JP2010015254A - Vehicle alarm device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle alarm device for outputting an alarm related to a stop line near an intersection located in a vehicle travel direction at a more proper timing. <P>SOLUTION: This vehicle alarm device 10 outputting an alarm related to the stop line near the intersection located in the vehicle travel direction has: a distance detection means 24 detecting a distance L1 to the intersection from the stop line; a speed limit detection means 26 detecting a speed limit VL of a road on which a vehicle travels; a change means 28 changing the timing Ta of outputting the alarm based on the detection results of the distance detection means 24 and the speed limit detection means 26; a traveling state detection means 32 detecting a traveling state after the alarm output; and an adjustment means 34 adjusting the subsequent alarm output timing Ta according to the detection result of the traveling state detection means 32. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicular alarm device that outputs a warning regarding a stop line near an intersection in a vehicle traveling direction.

Conventionally, as a vehicle warning device that outputs a warning about a stop line near an intersection in the vehicle traveling direction, a warning about a stop line (for example, a warning that prompts a stop or deceleration) based on the distance to the stop line and the vehicle speed ) Is known (see, for example, Patent Document 1). In the conventional vehicle alarm device, for example, the relationship between the distance to the stop line and the vehicle speed is monitored, and it is determined whether or not the vehicle speed can be stopped on the stop line. When it is determined that the vehicle speed cannot be stopped at the stop line, an alarm for prompting a temporary stop is output.
JP 2004-86363 A

  As in the vehicle alarm device described in Patent Document 1, there has been an invention for outputting a warning about a stop line near an intersection in the vehicle traveling direction, but the stop line near the intersection in the vehicle traveling direction has been made so far. There has been a demand for an alarm device for a vehicle that can output an alarm related to this at a more appropriate timing.

  This invention is made | formed in view of the above, Comprising: It aims at provision of the alarm device for vehicles which can output the alarm regarding the stop line near the intersection in a vehicle advancing direction at a more suitable timing.

In order to achieve the above object, the first invention provides a vehicle warning device that outputs a warning regarding a stop line near an intersection in the vehicle traveling direction.
Distance detecting means for detecting a distance from the stop line to the intersection;
Speed limit detecting means for detecting a speed limit of a road on which the vehicle travels;
Based on the detection results of the distance detection means and the speed limit detection means, changing means for changing the output timing of the alarm;
A driving condition detecting means for detecting a driving condition after the alarm is output;
Adjusting means for adjusting the output timing of the alarm after the next time according to the detection result of the running condition detecting means.

2nd invention is the alarm device for vehicles concerning the 1st invention,
The changing means further changes the output timing of the warning in consideration of the shape of the road on which the vehicle travels.

3rd invention is the alarm device for vehicles concerning the 1st or 2nd invention,
The traveling state detection means detects a positional relationship between the stop position of the vehicle after the alarm is output and the stop line.

A fourth invention is a vehicle alarm device according to any one of the first to third inventions,
The travel condition detection means detects a positional relationship between the stop position of the vehicle after the alarm is output and the stop line, and detects a deceleration of the vehicle from the alarm output to the stop.

A fifth invention is a vehicle alarm device according to any one of the first to fourth inventions,
The alarm output is at least one of an alarm sound output, a voice message output, and a graphic image output.

  ADVANTAGE OF THE INVENTION According to this invention, the warning device for vehicles which can output the warning regarding the stop line near the intersection in a vehicle advancing direction at a more suitable timing can be obtained.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a system configuration diagram showing an embodiment of a vehicle alarm device 10 according to the present invention. As shown in FIG. 1, the vehicle alarm device 10 is configured around a navigation device electronic control unit 20 (hereinafter referred to as “navigation ECU 20”). The navigation ECU 20 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown). The ROM and RAM store programs and data executed by the CPU.

