JP2003252188A - Driving safety device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow a vehicle to properly pass through a curve existing ahead of the vehicle in the traveling direction. <P>SOLUTION: An operation record storing part 19 receives a detection signal of a present speed VP of a vehicle outputted from a vehicle condition detecting part 13, and detection signals respectively outputted from an accelerator pedal operation detecting part 21 and a brake pedal operation detecting part 22, stores the detection signals for a predetermined period such as a predetermined time and a predetermined traveling distance, as the record of the accelerating and decelerating operation by a driver, and outputs the same to an operating part 17. The operating part 17 determines the operation contents such as an operation time and an operation degree, of an automatic braking device 18c in accordance with the record of the accelerating and decelerating operation by the driver in the predetermined period before the operation of a warning device composed of a voice warning part 18a and a display warning part 18b, and a condition of the decelerating operation by the driver after the operation of the warning device, for example, the degree and the duration of the decelerating operation, and the time necessary for starting the decelerating operation. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle safety device, and more particularly, to a technique for recognizing a curve existing in front of a vehicle in a traveling direction and appropriately passing through the curve.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Patent Laid-Open No. 2000-14593.
As in the vehicle control device disclosed in Japanese Patent Publication No. 7, is it necessary to detect a curve or an intersection existing in the forward direction of the vehicle and reduce the speed to a speed at which the detected curve or the intersection can be properly passed? There is known a vehicle control device that determines whether or not to execute a deceleration operation by a driver and downshifts a gear ratio of an automatic transmission.

[0003]

By the way, in the above-described conventional vehicle control device, the gear ratio of the automatic transmission is simply downshifted when the deceleration operation by the driver is detected. The actual deceleration of the vehicle to a speed at which the vehicle can properly pass through the curve is not considered. Moreover, it is not possible to properly set the actually required operation contents of the deceleration operation only by the presence or absence of the deceleration operation by the driver. It is desired that the deceleration control be performed by using this. The present invention has been made in view of the above circumstances, and an object thereof is to provide a traveling safety device for a vehicle that can appropriately pass through a curve existing in the forward direction of the vehicle.

[0004]

In order to achieve the above object by solving the above problems, a vehicle running safety device according to the present invention of claim 1 is a storage device for storing road data (for example, to be described later). Storage unit 11) according to an embodiment of the present invention, a vehicle position detection unit that detects the position of the vehicle (for example, vehicle position detection unit 12 according to an embodiment described later), and a vehicle that detects the vehicle state of the vehicle. A state detecting unit (for example, a vehicle state detecting unit 13 in an embodiment described later) and a curve recognizing unit that recognizes a shape of a curve existing in the traveling direction of the own vehicle based on the road data stored in the storage unit (for example, a vehicle state detecting unit 13). A curve recognizing unit 14) in an embodiment to be described later, and an appropriate vehicle state that can properly pass through the curve based on the shape of the curve recognized by the curve recognizing means. Both state setting means (for example, the appropriate vehicle speed setting unit 15 in the embodiment described later), the vehicle state detected by the vehicle state detecting means, and the appropriate vehicle state set by the appropriate vehicle state setting means are compared. And a notification for giving an alarm to an occupant of the own vehicle when the vehicle state of the own vehicle is not in the proper vehicle state in the comparison result by the comparing means (for example, the comparison unit 16 in the embodiment described later). Means (for example, the voice warning unit 18a and the display warning unit 18 in the embodiments described later)
b) Alarm actuating means (for example, actuating portion 17 in the embodiment described later) and a deceleration device for the host vehicle (for example, automatic braking device 1 in the embodiment described later)
8c) a speed reduction device operating means for automatically operating (for example, an operating portion 17 also serves as an embodiment to be described later), which is a vehicle running safety device for a predetermined period before the activation of the alarm operating means. An operation history storage unit (for example, an operation history storage unit 19 in an embodiment to be described later) that stores a history of acceleration / deceleration operations (for example, an accelerator pedal operation and a brake pedal operation in an embodiment to be described later) by the driver of the vehicle. ) And a state of deceleration operation by the driver of the own vehicle after activation of the alarm actuation means (for example, an operation from an ON state of an accelerator pedal to an OFF state in an embodiment described later, an OFF state of a brake pedal to ON). An operation state detecting means (for example, in an embodiment described later) for detecting an operation to move to a state and a reaction time ΔT) Kuserupedaru operation detecting unit 21,
A brake pedal operation detection unit 22), and the speed reducer operating means includes a history of the acceleration / deceleration operation stored by the operation history storage means, and a state of the deceleration operation detected by the operation state detection means. The operation content of the speed reducer (for example, the operating pressure and the operating time TB of the automatic braking device 18c in the embodiment described later) is set according to the above.

According to the traveling safety device for a vehicle having the above structure,
The speed reducer operating means is a history of acceleration / deceleration operation by the driver of the own vehicle in a predetermined period (for example, time or mileage) before the alarm operating means is activated, and the driver of the own vehicle after the alarm operating means is activated. According to the state of the deceleration operation (for example, the degree and duration of the deceleration operation, the time required to start the deceleration operation, etc.), the operation content for automatically operating the deceleration device is set. As a result, it is possible to properly operate the speed reducer while preventing the driver from feeling uncomfortable with the operation of the speed reducer, and to properly pass the curve existing in front of the host vehicle. It will be possible.

Further, in the traveling safety device for a vehicle according to the present invention, the vehicle state detecting means detects the speed of the host vehicle, or detects the speed of the host vehicle and the speed and the curve. Based on the shape of the curve recognized by the recognizing means, the lateral acceleration of the host vehicle occurring when passing through the curve is estimated, and the appropriate vehicle state setting means is an appropriate speed or an appropriate speed at which the vehicle can properly pass through the curve. For setting the lateral acceleration, at least one of the alarm actuating means or the speed reducer actuating means, when the speed of the host vehicle is higher than the proper speed in the comparison result by the comparing means, or When the estimated lateral acceleration is higher than the proper lateral acceleration, the informing means or the speed reducer is operated.

