JP2006126924A - Travel safety device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To appropriately operate a safety device with respect to a continuous curve consisting of a plurality of continued curves. <P>SOLUTION: An operating part 17 calculates the traveling track of the vehicle, based on a detection signal, such as the time series data of the present position of the vehicle outputted from a vehicle position detection part 12 or a yaw rate outputted from a vehicle state detecting part 13, determines whether the traveling track is recognized as a curve shape by a curve recognition part 14, determines that the vehicle is in a turning state, when the determination result is "YES", and determines that the vehicle is in a non-turning state when the determination result is "NO". The operating part 17 permits operation of the safety device 18, when the vehicle is determined as being in a non-turning state. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle travel safety device.

Conventionally, for example, when there is a continuous curve in which a plurality of curves are continuous in front of the traveling direction of the vehicle, there is a vehicle travel safety device that changes the content of an alarm according to the determination result of the degree of difficulty of passing each curve. It is known (see, for example, Patent Document 1).
JP 2002-367083 A

By the way, in the vehicle travel safety device according to the above-described prior art, when passing through a continuous curve, even if one of a plurality of curves is in the middle of passing, the degree of difficulty in passing between this curve and the next curve is reduced. In response, the safety device may be activated for the next curve. However, if the safety device is activated for the next curve during the course of the curve, the driver may feel uncomfortable with the operation of the safety device, or the driver may mistakenly recognize the operation of the safety device. There is a risk that.
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle travel safety device capable of appropriately operating a safety device for a continuous curve composed of a plurality of continuous curves.

  In order to solve the above-described problems and achieve the object, a vehicle travel safety apparatus according to the present invention includes a storage unit (for example, a storage unit 11 in the embodiment) that stores road data. The vehicle position detecting means for detecting the position of the own vehicle (for example, the own vehicle position detecting unit 12 in the embodiment) and the vehicle state detecting means for detecting the vehicle state of the own vehicle (for example, in the embodiment) A vehicle state detection unit 13), a curve recognition unit that recognizes the shape of a curve existing in the traveling direction of the host vehicle based on the road data stored in the storage unit (for example, the curve recognition unit 14 in the embodiment), Appropriate vehicle state setting means (for example, an appropriate vehicle speed setting unit 15 in the embodiment) for setting an appropriate vehicle state capable of appropriately passing through the curve based on the shape of the curve recognized by the curve recognition means; Vehicle state In the comparison result by the comparison means (for example, the comparison unit 16 in the embodiment) for comparing the vehicle state detected by the exit means and the appropriate vehicle state set by the appropriate vehicle state setting means, Actuating means (for example, operation in the embodiment) that activates a safety device (for example, the safety device 18 in the embodiment) provided in the own vehicle when the vehicle state of the host vehicle is not in the appropriate vehicle state. And a turning state detecting means (for example, step S04 in the embodiment) for detecting a turning state of the host vehicle, wherein the operating means is the turning state detecting means. The operation of the safety device is permitted when it is detected that the host vehicle is in a non-turning state.

  According to the vehicle safety device described above, since the operation of the safety device is permitted in the non-turning state of the host vehicle, for example, when passing a continuous curve composed of a plurality of continuous curves, Prevents the safety device from being activated for other different curves, the driver may feel uncomfortable with the operation of the safety device, or the driver may mistakenly recognize the operation of the safety device Can be prevented.

  Further, in the vehicle travel safety device according to the second aspect of the present invention, when the turning state detection means forms a shape in which the actual turning locus of the host vehicle is not recognized as a curve by the curve recognition means, It is characterized by detecting that the host vehicle is in a non-turning state.

  According to the vehicle safety device described above, the determination accuracy can be improved by determining whether or not the vehicle is turning based on the actual traveling state of the host vehicle.

As described above, according to the vehicle travel safety device of the present invention described in claim 1, it is possible to prevent the safety device from being operated with respect to another curve different from the curve being passed. It is possible to prevent the driver from feeling uncomfortable with the operation of, and the driver erroneously recognizing the operation content of the safety device.
Furthermore, according to the vehicle travel safety device of the present invention described in claim 2, it is possible to accurately determine whether the vehicle is in a turning state or a non-turning state.

  Hereinafter, a vehicle travel safety apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  As shown in FIG. 1, the vehicle travel safety device 10 according to the present embodiment includes a storage unit 11, a vehicle position detection unit 12, a vehicle state detection unit 13, a curve recognition unit 14, and an appropriate vehicle speed setting unit. 15, a comparison unit 16, an operation unit 17, and a safety device 18.

