JP2011118562A - Vehicle mounted safety control apparatus and safety drive supporting system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a vehicle mounted safety control apparatus and a safety drive supporting system capable of warning by a highly accurate collision risk degree even if a detection range of a sensor does not include a collision accident occurrence predicted position. <P>SOLUTION: A TTC calculation model determining unit 14A determines a moving body as an acceleration model when speed of the objected moving body is not faster than reference speed Va while determining a moving model as a constant speed model when the speed exceeds the reference speed Va at a time point when a light color of a signal which is disposed in a traveling direction of the objected moving body is changed to green from red when the moving body 6 (objected moving body) which is detected by a road side moving body detection device 2 and a moving body (virtual moving body) which is determined to move to the outside of the detection range Ld after a predetermined time period Th is lapsed exist. A TTC calculation processing unit 15A calculates an arrival predicted time Tp when the objected moving body arrives to the collision accident occurrence predicted position "P" by using in the moving model. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an in-vehicle safety control device that is mounted on a vehicle and warns of a collision accident that occurs at an intersection, and a safe driving support system including the in-vehicle safety control device.

  In recent years, various technologies related to the development of in-vehicle systems using communication devices and in-vehicle sensor devices have been proposed. Obstacles using information such as the position and speed of obstacles provided using road-to-vehicle communication etc. Calculates the predicted arrival time (TTC: Time To Collision) to reach a position where there is a risk of collision with the host vehicle (collision accident occurrence predicted position), and collides with an obstacle when the time is less than the predetermined time There is safe driving support technology that determines that there is a risk and alerts the driver. As these safe driving support technologies, for example, there is an information providing device disclosed in Patent Document 1 or a collision prevention device disclosed in Patent Document 2.

JP 2009-20661 A JP 2009-23399 A

  The above-described techniques disclosed in Patent Document 1, Patent Document 2, and the like include a collision accident occurrence predicted position within the detection range of the sensor device that detects an obstacle, and information on the obstacle within the detection range. As a method of calculating the predicted arrival time, the “distance distance L to the predicted position of the collision occurrence of the obstacle at that time” is set to “the speed of the obstacle at that time (constant speed calculation). The calculation based on dividing by “model)” was applied.

  However, the detection range of the sensor device often has the actual situation that it does not include the above-described predicted position of the collision accident as a result of restrictions on the installation cost, installation environment, and system specifications of the sensor device.

  The technology disclosed in Patent Document 1 does not take into account such a situation, and therefore cannot obtain an accurate value of the predicted arrival time and cannot call the driver at an appropriate timing. There was a point.

  In the technique disclosed in Patent Document 2, since the sensor device is mounted on the host vehicle and the above-described collision accident occurrence predicted position is always present in the detection range, There were similar problems.

  The present invention has been made to solve the above problems, and even when the detection range of the sensor does not include the predicted position of occurrence of a collision accident, an in-vehicle safety control device capable of warning with a high degree of collision risk and The purpose is to obtain a safe driving support system.

  According to a first aspect of the present invention, there is provided an in-vehicle safety control device that is mounted on a vehicle and warns of a risk of collision with a target moving body that is a moving target to be warned at a predetermined predicted position. In the lane that reaches the predetermined predicted position, a detection range in which the speed and position of the target moving body can be detected along a traveling direction of the target moving body that passes through the lane, and an undetectable range. The detection range exists in the order of the detection range and the non-detection range, the mobile body information indicating the movement speed and position of the target mobile body in the detection range, the mobile body detection-related information indicating the detection range, and An external information acquisition unit that receives signal information instructing information related to a traffic signal applied to the target mobile body from a predetermined communication device, the mobile body information, the mobile body detection related information, and the signal information. To the predetermined predicted position of the target moving body based on the moving model and the moving body information, based on the moving model and the moving body information. A calculation processing unit that calculates a predicted arrival time of the vehicle, and an information output determination unit that outputs safe driving support information that instructs a collision risk degree with the target moving body at the predetermined predicted position based on the predicted arrival time. Prepare.

