JP2008260337A - Traveling assistant device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling assistant device capable of preventing continuation of driving as much as possible when the driver is in the state that the driver is not suitable for performing driving of the vehicle. <P>SOLUTION: When physical condition information of the driver of the one's own vehicle during traveling indicates the predetermined failure state of the physical condition, emergency braking control of the one's own vehicle is performed by the content according to the peripheral state or the traveling road state of the one's own vehicle reflected on the vehicle outside state information reflecting the obtained peripheral state or the traveling road state of the one's own vehicle. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a driving support device capable of preventing a driver from continuing driving as much as possible when the driver is not suitable for driving a vehicle.

  Mechanisms that detect drunk driving and drowsy driving and encourage safe driving have been widely developed. For example, information is acquired from an alcohol detector or a steering angle detector that detects the alcohol concentration contained in the driver's breath, and the driver is obtained from these information and current position information and vehicle motion information that can be recognized by the navigation device. A navigation device has been devised to determine whether or not the vehicle is in a dangerous driving state, and when it is determined that the vehicle is in a dangerous driving state, it searches for a route to a place where it can safely stop and automatically guides the searched route. (See Patent Document 1).

  Further, a vehicle brake control device has been devised that automatically activates a brake when the vehicle improperly approaches a front obstacle and when the driver's physical condition is inappropriate for driving the vehicle (Patent Document). 2).

  In addition, when the driver is in a dangerous driving state, the driver is informed of the traffic situation ahead, the surrounding vehicle / pedestrian is informed of the driving situation of the vehicle, and the vehicle is automatically brought to a safe speed. A vehicle accident prevention automatic braking device and a driving status display device for decelerating have been devised (see Patent Document 3).

  In addition, an automobile user hospitality system has been devised that can detect the user's state and autonomously control the operation of the in-vehicle device in the form that the user wants (or seems to want) most from the detection result. (See Patent Document 4).

JP 2005-24507 A JP 07-32995 A JP 09-272413 A JP 2006-282111 A

  Patent Document 1 has a problem that it cannot be realized without a navigation device or a function for searching for a route to a destination. Moreover, it is necessary to drive to a place where the driver can safely stop only by performing route guidance, and the burden on the driver in a dangerous state becomes heavier. Furthermore, if there is no place where the vehicle can be safely stopped in the vicinity, the driver is forced to drive for a long time.

  In Patent Documents 2 and 3, the main purpose is to avoid obstacles ahead. However, when the brake is automatically activated, the behavior of the following vehicle is not taken into consideration, and there is a problem that the surrounding traffic is disrupted.

  Moreover, in patent document 4, although a user can be awakened that his physical condition is bad, it is not performed until the vehicle is automatically braked.

  With the above problem as a background, an object of the present invention is to provide a driving support device that can prevent a driver from continuing driving as much as possible when the driver is not suitable for driving a vehicle. .

Means for Solving the Problems and Effects of the Invention

  A driving support apparatus for solving the above-described problem acquires physical condition information acquisition means for acquiring physical condition information of a driver of a traveling vehicle and vehicle state information reflecting a surrounding state or a traveling road state of the own vehicle. When the driving environment acquisition means and the acquired physical condition information of the driver indicate a predetermined poor physical condition, the content according to the surrounding state or the traveling path state of the own vehicle reflected in the acquired external state information Emergency braking control execution means for executing emergency braking control of the host vehicle.

  According to the above configuration, unlike the prior art, emergency braking control is executed in consideration of the surrounding state of the host vehicle or the traveling road state, so that it is not necessary to search for a route to the stop position and a navigation device is unnecessary. In addition, it is possible to give due consideration to surrounding vehicles and pedestrians.

  The travel environment acquisition means in the travel support device of the present invention acquires the presence state of other vehicles around the host vehicle as vehicle outside state information, and the emergency braking control execution means acquires the acquired presence state of other vehicles. Based on the information, there is a determination means for determining whether or not other vehicles are excluded from a predetermined range around the own vehicle, and emergency braking control is performed when it is determined that other vehicles are excluded. It can also be configured to execute.

  With the above configuration, it is possible to suppress surrounding traffic from being disrupted by executing emergency braking control.

  Moreover, the determination means in the driving assistance apparatus of this invention can also be comprised so that other vehicles may be excluded from the predetermined range behind the own vehicle.

  The other vehicle (following vehicle) behind the host vehicle is most affected when the emergency braking control is executed. If the inter-vehicle distance is short, it may cause a situation in which the other vehicle cannot perform sufficient avoidance operation. There is also. With the above configuration, emergency braking control can be executed without causing trouble to other vehicles behind.

  In addition, the driving support device according to the present invention includes an inter-vehicle distance measuring unit that measures the inter-vehicle distance between the host vehicle and the following other vehicle, a vehicle speed detecting unit that detects the vehicle speed of the host vehicle, and the detected vehicle speed. Self-vehicle braking time estimation calculating means for estimating and calculating the time required for the vehicle to brake and stop, subsequent vehicle speed measuring means for measuring the vehicle speed of the following other vehicle, measured inter-vehicle distance and vehicle speed of the following other vehicle And a subsequent vehicle braking time estimation calculation means for estimating and calculating a time required for the subsequent other vehicle to brake and stop based on the braking time of the own vehicle It can also be configured to determine that other vehicles are excluded from the rear of the host vehicle.

  The vehicle speed detection method and the inter-vehicle distance measurement method are well-known techniques and can be implemented at low cost. It is also known that there is a certain relationship between vehicle speed and braking distance. With the above configuration, it is possible to determine whether or not other vehicles are excluded from the rear of the host vehicle by a low-cost and simple method.