  The navigation ECU 20 includes a recording medium 42 such as a hard disk or a DVD on which map data is recorded, and a GPS (Global Positioning System) receiver 44 via an appropriate bus such as a CAN (Controller Area Network) or a high-speed communication bus. A speaker 46 that outputs a route guidance message, a warning about a stop line, and the like, a display 48 such as a liquid crystal display that displays a map image around the host vehicle, a warning about the stop line, etc. Various sensors such as a sensor 52 and a gyro sensor 54 for detecting the traveling direction of the vehicle and a G sensor 56 for detecting the deceleration of the vehicle are connected.

  The map data of the recording medium 42 may be composed of general data. For example, the map data includes the coordinates (latitude of each node) corresponding to the intersection / branch point of the intersection / highway on the map. Longitude), links connecting adjacent nodes, road width corresponding to each link, distance and travel time between adjacent nodes, and road types such as national roads / prefectural roads / highways stored corresponding to each link include. The map data includes intersection types such as intersections to be temporarily stopped (that is, intersections having a stop line near the intersection and no signal (hereinafter referred to as “temporary stop intersection”)), stop line positions, and roads. The speed limit is included.

  The GPS receiver 44 receives a signal output from a GPS satellite via a GPS antenna. The GPS receiver 44 converts the received signal into a signal of a predetermined format and supplies it to the navigation ECU 20. The navigation ECU 20 calculates the current vehicle position and vehicle direction based on signals supplied from the GPS receiver 44 and the various sensors 52 and 54.

  The navigation ECU 20 is connected to the image processing device 14 in order to acquire information about the stop line. The image processing device 14 is connected to a CCD (stereo) camera 12 that is mounted so as to capture a landscape in front of the vehicle and is fixed, for example, in the vicinity of a room mirror in the vehicle interior.

  The image processing device 14 receives and processes the image data captured by the CCD camera 12, thereby detecting the presence of the stop line and the temporary stop intersection, the distance L1 from the stop line to the temporary stop intersection, the current vehicle A distance L2 from the position to the temporary stop intersection and a distance L3 (L3 = L2-L1) from the current vehicle position to the stop line are calculated using, for example, the principle of triangulation. When the image processing apparatus 14 detects the presence of the stop line and the temporary stop intersection, the image processing apparatus 14 calculates the calculated distance L1 from the stop line to the temporary stop intersection, the calculated distance L2 from the current vehicle position to the temporary stop intersection, and the current vehicle position. The calculated distance L3 from the stop line to the stop line is supplied to the navigation ECU 20.

  As will be described in detail below, the navigation ECU 20 outputs a warning regarding a stop line (for example, a warning that prompts a pause or deceleration) when the host vehicle approaches the temporary stop intersection.

  FIG. 2 is a block diagram showing main functions of the navigation ECU 20 of the present embodiment. For example, as shown in FIG. 2, the navigation ECU 20 includes a control unit 22, a distance detection unit 24, a speed limit detection unit 26, a change unit 28, a travel condition detection unit 32, and an adjustment unit 34. The navigation ECU 20 stores programs corresponding to the various means 22 to 34 in the ROM, and causes the CPU to execute these programs to realize the various means 22 to 34.

  Hereinafter, the various means 22 to 34 will be described with reference to FIG. FIG. 3 is a plan view showing an example of the positional relationship between the temporary stop intersection and the vehicle, (A) is a plan view showing an example of the positional relationship before the vehicle stops, and (B) is an example of the positional relationship when the vehicle is stopped. FIG. FIG. 3B shows a situation where the vehicle stops beyond the stop line. In FIG. 3, L1 is the distance from the stop line to the temporary stop intersection, L2 is the distance from the current vehicle position to the temporary stop intersection, and L3 is the distance from the current vehicle position to the stop line (L3). = L2-L1).

  The control means 22 controls the output of the speaker 46 and the display 48. Here, the alarm output control process realized by the control means 22 will be described with reference to FIG. FIG. 4 is a flowchart illustrating an example of processing realized by the control unit 22.

