JP2009003497A - Pedestrian detection device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pedestrian detection device for specifying a pedestrian who tends to rush out into a road in the neighborhood of the getting on/off place of a public transportation. <P>SOLUTION: This control unit 20 detects a station (getting on/off place) of a public transportation in a prescribed distance L1 from a self-vehicle, and as for a pedestrian within a prescribed distance L2 from the self-vehicle among pedestrians existing at the side part of the traveling direction of the self-vehicle, calculates a rush risk C from the side part of the traveling direction to the front part of the traveling direction based on relevancy with the station, and specifies the pedestrian whose calculated rush risk C is a prescribed value β or more as a dangerous pedestrian. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a pedestrian detection apparatus that detects a pedestrian that is mounted on a vehicle and has a possibility of suddenly jumping forward in the traveling direction of the host vehicle in the vicinity of a place of getting on / off of public transportation, and belongs to the field of vehicle safety technology.

  While the vehicle is running, a pedestrian may jump forward in the direction of travel. As a technique for ensuring the safety of pedestrians in such a case, for example, Patent Document 1 discloses a person (pedestrian) existing inside a gate of a building that is likely to become a blind spot from a running vehicle. A camera to detect, a reporting means for reporting to a vehicle approaching the gate of the building when a person is detected by the camera, and a warning to the vehicle driver in response to a report from the reporting means A pedestrian detection device is disclosed which is a warning means.

JP 2006-323666 A

  By the way, there is a possibility that a pedestrian existing in the vicinity of a boarding / exiting place of public transportation suddenly jumps forward in the traveling direction of the own vehicle across the road so as not to miss the vehicle arriving at the boarding / exiting place. However, in general, there are many pedestrians in the vicinity of the boarding / alighting place. When the technology described in Patent Document 1 is applied in such a place, a large number of pedestrians are detected and a warning is given to the driver of the vehicle. It will be done constantly. As a result, the driver may feel bothersome and not be a substantial warning.

  Then, this invention makes it a subject to provide the pedestrian detection apparatus which can identify the pedestrian who may jump out ahead of the advancing direction of the own vehicle in the vicinity of the boarding / alighting place of public transport.

  That is, the present invention is characterized by the following configuration.

  First, the invention according to claim 1 of the present application is a pedestrian detection device mounted on a vehicle, the vehicle position detection means for detecting the position of the host vehicle, and the result detected by the vehicle position detection means. A boarding / alighting place detecting means for detecting a boarding / alighting place of public transportation within a predetermined distance from the own vehicle, a pedestrian detecting means for detecting a pedestrian existing on the side of the traveling direction of the own vehicle, and the pedestrian detecting means For pedestrians within a predetermined distance from the host vehicle among the pedestrians detected in step 1, the jump from the side in the traveling direction to the front in the traveling direction based on the relationship with the boarding / exiting location detected by the getting-on / off location detecting means A jumping risk calculating means for calculating a risk degree, and a dangerous pedestrian specifying means for specifying a pedestrian whose jumping risk calculated by the jumping risk calculation means is a predetermined value or more as a dangerous pedestrian. It is provided.

  Further, the invention according to claim 2 is the pedestrian detection device according to claim 1, wherein the pedestrian detected by the pedestrian detection means is a pedestrian within a predetermined distance from the own vehicle. Distance calculating means for calculating the distance to the boarding / alighting place detected by the place detecting means is provided, and the jumping risk calculating means is a parameter of the relationship with the boarding / alighting place when calculating the jumping risk The distance to the boarding / alighting place calculated by the distance calculating means is used.

  The invention described in claim 3 is the pedestrian detection device according to claim 1, wherein among the pedestrians detected by the pedestrian detection means, a pedestrian within a predetermined distance from the own vehicle and the getting-on / off location. A positional relationship detecting means for detecting a positional relationship as to whether or not the boarding / alighting location detected by the detecting means is on the same side of the road with respect to a pedestrian within the predetermined distance; The degree calculation means is characterized in that the positional relationship detected by the positional relation detection means is used as a parameter of the relationship with the boarding / alighting place when calculating the risk of jumping out.

  According to a fourth aspect of the present invention, in the pedestrian detection device according to the first aspect, among pedestrians detected by the pedestrian detection means, a pedestrian within a predetermined distance from the own vehicle is next used. Arrival time information acquisition means for acquiring arrival time information of possible transportation facilities, and margin time calculation means for calculating a margin time from the current time to the arrival time acquired by the acquisition means. The exit risk calculation means uses the allowance time calculated by the allowance time calculation means as a parameter of the relationship with the boarding / alighting place when calculating the jump risk.