  Further, the travel environment acquisition means in the travel support device of the present invention acquires the road shape ahead of the host vehicle in the traveling direction as vehicle exterior state information, and the host vehicle performs emergency braking control from the acquired road shape information. An emergency braking control execution point specifying means for specifying a feasible point can also be provided.

  With the above-described configuration, it is possible to execute the emergency braking control by specifying a place having the smallest influence on other surrounding vehicles and pedestrians.

  In addition, the driving support device of the present invention can include an imaging unit that captures an image of the front of the vehicle in the traveling direction, and the road shape information acquisition unit can acquire the road shape information from the captured image. .

  In recent years, a system called a lane keeping device that maintains a running lane and does not deviate from another lane has been put into practical use. In this lane keeping device, the front of the vehicle is photographed with a camera, and lanes and obstacles are recognized using a well-known image processing technique. With the above configuration, road shape information can be acquired without developing a new device / method.

  The driving support apparatus of the present invention further includes position detection means for detecting the current position of the vehicle, and road map data storage means for storing road shape information together with road map data, and road shape information acquisition means. Can also be configured to acquire road shape information of a point specified by the detected current position of the vehicle and road map data.

  The position detection means and the road map data storage means are technologies included in the in-vehicle navigation device. With the above configuration, road shape information can be acquired without developing a new device / method.

  Further, the road shape information in the driving support device of the present invention includes information on the number of lanes of the road ahead of the host vehicle in the driving direction, the road width, and the driving lane in which the host vehicle is driving, and specifies the emergency braking control execution point. The means may be configured to identify a point where emergency braking control can be performed based on these pieces of information.

  With the above configuration, it is possible to specify a more appropriate point for executing the emergency braking control.

  Further, the emergency braking control execution point specifying means in the driving support device of the present invention performs emergency braking control on the road on which the vehicle is traveling when there are not a plurality of lanes in the same traveling direction on the road on which the vehicle is traveling. It can also be configured to be identified as a feasible point.

  With the above configuration, while traveling on a so-called “one lane on one side” road, the road can be identified as a point where emergency braking control can be performed. In this case, if there is an oncoming lane, the following vehicle can avoid the host vehicle while paying attention to the oncoming vehicle, so that the influence on surrounding traffic can be kept small.

  Further, the emergency braking control execution means in the driving support apparatus of the present invention can be configured to execute the emergency braking control while moving to the road shoulder in the traveling direction of the host vehicle.

  With the above-described configuration, it is possible to increase the passage space near the stop position of the own vehicle, so that the influence on surrounding traffic can be further suppressed.

  Further, the emergency braking control execution point specifying means in the driving support apparatus of the present invention performs emergency braking control on the lane in which the host vehicle is traveling when there are a plurality of lanes in the same traveling direction on the road on which the host vehicle is traveling. It can also be configured to be identified as a feasible point.

  With the above-described configuration, since there are a plurality of lanes in the same traveling direction, emergency braking control can be executed in a state where an avoidance path for the following other vehicle is secured, and the influence on surrounding traffic can be suppressed to a low level.

  Further, the emergency braking control execution means in the driving assistance device of the present invention is configured to execute emergency braking control in a lane in which the host vehicle is traveling while moving to a side where the lane is not adjacent to another lane. You can also.

  With the configuration described above, the vehicle can be stopped after moving to the road side, so that it is possible to increase the passage space for other vehicles in the vicinity of the stop position of the own vehicle, and to further suppress the influence on surrounding traffic.

  Further, the emergency braking control execution point specifying means in the driving support device of the present invention is the road on which the own vehicle is traveling when there are not a plurality of lanes in the same traveling direction on the road on which the own vehicle is traveling and there is no oncoming lane. It is also possible to configure such that a point having a road width that can pass another vehicle that faces the vehicle is identified as a point where emergency braking control can be performed.

  With the above-described configuration, it is possible to secure a passage space for other vehicles in the vicinity of the stop position of the own vehicle, so that the passage of the following vehicle and the oncoming vehicle can be prevented.

  Moreover, the emergency braking control execution means in the driving assistance apparatus of the present invention can be configured to execute the emergency braking control while moving to the road shoulder in the traveling direction of the host vehicle.

  Also with the above-described configuration, it is possible to secure a passage space for other vehicles in the vicinity of the stop position of the own vehicle, so that the passage of the following vehicle and the oncoming vehicle can be prevented.

  Hereinafter, the driving support device of the present invention applied to an in-vehicle navigation device will be described as an example with reference to the drawings. Of course, you may comprise a driving assistance apparatus as an independent vehicle-mounted apparatus different from a vehicle-mounted navigation apparatus.

  FIG. 1 is a block diagram showing a configuration of an in-vehicle navigation device (hereinafter abbreviated as a navigation device) 100. The navigation device 100 includes a position detector 1, a map data input device 6, an operation switch group 7, a remote control (hereinafter referred to as remote control) sensor 11, a voice synthesis circuit 24 for performing voice guidance, a speaker 15, a memory 9, and a display. 10, a transceiver 13, a hard disk device (HDD) 21, a LAN (Local Area Network) I / F (interface) 26, a control circuit 8 connected thereto, a remote control terminal 12, and the like.

  The position detector 1 includes a known geomagnetic sensor 2, a gyroscope 3 for detecting the rotational angular velocity of the vehicle 101 (see FIG. 2), a distance sensor 4 for detecting the travel distance of the vehicle 101, and a radio wave from a satellite. A GPS receiver 5 for detecting the position 101 is included. Since these sensors 2, 3, 4, and 5 have errors of different properties, they are configured to be used while being complemented by a plurality of sensors. Depending on the accuracy, some of the sensors described above may be used, and further, a steering rotation sensor (not shown), a wheel sensor of each rolling wheel, for example, a vehicle speed sensor 23 or the like may be used. The position detector 1 corresponds to the position detection means of the present invention.