  A safe driving support system according to a seventh aspect of the present invention is mounted on a vehicle and warns the danger of a collision with a target moving body that is a moving target that is a warning target at a predetermined predicted position. A communication device capable of receiving uplink information from the target mobile body in a communication range on the lane including the predetermined predicted position; and the target mobile body in a detection range on the lane including the predetermined predicted position. A roadside mobile body detection device capable of detecting the speed and position of the detected mobile body and outputting the mobile body information indicating the detected speed and position of the target mobile body and the mobile body detection related information indicating the detection range, In a lane including a predetermined predicted position, a first undetectable range in which the communication range and the speed and position of the target moving body cannot be detected along the traveling direction of the target moving body passing through the lane. The outgoing range, the detection range, and the second undetected range in which the speed and position of the target moving body cannot be detected are the communication range, the first undetected range, the detected range, and the second undetected range. The communication device exists in the order of the detection range, and the communication device inputs a communication device input unit that receives the uplink information, and a signal that instructs information on the traffic signal applied to the target moving body in the first undetected range An external information acquisition unit for a communication device that receives the information from the roadside mobile body detection device and receives the mobile body information and the mobile body detection related information from the roadside mobile body detection device, and based on the uplink signal and the signal information, A movement model determination unit for a communication device that determines a movement model that is an operation status of the target moving body in a detection range, and the target movement in the first undetected range based on the movement model A mobile device information output unit for a communication apparatus that transmits virtual mobile body information indicating the virtual position, and transmits the signal information, the mobile body information, and the mobile body detection related information. The vehicle-mounted safety control device includes an external information acquisition unit that receives the mobile body information, the mobile body detection related information, the signal information, and the virtual mobile body information from the communication device, and the mobile body information, Based on the virtual moving body information, the moving body detection related information, and the signal information, a moving model determination unit that determines a moving model that is an operation status of the target moving body in the second undetected range; and the moving model And an arithmetic processing unit for calculating a predicted arrival time of the target mobile body at the predetermined predicted position based on the mobile body information, and at the predetermined predicted position based on the predicted arrival time. An information output determination unit that outputs safe driving support information for instructing the degree of risk of collision with the target moving body.

  In the in-vehicle safety control device according to claim 1 of the present invention, the movement model determination unit determines a movement model that is the operation state of the target moving body in the undetected range, and finally a predetermined predicted position based on the movement model. The information output determination unit outputs safe driving support information for instructing the degree of risk of collision with the target moving body.

  Therefore, the safe driving support information can warn the user of the vehicle equipped with the vehicle-mounted safety control device with high accuracy of the risk of collision with the target moving body at a predetermined predicted position existing outside the detection range. There is an effect.

  The vehicle-mounted safety control apparatus in the safe driving assistance system of Claim 7 in this invention determines the movement model which is the operation condition of the object moving body in the 2nd undetected range by a movement model determination part, and uses this movement model as this movement model. Based on this, the information output determination unit outputs finally safe driving support information for instructing the degree of collision risk with the target moving body in the vicinity of the predetermined predicted position.

  Therefore, even when a predetermined predicted position exists outside the detection range, the user of a vehicle equipped with the vehicle-mounted safety control device is warned with high accuracy even if a predetermined predicted position exists outside the detection range. There is an effect that can.

  Furthermore, the communication device in the safe driving support system determines the movement model that is the operation status of the target moving body in the first undetected range by the movement model determination unit for communication device, and the first based on the movement model. Virtual moving body information indicating the virtual position of the target moving body in the undetected range is transmitted to the in-vehicle safety control device.

  Therefore, the in-vehicle safety control device recognizes the virtual position of the target moving body in the first undetected range based on the virtual moving body information, and thereby obtains the degree of collision risk with the target moving body with higher accuracy. be able to.

