Thus, the control device driving configured to issue alerts to notify the driver about the presence of the side of the object, so that you can provide effective suppression of movement of the vehicle in the direction toward the side of the object.

(21) a Means of suppressing activation inhibits actuation control, suppressing the warning about the presence of the object side to the driver.

Thus, the control device driving configured to suppress the warning about the presence of the object side to the driver so that you can contribute to the suppression actuation of the control.

(22) a Means of suppression actuation prevents actuation of the control means controls until then, until a predefined condition is satisfied after the moment when the means for determining the beginning of occurrences determined that the vehicle has started entering the adjacent lane.

Thus, the control device driving configured to prevent actuation of the control, so that it is possible to prevent improper interference in the running.

(23) In the control device driving control for suppressing the movement of the vehicle in the direction toward the object side PR is put into effect, when the detected lateral object that is present on the side of the vehicle, and behind the vehicle, and the actuation control is suppressed, even if the side of the object is detected when in the absence of detection of the side object vehicle starts entering the adjacent lane in order to rebuild.

Thus, when in the absence of detection of the side object vehicle starts entering the adjacent lane in order to change the actuation control is suppressed, even if the side of the object is detected after the start of the occurrence, so that prevents improper intervention in the control.

This application is based on and claims the benefit of priority of an earlier application for the grant of the Japan patent No. 2009-292705, filed December 24, 2009 and earlier application for the grant of the Japan patent No. 2010-256594, filed November 17, 2010, the full content of which is included in the materials of the present application by reference.

INDUSTRIAL APPLICABILITY

According to the present device controls driving of the present invention, when in the absence of detection of the side object vehicle starts entering the adjacent lane in order to change the actuation control is assetsa, even if the side of the object is detected after the start of the occurrence, so that prevents improper intervention in the control.

The REFERENCE LIST of ITEMS

2FL-2RR - wheel cylinders

3 - drive brakes

4 - controller

5 - camera

6L, 6R - radar devices

10 - pressure sensor

11 - angle sensor steering wheel

12 - speed sensor wheel

13 - switch turn signal

14 - the navigation block

20 - alarm signal device.

1. Control device for driving the first means of detection of the side object detection object side to the side of the vehicle and behind the vehicle, the control for actuating the control containment move in the direction for restricting movement of the vehicle in the direction toward the object side when the first means of detection of the side object side detects the object, and moving in the direction accompanied by a change in the transverse position of the vehicle relative to the lane, the means of determining the beginning of the occurrence to determine the beginning whether the vehicle is entering into the adjacent traffic lane, based on the lateral position of the vehicle, and among the STV suppression actuation to suppress actuation control containment move in the direction through management tools, when the means for determining the beginning of the entry determines that the vehicle has started entering the adjacent lane, and the first means of detection of the side object side detects the object in the next lane, which is the target in a state where the vehicle has started entering the adjacent lane.

2. The device according to claim 1, containing an assessment tool of the future transverse position to assess the future transverse position of the vehicle, i.e. the transverse position which the vehicle reaches after the expiration of a predetermined time relative to the line marking the lanes marked on the road surface, and the means of determining the beginning of the entry determines that the vehicle has started entering the adjacent lane, when in the absence of detection of the side object first means of detection of the side object future transverse position estimated by the assessment tool of the future transverse position, is in the adjacent lane and is outside the predetermined lateral position as the first criterial threshold.

3. The device according to claim 1, containing an assessment tool of the future transverse position to assess the future transverse position of the transport means is a, that is, the transverse position which the vehicle reaches after the expiration of a predetermined time relative to the line marking the lanes marked on the road surface, and the means of determining the beginning of the entry determines that the vehicle has started entering the adjacent lane, when in the absence of detection of the side object first means of detection of the side object predetermined time as the second criterial threshold expire before the moment when the future transverse position estimated by the assessment tool of the future transverse position, crossed the line of marking lanes towards the next lane.

4. Device according to any one of claims 1 to 3, containing a means of assessing the degree of difficulty to measure the degree of difficulty of passing vehicle to the side of the object, while the means of determining the beginning of the entry sets the criterion of judgment, to make it easier to determine that the vehicle has started entering the adjacent lane, while the degree of difficulty, estimated by means of evaluating the degree of difficulty is higher.

