JP2010055587A - Driving support system, driving support device, sign part, safety control device for vehicle, safety control system, and traffic safety control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving support system, a driving support device, and a sign part capable of preventing an effect by a driving operation of a driver such as a beginner who requires notice of a sign part. <P>SOLUTION: In the driving support system 10 with the sign part 20 which indicates information regarding a driving skill of the driver to the outside, and the driving support device 30 which supports driving of the driver, the sign part 20 has a sign part transmitter 21 which transmits the information, and the driving support device 30 includes a vehicle side receiver 31 which receives the information to be transmitted by the sign part transmitter 21, and a driving support means 32 for starting support of the driving of the driver when the vehicle side receiver 31 receives the information. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving support system, a driving support device, a sign unit, and a vehicle safety control device, a safety control system, and a traffic safety control system that perform control for safe driving.

  Vehicles driven by beginners, elderly people, physically handicapped people, etc. have a sign section that shows information on the driver's driving skills to the outside, such as the so-called young leaf mark, autumn leaves mark, and four leaf mark. It is installed in a position that is easy to see from other drivers. Thereby, the attention of other drivers around the vehicle can be alerted.

Also, conventionally, this sign section is provided with a transmitter, and it is transmitted to the information center that the vehicle is driven by a beginner or an elderly person, and this information is transmitted from the information center to the navigation device of each vehicle. There is known a system that recognizes a dangerous vehicle traveling in advance (see, for example, Patent Document 1).
JP 2005-257518 A

  However, the above-described conventional system has a small suppression effect that suppresses the influence caused by the driving operation of the driver who needs to display a sign section such as a beginner. For example, in the conventional system, it is not possible to suppress travel disturbance to other vehicles due to a driving operation by a beginner or the like, deterioration of fuel consumption of the own vehicle, and failure of the own vehicle.

  The present invention has been made in view of the above, and a driving support system, a driving support device, a sign unit, and a safety unit that can suppress the influence caused by the driving operation of a driver who needs to post a sign unit such as a beginner An object of the present invention is to provide a vehicle safety control device, a safety control system, and a traffic safety control system that perform control for driving.

In order to achieve the above object, the first invention is a driving support system including a sign unit that shows information related to a driving technique of a driver to the outside, and a driving support device that supports the driving of the driver,
The sign section includes a sign section side transmitter that transmits the information,
The driving support device includes:
A vehicle body side receiver for receiving the information transmitted by the sign section side transmitter;
When the vehicle body side receiver receives the information, driving support means for starting the driving support of the driver;
Is provided.

2nd invention is the driving assistance system which concerns on 1st invention, Comprising: The said driving assistance means is
Driving operation detecting means for detecting a driving operation suitable for the running state of the vehicle;
When the vehicle body side receiver receives the information, driving operation notification means for notifying the driver of the driving operation detected by the driving operation detection means;
Is provided.

  A third aspect of the invention is the driving support system according to the second aspect of the invention, wherein the driving operation detection means includes information on the engine speed, the vehicle speed, the shift position of the transmission, the brake operation, and information on the road on which the vehicle is traveling. The driving operation suitable for the traveling state of the vehicle is detected based on at least one of the information.

  A fourth invention is a driving support system according to the second or third invention, wherein the driving operation detected by the driving operation detecting means is an operation of the shift position of the transmission, a direction indicator. It is at least one driving operation among the operation, the operation of the brake pedal, and confirming the safety of the specific range around the vehicle.

A fifth aspect of the invention is a driving support device for supporting driving by a driver.
A vehicle body-side receiver for receiving the information transmitted by the sign unit indicating information on the driving technique of the driver to the outside;
When the vehicle body side receiver receives the information, driving support means for starting the driving support of the driver;
Is provided.

A sixth aspect of the present invention is a sign section that shows information related to a driver's driving technique to the outside.
When the information is received, a sign section side transmitter is provided for transmitting the information to a driving support device that starts driving support of the driver.

The seventh invention
A vehicle body-side receiver that receives information transmitted from a sign section indicating information on the driver to the outside;
Control means for performing control for suppressing acceleration of the vehicle in accordance with information received by the vehicle body side receiver;
Is a vehicle safety control device.

An eighth invention is a vehicle safety control device according to the seventh invention,
Provided with an operation amount detection means for detecting the operation amount of the accelerator pedal,
When the control means determines that the accelerator pedal operation amount detected by the operation amount detection means is an abrupt accelerator operation with a predetermined level or more, an output response of the vehicle travel drive device to the accelerator pedal operation amount This is a means for suppressing the acceleration of the vehicle by reducing the property.

A ninth invention is a vehicle safety control device according to the seventh or eighth invention,
Provided with an operation reaction force output means for outputting an operation reaction force to the accelerator pedal,
When the driving support means determines that the operation amount of the accelerator pedal detected by the operation amount detection means is a sudden accelerator operation of a predetermined level or more, the operation support force is output to the accelerator pedal. By controlling the operation reaction force output means, it is a means for suppressing acceleration of the vehicle.

A tenth invention is a vehicle safety control device according to any of the seventh to ninth inventions,
A sign section having a sign section side transmitter capable of transmitting information to the vehicle body side receiver while showing information on the driver to the outside,
Is a safety control system.

An eleventh invention is the safety control system according to the tenth invention,
The sign side transmitter is a passive type RFID.

A twelfth aspect of the present invention is a traffic safety control system in which one vehicle traveling in the same lane and another vehicle communicate wirelessly.
The one vehicle is
A vehicle body-side receiver that receives the information transmitted by a sign section that shows information on the driver to the outside;
Transmission means for transmitting the information received by the vehicle body receiver,
The other vehicle is
Receiving means for receiving the information transmitted by the transmitting means;
Measuring means for measuring an inter-vehicle distance between the one vehicle and the other vehicle;
Control means for performing control for keeping the distance between the vehicles measured by the measuring means at a predetermined value in accordance with the information received by the receiving means.

A thirteenth invention is a traffic safety control system in which one vehicle traveling in the same direction on adjacent lanes and another vehicle communicate wirelessly.
The one vehicle is
A vehicle body-side receiver that receives the information transmitted by a sign section that shows information on the driver to the outside;
Transmission means for transmitting the information received by the vehicle body receiver,
The other vehicle is
Receiving means for receiving the information transmitted by the transmitting means;
Control means for performing control for restricting a lane change to a lane in which the one vehicle travels according to the information received by the receiving means.

A fourteenth invention is a traffic safety control system according to the thirteenth invention,
The other vehicle further includes a steering reaction force applying means for applying a steering reaction force to the steering wheel,
The control means controls the steering reaction force applying means to apply a steering reaction force to the steering wheel in order to limit the lane change according to the information received by the receiving means.

  According to the present invention, a sign unit side transmitter that transmits information related to the driving technique of the driver, a vehicle body side receiver that receives information transmitted by the sign unit side transmitter, and a vehicle body side receiver that receives the information. Since it has driving support means for starting the driving support of the driver, it is possible to determine whether the driver is a person who needs posting of a sign section such as a beginner, and driving that requires posting of the sign section Can support driving. For this reason, the influence by the driving | operation operation of the driver | operator who requires posting of the marking parts, such as a beginner, can be suppressed.