According to the traveling safety device for a vehicle having the above structure,
An appropriate vehicle speed or an appropriate lateral acceleration is set as the appropriate vehicle state. Then, when the current speed of the vehicle is higher than the proper speed, or when the lateral acceleration generated when passing through the curve is larger than the proper lateral acceleration, at least an occupant of the vehicle is alerted or the speed reducer is automatically activated. Either of the above is executed. As a result, an alarm can be appropriately given according to the shape of the curve, and it becomes possible to pass a curve in which it is determined that the notification means needs to be operated in an appropriate vehicle state.

Further, the vehicle running safety device of the present invention according to claim 3 determines whether or not the driver of the vehicle is willing to accelerate based on the history of the acceleration / deceleration operation stored in the operation history storage means. Acceleration intention determination means (for example, step S14, step S1 in the embodiment described later)
6, step S17) and the operation permitting means for permitting the operation of the speed reducer by the speed reducer operating means when it is determined by the acceleration intention determining means that there is no intention to accelerate (for example, an embodiment described later). Step S in
15) and are provided.

According to the traveling safety device for a vehicle having the above structure,
When it is determined by the acceleration intention determination means that the driver of the own vehicle does not have the acceleration intention based on the history of the acceleration / deceleration operation stored in the operation history storage means, the operation permission means causes the deceleration device operation means to Allow the action to automatically operate the reduction gear. As a result, the deceleration control that accurately reflects the driver's intention can be performed, and the curve existing in front of the host vehicle can be properly passed.

Further, in the vehicle running safety system according to the present invention as set forth in claim 4, the acceleration intention determination means is provided when there is no increase in the amount of depression of the accelerator pedal by the driver or increase in the speed of the host vehicle. The feature is that it is determined that there is no intention to accelerate.

According to the traveling safety device for a vehicle having the above structure,
In addition to the case where the execution of the deceleration operation by the driver is detected, for example, when the traveling state such as the constant speed traveling state is maintained, it is determined that there is no intention to accelerate. As a result, the deceleration control that accurately reflects the driver's intention can be performed, and the curve existing in front of the host vehicle can be properly passed.

Further, in the traveling safety device for a vehicle according to the present invention, the operation state detecting means sets the deceleration operation state as a state of the deceleration operation by the driver of the own vehicle after the alarm activation means is activated. The reaction time until the start of the operation (for example, the reaction time Δ in the embodiment described later)
T) is detected, and the speed reducer operating means is
The operation content of the speed reducer is set according to the reaction time detected by the operation state detection means.

According to the traveling safety device for a vehicle having the above structure,
By using the reaction time from the activation of the alarm activation means to the start of deceleration operation by the driver of the vehicle,
The deceleration control that more accurately reflects the driver's intention can be performed, and the curve existing in front of the host vehicle can be properly passed.

Further, in the traveling safety device for a vehicle according to a sixth aspect of the present invention, the operation state detecting means detects the closing direction operation of the accelerator pedal or the depression operation of the brake pedal as the state of the deceleration operation. Is characterized by.

According to the traveling safety device for a vehicle having the above structure,
As a deceleration operation state, deceleration control that accurately reflects the driver's intention to decelerate can be performed by detecting the accelerator pedal closing direction operation or the brake pedal depression operation, that is, the driver's voluntary deceleration operation. You can
It is possible to properly pass the curve existing in front of the host vehicle.

Further, in the traveling safety device for a vehicle according to the present invention as set forth in claim 7, the speed reducer actuating means is operated by the speed reducer actuating means as the reaction time detected by the operation state detecting means is shorter. It is characterized in that the operation time of the speed reducer is set to be long.

According to the traveling safety device for a vehicle having the above structure,
The speed reducer operating means determines that the driver has a stronger intention to decelerate as the reaction time becomes shorter, and sets the operation time of the speed reducer to be longer. As a result, the deceleration control that more accurately reflects the driver's intention can be performed, and the curve existing in front of the host vehicle can be properly passed.

Further, in the traveling safety device for a vehicle according to the present invention as defined in claim 8, the speed reducer actuating means is controlled by the speed reducer actuating means as the reaction time detected by the operation state detecting means is shorter. The deceleration generated by the speed reducer is set to be large.

According to the traveling safety device for a vehicle having the above structure,
The speed reducer operating means determines that the driver has a stronger intention to decelerate as the reaction time is shorter, and increases the deceleration generated by the speed reducer by, for example, increasing the operating pressure of the speed reducer. As a result, the deceleration control that more accurately reflects the driver's intention can be performed, and the curve existing in front of the host vehicle can be properly passed.

Further, according to a ninth aspect of the present invention, there is provided the vehicle running safety device according to the history of the acceleration / deceleration operation stored in the operation history storage means, in which the driver of the own vehicle depresses the accelerator pedal. When the time (for example, the duration Tac in the embodiment described later) is less than the predetermined time (for example, the predetermined time #Tac in the embodiment described later), the operation of the speed reducer by the speed reducer operating means is prohibited. It is characterized in that it is provided with an operation prohibiting means (for example, step S13 in the embodiment described later).

According to the traveling safety device for a vehicle having the above structure,
The operation prohibiting means prohibits the automatic operation of the speed reducer by the speed reducer operating means when the accelerator pedal depressing operation by the driver of the vehicle is less than the predetermined time in the history of the acceleration / deceleration operation. Accordingly, for example, it is possible to prevent the reduction gear transmission from being excessively operated by the reduction gear operation means, and to perform appropriate deceleration control.

Further, in the traveling safety system for a vehicle according to the present invention, the vehicle state detecting means detects a depression operation of an accelerator pedal and a brake pedal by a driver as the vehicle state. The deceleration device actuating means performs a predetermined operation from the time when the vehicle state detecting means detects either the depression operation of the accelerator pedal by the driver or the increase or decrease of the operation amount of the brake pedal, or a predetermined operation from the start of the operation of the deceleration device. It is characterized in that the operation of the speed reducer is stopped when a time has elapsed.

