JP2006329078A - Safety control device and method of drive assisting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure safety even when the detected value of a lever position sensor is abnormal due to the failure of the lever position sensor in a drive assisting device. <P>SOLUTION: In this control device 50 of the drive assisting device provided with a manual operating device 10 including an operating lever 20 manually operated and the lever position sensor 30 for detecting the operational position of the operating lever 20, and also driving a vehicle brake pedal 80 and an accelerator pedal 90 according to the detected value of the lever position sensor 30, a safety processing part 53 is provided which determines whether the detected value of the lever position sensor 30 is normal or abnormal from the external condition of a travelling vehicle itself, and performs a process of securing safety when determined as abnormal. Thereby, even when the detected value of the lever position sensor is abnormal due to the failure of the lever position sensor, safety can be secured. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a safety control device for a driving assistance device for assisting driving of a person who is difficult to operate a brake pedal or an accelerator pedal.

As a driving assistance device for assisting a person with a physical disability to drive a vehicle, the driving amounts of a brake pedal and an accelerator pedal of the vehicle are determined by operating positions of manually operated operating levers supported so as to be reciprocable in a predetermined direction. There is known one in which a brake pedal and an accelerator pedal are driven by a driving source such as a motor (for example, see Patent Document 1).
In the driving assistance device as described above, the operation position of the operation lever is detected by a lever position sensor. As the lever position sensor, for example, various sensors such as a rotary encoder and a resolver can be used.
JP-A-8-216737

By the way, when the lever position sensor is broken due to disconnection or the like, or when it is affected by noise, the detected value may be different from the actual operation position of the operation lever. When such a situation occurs, the vehicle may move unintentionally by the driver.
In particular, when passing through an intersection or railroad crossing, when there are vehicles or obstacles ahead, or when traveling on dangerous places such as cliffs, the detection value of the above lever position sensor shows an abnormality, and its detection and response If there is a delay, there is a possibility of being directly connected to the accident.

  The present invention has been made in view of the above circumstances, and the object of the present invention is in a driving assistance device, even when the detected value becomes abnormal due to a failure of the lever position sensor, etc. An object of the present invention is to provide a safety control device and method for a driving assistance device that can ensure safety.

A safety control device for a driving assistance device according to the present invention includes an operation device including an operation lever that is manually operated and a lever position sensor that detects an operation position of the operation lever, and according to a detection value of the lever position sensor. A safety control device of a driving assistance device that controls a braking system and / or an acceleration system of a vehicle, and determines whether the detected value of the lever position sensor is normal or abnormal from the situation outside the traveling vehicle, and determines that it is abnormal In this case, it has a safety processing means for performing processing for ensuring safety.
According to this configuration, the safety processing means determines whether the detection value of the lever position sensor is normal or abnormal from the external situation where the host vehicle is currently placed. Specifically, the safety processing means, for example, is such that the detection value of the sensor is not a value that causes the braking operation even though there is a possibility of collision in a situation where the host vehicle is approaching an obstacle. In this case, it is determined that the detected value is abnormal. When the detected value is determined to be abnormal, processing for ensuring safety, processing for safely decelerating and stopping the vehicle, and the like are performed. As a result, safety can be ensured even when the detected value becomes abnormal due to a failure of the lever position sensor or the like.

In the above configuration, the safety processing means determines that the detected value is abnormal when the operation position of the operating lever determined from the detected value is on the accelerator region side when the host vehicle is in a situation to be stopped or decelerated. The configuration can be adopted.
According to this configuration, it is normally impossible to drive the host vehicle in a situation where the host vehicle should be stopped. In this case, the detected value is determined to be abnormal. In addition, it is possible to detect a driver's operation mistake.

In the above configuration, the safety processing means may employ a configuration for performing processing for safely stopping the vehicle when the detection value of the lever position sensor is determined to be abnormal.
According to this configuration, it is possible to automatically prevent the host vehicle from running away due to an abnormality in the detected value.