The storage unit 11 is made of a computer-readable recording medium such as a CD-ROM or a DVD-ROM, and stores map data including road data.
The own vehicle position detection unit 12 corrects an error of a GPS (Global Positioning System) signal for measuring the position of the vehicle using an artificial satellite, for example, or an appropriate base station, for example, and performs positioning. The current position of the vehicle is calculated by an autonomous navigation calculation process based on a positioning signal such as a D (Differential) GPS signal for improving accuracy and a detection signal output from the vehicle state detection unit 13 described later.

Further, the own vehicle position detection unit 12 performs map matching based on the calculated current position of the vehicle and the road data acquired from the storage unit 11, and corrects the result of position estimation by autonomous navigation.
The vehicle state detection unit 13 is, for example, a vehicle speed sensor or a wheel speed sensor that detects the current speed VP of the vehicle, a direction of the host vehicle in a horizontal plane, and an inclination angle with respect to the vertical direction (for example, with respect to the vertical direction of the vehicle longitudinal axis). And a gyro sensor that detects a change amount of the tilt angle (for example, a yaw rate), and the like. And it outputs to the comparison part 16 mentioned later.

The curve recognition unit 14 acquires the road data stored in the storage unit 11 and detects a curve existing on the road ahead of the traveling direction of the host vehicle based on the road data.
For example, the curve recognizing unit 14 is a node that serves as a basis for road data, that is, a point for grasping the road shape (for example, a white circle and a black circle shown in FIG. 2) and a link, that is, a line that connects each node (for example, FIG. 2). The shape of the curve is recognized based on the white circle and the black circle shown in FIG.

Then, the curve recognition unit 14 calculates a curve shape value including, for example, a curve diameter and curvature, a curve length (curve depth), a turning angle required for passing through the curve, and the like, and sends the curve shape value to the appropriate vehicle speed setting unit 15. Is output.
Furthermore, the curve recognition unit 14 includes a continuous curve determination unit 31. The continuous curve determination unit 31 determines whether the detected curve is a single curve or a continuous curve in which a plurality of curves are continuous. Determine whether.
The curve recognizing unit 14 is set so as to recognize the shape of a curve existing in front of, for example, about 200 m to 300 m from the current position of the host vehicle.

Based on the curve shape value recognized by the curve recognition unit 14, the appropriate vehicle speed setting unit 15 calculates the speed of the vehicle (proper speed VS) that can properly pass through this curve. Then, the appropriate vehicle speed setting unit 15 outputs data of the set appropriate speed VS to the comparison unit 16.
Thereby, the appropriate speed VS is set by the appropriate vehicle speed setting unit 15 for the curve existing up to about 200 m to 300 m ahead read by the curve recognition unit 14.

Here, the appropriate vehicle speed setting unit 15 includes a lateral acceleration calculation unit 32 that calculates an acceleration (lateral acceleration) generated in the lateral direction of the vehicle when passing the curve. That is, first, the lateral acceleration calculation unit 32 calculates the lateral acceleration that is allowed when the curve recognition unit 14 passes the curve appropriately based on the shape of the curve recognized by the curve recognition unit 14. Next, the appropriate vehicle speed setting unit 15 calculates the speed of the vehicle that causes the vehicle to generate this lateral acceleration, and sets this speed as the appropriate speed VS.
Note that the lateral acceleration allowed for the host vehicle when passing the curve changes depending on the road surface condition, the tire condition, the loading condition, and the like. Therefore, the appropriate speed VS may be set in consideration of these factors.

The comparison unit 16 compares the vehicle speed (current speed) detected by the vehicle state detection unit 13 with the appropriate speed VS set by the appropriate vehicle speed setting unit 15 and outputs the comparison result to the operation unit 17. To do.
The operating unit 17 is, for example, an actuator that operates the safety device 18, and controls the operation of the safety device 18 based on the comparison result in the comparison unit 16. That is, in the comparison result in the comparison unit 16, when the current vehicle speed detected by the vehicle state detection unit 13 and the appropriate speed VS set by the appropriate vehicle speed setting unit 15 are different, for example, the detected current vehicle speed When the vehicle is not in the proper vehicle state, such as in a state where VP is higher than the appropriate speed VS, the safety device 18 is activated.