5. The device according to claim 4 in which the means for determining the beginning of the entry makes it easier to determine that the transponder is bound means the beginning of the entry in the neighboring lane, setting a predetermined lateral position as the first criterial threshold in the position closer to the line marking the lanes, while the degree of difficulty, estimated by means of evaluating the degree of difficulty is higher.

6. The device according to claim 4 in which the means for determining the beginning of the entry makes it easier to determine that the vehicle has started entering the adjacent lane, setting a shorter predetermined time as the second criterial threshold, while the degree of difficulty, estimated by means of evaluating the degree of difficulty is higher.

7. The device according to claim 4 in which the means for determining the beginning of the entry makes it easier to determine that the vehicle has started entering the adjacent lane, setting a narrower detection zone of the lateral object first means of detection of the side object, while the degree of difficulty, estimated by means of evaluating the degree of difficulty is higher.

8. The device according to claim 4 in which the means for evaluating the degree of difficulty estimates that the degree of difficulty of the vehicle is higher, while the width of the lane on the target lane is Bo is its narrow.

9. The device according to claim 4 in which the means for evaluating the degree of difficulty estimates that the degree of difficulty of the vehicle is higher, while the curvature of the road is greater.

10. The device according to claim 4 in which the means for evaluating the degree of difficulty estimates that the degree of difficulty of the vehicle is higher when the target lane is a lane for cars that are driving two or more persons, including the driver, than when the target lane is a lane for cars that are driving two or more persons, including the driver.

11. The device according to claim 4, containing a second means of detection of the side object detection side of the object that is present on the side of the vehicle and behind the vehicle, far from the zone of detection of the side object first means of detection of the side object, and the means of assessing the degree of difficulty estimates that the degree of difficulty of the vehicle is higher, while the width of the vehicle side of the object detected by the second detection tool side of the object is greater, is greater when in the absence of detection of the side object first means of detection of the side object the which means of detection of the side object side detects the object.

12. Device according to any one of claims 1 to 3, which means the suppression of the activation inhibits the actuation of the control means controls until then, until it reaches the predetermined time as the first cancellation after the moment when the means for determining the beginning of occurrences determined that the vehicle has started entering the adjacent lane.

13. Device according to any one of claims 1 to 3, which means the suppression of the activation inhibits the actuation of the control means can control up until the amount of movement of the vehicle in the direction does not reach the predetermined value move to the side as the second cancellation after the moment when the means for determining the beginning of occurrences determined that the vehicle has started entering the adjacent lane.

14. Device according to any one of claims 1 to 3, which means the suppression of the activation inhibits the actuation of the control means can control up until the transverse position of the vehicle relative to the line marking the lanes marked on the road surface does not reach the predetermined lateral position as the third cancellation after the moment when the means for determining the beginning of the occurrences identified the, that the vehicle has started entering the adjacent lane.

15. Device according to any one of claims 1 to 3, containing the assessment tool of the future transverse position to assess the future transverse position of the vehicle, i.e. the transverse position which the vehicle reaches after the expiration of a predetermined time relative to the line marking the lanes marked on the road surface, the vehicle control actuates a control to suppress the movement of the vehicle in the direction toward the object side when in the presence of detection of the side object first means of detection of the side object future transverse position estimated by the assessment tool of the future transverse position, crosses the predetermined lateral position as the threshold value of bringing in action towards the side of the object.

16. The device according to item 15, in which the means of suppressing activation inhibits the actuation of the control means control by adjusting at least any one of the future transverse position and a predetermined transverse position as the threshold actuation, in order to impede that the future transverse position of the crossing before is definitely a transverse position as the threshold trigger.

17. The device according to item 15, in which the means of suppressing activation inhibits the actuation of the control means control by setting a narrower detection zone of the lateral object first means of detection of the side object.

18. Device according to any one of claims 1 to 3, in which the management tool reports a turning moment in the direction opposite to the lateral side of the object, a vehicle as a control for restricting movement of the vehicle in the direction toward the side of the object.

19. The device according to p, which means the suppression of the activation inhibits the actuation of the control means to control, restrain turning moment in the direction opposite to the lateral side of the object, communicated to the vehicle.

20. Device according to any one of claims 1 to 3, in which the management tool issues a warning to notify the driver about the presence of the side of the object as the control for suppressing the movement of the vehicle in the direction toward the side of the object.

21. The device according to claim 20, in which the means of suppressing activation inhibits actuation control, suppressing the warning about the presence of the object side to the driver.