  In addition, the invention according to claim 5 is the pedestrian detection device according to claim 1, wherein the information relating to the boarding section or the train is stored in the boarding ticket possessed by the pedestrian and wirelessly transmitted. A receiving means for receiving information relating to the boarding section or a train to be provided by the vehicle and wirelessly transmitted from the memory transmitting means, information received by the receiving means, and the pedestrian Correlation means for associating pedestrians detected by the detection means, arrival time information acquisition means for acquiring arrival time information corresponding to the information relating to the boarding section or the train received by the reception means, and from the current time Margin time calculation means for calculating a margin time until the arrival time acquired by the acquisition means, and the jump risk calculation means includes a boarding place when calculating the jump risk As engagement of parameters, characterized by using the margin time calculated by the margin time calculating means.

  Further, in the pedestrian detection device according to the fourth or fifth aspect, a service center that distributes arrival time information to / from a boarding place for public transportation is provided in the pedestrian detection device according to the fourth or fifth aspect. In addition, the arrival time information acquisition means acquires arrival time information distributed from the service center.

  The invention according to claim 7 is the pedestrian detection device according to any one of claims 1 to 6, wherein the jumping risk calculating means is a parameter for calculating the jumping risk. As a feature, the traveling speed and the road width of the host vehicle are used.

  The invention described in claim 8 provides a warning when a dangerous pedestrian is specified by the dangerous pedestrian specifying means in the pedestrian detection device according to any one of claims 1 to 7. Alarm means and alarm mode changing means for changing at least one of the content and timing of the alarm by the warning means according to the jumping risk calculated by the jumping risk calculating means. Features.

  The invention according to claim 9 is the pedestrian detection device according to any one of claims 1 to 8, wherein the pedestrian detection apparatus according to claim 9 is responsive to the jumping risk detected by the jumping risk calculation means. Control means for controlling an actuator related to the running state of the vehicle is provided.

  Next, the effect of the present invention will be described.

  First, according to the first aspect of the present invention, the position of the host vehicle is detected by the vehicle position detecting unit, and within a predetermined distance from the host vehicle by the getting on / off location detecting unit based on the result detected by the vehicle position detecting unit. A public transportation boarding location is detected. The reason for limiting to the boarding / alighting places within the predetermined distance in this manner is that even if a boarding place that is too far away is detected, there is no relation to the current driving.

  And the pedestrian which exists in the advancing direction side of the own vehicle is detected by the pedestrian detection means, and the relationship between the pedestrian and the boarding place for the pedestrian within a predetermined distance from the own vehicle among the detected pedestrians. Based on the above, the risk of jumping out from the side of the traveling direction to the front in the traveling direction is calculated, and a pedestrian whose calculated risk of flying out is a predetermined value or more is identified as a dangerous pedestrian. In other words, not all pedestrians on the side of the traveling direction of the vehicle are considered dangerous pedestrians. For example, when a warning is given to the driver, a situation in which a warning is constantly given is avoided. The situation where the driver feels bothersome is prevented.

  In addition, among the detected pedestrians, only the pedestrians within a predetermined distance from the own vehicle that should be aware of the risk of an accident or the like at an early stage are subject to the calculation of the risk of jumping out. It is prevented that the number of pedestrians specified by being specified up to a person increases unnecessarily. That is, this also prevents a situation in which the driver feels bothersome.

  According to the invention described in claim 2, among pedestrians detected by the pedestrian detection means, pedestrians within a predetermined distance from the own vehicle, up to the getting-on / off location detected by the getting-on / off location detection means. The distance is calculated, and this distance is used as a parameter of the relationship with the boarding / alighting place when calculating the flying risk. That is, the risk of jumping out is calculated according to the distance margin of each pedestrian. Note that the greater the distance, the greater the risk of popping out. This is because the greater the distance, the higher the risk that the pedestrian will jump out onto the road forcibly trying to keep up with the arrival time of the train.