  As the operation switch group 7, for example, a touch panel 22 integrated with the display device 10 or a mechanical switch is used. The touch panel 22 is pressed when an electric circuit is wired on the screen of the display 10 in the X-axis direction and the Y-axis direction through a gap called a spacer on a glass substrate and a transparent film, and the user touches the film. Since the voltage value changes due to short-circuiting of a part of the wiring, a so-called resistance film method for detecting this as a two-dimensional coordinate value (X, Y) is widely used. In addition, a known so-called capacitance method may be used. In addition to the mechanical switch, a pointing device such as a mouse or a cursor may be used.

  It is also possible to input various instructions using the microphone 31 and the voice recognition unit 30. In this method, a voice signal input from the microphone 31 is processed by a voice recognition technique such as a well-known hidden Markov model in the voice recognition unit 30, and converted into an operation command corresponding to the result. Various instructions can be input through the operation switch group 7, the remote control terminal 12, the touch panel 22, and the microphone 31.

  The transceiver 13 is, for example, a VICS (Vehicle Information and Communication System: registered trademark) center 14 by an optical beacon or a radio beacon output from a transmitter (not shown) provided along the road. It is a device for receiving road traffic information from or receiving FM multiplex broadcasting. Moreover, it is good also as a structure which can be connected to external networks, such as the internet, using the transmitter / receiver 13. FIG.

  The control circuit 8 includes a well-known CPU 81, ROM 82, RAM 83, I / O 84 which is an input / output circuit, A / D conversion unit 86, drawing unit 87, clock IC 88, image processing unit 89, and a bus line connecting these components. 85 is provided. The CPU 81 controls the navigation program 21p and data stored in the HDD 21. The CPU 81 controls the reading / writing of data to / from the HDD 21. In addition, a program for performing a minimum necessary operation as the navigation device 100 may be stored in the ROM 82 in a case where the data read / write control from the CPU 81 to the HDD 21 becomes impossible.

  The control circuit 8 corresponds to the traveling environment acquisition means, emergency braking control execution means, determination means, own vehicle braking time estimation calculation means, subsequent vehicle braking time estimation calculation means, and emergency braking control execution point identification means of the present invention.

  The A / D conversion unit 86 includes a well-known A / D (analog / digital) conversion circuit, and converts analog data input from the position detector 1 or the like to the control circuit 8 into digital data that can be calculated by the CPU 81, for example. It is.

  The drawing unit 87 generates display screen data to be displayed on the display 10 from road map data 21m (described later), display data, and display color data stored in the HDD 21 or the like.

  The clock IC 88 is also called a real-time clock IC, and sends or sets clock / calendar data in response to a request from the CPU 81. The CPU 81 acquires date / time information from the clock IC 88. Further, date and time information included in the GPS signal received by the GPS receiver 5 may be used. The date information may be generated based on a real-time counter included in the CPU 81.

  The image processing unit 89 includes an image processing circuit that analyzes an image photographed by the in-vehicle camera group 32 (described later) by a known technique such as pattern recognition. In the image processing unit 89, for example, a general binarization process is performed on the video signal captured by the in-vehicle camera group 32, thereby converting into digital multi-value image data for each pixel. Then, a desired image portion is extracted from the obtained multi-value image data using a general image processing method.

  In addition to the navigation program 21p, the HDD 21 stores so-called map matching data for improving the accuracy of position detection and road map data 21m, which is a map database including road data representing road connections. The road map data 21m stores predetermined map image information for display and road network information including link information and node information. The link information is predetermined section information constituting each road, and includes position coordinates, distance, required time, road width, number of lanes, speed limit, and the like. The node information is information defining an intersection (branch road) or the like, and is composed of position coordinates, the number of right / left turn lanes, a connection destination road link, and the like. In addition, data indicating whether or not traffic is possible is set in the inter-link connection information. The road map data 21m corresponds to the road map data storage means of the present invention.

  In addition, in the HDD 21, auxiliary information for route guidance, entertainment information, and other data can be written independently by the user and stored as user data 21u. Data and various information necessary for the operation of the navigation device 100 are also stored as the database 21d.

  The navigation program 21p, road map data 21m, user data 21u, and database 21d can be added / updated from the storage medium 20 via the map data input device 6. The storage medium 20 is generally a CD-ROM or DVD based on the amount of data, but may be another medium such as a memory card. Moreover, you may use the structure which downloads data via an external network.

  The memory 9 is composed of a rewritable device such as an EEPROM (Electrically Erasable & Programmable Read Only Memory) or a flash memory, and stores information and data necessary for the operation of the navigation apparatus 100. Has been. The memory 9 holds the stored contents even when the navigation device 100 is turned off. Further, instead of the memory 9, information and data necessary for the operation of the navigation device 100 may be stored in the HDD 21. Further, information and data necessary for the operation of the navigation device 100 may be stored separately in the memory 9 and the HDD 21.

  The display 10 is composed of a known color liquid crystal display, and includes a dot matrix LCD (Liquid Crystal Display) and a driver circuit (not shown) for performing LCD display control. The driver circuit uses, for example, an active matrix driving method in which a transistor is attached to each pixel so that the target pixel can be reliably turned on and off, and a display command sent from the control circuit 8 (drawing unit 87) and Display is performed based on the display screen data. Further, an organic EL (ElectroLuminescence) display or a plasma display may be used as the display 10.

