JP2006315489A - Vehicular surrounding alarm device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To issue an alarm to the surroundings of a vehicle at exact timing. <P>SOLUTION: It is determined whether a present state of an own vehicle is issuing a pre-crash alarm or not (100). In case of affirmative determination, it is determined whether an anti-lock brake system is under ABS control or not(102). In case of affirmative determination, it is determined collision between the own vehicle and an obstacle can be avoided or not when the own vehicle continues speed-reduction at present deceleration, on the basis of relative position relationship or relative speed between the own vehicle and the obstacle determined by a pre-crash control ECU as having high possibility of colliding with the own vehicle, a center position, width dimensions, and the present deceleration of the own vehicle. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle surrounding alarm device, and more particularly to a vehicle surrounding alarm device mounted on a vehicle to which an antilock brake device is attached.

  Conventionally, various in-vehicle mechanisms have been proposed for the purpose of preventing the occurrence of a vehicle accident or reducing the probability of occurrence of a vehicle accident. For example, it is provided at a position higher than a normal stop lamp. The high-mount stop lamp that lights up at the same time as the normal stop lamp allows the driver of the succeeding vehicle to recognize that the preceding vehicle is decelerating more reliably, and provides a certain rear-end collision suppression effect. Is popular. However, since the stop lamp is lit while the driver is operating the brake, when the stop lamp of the preceding vehicle is lit, the driver of the following vehicle can recognize that the preceding vehicle is decelerating, but the preceding vehicle It is not possible to recognize how much the vehicle is slowing down.

For this reason, Patent Document 1 discloses that when a vehicle deceleration exceeds a predetermined threshold value or when an antilock brake device attached to the vehicle is activated, an alarm device is operated to rapidly decelerate the preceding vehicle. Has been proposed to alert the driver of the following vehicle to call the driver's attention.
JP-A-9-142203

  However, the running state of the host vehicle, such as the deceleration of the host vehicle exceeding a predetermined threshold or the anti-lock brake device attached to the host vehicle operating, increases the risk of the host vehicle affecting the surroundings. It is not directly connected, but the degree of risk that the host vehicle has on the surroundings is greatly affected by the surrounding conditions of the host vehicle at that time. On the other hand, in the technique described in Patent Document 1, the alarm is activated when the deceleration exceeds a predetermined threshold value or the antilock brake device is activated, so that the surrounding situation is not actually high in danger. Even if it exists, there is a problem that the alarm device may be operated, and the alarm cannot be accurately issued to the surroundings according to the degree of danger. In addition, if an alarm is issued at an inaccurate timing, it may cause discomfort to surrounding pedestrians and drivers of other vehicles, and if an alarm is frequently issued at an inaccurate timing, On the contrary, it is also conceivable that surrounding pedestrians and drivers of other vehicles become accustomed to the alarm, and the accident suppression effect due to the alarm is impaired.

  The present invention has been made in consideration of the above facts, and an object of the present invention is to obtain a vehicle surrounding alarm device that can issue an alarm to the surroundings of a vehicle at an accurate timing.

  In order to achieve the above object, a vehicle surrounding alarm device according to the first aspect of the present invention is a vehicle surrounding alarm device mounted on a vehicle to which an antilock brake system is attached, and issues an alarm around the vehicle. Ambient alarm means, ambient environment condition detection means for detecting an environment condition around the vehicle, running condition detection means for detecting the running condition of the vehicle, and the environmental condition detected by the ambient environment condition detection means, Based on the travel state detected by the travel state detection unit and the operating state of the anti-lock brake system, a risk level determination unit that determines a risk level around the vehicle and a risk level determination unit And control means for controlling the operation of the ambient alarm means in accordance with the degree of risk.

  The vehicle surrounding alarm device according to the first aspect of the present invention is mounted on a vehicle to which an anti-lock brake system is attached, and includes a surrounding alarm means for issuing an alarm around the vehicle. According to the first aspect of the present invention, the environmental condition around the vehicle is detected by the ambient environment condition detecting means, and the traveling condition of the vehicle is detected by the traveling condition detecting means. The ambient environment condition detection means described above can detect any environment condition around the vehicle, but in particular, a vehicle equipped with a vehicle environment alarm device according to the present invention (hereinafter referred to as own vehicle for convenience). It is desirable to detect environmental conditions that affect the degree of danger to the surroundings of the surroundings. Specifically, for example, the presence or absence of an obstacle present in the traveling direction of the vehicle, the distance to the obstacle, Whether there is a situation where the host vehicle should be stopped in the traveling direction of the vehicle, the distance from the following vehicle following the host vehicle, and the like. In addition, the above-described traveling state detection means can adopt a configuration that detects an arbitrary event as the traveling state of the vehicle. However, an event that affects the degree of danger to the surroundings of the host vehicle may be a detection target. Desirably, specifically, for example, at least one of the deceleration of the host vehicle, the acceleration in the left-right direction of the vehicle, the speed of the host vehicle, and the like is preferably set as the detection target.

  The risk determination means according to the invention of claim 1 is based on the environmental situation detected by the surrounding environment situation detection means, the running condition detected by the running condition detection means, and the operating situation of the antilock brake system. Determine the degree of danger to the surroundings of the vehicle. In this way, the risk level for the vehicle surroundings can be accurately determined by determining the risk level for the vehicle surroundings based on the environmental conditions around the vehicle, the running state of the vehicle, and the operating status of the anti-lock brake system. Can do. The control means controls the operation of the surrounding alarm means according to the risk determined by the risk determination means.

  Thus, for example, even if the host vehicle is decelerating with the operation of the anti-lock brake system, if the environmental situation around the vehicle is a low risk situation, the risk judgment means It is determined that the danger level for the vehicle is low, so that the surrounding alarm means is controlled so that it does not operate, while the host vehicle is decelerating with the operation of the antilock brake system, and the environmental conditions around the vehicle are If the degree of danger is high, the degree of danger with respect to the surroundings of the vehicle is judged to be high by the degree-of-risk judgment means, and the surrounding alarm means can be controlled to operate. Therefore, according to the first aspect of the invention, an alarm for the surroundings of the vehicle can be issued at an accurate timing, and the occurrence of an accident between the host vehicle and the surrounding pedestrians or other vehicles can be prevented or the accident can be prevented. The probability of occurrence of can be reduced.

  A vehicle surrounding alarm device according to a second aspect of the present invention is a vehicle surrounding alarm device mounted on a vehicle to which an anti-lock brake system is attached, the surrounding alarm means for issuing an alarm around the vehicle, and the vehicle Obstacle detection means for detecting obstacles existing in the traveling direction of the vehicle, traveling state detection means for detecting the traveling state of the vehicle, detection results of the obstacles by the obstacle detection means, and by the traveling state detection means Based on the detected traveling state and the operation status of the anti-lock brake system, the collision possibility determining means for determining the possibility of collision between the vehicle and the obstacle is determined by the collision possibility determining means. And control means for controlling the operation of the surrounding alarm means in accordance with the possibility of collision.