It is explanatory drawing which shows typically the apparatus structure and its connection relation of the safe driving assistance system in Embodiment 1 of this invention. It is explanatory drawing which shows typically the example of a system structure at the time of applying the safe driving assistance system of Embodiment 1 shown in FIG. 1 to a right-straight accident collision prevention service. 1 is a block diagram illustrating a configuration of an in-vehicle safety control device of a safe driving support system according to a first embodiment. It is a flowchart which shows operation | movement of the TTC calculation model determination part shown in FIG. It is a flowchart which shows the arithmetic processing content of the TTC arithmetic processing part shown in FIG. 6 is a block diagram illustrating a configuration of an in-vehicle safety control device used in the safe driving support system of Embodiment 2. FIG. It is a flowchart which shows operation | movement of the TTC calculation model determination part shown in FIG. It is explanatory drawing which showed typically the system configuration at the time of applying the safe driving assistance system shown in FIG. 1 to a rear-end collision prevention service. FIG. 10 is a block diagram illustrating an internal configuration of a roadside communication device used in a safe driving support system according to a fourth embodiment. FIG. 10 is a block diagram illustrating a configuration of an in-vehicle safety control device of a safe driving support system according to a fourth embodiment. It is a flowchart which shows the production | generation / delivery process of 2nd virtual mobile body information by the roadside communication apparatus shown in FIG. It is explanatory drawing for demonstrating how to obtain | require the stop position of a front moving body.

<Embodiment 1>
(Basic configuration)
FIG. 1 is an explanatory diagram schematically showing a device configuration of a safe driving support system and its connection relationship in Embodiment 1 of the present invention. In the present specification, unless otherwise noted, the safe driving support system shown in FIG. 1 is applied also in the second and subsequent embodiments, and the device shown in FIG. 1 and the relationship between the devices are common. To do.

  The safe driving support system according to Embodiment 1 includes an in-vehicle safety control device 1 (1A to 1D), a roadside mobile body detection device 2, a roadside communication device 3 (3D), a traffic signal control device 4, and the like installed in a vehicle 50. The central device 5 is a basic configuration.

  The road-side moving body detection device 2 is installed along the lane, and has a sensing function such as an image sensor, an ultrasonic sensor, an optical sensor, etc. The mobile body information I1 which detects and instruct | indicates the detected position and speed is output to the roadside communication apparatus 3. FIG.

  Further, the roadside mobile body detection device 2 outputs the mobile body detection device information I2 that indicates the performance (for example, detection range, detection accuracy) of the roadside mobile body detection device 2 itself to the roadside communication device 3.

  The traffic signal control device 4 includes a traffic light color (blue, yellow, red), a change in light color (changes to yellow after a predetermined time), and a target stop line at the time of a red signal (position of the stop line, for two wheels or four wheels). Signal information I3, which is information related to traffic lights, indicating the type of stop line for use) is generated and output to the roadside communication device 3.

  The roadside apparatus 3 can acquire road shape information I4 described later from the central apparatus 4 by connecting to the central apparatus 4. The roadside communication device 3 can output communication information TM3 including the above-described mobile body information I1, mobile body detection device information I2, signal information I3, and road shape information I4 to the in-vehicle safety control device 1.

  FIG. 2 is an explanatory diagram schematically showing a system configuration example when the safe driving support system according to the first embodiment shown in FIG. 1 is applied to a right-straight accident collision prevention service. The right-straight accident collision prevention service refers to the right-turn car 51 with respect to the driver of the right-turn car 51, which is a vehicle that is about to turn right at an intersection, to determine whether there is a collision risk with an oncoming vehicle (moving bodies 61 to 6n). It is a service to notify. That is, in the vehicle-mounted safety control device 1A according to the first embodiment, the traveling right turn vehicle 51 operating on the lane 21 by left-hand traffic is a moving body 61 to 6n that is an oncoming vehicle operating on the opposite lane 22. With each as a target moving body, a warning is given of the danger of a collision between the right turn vehicle 51 and the target moving body when turning right into the lane 23.

(Service application example in this embodiment)
In the safe driving support system according to the first embodiment, it is assumed that the in-vehicle safety control device 1 is mounted on the right turn vehicle 51 shown in FIG.