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

<First embodiment>
FIG. 1 is a side view showing an embodiment of a vehicle mounting state of the driving support system according to the first embodiment of the present invention. FIG. 2 is a functional block diagram showing an example of the configuration of the in-vehicle system related to the driving support system 10. FIG. 3 is a flowchart for explaining an example of processing executed by the driving support ECU 32. FIG. 4 is a flowchart for explaining an example of processing executed by the driving support ECU 32 following FIG.

  The driving support system 10 supports driving of a specific driver such as a beginner, an elderly person, or a disabled person. The driving support system 10 includes a sign unit 20 that shows information related to the driving technique of the driver to the outside, and a driving support device 30 that supports the driving of the driver. As shown in FIG. 1, the sign unit 20 and the driving support device 30 are separately disposed at physically separated positions. Hereinafter, each configuration of the driving support system 10 will be described in detail.

  The sign section 20 indicates information related to the driving skill of the driver to the outside. For example, the marking unit 20 is a so-called young leaf mark, autumnal leaf mark, or four leaf mark, and indicates to the outside that the driver is a beginner, an elderly person, or a disabled person. By posting the sign portion 20 on the vehicle, the driver's attention around the vehicle can be alerted.

  The sign section 20 is installed at a position that is easy to see from the driver around the vehicle. For example, the magnet type marker 20 is installed on the hood 1 at the front of the vehicle and the door 2 at the rear of the vehicle so as to be detachable by magnetic force. Alternatively, the suction cup type marking unit 20 is detachably installed on the windshield 3 at the front of the vehicle and the rear glass 4 at the rear of the vehicle by the suction force of the suction cup.

  Further, as shown in FIG. 2, the sign unit 20 includes a sign unit-side transmitter 21 that transmits information on the driving technique of the driver to the driving support device 30 as a characteristic configuration. The information transmitted by the sign part side transmitter 21 is information having the same content as the information that the sign part 20 shows to the outside. For example, the information relates to whether the driver is a beginner, an elderly person, or a disabled person.

  The sign side transmitter 21 includes a known transmission circuit such as a bar antenna in which a coil is spirally wound around a ferrite core. In order to prevent crosstalk with other vehicles, the transmittable range of the sign unit side transmitter 21 may be limited to a range of a radius of 2 to 3 m around the sign unit side transmitter 21, for example. For the same purpose, the sign unit side transmitter 21 may have directivity in the direction of the driving support device 30.

  The sign unit side transmitter 21 includes a battery such as a button battery, and is driven by power supply from the battery. The sign side transmitter 21 may be provided with a power supply switch (not shown) for operating on / off of power supply from the battery. When the power supply switch is turned on, power is supplied from the battery to the sign unit side transmitter 21, and information on the driving technique of the driver is continuously transmitted by the sign unit side transmitter 21 at predetermined time intervals. Is done.

  When a driver who does not need to display the sign unit 20 performs a driving operation, the sign unit 20 is in a position where it becomes a blind spot from a driver around the vehicle with the power supply switch turned off, for example, a vehicle. Stored in an indoor storage box. In this state, assistance by the driving assistance device 30 described later is not performed, and a driver who does not need assistance is not given a sense of complexity.

  The driving support device 30 supports driving of the driver, and includes a vehicle body side receiver 31 for receiving information transmitted by the sign unit 20 and a driving support ECU (driving support means) 32 including a microcomputer. And comprising. The driving support device 30 is installed on the vehicle body side, and is started by electric power from a power source such as an alternator when the ignition switch of the engine is turned on. The vehicle body side receiver 31 and the driving support ECU 32 are electrically connected.

  The vehicle body side receiver 31 includes a known receiving circuit such as a bar antenna in which a coil is spirally wound around a ferrite core. The vehicle body side receiver 31 is installed at a position where information transmitted from the sign section side transmitter 21 can be received. Further, the vehicle body side receiver 31 may have directivity in the direction of the sign unit 20 in order to prevent cross-talk with other vehicles. Information received by the vehicle body side receiver 31 is input to the driving support ECU 32.

  The driving support ECU 32 is constituted by a microcomputer, and includes, for example, a CPU, a ROM for storing a control program, a readable / writable RAM for storing calculation results, a timer for measuring time, and a counter for measuring the number of times of calculation and the like. , An input interface, and an output interface. As shown in FIG. 2, an engine ECU 41, a brake ECU 42, a navigation ECU 43, and a meter ECU 44 are connected to the driving support ECU 32 via a CAN (Controller Area Network).

  The engine ECU 41 controls a system and a transmission (transmission) related to the engine. The engine ECU 41 detects, for example, an engine speed sensor 51 that detects the engine speed, a vehicle speed sensor 52 that detects a vehicle speed, a shift position sensor 53 that detects a shift position of the transmission, and an operation amount of an accelerator pedal. A detection device such as an accelerator sensor (not shown) is connected.

  The engine ECU 41 controls a system and a transmission (transmission) related to the engine based on information detected by a detection device such as the engine speed sensor 51. For example, the engine ECU 41 performs fuel injection control, ignition timing control, and idle speed control.

  The information detected by the detection devices 51, 52, 53 includes information on the engine speed, the vehicle speed, and the shift position of the transmission. These pieces of information are input to the driving support ECU 32 as electric signals.

  The brake ECU 42 performs brake control such as well-known ABS (Antilock Break System) control, trunk control control, and stability control control. The brake ECU 42 includes, for example, a wheel speed sensor 54 that detects the wheel speed of each wheel, a wheel cylinder pressure sensor 55 installed in a cylinder that converts the hydraulic pressure of the brake fluid into the movement of the brake pad, and vehicle deceleration. A detection device such as a G sensor 56 to be detected is connected.

  When it is determined that the wheel is slipping based on the wheel speed of each wheel detected by the wheel speed sensor 54, the brake ECU 42 performs ABS control for controlling the wheel cylinder pressure of the wheel. For example, the ratio of the wheel speeds of the other wheels to the wheel speed having the highest rotational speed among the wheel speeds of each wheel is obtained as a slip ratio, and the slip ratio of any wheel is larger than the reference value for starting ABS control. (When the ABS control start condition is satisfied), the wheel of the wheel that is slipping by controlling the pressure valve so that the braking slip ratio is within a predetermined range for the wheel until the ABS control end condition is satisfied. Increase or decrease the cylinder pressure.

  The information detected by the detection devices 54, 55, and 56 includes information on the wheel speed (and hence the vehicle speed) of each wheel, the brake fluid pressure (and thus the brake operation), and the vehicle deceleration. These pieces of information are input to the driving support ECU 32 as electric signals.

  The navigation ECU 43 recognizes the position of the host vehicle on the map based on the information received from the GPS satellites by the GPS (Global Positioning System) receiver 57 and the map information in the map database. The map information in the map database includes information on general roads and highways on which vehicles travel and information on buildings such as shops and buildings, and in particular information on traffic lights and intersections.

  The navigation ECU 43 that has recognized the position of the host vehicle on the map can search for a desired optimum route to the destination by using the route guidance function. The navigation ECU 43 displays the position of the host vehicle on the map and the searched optimum route to the destination on the display, and guides the route to the destination by voice guidance using the speaker 58. The destination is set by the crew member via input setting means such as a touch panel display and buttons.

  Among the information that the navigation ECU 43 has, for example, information related to the traveling position of the host vehicle, information related to traffic lights on the search route to the destination, and points scheduled to change direction such as right turn / left turn on the search route to the destination The information is input to the driving support ECU 32 as information related to the traveling road of the vehicle.