  The speaker 15 is connected to a well-known voice synthesis circuit 24, and the digital voice data stored in the memory 9 or the HDD 21 in accordance with a command from the navigation program 21p is converted into analog voice by the voice synthesis circuit 24 and sent out. Note that speech synthesis methods include a recording / editing method in which speech waveforms are stored as they are or after being encoded and connected as necessary, and a text synthesis method in which corresponding speech is synthesized from character input information.

  The vehicle speed sensor 23 includes a rotation detection unit such as a known rotary encoder. For example, the vehicle speed sensor 23 is installed in the vicinity of the wheel mounting unit to detect the rotation of the wheel and send it to the control circuit 8 as a pulse signal. In the control circuit 8, the number of rotations of the wheel is converted into the speed of the vehicle 101 to calculate an expected arrival time from the current position of the vehicle 101 to a predetermined place, or an average vehicle speed for each travel section of the vehicle 101. To do. The vehicle speed sensor 23 corresponds to the vehicle speed detection means of the present invention.

  The LAN I / F 26 is an interface circuit for exchanging data with other in-vehicle devices and sensors via the in-vehicle LAN 27. Further, data may be taken from the vehicle speed sensor 23 via the LAN I / F 26.

  With this configuration, the navigation device 100 allows the user to operate the operation switch group 7, the touch panel 22, the remote control terminal 12, or from the microphone 31 when the navigation program 21 p is activated by the CPU 81 of the control circuit 8. When a route guidance process for displaying a destination route on the display 10 is selected from a menu (not shown) displayed on the display 10 by voice input, the following process is performed.

  That is, first, the user searches for a destination. The destination search method is, for example, a method of specifying an arbitrary point on the map, a method of searching from the area where the destination is located, a method of searching from the telephone number of the destination, or a name of the destination from the Japanese syllabary table There are a method of searching by inputting the number of characters stored in the memory 9 as a facility frequently used by the user. When the destination is set, the current position of the vehicle 101 is obtained by the position detector 1, and a process for obtaining an optimum guide route to the destination from the current position is performed. Then, the guidance route is displayed on the road map on the display 10 so as to guide the user to the appropriate route. As a method for automatically setting an optimum guide route, a method such as the Dijkstra method is known. In addition, at least one of the display 10 and the speaker 15 performs notification of a message according to an operation guidance or an operation state.

  The in-vehicle camera group 32 captures the surroundings of the vehicle 101 (own vehicle), and images a road image immediately around the surrounding of the own vehicle 101 by a plurality of cameras having a continuous field of view along the periphery of the own vehicle. Is. FIG. 2 shows an example of the mounting, in which eight cameras 32 a to 32 h are provided on the vehicle body of the host vehicle 101. The front right camera 32a, front left camera 32b, rear right camera 32c, rear left camera 32d, right front camera 32e, right rear camera 32f, left front camera 32g, left rear camera 32h, respectively. It is called. The in-vehicle camera group 32 corresponds to the traveling environment acquisition unit and the imaging unit of the present invention.

  For example, the right front camera 32e is arranged so as to photograph the vehicle body right side forward of the host vehicle 101 with a field of view Va, and a part of the body of the host vehicle 101 such as the other vehicle 102a traveling right front is taken. It can be taken as an included image. Similarly, the right rear camera 32f is arranged so as to photograph the right rear as the field of view Vb, and photographs the other vehicle 102b traveling right rear as an image including a part of the body of the own vehicle 101. can do. Further, with the remaining cameras, the other vehicle 102c traveling in front and the other vehicle 102d traveling on the left side can be taken as images. Of course, it is possible to reduce the number of in-vehicle camera groups from the above (for example, four units on the front, rear, left, and right).

  Returning to FIG. 1, the radar group 34 detects an object existing around the own vehicle 101 using a laser, millimeter wave, or ultrasonic wave, and is provided in association with the cameras 32 a to 32 d of FIG. 2 described above. The distance or speed to the measurement object is measured in each of the front right side, front left side, rear right side, and rear left side. The radar group 34 corresponds to traveling environment acquisition means, inter-vehicle distance measurement means, and subsequent vehicle vehicle speed measurement means of the present invention.

  FIG. 3 shows the field of view Q of the in-vehicle camera group 32 and the scan area V by the radar group 34. The scan area V by the radar group 34 is preferably the same as or wider than the visual field range Q of the in-vehicle camera group 32.

Returning to FIG. 1, the biometric sensor group 36 is for acquiring physical condition information of the driver. A method of estimating the driver's state from the detection result of the physical condition is well known, for example, from Patent Document 4 and the like, and only an outline will be described below. The following can be used as a biosensor. The biosensor group 36 corresponds to the physical condition information acquisition unit of the present invention.
-Infrared sensor: For example, infrared thermography is used to capture infrared rays emitted from the driver's face, and the amount of the infrared rays is converted into temperature data to be displayed as a thermal image to measure body temperature.
・ Face camera: This camera is installed in the passenger compartment and photographs facial expressions of the driver. Further, the driver's attention level can be determined from the line-of-sight direction.
-Microphone: Detects driver's voice.
-Pressure-sensitive sensor: A handle or shift lever is attached to the position grasped by the driver, and detects the driver's gripping force, the repetition frequency of gripping and releasing.
Pulse sensor: It is composed of a reflective optical sensor or the like that detects the blood flow reflecting the pulse, and is attached to the driver's grasping position of the steering wheel.
Body temperature sensor: It consists of a temperature sensor attached to the driver's grasp position of the steering wheel.