  Similarly to the first aspect of the invention, the vehicle surrounding alarm device according to the second aspect of the invention is mounted on the vehicle to which the anti-lock brake system is attached, and surrounding alarm means for issuing an alarm around the vehicle is provided. In addition, an obstacle present in the traveling direction of the vehicle is detected by the obstacle detection means, and the traveling state of the vehicle is detected by the traveling state detection means. As the obstacle detection means, specifically, for example, an electromagnetic wave having a predetermined wavelength is emitted in the traveling direction of the vehicle, and the electromagnetic wave reflected by the obstacle or the like is detected to exist in the traveling direction of the vehicle. A configuration for detecting an obstacle or a configuration for imaging the traveling direction of the vehicle by a plurality of imaging means and detecting an obstacle existing in the traveling direction of the vehicle based on an image obtained by imaging by each imaging means is adopted. be able to. As for the above-described running state detection means, a configuration for detecting an arbitrary event as the running state of the vehicle can be adopted in the same manner as in the first aspect of the invention. It is desirable that the event to be detected is a detection target. Specifically, for example, at least one of deceleration of the own vehicle, acceleration in the left-right direction of the vehicle, speed of the own vehicle, and the like is preferably set as the detection target.

  Further, the collision possibility determination means according to the invention of claim 2 is based on the detection result of the obstacle by the obstacle detection means, the traveling state detected by the traveling state detection means and the operating state of the antilock brake system, Determine the possibility of collision between the vehicle and the obstacle. In this way, by using the obstacle detection result, the running state of the vehicle and the operation status of the anti-lock brake system, it is possible to accurately determine the danger to the surroundings of the vehicle, that is, the possibility of collision between the vehicle and the obstacle. Can do. Then, the control means controls the operation of the surrounding alarm means according to the collision possibility determined by the collision possibility determination means.

  Thereby, for example, even if the host vehicle is decelerating with the operation of the antilock brake system, there is no obstacle in the traveling direction of the host vehicle or there is an obstacle in the traveling direction of the host vehicle. If it is present but the distance to the obstacle is large, etc., it is determined that the collision possibility is low by the collision possibility determination means, and the surrounding alarm means is controlled not to operate. The host vehicle is decelerating with the operation of the antilock brake system, and there is an obstacle in the traveling direction of the host vehicle, or there is an obstacle in the traveling direction of the host vehicle. If the situation is such that the distance to is small, it is possible to control the surrounding alarm means to be activated by determining that the possibility of collision is high by the collision possibility determination means. Therefore, according to the second aspect of the invention, an alarm for the surroundings of the vehicle can be issued at an appropriate timing, and the occurrence of an accident between the own vehicle and the surrounding pedestrians or other vehicles can be prevented or the accident can be prevented. The probability of occurrence of can be reduced.

  In the second aspect of the invention, the traveling state detecting means can be constituted by a deceleration detecting means for detecting the deceleration of the vehicle, for example, as described in claim 3, and the collision possibility determining means is The collision between the vehicle and the obstacle is possible based on the detection result of the obstacle by the obstacle detection means, the deceleration of the vehicle detected by the deceleration detection means as the running state detection means, and the operation status of the antilock brake system. It can be configured to determine gender.

  A vehicle surrounding alarm device according to a fourth aspect of the present invention is a vehicle surrounding alarm device mounted on a vehicle to which an anti-lock brake system is attached, the surrounding alarm means for issuing an alarm around the vehicle, and the vehicle Road information acquisition means for acquiring road information in the direction of travel of the vehicle, travel state detection means for detecting the travel state of the vehicle, and the travel direction of the vehicle based on the road information acquired by the road information acquisition means. When it is determined whether or not there is a situation where the vehicle should be stopped, and when it is determined that there is a situation where the vehicle should be stopped in the traveling direction of the vehicle, the road information acquisition unit obtains Whether the vehicle can be stopped based on road information, the traveling state detected by the traveling state detecting means, and the operating state of the anti-lock brake system. A vehicle stop determination means for determining whether, is characterized by and a control means for controlling operation of said peripheral alarm means in accordance with a determination result by the vehicle stop determination unit.

  Similarly to the first and second aspects of the invention, the vehicle surrounding alarm device according to the fourth aspect of the invention is mounted on the vehicle to which the antilock brake system is attached, and issues an alarm around the vehicle. In addition to the surrounding alarm means, road information in the traveling direction of the vehicle is acquired by the road information acquisition means, and the traveling state of the vehicle is detected by the traveling state detection means. In addition, as said road information acquisition means, specifically, the structure which acquires road information from the car navigation apparatus mounted in the same vehicle, for example, by performing road-to-vehicle communication with the roadside apparatus which transmits road information. A configuration in which road information is acquired, and a configuration in which the traveling direction of the vehicle is imaged by an imaging unit, and road information in the traveling direction of the vehicle is generated by analyzing an image obtained by the imaging can be employed. As for the running state detecting means, as in the first and second aspects of the invention, it is possible to adopt a configuration for detecting any event as the running state of the vehicle. It is desirable that an event having an influence is a detection target. Specifically, for example, at least one of deceleration of the own vehicle, acceleration in the left-right direction of the vehicle, speed of the own vehicle, and the like is preferably set as the detection target.

  Further, the vehicle stop propriety determining means according to the invention of claim 4 is a situation in which the vehicle should be stopped in the traveling direction of the vehicle based on the road information acquired by the road information acquiring means (for example, the signal is red) When it is determined whether there is a situation where the vehicle should stop in the traveling direction of the vehicle, the road information acquisition means It is determined whether or not the vehicle can be stopped based on the acquired road information, the traveling state detected by the traveling state detecting means, and the operating state of the antilock brake system. In this way, it is possible to accurately determine the degree of danger to the surroundings of the vehicle, that is, whether or not the vehicle can be stopped, by using the road information of the traveling direction of the vehicle, the traveling state of the vehicle, and the operating state of the antilock brake system. Can do. And a control means controls the action | operation of a surrounding alarm means according to the determination result by a vehicle stop propriety determination means.

  As a result, for example, even when the host vehicle is decelerating with the operation of the antilock brake system, there is no situation in which the vehicle should stop in the traveling direction of the vehicle, or the host vehicle can be stopped, etc. In this situation, the vehicle is judged not to be stopped by the vehicle stoppage determining unit, so that the surrounding alarm unit is controlled so as not to operate, while the own vehicle decelerates with the operation of the antilock brake system. If it is difficult to stop the vehicle with respect to the situation where the vehicle that is present in the traveling direction of the vehicle is to be stopped, it is determined that the vehicle cannot be stopped by the vehicle stop propriety determining means. Thus, the surrounding alarm means can be controlled to operate. Therefore, according to the fourth aspect of the invention, an alarm for the surroundings of the vehicle can be issued at an appropriate timing, and the occurrence of an accident between the host vehicle and the surrounding pedestrians or other vehicles can be prevented or the accident can be prevented. The probability of occurrence of can be reduced.