  The meter ECU 44 controls an indicator and a meter that display on / off states of a lamp such as a brake lamp and a headlamp lamp, a vehicle speed, an engine speed, and the like. The meter ECU 44 is connected with switches such as a pedaling force switch 59 that senses that the driver steps on the brake pedal, a headlight switch (not shown), and a direction indicator switch (not shown). .

  The meter ECU 44 controls the display state of the indicator and the meter based on information detected by a switch such as a pedal force switch 59 and information on vehicle speed, engine speed, and the like obtained via the CAN. For example, the meter ECU 44 performs control to turn on / off the indicator, or control to rotate the pointer of the meter. The indicator and the meter are arranged at a position that is easy for the driver to see, for example, the instrument panel, and makes the driver visually recognize the state of the driving operation according to the display state of the indicator and the meter.

  The information detected by the switch 59 includes information related to brake operation, and this information is input to the driving support ECU 32 as an electrical signal.

  As described above, the driving assistance ECU 32 is constituted by a microcomputer, and when the vehicle body side receiver 31 receives information, the driving assistance ECU 32 shifts to a driving assistance mode for beginners and starts driving assistance for the driver. For example, the driving support ECU 32 includes a driving operation detecting unit 33 that detects a driving operation suitable for the traveling state of the vehicle, and a driving operation detecting unit when the vehicle body side receiver 31 receives information transmitted by the sign unit side transmitter 21. Driving operation notifying means 34 for notifying the driver of the driving operation detected by the control unit 33;

  The driving operation detection means 33 detects a driving operation suitable for the traveling state of the vehicle based on information input from each of the ECUs 41, 42, 43, 44 connected via the CAN. For example, the driving operation detection means 33 is a driving suitable for the traveling state of the vehicle based on at least one of the information regarding the engine speed, the vehicle speed, the shift position of the transmission, the brake operation, and the traveling road of the vehicle. Detect operations.

  The driving operation detected by the driving operation detection means 33 includes, for example, an operation of a shift position of a transmission, an operation of a direction indicator, an operation of a brake pedal, and confirmation of safety in a specific range around the vehicle. At least one of the operations.

  The driving operation notifying unit 34 outputs information related to the driving operation detected by the driving operation detecting unit 33 via the output unit such as the speaker 58. That is, the driving operation notifying means 34 controls output means such as the speaker 58. The speaker 58 is controlled via the navigation ECU 43 as shown in FIG.

  Here, an example of processing executed by the driving support ECU 32 will be described with reference to the flowcharts of FIGS. 3 and 4. The driving support ECU 32 executes the processes after S11 every predetermined time.

  In S11 of FIG. 3, the driving support ECU 32 checks whether or not the vehicle body side receiver 31 has received information transmitted by the marking unit side transmitter 21 within the predetermined time. When the vehicle body side receiver 31 does not receive information in S11 (S11, NO), the driver is a person who does not need to post the sign section 20, and thus the current process is terminated.

  In S11, when the vehicle body receiver 31 receives information within the set time (S11, YES), the driver is a beginner who needs to post the sign section 20, so the process proceeds to S12. Transition to the driving support mode for beginners and the like that supports driving.

  Subsequently, in S13, it is checked whether or not the engine speed R is larger than a threshold value R0 set according to the vehicle speed and the shift position of the transmission. If the engine speed R is equal to or less than the threshold value R0 in S13 (S13, NO), the engine load is small and fuel efficiency is good, so the process proceeds to S15 described later, and the processes after S15 are continued.

  Note that map data indicating the relationship between the threshold value R0 of the engine speed R, the vehicle speed, and the shift position of the transmission is stored in advance in the ROM of the driving assistance ECU 32 when the vehicle is manufactured, and is read out as necessary.

  In S13, if the engine speed R is larger than the threshold value R0 (S12, YES), the engine load is large and the fuel efficiency is poor, so the process proceeds to S14 and the shift position of the transmission is shifted up via the speaker 58. Voice guidance of the instruction content to be performed. As a result, the load on the engine can be reduced and the fuel consumption can be improved, and the influence of the driving operation of the driver who needs to display the sign section such as a beginner can be suppressed.

  Subsequently, in S15, it is checked whether or not the number B of brake pedal operations within a predetermined range (for example, within a range of 200 m) is greater than a threshold value B0 set according to the vehicle speed and the shift position of the transmission. When the brake pedal operation count B is equal to or less than the threshold value B0 in S15 (S15, NO), the so-called fade phenomenon does not occur, so that the process proceeds to S17 described later, and the processes after S17 are continued.

  Note that map data indicating the relationship between the threshold B0 of the brake pedal operation count B, the vehicle speed, and the shift position of the transmission is stored in advance in the ROM of the driving support ECU 32 when the vehicle is manufactured, and is read out as necessary.

  In S15, if the brake pedal operation count B is greater than the threshold B0 (S15, YES), there is a risk of a so-called fading phenomenon, so that the process proceeds to S16 and the shift of the transmission is performed via the speaker 58. Provides voice guidance for instructions to shift down the position. Thereby, generation | occurrence | production of a fade phenomenon can be avoided and the influence by the driving | operation operation of the driver | operator who requires the posting of a marker part, such as a beginner, can be suppressed.

  Subsequently, in S17, it is checked whether or not there is a traffic signal in a predetermined range in front of the vehicle (for example, a range within 30 m in front of the vehicle). If there is no traffic light in the predetermined range in front of the vehicle in S17 (S17, NO), the driver does not need to confirm the display of the traffic light in front of the vehicle, so the process proceeds to S19 described later, and the processes after S19 are continued.

  In S17, if there is a traffic light within a predetermined range in front of the vehicle (S17, YES), the driver needs to check the display of the traffic light in front of the vehicle. The voice guidance of the instruction content which confirms the display of the traffic signal ahead is given. Thereby, a driver | operator's attention can be alerted and the influence by the driving | operation operation of the driver | operator who needs the posting of a marker part, such as a beginner, can be suppressed.

  Subsequently, in S19 of FIG. 4, it is checked whether or not there is a point scheduled to change direction such as a right turn or a left turn in a predetermined range in front of the vehicle (for example, a range within 30 m ahead of the vehicle). If there is no point scheduled to change direction within the predetermined range in front of the vehicle in S19 (S19, NO), there is no need for the driver to operate the direction indicator, so the process proceeds to S22, which will be described later. continue.

  Further, in S19, when there is a point to be turned within a predetermined range in front of the vehicle (S19, YES), the driver needs to operate the direction indicator, so the process proceeds to S20 and the speaker 58 is connected. Then, the voice guidance of the instruction content for operating the direction indicator is given. Subsequently, since the vehicle is scheduled to cross the sidewalk of the pedestrian, the process proceeds to S21, and voice guidance of the instruction content for confirming the presence or absence of the pedestrian around the vehicle, particularly the side of the vehicle is given. In S21, when the vehicle is scheduled to cross the oncoming lane (for example, when the vehicle turns to the right while driving on a left-handed road), the presence of an oncoming vehicle is confirmed along with the presence of a pedestrian around the vehicle. Voice guidance of the instruction content for confirming may be given. Thereby, a driver | operator's attention can be alerted and the influence by the driving | operation operation of the driver | operator who needs the posting of a marking part, such as a beginner, can be suppressed.