  For example, by comparing an image of the entire face (or part: for example, eyes and mouth) taken by a face camera with a master image stored in the database 21d in various psychological states or physical states, for example, You can determine when you are tired, tired, or distracted. Also, instead of using a master image unique to the user, the facial contour, eyes (or iris), mouth and nose positions and shapes are extracted as facial feature values common to all users, and the feature values are extracted. Can be compared with standard feature values that have been measured and stored in advance in various physical conditions.

  Based on information such as the user's video captured by the face camera (for example, moving in small increments, frowning, etc.) and the detection state of the pressure sensor (for example, frequently releasing the handle) The physical condition of the driver can be determined from the movement of the body.

  The body temperature can be detected and specified by a body temperature sensor attached to the handle or a body temperature detector such as an infrared thermography. When you are sick or tired, or when your attention is distracted, your body temperature will appear high. On the other hand, when you are calm, your body temperature will appear low. Moreover, tension and excitement can be detected by increasing the heart rate detected by the pulse sensor.

  To determine whether hyperthermia is caused by mental state or physical condition, combine it with body condition information other than body temperature such as facial expression (face camera) and body movement (face camera, pressure sensor). Is effective. In addition, the body temperature is constantly high in the case of poor physical condition, while the body temperature rise when it becomes tense, excited or emotional is temporary, so it is determined by analyzing the trend of body temperature change according to time Sometimes you can. In addition, the user's normal heat is registered in the database 21d in advance, and the temperature shift from the normal heat (especially on the high temperature side) is measured by the body temperature detection unit, thereby detecting more subtle changes in body temperature and thus changes in physical condition. It becomes possible to do.

  The hazard lamp device 37 is configured to include a hazard lamp that also serves as a blinker and its drive circuit, and the hazard lamp blinking is driven / stopped by operating a hazard switch (not shown).

  The brake lamp device 38 is configured to include a brake lamp and its drive circuit, and driving / stopping the lighting of the brake lamp is performed by operating a brake pedal (not shown). The brake lamp device 38 may be included in a brake device 200 described later.

  In the brake device 200, the hydraulic pressure generated in the master cylinder according to the depression amount of the brake pedal is supplied to the wheel cylinder of each wheel to generate a braking force. Detailed explanation is omitted.

  The steering device 300 controls the rotation of the electric motor in accordance with the steering torque of the steering handle, thereby giving an assisting force to the turning operation of the steering handle, the steering handle and the tire. Is not mechanically connected, a steer-by-wire device that transmits an instruction from the steering wheel to the tire with an electrical signal, or transmission that changes the transmission ratio between the steering angle of the steering wheel and the turning angle of the steered wheels It is comprised as a variable ratio mechanism (Variable Gear Ratio Steering = VGRS). The configurations of the electric power steering control device and the transmission ratio variable mechanism are well known by, for example, Japanese Patent Application Laid-Open No. 2000-233762, and detailed description thereof is omitted.

  The driving support process will be described with reference to FIG. This process is included in the navigation program 21p and is repeatedly executed together with other processes of the navigation program 21p. First, the driver's physical condition information is acquired from the above-described biosensor group 36 (S11). And when a driver | operator's physical condition shows the predetermined poor physical condition (S12: Yes), the other vehicle presence information acquisition process which acquires the presence state of the other vehicle in the circumference | surroundings of the own vehicle 101 as vehicle exterior state information (S13, (To be described later). Subsequently, an emergency braking control execution process (S14, which will be described later) for executing the emergency braking control of the host vehicle 101 with the contents corresponding to the surrounding state or the traveling road state of the host vehicle 101 reflected in the vehicle exterior state information is executed.

  The other vehicle presence information acquisition process corresponding to step S13 in FIG. 4 will be described with reference to FIG. First, the vehicle speed information of the own vehicle 101 is acquired from the vehicle speed sensor 23 (S31). Next, an image around the host vehicle 101 is taken by the in-vehicle camera group 32 (S32). Image capturing may be performed at a predetermined timing, and the captured image may be stored in the HDD 21 for a predetermined time together with date / time information acquired from the clock IC 88. Then, the image processing unit 89 analyzes the captured image and specifies the presence of another vehicle (S33). For example, the identification method calculates a similarity by comparing a photographed image with a vehicle identification image stored in advance in the database 21d of the HDD 21, and when the similarity exceeds a predetermined value, Identify the vehicle.

  Next, the detection result of the radar group 34 is acquired (S34). Detection of the radar group 34 is also executed at a predetermined timing, and the detection result is stored in the HDD 21 for a predetermined time together with date and time information acquired from the clock IC 88. The detection result includes the direction, distance, speed, and the like of the object from the own vehicle 101.

  Next, the captured image and the detection result by the radar group 34 are matched to grasp the positional relationship with other vehicles (S35). That is, an object detected by the radar group 34 and identified as a vehicle from the captured image is set as another vehicle. Then, the direction of the other vehicle from the own vehicle 101 and the distance between the own vehicle 101 and the other vehicle are acquired from the detection result by the radar group 34. The direction of the other vehicle from the own vehicle 101 is, for example, 10 °, 20 ° to 180 ° (directly behind), 270 ° (left side in the direction of travel) to 360 °, assuming that the traveling direction of the own vehicle 101 is 0 °. And In the example of FIG. 3, A to C and E are detected and specified as other vehicles, and the distance and direction with each are acquired.

  Next, the vehicle speed information of the following other vehicle is acquired (S36). The succeeding other vehicle is a vehicle having the shortest distance from the own vehicle 101 among vehicles traveling behind the same lane as the own vehicle 101 (equivalent to 180 ° in the above-mentioned angle). In the example of FIG. Further, the vehicle speed information can be calculated from the distance detected by the radar group 34, that is, the change per unit time of the inter-vehicle distance. At this time, a relative speed obtained by subtracting the vehicle speed of the host vehicle 101 from the vehicle speed of the other vehicle E may be obtained.