According to the traveling safety device for a vehicle having the above structure,
The deceleration device actuating means prioritizes the acceleration / deceleration operation by the driver when detecting either the accelerator pedal depression operation or the brake pedal depression operation by the driver. In addition, when a predetermined time has elapsed from the start of the operation of the reduction gear, the reduction gear operating means suppresses the excessive operation of the reduction gear, and stops the operation of the reduction gear, for example. Thereby, appropriate deceleration control can be performed.

[0024]

BEST MODE FOR CARRYING OUT THE INVENTION A vehicle running safety device according to an embodiment of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a functional block diagram showing a configuration of a vehicle traveling safety device 10 according to an embodiment of the present invention, and FIG. 2 is a diagram showing an alarm activation timing when the vehicle enters a curve, and FIG. Is the speed V and the time t when the vehicle decelerates to the proper speed VS for passing the curve properly.
It is a figure which shows an example of the relationship of.

As shown in FIG. 1, a vehicle running safety device 10 according to the present embodiment includes, for example, a storage unit 11, a vehicle position detection unit 12, a vehicle state detection unit 13, and a curve recognition unit 14. An appropriate vehicle speed setting unit 15, a comparison unit 16, an operation unit 17, a safety device 18, and an operation history storage unit 19 are provided. Further, the storage unit 11, the vehicle position detection unit 12, and the curve recognition unit 14 constitute a vehicle navigation device.

The storage unit 11 is, for example, a CD-ROM or a DV.
It is composed of a computer-readable recording medium such as a D-ROM and stores map data including road data.
The vehicle position detection unit 12 uses, for example, a GPS (Global Position System) for measuring the position of the vehicle using an artificial satellite.
em) signal or a D (Diff) for improving positioning accuracy by correcting an error of a GPS signal by using an appropriate base station, for example.
The current position of the vehicle is calculated by a calculation process of autonomous navigation based on a positioning signal such as a GPS signal or a detection signal output from a vehicle state detection unit 13 or a yaw rate sensor (not shown) described later.

Further, the 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 includes, for example, a vehicle speed sensor that detects the current speed VP of the vehicle, a wheel speed sensor, and the like, and outputs a detection signal to the vehicle position detection unit 12, the comparison unit 16, and the operation history storage unit 19. further,
The vehicle state detection unit 13 includes an accelerator pedal operation detection unit 21 that detects an accelerator pedal opening AC related to an operation of an accelerator pedal (not shown) by a driver and a brake that detects an operation of a brake pedal (not shown) by the driver. The pedal operation detection unit 22 is provided, and each detection signal is output to the operation unit 17 and the operation history storage unit 19 described later.
Further, the vehicle state detection unit 13 sets the reaction time Δ from the activation of an alarm device described later to the start of deceleration operation by the driver.
T is detected and output to the operating unit 17.

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 vehicle in the traveling direction based on the road data. For example, the curve recognizing unit 14 may use a point (eg
The shape of the curve is recognized based on a white circle shown in FIG. 2) and a link, that is, a line connecting the nodes (for example, a line connecting the white circles shown in FIG. 2).

Then, the curve recognizing unit 14 calculates a curve shape value including, for example, a diameter and a curvature of the curve, a length of the curve (depth of the curve), a turning angle required for passing the curve, and the like, and sets an appropriate vehicle speed. It is output to the unit 15. Here, the length of the curve is the distance of the curve or the time required for the vehicle to pass through the curve at the speed detected by the vehicle state detection unit 13. In addition, the curve recognition unit 14 is a predetermined look-ahead section set in front of the traveling direction of the own vehicle (for example, a section up to several hundred meters to 1 km forward based on the current position of the own vehicle. For example, it is set to recognize the shape of the curve existing within a section 1 km ahead).

The appropriate vehicle speed setting unit 15 is a curve recognizing unit 14
Based on the curve shape value recognized in, the speed of the vehicle that can properly pass through the curve (appropriate speed VS) is calculated.
Then, the appropriate vehicle speed setting unit 15 outputs the set appropriate speed VS data to the comparison unit 16. As a result, the proper vehicle speed setting unit 15 sets the proper speed VS for the curve existing in the predetermined prefetch section prefetched by the curve recognition unit 14.

Here, the appropriate vehicle speed setting unit 15 includes a lateral acceleration calculating unit 31 for calculating an acceleration (lateral acceleration) generated in the lateral direction of the vehicle when passing through a curve. That is, first, the lateral acceleration calculation unit 31 calculates, based on the shape of the curve recognized by the curve recognition unit 14, an appropriate lateral acceleration AS that is allowed when the vehicle properly passes through this curve. Next, the appropriate vehicle speed setting unit 15 calculates the speed of the vehicle that causes the vehicle to generate this appropriate lateral acceleration AS, and sets this speed as the appropriate speed VS. Note that the lateral acceleration allowed for the host vehicle when passing through a curve changes depending on, for example, road surface conditions, tire conditions, loading conditions, and the like, so the appropriate speed VS may be set by further considering these.

The comparison unit 16 compares the vehicle speed (current speed VP) detected by the vehicle state detection unit 13 with the proper speed VS set by the proper vehicle speed setting unit 15, and operates the comparison result. Output to the unit 17. The actuation unit 17 is, for example, an actuator that actuates the safety device 18, and controls the actuation of the safety device 18 based on the comparison result of the comparison unit 16. That is, in the comparison result of the comparison unit 16,
The current speed VP of the vehicle detected by the vehicle state detection unit 13 is compared with the appropriate speed VS set by the appropriate vehicle speed setting unit 15, and the detected current speed VP of the vehicle is higher than the appropriate speed VS, If the vehicle is not in proper vehicle condition, the safety device 18 is activated.