In the above configuration, the safety processing means adopts a configuration in which when the detection value of the lever position sensor is determined to be abnormal, the notification means notifies the driver of the own vehicle that the detection value is abnormal. it can.
According to this configuration, when an abnormality occurs, for example, a driver who is informed that an abnormality has occurred by a notification means such as a speaker, an indicator, a speaker, etc. can reliably recognize the occurrence of the abnormality. It is possible to encourage the execution of measures for securing.

In the above configuration, the safety processing means can adopt a configuration in which, when it is determined that the detection value of the lever position sensor is abnormal, a process for notifying the surrounding vehicles of the own vehicle by the notification means is performed.
According to this configuration, for example, it is possible to promptly and automatically notify the vehicles around the own vehicle of the occurrence of an abnormality by a notification means such as a hazard lamp or a horn.

The said structure WHEREIN: The structure which judges whether the detection value of a lever position sensor is normal based on the signal information of the traffic signal in the intersection where the own vehicle approaches is employable.
According to this configuration, for example, when the host vehicle is in a situation where it should stop at a red light, the host vehicle can be prevented from entering the intersection.

In the above configuration, the safety processing means may employ a configuration that determines whether the detected value of the lever position sensor is normal or abnormal based on the operation information of the crossing breaker at which the host vehicle is approaching.
According to this configuration, for example, the host vehicle can be prevented from entering the track in a state where the circuit breaker is lowered.

In the above configuration, the safety processing means may employ a configuration that determines whether the detection value of the lever position sensor is normal or abnormal based on the inter-vehicle distance information with the preceding vehicle that the host vehicle is approaching.
According to this configuration, it is possible to prevent the host vehicle from colliding with the preceding vehicle due to the occurrence of a detection value abnormality.

In the above configuration, the safety processing unit may employ a configuration that determines whether the detection value of the lever position sensor is normal or abnormal based on map information relating to a location where the host vehicle is currently traveling.
According to this configuration, when the place where the host vehicle is traveling is a route toward a dangerous place such as a pond, a lake, or a cliff, the host vehicle can be prevented from falling or falling.

  A driving assist device safety control method according to the present invention includes an operation device including an operation lever that is manually operated and a lever position sensor that detects an operation position of the operation lever, and according to a detection value of the lever position sensor. A safety control device of a driving assistance device that controls a braking system and / or an acceleration system of a vehicle, and determines whether the detected value of the lever position sensor is normal or abnormal from the situation outside the traveling vehicle, and determines that it is abnormal In this case, it is characterized in that processing for ensuring safety is performed.

  According to the present invention, in the driving assistance device, safety can be ensured even when the detected value becomes abnormal due to a failure of the lever position sensor or the like.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, exemplary embodiments of the invention will be described with reference to the accompanying drawings.
FIG. 1 is a configuration diagram of a driving assistance device to which a safety control device according to an embodiment of the present invention is applied.
In FIG. 1, the driving assistance device includes an operating device 10, an FM-ECU 50, a brake drive system 60 as a braking system, an accelerator drive system 70 as an acceleration system, and the like.

  The operating device 10 includes an operating lever 20, a lever position sensor 30, and the like, and is provided for instructing the driving amounts of the brake driving system 60 and the accelerator driving system 70 when the operating lever 20 is manually operated by a driver. Yes.

  The operation lever 20 is swingably guided by a support mechanism (not shown) to the brake region side and the accelerator region side. The operation lever 20 is biased from both the brake region side and the accelerator region side by a biasing means such as a spring (not shown), and is held in a neutral region between the brake region and the accelerator region when not operated.

  The lever position sensor 30 is electrically connected to the FM-ECU 50 via a cable, detects the operation position of the operation lever 20, and outputs it to the FM-ECU 50 as a detection signal 30s composed of a digital signal. The lever position sensor 30 can be configured using, for example, a rotary encoder, a resolver, or the like. However, the lever position sensor 30 is not particularly limited as long as the lever position sensor 30 can detect the operation position of the operation lever 20.

As shown in FIG. 1, the brake drive system 60 connects a motor 61, a rotation amount sensor 62 that detects the rotation amount of the motor 61, a drive circuit 63 that drives the motor 61, an output shaft of the motor 61, and a brake pedal 80. The connecting member 64 is provided.
The motor 61 rotates the connecting member 64 to drive the brake pedal 80.
The drive circuit 63 feedback-controls the motor 61 based on the command from the FM-ECU 50 and the information from the rotation amount sensor 62.

