JP2007069661A - Vehicle passability judging device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To precisely determine passing possibility, and to provide a passing method if when is possible to pass. <P>SOLUTION: The vehicle passing determination device is provided with a ultrasonic sensor 10C having directivity at the upper and slightly front side of a vehicle, using at least a space between right and left ends of a roof of the vehicle as a detection range, and detecting an obstacle existing in the detection range; and ultrasonic sensors 10L, 10R having directivity at the horizontal and slightly upper side of the vehicle, using a space between the right and left ends of the roof of the vehicle and a fixed range at the outside as a detection range, and detecting an obstacle existing in the detection range. The passing determination of the vehicle is carried out by synthesizing detection results of each sensor. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle traffic determination device.

Conventionally, for example, in the technology described in Patent Document 1, it is detected whether there is an obstacle in a portion lower than the height of the vehicle by using a radar device mounted on the top of the vehicle. Detect obstacles that the vehicle cannot pass through.
JP-A-11-213283

  As to whether or not the vehicle can pass, for example, depending on the undulations of the roadway, if the vehicle is allowed to travel at a reduced speed, or if the vehicle is allowed to pass if entering obliquely with respect to the step, the vehicle passing method It is possible to change depending on.

  However, the above prior art simply determines whether or not the vehicle can pass based on the height of the vehicle and the obstacle, and thus erroneously determines that the vehicle is actually passable but not passable. There is. In addition, when it is possible to pass, it is not possible to provide the user with the passing method.

  The present invention has been made in view of the above problems, and a first object thereof is to provide a vehicle traffic determination device that can accurately determine the traffic possibility. In addition, a second object is to provide a vehicle traffic determination device that can provide a traffic method when traffic is possible.

The vehicle traffic determination device according to claim 1, which has been made to achieve the above object,
Which is arranged at the top of the vehicle,
First detection means that mainly has a directivity in the upward direction of the vehicle, detects at least an area between the left and right upper ends of the vehicle, and detects an obstacle present in the detection range;
Second detection means which has directivity mainly in the front or rear direction of the vehicle, detects a obstacle between the upper left and right end portions of the vehicle and a certain range outside thereof as a detection range. When,
And a traffic determination means for determining the traffic of the vehicle by combining the detection results of the first and second detection means.

  When passing through places with restricted heights such as traffic gates, underpasses, tunnels, etc., or entering a parking lot or garage, the place must be higher than the height of the car. The portion higher than the vehicle height basically needs to be wider than the vehicle width (the roof width of the vehicle). Therefore, an accurate determination cannot be made unless a traffic determination is made based on the relationship between the vehicle height and the vehicle width.

  Therefore, in the present invention, as described above, the first is mainly directed upward in the vehicle and has a detection range at least between the upper left and right ends of the vehicle, and detects an obstacle present in the detection range. 1 detection means and directivity mainly in the front or rear direction of the vehicle, with a certain range between the left and right upper ends of the vehicle and outside of it as a detection range, and detecting obstacles present in this detection range And a second detection means that performs a vehicle passage determination by combining these detection results. As a result, the traffic determination can be performed from the relationship between the vehicle height and the vehicle width, so that the possibility of vehicle traffic can be accurately determined.

  According to the vehicle traffic determination device of the second aspect, the traffic determination means indicates the detection result that the first detection means is not detected when the second detection means indicates the detection result detected by the obstacle. If indicated, the vehicle is determined to be passable.

  Even when the second detection means detects an obstacle, if the first detection means does not detect the obstacle, a sufficient space (at least the vehicle width or more) is provided between the upper end of the vehicle and the obstacle. It is possible to determine that there is enough space, so it will not interfere with vehicle traffic. Therefore, when the second detection means indicates a detection result of detecting an obstacle, if the first detection means indicates a detection result that is not detected, it can be determined that the vehicle can pass.

  According to the vehicle traffic determination device according to claim 3, when the traffic detection means indicates the detection result of the obstacle detected by the first and second detection means, the traffic judgment means reaches the obstacle detected by the first detection means. Based on the distance, a final traffic determination of the vehicle is performed.

  When the first and second detection means detect an obstacle, it cannot be determined whether or not a sufficient space (at least a space greater than the vehicle width) is secured between the upper end of the vehicle and the obstacle. In such a case, it can be understood from the distance to the obstacle detected by the first detection means how much vertical space is maintained between the upper end of the vehicle and the obstacle. Therefore, the traffic determination can be performed strictly by performing the final traffic determination of the vehicle based on the distance to the obstacle detected by the first detection means.

  According to the vehicle traffic determination device of the fourth aspect, when the distance to the obstacle detected by the first detection means is a predetermined distance or more, it is determined that the vehicle can pass. . Thereby, when a certain amount of space is maintained between the upper end portion of the vehicle and the obstacle, it can be determined that the vehicle can pass without contacting the obstacle.