  In S11 of FIG. 4, the control means 22 monitors the distance L2 (see FIG. 3) from the current vehicle position to the temporary stop intersection, and whether or not the distance L2 is a predetermined value L2a (for example, 100 m) or less. Determine whether. The distance L2 is calculated roughly based on the position information of the temporarily stopped intersection in the map data. By using the map data, it is possible to detect the approach of the host vehicle to the temporary stop intersection before the shooting range of the CCD camera 12 reaches the stop line or the like.

  In addition, the position information of the temporary stop intersection in the map data is the position information of the nearest temporary stop intersection on the guide route when the guide route to the destination is set by the route setting function of the navigation device. Well, when the guide route is not set, it may be the position information of the nearest stop intersection on the route with the highest accuracy estimated based on the current vehicle position and direction, map data, etc. .

  When the distance L2 to the temporary stop intersection is greater than the predetermined value L2a in S11 (S11, NO), after a predetermined time elapses, the process returns to S11 and the processes after S11 are continued.

  On the other hand, when the distance L2 to the temporary stop intersection is equal to or smaller than the predetermined value L2a in S11 (S11, YES), the process proceeds to S12, and the control means 22 uses the speaker 46 and the display 48 to prompt the first alarm. (For example, an alarm indicating that there is a temporary stop in the future). The output of the first alarm is, for example, at least one of an output of an alarm sound, an output of a voice message, and an output of a graphic image (for example, an image imitating a stop sign).

  In subsequent S13, the control means 22 monitors the expected transit time T from the current vehicle position to the temporary stop intersection, and determines whether or not the expected transit time T is equal to or less than the threshold value Ta. The expected transit time T is determined based on the distance L2 and the current vehicle speed V, and is calculated by T = L2 / V. A calculated distance based on map data is used as the distance L2, and a calculated distance based on image processing of the image processing apparatus 14 (captured image of the CCD camera 12) is used when an output signal from the image processing apparatus 14 is received. It is done. The calculated distance based on the image processing of the image processing device 14 is higher in accuracy than the calculated distance based on the map data, and therefore the subsequent processing from S14 is realized with high accuracy.

  When the expected passage time T exceeds the threshold value Ta in S13 (S13, NO), after a predetermined time has passed, the process returns to S13, and the processing after S13 is continued.

  On the other hand, if the expected transit time T to the temporary stop intersection is less than or equal to the threshold Ta in S13 (S13, YES), the process proceeds to S14, and the control means 22 detects whether the vehicle is decelerated (or depression of the brake pedal) Whether the accelerator pedal is depressed or not. Specifically, based on the vehicle speed (or the ON signal from the pressure switch of the master cylinder) detected by the vehicle speed sensor 52 or the accelerator position detected by the accelerator position sensor, the predetermined deceleration (or brake operation) or accelerator It is determined whether or not off is detected.

  If deceleration or the like is detected in S14 (S14, YES), it is determined that the driver recognizes the presence of a temporary stop intersection in the traveling direction, and the current process ends.

  On the other hand, if deceleration or the like is not detected in S14, the process proceeds to S15, and the control means 22 issues a second alarm (for example, “Please operate the brake”) that prompts a temporary stop via the speaker 46 and the display 48. Alarm). The output of the second alarm is, for example, at least one of an output of an alarm sound, an output of a voice message, and an output of a graphic image (for example, an image including characters “Brake!”).

  The distance detection means 24 detects a distance L1 (see FIG. 3) from the stop line in the traveling direction of the vehicle to the temporary stop intersection. The distance L1 may be detected based on, for example, stop line position information or temporary stop intersection position information of the map data, or may be detected based on image processing of the image processing device 14. The distance L1 detected in this way is used when changing the output timing Ta as will be described later.

  The speed limit detecting means 26 detects the speed limit VL of the road on which the vehicle travels. The speed limit VL is detected based on road speed limit information of map data, for example. The speed limit VL detected in this way is used when changing the alarm output timing Ta as will be described later.