22. Device according to any one of p is.1-3, which means suppression actuation prevents actuation of the control means controls until then, until a predefined condition is satisfied after the moment when the means for determining the beginning of occurrences determined that the vehicle has started entering the adjacent lane.



 

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11 cl, 14 dwg

FIELD: transport.

SUBSTANCE: set of inventions relates to driver helps. Proposed driver's help comprises lateral hindrance detector, hindrance approach inhibit controller, overtaking detector, control suppression module and predicted position estimation module. Note here that hindrance approach inhibit controller defines the beginning of hindrance approach control on the basis of predicted position estimated by predicted position estimation module. Hindrance approach inhibit controller defines the beginning of hindrance approach control on the basis of predicted position estimated by predicted position estimation module. When overtaking is detected by overtaking detector hindrance approach inhibit module inhibits the control over beginning of hindrance approach by aforesaid controller as opposed to conditions when overtaking is detected but not executed so that control over hindrance approach prevention is suppressed.

EFFECT: development of hindrance approach prevention controller.

14 cl, 15 dwg

FIELD: transport.

SUBSTANCE: method includes synchronisation of reference transmitters clocks, measuring time of radio signal run from antennas of three and more reference transmitters located at distance from transport facilities (TF) and pedestrian to antenna of radio navigation device located on TF or pedestrian, calculation of TF and pedestrian coordinates using computing device, transmission of TF and pedestrian coordinates data and their identification numbers to information computer centre via radio channel, and transmission of alert signals to road users. Radio masts with reference transmitters are installed along roadway in fixed points with known three-dimensional coordinates of antennas. Reference transmitters clock synchronisation with the clock of information computer centre is performed via existing between them optical carrier. Digital road map is created by means of splitting roadway into pixels with known three-dimensional coordinates, with indication of coordinates and meanings of road signs and traffic lights. On TF, two radio navigation devices mutually spaced along TF longitudinal axis are installed, and from their continuously measured three-dimensional coordinates and digital road map the TF position relative to axial line of roadway is determined at any moment.

EFFECT: invention provides higher traffic safety.

8 cl, 2 dwg

FIELD: physics.

SUBSTANCE: optical radiation from vehicles moving on the same and opposite lanes is simultaneously received at a car; said optical radiation is converted to electric signals; the distance to vehicles on the same and opposite lanes is calculated; the approach speed of said vehicles is calculated; geometric dimensions of the vehicle moving in the same direction are determined. Based on said information, light signalling is issued to keep a safe distance from the vehicle in front and on possibility of overtaking in conditions when there is a vehicle in the oncoming lane. Also the maximum acceleration of the car given its current load and technical condition is determined; the longitudinal slope of the road is determined; the possibility of safe overtaking the vehicle in front is determined based on the distance travelled over the overtaking time. During overtaking, conformity of the current values of acceleration, speed of the overtaking car and distance to an oncoming vehicle with calculated is monitored and a light and audio signal is emitted to prevent overtaking if there is risk of collision, and also on a dangerous distance to the vehicle in front, based on the slope of the road.

EFFECT: group of inventions increase reliability of evaluating safety of overtaking and selecting a safe distance to the vehicle in front by taking into account such additional factors as slope of the road surface, the current and maximum possible acceleration of the car given the current load.

2 cl, 2 dwg

FIELD: physics.

SUBSTANCE: apparatus has a first image input device (IID) and a system controller (SC). The apparatus further includes five electro-optical sensors (EOS), second, third and fourth IID, two blur compensating devices (BCD), a liquid-crystal display and an audio signalling device. The first and second EOS are installed with possibility of obtaining images of the scene in front of the vehicle, while the third and fourth EOS are installed with possibility of obtaining images of the scene behind the vehicle, and the fifth EOS - with possibility of obtaining images of the eyes of the driver. The IID are connected to outputs of the corresponding EOS and are configured to perform intermediate storage of the obtained image data. The first and second BCD are connected to outputs of the first and second IID, respectively, and are configured to increase clearness of the obtained image and detect moving objects. The SC is connected to outputs of the first and second BCD, the third and fourth IID, the fifth EOS and the speed sensor of the vehicle. The SC enables to select contours on the images, detect fixed objects thereon, determining their three-dimensional coordinates on pairs of stereo-images and the motion path from the change in three-dimensional coordinates of objects and detecting obstacles. The audio signalling unit and the liquid-crystal display are connected to corresponding outputs of the SC.