  In addition, the roadside moving body detection device 2 is configured with a position (point of collision accident occurrence predicted position P (predetermined predicted position)) where the oncoming vehicle (moving bodies 61 to 6n) may collide with the right turn vehicle 51 as the intersection center CC. Can detect an oncoming vehicle existing in the detection range (distance) Ld upstream from a position away from the intersection center CC by the undetected range (distance) Lw upstream. In FIG. 2, the oncoming vehicle travels from the upstream (left side in the figure) to the downstream (right side in the figure).

  Therefore, in the lane 22 that reaches the intersection center CC, detection that can detect the speed and position of the moving body 6 along the traveling direction of the moving body 6 (moving bodies 61 to 6n that are target moving bodies) passing through the lane 22. It exists in the order of the range Ld and the undetectable range Lw that cannot be detected.

  The road-side moving body detection device 2 sets the detected position of the oncoming vehicle (moving bodies 61 to 6n) to a relative distance (the distance after passing through the intersection center CC is a negative value) with the intersection center CC as the origin (“0”). And is output to the roadside communication device 3 as mobile body information I1 indicating this value (speed). That is, the position of the oncoming vehicle (target moving body) is indicated by a negative value on the downstream side from the intersection center CC and a positive value on the upstream side from the intersection center CC.

  The roadside mobile body detection device 2 outputs information indicating the detected speed of the oncoming vehicle (hourly speed (km / h) or second speed (m / s)) to the roadside communication device 3 as mobile body information I1. It is assumed that the device 3 can always communicate with the in-vehicle safety control device 1 </ b> A in the right turn vehicle 51 located at least at the intersection and in the vicinity thereof.

  Hereinafter, the contents of the right-handed accident collision prevention service provided by the safe driving support system of the first embodiment will be described.

(Description of in-vehicle safety control device 1)
FIG. 3 is a block diagram illustrating a configuration of an in-vehicle safety control device 1A that is a characteristic part of the safe driving support system according to the first embodiment.

  As shown in the figure, the in-vehicle safety control device 1A includes an information providing device 10A, an information reproducing device 20A, and a communication device 30A.

  The communication device 30A receives the communication information TM3 from the roadside communication device 3. As described above, the communication information TM3 includes moving body information I1, moving body detection device information I2, signal information I3, and road shape information I4. Note that the in-vehicle safety control device 1A of the first embodiment does not use the road shape information I4.

  The information providing apparatus 10A, based on the communication information TM3 acquired by the information providing apparatus 10A, includes moving body information I1 (for example, information that indicates the speed and position of the target moving body), moving body detection apparatus information I2, and signal information I3. And the safe driving support information SJ1 (for example, image or audio information) is output to the information reproducing apparatus 20A.

(Configuration of Information Providing Device 10A)
The information providing apparatus 10A includes a moving body information acquisition unit 11, a moving body detection device information acquisition unit 12, a signal information acquisition unit 13, a TTC calculation model determination unit 14A, a TTC calculation processing unit 15A, and an information output determination unit 16. .

  The mobile body information acquisition unit 11, the mobile body detection device information acquisition unit 12, and the signal information acquisition unit 13 acquire mobile body information I1, mobile body detection device information I2, and signal information I3 from the communication device 30A. Therefore, the communication device 30A, the mobile body information acquisition unit 11, the mobile body detection device information acquisition unit 12, and the signal information acquisition unit 13 constitute an external information acquisition unit that receives at least the external information I1 to I3.

  The TTC calculation model determination unit 14A, which is a movement model determination unit, is a mobile body information acquisition unit 11, a mobile body detection device information acquisition unit 12, and a mobile body information I1 obtained through the signal information acquisition unit 13, and mobile body detection device information. Based on the contents of I2 and signal information I3, a movement model for TTC calculation is determined, and determination result information RD1 indicating the movement model is output to TTC calculation processing unit 15A. The moving body information I1, the moving body detection device information I2, and the signal information I3 are also output to the TTC arithmetic processing unit 15A together with the determination result information RD1.