  Subsequently, in S22, it is checked whether or not the absolute value G of the deceleration of the vehicle is larger than a threshold value G0. If the absolute value G of deceleration is equal to or less than the threshold value G0 in S22 (S22, NO), the load received by the passenger is small due to the inertial force, and the possibility of being collided by the following vehicle is low.

  In S22, if the absolute value G of the deceleration is larger than the threshold value G0 (S22, YES), the load received by the passenger due to the inertial force is large and the vehicle may collide with the following vehicle. Through the speaker 58, the voice guidance of the instruction content for gently operating the brake pedal is given. As a result, it is possible to reduce the load received by the passenger due to inertial force at the time of the brake operation from the next time and to avoid the danger of a collision by the following vehicle, and by the driving operation of the driver who needs to post the sign section such as a beginner The influence can be suppressed.

<Second embodiment>
Hereinafter, a safety control system 100 according to a second embodiment of the present invention will be described. FIG. 5 is a system configuration example of the safety control system 100. In the figure, broken-line arrows indicate the flow of main information communication in this system. The safety control system 100 includes a sign unit 120 and a vehicle safety control device 130.

  The sign part 120 shows the information regarding a driver | operator's driving technique outside like the sign part 20 in 1st Example. For example, the marking unit 120 is a so-called young leaf mark, autumnal leaf mark, or four leaf mark, and indicates to the outside that the driver is a beginner, an elderly person, or a disabled person.

  The sign section 120 is installed at a position that is easy to see from the driver around the vehicle and in a predetermined range (a position where communication with the vehicle body side transceiver 131 is possible as will be described later). FIG. 6 illustrates the installation position of the sign unit 120. In addition, what was demonstrated in 1st Example is applicable about the installation position and means of the label | marker part 120. FIG.

  In addition, the sign unit 120 includes a sign unit-side transmitter 121 that transmits information related to the driving technique of the driver to the vehicle safety control device 130. The information transmitted by the sign part side transmitter 121 is information having the same content as the information that the sign part 120 shows to the outside. For example, the information relates to whether the driver is a beginner, an elderly person, or a disabled person.

  The sign part side transmitter 121 is, for example, a passive type RFID (Radio Frequency IDentification), and operates using radio waves transmitted from the vehicle side as an energy source. Energy transmission methods from the vehicle side to the RFID include an electromagnetic induction method that transmits energy and signals by magnetic flux coupling, and a radio wave method that transmits energy and signals by electromagnetic waves. Note that the present invention is not limited to this, and an active type RFID incorporating a power source may be used, or another type of transmitter may be used. In the first embodiment, a passive type RFID may be used as in the second embodiment.

  The vehicle safety control device 130 includes a vehicle body side transceiver 131, a safety control ECU 132, a travel drive control ECU 140, a travel drive device 150, and an operation reaction force output device 160.

  The vehicle body side transmitter / receiver 131 is, for example, a well-known RFID reader, and transmits a radio wave of a predetermined frequency to the sign unit side transmitter 121, receives the returned weak radio wave, and performs safety control on the decoded signal. Output to the ECU 132. Specifically, a signal indicating whether the young leaf mark, the autumnal leaf mark, the four leaf mark, or the sign pear is different (hereinafter referred to as a sign section type signal) is output to the safety control ECU 132. In FIGS. 5 and 6, the vehicle body side transceiver 131 is illustrated as having two vehicle body side transceivers 131 corresponding to the two marker units 120 attached to the vehicle. However, for the purposes of the present invention, the marker unit 120 and the vehicle body side transceiver 131 are provided. There are no particular restrictions on the number of items and the corresponding relationship.

  From the viewpoint of preventing EMI (Electro Magnetic Interference), the communicable distance between the sign unit side transmitter 121 and the vehicle body side transmitter / receiver 131 is about 0.5 [m] to 2.0 [m], and has a certain degree of orientation. It is preferable to have the property.

  The safety control ECU 132 is a microcomputer similar to the driving support ECU 32 according to the first embodiment, for example. A traveling drive control ECU 140 is connected to the safety control ECU 132 by a multiple communication line using a communication protocol such as FlexRay or CAN, and various signals can be transmitted and received. As will be described later, the safety control ECU 132 outputs a control signal (including a sign section type signal) corresponding to a signal input from the vehicle body side transceiver 131 to the travel drive control ECU 140. Note that the function of the safety control ECU 132 may be provided by a hybrid ECU, a body ECU, or the like.

  The travel drive control ECU 140 receives a sensor output value from an accelerator opening sensor 144 that detects the amount of depression of the accelerator pedal 142 (accelerator opening), and travels based on the input signal indicating the accelerator opening. The drive device 150 is controlled. In addition, the travel drive control ECU 140 controls the operation reaction force output device 160 according to the signal.

  The travel drive device 150 is a device for moving the vehicle in the front-rear direction, and includes an engine, a motor, a transmission, and the like (may be a simple engine vehicle or a motor vehicle). Hereinafter, description will be made assuming that the vehicle on which the present apparatus is mounted is an engine vehicle.

  The operation reaction force output device 160 includes an actuator attached to the accelerator pedal 142, and outputs a force in a direction that prevents the driver from stepping on the accelerator pedal 142.

  First, the output responsiveness lowering control of the travel drive device 150 executed by the safety control ECU 132 and the travel drive control ECU 140 of the present embodiment will be described. The travel drive control ECU 140 determines that the amount of operation of the accelerator pedal 142 is greater than or equal to a predetermined level when the indicator type signal input from the safety control ECU 132 indicates a young leaf mark, an autumn leaf mark, or a four leaf mark. In the case of an accelerator operation, the output responsiveness of the vehicle travel drive device with respect to the accelerator opening is lowered. Whether or not the “accelerated accelerator operation is greater than or equal to a predetermined level” can be determined by determining whether or not the amount of increase in the accelerator opening during a predetermined period is greater than or equal to a predetermined value, for example.

  The output of the travel drive device 150 is determined by, for example, a map (stored in advance in a ROM or the like) that defines the relationship between the accelerator opening, the vehicle speed, and the engine torque. The detection of the vehicle speed may be the same method as in the first embodiment. In this embodiment, a correction map for reducing the output response is further prepared. FIG. 7 shows an example of a normal map that does not reduce output responsiveness and the above correction map. It is preferable that different correction maps are prepared for each of the young leaf mark, the autumn leaf mark, and the four leaf mark.

  The travel drive control ECU 140 performs engine throttle motor control, ignition timing control, and the like so that torque according to the map is output. As a result, when the driver suddenly operates the accelerator pedal 142, the output responsiveness of the travel drive device 150 with respect to the operation amount of the accelerator pedal 142 is lowered, and the acceleration of the vehicle in such a case is suppressed. The

  Next, the operation reaction force output control executed by the safety control ECU 132 and the travel drive control ECU 140 of this embodiment will be described. The travel drive control ECU 140 determines that the amount of operation of the accelerator pedal 142 is greater than or equal to a predetermined level when the indicator type signal input from the safety control ECU 132 indicates a young leaf mark, an autumn leaf mark, or a four leaf mark. In the case of an accelerator operation, the operation reaction force output device 160 is driven to output the operation reaction force to the accelerator pedal 142. In addition, for a good operation feeling, when a certain amount of operation reaction force is output at normal times other than the above case, control is performed so as to output a stronger operation reaction force than at normal times. As a result, when the driver suddenly operates the accelerator pedal 142, the accelerator pedal 142 feels heavy (or heavier), and as a result, the amount of depression of the accelerator pedal 142 is reduced. Therefore, acceleration of the vehicle in such a case is suppressed.

