JP5012665B2 - Accident prediction device - Google Patents

Description

  The present invention relates to an accident prediction apparatus for predicting an accident.

Conventionally, there has been proposed a technique for monitoring the road surface on the side of a vehicle and detecting the presence or absence of a side groove or the like. For example, in Patent Document 1, a road surface on the side of a vehicle is irradiated with a light source, the reflected light is received by a light detection element, an output pattern formed according to an output level of each element, and a road surface reference pattern stored in advance. A technique for detecting the presence or absence of a side groove or the like is disclosed. More specifically, the road surface on the side of the vehicle is irradiated with a light source to set one monitoring area, the monitoring area is divided into six small areas, and each light detection element receives reflected light from each small area. ing.
Japanese Patent Publication No. 61-16948

  In the technique described in Patent Document 1, the presence or absence of a side groove or the like is detected by irradiating light such as near infrared rays and receiving the reflected light. For this reason, light is likely to be diffusely reflected when the sun is shining or when the weather is very foggy. There was a problem that the possibility of an accident such as a rollover of a vehicle caused by a wheel, a side groove, etc., or a fall of the vehicle to a cliff could not be predicted correctly.

  Further, since the presence or absence of a side groove or the like is detected by using as many as six photodetecting elements for one monitoring area, the detection logic becomes complicated and the manufacturing cost of the apparatus increases. . From this, it is possible to correctly predict the possibility of accidents such as the vehicle derailment to the side groove, the vehicle rollover due to the side groove, the vehicle falling to the bottom of the cliff, etc. Has a problem that it is difficult because the manufacturing cost is further increased.

  Accordingly, the present invention provides an accident prediction apparatus that can correctly predict the possibility of an accident such as a vehicle derailment to a side groove or the like, a vehicle rollover caused by a side groove or the like, or a vehicle falling to a cliff. With the goal.

  The inventor has intensively studied to achieve the above-described object, and correctly predicts the possibility of an accident such as the vehicle being derailed to the side groove, the vehicle rolling over due to the side groove, or the vehicle falling to the cliff. Invented an accident prediction device that can.

  That is, the accident prediction apparatus according to the present invention detects a corresponding reflected wave by irradiating an ultrasonic wave obliquely with respect to the roadway from the side of the vehicle so that the roadway and the irradiation direction form a first angle. The first measuring means for measuring the first required time required for the detection, and the roadway obliquely with respect to the roadway from a position on the side of the vehicle and below the height of the first measuring means from the roadway. The second measurement is to measure the second required time required for the detection when the corresponding reflected wave is detected by irradiating the ultrasonic wave so that the irradiation direction forms a second angle smaller than the first angle. And the side of the vehicle and from the position below the height of the second measuring means from the roadway obliquely with respect to the roadway so that the roadway and the irradiation direction form a third angle smaller than the second angle. The third place required for the detection when the corresponding reflected wave is detected by irradiating the sound wave In each of the third measuring means for measuring time, the first measuring means, the second measuring means, and the third measuring means, whether or not the corresponding reflected wave is detected, and when the reflected wave is detected Based on whether each of the first required time, the second required time, and the third required time is longer than the predetermined first reference time, second reference time, and third reference time. And predicting means for predicting the possibility of occurrence of an accident.

  In the accident prediction apparatus of the present invention, first, in each of the first measurement means, the second measurement means, and the third measurement means for irradiating the road with ultrasonic waves, whether or not the corresponding reflected wave is detected, and , When the reflected wave is detected, the first required time, the second required time, and the third required time are respectively the predetermined first reference time, the second reference time, and the third reference time. The predicting means predicts the possibility of an accident based on whether the time is longer than the time. In this way, the detection of reflected waves and the prediction of the possibility of accidents are performed by irradiating ultrasonic waves instead of near-infrared light, etc., so that irregular reflection of light is less likely to occur. And the prediction can be made more correctly. Further, since the above detection is performed without using many photodetecting elements, the logic for detection is relatively simple. As a result, the manufacturing cost of the apparatus can be made relatively low, and it is easy to correctly predict the possibility of an accident.

  Moreover, it is preferable that the accident prediction apparatus further includes a notification unit that notifies the possibility of the occurrence of the accident predicted by the prediction unit. Thereby, the possibility of the occurrence of the accident predicted by the prediction means can be notified to the driver of the vehicle by the notification means.

  The predicting means preferably predicts the possibility of occurrence of an accident in which the vehicle falls if the corresponding reflected wave is not detected in each of the second measuring means and the third measuring means. As a result, there is a cliff or the like on the side of the vehicle where the vehicle may fall, and this is not a groove or the like having an inner wall that reflects the irradiated ultrasonic wave. It is considered that no reflected wave was detected in each of the three measuring means, and at this time, the possibility of occurrence of an accident in which the vehicle falls can be predicted.

  Further, the predicting means includes a condition in which the second required time is longer than the second reference time, a condition in which the first required time is longer than the first reference time, and a third required time is longer than the third reference time. It is also preferable to predict the possibility of an accident in which the vehicle rolls over when at least one of the conditions is satisfied. As a result, there is a relatively wide groove or the like on the side of the vehicle that may cause the vehicle to roll over, and this has an inner wall that reflects the irradiated ultrasonic waves. The required time is considered to be longer than the reference time in each of at least one of the first measuring means and the third measuring means, and at this time, the possibility of occurrence of an accident in which the vehicle rolls over can be predicted.