  According to the invention described in claim 3, among the pedestrians detected by the pedestrian detection means, pedestrians within a predetermined distance from the host vehicle and the getting-on / off locations detected by the getting-on / off location detecting means are A positional relationship as to whether or not they exist on the same side of the road is detected for pedestrians within the predetermined distance, and this positional relationship is used as a parameter of the relationship with the boarding / exiting location when calculating the jumping risk. Will be used. That is, the jumping out risk is calculated depending on whether or not a pedestrian is present on the same side. In that case, when the station and the pedestrian do not exist on the same side, that is, when the station and the pedestrian exist on the opposite side, the risk of popping out becomes greater than when the station and the pedestrian exist on the same side. If it is not on the same side, there is a risk of pedestrians jumping out on the road to move across to the boarding location, but if both are on the same side of the road, it will be forward in the direction of travel. This is because there is little risk of jumping out. Even if they are on the same side, if the pedestrian is in a hurry, they may accidentally fall down or intentionally jump out forward in the direction of travel of the vehicle. Therefore, even when a pedestrian is present on the same side as the place of getting on and off, the jumping risk is calculated.

  According to the invention described in claim 4, the arrival time information of the transportation that can be used next by a pedestrian within a predetermined distance from the own vehicle among the pedestrians detected by the pedestrian detection means is acquired. After that, an allowance time from the current time to the acquired arrival time is calculated, and this allowance time is used as a parameter of the relationship with the boarding / alighting place when calculating the jumping risk. That is, the jumping out risk is calculated according to the pedestrian's time margin. Note that the risk of popping out increases as the margin time decreases. This is because the shorter the margin time, the higher the possibility that a pedestrian crosses the road in order to keep up with the arrival time of the train, that is, jumps forward in the traveling direction of the vehicle.

  According to the invention described in claim 5, information relating to a boarding section or a boarding train stored in a ticket held by a pedestrian and transmitted by radio is received, and the received information and the pedestrian detection means are received. Is associated with the pedestrian detected in (1). Further, arrival time information corresponding to the received information related to the boarding section or the boarding train is acquired, a margin time to the arrival time is calculated, and from the own vehicle among the pedestrians detected by the pedestrian detection means For pedestrians within a predetermined distance, the pop-out risk is calculated based on the spare time for each pedestrian. That is, the jumping out risk is calculated according to the time margin for each pedestrian. Note that the risk of popping out increases as the margin time decreases. This is because the shorter the margin time, the higher the possibility that the pedestrian crosses the road in order to keep up with the arrival time of the train, that is, jumps forward in the traveling direction of the vehicle.

  According to the sixth aspect of the present invention, the arrival time of public transportation is obtained from information distributed from the service center. Therefore, for example, the risk of jumping out can be calculated based on the latest information, compared to the case where the arrival time of public transportation is stored in the vehicle.

  According to the seventh aspect of the present invention, since the traveling speed and the road width of the own vehicle are used as parameters when calculating the risk of jumping out, according to the traveling speed and the road width of the own vehicle. Thus, the risk of jumping out is calculated. Note that the higher the traveling speed of the host vehicle is, or the narrower the road width, the greater the risk of popping out. This is because the higher the traveling speed of the host vehicle or the narrower the road width, the harder it is to avoid when there is a jump.

  In addition, according to the invention described in claim 8, when a dangerous pedestrian is identified, an alarm is issued, and the content of the alarm is determined according to the jumping risk calculated by the popping risk calculation means. At least one of the timing is changed. Therefore, the driver can appropriately execute the collision avoidance operation in accordance with the jumping risk level.

  According to the ninth aspect of the present invention, the actuator related to the running state of the host vehicle is controlled according to the jumping risk calculated by the jumping risk calculation means. Therefore, the collision avoidance operation of the host vehicle is automatically performed according to the flying risk level.

  Hereinafter, a pedestrian detection device according to an embodiment of the present invention will be described.

  A pedestrian detection apparatus according to an embodiment of the present invention is applied to a vehicle 1 shown in FIG. As shown in FIGS. 1 and 2, the pedestrian detection device 10 of the vehicle 1 includes a pedestrian detection camera 11, a GPS antenna 12, a navigation device 13, a service center communication antenna 14, and a control unit 20. And a head-up display 31 and an alarm system 32.

  The pedestrian detection camera 11 is provided as a pedestrian detection means for detecting a pedestrian existing on the side of the vehicle traveling direction, and captures an image of the vehicle traveling direction.

  The navigation device 13 receives the vehicle position detection unit that acquires the position (latitude and longitude) of the vehicle from the GPS signal received by the GPS antenna 12, the map data storage unit that stores map data, and the GPS antenna 12. And a current time acquisition unit for acquiring the current time from the GPS signal. The map data includes at least road information (including road width information) and public transport station (boarding / departure location) information. The station information of public transportation includes latitude and longitude information of the station.