As shown in FIG. 1, the accelerator drive system 70 connects a motor 71, a rotation amount sensor 72 that detects the rotation amount of the motor 71, a drive circuit 73 that drives the motor 71, an output shaft of the motor 71, and an accelerator pedal 90. The connecting member 74 and the like are provided.
The motor 71 rotates the connecting member 74 to drive the accelerator pedal 90.
The drive circuit 73 feedback-controls the motor 71 based on the command from the control device 50 and the information from the rotation amount sensor 72.

As shown in FIG. 1, the FM-ECU 50 includes a lever position acquisition unit 51, a control unit 52, a safety processing unit 53 as a safety processing means, and the like. It is realized by software etc. The FM-ECU 50 functions as a control device for the driving assistance device and a safety control device.
Further, the FM-ECU 50 can activate an indicator 310, a speaker 320, a hazard lamp 330, and an alarm (horn) device 340 as notification means mounted on the vehicle.
Further, the FM-ECU 50 is configured to be able to start various functions of the vehicle control device 200 by transmitting various information to the vehicle control device 200 that controls the vehicle.
The vehicle control device 200 generates an engine by controlling an ABS control unit 210 that controls an ABS (anti-lock brake system) 211 of the vehicle, a fuel control unit 220 that controls an injector 221 of the engine, and a throttle valve 231 of the engine. A torque control unit 230 for controlling the torque to be transmitted. Although the vehicle control device 200 has various other functions, detailed description thereof is omitted.

The lever position acquisition unit 51 receives the detection signal 30 s of the lever position sensor 30 and outputs the detection value of the operation position of the operation lever 20 to the control unit 52 and the safety processing unit 53.
The control unit 52 generates a control command for driving the brake drive system 60 and the accelerator drive system 70 according to the detected value of the operation position, and gives this to drive circuits 63 and 73 described later.

A detected value of the operation position of the operation lever 20 is input from the lever position acquisition unit 51 to the safety processing unit 53, and from the signal information receiving device 110, the crossing information receiving device 120, the CCD camera 130, the navigation system 140, and the like. Information is entered.
As will be described later, the safety processing unit 53 recognizes the external situation of the host vehicle traveling based on information obtained from the signal information receiving device 110, the crossing information receiving device 120, the CCD camera 130, the navigation system 140, and the like. From the recognized external situation, it is determined whether the detection value of the lever position sensor is normal or abnormal, and if it is determined abnormal, processing for ensuring safety is performed.

  The signal information receiving device 110 is for receiving signal information of traffic signals at the intersection where the host vehicle is approaching. For example, as shown in FIG. 2, the signal information receiving device 110 is connected to a signal information transmitting device 301 installed in front of the traffic signal 300 when the own vehicle 400 approaches an intersection where the traffic signal 300 is installed. The radio wave 301s having the signal information of the traffic signal 300 to be transmitted is received. The signal information receiving apparatus 110 acquires the signal information of the current traffic light 300 that is lit by receiving the radio wave 301s. Then, the signal information receiving apparatus 110 outputs the signal information to the safety processing unit 53 of the FM-ECU 50.

  The crossing information receiving device 120 is for receiving the operation information of the crossing breaker of the crossing at which the host vehicle is approaching. For example, as shown in FIG. 3, this level crossing information receiving device 120 is an operation information of a circuit breaker 360 that is transmitted by a level crossing information transmission device 350 installed at a level crossing when the host vehicle 400 approaches the level crossing on the track 330. The radio wave 350s having (open / close information) is received, and the current operation information of the circuit breaker 360 is acquired. Then, the crossing information receiving device 120 outputs the operation information of the circuit breaker 360 to the safety processing unit 53.

  The CCD camera 130 is mounted so as to take an image of the scenery of the host vehicle, and is fixed, for example, near a room mirror in the vehicle interior. The image data captured by the CCD camera 130 is image-processed by the safety processing unit 53 of the FM-ECU 50. For example, by using the principle of triangulation, an inter-vehicle distance that is the distance from the host vehicle of the preceding vehicle, a traffic signal, or a level crossing is blocked The distance between various targets such as a machine and the vehicle is detected.