EFFECT: apparatus provides automatic notification of the driver on possible collision of the vehicle with an obstacle, possibility of analysing the condition of the driver in order to prevent sleeping behind the wheel.

1 dwg

FIELD: transport.

SUBSTANCE: set of invention relates to traffic safety, particularly, to detecting moving object (transport facility or pedestrian) crossing transport facility trajectory or approaching it. Video cameras secured on transport facility shoot front or rear zone to display traffic situation therein on driver display. Front lateral or rear lateral zones are shot on operation of turn light indicator, or in turn of controlled wheels, or by voice command, or by activation of video camera switch-on push button. Marks describing transport facility boundaries on entering the road or after possible maneuver are displayed in additional window on display screen or over traffic situation image. This allows the driver to define distance to (between) object(s) that hinder possible maneuver. Set of inventions allows perfecting visual control in front lateral or rear lateral zones of transport facility motion.

EFFECT: higher safety.

2 cl, 7 dwg

FIELD: transport.

SUBSTANCE: set of invention relates to road traffic safety. In compliance with this invention, set of acceleration magnitudes for target vehicle is defined proceeding from input values derived from determined distances between vehicle and target vehicle (moving ahead and behind of it). Accelerations are further processed to obtain data describing said target vehicle. Said data is transmitted for adjustment of vehicle driving.

EFFECT: higher safety thanks to better adaption to target vehicles.

21 cl, 9 dwg

FIELD: physics; control.

SUBSTANCE: invention relates to transport engineering and specifically to anti-collision systems for automobiles moving in a traffic stream. The method of ensuring active safety of transportation vehicles moving in a file involves availability of a system which has two antennae, two modulators, two power amplifiers, a mixer, a frequency converter, a detector, first and second speed detectors, range detector, a device for calculating dangerous distance, ground speed and approach speed, a continuous oscillation generator, an adder, circulator, Doppler filter and a comparator. The system has an antenna position control circuit, a first actuating circuit whose output is connected to a sound source, a second actuating circuit whose output is connected to a throttle valve, a third actuating circuit whose output is connected to the control unit of the antiskid system of the service handbrake system of the vehicle, a fourth actuating circuit whose output is connected to a light indicator.

EFFECT: more efficient control of speed of objects in a traffic stream.

1 dwg

FIELD: automotive industry.

SUBSTANCE: invention relates to automotive industry and can be used as an automatic braking system. Proposed braking system comprises monochromatic oscillation generator, power amplifier, directional radiator, radiation receiver, narrow-band amplifier, two shapers of rectangular pulses, two integrators, comparator, current amplifier and electromagnetic drives. Power amplifier is connected with generator, radiator and pulse shaper connected to integrator, the output of the latter being connected to comparator input. Narrow-band amplifier is connected with receiver and 2nd shaper of rectangular pulses, connected to 2nd integrator. Output of the latter is connected to the 2nd input of comparator. Comparator output is connected to current amplifier, the output of which is connected to electromagnetic drive linked up with the brake drive.

EFFECT: increased speed of brake system operation.

5 dwg

FIELD: transport.

SUBSTANCE: proposed device comprises motor controller, steering angle transducer, storage battery, inverter and timer. Multiple variation of running wheel motive force is performed at detection of steering job.

EFFECT: better perception of steering control.

9 cl, 7 dwg

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Steering control system comprises transducer to define steering wheel current operating parameter, controlled wheels actuator and controller for selection of multidimensional regulation curve. Controller serves to definition of motion mode that requires maximum attention of the driver. Proposed method consists in definition of steering wheel current operating parameter, selection of multidimensional regulation curve, outputting of preset signal to controlled wheels actuator, definition of vehicle speed and selection of multidimensional regulation curve. The latter is selected proceeding from vehicle speed in case the vehicle is not in mode that requires maximum attention of the driver. Said multidimensional regulation curve is selected another time in case vehicle is in mode that requires maximum attention of the driver.

EFFECT: higher safety.

14 cl, 3 dwg

FIELD: transport.

SUBSTANCE: invention is intended for changing perception of steering control at trucks. In changing the steering control perception, disc brakes actuated by electrical means 131, that is, damping magnetic-rheological devices 133 are used to vary resistance to rotation of steering column 115. Moment of inertia of steering column is varied with the help of loading device 141. Said operations are performed manually by operator.

EFFECT: change of individual steering control perception on desire of drive or in compliance with traffic conditions.