The vehicle traffic determination device according to claim 5 is:
Comprising a speed determining means for determining whether or not the vehicle speed is in a low speed range;
The traffic determination means is characterized by starting the traffic determination when the speed determination means determines that the speed is in the low speed range.

  As described above, depending on the undulations of the roadway, the vehicle may be able to pass if it travels at a reduced speed. Therefore, by starting the traffic determination when the vehicle speed is in the low speed range, it is possible to prevent erroneous traffic determination.

  According to the vehicle traffic determination device of the sixth aspect, when the traffic determination unit determines that the vehicle can pass, information on the vehicle passing is obtained based on the detection results of the first and second detection units. A traffic information providing means is provided.

  As described above, since the first and second detection means have different detection ranges, if attention is paid to the difference between the detection ranges, the detection result of the first and second detection means indicates the front or rear of the vehicle. It is possible to determine in which direction an obstacle exists with respect to the direction. Therefore, it is possible to provide information when the vehicle passes based on the detection results of the first and second detection means.

  According to the vehicle traffic determination device of the seventh aspect, the traffic information providing means provides at least one information of the speed of the vehicle and the traveling direction of the vehicle.

  For example, even if the first and second detection means detect an obstacle, if the distance to the obstacle detected by the first detection means is a predetermined distance or more, the upper end of the vehicle and the obstacle Since a certain amount of space is maintained between objects, speed information can be provided to the user so as to proceed slowly. In addition, paying attention to the difference between the detection ranges of the first and second detection means, it is possible to provide information on the traveling direction of the vehicle so as to proceed in a direction in which no obstacle exists.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a travel guidance system including a vehicle traffic determination device and a navigation device according to the present invention will be described. As shown in FIG. 1, the travel guidance system includes ultrasonic sensors 10L, 10C, and 10R, a control device 20, a navigation ECU 30, a voice output device 40, and a display device 50.

  As shown in FIG. 2, the ultrasonic sensors 10L, 10C, and 10R are ultrasonic sensors arranged on the upper part of the vehicle. FIG. 3 shows the directivity of each sensor. FIG. 3A shows the detection range of the ultrasonic sensor 10C in the front-rear and left-right directions, and FIG. 3B shows the detection range of the ultrasonic sensor 10C in the vertical direction of the vehicle. As shown in FIGS. 3 (a) and 3 (b), the ultrasonic sensor 10C has directivity mainly in the upward direction of the vehicle (strictly upward, slightly forward), and at least the left and right upper ends of the vehicle. An interval (between the left and right ends of the roof of the vehicle) is set as a detection range, and obstacles existing in the detection range are detected.

  FIG. 3C shows the detection ranges of the ultrasonic sensors 10L and 10R in the front-rear and left-right directions, and FIG. 3D shows the detection ranges of the ultrasonic sensors 10L and 10R in the vertical direction of the vehicle. ing. As shown in FIGS. 3C and 3D, the ultrasonic sensors 10L and 10R have directivity mainly in the front direction of the vehicle (strictly in the horizontal direction and slightly upward direction), and the left and right upper ends of the vehicle. A certain range between the parts and outside is set as a detection range, and obstacles existing in the detection range are detected.

  As shown in FIG. 3, the front detection range of the ultrasonic sensors 10 </ b> L and 10 </ b> R is set to extend further forward than the front detection range of the ultrasonic sensor 10 </ b> C. The detection distance is long.

  The control device 20 controls the transmission timing of the ultrasonic wave transmitted from each ultrasonic sensor, and calculates the distance to the obstacle from the reception timing of the reflected wave of the ultrasonic wave transmitted from each sensor. Further, the distance to the obstacle and its direction (that is, the relative direction with respect to the traveling direction of the vehicle) are calculated from the detection result of each ultrasonic sensor. Furthermore, the control device 20 performs a vehicle traffic determination by combining the detection results of the respective ultrasonic sensors, and outputs traffic determination information indicating the determination result to the navigation ECU 30.

  The navigation ECU 30 is a well-known car navigation device, and includes, for example, a destination setting function for setting a destination, a route search execution function for searching for a route to a destination set by the destination setting function, and a route search execution function. A route guidance function for guiding the searched route, a current position correcting function for detecting the current position of the host vehicle, and displaying a vehicle position mark indicating the current position on a map based on the detected position. Execute.

  In addition, the navigation ECU 30 refers to the traffic determination information output from the control device 20 and executes control for notifying the traffic determination result by voice output from the voice output device 40 or screen display by the display device 50.

  The audio output device 40 is composed of an amplifier and a speaker (not shown). The display device 50 is configured by a liquid crystal display, for example.