  The change means 28 changes the output timing Ta (hereinafter referred to as “alarm output timing Ta”) of the second alarm (alarm relating to the stop line) based on the detection results of the distance detection means 24 and the speed limit detection means 26. Let Specifically, the changing means 28 changes the alarm output timing Ta using a table stored in advance in the RAM of the navigation ECU 20.

  FIG. 5 is a table used when the changing means 28 of this embodiment changes the alarm output timing Ta. In this table, the alarm output timing Ta changes based on the distance L1 from the stop line to the temporary stop intersection and the road speed limit VL. In the example shown in FIG. 5, the alarm output timing Ta changes for every distance L1 of 2 m, but may change for every distance L1 of 0.1 m.

  The warning output timing Ta changes so that the braking time becomes longer as the vehicle speed becomes higher, so that the second warning is outputted at an earlier stage as the road speed limit VL becomes higher. In the example shown in FIG. 5, when the distance L1 is 0 m, the alarm output timing Ta increases from 3.0 s to 20.0 s when the speed limit VL increases from 10 km / h to 100 km / h.

  Further, the warning output timing Ta is set such that the second warning is output at an earlier stage as the distance L1 from the stop line to the temporary stop intersection becomes longer, that is, as the position of the stop line comes closer to the temporary stop intersection. Change. In the example shown in FIG. 5, when the speed limit is 10 km / h, the alarm output timing Ta increases from 3.0 s to 8.0 s when the distance L1 changes from 0 m to 10 m.

  When outputting the second alarm, the control unit 22 outputs the second alarm based on the alarm output timing Ta changed by the changing unit 28.

  According to the present embodiment, as described above, the timing Ta at which the second alarm is output changes according to the speed limit VL and the distance L1 from the stop line to the temporary stop intersection. The second alarm (alarm related to the stop line) can be output at an appropriate timing.

  Further, the changing means 28 may change the output timing Ta of the second alarm in consideration of the shape of the road on which the vehicle travels. In this case, a plurality of tables used by the changing means 28 are prepared according to the road shape (the table shown in FIG. 5 is an example thereof), and can be appropriately switched according to the road shape before the temporary stop intersection. For example, two types of tables used for the changing means 28 are prepared for the straight line and the curve, and the curve table is output at an earlier stage than the straight line table. The alarm output timing Ta is set.

  According to the present embodiment, as described above, the timing Ta at which the second alarm is output changes according to the road shape before the temporary stop intersection, so the second timing is suitable for the road environment before the temporary stop intersection. An alarm (alarm related to the stop line) can be output. As a result, the driver's attention can be alerted at an early stage when it is difficult to visually recognize the stop line or the temporary stop intersection, such as when the road shape before the temporary stop intersection is a curve shape.

  The traveling state detection means 32 detects the traveling state of the vehicle after the second alarm is output.

  For example, the traveling state detection means 32 has a positional relationship between the stop position of the vehicle after the second warning is output and the stop line, that is, a distance D from the stop position of the vehicle after the second warning is output to the stop line (see FIG. 3 (B)) is detected. The distance D is defined as positive when the stop position exceeds the stop line and negative when the stop position is in front of the stop line.

  The distance D is calculated based on, for example, the vehicle position at the time of stopping calculated based on the output signals of the GPS receiver 44 and the various sensors 52 and 54 and the position information of the stop line of the map data.

The distance D includes the distance L3 to the stop line when the output signal is received by the image processing apparatus 14 (see FIG. 3A) and the moving distance L4 of the vehicle from the time when the output signal is received to the stop (FIG. 3B). ))), And in this case, D = L4-L3. The moving distance L4 of the vehicle is calculated by integrating the vehicle speed V from the time when the output signal is received until the vehicle stops. For example, the moving distance L4 is obtained by multiplying the vehicle speeds V ₁ , V ₂ ,..., V _N detected every predetermined time from the time when the output signal is received until the vehicle stops, by the predetermined time, Calculated as the sum.