The safety device 18 includes, for example, an alarm device that issues an alarm and alerts the driver, an automatic braking device that automatically performs braking, and the like. Controlled based on.
The alarm device includes, for example, an audio alarm unit 18a including a speaker that outputs an alarm sound, an audio message, and the like, and a display alarm unit 18b including a display that displays an alarm, a lamp that is lit, and the like. Yes.

Here, the timing at which the safety device 18 is operated by the operating unit 17 is required when the vehicle decelerates from the current speed VP to the appropriate speed VS before reaching the entrance position of the curve recognized by the curve recognition unit 14. It is set based on time or distance.
For example, as shown in FIG. 2, when the vehicle A is traveling at a speed V1 (for example, speed V1> appropriate speed VS), in order to properly pass the curve C existing forward in the traveling direction, the curve C The vehicle speed is set to the appropriate speed VS at the entrance position CS.
At this time, at a predetermined deceleration GS (for example, 0.2G = 0.2 × 9.8 m / s ² ), an appropriate speed VS (for example, 40 km / h) from the current speed V1 (for example, 100 km / h). ), The time T required for deceleration is obtained by T = (V1−VS) / GS. Based on this time T, a distance required for deceleration, that is, a required deceleration distance L0 is calculated, and a deceleration start position C0 (black circle C0 shown in FIG. 2) just before the required deceleration distance L0 from the entrance position CS of the curve C is calculated. Is set.

Furthermore, for example, a reaction time (for example, about 0.5 s) from when an alarm is issued to alert the driver until the driver actually reacts and depresses the brake, and after the driver depresses the brake. The reaction idling distance ΔL0 is calculated in consideration of the idling time (for example, about 0.3 s) until the brake actually starts to work. As a result, the alarm start position CW is set by the reaction idling distance ΔL0 from the deceleration start position C0 (black circle C0 shown in FIG. 2).
That is, when the vehicle A reaches the alarm start position CW set before the curve C, that is, the distance between the current position of the vehicle A and the entrance position CS of the curve C (distance Ln between deceleration target points) An alarm is issued when the required alarm distance LW is set as shown in the following formula (1).

  Then, the operating unit 17 is based on, for example, time-series data of the current position of the host vehicle output from the host vehicle position detecting unit 12 or a detection signal such as a vehicle speed or yaw rate output from the vehicle state detecting unit 13. A travel locus is calculated, and whether or not this travel locus is recognized as a curve shape by the curve recognition unit 14, or simply because the yaw rate output from the vehicle state detection unit 13 is equal to or greater than a predetermined value. It is determined whether or not the host vehicle is recognized to be turning. If the determination result is “YES”, it is determined that the host vehicle is in a turning state. On the other hand, if the determination result is “NO”, it is determined that the host vehicle is in a non-turning state. . And when it determines with the own vehicle being a non-turning state, the action | operation of the safety device 18 is permitted.

  The vehicle travel safety device 10 according to the present embodiment has the above-described configuration. Next, the operation of the vehicle travel safety device 10 will be described with reference to the accompanying drawings.

First, for example, in step S01 shown in FIG. 3, an alarm working distance determination process described later is executed.
Next, in step S02, it is determined whether alarm output is necessary.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if the determination is “YES”, the flow proceeds to step S03.
In step S03, for example, based on the time-series data of the current position of the host vehicle output from the host vehicle position detection unit 12 and the detection signal such as the yaw rate output from the vehicle state detection unit 13, the actual travel locus of the host vehicle is determined. Calculate the turning radius.
In step S04, it is determined whether or not the calculated actual turning radius is equal to or greater than a predetermined value.
If the determination result of step S04 is “NO”, the process proceeds to step S05.
On the other hand, if the determination result of step S04 is “YES”, the process proceeds to step S06.

In step S05, it is determined that the host vehicle is in a turning state, and the series of processes is terminated.
In step S06, it is determined that the host vehicle is in a non-turning state, and the process proceeds to step S07.
In step S07, an alarm for a curve shape determined to require alarm output is output, and a series of processing ends.

Hereinafter, the alarm working distance determination process in step S01 described above will be described with reference to FIG.
First, in step S <b> 11 shown in FIG. 4, a point to be actuated by the safety device 18 (warning target point), that is, the entrance position CS of the curve recognized by the curve recognition unit 14 is estimated.
Next, in step S12, the distance from the current position of the host vehicle detected by the host vehicle position detection unit 12 to a point to be actuated by the safety device 18 (for example, the entrance position CS of the curve), that is, a warning target point. The distance Ln is calculated.