  The travel guidance system of the present embodiment configured as described above is used when a vehicle passes through a place with a height restriction such as a traffic gate, under an overpass, or a tunnel, or when entering a parking lot or a garage. It is determined whether or not the vehicle is allowed to pass, and the determination result is notified. As described above, the detection result of each ultrasonic sensor is integrated to determine whether or not the vehicle is passing.

  In other words, when going through places with restricted height such as traffic gates, underpasses, tunnels, etc., or entering a parking lot or garage, the place must be higher than the vehicle height. The portion above the vehicle height basically needs to have a width equal to or greater than the vehicle width (vehicle roof width). Therefore, an accurate determination cannot be made unless a traffic determination is made based on the relationship between the vehicle height and the vehicle width.

  Therefore, as described above, the travel guidance system of the present embodiment has directivity mainly in the upward direction and slightly forward direction of the vehicle, and at least the distance between the left and right ends of the roof of the vehicle is set as a detection range. The ultrasonic sensor 10C for detecting obstacles existing in the vehicle and having directivity mainly in the horizontal direction or slightly upward of the vehicle, and a certain range between the left and right ends of the vehicle roof and the outside thereof is a detection range. The ultrasonic sensors 10L and 10R that detect obstacles existing in the detection range are provided, and the detection results of these sensors are combined to make a vehicle passage determination.

  Next, the passability determination process by the travel guidance system will be described with reference to the flowchart shown in FIG. First, in step S10, the vehicle speed is detected from the output of a vehicle speed sensor (not shown). In step S20, it is determined whether or not the vehicle speed is in a low speed range (for example, several kilometers per hour or less). Here, when an affirmative determination is made, the process proceeds to step S30 and a traffic determination is performed. On the other hand, if a negative determination is made, the process proceeds to step S10. As described above, depending on the undulations of the roadway, it may be possible to pass by traveling at a reduced speed. Therefore, by starting the traffic determination when the vehicle speed is in the low speed range, it is possible to prevent erroneous traffic determination.

  In step S30, obstacle detection by the ultrasonic sensors 10L, 10C, and 10R is started. In step S40, it is determined whether any of the ultrasonic sensors 10L and 10R disposed on the left and right sides of the vehicle has detected an obstacle. Here, when an affirmative determination is made, in step S50, notification that there is an obstacle that may come into contact with the upper part of the vehicle is made by voice or screen display. On the other hand, if a negative determination is made, the process proceeds to step S60.

  In step S60, the detection result of the ultrasonic sensor 10C arranged in the center of the vehicle is grasped. In step S70, whether or not the ultrasonic sensor 10C indicates a detection result that has not been detected, that is, a fault is detected above the own vehicle. Determine if an object does not exist. If the determination is affirmative, it is determined that the vehicle is in a state where it can pass safely, and at step S80, the fact that it can pass is notified.

  As described above, even when any of the ultrasonic sensors 10L and 10R arranged on the left and right sides of the vehicle detects an obstacle, when the ultrasonic sensor 10C does not detect the obstacle, the upper end of the vehicle Since it can be determined that a sufficient space (at least the vehicle width or more) is secured between the vehicle and the obstacle, the vehicle does not hinder traffic. Therefore, when any one of the ultrasonic sensors 10L and 10R indicates the detection result when the obstacle is detected, if the ultrasonic sensor 10C indicates the detection result that is not detected, the vehicle is allowed to pass. Can be determined.

  If a negative determination is made in step S70, it is determined in step S90 whether or not an obstacle is present above the own vehicle and is passable. In step S90, it is determined whether the vehicle can pass based on the distance to the obstacle detected by the ultrasonic sensor 10C.

  That is, when all the sensors of the ultrasonic sensors 10L, 10C, and 10R detect an obstacle, whether or not a sufficient space (at least a space greater than the vehicle width) is secured between the upper end of the vehicle and the obstacle. I can't judge. In such a case, from the distance to the obstacle detected by the ultrasonic sensor 10C, it is possible to grasp how much vertical space is maintained between the upper end of the vehicle and the obstacle. Therefore, the traffic determination can be strictly performed by determining the final traffic of the vehicle based on the distance to the obstacle detected by the ultrasonic sensor 10C.

  In step S90, when the distance to the obstacle detected by the ultrasonic sensor 10C is equal to or greater than a predetermined distance (for example, 5 centimeters), it is determined that the vehicle can pass “barely”. Accordingly, when a certain amount of vertical space is maintained between the upper end of the vehicle and the obstacle, it can be determined that the vehicle can pass without contacting the obstacle.

  If an affirmative determination is made in step S90, a notification is made in step S80 that the vehicle is capable of “barely” traffic. In this case, it is preferable to provide information when the vehicle passes based on the detection results of the ultrasonic sensors 10L, 10C, and 10R.