Next, the braking time Tb of the own vehicle is estimated and calculated (S37). It is already known mathematically that the vehicle speed v at the time of braking can be obtained by the following Equation 1, where v _{0 is} the initial speed (vehicle speed at the start of braking), α is the deceleration, and t is the braking time.

  From the above formula 1, the braking time t is obtained by the following formula 2 by modifying the formula 1.

  Further, it is already known mathematically that the braking distance s can be obtained by the following formula 3.

Further, since the braking distance s when traveling at a speed of 40 km / h is said to be 15 m, the deceleration α can be set to (−4.1 m / s ² ) from the above equation 3. Further, it is said that “the distance between vehicles when driving at a speed of OO km / h (30 km / h to 60 km / h) is OO-15 m”. −5.0 m / s ² )

As described above, if v = 0 and α = −4.1 (or −5.0) are substituted into Formula 2, the braking time t at the vehicle speed v ₀ can be obtained.

  In the same manner as described above, the braking time Ta of the succeeding other vehicle (for example, E in FIG. 3) is estimated and calculated (S38).

  When obtaining the braking time t, the condition of the road surface on which the host vehicle 101 is traveling may be taken into consideration. For example, the friction coefficient μ of the road surface corresponding to the weather is acquired from the weather information of the area where the host vehicle 101 is traveling acquired from the VICS center 14, and the braking time t calculated as described above is multiplied by 1 / μ. Is what you want. The coefficient of friction of the tire against various road surfaces is stored in the database 21d, for example, data relating to this coefficient of friction described in “Ichiro Emori“ New Edition Car Accident Engineering ”(published in May, 1993), page 45”. The friction coefficient μ is acquired from the type of road on which the host vehicle 101 is traveling, which is specified from the position detector 1 and the map data 21m, and the acquired weather information.

  The emergency braking control execution process corresponding to step S14 in FIG. 4 will be described with reference to FIG. First, when a subsequent other vehicle is not specified in the other vehicle presence information acquisition process (S50: No), the processes after step S52 are executed.

  On the other hand, when the succeeding other vehicle is specified (S50: Yes), the magnitudes of Ta and Tb estimated in the other vehicle presence information acquisition process are compared. As a result, when Ta ≦ Tb, that is, when the succeeding other vehicle cannot be stopped at the distance between the own vehicle (101) and the following other vehicle (E) (S51: No), a command is sent from the control circuit 8 to the brake lamp device 38, A warning is urged to turn on the brake lamp to allow sufficient distance between the following vehicles (S59). Further, a command may be sent to the hazard lamp device 37 to cause the hazard lamp to blink.

  When a command is sent from the control circuit 8 to the brake lamp device 38, only the brake lamp is lit and not stopped. In the case of detecting whether or not the brake pedal has been depressed by detecting the on / off state of the switch, a pseudo signal for turning on the switch is sent to the brake lamp device 38 directly or via the in-vehicle LAN 27. Further, in the case of a configuration in which the depression amount of the brake pedal is detected by a sensor that converts the voltage into a voltage, a voltage corresponding to the minimum value of the depression amount at which the brake lamp is lit is applied to the voltage output portion of the sensor.

  When a command is sent from the control circuit 8 to the hazard lamp device 37, a pseudo signal for turning on the hazard switch is sent to the hazard lamp device 37 directly or via the in-vehicle LAN 27.

  On the other hand, if Ta> Tb and the other vehicle can stop at the inter-vehicle distance between the own vehicle (101) and the following other vehicle (E), that is, the other vehicle is excluded from a predetermined range around the own vehicle. In the case (S51: Yes), it is determined that the vehicle is traveling at the emergency braking control execution point, and vehicle exterior state information or road state information is acquired (S52). And the point which can perform emergency braking control is specified.

One or both of the following methods are used for the vehicle exterior state information or the road state information.
The road condition ahead of the host vehicle 101 photographed by the in-vehicle camera group 32 is analyzed by the image processing unit 89, and the number of lanes of the road ahead, the road width of the host vehicle, the road width, and the travel while the host vehicle is traveling Get information about the lane (location, width, etc. of the driving lane).
The number of lanes and road width of the road ahead of the own vehicle from the link information of the own vehicle 101 that is identified by the current position of the own vehicle 101 detected by the position detector 1 and the road map data 21m. , And information about the travel lane in which the vehicle is traveling (the position of the travel lane, the width, etc.).

  Next, if the number of lanes of the road on which the vehicle 101 is traveling is two or more lanes on one side (S53: Yes) from the acquired outside state information or road state information, the vehicle 101 identified above is traveling. Refer to the lane position. When the vehicle 101 is traveling in the leftmost lane on the road (S60: Yes), the road shoulder on the left side in the traveling direction is determined from the road condition in front of the vehicle 101 taken by the in-vehicle camera group 32. A structure (wall, gutter, curb, end of asphalt road surface, etc.) is specified (S57).

  Then, it automatically guides to the specified road shoulder (S58). That is, the control circuit 8 detects the distance from the road shoulder structure on the left side in the traveling direction taken by the in-vehicle camera group 32, calculates the steering angle from the direction of the vehicle relative to the structure, A control command based on the calculation result is sent to the steering device 300 directly or via the in-vehicle LAN 27, and the steering device 300 drives an actuator such as a motor in order to obtain a steering steering angle based on the command.