  The service center communication antenna 14 is an antenna for performing wireless communication with the service center SC. The service center SC stores arrival time information of trains at public transport stations. When the name of the station is wirelessly transmitted from the vehicle side, the service center SC wirelessly transmits arrival time information of the next train that arrives at the station.

  The head-up display 31 projects an image on the windshield based on the image signal from the control unit 20. Specifically, when a dangerous pedestrian is identified as described later, a surrounding frame line is projected so as to be superimposed on the pedestrian as seen from the driver (see FIG. 7).

  When the alarm system 32 receives an alarm signal from the control unit 20, the alarm system 32 generates an alarm sound and / or displays an alarm on the instrument panel.

  The control unit 20 includes an arithmetic processing circuit including a CPU, a ROM, a RAM, and the like, and includes an image signal from the pedestrian detection camera 11, own vehicle position information from the navigation device 13, map information, and Current time information is input, a predetermined calculation is performed based on these signals and information, and a video signal is output to the head-up display 31 according to the calculation result. When a predetermined condition is met, an alarm generation signal is output to the alarm system 32 and a control signal is output to the safety system 33.

  Next, the outline of the specific control of dangerous pedestrians by the control unit 20 will be described. First, the control unit 20 is based on the vehicle position detected by the GPS antenna 12 and the navigation device 13, and is a predetermined distance L1 from the own vehicle. Detecting pedestrians in the direction of travel of the vehicle, detecting pedestrians within the predetermined distance L2 from the host vehicle based on the relationship with the station. The exit risk C is calculated, and a pedestrian whose calculated jump risk C is a predetermined value β or more is identified as a dangerous pedestrian. Hereinafter, an example of this control will be described with reference to FIG. This will be described in detail with reference to the flowchart shown in FIG. This flowchart is repeatedly performed at a predetermined cycle. This predetermined cycle is set to, for example, 30 cycles / second so that the movement of the pedestrian and the vehicle can be sufficiently followed.

  First, in step S1, various signals and information are input from sensors such as the pedestrian detection camera 11 and the navigation device 13.

  Next, the detection process of the position of the own vehicle is performed at step S2. That is, the position on the map is specified based on the latitude, longitude information, and map data of the vehicle from the navigation device 13.

  Next, in step S3, it is determined whether or not there is a public transport station within a predetermined distance in the traveling direction of the host vehicle. Specifically, the distance between the host vehicle and the station is calculated based on the position of the host vehicle (latitude X0, longitude Y0) detected in step S2 and the position of the station (latitude X1, longitude Y1). It is calculated whether it is smaller than the predetermined distance L1. Here, the predetermined distance is set to 1 km, for example. The reason for limiting to the stations within the predetermined distance L1 is that there is no relation to the current driving even if the far-off place is detected. The traveling direction of the host vehicle is calculated based on changes in the position of the host vehicle (latitude X0, longitude Y0).

  And when a station exists in the predetermined distance L1, it is determined by step S4 whether a pedestrian exists in the predetermined distance L2 of the advancing direction of the own vehicle. Here, the predetermined distance L2 is 200 m, for example, and is different from the predetermined distance L1 in the case of a public transportation station. The RAM or ROM of the control unit 20 stores pedestrian image data for pattern matching that is used for pedestrian detection in advance, and the control unit 20 is detected by the pedestrian detection camera 11. The presence or absence of a pedestrian is detected by performing pattern matching of the stored pedestrian image data with respect to the obtained image data. This pattern matching limit distance (with the pedestrian detection camera 11) is detected. The predetermined distance L2 is determined by the size of the pedestrian in the detected image data.

  When a pedestrian is present within the predetermined distance L2, the distance Dn from each pedestrian to the station is calculated for each detected pedestrian in step S5. Specifically, the distance Dn to the station is calculated for each pedestrian by subtracting the distance Dn from the own vehicle to the pedestrian from the distance from the own vehicle to the station. Here, the distance from the host vehicle to the pedestrian is calculated from the angle of view (height) of the pedestrian in the image data detected by the pedestrian detection camera. FIG. 5 shows an example in which each pedestrian exists in the range of the predetermined distance L2, and distances D1 to D7 are calculated for each pedestrian.