Next, in step S13, the alarm required distance LW is calculated based on the mathematical formula (1).
Next, in step S14, it is determined whether or not the distance Ln between alarm target points is smaller than the alarm required distance LW.
If the determination result is “YES”, the process proceeds to step S15. In step S15, it is determined that the operation of the safety device 18 (for example, output of an alarm) is necessary, and the series of processes is terminated.
On the other hand, if this determination is “NO”, the flow proceeds to step S 16, in which it is determined that the operation of the safety device 18 (for example, output of an alarm) is unnecessary, and a series of processing is performed. finish.

  For example, as shown in FIG. 5, in a state where the host vehicle A passes through a continuous curve composed of a plurality of continuous curves C1 and C2, this curve is obtained by an alarm working distance determination process for the second curve C2. Even when it is determined that an alarm output is required for C2, the state in which the host vehicle A is traveling on the first curve C1 (that is, the position of the host vehicle A is the first curve C1). In the state existing between the entrance position CS1 and the exit position CE1, for example, as shown in FIG. 6, it is determined that the host vehicle A is in a turning state, and alarm output for the second curve C2 is prohibited. Then, for example, as shown in FIG. 7, at time t <b> 1 when it is determined that the own vehicle A has shifted from the turning state to the non-turning state after the own vehicle A has passed the first curve C <b> 1, the second curve. An alarm for C2 is output.

  As described above, according to the traveling safety device 10 for a vehicle according to the present embodiment, the operation of the safety device 18 is permitted in the non-turning state of the host vehicle, and thus, for example, a continuous curve composed of a plurality of continuous curves. When the vehicle passes, the safety device 18 is prevented from being operated for another curve different from the curve being passed, and the driver feels uncomfortable with the operation of the safety device 18 or the driver is safe. It is possible to prevent the operation content of the device 18 from being erroneously recognized.

  In this embodiment, a case has been described in which an alarm is output for a curve existing ahead in the traveling direction of the vehicle. However, the present invention is not limited to this. For example, automatic braking is automatically performed by an automatic braking device that forms the safety device 18. You may make it perform.

1 is a functional block diagram illustrating a configuration of a vehicle travel safety device according to an embodiment of the present invention. It is a figure which shows the action | operation timing of the alarm when a vehicle approachs a curve. It is a flowchart which shows operation | movement of the vehicle travel safety apparatus shown in FIG. It is a flowchart which shows the alarm working distance judgment process shown in FIG. It is a figure which shows an example of the continuous curve which consists of a several different curve. It is a figure which shows an example of correlation with the driving | running | working state (turning state or non-turning state) of the own vehicle, and the permission or non-permission state of an alarm output. It is a figure which shows an example of the continuous curve which consists of a several different curve.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle travel safety apparatus 11 Memory | storage part (memory | storage means)
12 own vehicle position detection unit (own vehicle position detection means)
13 Vehicle state detection unit (vehicle state detection means)
14 Curve recognition part (curve recognition means)
15 Appropriate vehicle speed setting section (appropriate vehicle state setting means)
16 Comparison part (comparison means)
17 Actuating part (actuating means)
18 Safety device step S04 Turning state detection means

Claims (2)

Storage means for storing road data;
Own vehicle position detecting means for detecting the position of the own vehicle;
Vehicle state detection means for detecting the vehicle state of the host vehicle;
Curve recognition means for recognizing the shape of the curve existing in the traveling direction of the host vehicle based on the road data stored by the storage means;
Appropriate vehicle state setting means for setting an appropriate vehicle state capable of appropriately passing through the curve based on the shape of the curve recognized by the curve recognition means;
Comparison means for comparing the vehicle state detected by the vehicle state detection means with the appropriate vehicle state set by the appropriate vehicle state setting means;
A travel safety device for a vehicle comprising: an operating means for operating a safety device provided in the host vehicle when the vehicle state of the host vehicle is not in the appropriate vehicle state in the comparison result by the comparing unit;
Provided with a turning state detection means for detecting the turning state of the host vehicle,
The driving safety device for a vehicle, wherein the operating means permits the operation of the safety device when the turning state detecting means detects that the host vehicle is in a non-turning state. The turning state detection means detects that the own vehicle is in a non-turning state when an actual turning locus of the own vehicle forms a shape that is not recognized as a curve by the curve recognition means. The vehicle travel safety device according to claim 1.

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