23 cl, 7 dwg

FIELD: transport.

SUBSTANCE: invention relates to automatic control of steering. Auxiliary driving device for vehicle contains auxiliary device for steering torque moment, device for wheel turning angle variation, electronic control unit. Electronic unit sets required auxiliary torque moment, steering gear ratio and controls auxiliary device for steering torque moment and the device for wheel turning angle variation based on preset required auxiliary steering torque moment and preset steering gear ratio.

EFFECT: higher vehicle stability.

11 cl, 13 dwg

FIELD: transport.

SUBSTANCE: invention relates to transport machine building. Steering wheel electromechanical booster includes housing inside which shaft with input and output ends and electric motor are accommodated. Motor rotor is rigidly fixed on the shaft. The booster also contains torque transducer with measuring coils located on the input end of the shaft. Into the booster, the second torque transducer is integrated which is identical to the first one installed on the output end of the shaft.

EFFECT: higher accuracy and comfort of driving.

2 cl, 1 dwg

FIELD: transport.

SUBSTANCE: proposed device comprises first and second computing devices, receiving device and device to apply force in steering. Said first computing device computes the first primary auxiliary force in steering mechanism. Second computing device computes first and second correcting forces in steering mechanism. Receiving device allows producing transverse force at each front and rear wheel. Force application device applies target auxiliary force in steering mechanism. Target auxiliary force is produced by adding first correcting force and second correcting force to main auxiliary force in steering mechanism.

EFFECT: improved controllability.

8 cl, 10 dwg

FIELD: transport.

SUBSTANCE: as per the first version, system includes inlet manual control device for movement of controlled wheels by the operator in manual mode. Device includes steering wheel rim connected to rotary shaft to be moved with the shaft, electric motor, system of pulleys, which is connected to the shaft at the point offset from the rim, the drive connecting the electric motor to pulley, and processor connected to electric motor and responding to activation signal of electric motor for steering control of transport vehicle in automatic mode. As per the second version, system includes the assembly for facilitating automatic steering control of transport vehicle in automatic steering control mode. Assembly includes drive electric motor of steering control, drive connecting the electric motor to leverage. Drive electric motor of steering control includes position sensor of inlet steering control device. Processor reacts to feedback signal of steering control angle and supplies the signal for steering control of transport vehicle. Converter device includes drive pulley fixed on steering shaft at the point offset from steering wheel in order to provide its being turned together with the shaft, electric motor, bracket to be attached to transmission of drive force of drive pulley with electric motor to move the electric motor together with steering shaft.

EFFECT: simplification the design of the system and its installation.

22 cl, 4 dwg

FIELD: automotive industry.

SUBSTANCE: in compliance with first and second versions, proposed device incorporates gadget determining turn angle, and gadget varying amplification factor to change feedback amplification factor. In compliance with second version, proposed device additionally comprises gadget to determine steering-wheel turning rate and amplification factor variation regulator. In compliance with third version, proposed device incorporates gadget to determine vehicle speed, that to determine steering wheel torque caused by steering wheel, gadget to determine motor purpose current, gadget to vary feedback amplification factor, and amplification factor variation regulator. In compliance with fourth and fifth versions, device includes gadget to determine steering wheel torque caused by steering wheel, that to determine vehicle speed, gadget to determine purpose regulation amount, gadget to determine steering-wheel turn angle, and gadget to vary feedback amplification factor. In compliance with fourth versions, device additionally comprises gadget to determine current variation rate. In compliance with fifth versions, device additionally comprises amplification factor variation regulator.

EFFECT: suppressing noise caused by operation of device facilitating steering.

13 cl, 33 dwg

The invention relates to a device for remote control transmissions of transport and road construction works

FIELD: transport.

SUBSTANCE: proposed device comprises motor controller, steering angle transducer, storage battery, inverter and timer. Multiple variation of running wheel motive force is performed at detection of steering job.

EFFECT: better perception of steering control.

9 cl, 7 dwg

FIELD: transport.

SUBSTANCE: invention relates to method of lowering the accident rate in motion of vehicle (dump truck) with lifted body. Proposed method consists in that gearshift mechanism incorporates the shift control electromagnetic device. Gearshift is controlled depending upon the position of push-button switch which controls the body position by push-rod. Sound signalling device is arranged in the cabin to be operated by said push-button switch.

EFFECT: possibility to limit dump truck speed in motion with lifted body.

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