The safety device 18 is provided with, for example, an alarm device for issuing an alarm to draw the driver's attention, an automatic braking device 18c for automatically braking, and the like.
The control is performed based on the control signal output from 7. The alarm device includes a voice alarm unit 18a including a speaker that outputs an alarm sound and a voice message, and a display alarm unit 18b including a display that displays an alarm and a lamp that lights up, for example. There is.

Here, for example, when an independent curve to be actuated by the safety device 18 is detected in the forward direction of the host vehicle, the timing at which the safety device 18 is actuated by the actuating portion 17 is recognized by the vehicle as a curve. It is set based on the time or distance required to decelerate from the current speed VP to the proper speed VS before reaching the entrance position of the curve recognized by the unit 14. 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 in the forward direction of the traveling direction, the curve C The vehicle speed is set to the appropriate speed VS at the entrance position CS. At this time,
For example, as shown in FIG. 3, a predetermined deceleration GS (for example,
When decelerating from the current speed V1 (for example, 100 km / h) to an appropriate speed VS (for example, 40 km / h) at 0.2 G = 0.2 × 9.8 m / s ² ), deceleration is required. The time T is calculated by T = (V1-VS) / GS. Then, the distance required for deceleration, that is, the deceleration required distance L0 is calculated based on this time T, and the deceleration start position C0 (black circle C0 shown in FIG. 2) located just before the deceleration required distance L0 from the entrance position CS of the curve C is calculated. Is set.

Further, for example, the reaction time (for example, about 0.5 s) from when an alarm is issued to alert the driver to when the driver actually reacts and depresses the brake, and the driver applies the brake. The reaction free-running distance ΔL0 is calculated in consideration of the free-running time (for example, about 0.3 s) from the time the pedal is depressed until the brake actually starts to work. As a result, the reaction free running distance Δ from the deceleration start position C0 (black circle C0 shown in FIG. 2)
The alarm start position CW before L0 is set. 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 L between deceleration target points L
When n) becomes equal to the alarm required distance LW set as shown in the following mathematical expression (1), an alarm is issued.

[0036]

[Equation 1]

The operation history storage section 19 includes the vehicle state detection section 1
3 receives the detection signal of the current speed VP of the vehicle and the detection signals output from the accelerator pedal operation detection unit 21 and the brake pedal operation detection unit 22, and, for example, a predetermined period such as a predetermined time or a predetermined traveling distance. The detection signals of the above are stored as a history of the acceleration / deceleration operation by the driver, and are output to the operation unit 17.

That is, the operating unit 17 sets the operation content of the safety device 18 based on the history of the acceleration / deceleration operation by the driver and the acceleration / deceleration operation by the driver. For example, as described later, the operating unit 17 includes a history of acceleration / deceleration operation by the driver in a predetermined period before the alarm device including the voice alarm unit 18a and the display alarm unit 18b, and a driver after the alarm device operates. The operation content of the automatic braking device 18c, that is, the operation time, the magnitude of braking, etc., is set according to the state of the deceleration operation by, for example, the size of the deceleration operation, the duration, the time required to start the deceleration operation, and the like. . Further, as will be described later, the operating unit 17 determines whether or not the driver has the intention of accelerating based on the history of the acceleration / deceleration operation by the driver, and sets the operation content of the automatic braking device 18c according to the determination result. .

Vehicle safety device 1 according to the present embodiment
0 has the above-mentioned configuration, and next, the operation of the traveling safety device 10 of this vehicle will be described with reference to the accompanying drawings. FIG. 4 to FIG. 7 are flowcharts showing an example of the operation of the vehicle running safety device 10, in particular, the process of operating the safety device 18, and FIG. 8A is a change in the operating pressure of the automatic braking according to the reaction time ΔT. 8B is a graph showing FIG.
FIG. 9 is a graph showing changes in the automatic braking operation time TB according to the reaction time ΔT, and FIGS. 9 to 12 are graphs showing examples of changes in the accelerator pedal opening AC and the automatic braking operation flag FB with time. .

First, in step S01 shown in FIG. 4, information on the current position of the vehicle detected by the vehicle position detection unit 12 is read. Next, in step S02,
Current speed VP of the vehicle detected by the vehicle state detection unit 13
Read the information of. Next, in step S03,
Front road data on the traveling road of the host vehicle is read from the storage unit 11.

Next, in step S04, based on the front road data read from the storage unit 11, a predetermined pre-reading section set in front of the traveling direction of the host vehicle (for example, the number based on the current position of the host vehicle is used as a reference). A curve existing within a section up to about 100 m to 1 km ahead, for example, a section up to a position 1 km ahead) is detected. next,
In step S05, of the curves detected in the prefetch section, for a curve having a predetermined shape (for example, a predetermined radius or less), for example, the diameter or curvature of the curve, the length of the curve (depth of the curve), A curve shape value including a turning angle and the like required for passing a curve is estimated and stored in the storage unit 11.

Then, in step S06, an appropriate speed VS at which the curve can be properly passed, or an appropriate lateral acceleration AS allowed when the vehicle properly passes through the curve is calculated based on the estimated curve shape value. Next, in step S07, based on the curve shape value stored in the storage unit 11, 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, a curve To the entrance position CS), that is, the distance Ln between the alarm target points is calculated.

Then, in step S08, a predetermined deceleration GS (for example, 0.2 to 0.3G = 0.2 to
At 0.3 × 9.8 m / s ² ), the distance required to decelerate from the current speed VP to the proper speed VS, that is, the deceleration required distance L0 is calculated. Then, the reaction time (for example, about 0.5 s) from when an alarm is issued to call attention to the driver until the driver actually reacts and depresses the brake, and when the driver actually depresses the brake, The reaction free running distance ΔL0 is calculated in consideration of the free running time (for example, about 0.3 s) until the braking starts to work. Then, based on the equation (1), the alarm required distance LW (= L0 + ΔL
0) is calculated.