  Further, the predicting means includes a condition that the first required time is longer than the first reference time, a condition that the second required time is longer than the second reference time, and a third required time that is the third required time. It is also preferable to predict the possibility of an accident in which the vehicle derails when only one of the conditions longer than the reference time is satisfied. As a result, there is a relatively narrow groove or the like on the side of the vehicle that may cause the vehicle to derail, and this has an inner wall that reflects the irradiated ultrasonic wave, so the first measuring means In only one of the second measuring means and the third measuring means, it is considered that the required time is longer than the reference time. At this time, it is possible to predict the possibility of occurrence of an accident in which the vehicle derails.

  According to the present invention, there is provided an accident prediction device capable of correctly predicting the possibility of an accident such as a vehicle derailment to a side groove, a vehicle rollover caused by a side groove, or a vehicle falling to a cliff. It is possible.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described in detail with reference to the accompanying drawings. In order to facilitate understanding of the description, the same components in the drawings are denoted by the same reference numerals as much as possible, and redundant description will be omitted.

  First, the configuration of the accident prediction apparatus according to the embodiment of the present invention will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic configuration diagram of an accident prediction apparatus 10 according to the present embodiment. FIG. 2 is a plan view and a rear view of the vehicle to which the accident prediction apparatus 10 is attached.

  As shown in FIG. 1, the accident prediction apparatus 10 according to the present embodiment includes a first sensor 1 (first measurement means), a second sensor 2 (second measurement means), and a third sensor 3 (third measurement). Means), a prediction unit 4 (prediction means), and a notification unit 5 (notification unit). As shown in FIG. 2, the accident prediction device 10 is attached to a side of a vehicle such as a passenger car C (here, the left side in FIG. 2 of the passenger car C in which the direction of travel is a direction in which a black arrow faces). Monitoring the side of the roadway R where the car is located, and predicting the possibility of accidents such as the derailment of the passenger car C to the side groove, the rollover of the passenger car C caused by the side groove, and the fall of the passenger car C to the cliff. This is a device that notifies the driver or the like. For this monitoring, ultrasonic waves having directivity at the time of irradiation are used.

  As shown in FIG. 2, the first sensor 1 is attached to a portion of the passenger car C near the rear portion on the side surface (here, the left side surface in FIG. 2) and at an altitude H from the surface of the roadway R. This is a cylindrical sensor that irradiates ultrasonic waves obliquely to the side roadway R from the side (here, the left side in FIG. 2). The first sensor 1 is attached so as not to exceed the protruding length L of the mirror M. When the first sensor 1 detects the reflected wave corresponding to the irradiated ultrasonic wave from the roadway R, the first sensor 1 detects the reflected wave after the first required time T1 required for the detection (that is, the ultrasonic wave is emitted). Time) The first sensor 1 is in a direction perpendicular to the side surface of the passenger car C, and the surface of the roadway R and the irradiation direction of the ultrasonic waves form a first angle Θ1 (however, 0 ° <Θ1 <90 °). Is irradiated with ultrasonic waves. That is, the elevation angle from the surface of the roadway R is Θ1. The first angle Θ1 is preferably 79 ° or more.

  Here, when the ultrasonic wave emitted from the first sensor 1 is applied to a side roadway R that reflects the ultrasonic wave or a groove having an inner wall, the first sensor 1 detects a reflected wave. On the other hand, when the ultrasonic wave emitted by the first sensor 1 is irradiated in a direction in which there is nothing that reflects the ultrasonic wave (for example, below the cliff), the first sensor 1 does not detect the reflected wave. The first angle Θ1 is most preferably 86 °. That is, it is most preferable that the angle formed between the irradiation direction of the ultrasonic waves and the side surface of the passenger car C is 4 °. At this time, a distance L1 between the irradiation point P1 at which the ultrasonic wave is irradiated on the surface of the roadway R and the grounding point PW of the wheel CW of the passenger car C (actually the center of the grounding width because it is in contact with the surface) and the altitude H There is a proportional relationship that the distance L1 is (tan (4 × Π / 180)) m, that is, about 0.07 m, when the altitude H is 1 m.

  As shown in FIG. 2, the second sensor 2 is near the center of the side surface of the passenger car C (here, the left side surface in FIG. 2) (for example, 3 m ahead of the first sensor 1 in the direction of the black arrow) and is below the altitude H A cylindrical sensor that is attached to a portion (here, a portion of altitude H) and irradiates ultrasonic waves obliquely with respect to the lateral roadway R from the side of the passenger car C (here, the left side in FIG. 2). is there. The second sensor 2 is attached so as not to exceed the protruding length L of the mirror M. When the second sensor 2 detects a reflected wave corresponding to the irradiated ultrasonic wave from the roadway R, the second required time T2 required for the detection (that is, the reflected wave is detected after the ultrasonic wave is emitted). Time) The second sensor 2 is arranged in a direction perpendicular to the side surface of the passenger car C, and the surface of the roadway R and the irradiation direction of the ultrasonic waves form a second angle Θ2 (where 0 ° <Θ2 <90 °). Is irradiated with ultrasonic waves. That is, the elevation angle from the surface of the roadway R is Θ2. The second angle Θ2 is smaller than the first angle Θ1. The second angle Θ2 is preferably 79 ° or more.