  The navigation system 140 displays the travel position of the host vehicle on a map and guides the travel to the destination. The safety processing unit 53 of the FM-ECU 50 allows the host vehicle to currently travel from the navigation system 140. Various types of information related to the place where the vehicle is running, such as map information around the location including the place where the vehicle is currently traveling, are acquired.

Next, an example of the processing content of the safety processing unit 53 will be described with reference to the flowcharts shown in FIGS.
Here, FIG. 4 shows a process when the host vehicle passes an intersection where a traffic signal is installed, FIG. 5 shows a process when the host vehicle passes a railroad crossing, and FIG. 6 shows that the host vehicle approaches a preceding vehicle. FIG. 7 and FIG. 7 show examples of processing when the host vehicle approaches a dangerous place.

As shown in FIG. 4, the safety processing unit 53 periodically monitors whether or not the signal information receiving device 110 has received the signal information from the signal information transmitting device installed at the intersection (step ST1). If not, the process is terminated and the presence / absence of reception is determined again after a predetermined time.
When receiving the signal information, the safety processing unit 53 recognizes that the traveling vehicle is approaching the intersection where the traffic signal is installed, and the distance to the traffic signal is equal to or less than a predetermined distance. Is determined (step ST2).
Next, when the safety processing unit 53 determines that the distance is equal to or less than the predetermined distance, the safety processing unit 53 determines from the received signal information whether the current state of the traffic signal is a red signal (step ST3). The process is terminated.

  When determining that the signal is a red signal, the safety processing unit 53 determines whether the operation position of the operation lever 20 determined from the detection value of the lever position sensor 30 is on the accelerator region side (step ST4).

  When it is determined that the operation lever 20 is on the accelerator region side, the safety processing unit 53 determines that the detection value of the lever position sensor 30 is abnormal (step ST5). This is because it is abnormal that the operation position of the operation lever 20 is on the accelerator region side without performing the braking operation in spite of the red signal. Further, in this state, the control lever 20 is operated to the accelerator area side even though the detection value is abnormal due to a failure of the lever position sensor 30 or the like and the driver's operation error is a red signal. A case may be considered.

When the operation lever 20 is not on the accelerator area side, it can be determined that the vehicle is being braked or stopped.
Therefore, the safety processing unit 53 determines whether the signal information has changed from a red signal to a blue signal (step ST11). If the red signal remains, the process returns to step ST4 again to determine whether the operating position of the operating lever 20 is on the accelerator area side. If the operating position of the operating lever 20 is on the accelerator area side, This means that the operating lever 20 has been operated to the accelerator area side before the signal changes to a green light, so that the detected value of the lever position sensor 30 is determined to be abnormal (step ST5). If the light turns green, the process is terminated because it is normal.

When the detected value of the lever position sensor 30 is determined to be abnormal in step ST5, the safety processing unit 53 performs a process of notifying the driver of the occurrence of the abnormality (step ST6), and the detected value of the lever position sensor 30 is on the accelerator region side. In other words, it is determined whether the abnormal state continues (step ST7).
The safety processing unit 53 ends the process when the abnormality of the detection value of the lever position sensor 30 is resolved. That is, when the detection value of the lever position sensor 30 is abnormal due to a driver's operation error, the driver operates the operation lever 20 from the accelerator region side to the brake region side. Abnormalities are resolved.
On the other hand, when the abnormal state of the detection value of the lever position sensor 30 continues, the safety processing unit 53 determines that the abnormality of the detection value of the lever position sensor 30 is caused by the lever position sensor 30 itself. Then, the detection value abnormality of the lever position sensor 30 is notified to the driver again (step ST8), and the hazard lamp 330, the alarm device 340 and the like are activated to notify the surrounding vehicle and the surrounding people of the occurrence of the abnormality (step ST9).