Next, in step S09, it is determined whether or not the current speed VP of the host vehicle is equal to or higher than the proper speed VS, or
It is determined whether or not the lateral acceleration AP that occurs when passing the curve at the current speed VP is equal to or higher than the proper lateral acceleration AS. If the result of this determination is "NO", then a series of processing is terminated. On the other hand, if the result of this determination is “YES”, the flow proceeds to step S10, and it is determined whether the driver's operation of the brake pedal is in the OFF state. If the determination result in step S10 is "NO", that is, if the driver has already executed the deceleration operation, the series of processes is ended.
On the other hand, if the determination result in step S10 is "YES", the process proceeds to step S11.

Next, in step S11, the history of the accelerator pedal opening AC and the history of the vehicle's current speed VP stored in the operation history storage unit 19 for each predetermined period are read. Then, in step S12, it is determined based on the history of the accelerator pedal opening AC whether or not the duration time Tac during which the operation of the accelerator pedal by the driver is in the ON state is the predetermined time period #Tac or more. If the result of this determination is "NO", then the operation proceeds to step S13, for example, it is determined that the vehicle is not in an acceleration state that requires the operation of the automatic braking device 18c, and the operation of the automatic braking device 18c is not permitted. Then, the process proceeds to step S18 described later. On the other hand, if the result of this determination is "YES", then step S
Proceed to 14.

In step S14, it is determined whether the accelerator pedal opening AC at this time is larger than that in the fully closed state. If the result of this determination is "NO", that is, if the accelerator pedal opening AC is in the fully closed state, then the processing advances to step S15, in which the driver does not intend to accelerate at this point, but In the history, it is determined that the vehicle is in an acceleration state that requires the operation of the automatic braking device 18c, and the operation of the automatic braking device 18c is permitted.
The process proceeds to step S18 described below. On the other hand, if the result of this determination is "YES", then the operation proceeds to step S16.

In step S16, it is determined whether or not the change in the accelerator pedal opening AC at this time point is increasing. If this determination result is “YES”, for example, it is determined that the driver has an intention to accelerate, and the above-described step S
Proceed to 13. On the other hand, when the result of this determination is "NO", the flow proceeds to step S17. In step S17, it is determined whether or not the change in the current vehicle speed VP is increasing. If the determination result in this step S17 is "YES", it is determined that the driver accepts the increase in speed, for example, on a downhill, and the process proceeds to step S13 described above. On the other hand, the determination result in step S17 is "N
In the case of “O”, for example, it is determined that the driver has no intention of accelerating, and the process proceeds to step S15 described above.

Further, in step S18, it is determined whether or not the flag value of the automatic braking operation flag FB indicating the operation of the automatic braking device 18c is "0". This judgment result is "N
In the case of “O”, the process proceeds to step S37 described later. On the other hand, if the result of this determination is "YES", then step S
Proceed to 19. In step S19, it is determined whether or not the flag value of the alarm operation flag FT indicating the operation of the alarm device is "0". If the result of this determination is "NO", the flow proceeds to step S25 described below. On the other hand, this determination result is "Y
In the case of "ES", the process proceeds to step S20.

In step S20, it is determined whether or not the distance between the present position of the host vehicle and the entrance position CS of the curve (deceleration target point-to-point distance Ln) is less than or equal to the warning required distance LW. If the result of this determination is "NO", then a series of processing is terminated. On the other hand, if the result of this determination is "YES", then the operation proceeds to step S21, the alarm device is activated, and the operation proceeds to step S22.

In step S22, counting of the timer T is started. Next, in step S23, the flag value of the alarm activation flag FT is set to "1", and the process proceeds to step S24. In step S24, it is determined whether or not the driver has an intention to accelerate. Step S described above
When the automatic braking is permitted in step S15 by the determinations in 12, S14, S16, and S17, the determination result is “YES”, and the process proceeds to step S28 described later. On the other hand, if the automatic braking is not permitted in step S13, the determination result is "NO", that is, if the driver has an intention to accelerate, the process proceeds to step S25.

In step S25, it is determined whether the count value of the timer T is larger than the predetermined time Tt.
If the result of this determination is "NO", then a series of processing is terminated. On the other hand, if the determination result is “YES”, the predetermined time Tt has elapsed since the alarm device was activated, so the process proceeds to step S26, the operation of the alarm device is stopped, and the process proceeds to step S27. The flag value of the flag FT is set to "0", and a series of processing is ended.

On the other hand, in step S28, as an operation of the accelerator pedal by the driver, the driver is turned off from the ON state.
It is determined whether or not there is an operation to move to the F state. If this determination result is "YES", step S3 described later.
Go to 3. On the other hand, if this determination result is “NO”,
In step S29, it is determined whether or not the driver operates the brake pedal to move from the OFF state to the ON state. If the determination result in step S29 is "YES", the process proceeds to step S33 described later. On the other hand, the determination result in step S29 is "N
In the case of "O", the process proceeds to step S30.

In step S30, for example, the driver determines that he / she accepts the running state of the vehicle at this point without decelerating despite the activation of the alarm device, and activates the alarm device. To stop. And step S
In 31, the count of the timer T is cleared, the process proceeds to step S32, the flag value of the alarm activation flag FT is set to "0", and the series of processes is ended.

On the other hand, in step S33, for example, it is determined that the driver performs deceleration operation in response to the operation of the alarm device, and the reaction time ΔT from the operation of the alarm device to the start of the deceleration operation by the driver is set. Read. Then, in step S34, the operating time TB and the operating pressure (that is, the magnitude of the operation) of the automatic braking device 18c are calculated according to the reaction time ΔT, for example, by a map search or the like. The operating pressure of the automatic braking device 18c is, for example, as shown in FIG.
As shown in, the predetermined reaction time ΔT1 (for example, 1 second)
Up to the above, it is kept constant at a predetermined working pressure #PB, and is set to change to a decreasing tendency after a predetermined reaction time ΔT1. Further, the operation time TB of the automatic braking device 18c
Is a predetermined reaction time Δ, as shown in FIG.
It is set to be constant at a predetermined operation time #TB until T1, and is set to change to a decreasing tendency after the predetermined reaction time ΔT1. That is, after the predetermined reaction time ΔT1, the shorter the reaction time ΔT is, the longer the operation time TB of the automatic braking device 18c becomes, and the automatic braking device 18
The deceleration at which c occurs is set to be large. The operating pressure and the operating time TB of the automatic braking device 18c are either fixed values and the other is the reaction time ΔT.
It is also possible to change according to.