  Here, when the ultrasonic wave emitted from the second sensor 2 is applied to a side roadway R that reflects the ultrasonic wave, a groove having an inner wall, or the like, the second sensor 2 detects a reflected wave. On the other hand, when the ultrasonic wave emitted from the second sensor 2 is irradiated in a direction in which there is nothing to reflect this (for example, below the cliff), the second sensor 2 does not detect the reflected wave. The second angle Θ2 is most preferably 83 °. That is, it is most preferable that the angle formed by the ultrasonic wave irradiation direction and the side surface of the passenger car C is 7 °. At this time, a distance L2 between the irradiation point P2 where the ultrasonic wave is irradiated on the surface of the roadway R and the grounding point PW of the wheel CW of the passenger car C (actually the center of the grounding width because it is in contact with the surface) and the altitude H There is a proportional relationship that the distance L2 is (tan (7 × Π / 180)) m, that is, about 0.12 m when the altitude is 1 m.

  As shown in FIG. 2, the third sensor 3 is in the vicinity of the front portion (for example, 3 m ahead of the second sensor 2 in the black arrow direction) on the side surface (here, the left side surface in FIG. 2) of the passenger car C and below the altitude H. A cylindrical sensor that is attached to a portion (here, a portion of altitude H) and irradiates ultrasonic waves obliquely with respect to the lateral roadway R from the side of the passenger car C (here, the left side in FIG. 2). is there. The third sensor 3 is attached so as not to exceed the protruding length L of the mirror M. When the third sensor 3 detects a reflected wave corresponding to the irradiated ultrasonic wave from the roadway R, the third required time T3 required for this detection (that is, the reflected wave is detected after the ultrasonic wave is emitted). Time) The third sensor 3 is a direction perpendicular to the side surface of the passenger car C, and the surface of the roadway R and the irradiation direction of the ultrasonic waves form a third angle Θ3 (where 0 ° <Θ3 <90 °). Is irradiated with ultrasonic waves. That is, the elevation angle from the surface of the roadway R is Θ3. The third angle Θ3 is smaller than the second angle Θ2. That is, the angles become smaller in the order of the first angle Θ1, the second angle Θ2, and the third angle Θ3. The third angle Θ3 is preferably 79 ° or more.

  Here, the side surface (for example, the left front light portion) of the passenger car C is considered to be substantially perpendicular to the surface of the roadway R. When the ultrasonic wave emitted by the third sensor 3 is applied to a side roadway R that reflects the ultrasonic wave, a groove having an inner wall, or the like, the third sensor 3 detects a reflected wave. On the other hand, when the ultrasonic wave emitted by the third sensor 3 is irradiated in a direction in which nothing reflects the ultrasonic wave (for example, below the cliff), the third sensor 3 does not detect the reflected wave. The third angle Θ3 is most preferably 79 °. That is, the angle formed between the direction of ultrasonic wave irradiation and the side surface of the passenger car C is most preferably 11 °. At this time, a distance L3 between an irradiation point P3 irradiated with ultrasonic waves on the surface of the roadway R and a grounding point PW of the wheel CW of the passenger car C (actually the center of the grounding width because it is in contact with the surface) and an altitude H There is a proportional relationship that the distance L3 is (tan (11 × Π / 180)) m, that is, about 0.19 m when the altitude is 1 m.

  The prediction unit 4 generates an accident based on whether or not a reflected wave is detected in each of the above sensors and whether or not each required time when the reflected wave is detected is longer than each reference time described later. This is the part that predicts the possibility of More specifically, the prediction unit 4 determines whether or not the corresponding reflected wave is detected in each of the first sensor 1, the second sensor 2, and the third sensor 3, and the first case when the reflected wave is detected. Each of the first required time T1, the second required time T2, and the third required time T3 is a predetermined first reference time (S11, S12, or S13 described later), a second reference time (described later). S21, S22, or S23) and the third reference time (S31, S32, or S33 to be described later) are predicted to determine the possibility of an accident. The prediction unit 4 is configured in the ECU of the passenger car C, and each reference time is stored in a storage unit in the ECU.

  Here, the first reference time is the time required for detecting the reflected wave when the ultrasonic wave generated by the first sensor 1 is applied to the surface of the side roadway R that reflects the ultrasonic wave. That is, the required time from when the ultrasonic wave is emitted until the reflected wave is detected. In this case, it is assumed that there are no cliffs or the like in the vicinity of the roadway R, and there are no grooves or the like on the surface of the roadway R. That is, the first reference time is a time required until a reflected wave is detected when an ultrasonic wave is applied to the roadway R where no cliffs or grooves exist. Similarly, the second reference time is a time required for detecting the reflected wave when the ultrasonic wave generated by the second sensor 2 is irradiated on the surface of the side roadway R that reflects the second ultrasonic wave. is there. Further, the third reference time is a time required for detecting the reflected wave when the ultrasonic wave generated by the third sensor 3 is applied to the side roadway R that reflects the ultrasonic wave.