  By these controls, it is possible to suppress a sudden start of the vehicle due to an erroneous depression of the accelerator pedal and the brake pedal by an elderly person or the like. In recent years, there are many accidents caused by elderly people and the like, and the cause of this is a mistake in stepping on the accelerator pedal and the brake pedal. In order to suppress the occurrence of an accident due to a stepping error, the safety control system 100 of the present embodiment attaches a transmitter to the sign section 120 indicating an elderly person, a beginner, or a disabled person, and detects this on the vehicle side. Thus, it is detected whether or not an elderly person has made a stepping error.

  FIG. 8 is a flowchart showing a flow of processing executed by the safety control ECU 132 and the travel drive control ECU 140 of the present embodiment. This flow is repeatedly executed with a predetermined cycle, for example.

  First, the safety control ECU 132 outputs a sign section type signal or the like corresponding to the signal input from the vehicle body side transceiver 131 to the travel drive control ECU 140 (S200). Note that the processing of this step may be performed once when the vehicle system is turned on, and thereafter the sign section type information may be maintained in the travel drive control ECU 140 until the vehicle system is turned off.

  The traveling drive control ECU 140 that has acquired the sign part type information determines whether the sign part type information indicates “sign no pear” (S202).

  If the sign section type information indicates “sign sign pear”, the output of the travel drive device 150 is determined using a normal map that does not reduce the output responsiveness (S204).

  On the other hand, if the sign section type information does not indicate “signed pear”, that is, if it indicates any of the young leaf mark, the autumnal leaf mark, or the four leaf mark, the accelerator opening increases during the most recent predetermined period. It is determined whether or not the amount is greater than or equal to a predetermined value (S206).

  When the amount of increase in the accelerator opening during the most recent predetermined period is less than the predetermined value, the output of the travel drive device 150 is determined using a map at normal time that does not decrease the output responsiveness (S204).

  On the other hand, when the amount of increase in the accelerator opening during the most recent predetermined period is equal to or greater than the predetermined value, a correction map corresponding to the sign section type information is selected, and the output of the travel drive device 150 is determined based on this (S208). ). Further, the operation reaction force output device 160 is driven so as to output the operation reaction force to the accelerator pedal 142 (S210).

  According to the safety control system 100 of the present embodiment described above, it is possible to suppress the sudden start of the vehicle due to an erroneous depression of the accelerator pedal and the brake pedal by an elderly person or the like, and to suppress the occurrence of an accident caused by this. be able to.

<Example 3>
Hereinafter, a traffic safety control system 200 according to a third embodiment of the present invention will be described. FIG. 9 is a schematic block diagram showing the entire traffic safety control system 200 according to the third embodiment of the present invention. FIG. 10 is a functional block diagram of one vehicle C1. FIG. 11 is a functional block diagram of another vehicle C2. In the figure, broken-line arrows indicate the flow of main information communication in this system. Hereinafter, although the structure of the traffic safety control system 200 is demonstrated, the same code | symbol is attached | subjected about the structure same as the 1st and 2nd Example, and description is abbreviate | omitted.

  As shown in FIG. 9, one vehicle C1 and another vehicle C2 are traveling on the same lane R1. One vehicle C1 is a preceding vehicle, and the other vehicle C2 is a succeeding vehicle.

  As shown in FIG. 10, one vehicle C <b> 1 includes a sign unit 120, a vehicle body side receiver 131, an object detection unit 210, a safety control ECU 220, and a transmission unit 230.

  The object detection means 210 is means for detecting the presence of another vehicle C2 traveling in the same lane R1 at predetermined time intervals. For example, the object detection unit 210 detects the presence or absence of another vehicle C2 within a predetermined range from one vehicle C1 using a laser radar, a millimeter wave radar, an ultrasonic sensor, or the like. For example, as shown in FIG. 9, the object detection means 210 is provided in the center of the rear bumper at the rear of the vehicle, and has directivity at the rear of the vehicle. The detection result by the object detection unit 210 is output to the safety control ECU 220 at predetermined time intervals.

  The safety control ECU 220 is constituted by a microcomputer, for example, like the driving support ECU 32 according to the first embodiment. A transmission unit 230 is connected to the safety control ECU 220. If the detection result input from the object detection unit 210 indicates the presence of another vehicle C2, the safety control ECU 220 drives the transmission unit 230 to transmit the information received by the vehicle body side receiver 131.

  The transmission unit 230 may have a known configuration, for example, a wireless transceiver. The information transmitted by the transmission means 230 is information having the same content as the information that the sign section 120 shows to the outside (for example, information regarding that the driver is a beginner, an elderly person, or a disabled person).

  On the other hand, as shown in FIG. 11, the other vehicle C2 includes a receiving means 240, a measuring means 250, a traffic safety control ECU (control means) 260, a travel drive control ECU 140, a travel drive apparatus 150, and braking control. ECU 270 and braking device 280 are provided.

  The receiving unit 240 is a unit that receives information transmitted by the transmitting unit 230. The receiving means 240 is comprised, for example with a radio | wireless transmitter / receiver, for example, is comprised including the antenna which has directivity in the vehicle front. Information received by the receiving means 240 (including the sign section type signal) is output to the traffic safety control ECU 260.

  The measuring unit 250 is a unit that measures an inter-vehicle distance D1 between one vehicle C1 and another vehicle C2. For example, when the measurement unit 250 detects the presence of one vehicle C1 within a predetermined range from another vehicle C2 using a laser radar, a millimeter wave radar, an ultrasonic sensor, or the like, the inter-vehicle distance from the one vehicle C1 D1 and relative velocity ΔV (= V1−V2) are measured. For example, as shown in FIG. 9, the measuring means 250 is provided at the center of the front bumper at the front of the vehicle, and has directivity in front of the vehicle. A signal indicating the inter-vehicle distance D1 measured by the measuring means 250 (hereinafter referred to as an inter-vehicle distance signal) and a signal indicating the relative speed ΔV are output to the traffic safety control ECU 260.

  The traffic safety control ECU 260 is constituted by a microcomputer, for example, like the driving support ECU 32 according to the first embodiment. A travel drive control ECU 140 and a braking control ECU 270 are connected to the traffic safety control ECU 260 by a multiplex communication line using a communication protocol such as FlexRay or CAN, and various signals can be transmitted and received. As will be described later, the traffic safety control ECU 260 outputs a control signal (including a sign section type signal and an inter-vehicle distance signal) according to signals input from the receiving means 240 and the measuring means 250 to the travel drive control ECU 140 and the braking control ECU 270. To do. Note that the functions of the traffic safety control ECU 260 may be included in a hybrid ECU, a body ECU, or the like.

  The brake control ECU 270 performs brake control such as well-known ABS (Antilock Break System) control, trunk control control, stability control control and the like, similarly to the brake ECU 42 according to the first embodiment.

  The braking device 280 is a device that brakes the vehicle. For example, the braking device 280 is a disc brake device, and includes a disc-shaped disc rotor that rotates together with wheels, and a pair of left and right friction pads that can contact and separate from the disc rotor. When the driver steps on the brake pedal 272, the pedaling force is converted into the hydraulic pressure of the brake fluid, and is converted into a movement of pressing the pair of left and right friction pads against the disc rotor via the brake fluid piping. The pair of left and right friction pads press and hold the disk rotor, thereby generating a braking force.