Next, in step S35, it is determined whether the deceleration target point-to-point distance Ln is zero or more. If the result of this determination is "NO", then step S30 described above
Proceed to. On the other hand, if this determination result is “YES”,
In step S36, it is determined whether the deceleration target point-to-point distance Ln is less than or equal to the deceleration required distance L0. This step S3
When the determination result of 6 is "NO", the process proceeds to step S32 described above. On the other hand, if the determination result in step S36 is "YES", the process proceeds to step S37, the automatic braking device 18c is operated, and the process proceeds to step S38 to set "1" to the flag value of the automatic braking operation flag FB. Then, the process proceeds to step S39.

Then, in step S39, it is determined whether or not the count value of the timer T is larger than the operation time TB. If the result of this determination is "YES", the deceleration by the automatic braking device 18c has operated for a predetermined time, so the routine proceeds to step S42 described later. On the other hand, this determination result is "N
In the case of "O", the process proceeds to step S40, and it is determined whether or not the operation of depressing the brake pedal by the driver has reached a predetermined operation state. If the determination result in step S40 is "YES", it is determined that, for example, the depression operation of the brake pedal by the driver has reached an operation amount that does not require the operation of the automatic braking device 18c. Then, the process proceeds to step S42 described below. On the other hand, this step S4
If the determination result in 0 is "NO", step S41
Proceed to.

In step S41, it is determined whether or not the driver depresses the accelerator pedal. If the result of this determination is "NO", then a series of processing is terminated. On the other hand, if the result of this determination is "YES", it is determined that the driver has an intention to accelerate and that the operation of the automatic braking device 18c is not necessary, and the process proceeds to step S42 to stop the operation of the automatic braking device 18c. Then, the process proceeds to step S43. Then, in step S43, the operation of the alarm device is stopped, the process proceeds to step S44, the flag value of the automatic braking operation flag FB and the flag value of the alarm operation flag FT are set to "0", and the process proceeds to step S45. , The count value of the timer T is cleared, and a series of processing is ended. In addition to steps S40 and S41, even when the driver's depression operation of the brake pedal is in the depression release direction, it is considered that the driver does not desire further deceleration, and the process proceeds to step S42 to perform automatic braking. The operation of the device 18c may be stopped.

For example, as shown in FIG. 9, the accelerator pedal opening AC is maintained at a predetermined opening AC1, and there is no increase in the accelerator pedal opening AC or the vehicle speed such as the constant speed running state of the vehicle. When the duration Tac (= t1-t0) in which the accelerator pedal is in the ON state is equal to or longer than the predetermined time #Tac, it is determined that the driver has no intention of accelerating, and the automatic braking device 18c is activated. Then, according to the reaction time ΔT (= t2-t1) from time t1 when the alarm device is activated to time t2 when the driver operates the accelerator pedal in the closing direction, the automatic braking device 18c
The operating time TB and the operating pressure are set, and the automatic braking device 18c is operated at the time t2 when the deceleration target point-to-point distance Ln becomes the deceleration required distance L0 or less. here,
When the reaction time ΔT (= t2-t1) is relatively short, the operating pressure of the automatic braking device 18c is set relatively large, and the operating time TB (= t3-t2) is set relatively long. .

On the other hand, for example, as shown in FIG. 10, a reaction time ΔT (= t4-t1) from time t1 when the alarm device is activated to time t4 when the driver operates the accelerator pedal in the closing direction. Is relatively long, the operating pressure of the automatic braking device 18c is relatively small, and the operating time TB (= t5-t4) is relatively short.

For example, as shown in FIG. 11, when the duration Tac (= t1-t6) in which the accelerator pedal is in the ON state is less than the predetermined time #Tac before the time t1 when the alarm device is activated, It is determined that the automatic braking device 18c is not in an acceleration state that requires the operation, and the automatic braking device 18c is not allowed to operate. At this time, even when the reaction time ΔT (= t7-t1) from the time t1 when the alarm device is activated to the time t7 when the driver operates the accelerator pedal in the closing direction is relatively short. The non-permission state of the automatic braking device 18c is maintained.

Further, for example, as shown in FIG. 12, before the time t1 when the alarm device is activated, the duration Tac (= t1-t0) in which the accelerator pedal is in the ON state becomes the predetermined time #Tac or more, and the automatic braking device is activated. Even when the operation permission state of 18c is entered, the driver's operation in the closing direction of the accelerator pedal is not detected after time t1 when the alarm device is activated, and for example, the accelerator pedal opening AC increases (for example, (Increase from AC1 to AC2) is detected, the driver's intention to accelerate is prioritized, and the automatic braking device 18
The operation of c is prohibited.

Before the time t1 when the alarm device is activated, the duration time Ta in which the accelerator pedal is in the ON state is Ta.
c exceeds #Tac for a predetermined time, the automatic braking device 18c
When the driver's depression operation of the brake pedal is detected after the time t1 when the alarm device is activated when the operation of the brake pedal is activated, until the depression operation of the brake pedal reaches a predetermined operation state, The automatic braking device 18c is operated so as to assist the deceleration operation by the driver.

As described above, according to the vehicle running safety device 10 of the present embodiment, the presence / absence of acceleration intention is determined based on the history of the driver's acceleration / deceleration operation before the alarm device is activated, and the determination result is obtained. And the automatic braking device 18c according to the state of the deceleration operation of the driver after the activation of the alarm device.
By setting the operation content of the above, the deceleration control that accurately reflects the driver's intention can be performed, and while preventing the driver from feeling uncomfortable with the operation of the automatic braking device 18c, It is possible to properly pass the curve existing in front of the vehicle.