  In the invention according to claim 4, the traveling state detecting means can be constituted by a deceleration detecting means for detecting the deceleration of the vehicle, as described in claim 5, for example. It is determined whether or not the vehicle can be stopped based on the road information acquired by the road information acquisition means, the deceleration detected by the deceleration detection means as the driving state detection means, and the operating state of the antilock brake system. It can be constituted as follows.

  Further, in the invention according to any one of claims 1 to 5, as the surrounding alarm means, for example, as described in claim 6, a configuration for issuing an alarm around the vehicle by optical means, specifically, For example, it is possible to adopt a configuration in which an alarm is generated around the vehicle by blinking the high beam of the headlamp (passing) or blinking the hazard lamp. Further, depending on the risk determined by the risk determination means, the collision possibility determined by the collision possibility determination means, or the determination result by the vehicle stop possibility determination means, a warning level (for example, blinking) Or a blinking cycle, a light amount, etc.) may be changed stepwise or continuously.

  Further, in the invention according to any one of claims 1 to 6, as the surrounding alarm means, for example, as described in claim 7, a configuration for issuing an alarm around the vehicle by acoustic means, specifically, For example, it is possible to employ a configuration in which a warning is generated around the vehicle by sounding a horn or a buzzer. Further, the alarm level (for example, sound volume) for the surroundings of the vehicle is determined according to the risk determined by the risk determination means, the collision possibility determined by the collision possibility determination means, or the determination result by the vehicle stop possibility determination means. Or sound quality, sound type, etc.) may be changed.

  As described above, the present invention determines the degree of danger with respect to the surroundings of the vehicle based on the environmental situation around the vehicle, the running state of the vehicle, and the operating situation of the antilock brake system attached to the vehicle, and the judged degree of danger. Accordingly, an alarm is issued to the surroundings of the vehicle in response to the above, so that an excellent effect that an alarm for the surroundings of the vehicle can be issued at an accurate timing is obtained.

  The present invention also determines the possibility of collision between the vehicle and the obstacle based on the detection result of the obstacle present in the traveling direction of the vehicle, the running state of the vehicle, and the operating state of the antilock brake system attached to the vehicle. In addition, since an alarm is issued around the vehicle according to the determined possibility of collision, there is an excellent effect that an alarm can be issued to the surroundings of the vehicle at an accurate timing.

  Further, the present invention determines whether or not there is a situation where the vehicle should be stopped in the traveling direction of the vehicle based on road information in the traveling direction of the vehicle, and there is a situation where the vehicle should be stopped in the traveling direction of the vehicle. Whether or not the vehicle can be stopped based on the road information, the running state of the vehicle, and the operation status of the antilock brake system attached to the vehicle. Since an alarm is issued to the surroundings of the vehicle according to the determination result of whether or not, there is an excellent effect that an alarm for the surroundings of the vehicle can be issued at an accurate timing.

  Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a vehicle control system 10 which is mounted on a vehicle and has a function as a vehicle surrounding alarm device according to the present invention. The vehicle control system 10 includes a bus 12 to which a plurality of electronic control units (control units including a computer, hereinafter referred to as an ECU) that perform different controls are connected.

  The vehicle control system 10 includes an ABS (Anti-lock Brake System) ECU 14, and an ABS ACT (actuator) 16 and a wheel speed sensor 18 that detects the peripheral speed of each wheel of the vehicle are connected to the ABS ECU 14. . The ABS ACT 16 is provided corresponding to each wheel cylinder of the brake device provided on each wheel of the vehicle, and communicates with the master cylinder and from the reservoir according to the drive signal input from the ABS ECU 14. An electromagnetic valve or the like that switches from a normal state (pressure-increasing state) that shuts off to a holding state that shuts off the wheel cylinder from the master cylinder and the reservoir, or a pressure-reduced state that shuts off the wheel cylinder from the master cylinder by communicating with the reservoir. The bus 12 is connected to a ground vehicle speed sensor 20 that detects the vehicle body speed of the vehicle by an ultrasonic Doppler method or a spatial filter method.

  The ABS ECU 14 is an electromagnetic valve corresponding to the wheel cylinder of each wheel so that the difference between the vehicle body speed detected by the ground vehicle speed sensor 20 and the peripheral speed of each wheel detected by the wheel speed sensor 18 is less than a predetermined value. Thus, so-called ABS control is performed in which the brake torque applied to each wheel is controlled by the wheel cylinder of the brake device provided for each wheel by reducing, increasing and maintaining the hydraulic pressure of the brake fluid. Further, the ABS ECU 14 will be described later while detecting that the difference between the vehicle body speed and the peripheral speed of each wheel is equal to or greater than a predetermined value (while performing control to reduce or maintain the hydraulic pressure of the brake fluid). An ABS control signal indicating that ABS control is being performed is output to the surrounding alarm control ECU 48. The ABS ECU 14, ABS ACT 16, wheel speed sensor 18 and ground vehicle speed sensor 20 correspond to the antilock brake system described in claims 1, 2 and 4.

  The vehicle control system 10 includes an intervention brake control ECU 22, and an intervention brake control ACT 24 is connected to the intervention brake control ECU 22. The intervention brake control ACT 24 can be configured by a hydraulic pump or the like that generates a hydraulic pressure that replaces the brake operation by the driver. The intervention brake control ECU 22 drives the hydraulic pump according to a predetermined target hydraulic pressure when a pre-crash control signal is input from a pre-crash control ECU 36 described later and the driver does not perform a brake operation. Intervention brake control is performed to brake and decelerate the vehicle on behalf of the driver.

  Further, the vehicle control system 10 includes a webbing take-up ECU 26, and a webbing take-up ACT 28 including a pretensioner that is provided in each webbing take-up device and applies tension to the webbing is connected to the webbing take-up ECU 26. ing. When a pre-crash control signal is input from a pre-crash control ECU 36, which will be described later, the webbing take-up ECU 26 operates a pretensioner as the webbing take-up ACT 28, thereby winding the webbing wound around each occupant of the vehicle. Let me take it.

  Further, the vehicle control system 10 includes an airbag ECU 30, and an airbag ACT 32 that constitutes an airbag device together with the airbag ECU 30 is connected to the airbag ECU 30. The bus 12 is connected with a G sensor 34 that detects acceleration applied to the vehicle body by traveling of the vehicle or acceleration applied to the vehicle body due to a collision or the like. The airbag ECU 30 detects that the acceleration detected by the G sensor 34 exceeds a threshold value. In this case, the airbag is deployed by the airbag ACT32. Further, when the pre-crash control signal is input from the pre-crash control ECU 36, the airbag ECU 30 changes and sets the acceleration threshold value. The G sensor 34 corresponds to the running state detecting means according to claims 1, 2 and 4, and the deceleration detecting means according to claims 3 and 5.