  Next, notification control realized by the traffic safety control ECU 260 and the navigation ECU 43 of this embodiment will be described. The traffic safety control ECU 260 outputs a control signal (including a sign section type signal) corresponding to the signal input from the receiving means 240 to the navigation ECU 43. The navigation ECU 43 drives the speaker 58 and the display to indicate the sign section such as the young leaf mark when the sign section type signal input from the traffic safety control ECU 260 indicates the young leaf mark, the autumn leaves mark, or the four leaf mark. The presence of the vehicle C1 displaying 120 is notified. This notification control can alert the driver around the vehicle C1.

  Next, the inter-vehicle distance control executed by the traffic safety control ECU 260, the travel drive control ECU 140, and the braking control ECU 270 of this embodiment will be described. The travel drive control ECU 140 and the braking control ECU 270 indicate that the vehicle interval input from the traffic safety control ECU 260 is that the sign section type signal input from the traffic safety control ECU 260 indicates a young leaf mark, a autumnal leaf mark, or a four leaf mark. The outputs of the travel drive device 150 and the braking device 280 are controlled so that the inter-vehicle distance D1 indicated by the distance signal maintains a predetermined value Da (for example, 50 m).

  Control of the output of the travel drive device 150 is performed by engine throttle motor control, ignition timing control, or the like. Control of the output of the braking device 280 is performed by output control of a hydraulic pump that generates brake hydraulic pressure. As a result, the inter-vehicle distance D1 is maintained at the predetermined value Da.

  The predetermined value Da of the inter-vehicle distance D1 is determined by, for example, a map (stored in advance in a ROM or the like) that defines the relationship between the predetermined value Da and the vehicle speed V2. The detection of the vehicle speed V2 may be the same method as in the first embodiment.

  FIG. 12 is a diagram illustrating an example of a map that defines the relationship between the predetermined value Da of the inter-vehicle distance D1 and the vehicle speed V2. As shown in FIG. 7, the predetermined value Da increases in proportion to the vehicle speed V2 in order to ensure a safe braking distance. It is preferable that different maps are prepared for each of the young leaf mark, the autumn leaf mark, and the four leaf mark.

  By this inter-vehicle distance control, the inter-vehicle distance D1 can be maintained at the predetermined value Da, so that it is possible to suppress a feeling of pressure for beginners and the like. If a beginner or the like feels pressure, an unnecessary driving operation may occur and an accident may occur. The traffic safety control system 200 according to the present embodiment attaches a transmitter to the sign section 120 indicating the beginner or the like in order to suppress the occurrence of an accident caused by giving a sense of pressure to the beginner or the like, and sends a sign section type signal to another vehicle C2. By transmitting to, the inter-vehicle distance D1 is kept at a predetermined value Da.

  FIG. 13 is a flowchart showing an example of the inter-vehicle distance control process executed by the traffic safety control ECU 260, the travel drive control ECU 140, and the brake control ECU 270 of the third embodiment. This flow is performed once, for example, when the traffic safety system 200 is turned on, and thereafter repeatedly executed with a predetermined period until the traffic safety system 200 is turned off.

  First, the traffic safety control ECU 260 outputs to the travel drive control ECU 140 and the braking control ECU 270 a sign section type signal corresponding to the signal input from the receiving means 240 and an inter-vehicle distance signal corresponding to the signal input from the measuring means 250. (S300).

  The travel drive control ECU 140 and the braking control ECU 270 that have acquired the sign part type information and the inter-vehicle distance information determine whether or not the sign part type information indicates "sign no" (S302).

  If the sign section type information indicates “sign sign pear”, the inter-vehicle distance control is canceled and the outputs of the travel drive device 150 and the brake device 280 are determined according to the accelerator pedal or brake pedal operation by the driver. (S304).

  On the other hand, if the sign section type information does not indicate “sign sign pear”, that is, indicates any one of the young leaf mark, the autumn leaves mark, and the four leaf mark, the inter-vehicle distance D1 is maintained at the predetermined value Da. Next, the outputs of the travel drive device 150 and the braking device 280 are determined (S306).

  According to the traffic safety control system 200 of the present embodiment described above, it is possible to suppress a feeling of pressure on beginners and the like, and it is possible to suppress the occurrence of an accident caused by this.

<Example 4>
Hereinafter, a traffic safety control system 300 according to a fourth embodiment of the present invention will be described. FIG. 14 is a schematic block diagram showing the entire traffic safety control system 300 according to the fourth embodiment of the present invention. FIG. 15 is a functional block diagram of one vehicle C3. FIG. 16 is a functional block diagram of another vehicle C4. In the figure, broken-line arrows indicate the flow of main information communication in this system. Hereinafter, although the structure of the traffic safety control system 300 is demonstrated, about the structure same as the 1st-3rd Example, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  As shown in FIG. 14, one vehicle C3 and another vehicle C4 travel on adjacent lanes R3 and R4 in the same direction, and one vehicle C3 precedes the other vehicle C4.

  As shown in FIG. 15, the single vehicle C <b> 3 includes a sign unit 120, a vehicle body side receiver 131, an object detection unit 310, a safety control ECU 320, and a transmission unit 330.

  The object detection means 310 is means for detecting the presence of another vehicle C4 traveling in the same direction on the adjacent lane R4 at predetermined time intervals. For example, the object detection unit 310 detects the presence or absence of another vehicle C4 within a predetermined range from one vehicle C3 using a laser radar, a millimeter wave radar, an ultrasonic sensor, or the like. For example, as shown in FIG. 14, the object detection means 310 is provided on each of the left and right rear bumpers at the rear of the vehicle and the left and right sides of the front bumper at the front of the vehicle, respectively. Directivity to the right rear. The detection result by the object detection means 310 is output to the safety control ECU 320 at predetermined time intervals.

  The safety control ECU 320 is constituted by a microcomputer, for example, like the driving support ECU 32 according to the first embodiment. A transmission unit 330 is connected to the safety control ECU 320. If the detection result input from the object detection unit 310 indicates the presence of another vehicle C4, the safety control ECU 320 drives the transmission unit 330 and transmits information received by the vehicle body side receiver 131.

  The transmission unit 330 is configured by, for example, a wireless transceiver, similarly to the transmission unit 230 according to the third embodiment. The information transmitted by the transmission means 330 is information having the same content as the information that the sign section 120 shows to the outside (for example, information regarding that the driver is a beginner, an elderly person, or a disabled person).

  On the other hand, as shown in FIG. 16, the other vehicle C4 includes a receiving unit 340, a traffic safety control ECU (control unit) 350, and a steering reaction force applying device (steering reaction force applying unit) 360.

  The receiving unit 340 is a unit that receives information transmitted by the transmitting unit 330. The receiving means 340 is configured by, for example, a wireless transceiver, and includes, for example, four antennas. Each of the four antennas has directivity in different directions, and has directivity in the left front of the vehicle, the front right of the vehicle, the rear left of the vehicle, or the rear right of the vehicle. Information received by the receiving means 340 (including the indicator type signal) is output to the traffic safety control ECU 350.

  A steering reaction force applying device 360 is connected to the traffic safety control ECU 350 through a multiplex communication line using a communication protocol such as FlexRay or CAN, and various signals can be transmitted and received. As will be described later, the traffic safety control ECU 350 controls the output of the steering reaction force applying device 360 in accordance with a signal (including a sign part type signal) input from the receiving means 340. Note that the functions of the traffic safety control ECU 350 may be included in a hybrid ECU, a body ECU, or the like.