At this time, when it is determined that the driver has no intention of accelerating, in addition to the case where the execution of the deceleration operation by the driver is detected, the running state such as a constant speed running state is maintained. By including also, it is possible to perform deceleration control that accurately reflects the driver's will. Further, in the history of the acceleration / deceleration operation, when the duration time Tac of the depression operation of the accelerator pedal by the driver is less than the predetermined time #Tac, the operation of the automatic braking device 18c is disallowed so that the automatic braking device 18c operates. Appropriate deceleration control can be performed by suppressing excessive operation.

Furthermore, by utilizing the reaction time ΔT as the state of the deceleration operation of the driver after the alarm device is activated, the deceleration control that more accurately reflects the driver's deceleration intention can be performed. . Moreover, even when the automatic braking device 18c is in operation, when it is detected that the driver depresses the accelerator pedal or the brake pedal depresses by a predetermined amount, the acceleration / deceleration operation by the driver is detected. By prioritizing and stopping the operation of the automatic braking device 18c, appropriate deceleration control can be performed.

In the present embodiment, the vehicle state detection unit 13 outputs the detection signal of the current vehicle speed VP, but the present invention is not limited to this. For example, the current vehicle speed V
Based on P and the shape of the curve recognized by the curve recognition unit 14, the lateral acceleration AP that occurs in the host vehicle when passing through the curve at this current speed VP is estimated, and this estimated value is output. May be. In this case, the comparison unit 16 compares the estimated value of the lateral acceleration AP output from the vehicle state detection unit 13 with the appropriate lateral acceleration AS output from the lateral acceleration calculation unit 31 of the appropriate vehicle speed setting unit 15, and this The comparison result is output to the operating unit 17.

[0067]

As described above, according to the traveling safety device for a vehicle of the present invention described in claim 1, while preventing the driver from feeling uncomfortable with the operation of the speed reducer, The speed reducer can be appropriately operated, and the curve existing in front of the host vehicle can be properly passed. Further, according to the traveling safety device for a vehicle of the present invention as set forth in claim 2, it is possible to appropriately give an alarm in accordance with the shape of the curve, and to make the curve in which it is determined that the notification means needs to be operated in an appropriate vehicle state. It will be possible to pass.

Further, according to the vehicle running safety device of the present invention as defined in claim 3, deceleration control can be performed accurately reflecting the driver's intention, and the curve existing in front of the host vehicle can be properly controlled. It is possible to pass through. Further, according to the traveling safety device for a vehicle of the present invention described in claim 4,
In addition to when the driver's deceleration operation is detected, the driver's intention is accurately reflected by determining that there is no intention to accelerate even when the driving condition such as the constant speed driving condition is maintained. The deceleration control described above can be performed, and a curve existing in front of the host vehicle can be properly passed.

Further, according to the vehicle running safety system of the present invention as defined in claim 5, the reaction time from the activation of the alarm actuating means to the start of the deceleration operation by the driver of the vehicle is utilized. As a result, the deceleration control that more accurately reflects the driver's intention can be performed, and the curve existing in front of the host vehicle can be properly passed. Further, according to the vehicle travel safety device of the present invention as set forth in claim 6, the driver's intention to decelerate is accurately reflected by detecting the spontaneous deceleration operation by the driver as the state of the deceleration operation. The deceleration control can be performed, and the curve existing in front of the host vehicle can be properly passed.

Further, according to the traveling safety device for a vehicle of the present invention described in claim 7, the shorter the reaction time, the stronger the driver's intention to decelerate, and the longer the operating time of the decelerator is. By setting, the deceleration control that more accurately reflects the driver's intention can be performed, and the curve existing in front of the vehicle can be properly passed. Further, according to the vehicle travel safety device of the present invention as set forth in claim 8, it is determined that the shorter the reaction time, the stronger the driver's intention to decelerate, and the deceleration generated by the decelerator is set to be large. By doing so, the deceleration control that more accurately reflects the driver's intention can be performed, and the curve existing in front of the host vehicle can be properly passed.

Further, according to the traveling safety device for a vehicle of the present invention as set forth in claim 9, when the accelerator pedal depressing operation by the driver of the own vehicle is less than the predetermined time in the history of the acceleration / deceleration operation. By prohibiting the automatic operation of the speed reducer by the speed reducer operating means, for example, it is possible to suppress the excessive operation of the speed reducer by the speed reducer operating means and perform appropriate speed reduction control. Further, according to the vehicle travel safety device of the present invention as set forth in claim 10, when either the depression operation of the accelerator pedal or the depression operation of the brake pedal by the driver is detected, the acceleration / deceleration operation by the driver is performed. When the predetermined time has elapsed from the start of the operation of the speed reducer, the operation of the speed reducer is stopped to perform appropriate speed reduction control.

[Brief description of drawings]

FIG. 1 is a functional block diagram showing a configuration of a vehicle running safety device according to an embodiment of the present invention.

FIG. 2 is a diagram showing an activation timing of an alarm when a vehicle enters a curve.

FIG. 3 is a diagram showing an example of a relationship between a speed V and time t when the vehicle decelerates to an appropriate speed VS for properly passing a curve.

FIG. 4 is a flowchart showing an example of the operation of the vehicle running safety device, in particular a process of operating the safety device.

FIG. 5 is a flowchart showing an example of the operation of the vehicle running safety device, in particular, the process of operating the safety device.

FIG. 6 is a flowchart showing an example of the operation of the vehicle running safety device, particularly a process of operating the safety device.

FIG. 7 is a flow chart showing an example of the operation of the vehicle running safety device, particularly a process of operating the safety device.

FIG. 8 (a) is a graph showing the change in the operating pressure of automatic braking according to the reaction time ΔT, and FIG. 8 (b) is the change in the operating time TB of automatic braking according to the reaction time ΔT. It is a graph figure which shows.