  Furthermore, the safety process part 53 performs the process which stops the own vehicle safely (step ST10). In this process, for example, various commands are output from the safety processing unit 53 to the ABS control unit 210, the fuel control unit 220, the torque control unit 230, etc. of the vehicle control device 200, while avoiding sudden deceleration or sudden stop of the host vehicle. This is a process such as stopping, so that safety can be ensured.

As shown in FIG. 5, the safety processing unit 53 periodically monitors whether or not the crossing information receiving device 120 has received the operation information of the crossing breaker transmitted by the crossing information transmitting device (step ST21). If it has not been received, the process is terminated and the presence / absence of reception is determined again after a predetermined time.
When receiving the operation information of the circuit breaker, the safety processing unit 53 determines from the operation information whether the circuit breaker is closed (step ST22). If the circuit breaker is open, the safety processing unit 53 is in a safe state. Because there is, the process is terminated.
When the breaker is closed, the safety processing unit 53 determines whether the host vehicle has approached the breaker up to a predetermined distance (step ST23), and when the predetermined distance is reached, the detection value of the lever position sensor 30 is detected. It is determined whether or not the operation position of the operation lever 20 determined from is on the accelerator region side (step ST24).

  When it is determined that the operation lever 20 is on the accelerator region side, the safety processing unit 53 determines that the detection value of the lever position sensor 30 is abnormal (step ST25). This is because it is abnormal that the control lever 20 is on the accelerator region side without performing the braking operation even though the host vehicle is approaching the closed circuit breaker. In the same manner as described above, the driver is notified of the occurrence of an abnormality (step ST26), the surrounding vehicle is notified of the occurrence of the abnormality (step ST27), and a process of safely stopping the host vehicle is executed (step ST26). ST28). As a result, it is possible to reliably prevent the host vehicle from entering the railroad crossing in a state where the circuit breaker is lowered.

As shown in FIG. 6, the safety processing unit 53 periodically monitors whether there is a vehicle ahead based on image information of the CCD camera 130 (step ST31), and if no vehicle is detected ahead, The process is terminated and monitored again after a predetermined time.
And safety processing part 53 judges whether the distance between vehicles with a preceding vehicle became below predetermined distance, when detecting vehicles ahead (Step ST32), and when distance between vehicles is not below predetermined distances, It is determined whether a safe inter-vehicle distance is secured (step ST38). If it is determined to be safe, the process ends. If it is determined that it is not safe, the process returns to step ST32 and the above process is repeated.
When the inter-vehicle distance is equal to or smaller than the predetermined distance, the safety processing unit 53 determines whether the operation position of the operation lever 20 determined from the detection value of the lever position sensor 30 is on the accelerator region side (step ST33). .

  When the safety processing unit 53 determines that the operation lever 20 is not on the accelerator region side, the safety processing unit 53 ends the process. When the safety processing unit 53 determines that the operation lever 20 is on the accelerator region side, the detected value of the lever position sensor 30 Is determined to be abnormal (step ST34). This is because it is abnormal that the operation lever 20 is on the accelerator area side without performing the braking operation even though the host vehicle is approaching the preceding vehicle. In the same manner as described above, the driver is notified of the occurrence of an abnormality (step ST35), the surrounding vehicle is notified of the occurrence of the abnormality (step ST36), and a process for safely stopping the host vehicle is executed (step ST36). ST37). In the process of safely stopping the host vehicle, a process of safely stopping the host vehicle on the shoulder of the road is performed as necessary. As a result, the host vehicle can be prevented from colliding with the preceding vehicle, and the subsequent vehicle can also be prevented from colliding with the host vehicle.

As shown in FIG. 7, the safety processing unit 53, based on map information obtained from the navigation system, near the place where the vehicle is currently traveling, for example, a pond, lake, cliff, etc. It is periodically monitored whether or not there is a dangerous place that is likely to be (step ST41). If no dangerous place is included, the process is terminated and monitored again after a predetermined time.
When the map information includes a dangerous place, the safety processing unit 53 determines whether the distance to the dangerous place is a predetermined distance or less (step ST42). When the dangerous place and the own vehicle are separated from each other by a predetermined distance or more, it is regarded as a safe state and the process of step ST41 is repeated.
When the distance to the dangerous place is equal to or less than the predetermined distance, the safety processing unit 53 determines whether the host vehicle is further approaching the dangerous place (step ST43). If the host vehicle is moving away from a dangerous place, the process of step ST42 is repeated.
The safety processing unit 53 determines whether the operation position of the operation lever 20 determined from the detection value of the lever position sensor 30 is on the accelerator region side when the host vehicle is further approaching a dangerous place ( Step ST44) If it is not on the accelerator area side, it is determined that it is safe and the process is terminated.