  As described above, since the ultrasonic sensors 10L, 10C, and 10R have different detection ranges, if attention is paid to the difference in the detection ranges, the detection results of the sensors indicate which obstacles are in the forward direction of the vehicle. It can be judged whether it exists in the direction. In addition, when an affirmative determination is made in step S90, it can be determined that only a certain amount of space in the vertical direction (the “bare space”) is maintained between the upper end of the vehicle and the obstacle.

  Thus, for example, speed information is provided to the user so that the vehicle travels slowly, or information on the traveling direction of the vehicle is provided so that the vehicle proceeds in a direction in which no obstacle exists, paying attention to the difference in detection range. You may do it. This makes it possible to provide a user with a traffic method when “barely” traffic is possible.

  If a negative determination is made in step S90, in step S100, notification is made that it is impossible to pass. Thereby, the user can grasp that the vehicle cannot pass.

  As described above, the travel guidance system of the present embodiment has directivity in the upward direction and slightly forward direction of the vehicle, and at least a distance between the left and right ends of the roof of the vehicle is a detection range, and a fault that exists within this detection range. Ultrasonic sensor 10C for detecting an object and directivity in the horizontal direction and slightly upward of the vehicle, and a certain range between the left and right ends of the vehicle roof and outside of the vehicle roof is within the detection range. Ultrasonic sensors 10L and 10R that detect obstacles to be detected, and the vehicle passage determination is performed by combining the detection results of these sensors. As a result, the traffic determination can be performed from the relationship between the vehicle height and the vehicle width, so that the possibility of vehicle traffic can be accurately determined.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  For example, the travel guidance system according to the present embodiment detects an obstacle present in front of the vehicle and makes a traffic determination, but when the vehicle moves backward, the obstacle present behind the vehicle. An ultrasonic sensor for detecting an obstacle behind the vehicle may be provided so that the traffic is determined by detecting the traffic. Thereby, not only when the vehicle moves forward but also when the vehicle moves backward, the passage determination can be performed.

1 is a block diagram illustrating an overall configuration of a travel guidance system according to an embodiment of the present invention. It is a figure which shows the mounting position of ultrasonic sensor 10L, 10C, 10R. (A) is a figure which shows the detection range of the left-right direction of ultrasonic sensor 10C, (b) is a figure which shows the detection range of the up-down direction of ultrasonic sensor 10C, (c) is an ultrasonic sensor. It is a figure which shows the detection range of the left-right direction of 10L, 10R, (d) is a figure which shows the detection range of the up-down direction of ultrasonic sensor 10L, 10R. It is a flowchart which shows the flow of a passability determination process.

Explanation of symbols

10L, 10C, 10R Ultrasonic sensor 20 Control device 30 Navi ECU
40 Audio output device 50 Display device

Claims (7)

Which is arranged at the top of the vehicle,
First detection means mainly having a directivity in the upward direction of the vehicle, and detecting at least an area between the left and right upper ends of the vehicle as a detection range, and detecting an obstacle present in the detection range;
A second sensor that has directivity mainly in the front or rear direction of the vehicle, detects a obstacle between the left and right upper ends of the vehicle and a certain range outside the detection range, and detects an obstacle existing in the detection range. Detection means;
A vehicle passage determination device comprising: a passage determination unit that performs a determination of the passage of the vehicle by combining the detection results of the first and second detection units.   When the second detection means indicates a detection result when the second detection means detects an obstacle, and the first detection means indicates a detection result that is not detected, the vehicle is allowed to pass. The vehicle traffic determination device according to claim 1, wherein the determination is made.   When the first and second detection means indicate detection results of detecting an obstacle, the traffic determination means determines the final vehicle based on the distance to the obstacle detected by the first detection means. The vehicle traffic determination device according to claim 1, wherein the vehicle traffic determination is performed.   4. The vehicle passage determination device according to claim 3, wherein when the distance to the obstacle detected by the first detection unit is equal to or greater than a predetermined distance, it is determined that the vehicle is allowed to pass. A speed determining means for determining whether the speed of the vehicle is in a low speed range;
The vehicle traffic determination device according to any one of claims 1 to 4, wherein the traffic determination unit starts the traffic determination when the speed determination unit determines that the speed is in a low speed range.   When the traffic determination unit determines that the vehicle is allowed to pass, the vehicle includes a traffic information providing unit that provides information when the vehicle passes based on detection results of the first and second detection units. The vehicle traffic determination device according to any one of claims 1 to 5.   The vehicle traffic determination device according to claim 6, wherein the traffic information providing means provides at least one information of a speed of the vehicle and a traveling direction of the vehicle.

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