  Next, in step S6, by applying this distance Dn to the map shown in FIG. 6A, a coefficient indicating the risk of each pedestrian jumping forward in the traveling direction of the host vehicle (hereinafter simply referred to as the risk of jumping out). Coefficient) K1 is obtained. Here, the coefficient K1 and coefficients K2, K3, and B described later are stored in advance in the RAM or ROM of the control unit 20.

  The pop-up risk coefficient K1 is set to a larger value as the distance Dn is larger. This is because the greater the distance Dn, the higher the risk that the pedestrian will try to keep up with the arrival time of the train and jump out of the direction of travel of the vehicle across the road. This coefficient is set to increase stepwise, but a continuous value may be calculated by interpolation.

  Next, in step S7, the arrival time of the next train that arrives at the detected station is acquired. Specifically, the name data of the detected station is transmitted to the service center SC, and the arrival time information of the train distributed from the service center SC is received.

  Next, in step S8, an allowance time TA until the next train arrives at the detected station is calculated. Specifically, the calculation is performed by subtracting the current time from the arrival time acquired in step S7.

  Next, in step S9, the margin time Ta calculated in step 8 is applied to the map shown in FIG. 6B to calculate the pedestrian jumping risk coefficient K2. Here, the pop-out risk coefficient K2 is set to a larger value as the margin time Ta is shorter. This is because the smaller the margin time Ta, the higher the risk that the pedestrian will try to jump out in time for the arrival time of the train. The coefficient K2 is set stepwise, but a continuous value may be calculated by interpolation as described above.

  Next, in step S10, based on the position of the host vehicle (latitude X0, longitude Y0), the position of the station (latitude X1, longitude Y1), and the traveling direction of the vehicle, the station is left or right of the traveling direction of the vehicle. It is determined whether the vehicle exists on the left side, that is, on the left or right side of the running road. Specifically, as shown in FIG. 6, the position of the host vehicle is the origin (0, 0), the traveling direction is the X axis, and the direction orthogonal to the traveling direction (the direction rotated 90 degrees counterclockwise from the X axis) is the Y axis. The coordinates (X1 ′, Y1 ′) of the station in the coordinate system is obtained from each latitude and longitude, and if Y1 ′ is a negative value, it is determined that the station exists on the right side with respect to the traveling direction. , Y1 ′ is a positive value, it is determined that there is a station on the left side in the traveling direction.

  Next, in step S11, it is determined whether each pedestrian is on the left or right side with respect to the traveling direction of the vehicle, that is, on the left or right side of the running road. Specifically, it is determined whether the target pedestrian exists on the left or right side in the traveling direction in the image acquired by the pedestrian detection camera 11.

  Next, in step S12, when the pedestrian is on the same side as the station based on the information determined in steps S10 and S11, K31 of the map shown in FIG. If (1.0) is set and the user is on the opposite side, K32 (2.0) is set. Here, the risk K32 is set to a value larger than K31. This is because, if you are on the other side, there is a possibility of jumping across the road to the other side where the station is located. Even in the case of being on the same side, there is a possibility that the pedestrian may accidentally fall down or intentionally jump forward in the traveling direction of the own vehicle, which is taken into consideration. The value of the coefficient K3 is an example.

  Next, in step S13, by applying the traveling speed VSP of the host vehicle detected by the vehicle speed sensor (not shown) and the road width W during traveling to the map shown in FIG. Find B. Here, the basic risk B is set to a larger value as the traveling speed VSP is larger and the road width W is smaller. This is because it becomes difficult to avoid a pedestrian who has jumped out as the traveling speed VSP is larger and the road width W is narrower. The coefficients are set stepwise, but a continuous value may be calculated by interpolation as described above.

  Next, in step S14, the risk of popping out C is calculated by multiplying the basic risk B calculated as described above and the popping risk factors K1, K2, and K3.

  Next, in step S15, it is determined whether or not the final risk C calculated for each pedestrian is larger than a predetermined value β, and a pedestrian larger than the predetermined value β is specified. Here, the predetermined value β is a threshold value for determining whether or not it is necessary to perform the next step S16 when the final risk C is equal to or higher than β.

  Next, in step S16, for the pedestrian whose final risk C is β or more, the head-up display 31 performs a surrounding display as shown in FIG. This display is performed so as to overlap the target pedestrian when viewed from the driver's seat.

  Next, the operation and effect of the present embodiment will be described.