FIG. 9 is a graph showing an example of changes over time in accelerator pedal opening AC and automatic braking operation flag FB.

FIG. 10 is a graph showing an example of changes over time in accelerator pedal opening AC and automatic braking operation flag FB.

FIG. 11 is a graph showing an example of changes over time in accelerator pedal opening AC and automatic braking operation flag FB.

FIG. 12 is a graph showing an example of changes over time of an accelerator pedal opening AC and an automatic braking operation flag FB.

[Explanation of symbols]

10 Driving Safety Device for Vehicle 11 Storage Unit (Storage Unit) 12 Vehicle Position Detection Unit (Vehicle Position Detection Means) 13 Vehicle State Detection Unit (Vehicle State Detection Means) 14 Curve Recognition Unit (Curve Recognition Means) 15 Appropriate Vehicle Speed Setting Section (appropriate vehicle state setting means) 16 comparison section (comparison means) 17 actuation section (alarm activation means, reduction gear activation means) 18 safety device 18a voice alarm section (informing means) 18b display alarm section (informing means) 19 operation history Storage unit (operation history storage unit) 21 Accelerator pedal operation detection unit (operation state detection unit) 22 Brake pedal operation detection unit (operation state detection unit) Step S13 Operation inhibition unit Step S14, Step S16, Step S17 Acceleration intention determination unit Step S15 operation permission means

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60R 21/00 628 B60R 21/00 628C B60T 8/00 B60T 8/00 C 8/58 8/58 F G08G 1/16 G08G 1/16 D

Claims (10)

[Claims] 1. A storage unit for storing road data, a vehicle position detection unit for detecting the position of the own vehicle, a vehicle state detection unit for detecting a vehicle state of the own vehicle, and the road stored by the storage unit. A curve recognition means for recognizing the shape of a curve existing in the traveling direction of the own vehicle based on the data, and an appropriateness for setting an appropriate vehicle state capable of properly passing through the curve based on the shape of the curve recognized by the curve recognition means. Vehicle state setting means, comparing means for comparing the vehicle state detected by the vehicle state detecting means with the proper vehicle state set by the proper vehicle state setting means, and the own vehicle in the comparison result by the comparing means. When the vehicle state is not in the proper vehicle state, the alarm actuating means for activating the informing means for giving an alarm to the occupant of the own vehicle and the deceleration device of the own vehicle are automatically operated. A traveling safety device for a vehicle comprising deceleration device operating means for operating, operation history storage means for storing a history of acceleration / deceleration operations by a driver of the vehicle in a predetermined period before the operation of the alarm operating means, An operation state detection unit for detecting a state of deceleration operation by the driver of the own vehicle after the activation of the alarm activation unit, wherein the deceleration device operation unit is a history of the acceleration / deceleration operation stored by the operation history storage unit. And the operation content of the speed reducer according to the state of the deceleration operation detected by the operation state detecting means. 2. The vehicle state detecting means detects the speed of the own vehicle, or detects the speed of the own vehicle and passes the curve based on the speed and the shape of the curve recognized by the curve recognizing means. For estimating the lateral acceleration of the own vehicle that sometimes occurs, the appropriate vehicle state setting means is for setting an appropriate speed or an appropriate lateral acceleration that can properly pass through the curve, and at least the alarm activation means or the Any one of the speed reducer actuating means is informed when the speed of the host vehicle is higher than the proper speed or when the estimated lateral acceleration is higher than the proper lateral acceleration in the comparison result by the comparing means. The vehicle running safety device according to claim 1, wherein the means or the speed reducer is actuated. 3. An acceleration intention determination means for determining whether or not a driver of the vehicle has an acceleration intention based on a history of the acceleration / deceleration operation stored in the operation history storage means, and the acceleration intention determination means for the acceleration. The operation permitting means for permitting the operation of the speed reducer by the speed reducer operating means when it is determined that there is no intention, and the vehicle according to any one of claims 1 and 2. Driving safety device. 4. The acceleration intention determination means determines that there is no acceleration intention when there is no increase in the amount of depression of the accelerator pedal by the driver or increase in the speed of the vehicle. 3. The vehicle safety device according to item 3. 5. The operation state detection means detects a reaction time as a state of the deceleration operation from the activation of the alarm actuation means to the start of the deceleration operation by the driver of the own vehicle. 3. The speed reducer operating means sets the operation content of the speed reducer according to the reaction time detected by the operation state detecting means.
The vehicle safety device according to any one of 1. 6. The vehicle running according to claim 5, wherein the operation state detecting means detects an operation in a closing direction of an accelerator pedal or a stepping operation of a brake pedal as the state of the deceleration operation. Safety device. 7. The speed reducer operating means is set such that the shorter the reaction time detected by the operation state detecting means, the longer the operating time of the speed reducer by the speed reducer operating means. The traveling safety device for a vehicle according to any one of claims 5 and 6. 8. The speed reducer operating means is set such that the shorter the reaction time detected by the operation state detecting means, the greater the deceleration generated by the speed reducer by the speed reducer operating means. The vehicle running safety device according to any one of claims 5 to 7. 9. In the history of the acceleration / deceleration operation stored in the operation history storage means, when the time of the accelerator pedal depressing operation by the driver of the vehicle is less than a predetermined time, the speed reducer operating means operates. 9. The traveling safety device for a vehicle according to claim 7, further comprising an operation prohibiting unit that prohibits operation of the speed reducer. 10. The vehicle state detecting means detects a depression operation of an accelerator pedal and a brake pedal by a driver as the vehicle state, and the deceleration device operating means uses the vehicle state detecting means by a driver. The operation of the speed reducer is stopped at the time when either the depression operation of the accelerator pedal or the increase or decrease of the operation amount of the brake pedal is detected, or when a predetermined operation time has elapsed from the start of the operation of the speed reducer. The traveling safety device for a vehicle according to claim 1 or 2, characterized in that.