  Note that the predicting unit 4 predicts the possibility of occurrence of an accident in which the passenger car C falls if the corresponding reflected wave is not detected in each of the second sensor 2 and the third sensor 3. Here, the predicting unit 4 determines that the passenger car C when the passenger car C has moved to the side is considerably not detected by the second sensor 2 and the third sensor 3 only when the corresponding reflected wave is not detected. Predict the likelihood of a falling accident. In addition, the predicting unit 4 is configured such that when the corresponding reflected wave is not detected in all of the first sensor 1, the second sensor 2, and the third sensor 3, the passenger car C slightly approaches the side. The possibility of the occurrence of an accident in which the passenger car C falls is predicted. The prediction unit 4 may determine that the corresponding reflected wave has not been detected when the required time is longer than the corresponding predetermined reference time.

  Further, the prediction unit 4 determines that the second required time T2 is longer than the second reference time, the first required time T1 is longer than the first reference time, and the third required time T3 is the third required time. When at least one of the conditions longer than the reference time is satisfied, the possibility of occurrence of an accident in which the passenger car C rolls over is predicted. Note that the prediction unit 4 determines that the passenger car C only satisfies the condition that the second required time T2 is longer than the second reference time and the condition that the first required time T1 is longer than the first reference time. The possibility of the occurrence of a rollover accident of the passenger car C when the vehicle slightly approaches the side is predicted. Further, when only the condition that the second required time T2 is longer than the second reference time and the condition that the third required time T3 is longer than the third reference time are satisfied, the passenger car C is considerably lateral. The possibility of the occurrence of a rollover accident of the passenger car C when approaching the side is predicted.

  Furthermore, the prediction unit 4 determines that the first required time T1 is longer than the first reference time, the second required time T2 is longer than the second reference time, and the third required time T3 is third. When only one of the conditions longer than the reference time is satisfied, the possibility of occurrence of an accident in which the passenger car C is derailed is predicted. In addition, the prediction unit 4 generates the accident of the derailment of the passenger car C when the passenger car C slightly approaches the side when only the condition that the first required time T1 is longer than the first reference time is satisfied. Predict the possibility of On the other hand, when only the condition where the second required time T2 is longer than the second reference time is satisfied, or when only the condition where the third required time T3 is longer than the third reference time is satisfied, the passenger car C is considerably Predict the possibility of a derailment accident of the passenger car C when approaching the side.

  The notification unit 5 is a part that notifies the possibility of the occurrence of an accident predicted by the prediction unit 4. The notification unit 5 is, for example, a siren or the like that alerts the driver of the passenger car C by alerting a possible accident by sounding a warning sound or turning on a warning lamp. Moreover, the alerting | reporting part 5 may be a display etc. which call attention by displaying a warning screen with respect to the driver | operator of the passenger car C. Since the notification unit 5 is regarded as relatively safe in the case C1 described later, the notification unit 5 notifies an accident that may occur only in the cases C2 to C7 described later.

  Subsequently, with reference to FIG. 3, the types of accidents for which the prediction unit 4 predicts the possibility of occurrence based on the detection results by the above-described sensors regarding the grooves and cliffs present on the side road R of the passenger car C. explain. FIG. 3 is an explanatory diagram for explaining the types of accidents for which the prediction unit 4 predicts the possibility of occurrence based on the detection results of the sensors. In addition, the same thing as the rear view of the passenger car C shown by FIG. 2 is shown by the upper part in FIG.

  First, as shown in case C1 in FIG. 3, a case where only the groove G1 exists on the side road R of the passenger car C will be described. The groove G1 exists between the irradiation point P1 irradiated with ultrasonic waves from the first sensor 1 and the wheel CW of the passenger car C, and the horizontal width of the groove G1 (that is, the horizontal direction of the groove G1 in FIG. 3). The length) is shorter than the distance L1 described above. As described above, since the groove G1 exists between the irradiation point P1 and the wheel CW of the passenger car C, reflected waves are detected by the first sensor 1, the second sensor 2, and the third sensor 3. Time T1-T3 does not become longer than each reference time. For this reason, even if the groove G1 actually exists on the side road R of the passenger car C, the prediction unit 4 predicts that there is no possibility of occurrence of an accident such as derailment, rollover or fall.

  Next, the case where only the groove | channel G2 exists in the side road R of the passenger car C as shown in case C2 of FIG. 3 is demonstrated. The groove G2 exists so as to include an irradiation point P1 where the ultrasonic wave is irradiated from the first sensor 1. Thus, since the groove G2 exists so as to include the irradiation point P1, the reflected wave is detected by the first sensor 1, the second sensor 2, and the third sensor 3, and only the first required time T1 is the first. When it is longer than the reference time S11, the prediction unit 4 determines. For this reason, the prediction unit 4 predicts the presence of the groove G2 and causes the presence of the groove G2 to cause the passenger car C to move slightly to the side (that is, a predetermined first on the left side in FIG. 3). Predict that there is a possibility that a derailment accident will occur for a short distance.

  Next, a case where only the groove G3 exists on the side road R of the passenger car C as shown in the case C3 of FIG. 3 will be described. The groove G3 exists so as to include an irradiation point P1 where the first sensor 1 is irradiated with ultrasonic waves and an irradiation point P2 where the second sensor 2 is irradiated with ultrasonic waves. Thus, since the groove G3 exists so as to include the irradiation points P1 and P2, reflected waves are detected by the first sensor 1, the second sensor 2, and the third sensor 3, and the first required time T1 is the first required time T1. The prediction unit 4 determines that the time is longer than one reference time S12 and the second required time T2 is longer than the second reference time S22. For this reason, the prediction unit 4 predicts the presence of the groove G3, and causes the presence of the groove G3 to cause the passenger car C to move slightly to the side (that is, a predetermined first on the left side in FIG. 3). It is predicted that there is a possibility of a rollover accident of the passenger car C (in the case of a slight movement distance).