  First, while the vehicle 1 is traveling, the position of the host vehicle 1 is detected by the GPS antenna 12 and the navigation device 13, and a predetermined value is determined from the host vehicle based on the detected vehicle position information and the map information from the navigation device 13. A public transport station within the distance L1 is detected. And when the station of public transport does not exist within the predetermined distance L1 from the own vehicle, the detection operation is repeated. On the other hand, if there is a pedestrian, the image information from the pedestrian detection camera 11 and the stored pedestrian image are subjected to pattern matching to detect a pedestrian existing on the side of the traveling direction of the host vehicle. In addition, when there are pedestrians, the distance Dn from the own vehicle 1 to each pedestrian is calculated based on the vertical angle of view of the detected image. And among the pedestrians detected in this way, for each pedestrian within the predetermined distance L2 from the own vehicle 1, based on the relationship between these pedestrians and the station, from the side in the traveling direction to the front in the traveling direction. The risk of jumping out C is calculated, and a pedestrian whose calculated risk C is equal to or greater than a predetermined value β is identified as a dangerous pedestrian.

  In that case, since the jump risk C is calculated based on the relationship between the pedestrian and the station as described above, all the pedestrians on the side of the traveling direction of the vehicle are dangerous pedestrians. For example, when a warning is given to the driver, a situation in which a warning is constantly given is avoided, and a situation in which the driver feels troublesome is prevented.

  Further, among the detected pedestrians, only the pedestrians within the predetermined distance L2 from the own vehicle that should recognize the risk of occurrence of an accident or the like at an early stage are subject to the calculation of the jumping risk C, so that they are too far away. By specifying up to pedestrians, it is possible to prevent the number of specified pedestrians from increasing unnecessarily. That is, this also prevents a situation in which the driver feels bothersome.

  In that case, the distance to the station is calculated for the pedestrians within the predetermined distance L2 from the own vehicle among the detected pedestrians, and this distance L2 is the distance from the boarding / exiting place when calculating the jump risk C Since it is used as a relationship parameter, the jumping out risk is calculated according to the distance margin of each pedestrian.

  Moreover, the positional relationship of whether or not the pedestrian within the predetermined distance L2 from the own vehicle among the detected pedestrians and the station is on the same side of the road is used when calculating the jumping risk C. Since it is used as a parameter of the relationship with the place of getting on and off, the jumping out risk is calculated depending on whether or not the pedestrian is on the same side.

  Moreover, after the arrival time information of the train that can be used next by the pedestrian within the predetermined distance L2 from the own vehicle among the detected pedestrians is acquired, a margin time Ta from the current time to the acquired arrival time is obtained. Since the calculated margin time is used as a parameter of the relationship with the place of getting on and off when calculating the jump risk C, the jump risk is calculated according to the time margin of the pedestrian. Become.

  The arrival time of the train is acquired from information distributed from the service center SC. Therefore, the flying risk C can be calculated based on the latest information, for example, compared to the case where the arrival time of the train is stored in the vehicle 1.

  Further, since the traveling speed VSP of the host vehicle and the road width W are used as parameters when calculating the jumping risk C, the jumping risk is calculated according to the traveling speed of the host vehicle and the road width. The Rukoto.

  In step S16, an alarm system 32 such as a warning sound or alarm display may be activated. Further, in this case, when the flying risk C is large, the warning sound may be increased and the warning display may be changed to a display that is more easily noticed by the driver. According to this, the driver can appropriately execute the collision avoidance operation according to the jumping risk C.

  Further, in step S16, the brake and the steering actuator constituting the safety system 33 may be operated so as to avoid collision with a pedestrian. For example, the actuator is operated so that the braking force of the brake is stronger and the steering is lighter. According to this, the collision avoidance operation | movement of the own vehicle will be automatically performed according to the flying risk C.

  Next, a second embodiment will be described.

  As shown in FIGS. 8 and 9, the pedestrian detection device 10 ′ of the vehicle 1 ′ according to the second embodiment includes an IC tag signal receiving antenna 15 in addition to the configuration of the first embodiment. Is provided.

  The IC tag signal receiving antenna 15 receives radio waves transmitted from an IC tag built in a boarding ticket such as a commuter pass or a coupon ticket held by a pedestrian. The IC tag stores at least one of information such as boarding station name data, boarding section, and boarding train, and the information is transmitted.

  The control unit 20 ′ demodulates the radio wave received by the IC tag signal receiving antenna 15 and acquires information such as the boarding station name data, boarding section, boarding train and the like.