When it is determined that the operation position of the operation lever 20 is on the accelerator region side, the safety processing unit 53 determines that there is an abnormality (step ST45). This is because it is abnormal that the operation lever 20 is on the accelerator region side without performing the braking operation even though the host vehicle is approaching a dangerous place.
When the safety processing unit 53 determines that an abnormality has occurred, as described above, it notifies the driver of the occurrence of the abnormality (step ST46), waits for a predetermined time to elapse (step ST47), and again detects the lever position sensor 30. It is determined whether the operation position of the operation lever 20 determined from the value is on the accelerator area side (step ST48).

When the cause of the abnormality of the detection value of the lever position sensor 30 is due to an operation mistake of the driver, it is considered that the driver who knows the abnormality operates the operation lever 20 to the brake region side. In this case, since the safety processing unit 53 can determine that the danger has been avoided, the safety processing unit 53 ends the processing.
On the other hand, when it is determined that the operation lever 20 continues to the accelerator region side, the safety processing unit 53 determines that the cause of the abnormality in the detection value of the lever position sensor 30 is in the lever position sensor 30, and described above. Such a safe stop process of the host vehicle is executed (step ST49). As a result, it is possible to prevent an accident in which the host vehicle falls or falls into a dangerous place such as a pond, a lake, or a cliff.

  In the above embodiment, the case of recognizing the external situation of the host vehicle traveling from signal information, level crossing information, inter-vehicle distance information, map information, etc. has been described. However, the present invention is not limited to this. Information on obstacles to be used may be used.

  In the above embodiment, the process for notifying the driver and surrounding vehicles of the occurrence of an abnormality and the process for safely stopping the host vehicle have been described as processes for ensuring safety when an abnormality in the detection value of the sensor is detected. However, the present invention is not limited to this, and other processes may be performed, and various methods can be adopted as a method for safely stopping the vehicle.

  In the above embodiment, the case where the information for recognizing the external situation of the traveling vehicle is obtained from a signal information receiving device, a crossing information receiving device, a CCD camera, a navigation system, etc., is limited to this. However, for example, a radar apparatus can be used to detect the inter-vehicle distance.

  In the above-described embodiment, when the host vehicle is in a state to be stopped or decelerated, whether the detected value is normal or abnormal is determined based on whether or not the position of the operation lever 20 determined from the detected value is on the accelerator region side. However, the present invention is not limited to this. For example, when the position of the operation lever 20 is in the accelerator region and the neutral region in a situation where the host vehicle should stop or decelerate, it can be determined as abnormal. It is.

  Although the case where the safety control device is configured by the FM-ECU 50 has been described in the above embodiment, the present invention is not limited to this, and the safety control device can be formed separately from the FM-ECU 50.

In the above embodiment, the case of a vehicle powered by an internal combustion engine has been described. However, the present invention is not limited to this. It goes without saying that the present invention can be applied if there is any.
Moreover, although the said embodiment demonstrated the case of the vehicle provided with the brake drive system 60 which drives a brake pedal as a braking system of a vehicle, and the accelerator drive system 70 which drives an accelerator pedal as a vehicle acceleration system, it is limited to this. Rather than driving the accelerator pedal and brake pedal according to the operation amount of the operation lever, the brake system and acceleration system of the vehicle can be directly controlled according to the operation amount of the operation lever. The present invention can also be applied to such vehicles.
Furthermore, in the above-described embodiment, the case where both the braking system and the acceleration system of the vehicle are controlled according to the operation amount of the operation lever has been described. However, the present invention is not limited to this, and the braking system and the acceleration system of the vehicle are not limited thereto. The present invention can be applied to control only one of them.