  The traveling state detection means 32 detects the positional relationship between the stop position and the stop line of the vehicle after the second warning is output, and detects the deceleration of the vehicle after the second warning is output until the stop. Also good. The deceleration G (G ≧ 0) of the vehicle from the second alarm output to the stop is detected based on the output signal from the G sensor 56.

  The distance D and the deceleration G detected in this way are used as judgment materials when adjusting the next and subsequent alarm output timings Ta, as will be described later.

  The adjusting unit 34 adjusts the output timing Ta of the second alarm after the next time according to the detection result of the traveling state detecting unit 32. This adjustment is performed, for example, by rewriting the table used this time by the changing means 28. At this time, the adjustment means 34 rewrites the alarm output timing Ta used by the control means 22 this time in the table used this time by the changing means 28 to a value (Ta + ΔTa) obtained by adding an adjustment amount ΔTa described later. The alarm output timing Ta is not rewritten.

  Here, the adjustment process realized by the adjustment means 34 will be described with reference to FIG. FIG. 6 is a flowchart illustrating an example of processing realized by the adjusting unit 34.

  In S21 of FIG. 6, the adjustment means 34 determines whether or not the distance D between the stop position of the vehicle after the second warning is output and the stop line is equal to or less than a predetermined value Da. The predetermined value Da is determined based on the distance L1 from the stop line to the temporary stop intersection, and is calculated by, for example, Da = L1 + W (W is the width of the road at the temporary stop intersection).

  When the distance D is greater than the predetermined value Da in S21 (S21, NO), it is determined that the vehicle has passed without stopping at the temporary stop intersection, and the current processing is terminated without adjusting the alarm output timing Ta. To do.

  On the other hand, when the distance D is equal to or smaller than the predetermined value Da in S21 (S21, YES), the process proceeds to S22, and the adjusting unit 34 determines whether the distance D is equal to or smaller than 0.

  When the distance D is greater than 0 in S22 (S22, NO), the stop position is beyond the stop line, so the process proceeds to S23, and the adjusting means 34 determines that the second alarm after the next time is the second alarm of this time. The alarm output timing Ta is adjusted so that it is output at an earlier stage. The adjustment amount ΔTa of the alarm output timing Ta is determined based on the distance D, and is calculated by, for example, ΔTa = D / VA (VA is the vehicle speed V at the time of alarm output). Further, the adjustment amount ΔTa may be determined by adding the past calculated value (D / VA) to the current calculated value (D / VA).

  On the other hand, when the distance D is 0 or less in S22 (S22, YES), since the stop position does not exceed the stop line, the process proceeds to S24, where the adjusting means 34 determines the vehicle deceleration G from the alarm output to the stop. Is determined to be less than or equal to a predetermined value Ga.

  If the deceleration G is equal to or less than the predetermined value Ga in S24 (S24, YES), the current process ends without adjusting the alarm output timing Ta, assuming that the vehicle has stopped gently.

  On the other hand, if the deceleration G is greater than the predetermined value Ga in S24 (S24, NO), it is determined that the vehicle has stopped suddenly, and the process proceeds to S23. The alarm output timing Ta is adjusted so that it is output at an earlier stage than the alarm. The adjustment amount ΔTa of the alarm output timing Ta is determined based on, for example, the transition of the difference ΔG (= G−Ga> 0) between the vehicle deceleration G and the predetermined value Ga, and the vehicle is decelerated below the predetermined value Ga. Is determined so that the vehicle can stop gently before the stop line.

  The control unit 22 outputs an alarm based on the alarm output timing Ta adjusted by the adjusting unit 34 when the second alarm is output from the next time.

  According to the present embodiment, as described above, the timing Ta for outputting the second alarm (alarm related to the stop line) is adjusted based on the driving situation after the alarm is output, so the driver's driving skill and personality, etc. The alarm output timing Ta can be adjusted in consideration of individual differences among drivers. As a result, the second warning can be output at a timing suitable for each driver from the next time.