  Next, a case where only the groove G4 exists on the side road R of the passenger car C as shown in the case C4 of FIG. 3 will be described. The groove G4 exists so as to include the irradiation point P2 where the ultrasonic wave is irradiated from the second sensor 2. Thus, since the groove | channel G4 exists so that the irradiation point P2 may be included, a reflected wave is detected in the 1st sensor 1, the 2nd sensor 2, and the 3rd sensor 3, and only 2nd required time T2 is 2nd. When it is longer than the reference time S21, the prediction unit 4 determines. For this reason, the prediction unit 4 predicts the presence of the groove G4 and causes the presence of the groove G4 to cause the passenger car C to move to the side of the side (that is, a predetermined first on the left side in FIG. 3). It is predicted that there is a possibility that a derailment accident of the passenger car C (when the second moving distance that is longer than one moving distance is considerably approached) occurs.

  Next, a case where only the groove G5 exists on the side road R of the passenger car C as shown in the case C5 of FIG. 3 will be described. The groove G5 exists so as to include an irradiation point P2 where the ultrasonic wave is irradiated from the second sensor 2 and an irradiation point P3 where the ultrasonic wave is irradiated from the third sensor 3. Thus, since the groove G3 exists so as to include the irradiation points P2 and P3, the reflected wave is detected by the first sensor 1, the second sensor 2, and the third sensor 3, and the second required time T2 is the first required time T2. The prediction unit 4 determines that the time is longer than the second reference time S22 and the third required time T3 is longer than the third reference time S32. For this reason, the prediction unit 4 predicts the presence of the groove G4 and causes the presence of the groove G4 to cause the passenger car C to move to the side of the side (that is, a predetermined first on the left side in FIG. 3). It is predicted that there is a possibility of the occurrence of a rollover accident of the passenger car C when the second moving distance that is longer than one moving distance is approached.

  Next, the case where only the cliff G6 exists on the roadway R on the side of the passenger car C as shown in the case C6 of FIG. 3 will be described. The cliff G6 exists so as to include an irradiation point P2 where the ultrasonic wave is irradiated from the second sensor 2 and an irradiation point P3 where the ultrasonic wave is irradiated from the third sensor 3. As described above, since the groove G3 exists so as to include the irradiation points P2 and P3, the first sensor 1 detects the reflected wave, but the second sensor 2 and the third sensor 3 do not detect the reflected wave. For this reason, the prediction unit 4 predicts the existence of the cliff G6 and causes the presence of the cliff G6 to cause the passenger car C to move considerably to the side (that is, the predetermined number on the left side in FIG. 3). It is predicted that there is a possibility that a fall accident of the passenger car C (when the second moving distance is longer than one moving distance) will occur.

  Next, the case where only the cliff G7 exists on the roadway R on the side of the passenger car C as shown in the case C7 of FIG. 3 will be described. The cliff G7 has an irradiation point P1 at which ultrasonic waves are irradiated from the first sensor 1, an irradiation point P2 at which ultrasonic waves are irradiated from the second sensor 2, and an irradiation point P3 at which ultrasonic waves are irradiated from the third sensor 3. Exist to include. Thus, since the groove G3 exists so as to include the irradiation points P1, P2, and P3, the reflected wave is not detected in all of the first sensor 1, the second sensor 2, and the third sensor 3. Therefore, the prediction unit 4 predicts the existence of the cliff G7 and causes the presence of the cliff G7 to cause the passenger car C to move slightly to the side (that is, the predetermined number on the left side in FIG. 3). It is predicted that there is a possibility of a fall accident of the passenger car C (when only one moving distance is approached).

  Next, the reason why all of the first angle Θ1, the second angle Θ2, and the third angle Θ3 are preferably 79 ° or more will be described with reference to FIG. FIG. 4 is an end face when a groove irradiated with ultrasonic waves is cut by a cut surface including the irradiation direction of ultrasonic waves to explain why it is preferable that all of these angles be 79 ° or more. FIG.

As shown in FIG. 4, it is assumed that a groove G8 exists on the side road R of the passenger car C (not shown). The groove G8 has a width W and a depth D. In the groove G8, the deepest deepest part MD is irradiated with ultrasonic waves, and in this state, the smallest angle among the angles formed by the roadway R and the ultrasonic wave irradiation direction is defined as Θ4. That is, the ultrasonic wave is incident on the groove G8 from the tangent of the front edge of the tangent line between the groove G8 and the roadway R (that is, the contact point in FIG. 4), and the incident angle with respect to the surface of the roadway R at this time is Θ4. Here, among the accidents of wheel removal, rollover, and fall, the condition of the wheel removal accident that causes the least damage at the time of occurrence is that the depth D of the groove G8 is 1 m. Further, it is assumed that the width W of the groove G8 into which the wheel CW (not shown) can be fitted is 0.2 m. At this time, Θ4 is obtained by tan ⁻¹ (D / W), and tan ⁻¹ (5) is in the range of 78 ° to 79 °. Therefore, the first angle Θ1, the second angle Θ2, and the All three angles Θ3 are preferably 79 ° or more. Thereby, the inconvenience that the edge becomes a blind spot and the deepest part of the groove cannot be detected can be solved.