It is a block diagram of the driving assistance device to which the safety control device concerning one embodiment of the present invention was applied. It is a figure for demonstrating the function of a signal information receiver. It is a figure for demonstrating the function of a crossing information reception apparatus. It is a flowchart which shows an example of the process based on the traffic signal information of a safe process part. It is a flowchart which shows an example of the process based on the operation information of the circuit breaker of a level crossing of a safety processing part. It is a flowchart which shows an example of the process based on the inter-vehicle distance information of a safety process part. It is a flowchart which shows an example of the process based on the map information of a safe process part.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Operation apparatus 20 ... Operation lever 30 ... Lever position 50 ... FM-ECU (safety control apparatus)
51 ... Lever position acquisition unit 52 ... Control unit 53 ... Safety processing unit 60 ... Brake drive system (braking system)
70 ... Accelerator drive system (acceleration system)
110 ... Signal information receiving device 120 ... crossing information receiving device 130 ... CCD camera 140 ... navigation system 200 ... vehicle control device 210 ... ABS control unit 211 ... ABS
220 ... Fuel controller 221 ... Injector 230 ... Torque controller 231 ... Throttle valve 300 ... Traffic signal 301 ... Signal information transmitter 310 ... Indicator (notification means)
320 ... Speaker (notification means)
330 ... Hazard lamp (notification means)
340 ... Alarm device (notification means)
330 ... Railroad 350 ... Railroad crossing information transmitter 360 ... Breaker 400 ... Own vehicle

Claims (10)

An operation device including an operation lever that is manually operated and a lever position sensor that detects an operation position of the operation lever is provided, and a braking system and / or an acceleration system of the vehicle is controlled according to a detection value of the lever position sensor. A safety control device for the driving assistance device,
Having a safety processing means for determining whether the detection value of the lever position sensor is normal or abnormal from the external situation of the traveling vehicle and performing a process for ensuring safety when it is determined to be abnormal;
A safety control device for a driving assistance device. The safety processing means determines that the detected value is abnormal when the operation position of the operating lever determined from the detected value is on the accelerator region side when the host vehicle is in a situation to stop or decelerate. To
The safety control device for the driving assistance device according to claim 1. The safety processing means performs processing for safely stopping the vehicle when the detected value of the lever position sensor is determined to be abnormal.
The safety control device for a driving assistance device according to claim 1 or 2. The safety processing means, when it is determined that the detection value of the lever position sensor is abnormal, performs a process of notifying the driver of the own vehicle by the notification means that an abnormality of the detection value has occurred.
The safety control device for a driving assistance device according to any one of claims 1 to 3. The safety processing means, when it is determined that the detection value of the lever position sensor is abnormal, performs a process for notifying the surrounding vehicles of the own vehicle by the notification means,
The safety control device for a driving assistance device according to any one of claims 1 to 4. The safety processing means determines whether the detection value of the lever position sensor is normal or abnormal based on signal information of a traffic signal at an intersection where the host vehicle is approaching.
The safety control device for a driving assistance device according to any one of claims 1 to 4. The safety processing means determines whether the detection value of the lever position sensor is normal or abnormal based on the operation information of the crossing breaker of the crossing at which the host vehicle is approaching.
The safety control device for a driving assistance device according to any one of claims 1 to 6. The safety processing means determines whether the detection value of the lever position sensor is normal or abnormal based on the inter-vehicle distance information with the preceding vehicle that the host vehicle is approaching.
The safety control device for a driving assistance device according to any one of claims 1 to 6. The safety processing means determines whether the detection value of the lever position sensor is normal or abnormal based on map information relating to a place where the host vehicle is traveling.
The safety control device for a driving assistance device according to any one of claims 1 to 6. An operation device including an operation lever that is manually operated and a lever position sensor that detects an operation position of the operation lever is provided, and a braking system and / or an acceleration system of the vehicle is controlled according to a detection value of the lever position sensor. A safety control method for a driving assistance device,
Judging whether the detected value of the lever position sensor is normal or abnormal from the situation outside the traveling vehicle, and performing a process for ensuring safety when it is determined to be abnormal.
A safety control method for a driving assistance device.

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