  Further, the vehicle control system 10 includes a pre-crash control ECU 36, a radar device 38 is connected to the pre-crash control ECU 36, and two CCD cameras 42 are connected via an image processing device 40. Yes. The pre-crash control ECU 36, the radar device 38, the image processing device 40, and the two CCD cameras 42 constitute a pre-crash control device. It corresponds to the obstacle detection means.

  In the present embodiment, an FM-CW radar apparatus using a transmission signal in which millimeter waves are detected waves and frequency modulation (FM) is performed on continuous waves (CW) is used as the radar apparatus 38. The radar device 38 is mounted on the host vehicle, and is located in front of the host vehicle (for example, the vehicle left-right direction angle range is 10 ° to 20 ° and the farthest detection distance is 200 m). It is possible to detect an entity and acquire the relative positional relationship and relative speed between the front entity and the host vehicle at the same time. In the radar device 38, an adaptive array antenna filter is used, and an antenna beam is formed and scanned by a digital beam forming (DBF) technique, and a front entity is detected as point information. The detection principle of the FM-CW radar device, the DBF technology, etc. are described in detail in Japanese Patent Application Laid-Open No. 2003-130945, Japanese Patent Application Laid-Open No. Hei 8-220220, etc. previously filed by the applicant of the present application. To do.

  The radar device 38 includes a processing unit that includes a microprocessor or the like and processes a detection result of a front entity that is performed at a constant cycle (for example, several tens of milliseconds), and the detection result of the front entity is stored in the processing device. Entered. Based on the latest multiple detection results, the processing device excludes roadside objects such as noise and guardrails from the monitoring target based on the relative positional relationship and changes in relative speed, etc., and the preceding vehicle or a stopped vehicle existing on the road A process of following and monitoring a specific front entity such as a monitoring target is performed. Information such as relative positional relationship and relative speed with each monitoring object is sent to the image processing device 40 and output to the pre-crash control ECU 36 in response to a request from the pre-crash control ECU 36.

  Further, the two CCD cameras 42 are arranged at positions spaced apart in the vehicle width direction such as a pair of door mirrors and both ends of the front grill so as to be able to image the front of the host vehicle. Images obtained by the two CCD cameras 42 imaging the front of the host vehicle are input. The image processing device 40 is an image unit corresponding to each monitoring object among the images input from the CCD camera 42 based on information such as a relative positional relationship with each monitoring object input from the radar device 38. Recognize Then, based on the overall position of the recognized image portion on the image and the position of the end portion along the left-right direction of the vehicle, the center position and width dimension of each monitoring object are detected by the principle of triangulation. The image processing device 40 repeats the above processing at a constant cycle (for example, several tens of msec), thereby tracking and monitoring a specific front entity in the same manner as the radar device 38, and the center position and width dimension of each monitoring target object. The detection result is output to the pre-crash control ECU 36 in response to a request from the pre-crash control ECU 36.

  Both of the two CCD cameras 42 are cameras capable of capturing a color image, and the image processing apparatus 40 can also recognize a monitoring object or a color of a part of the monitoring object. In this case, the lighting state of indicator lights such as a brake lamp, a hazard lamp, and a direction indicator lamp of the vehicle can be recognized. In this embodiment, when the image processing apparatus 40 detects the lighting of the brake lamp of the preceding vehicle when the monitoring target is a preceding vehicle traveling in the same direction in front of the host vehicle, the brake lamp is turned on. Information indicating this is also transmitted to the pre-crash control ECU 36.

  On the other hand, the pre-crash control ECU 36, such as the relative position relationship and relative speed with each monitoring object input from the radar apparatus 38, the center position and width dimension of each monitoring object input from the image processing apparatus 40, etc. Based on the above information, while calculating the distance and time to reach the front entity while grasping the relative positional relationship between the front entity and the vehicle existing ahead of the host vehicle, an emergency state such as a collision is reached. When the possibility is predicted and judged that the vehicle is likely to reach an emergency state, a pre-crash control signal is output to the intervention brake control ECU 22, the webbing take-up ECU 26, and the airbag ECU 30, for example, By turning on or blinking a warning lamp provided on the instrument panel, sounding a buzzer or giving a guidance message, etc. Performs pre-crash control processing for warning the driver that is likely to result in emergency condition. Note that the pre-crash control ECU 36 according to the present embodiment also outputs the pre-crash control signal to the ambient alarm control ECU 48 described later.

  When a pre-crash control signal is input from the pre-crash control ECU 36, the intervention brake control ECU 22 controls the intervention brake control ACT 24 to brake and decelerate the vehicle if no brake operation is performed by the driver, and the webbing take-up ECU 26 Controls the webbing take-up ACT 28 to take up the webbing to strengthen the occupant protection power, and the airbag ECU 30 changes the threshold value that determines whether or not the airbag is deployed to a smaller value so that the vehicle is in an emergency state. The deployment timing of the airbag when it arrives at is accelerated. The above-described pre-crash control can more reliably protect the occupant when the vehicle reaches an emergency state such as a collision.

  Further, the vehicle control system 10 includes a road-to-vehicle receiving unit 44. The road-to-vehicle receiving unit 44 is connected to the bus 12 and has a function of receiving intersection information transmitted from the intersection control device 60 installed on the road side. The intersection control device 60 includes a signal control unit 62, a storage unit 64, an intersection information ECU 66, and a road-to-vehicle transmission unit 68, and the signal control unit 62 is connected to a traffic light 70 installed at the intersection. The signal control unit 62 controls the signal state (red, blue, yellow) of the traffic light 70, and switches the signal state at a predetermined signal switching cycle. The storage unit 64 stores map information (including information indicating the position of the stop line) of the intersection where the intersection control device 60 is installed and a signal switching period for each signal state.

  The signal control unit 62 and the storage unit 64 are connected to an intersection information ECU 66, and a road-to-vehicle transmission unit 68 is connected to the intersection information ECU 66. The intersection information ECU 66 periodically fetches the current signal state of the traffic light 70 from the signal control unit 62, and if the current signal state of the captured traffic light 70 is other than "red", each signal from the storage unit 64 The signal switching period for each state is taken in, and the red signal switching time from the present time until the signal state of the traffic light 70 switches to “red” is calculated. Then, the map information of the intersection, the current signal state of the traffic light 70, and the red signal switching time (when the current signal state of the traffic light 70 is other than “red”) are transmitted as intersection information via the road-to-vehicle transmission unit 68. The intersection information transmitted from the road-to-vehicle transmission unit 68 is received by the road-to-vehicle reception unit 44 of the vehicle traveling in the vicinity of the intersection where the intersection control device 60 is installed. The intersection information received by the road-to-vehicle receiving unit 44 is output to the surrounding alarm control ECU 48 in response to a request from the surrounding alarm control ECU 48.