  Next, a method in which the prediction unit 4 predicts the possibility of an accident based on the required times T1, T2, and T3 measured by each sensor will be described with reference to FIG. In addition, altitude H, distances L1, L2, L3, groove depth D1 at the time of wheel removal (usually longer than 0.3 m and 0.6 m or less), groove depth D2 at the time of rollover (usually from 0.6 m) The groove depth D3 (usually longer than 1.0 m) when considered to have fallen is set to 1 m, 0.07 m, 0.12 m, 0.19 m, 0.3 m. , 0.6 m, and 1.0 m. The sound speed is V (that is, about 340.29 m / s).

First, regarding the roadway situation in which the passenger car C may derail, when the ultrasonic wave from the first sensor 1 is irradiated to the deepest part at the depth of D1 from the point of the irradiation point P1, the ultrasonic wave is irradiated. The distance DL11 to this point is √ {(H + D1) ² + L1 ² }, that is, about 1.30 m. When the ultrasonic wave from the second sensor 2 is irradiated to the deepest part at the depth D1 from the point of the irradiation point P2, the distance DL12 to this point where the ultrasonic wave is irradiated is √ {(H + D1). ² + L2 ² }, that is, about 1.31 m. Furthermore, when the ultrasonic wave from the third sensor 3 is irradiated to the deepest part at the depth D1 from the point of the irradiation point P3, the distance DL13 to this point where the ultrasonic wave is irradiated is √ {(H + D1). ² + L3 ² }, that is, about 1.31 m.

Further, regarding the roadway situation in which the passenger car C may roll over, when the ultrasonic wave from the first sensor 1 is irradiated to the deepest part at the depth D2 from the point of the irradiation point P1, the ultrasonic wave is irradiated. The distance DL21 to this point is √ {(H + D2) ² + L1 ² }, that is, about 1.60 m. When the ultrasonic wave from the second sensor 2 is irradiated to the deepest part at the depth D2 from the point of the irradiation point P2, the distance DL22 to this point where the ultrasonic wave is irradiated is √ {(H + D2). ² + L2 ² }, that is, about 1.60 m. Furthermore, when the ultrasonic wave from the third sensor 3 is irradiated to the deepest part at the depth D2 from the point of the irradiation point P3, the distance DL23 to this point where the ultrasonic wave is irradiated is √ {(H + D2). ² + L3 ² }, that is, about 1.61 m.

In addition, regarding the roadway situation in which the passenger car C is considered to fall, when the ultrasonic wave from the first sensor 1 is irradiated to the deepest part at the depth of D3 from the point of the irradiation point P1, the ultrasonic wave is The distance DL31 to this point to be irradiated is {square root} {(H + D3) ² + L1 ² }, that is, about 2.00 m. When the ultrasonic wave from the second sensor 2 is irradiated to the deepest part at the depth of D3 from the point of the irradiation point P2, the distance DL32 to this point where the ultrasonic wave is irradiated is √ {(H + D3). ² + L2 ² }, that is, about 2.00 m. Further, when the ultrasonic wave from the third sensor 3 is irradiated to the deepest part at the depth of D3 from the point of the irradiation point P3, the distance DL33 to this point where the ultrasonic wave is irradiated is √ {(H + D3). ² + L3 ² }, that is, about 2.01 m.

  For this reason, the reflected wave is detected in all the sensors, and if only the first required time T1 is longer than the first reference time S11, that is, the reference time within a predetermined range including 2 × (DL11) / V, the prediction unit 4 When the determination is made, the possibility of the occurrence of a derailment accident of the passenger car C due to the groove G2 shown in the case C2 of FIG. 3 is predicted. At this time, the third required time T3 is determined by the prediction unit 4 to be equal to or shorter than the third reference time S33, that is, a reference time within a predetermined range including 2 × (DL33) / V.

  Further, reflected waves are detected in all the sensors, and the first required time T1 is longer than the first reference time S12, that is, the reference time within a predetermined range including 2 × (DL12) / V (however, the first reference time Time S13, that is, 2 × (DL13) / V or less), and the second required time T2 is a reference within a predetermined range including the second reference time S22, that is, 2 × (DL22) / V. When the prediction unit 4 determines that the time is longer than the time (however, the second reference time S23, that is, 2 × (DL23) / V or less), the occurrence of a rollover accident of the passenger car C by the groove G3 shown in the case C3 of FIG. The possibility of At this time, the third required time T3 is determined by the prediction unit 4 to be equal to or shorter than the third reference time S33, that is, a reference time within a predetermined range including 2 × (DL33) / V.

  In addition, the reflected wave is detected in all the sensors, and the prediction unit 4 determines that only the second required time T2 is longer than the second reference time S22, that is, the reference time within a predetermined range including 2 × (DL22) / V. In such a case, the possibility of the accident of derailment of the passenger car C due to the groove G4 shown in the case C4 of FIG. 3 is predicted. At this time, the first required time T1 is determined by the prediction unit 4 to be equal to or shorter than the first reference time S12, that is, the reference time within a predetermined range including 2 × (DL12) / V.