  Thereafter, braking is performed to stop the host vehicle 101 (S56). For example, in the configuration of Patent Document 2, the drive circuit (276, 278) is driven by the control command based on the deceleration calculated by the control circuit 8, and each wheel cylinder (34, 36, 42, 44) has a desired value. Generate braking force to achieve deceleration. In the configuration in which the depression amount of the brake pedal is detected by a sensor that converts the voltage into a voltage, a voltage for realizing a desired deceleration is applied to the voltage output unit of the sensor.

  FIG. 7 shows the behavior of the host vehicle 101 at this time. When the driver is in a poor physical condition while the host vehicle 101 is traveling on the leftmost lane L11, the vehicle 101 stops near the left shoulder. In this case, the succeeding other vehicle can avoid the own vehicle 101 through the right lane L12.

  The behavior of the vehicle in the above process is similar to parallel parking. In recent years, Intelligent Parking Assist (IPA), in which steering is automatically operated when parallel parking or entering a garage, has been put into practical use (see Non-Patent Document 1 and Patent Document 5). This technique may be used.

IPA (Car Electronics Glossary of Terms) Nikkei Business Publications “Tech-On!-Information site that supports engineers”, Internet URL http://techon.nikkeibp.co.jp/article/Word/20060418/116217/ Search on October 31, 2018) JP 2001-343212 A

  On the other hand, when the number of lanes of the road on which the vehicle 101 is traveling is two or more lanes on one side and the vehicle 101 is traveling on the rightmost lane on the road (S60: No → S61: Yes), the in-vehicle camera From the road conditions ahead of the host vehicle 101 photographed in the group 32, a road shoulder structure (a wall, a side groove, a curb, an end of an asphalt road surface, etc.) on the right side in the traveling direction is specified (S62). Then, it automatically guides to the road shoulder (S63). Since the process of step S63 is the same as the process of step S58, description here is omitted. Finally, the process of step S56 described above is executed.

  FIG. 7 shows the behavior of the host vehicle 101 at this time. When the driver is in a poor physical condition while the vehicle 101 is traveling on the rightmost lane L13, the vehicle 101 stops near the right shoulder (close to the center separation zone S1 of the road). In this case, the succeeding other vehicle can avoid the own vehicle 101 through the left lane L14. There is also a method in which the own vehicle 101 moves to the left shoulder, but in this case, the lane must be changed. At this time, before changing the lane, it is necessary to check the situation on the left side of the host vehicle 101 to determine whether the lane can be changed. Therefore, the time required for the vehicle to stop after detecting the poor physical condition of the driver is also increased. In addition, the processing load on the control circuit 8 increases. Furthermore, when there is a large amount of traffic on the left lane L14, the lane cannot be changed. On the other hand, in the configuration of the present invention, since the movement in the lane is sufficient, the time required for the vehicle to stop can be shortened, and the processing load does not increase.

  Next, when the number of lanes on the road on which the host vehicle 101 is traveling is one lane on one side (S53: No → S54: Yes), the processes of steps S57, S58, and S56 described above are executed.

  FIG. 8 shows the behavior of the host vehicle 101 at this time. When the driver is in a poor physical condition while the host vehicle 101 is traveling on the lane L21, the driver stops at the left shoulder. In this case, the succeeding other vehicle looks like it straddles the center line S2, and the vehicle 101 can be avoided by protruding slightly to the oncoming lane L22 while paying attention to the oncoming vehicle.

  Next, when there is no lane division on the road on which the host vehicle 101 is traveling but there is a place where it can pass the oncoming vehicle ahead of the traveling direction (S54: No → S55: Yes), the above-described steps S57, S58, The process of S56 is executed.

  FIG. 9 shows the behavior of the host vehicle 101 at this time. When the driver is in a poor physical condition while traveling, the vehicle stops at a place P31 where it can pass. In this case, the passage of the following other vehicle or the oncoming vehicle is not hindered.

  On the other hand, there is no lane division on the road on which the host vehicle 101 is traveling, and there is no place that can pass the oncoming vehicle ahead in the traveling direction (S55: No), or the number of lanes on the road on which the host vehicle 101 is traveling. Is one or more lanes on one side and the own vehicle 101 is traveling in a lane that is not the leftmost or rightmost side of the road (S61: No), braking is performed at the current position to stop the own vehicle 101 (S56). ).

  10 and 11 show the behavior of the vehicle 101 at this time. In the case of FIG. 10, the following vehicle or the oncoming vehicle cannot pass, but the behavior of the own vehicle 101 is likely to be regarded as an emergency evacuation action. FIG. 11 shows a state in which the vehicle is traveling on the central lane of a three-lane road on one side. In this case, the succeeding other vehicle can avoid the own vehicle 101 by passing the adjacent lane L51 or L53. In this case as well, the time required for the vehicle to stop is shorter and the processing load does not increase than when the vehicle moves to the left or right end of the road as in the example of FIG.

  5, the braking distance Sa of the other vehicle E is obtained instead of the braking time Ta. In step S51 of FIG. 6, whether or not the braking distance Sa is less than the inter-vehicle distance between the own vehicle 101 and the other vehicle E. If the braking distance Sa is less than the inter-vehicle distance, the processing from step S52 onward may be executed. Similarly to the above-described braking time t (Ta, Tb), Sa = Sa / μ may be set in consideration of the condition of the road surface on which the host vehicle 101 is traveling when the braking distance Sa is obtained.

  Although the embodiments of the present invention have been described above, these are merely examples, and the present invention is not limited to these embodiments, and the knowledge of those skilled in the art can be used without departing from the spirit of the claims. Various modifications based on this are possible.