  The vehicle control system 10 includes a car navigation device 46. The car navigation device 46 detects the current position of the host vehicle with high accuracy by collating the current position of the host vehicle measured by receiving a signal from the satellite with map information stored in a recording medium such as a DVD. The current position of the host vehicle is displayed on the map displayed on the display device, the route from the current position of the host vehicle to the destination set by the occupant is searched and displayed on the display device, or in response to an instruction from the occupant In addition, it has a function of acquiring information in the vicinity of the current position of the host vehicle (for example, information on various facilities) from a recording medium and displaying it on a display device. Further, the car navigation device 46 according to the present embodiment calculates the distance to the next intersection through which the host vehicle passes based on the detected current position of the host vehicle and the map information, and traffic regulation information (signals) at the intersection. From the map information, and according to a request from the surrounding alarm control ECU 48, the distance to the next intersection and the traffic regulation information of the intersection are obtained. Output to the surrounding alarm control ECU 48.

  Further, the vehicle control system 10 includes an ambient alarm control ECU 48, and an alarm device 50 is connected to the ambient alarm control ECU 48. The alarm device 50 only needs to be able to issue an alarm to vehicles and pedestrians existing around the own vehicle, and a dedicated alarm device may be provided. In this embodiment, the alarm device 50 operates as a horn. A horn control device for controlling the operation of the hazard lamp, a passing control device for automatically passing (flashing of the high beam of the headlamp), and a hazard lamp control device for controlling the operation of the hazard lamp are used. As will be described in detail later, the surrounding alarm control ECU 48 repeatedly executes the first surrounding alarm control process and the second surrounding alarm control process at regular intervals while the host vehicle is running, When it is determined whether or not the situation is to issue a warning to vehicles or pedestrians in the surroundings, and if it is determined that the situation is to issue a warning, the alarm device 50 is activated to Is configured to issue an alarm. The alarm device 50 corresponds to the surrounding alarm means described in claims 1, 2 and 4 (specifically, the surrounding alarm means described in claims 6 and 7).

  Next, as an operation of the present embodiment, first, while the host vehicle is traveling (while the ground vehicle speed detected by the ground vehicle speed sensor 20 is greater than 0 km / h), it is repeatedly executed by the surrounding alarm control ECU 48 at a constant cycle. The first ambient alarm control process will be described with reference to the flowchart of FIG.

  In step 100, based on whether or not a pre-crash control signal is input from the pre-crash control ECU 36, it is determined whether or not the current state of the host vehicle is in a pre-crash alarm. If the determination in step 100 is negative, it can be determined that there is no situation where an alarm should be issued to the surroundings of the host vehicle, and thus the first ambient alarm control process is terminated without performing any process. If the determination in step 100 is affirmative, it is predicted by the pre-crash control ECU 36 that there is a high possibility that the host vehicle will reach an emergency state, so that the process proceeds to step 102 and an ABS control signal is input from the ABS ECU 14. Whether or not the antilock brake system is under ABS control is determined based on whether or not it has been. If the determination in step 102 is negative, the host vehicle has not suddenly decelerated, so it can be considered that there is no situation in which an alarm should be issued to the surroundings of the host vehicle. The alarm control process is terminated.

  On the other hand, if the determination in step 102 is also affirmative, the vehicle is suddenly subjected to ABS control by the antilock brake system in accordance with the brake operation by the driver of the vehicle or the intervention brake control by the intervention brake control ECU 22. Since the vehicle is decelerating (sudden deceleration such that the difference between the vehicle body speed and the peripheral speed of each wheel is equal to or greater than a predetermined value), the process proceeds to step 104 and the vehicle body of the host vehicle detected by the G sensor 34 is detected. The acceleration (current deceleration) currently applied to the vehicle is captured, and it is determined that there is a high possibility that the vehicle will collide with the host vehicle among the individual front objects recognized as the monitoring target by the pre-crash control ECU 36. Information such as the relative position relationship, relative speed, center position, and width dimension between the front object (obstacle) and the host vehicle (the information is claimed) Requesting the pre-crash control ECU 36 to be one of the environmental conditions detected by the surrounding environmental condition detecting means described in the above and corresponding to the “detection result of the obstacle by the obstacle detecting means” according to claim 2. Then, based on the information acquired by the output from the pre-crash control ECU 36 in response to this request and the current deceleration of the own vehicle, the obstacle is detected when the own vehicle continues to decelerate at the current deceleration. It is determined whether it is impossible to avoid a collision with the host vehicle. This step 104 corresponds to the risk degree judging means according to claim 1 and the collision possibility judging means according to claims 2 and 3. If the determination in step 104 is negative (when the collision between the obstacle and the host vehicle can be avoided), it is determined that there is no situation in which an alarm should be issued around the host vehicle, and the first is performed without any processing. The ambient alarm control process of is terminated.

  If the determination in step 104 is affirmative, it is determined that a collision with an obstacle is unavoidable even if the host vehicle continues to decelerate at the current deceleration. Since it can be determined that it is a situation where an alarm should be issued to the surroundings of the host vehicle, the process proceeds to step 106 and the alarm device 50 is activated. Thus, the horn is sounded by the horn control device as the alarm device 50, so that an alarm is acoustically issued to other vehicles and pedestrians existing around the own vehicle, and the alarm device 50 Passing is automatically performed by the passing control device, and the hazard lamp is blinked by the hazard lamp control device as the alarm device 50, so that it is optical for other vehicles and pedestrians existing around the host vehicle. A warning will be issued and the driver or pedestrian of the other vehicle around the vehicle will be aware that the vehicle is likely to collide with an obstacle. it can. Step 106 corresponds to the control means described in claims 1 and 2.

  In the next step 108, based on the change in acceleration detected by the G sensor 34, it is determined whether or not a collision between the host vehicle and the obstacle has been detected. If the determination is negative, the process returns to step 104. As a result, the determination in step 104 is denied (determined that the collision between the host vehicle and the obstacle can be avoided), or the determination in step 108 is affirmed (the collision between the host vehicle and the obstacle has occurred). Step 104 to step 108 are repeated until the collision between the host vehicle and the obstacle is detected, and the operation of the alarm device 50 (warning to the surroundings of the host vehicle) is continued. . When a collision between the host vehicle and an obstacle is detected, the determination in step 108 is affirmed and the first surrounding alarm control process is terminated.