  In addition, the reflected wave is detected in all the sensors, and the second required time T2 is longer than the second reference time S22, that is, a reference time within a predetermined range including 2 × (DL22) / V (however, the second reference time Time S23, that is, 2 × (DL23) / V or less), and the prediction unit 4 determines that the third required time T3 includes a third reference time S32, ie, 2 × (DL32) / V. When the prediction unit 4 determines that the time is longer than the time (however, the third reference time S33, that is, 2 × (DL33) / V or less), the occurrence of a rollover accident of the passenger car C due to the groove G5 shown in the case C5 of FIG. The possibility of At this time, the first required time T1 is determined by the prediction unit 4 to be equal to or shorter than the first reference time S11, that is, a reference time within a predetermined range including 2 × (DL11) / V.

  When the prediction unit 4 determines that the reflected wave is detected only in the first sensor 1 and the reflected wave is not detected in the second sensor 2 and the third sensor 3, the cliff G6 shown in case C6 in FIG. The possibility of occurrence of a fall accident of the passenger car C is predicted. At this time, the first required time T1 is determined by the prediction unit 4 to be equal to or shorter than the first reference time S11, that is, a reference time within a predetermined range including 2 × (DL11) / V. When the second required time T2 is longer than the second reference time S23, that is, a reference time within a predetermined range including 2 × (DL23) / V, the prediction unit 4 detects the reflected wave in the second sensor 2. You may determine that it was not done. Similarly, when the third required time T3 is longer than the third reference time S33, that is, a reference time within a predetermined range including 2 × (DL33) / V, the prediction unit 4 causes the third sensor 3 to reflect a reflected wave. It may be determined that it has not been detected.

  Further, when the prediction unit 4 determines that no reflected wave is detected in all the sensors, the possibility of occurrence of a fall accident of the passenger car C due to the cliff G7 shown in case C7 in FIG. 3 is predicted. When the first required time T1 is longer than the first reference time S13, that is, a reference time within a predetermined range including 2 × (DL13) / V, the prediction unit 4 detects a reflected wave in the first sensor 1. You may determine that it was not done. Similarly, when the second required time T2 is longer than a second reference time S23, that is, a reference time within a predetermined range including 2 × (DL23) / V, the prediction unit 4 causes the second sensor 2 to reflect a reflected wave. It may be determined that it has not been detected. Similarly, when the third required time T3 is longer than the third reference time S33, that is, a reference time within a predetermined range including 2 × (DL33) / V, the prediction unit 4 causes the third sensor 3 to reflect a reflected wave. It may be determined that it has not been detected.

  Next, a series of flow from measurement of each required time T1 to T3 by each sensor to notification to the driver, which is executed in the accident prediction apparatus 10, will be described with reference to FIG. FIG. 5 is a flowchart for explaining a series of flow from the measurement process of each required time T1 to T3 to the notification process to the driver, which is executed by the accident prediction apparatus 10.

  First, when the accident prediction apparatus 10 is turned on, each of the first sensor 1, the second sensor 2, and the third sensor 3 irradiates the roadway R with ultrasonic waves, and when a reflected wave is detected, The required times T1, T2 and T3 are measured (step S01). The prediction unit 4 stores the reference times S11 to S13, S21 to S23, and S31 to S33 corresponding to the required times T1, T2, and T3 when the reflected wave is detected, in the storage unit in the ECU of the passenger car C. (Step S02).

  Next, the prediction unit 4 performs a comparison process as to whether or not each of the required times T1, T2, and T3 when the reflected wave is detected is longer than the corresponding reference time, and based on the comparison result The situation of the side road R is estimated (step S03). Here, it is determined by the prediction unit 4 whether or not the existence of the above-described groove or cliff has been estimated (step S04). Here, when it is not estimated that a groove exists in step S03, and it is not estimated that a cliff exists, it returns to said step S01.

  On the other hand, if it is determined in step S03 that there is a groove, or if it is determined that there is a cliff, the situation of the side road R estimated in step S03 (that is, the groove or cliff present in the road R). Based on the (presumed situation), the prediction unit 4 predicts an accident that may occur (that is, a derailment accident, a rollover accident, or a fall accident) (step S05). Then, the accident that may occur as predicted by the prediction unit 4 is notified by the notification unit 5 sounding a warning sound to the driver of the passenger car C (step S06).

  Continuously, the effect of this embodiment is demonstrated. According to the present embodiment, first, in each of the sensors 1 to 3, whether or not the corresponding reflected wave is detected, and each of the required times T1 to T3 when the reflected wave is detected are determined. The predicting unit 4 predicts the possibility of occurrence of an accident based on whether the time is longer than the corresponding reference time.

  In this way, since reflected waves are detected and the possibility of an accident occurring is predicted by irradiating ultrasonic waves rather than near-infrared light, etc., light irregular reflection is less likely to occur. Even if the weather is foggy, the above detection and prediction can be performed more correctly. In addition, since the above detection is performed without using a large number of light detection elements, the detection logic is relatively simple, and the manufacturing cost of the apparatus can be relatively low. It is easy to predict correctly. Further, since the speed of sound V, which is the traveling speed of ultrasonic waves, is slower than the speed of light, it is possible to detect reflected waves by irradiation of ultrasonic waves in the vicinity of the deepest part MD.