  The steering reaction force applying device 360 includes an actuator attached to the steering handle 362, and applies a force in a direction that prevents the steering handle 362 from being steered by the driver to the steering handle 362.

  A steering angle sensor 364 that detects the steering angle of the steering handle 362 is attached to the steering handle 362. The detection result by the steering angle sensor 364 is output to the traffic safety control ECU 350. Based on the detection signal input from the steering angle sensor 364, the traffic safety control ECU 350 detects the direction in which the steering handle 362 is steered (and thus the direction that prevents the steering handle 362 from being steered).

  Here, the steering reaction force control executed by the traffic safety control ECU 350 of the present embodiment will be described. The traffic safety control ECU 350 drives the steering reaction force applying device 360 and steers the steering handle 362 when the sign section type signal input from the receiving means 340 indicates a young leaf mark, an autumn leaf mark, or a four leaf mark. A steering reaction force is applied to the. In addition, for a good steering feeling, when a certain amount of steering reaction force is output at normal times other than the above case, control is performed so that a stronger steering reaction force is output than at normal times. Accordingly, when the driver steers the steering handle 362, the steering handle 362 feels heavy (or heavier), and as a result, the steering amount of the steering handle 362 decreases. Accordingly, lane change (interruption) in such a case is limited.

  With this control, it is possible to suppress a feeling of pressure on a beginner or the like due to a lane change (interrupt). If a beginner or the like feels pressure, an unnecessary driving operation may occur and an accident may occur. The traffic safety control system 300 of the present embodiment attaches a transmitter to the sign section 120 indicating the beginner etc. in order to suppress the occurrence of an accident caused by giving a sense of pressure to the beginner etc., and sends a sign section type signal to the other vehicle C3. By transmitting, the lane change (interruption) of the other vehicle C4 is limited.

  FIG. 17 is a flowchart showing an example of a steering reaction force control process executed by the traffic safety control ECU 350 of the fourth embodiment. This flow is performed once, for example, when the traffic safety system 300 is turned on, and thereafter repeatedly executed at a predetermined cycle until the traffic safety system 300 is turned off.

  First, the traffic safety control ECU 350 determines whether or not the information according to the sign section type input from the receiving means 340 indicates “sign no” (S400).

  If the sign section type information indicates “sign no sign”, the steering reaction force control is canceled (S402).

  On the other hand, if the sign section type information does not indicate “sign sign pear”, that is, if it indicates any of the young leaf mark, the autumn leaves mark, and the four leaf mark, a steering reaction force is applied to the steering handle 362. In this manner, the steering reaction force applying device 360 is driven (S404).

  According to the traffic safety control system 300 of the present embodiment described above, it is possible to suppress a feeling of pressure for beginners and the like, and it is possible to suppress the occurrence of an accident caused by this.

  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, the driving support ECU 32 of the first embodiment checks in S15 whether or not the brake pedal operation count B within the predetermined range is greater than the threshold value B0, but determines the total operation time T of the brake pedal within the predetermined time. You can check. That is, when the total operation time T of the brake pedal is longer than the threshold value T0 set in accordance with the vehicle speed and the shift position, there is a possibility that a fade phenomenon may occur, so that the process proceeds to S16 and the transmission is performed via the speaker 58. An instruction for shifting down the shift position is output.

  In addition, the driving support ECU 32 of the first embodiment provides voice guidance to the driver of driving operation suitable for the traveling state of the vehicle via the speaker 58. However, as long as the driving operation can be notified to the driver, the driving means is used as the output means. There is no limit. For example, when notifying the driver of the operation of the shift position of the transmission, an indicator indicating the shift position suitable for the driving situation may be displayed in a blinking manner instead of voice guidance with the speaker 58.

  In the driving support system 10 of the first embodiment, the two sign sections 20 installed at the front part of the vehicle and the rear part of the vehicle are provided with the sign part side transmitter 21, but the vehicle body side receiver 31 receives information. As long as it can be received, for example, only one of the plurality of sign units installed in one vehicle may include the sign unit side transmitter 21.

  In the second embodiment, only one of output responsiveness reduction control and operation reaction force output control may be performed.

  In the second embodiment, when the type signal of the marking unit 120 indicates a young leaf mark, a autumnal leaf mark, or a four leaf mark, the output response is not limited to when a sudden accelerator operation is performed. It is good also as what performs fall control and operation reaction force output control.

  Further, in the second embodiment, it is not necessary to correspond to all of the young leaf mark, the autumnal leaf mark, and the four leaf mark, and only one of them (corresponding to output responsiveness reduction control when presence is detected or Operation reaction force output control may be performed). For example, output responsiveness reduction control or operation reaction force output control may be performed when an autumnal leaf mark and a four-leaf mark are detected.

  Further, in the third embodiment, it is not necessary to control the outputs of both the travel drive device 150 and the braking device 280 so that the inter-vehicle distance D1 maintains the predetermined value Da, and only one of the outputs may be controlled. .

  In the third embodiment, the predetermined value Da may be determined according to the vehicle speed V1 instead of the vehicle speed V2. The detection of the vehicle speed V1 is calculated based on, for example, the relative speed ΔV (= V1−V2) measured by the measuring unit 250 and the vehicle speed V2 detected by the vehicle speed sensor.

  In the third embodiment, the inter-vehicle distance control may be canceled when a brake pedal operation by the driver is detected.

  In the fourth embodiment, one vehicle C3 precedes the other vehicle C4. However, another vehicle C4 may precede the one vehicle C3.

  In the fourth embodiment, the lane change of the other vehicle C4 may be restricted in consideration of the inter-vehicle distance D2 (see FIG. 14) between the one vehicle C3 and the other vehicle C4. That is, when the inter-vehicle distance D2 is sufficiently long, the restriction on the lane change of the other vehicle C4 may be released. For example, the same method as the detection of the inter-vehicle distance D1 is used to detect the inter-vehicle distance D2.

  In the fourth embodiment, the lane change of the other vehicle C4 may be restricted after determining whether one vehicle C3 and the other vehicle C4 are traveling in the same direction. That is, when traveling in the reverse direction, the lane change restriction of the other vehicle C4 may be released. For determining whether or not the vehicle is traveling in the same direction, for example, a method of determining with reference to map information (information such as the number of lanes) of the navigation ECU 43, and determining by performing image processing on an image around the vehicle captured by the outside camera There are ways to do this.

  Further, in the fourth embodiment, the lane change of the other vehicle C4 is limited, but only the lane change to the lane R3 on which the one vehicle C3 travels is limited, and the opposite side of the lane R3 with respect to the lane R4. There is no need to restrict lane changes to other lanes.

  In the fourth embodiment, a steering reaction force may be applied to the steering handle 362 according to the steering amount of the steering handle 362. For example, when the steering amount of the steering handle 362 exceeds a predetermined value, the intention of the driver may be respected and the application of the steering reaction force may be canceled.

  In the fourth embodiment, another vehicle C4 may have the configuration of another vehicle C2 according to the third embodiment. In this case, one of the inter-vehicle distance control and the steering reaction force control may be realized according to the antenna of the receiving means 240 and 340 that has received the sign section type signal, or one vehicle C1 and another vehicle After detecting the positional relationship with C2, either one of the inter-vehicle distance control and the steering reaction force control may be realized. For detecting the positional relationship between one vehicle C1 and another vehicle C2, there are a method of detecting by referring to the map information of the navigation ECU 43, a method of detecting an image around the vehicle imaged by the camera outside the vehicle, etc. is there.