  As described above, in the first ambient alarm control process according to the present embodiment, the obstacle detection result (relative positional relationship between the host vehicle and the obstacle, the relative speed, the center position, the width dimension, etc.) by the pre-crash control device. Whether or not it is possible to avoid collision between the host vehicle and the obstacle based on the deceleration of the host vehicle detected by the G sensor 34 and the operating state of the antilock brake system (whether ABS control is in progress). Since the alarm device 50 is activated when it is determined that the collision between the host vehicle and the obstacle cannot be avoided, the host vehicle is decelerating with the operation of the antilock brake system, and The alarm device 50 is activated only when the environmental situation around the vehicle is a high-risk situation (when it is impossible to avoid a collision between the host vehicle and an obstacle), and an alarm is given to the surroundings of the vehicle. The exact Thailand It can be emitted in the ring.

  Then, a driver or pedestrian of another vehicle notices an alarm issued by the operation of the alarm device 50 and recognizes that the vehicle is likely to collide with an obstacle. Preventing collisions between the vehicle and obstacles in advance by performing operations and actions to avoid collisions between the vehicle and obstacles. Or the probability that a collision between the host vehicle and the obstacle will occur, or the probability that the collision between the host vehicle and the obstacle will develop into a more serious accident can be reduced. In addition, by being able to issue an alarm to the surroundings of the vehicle at an accurate timing, it is possible to avoid discomfort to pedestrians around the own vehicle and drivers of other vehicles, and pedestrians around the own vehicle. It can also be avoided that the driver of other vehicles gets used to the alarm and the accident prevention effect is impaired by issuing the alarm.

  Subsequently, as in the first ambient alarm control process described above, the second ambient alarm control process repeatedly executed at regular intervals by the ambient alarm control ECU 48 while the host vehicle is traveling is a flowchart of FIG. Will be described with reference to FIG.

  In step 120, first, the car navigation device 46 is requested to output the distance to the next intersection and the traffic control information of the next intersection, and the information obtained by outputting from the car navigation device 46 in response to this request. Of these, based on the distance to the next intersection, it is determined whether or not the position of the host vehicle is within 50 m before the next intersection. The process for obtaining and obtaining the distance to the next intersection and the output of the traffic regulation information of the next intersection from the car navigation device 46 is obtained in the ambient environment state detecting means according to claim 1 and claim 4. 5. The road according to claim 4, which corresponds to the road information acquisition means described above, and the information acquired from the car navigation device 46 is information (to be described later) acquired from the intersection control device 60 via the road-to-vehicle reception unit 44. It corresponds to information. In addition, the threshold value “50 m” in the determination of step 120 is a value set based on 47 m which is a stop distance when a vehicle traveling at a vehicle speed of 60 km / h is braked / decelerated at a deceleration of 0.3 G. Yes, another value may be used as the above-mentioned threshold value, or the ground vehicle speed of the host vehicle detected by the ground vehicle speed sensor 20 when the determination in step 120 is performed, and the above threshold value is determined according to the captured ground vehicle speed. May be changed and set. If the determination in step 120 is negative, it can be determined that there is no situation in which an alarm should be issued to the surroundings of the host vehicle, and thus the second ambient alarm control process is terminated without performing any process.

  If the determination at step 120 is affirmative, the routine proceeds to step 122, where it is determined whether it is necessary to stop the host vehicle at the next intersection. Specifically, based on the traffic control information of the next intersection acquired from the car navigation device 46, whether or not the traffic light 70 is installed at the next intersection, and the host vehicle is traveling at the next intersection. Determine whether the road is obliged to stop temporarily. When it is determined that the traffic signal 70 is installed at the next intersection, the road-to-vehicle reception unit 44 is connected to the road-to-vehicle reception unit 44 from the road-to-vehicle transmission unit 68 of the intersection control device 60 installed at the next intersection. Information received by 44 (map information of the next intersection, current signal state of the traffic light 70 at the next intersection and red signal switching time (only when the current signal state of the traffic signal 70 at the next intersection is other than “red”) Based on the information obtained by outputting from the road-to-vehicle receiving unit 44 in response to this request, the distance to the next intersection, the vehicle speed of the host vehicle detected by the ground vehicle speed sensor 20, for example, Assuming that the host vehicle continues to travel while maintaining the current vehicle speed, it is determined whether or not the signal state of the traffic signal 70 at the next intersection when the host vehicle enters the next intersection is “red”. The process for requesting and acquiring the information received from the intersection control device 60 from the road-to-vehicle reception unit 44 is performed together with the road-to-vehicle reception unit 44 that actually receives the information from the intersection control device 60. And the road information acquisition means according to claim 4.

  The determination in step 122 is that there is no signal at the next intersection, and there is no obligation to stop on the road where the vehicle is traveling at the next intersection, or there is a signal at the next intersection, but the own vehicle Is negated if the signal state of the traffic light 70 at the next intersection is other than “red” when entering the next intersection. If the determination in step 122 is negative, it can be determined that there is no situation in which an alarm should be issued to the surroundings of the host vehicle, and thus the second ambient alarm control process is terminated without performing any process. On the other hand, when a stop is obligated on the road where the vehicle is traveling at the next intersection, or when there is a signal at the next intersection and the vehicle enters the next intersection, the traffic signal at the next intersection If the signal state of 70 is other than “red”, the determination in step 122 is affirmed. If the determination at step 122 is affirmative, the routine proceeds to step 124, where it is determined whether or not the antilock brake system is under ABS control based on whether or not an ABS control signal is input from the ABS ECU 14.

  If the determination in step 124 is negative, the host vehicle is not decelerating rapidly, so it can be considered that the alarm should not be issued to the surroundings of the host vehicle, and the second ambient alarm can be performed without any processing. The control process ends. On the other hand, if the determination in step 124 is affirmative, the vehicle is suddenly subjected to ABS control by the antilock brake system in accordance with the brake operation by the driver of the vehicle or the intervention brake control by the intervention brake control ECU 22. Since the vehicle is decelerating (sudden deceleration so that the difference between the vehicle body speed and the peripheral speed of each wheel is equal to or greater than a predetermined value), the next intersection obtained from the car navigation device 46 is first obtained in the next step 126. Is compared with the position of the stop line of the next intersection included in the map information of the next intersection acquired from the road-to-vehicle receiving unit 44, so that the current vehicle position Judge whether it is in front.

  If the determination in step 126 is affirmative, the routine proceeds to step 128 where the acceleration (current deceleration) currently applied to the vehicle body of the host vehicle detected by the G sensor 34 is taken in, and the distance to the next intersection and Based on the position of the stop line at the next intersection, calculate the distance of the host vehicle to the stop line at the next intersection, and based on the current deceleration of the host vehicle and the distance of the host vehicle to the stop line at the next intersection Then, it is determined whether or not the own vehicle cannot stop at the next intersection stop line. This step 128 corresponds to the risk determination means described in claim 1 and the vehicle stop possibility determination means described in claims 4 and 5. Even if the determination in step 128 is negative, it can be considered that there is no situation in which an alarm should be issued to the surroundings of the host vehicle, and thus the second ambient alarm control process is terminated without performing any process.