  Then, the control unit 20 'acquires the arrival time of the corresponding train based on these information, calculates the allowance time Ta from the arrival time and the current time, and the jumping risk coefficient K2 from the allowance time Ta. Ask for. Other configurations are the same as those in the first embodiment.

  Next, details of the specific control control of the dangerous pedestrian by the control unit 20 ′ will be described with reference to the flowchart of FIG. This flowchart replaces steps S8 and S9 in the flowchart of the first embodiment, and only this portion will be described.

  That is, when the processing up to step S6 in the flowchart of FIG. 4 is executed, next, in step S21 of FIG. 10, the radio wave transmitted from the IC tag built in the boarding ticket such as a commuter pass or a coupon ticket held by the pedestrian. Try to receive

  Next, in step S22, it is determined whether or not the radio wave from the IC tag has been received. If the radio wave has been received, boarding section information or boarding train information is acquired in step S23.

  Next, in step S24, the boarding section information or boarding train information acquired in step S23 is transmitted to the service center SC, and the train arrival time information returned from the service center is received.

  Next, in step S25, a margin time Ta until the next train arrives at the station is calculated. Specifically, the calculation is performed by subtracting the current time from the arrival time acquired in step S24.

  Next, in step S28, the margin time Ta calculated in step 25 is applied to the map shown in FIG. 6 (b) to calculate the pedestrian jumping risk coefficient K2. The details of the coefficient K2 are the same as those described above, and a description thereof will be omitted. And the process after step S10 of the flowchart of FIG. 4 is performed.

  The association between the pedestrian who owns the ticket and the pedestrian detected by the pedestrian detection camera 11 detects the reception intensity of the radio wave transmitted from the IC tag and / or the arrival direction of the radio wave. By detecting the distance or / and the direction of the pedestrian.

  On the other hand, when the radio wave from the IC tag cannot be received in step S22, the arrival time of the next train that arrives at the detected station is acquired in step S26, as in step S8 described above.

  Next, after calculating the margin time Ta until the next train arrives at the detected station in step S27, the jumping risk coefficient K2 of each pedestrian is calculated in step S28. Processes after step S10 in the flowchart are performed.

  According to the pedestrian detection device 10 ′ according to the second embodiment, the margin time Ta is set for each pedestrian based on the pedestrian boarding section information and the boarding train information, as compared with the first embodiment. It can be calculated with high accuracy. In other words, up and down trains and even trains on different routes arrive at the station, but the arrival times of these trains are often different, and as a result, each pedestrian originally has a different allowance time. There are many cases, but in such a case, the optimum degree of risk can be calculated for each pedestrian.

  Further, since the arrival time of the train is acquired from the information distributed from the service center, for example, compared to the case where the arrival time of the train is stored in the vehicle 1 ′, the flying risk C is based on the latest information. Can be calculated.

  In the first and second embodiments, the arrival time of the transportation facility is acquired by communication with the service center. For example, a recording medium that records the arrival time of the transportation facility is used as a control unit or as an attachment device. And the arrival time of the corresponding transportation facility may be extracted from the recording medium.

  In the first and second embodiments, a railway station has been described as an example of a place for getting on and off public transportation. However, the present invention is also applicable to a bus stop.

  The present invention provides a pedestrian detection device capable of identifying a pedestrian that may jump forward from the side of the traveling direction of the host vehicle in the vicinity of a place where passengers get on and off the public transportation. Can be widely applied in the field of

1 is a schematic plan view of an automobile to which a pedestrian detection device according to a first embodiment of the present invention is applied. It is a block diagram of the pedestrian detection apparatus which concerns on the 1st Embodiment. It is the first half part of the flowchart which shows an example of the pedestrian detection control which concerns on the said 1st Embodiment. It is the latter half part of the same flowchart. It is a station periphery top view for explanation of this control. It is a map used by this control. It is a figure which shows the state which pinpointed the pedestrian with high jumping risk. It is a plane schematic diagram of a car to which a pedestrian detection device concerning a 2nd embodiment of the present invention was applied. It is a block diagram of the pedestrian detection apparatus which concerns on the 2nd Embodiment. It is an example of the flowchart of the pedestrian detection control which concerns on the 2nd Embodiment.