The block diagram which shows the structure of a vehicle-mounted navigation apparatus. The figure which shows the example of mounting of a vehicle-mounted camera group and a radar group. The figure which shows the scanning area by the visual field range of a vehicle-mounted camera group, and a radar group. The flowchart explaining a driving assistance process. The flowchart explaining the other vehicle presence information acquisition process. The flowchart explaining an emergency braking control execution process. The figure explaining the emergency braking control execution process in the road more than one lane on one side. The figure explaining the emergency braking control execution process in the road of one side 1 lane. The figure explaining the emergency braking control execution process in the road which can pass. The figure explaining the emergency braking control execution process in the road which cannot pass. The figure explaining the emergency braking control execution process in the road of one side 3 lanes.

Explanation of symbols

1 Position detector (position detection means)
7 Operation switch group 8 Control circuit (emergency braking control execution means, determination means, own vehicle braking time estimation calculation means, subsequent vehicle braking time estimation calculation means, emergency braking control execution point identification means)
21 Hard disk drive (HDD)
21d database 21m road map data (road map data storage means)
23 Vehicle speed sensor (vehicle speed detection means)
32 On-vehicle camera group (running environment acquisition means, photographing means)
34 Radar group (running environment acquisition means, inter-vehicle distance measurement means, following vehicle vehicle speed measurement means)
36 biological sensor group (physical condition information acquisition means)
37 Hazard lamp device 38 Brake lamp device 89 Image processing unit 100 In-vehicle navigation device 101 Vehicle (own vehicle)
200 Brake device 300 Steering device

Claims (14)

Physical condition information acquisition means for acquiring physical condition information of the driver of the traveling vehicle;
Traveling environment acquisition means for acquiring vehicle state information reflecting the surrounding state or the traveling road state of the host vehicle;
When the acquired physical condition information of the driver indicates a predetermined poor physical condition, the own vehicle is reflected in the content according to the surrounding state or the traveling road state of the own vehicle reflected in the acquired external state information Emergency braking control execution means for executing emergency braking control of
A driving support apparatus comprising: The travel environment acquisition means acquires the presence state of other vehicles around the host vehicle as the vehicle exterior state information,
The emergency braking control execution means includes a determination means for determining whether or not the other vehicle is excluded from a predetermined range around the own vehicle based on the acquired existence state information of the other vehicle. The driving assistance device according to claim 1, wherein the emergency braking control is executed when it is determined that a vehicle is excluded.   The travel support apparatus according to claim 2, wherein the determination unit determines whether or not another vehicle is excluded from a predetermined range behind the host vehicle. An inter-vehicle distance measuring means for measuring an inter-vehicle distance between the host vehicle and the following other vehicle;
Vehicle speed detection means for detecting the vehicle speed of the host vehicle;
Based on the detected vehicle speed, own vehicle braking time estimation calculating means for estimating and calculating the time required for the own vehicle to brake and stop,
Subsequent vehicle vehicle speed measuring means for measuring the vehicle speed of the subsequent vehicle,
Subsequent vehicle braking time estimation calculation means for estimating and calculating the time required for the subsequent other vehicle to brake and stop based on the measured inter-vehicle distance and the vehicle speed of the subsequent other vehicle;
With
The travel according to claim 2 or 3, wherein the determination means determines that another vehicle is excluded from the rear of the host vehicle when the braking time of the host vehicle exceeds the braking time of the subsequent other vehicle. Support device. The travel environment acquisition means acquires the road shape ahead of the host vehicle in the travel direction as the vehicle exterior state information,
From the acquired road shape information, emergency braking control execution point specifying means for specifying a point where the host vehicle can execute the emergency braking control,
The travel support device according to any one of claims 1 to 4, further comprising: A photographing means for photographing an image in front of the traveling direction of the own vehicle;
The driving support device according to claim 5, wherein the road shape information acquisition unit acquires the road shape information from the captured image. Position detecting means for detecting a current position of the vehicle;
Road map data storage means for storing the road shape information together with road map data;
With
The travel support device according to claim 5 or 6, wherein the road shape information acquisition means acquires the road shape information of a point specified by the detected current position of the host vehicle and the road map data. The road shape information includes information on the number of lanes of the road ahead in the traveling direction of the host vehicle, the road width, and the traveling lane in which the host vehicle is traveling,
The travel assistance device according to any one of claims 5 to 7, wherein the emergency braking control execution point specifying means specifies a point where the emergency braking control can be executed based on the information.   The emergency braking control execution point specifying means specifies the road on which the host vehicle is traveling as a point where the emergency braking control can be performed when there are not a plurality of lanes in the same traveling direction on the road on which the host vehicle is traveling. The travel support apparatus according to claim 8.   The driving assistance device according to claim 9, wherein the emergency braking control execution unit executes the emergency braking control while moving to a road shoulder in the traveling direction of the host vehicle.   The emergency braking control execution point specifying means specifies a lane in which the host vehicle is traveling as a point where the emergency braking control can be performed when there are a plurality of lanes in the same traveling direction on the road on which the host vehicle is traveling. The travel support apparatus according to any one of claims 8 to 10.   The driving assistance device according to claim 11, wherein the emergency braking control execution unit executes the emergency braking control while moving the lane in a lane in which the host vehicle is traveling to a side that is not adjacent to another lane.   The emergency braking control execution point specifying means passes the other vehicle facing the vehicle on which the vehicle is traveling when there is not a plurality of lanes in the same traveling direction on the road on which the vehicle is traveling and there is no oncoming lane. The travel support apparatus according to any one of claims 8 to 12, wherein a point having a possible road width is specified as a point where the emergency braking control can be performed.   The travel assistance apparatus according to claim 13, wherein the emergency braking control execution means executes the emergency braking control while moving to a shoulder in the traveling direction of the host vehicle.

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