  If the determination in step 128 is affirmative, the host vehicle needs to stop at the next intersection, but even if the host vehicle continues to decelerate at the current deceleration, the host vehicle stops at the next intersection. This is a case where it is determined that the vehicle cannot be stopped, and it can be determined that the danger to the surroundings of the host vehicle is high and an alarm should be issued to the surroundings of the host vehicle. For this reason, when the determination of step 128 is affirmed, the routine proceeds to step 130 and the alarm device 50 is activated. Thus, the horn is sounded by the horn control device as the alarm device 50, so that an alarm is acoustically issued to other vehicles and pedestrians existing around the own vehicle, and the alarm device 50 Passing is automatically performed by the passing control device, and the hazard lamp is blinked by the hazard lamp control device as the alarm device 50, so that it is optical for other vehicles and pedestrians existing around the host vehicle. A warning will be issued and the driver or pedestrian of the other vehicle around the vehicle will be aware that the vehicle cannot stop at the next intersection stop line. it can. This step 130 corresponds to the control means described in claims 1 and 4 together with step 134 described later.

  When the process of step 130 is performed, the process returns to step 126, and the operation of the alarm device 50 is continued by repeating steps 126 to 130 until the determination of step 126 is negative or the determination of step 128 is negative. The If the host vehicle crosses the stop line at the next intersection, the determination in step 126 is denied and the process proceeds to step 132, the ground vehicle speed of the host vehicle detected by the ground vehicle speed sensor 20 is captured, and the captured ground vehicle speed is 0 km. It is determined whether it is larger than / h (whether the host vehicle is not stopped) or not. If the determination is affirmative, the routine proceeds to step 134 and the operation of the alarm device 50 is continued. If the process of step 134 is performed, it will return to step 132 and the operation | movement of the alarm device 50 will be continued by repeating step 132,134 until determination of step 132 is denied. Therefore, the operation of the alarm device 50 (warning to the surroundings of the own vehicle) is continued until the own vehicle stops. When the host vehicle stops, the determination at step 132 is denied and the second surrounding alarm control process is terminated.

  As described above, in the second surrounding alarm control process according to the present embodiment, the road information (distance to the next intersection and traffic regulation information of the next intersection) acquired from the car navigation device 46 and the next intersection are installed. The next intersection based on the road information (map information of the next intersection, the current signal state of the traffic light 70 at the next intersection and the red light switching time) acquired from the intersection control device 60 via the road-to-vehicle reception unit 44 It is determined whether or not it is necessary to stop the host vehicle, and when it is determined that the host vehicle needs to be stopped at the next intersection, the road information acquired from the car navigation device 46 and the intersection control device 60, G Based on the deceleration of the host vehicle detected by the sensor 34 and the operating status of the antilock brake system (whether ABS control is in progress), the host vehicle It is determined whether or not the vehicle can stop at the stop line, and the alarm device 50 is activated when it is determined that the vehicle cannot stop at the stop line at the next intersection. Therefore, the vehicle decelerates while the anti-lock brake system is operated. The alarm device 50 is activated only when the environment surrounding the host vehicle is a high-risk situation (when the host vehicle cannot stop at the next intersection stop line). An alarm for the surroundings can be issued at an accurate timing.

  Then, when an alarm issued by the operation of the alarm device 50 is realized, the driver or pedestrian of the other vehicle recognizes that the host vehicle cannot stop at the stop line at the next intersection. Operation or action for avoiding accidents between the own vehicle and other pedestrians or other vehicles is performed, so that the own vehicle and pedestrians or other Prevent accidents with the vehicle, reduce the probability of accidents between the vehicle and pedestrians or other vehicles, or make accidents between the vehicle and pedestrians or other vehicles more serious The probability of developing can be reduced. In addition, by being able to issue an alarm to the surroundings of the vehicle at an accurate timing, it is possible to avoid discomfort to pedestrians around the own vehicle and drivers of other vehicles, and pedestrians around the own vehicle. It can also be avoided that the driver of other vehicles gets used to the alarm and the accident prevention effect is impaired by issuing the alarm.

  In the above description, an example has been described in which the surrounding alarm control ECU 48 repeatedly executes the first surrounding alarm control process and the second surrounding alarm control process at regular intervals while the host vehicle is traveling. The above processing is repeated only when the host vehicle is running and the host vehicle is decelerating due to the driver's brake operation or the intervention brake control ECU 22 performing the intervention brake operation. You may make it do.

  Further, in the first ambient alarm control process (FIG. 2) described above, after the alarm device 50 is once activated, regardless of whether the antilock brake system is operating (whether ABS control is in progress) or not, Warning until it is determined that a collision with an obstacle can be avoided (determination in step 104 is negative) or a collision between the host vehicle and the obstacle is detected (determination in step 108 is positive). However, the present invention is not limited to this. When the anti-lock brake system stops the ABS control even after the alarm device 50 is activated, the alarm device 50 is activated. May be stopped. As shown in FIG. 4, when the determination at step 108 is negative, the process returns to step 102, whether the determination at step 102 is negative, the determination at step 104 is negative, or whether the determination at step 108 is negative. This can be realized by repeating step 102 to step 108 until affirmative.

  Also, in the above-described second ambient alarm control process (FIG. 3), after the alarm device 50 is once activated, the own vehicle is irrelevant regardless of the operation status of the antilock brake system (whether ABS control is being performed). Until the vehicle stops at the next intersection stop line (determination of step 128 is negative) or until the host vehicle actually stops (determination of step 132 is negative). However, the present invention is not limited to this, and the anti-lock brake system performs the ABS control before the vehicle crosses the stop line at the next intersection even after the alarm device 50 is activated once. When stopped, the operation of the alarm device 50 may be stopped. As shown in FIG. 5, after the alarm device 50 is activated in step 130, the process returns to step 124, and steps 124 to 130 are repeated until one of the determinations of steps 124, 126, and 128 is negative. This can be achieved.

  Further, in the above-described second surrounding alarm control process (FIG. 3), based on the traffic control information of the next intersection acquired from the car navigation device 46, the vehicle is temporarily moved to the road where the host vehicle is traveling at the next intersection. Although it has been determined whether or not the stop is required, the present invention is not limited to this. For the image obtained by the CCD camera 42 imaging the front of the host vehicle, the image is temporarily stopped. The above determination may be made by performing an image recognition process for searching whether or not an image region corresponding to the sign of is present. In addition, the intersection control device 60 is installed at each intersection regardless of the presence or absence of the traffic light 70, and each intersection control device 60 is configured to transmit the above traffic regulation information or similar information. Based on the traffic regulation information received from the vehicle 60 via the road-to-vehicle receiving unit 44, it may be determined whether a temporary stop is required on the road side where the vehicle is traveling at the next intersection. Good.