Explanation of symbols

1 Car 10 Pedestrian Detection Device 11 Pedestrian Detection Camera (Pedestrian Detection Means)
12 GPS antenna (vehicle position detection means)
13 Navigation device (vehicle position detection means)
14 Service Center Communication Antenna (Arrival Time Information Acquisition Means)
15 IC tag signal receiving antenna (receiving means)
20 Control unit (boarding / alighting place detection means, jump risk calculation means, dangerous pedestrian identification means, distance calculation means, arrival time information acquisition means, margin time calculation means, positional relationship detection means, alarm mode change means, actuator control means )
31 Head-up display (dangerous pedestrian identification means)
32 Alarm system (alarm means)
33 Safety system (actuator related to the running state of the vehicle)

Claims (9)

A pedestrian detection device mounted on a vehicle,
Vehicle position detecting means for detecting the position of the host vehicle;
A boarding / alighting place detecting means for detecting a boarding / alighting place of public transportation within a predetermined distance from the host vehicle based on the result detected by the vehicle position detecting means;
Pedestrian detection means for detecting pedestrians present in the direction of travel of the host vehicle,
For pedestrians within a predetermined distance from the host vehicle among the pedestrians detected by the pedestrian detection means, based on the relationship with the boarding location detected by the boarding location detection means, the direction of travel from the side of the travel direction A flying risk calculating means for calculating the flying risk to the front;
A pedestrian detection device comprising: a dangerous pedestrian specifying means for specifying a pedestrian whose jumping risk calculated by the popping risk calculating means is a predetermined pedestrian as a dangerous pedestrian. . In the pedestrian detection device according to claim 1,
A distance calculation means for calculating a distance to a boarding place detected by the boarding location detection means for a pedestrian within a predetermined distance from the own vehicle among the pedestrians detected by the pedestrian detection means,
The jump risk calculation means uses a distance to the boarding / alighting location calculated by the distance calculation means as a parameter of the relationship with the boarding / alighting location when calculating the risk of jumping out. Detection device. In the pedestrian detection device according to claim 1,
Positional relationship as to whether or not a pedestrian within a predetermined distance from the own vehicle and a boarding location detected by the boarding location detection means are on the same side of the road among the pedestrians detected by the pedestrian detection unit A positional relationship detection means for detecting a pedestrian within the predetermined distance,
The jump risk calculation means uses the positional relationship detected by the positional relationship detection means as a parameter of the relationship with the boarding / alighting place when calculating the jump risk. Pedestrian detection device. In the pedestrian detection device according to claim 1,
Arrival time information acquisition means for acquiring the arrival time information of the next available pedestrian within a predetermined distance from the host vehicle among the pedestrians detected by the pedestrian detection means;
A surplus time calculating means for calculating a surplus time from the current time to the arrival time acquired by the acquiring means;
The jump risk calculation means uses the margin time calculated by the margin time calculation means as a parameter of the relationship with the place of getting on and off when calculating the jump risk. . In the pedestrian detection device according to claim 1,
In the case where a ticket that a pedestrian has is provided with a memory transmission means for storing information relating to a boarding section or a boarding train and wirelessly transmitting it,
A receiving unit provided in a vehicle for receiving information on the boarding section or a boarding train that is wirelessly transmitted from the storage transmission unit;
Association means for associating the information received by the receiving means with the pedestrian detected by the pedestrian detecting means;
Arrival time information acquisition means for acquiring arrival time information corresponding to the information relating to the boarding section or the boarding train received by the receiving means;
A margin time calculation means for calculating a margin time from the current time to the arrival time acquired by the acquisition means;
The jump risk calculation means uses the margin time calculated by the margin time calculation means as a parameter of the relationship with the place of getting on and off when calculating the jump risk. . In the pedestrian detection device according to claim 4 or 5,
If you have a service center that distributes arrival time information to / from public transportation,
The arrival time information acquisition means acquires arrival time information distributed from the service center. In the pedestrian detection device according to any one of claims 1 to 6,
The pedestrian detection apparatus characterized in that the jumping risk calculating means uses a traveling speed and a road width of the host vehicle as parameters when calculating the jumping risk. In the pedestrian detection device according to any one of claims 1 to 7,
Alarm means for warning when a dangerous pedestrian is identified by the dangerous pedestrian identification means;
Walking characterized by comprising alarm mode changing means for changing at least one of the content and timing of the alarm by the alarm means according to the risk of jumping calculated by the jump risk degree calculating means Person detection device. In the pedestrian detection device according to any one of claims 1 to 8,
A pedestrian detection apparatus comprising: control means for controlling an actuator related to the running state of the host vehicle according to the jump risk detected by the jump risk calculating means.

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