  Further, in the third and fourth embodiments, it is not necessary to correspond to all of the young leaf mark, the autumn leaf mark, and the four leaf mark, and only one of them (corresponding to inter-vehicle distance control or steering reaction force control). To do).

It is a side view which shows one Example of the vehicle mounting state of the driving assistance system of this invention. 2 is a functional block diagram illustrating an example of a configuration of an in-vehicle system related to a driving support system 10. FIG. 4 is a flowchart for explaining an example of processing executed by a driving assistance ECU 32; FIG. 4 is a flowchart for explaining an example of processing executed by the driving assistance ECU 32 following FIG. 3. FIG. It is a system configuration example of the safety control system 100 according to the second embodiment of the present invention. It is the figure which illustrated the installation position of the label | marker part. The map at the time of normal time which does not reduce output responsiveness, and said correction map are illustrated. It is a flowchart which shows the flow of the process performed by safety control ECU132 and travel drive control ECU140 of 2nd Example. It is a schematic block diagram which shows the whole traffic safety control system 200 which concerns on 3rd Example of this invention. It is a functional block diagram of one vehicle C1. It is a functional block diagram of other vehicles C2. It is a figure which shows an example of the map which prescribes | regulates the relationship between the predetermined value Da of the inter-vehicle distance D1, and the vehicle speed V2. It is a flowchart which shows an example of the process of distance control performed by traffic safety control ECU260 of 3rd Example, travel drive control ECU140, and braking control ECU270. It is a schematic block diagram which shows the whole traffic safety control system 300 which concerns on 4th Example of this invention. It is a functional block diagram of one vehicle C3. It is a functional block diagram of other vehicles C4. It is a flowchart which shows an example of the process of the steering reaction force control performed by traffic safety control ECU350 of 4th Example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Driving assistance system 20 Marking part 21 Marking part side transmitter 30 Driving assistance apparatus 31 Car body side receiver 32 Driving assistance ECU (driving assistance means)
33 Driving operation detecting means 34 Driving operation notifying means 41 Engine ECU
42 Brake ECU
43 Navigation ECU
44 Meter ECU
DESCRIPTION OF SYMBOLS 51 Engine speed sensor 52 Vehicle speed sensor 53 Shift position sensor 54 Wheel speed sensor 55 Cylinder pressure sensor 56 G sensor 57 GPS receiver 58 Speaker 59 Treading force switch 100 Safety control system 120 Marking part 121 Marking part side transmitter 130 Vehicle safety control Device 131 Car body side transceiver 132 Safety control ECU
140 travel drive control ECU
142 accelerator pedal 144 accelerator opening sensor 150 travel drive device 160 operation reaction force output device 200, 300 traffic safety control system 230, 330 transmission means 240, 340 reception means 250 measurement means 260, 350 traffic safety control ECU
270 Braking control ECU
280 Braking device 360 Steering reaction force applying device 362 Steering handle

Claims (14)

A driving support system comprising a sign unit that shows information related to a driver's driving technology to the outside, and a driving support device that supports the driving of the driver,
The sign section includes a sign section side transmitter that transmits the information,
The driving support device includes:
A vehicle body side receiver for receiving the information transmitted by the sign section side transmitter;
When the vehicle body side receiver receives the information, driving support means for starting the driving support of the driver;
A driving support system comprising: The driving support means includes
Driving operation detecting means for detecting a driving operation suitable for the running state of the vehicle;
When the vehicle body side receiver receives the information, driving operation notifying means for notifying the driver of the driving operation detected by the driving operation detecting means;
The driving support system according to claim 1, further comprising:   The driving operation detection means is suitable for the traveling state of the vehicle based on at least one of information on engine speed, vehicle speed, transmission shift position, braking operation, and information on the traveling road of the vehicle. The driving support system according to claim 2, wherein the driving operation is detected.   The driving operation detected by the driving operation detecting means includes the operation of the shift position of the transmission, the operation of a direction indicator, the operation of a brake pedal, and the safety of a specific range around the vehicle. 4. The driving support system according to claim 2, wherein the driving support system is at least one driving operation. In the driving support device that supports the driving of the driver,
A vehicle body-side receiver for receiving the information transmitted by the sign unit indicating information on the driving technique of the driver to the outside;
When the vehicle body side receiver receives the information, driving support means for starting the driving support of the driver;
A driving support apparatus comprising: In the sign section that shows information on the driving skills of the driver to the outside,
A sign unit including a sign unit-side transmitter for transmitting the information to a driving support device that starts driving assistance of the driver when the information is received. A vehicle body-side receiver that receives information transmitted from a sign section indicating information on the driver to the outside;
Control means for performing control for suppressing acceleration of the vehicle in accordance with information received by the vehicle body side receiver;
A vehicle safety control device. Provided with an operation amount detection means for detecting the operation amount of the accelerator pedal,
When the control means determines that the accelerator pedal operation amount detected by the operation amount detection means is an abrupt accelerator operation of a predetermined level or more, the output response of the vehicle travel drive device to the accelerator pedal operation amount The vehicle safety control device according to claim 7, wherein the vehicle safety control device is a means for suppressing acceleration of the vehicle by reducing the performance. Provided with an operation reaction force output means for outputting an operation reaction force to the accelerator pedal,
The driving support means is configured to output an operation reaction force to the accelerator pedal when the accelerator pedal operation amount detected by the operation amount detection means is determined to be a sudden accelerator operation of a predetermined level or more. The vehicle safety control device according to claim 7 or 8, which is a means for suppressing acceleration of the vehicle by controlling the operation reaction force output means. A vehicle safety control device according to any one of claims 7 to 9,
A sign section having a sign section side transmitter capable of transmitting information to the vehicle body side receiver while showing information on the driver to the outside,
With safety control system.   The safety control system according to claim 10, wherein the sign part side transmitter is a passive type RFID. In a traffic safety control system in which one vehicle traveling in the same lane and another vehicle communicate wirelessly,
The one vehicle is
A vehicle body-side receiver that receives the information transmitted by a sign section that indicates information related to the driver to the outside;
Transmission means for transmitting the information received by the vehicle body receiver,
The other vehicle is
Receiving means for receiving the information transmitted by the transmitting means;
Measuring means for measuring an inter-vehicle distance between the one vehicle and the other vehicle;
A traffic safety control system comprising: control means for performing control so that the inter-vehicle distance measured by the measuring means is kept at a predetermined value in accordance with information received by the receiving means. In a traffic safety control system in which one vehicle traveling in the same direction on adjacent lanes and another vehicle communicate wirelessly,
The one vehicle is
A vehicle body-side receiver that receives the information transmitted by a sign section that indicates information related to the driver to the outside;
Transmission means for transmitting the information received by the vehicle body receiver,
The other vehicle is
Receiving means for receiving the information transmitted by the transmitting means;
A traffic safety control system comprising: control means for performing control for restricting lane change to a lane in which the one vehicle travels in accordance with information received by the receiving means. The other vehicle further includes a steering reaction force applying means for applying a steering reaction force to the steering wheel,
14. The control unit according to claim 13, wherein the control unit controls the steering reaction force applying unit to apply a steering reaction force to a steering wheel in order to limit the lane change in accordance with information received by the receiving unit. Traffic safety control system.