  Further, in the above-described second surrounding alarm control process (FIG. 3), it is determined whether or not the traffic light 70 is installed at the next intersection based on the traffic control information of the next intersection acquired from the car navigation device 46. In addition, when the traffic light 70 is installed at the next intersection, when the own vehicle enters the next intersection based on the information received from the intersection control device 60, the distance to the next intersection, and the vehicle speed of the own vehicle. It is determined whether or not the signal state of the traffic light 70 at the next intersection is “red”. However, the present invention is not limited to this, and is obtained by the CCD camera 42 imaging the front of the host vehicle. The image is searched for whether there is an image area corresponding to the traffic light 70 in the image, and when the image area corresponding to the traffic light 70 exists, the signal state of the traffic light 70 is further changed. Size Image recognition processing may be performed the determination by performing the.

  In the second surrounding alarm control process (FIG. 3) described above, the distance to the next intersection obtained from the car navigation device 46 is collated with the position of the stop line at the next intersection obtained from the road-to-vehicle receiving unit 44. By doing so, it has been determined whether or not the current position of the host vehicle is in front of the stop line of the next intersection. However, the present invention is not limited to this, and the CCD camera 42 images the front of the host vehicle. You may make it perform the said determination by searching whether the image area | region corresponded to a stop line exists in the said image with respect to the obtained image. In addition, a beacon that transmits distance information to an intersection at a certain distance from each intersection may be installed, and the above determination may be made by receiving and referring to the distance information transmitted from this beacon.

  Furthermore, in the above, as an example of the environmental situation around the vehicle according to claim 1, the vehicle should stop in the traveling direction of the vehicle (presence / absence, distance, size) of the obstacle existing in the traveling direction of the vehicle Although the presence or absence of the situation has been described, as an environmental situation that affects the degree of danger to the surroundings of the vehicle, for example, the inter-vehicle distance with the following vehicle may be added, the inter-vehicle distance with the following vehicle is detected, and the detected subsequent vehicle and The degree of risk may be determined in consideration of the distance between the vehicles (for example, it is determined that the degree of risk is higher as the distance between the following vehicles becomes smaller).

  The surrounding alarm control ECU 48 determines the level of danger (for example, the level of possibility of collision between the host vehicle and an obstacle, the level of possibility that the host vehicle cannot stop at the next intersection stop line, etc.), and the degree of risk. Depending on the result of the level determination, the surrounding alarm means switches the level of the alarm that is emitted around the vehicle (for example, if the alarm level is low, only the hazard lamp flashes, and as the alarm level increases, Execution or horn ringing may be added). Further, instead of issuing an alarm to the surroundings of the vehicle using existing horns, high beams, or hazard lamps, a new alarming means for issuing an alarm to the surroundings of the vehicle may be provided in the vehicle.

It is a block diagram which shows schematic structure of the vehicle control system which concerns on this embodiment. It is a flowchart which shows the content of the 1st surrounding warning control process performed by surrounding warning control ECU. It is a flowchart which shows the content of the 2nd surrounding warning control process performed by surrounding warning control ECU. It is a flowchart which shows the other example of a 1st surrounding warning control process. It is a flowchart which shows the other example of a 2nd surrounding warning control process.

Explanation of symbols

10 Vehicle control system 14 ABS ECU
16 ABS ACT
18 Wheel speed sensor 20 Ground speed sensor 22 Intervention brake control ECU
24 Intervention brake control ACT
34 G sensor 36 Pre-crash control ECU
38 Radar device 40 Image processing device 42 CCD camera 44 Road-to-vehicle receiving unit 46 Car navigation device 48 Ambient alarm control ECU
50 Alarm 60 Intersection control device

Claims (7)

A vehicle surrounding alarm device mounted on a vehicle equipped with an anti-lock brake system,
Ambient alarm means for issuing an alarm around the vehicle;
Ambient environment condition detection means for detecting an environment condition around the vehicle;
Traveling state detection means for detecting the traveling state of the vehicle;
A risk of determining the degree of danger to the surroundings of the vehicle based on the environmental status detected by the ambient environmental status detection means, the running status detected by the running status detection means, and the operating status of the antilock brake system Degree determination means;
Control means for controlling the operation of the surrounding alarm means according to the risk determined by the risk determination means;
A vehicle surrounding alarm device comprising: A vehicle surrounding alarm device mounted on a vehicle equipped with an anti-lock brake system,
Ambient alarm means for issuing an alarm around the vehicle;
Obstacle detection means for detecting an obstacle present in the traveling direction of the vehicle;
Traveling state detection means for detecting the traveling state of the vehicle;
Based on the detection result of the obstacle by the obstacle detection unit, the traveling state detected by the traveling state detection unit and the operating state of the antilock brake system, the possibility of collision between the vehicle and the obstacle is determined. A collision possibility determination means for determining;
Control means for controlling the operation of the surrounding alarm means in accordance with the collision possibility determined by the collision possibility determination means;
A vehicle surrounding alarm device comprising: The travel state detection means comprises deceleration detection means for detecting deceleration of the vehicle,
The collision possibility determination means includes the detection result of the obstacle by the obstacle detection means, the deceleration of the vehicle detected by the deceleration detection means as the running state detection means, and the operation of the antilock brake system. The vehicle surrounding alarm device according to claim 2, wherein the possibility of collision between the vehicle and the obstacle is determined based on a situation. A vehicle surrounding alarm device mounted on a vehicle equipped with an anti-lock brake system,
Ambient alarm means for issuing an alarm around the vehicle;
Road information acquisition means for acquiring road information of the traveling direction of the vehicle;
Traveling state detection means for detecting the traveling state of the vehicle;
Based on the road information acquired by the road information acquisition means, it is determined whether there is a situation where the vehicle should be stopped in the traveling direction of the vehicle, and the vehicle should be stopped in the traveling direction of the vehicle. When it is determined that a situation exists, based on the road information acquired by the road information acquisition unit, the driving state detected by the driving state detection unit, and the operating state of the anti-lock brake system, Vehicle stop propriety judging means for judging whether or not the vehicle can be stopped;
Control means for controlling the operation of the surrounding alarm means according to the determination result by the vehicle stop propriety determining means;
A vehicle surrounding alarm device comprising: The travel state detection means comprises deceleration detection means for detecting deceleration of the vehicle,
The vehicle stop propriety determination means is based on road information acquired by the road information acquisition means, deceleration detected by the deceleration detection means as the running state detection means, and an operating state of the antilock brake system. The vehicle surrounding alarm device according to claim 4, wherein it is determined whether or not the vehicle can be stopped.   The vehicle surrounding alarm device according to any one of claims 1 to 5, wherein the surrounding alarm means issues an alarm around the vehicle by optical means.   The vehicle surrounding alarm device according to any one of claims 1 to 5, wherein the surrounding alarm means issues an alarm around the vehicle by acoustic means.

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