  In addition, an accident that may occur predicted by the prediction unit 4 can be notified to the driver of the passenger car C by the notification unit 5.

  In addition, in each of the second sensor 2 and the third sensor 3, when a corresponding reflected wave is not detected, there is a cliff or the like on which the passenger car C may fall on the side of the vehicle. It is considered that the reflected wave was not detected in each of the second sensor 2 and the third sensor 3 because it is not a groove having an inner wall that reflects the irradiated ultrasonic wave. At this time, the prediction unit 4 can predict the possibility of occurrence of an accident in which the passenger car C falls.

  In addition, the second required time T2 is longer than the second reference time, the first required time T1 is longer than the first reference time, and the third required time T3 is longer than the third reference time. When at least one of the above conditions is satisfied, there is a relatively wide groove or the like that can cause the passenger car C to roll over on the side of the vehicle, which reflects the irradiated ultrasonic waves. It is considered that the required time is longer than the reference time in each of the second sensor 2 and at least one of the first sensor 1 and the third sensor 3 because of having the inner wall. At this time, the prediction unit 4 can predict the possibility of occurrence of an accident in which the passenger car C rolls over.

  The first required time T1 is longer than the first reference time, the second required time T2 is longer than the second reference time, and the third required time T3 is longer than the third reference time. When only one of the conditions is satisfied, there is a relatively narrow groove or the like on the side of the vehicle that may cause the passenger car C to be derailed. Therefore, it is considered that the required time is longer than the reference time in one of the first sensor 1, the second sensor 2, and the third sensor 3. At this time, the prediction unit 4 can predict the possibility of occurrence of an accident in which the passenger car C rolls over.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above embodiment, the first sensor 1, the second sensor 2, and the third sensor 3 are attached to the left side surface of the passenger car C, but may be attached to the right side surface. In the above embodiment, the first angle Θ1, the second angle Θ2, and the third angle Θ3 are set to 86 °, 83 °, and 79 °, respectively. It is good also as 85 degrees, 82 degrees, and 79 degrees. Further, in the above embodiment, each measured required time is compared with each reference time, but the received power when each sensor receives the reflected wave is measured, and each measured received power and You may perform a prediction process by comparing with each reference | standard power used as a reference | standard.

It is a composition schematic diagram of the accident prediction device concerning this embodiment. It is the top view and back view of a vehicle with which the accident prediction apparatus was attached. It is explanatory drawing explaining the kind of accident which estimates the possibility of generation | occurrence | production based on the detection result by each sensor. It is explanatory drawing explaining the reason why it is preferable that all of the 1st angle, the 2nd angle, and the 3rd angle are 79 degrees or more. It is a flowchart for demonstrating the flow of a series of processes performed with an accident prediction apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... 1st sensor, 2 ... 2nd sensor, 3 ... 3rd sensor, 4 ... Prediction part, 5 ... Notification part, 10 ... Accident prediction apparatus, C ... Passenger car, CW ... Wheel, G1-G5, G8 ... Groove, G6, G7 ... Cliff, H ... Altitude, L1-L3 ... Distance, M ... Mirror, MD ... Deepest part, P1, P2, P3 ... Irradiation point, PW ... Grounding point, R ... Roadway, W ... Width, Θ1 ... First One angle, Θ2 ... second angle, Θ3 ... third angle.

Claims (5)

When the corresponding reflected wave is detected by irradiating ultrasonic waves so that the irradiation direction is at a first angle with respect to the roadway from the side of the vehicle, the first required for the detection A first measuring means for measuring the required time;
The road and the irradiation direction form a second angle smaller than the first angle at a side of the vehicle and obliquely with respect to the road from a position below the road of the first measuring means. The second measuring means for measuring the second required time required for the detection when the corresponding reflected wave is detected by irradiating the ultrasonic wave,
The irradiation direction with the roadway forms a third angle smaller than the second angle at a side of the vehicle and obliquely with respect to the roadway from a position below the height of the roadway of the second measuring means. The third measuring means for measuring the third required time required for the detection when the corresponding reflected wave is detected by irradiating the ultrasonic wave,
In each of the first measuring means, the second measuring means, and the third measuring means, whether or not the corresponding reflected wave is detected, and the first required time when the reflected wave is detected, Occurrence of an accident based on whether each of the second required time and the third required time is longer than a predetermined first reference time, second reference time, and third reference time A means of predicting the likelihood of
Accident prediction device comprising:   The accident prediction apparatus according to claim 1, further comprising notification means for notifying the possibility of occurrence of the accident predicted by the prediction means.   The predicting means predicts the possibility of occurrence of an accident in which the vehicle falls if the corresponding reflected wave is not detected in each of the second measuring means and the third measuring means. Or the accident prediction apparatus of 2.   The predicting means includes a condition that the second required time is longer than the second reference time, a condition that the first required time is longer than the first reference time, and the third required time. The accident prediction device according to any one of claims 1 to 3, which predicts a possibility of occurrence of an accident in which the vehicle rolls over when at least one of conditions longer than the reference time is satisfied. The predicting means includes a condition in which the first required time is longer than the first reference time, a condition in which the second required time is longer than the second reference time, and the third required time in the third time. The accident prediction device according to any one of claims 1 to 4, which predicts the possibility of occurrence of an accident in which the vehicle derails when only one of the conditions longer than the reference time is satisfied.

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