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

  For example, in the above-described embodiment, a temporary stop intersection with a stop line is mentioned, but the present invention is not particularly limited to this, and can be applied to a crossing point with a stop line. In the above-described embodiment, the vehicle alarm device 10 according to the present invention is embodied by the navigation ECU 20, but may be embodied by another electronic control unit (ECU) connected to the navigation ECU 20.

  In the processing shown in FIG. 6 described above, the alarm output timing Ta is adjusted so that the second alarm after the next time is output at an earlier stage than the current second alarm, but is output at a later stage. May be adjusted as required. For example, the adjustment amount ΔTa of the alarm output timing Ta is determined based on the distance D when the distance D is 0 or less, as in the case where the distance D is greater than 0, and may be calculated by ΔTa = D / VA, for example. Good. Thus, the second alarm can be output so as not to make the driver feel bothersome.

  In the processing shown in FIG. 6 described above, the adjustment amount ΔTa of the alarm output timing Ta is determined regardless of the deceleration G when the distance D is greater than 0, but is determined based on the deceleration G. Also good. For example, the adjustment amount ΔTa of the alarm output timing Ta is the difference ΔG (= G−Ga) between the vehicle deceleration G and the predetermined value Ga when the distance D is greater than 0, as in the case where the distance D is 0 or less. And may be determined so that the vehicle can stop gently before the stop line at a deceleration of a predetermined value Ga or less.

  Further, in the above-described embodiment, the adjusting unit 34 rewrites the alarm output timing Ta used by the control unit 22 this time to a value (Ta + ΔTa) obtained by adding the adjustment amount ΔTa when the table used by the changing unit 28 is rewritten. On the other hand, other alarm output timing Ta is not rewritten, but other alarm output timing Ta may be rewritten. In addition, the adjusting unit 34 may rewrite the table used by the changing unit 28 this time, and may rewrite the table that the changing unit 28 does not use this time. Thereby, a 2nd warning can be output quickly at the timing suitable for each driver | operator.

  It is also effective to lower the volume of the audio device mounted on the vehicle instead of or in addition to the first and second alarms. In particular, when executed together with an alarm, the alerting degree of the alarm can be substantially increased.

1 is a system configuration diagram showing an embodiment of a vehicle alarm device 10 according to the present invention. It is a block diagram which shows the main functions of navigation ECU20 of a present Example. It is a top view which shows the positional relationship example of a temporary stop intersection and a vehicle. 4 is a flowchart illustrating an example of processing realized by a control unit 22. It is a table used when the change means 28 of a present Example changes the alarm output timing Ta. 5 is a flowchart illustrating an example of processing realized by an adjustment unit 34.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle alarm device 12 CCD camera 14 Image processing device 20 Navigation ECU
22 Control means 24 Distance detection means 26 Speed limit detection means 28 Change means 32 Travel condition detection means 34 Adjustment means

Claims (5)

In a vehicle warning device that outputs a warning about a stop line near an intersection in the vehicle traveling direction,
Distance detecting means for detecting a distance from the stop line to the intersection;
Speed limit detecting means for detecting a speed limit of a road on which the vehicle travels;
Based on the detection results of the distance detection means and the speed limit detection means, changing means for changing the output timing of the alarm;
A driving condition detecting means for detecting a driving condition after the alarm is output;
An alarm device for a vehicle, comprising: an adjusting unit that adjusts an output timing of the alarm after the next time according to a detection result of the traveling state detecting unit.   The vehicle alarm device according to claim 1, wherein the changing unit further changes an output timing of the alarm in consideration of a shape of a road on which the vehicle travels.   The vehicle alarm device according to claim 1, wherein the traveling state detection unit detects a positional relationship between a stop position of the vehicle after the alarm is output and the stop line.   The travel status detection unit detects a positional relationship between the stop position of the vehicle after the alarm is output and the stop line, and detects a deceleration of the vehicle after the alarm is output until the stop. The vehicle alarm device according to the item.   The vehicle alarm device according to any one of claims 1 to 4, wherein the alarm output is at least one of an alarm sound output, a voice message output, and a graphic image output.

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