  The TTC calculation processing unit 15A performs TTC calculation processing based on the moving body information I1, the moving body detection device information I2, the signal information I3, and the determination result information RD1, and outputs the TTC calculation result RT1 to the information output determination unit 16.

  Based on the TTC calculation result RT1, the information output determination unit 16 determines the content of the safe driving support information notified to the driver, the start and end timing of the output of the safe driving support information, and the safe driving support information based on the determination result SJ1 is output to the information reproducing apparatus 20A.

  The information reproducing device 20A reproduces the content based on the safe driving support information SJ1 by voice output or image display.

  In the first embodiment, the mobile body information I1 included in the communication information TM3 provided from the roadside communication device 3 indicates the position and speed of the oncoming vehicle (the mobile bodies 61 to 6n that are the target mobile bodies) in FIG. Shall be shown.

(Processing outline of the TTC calculation model determination unit 14A)
FIG. 4 is a flowchart showing the movement model determination operation of the TTC calculation model determination unit 14A. Hereinafter, with reference to FIG. 4, the operation of the TTC calculation model determination unit 14A, which is a characteristic part of the information providing apparatus 10A, will be described.

  First, in step S11, the mobile object information I1, the mobile object detection device information I2, and the signal information I3 are acquired from the mobile object information acquisition unit 11, the mobile object detection device information acquisition unit 12, and the signal information acquisition unit 13. The moving body information I1 includes information on the speed and position of the oncoming vehicle (the moving bodies 61 to 6n as the target moving bodies), and the moving body detection device information I2 includes a detection range of the roadside moving body detection device 2. The signal information I3 includes the light color (blue, yellow, red) contents of the traffic light (traffic signal control device 4) installed in the traveling direction of the oncoming vehicle that is the target moving body. .

  Next, in step S12, a moving model (acceleration model, constant velocity model) of the moving body 6 (moving bodies 61 to 6n) is determined based on the moving body information I1, the moving body detection device information I2, and the signal information I3. Then, determination result information RD1 indicating the determined movement model is obtained.

  Thereafter, in step S13, the determination result information RD1 obtained in step S12, the mobile object information I1, the mobile object detection device information I2, and the signal information I3 obtained in step S11 are output to the TTC arithmetic processing unit 15A. Here, there is a risk of collision when a mobile object whose speed and position are instructed by the mobile object information I1 turns right in the vicinity of the intersection center CC when a right turn vehicle 51 that is mounted on the vehicle-mounted safety control device 1A and is passing on the left side. It becomes the object moving body which is the warning object.

(Specific processing contents for determining the behavior of a moving object)
A specific movement model determination method by the TTC calculation model determination unit 14A, which is the process of step S12 of FIG. 4, will be described in detail below.

  The TTC calculation model determination unit 14A is a moving body 6 (target moving body) detected by the road-side moving body detection device 2 and a moving body (virtual body) that is determined to move outside the detection range Ld after a predetermined time Th has elapsed. If the speed of the target moving body is equal to or lower than the reference speed Va at the time when the light color of the traffic light installed in the traveling direction of the target moving body changes from red to blue, The target moving body is determined as an accelerating moving body (acceleration model) that has started moving from a stopped state or a slow running state. It should be noted that the point in time when the traffic light color changes from red to blue is obtained from the signal information I3, and this point corresponds to the timing when the progress of the target moving body is switched from non-permission to permission.

  In other cases, that is, when the light color of the traffic light installed in the traveling direction of the target mobile body detected by the roadside mobile body detection device 2 changes from red to blue, the speed of the target mobile body is the reference speed. When it is larger than Va, it is determined as a moving body (constant speed model) that is traveling at a constant speed at the detected speed (speed indicated by the moving body information I1).

  Hereinafter, the above-described virtual moving body determination method will be described with reference to FIG. In the first embodiment, the predicted position of the collision accident (point P) is the intersection center CC, and the position of the moving body 6 indicated by the moving body information I1 is the relative distance (intersection center CC) with the intersection center CC as the origin (0). It is assumed that the distance after passing is expressed as a distance Ln for moving body position recognition expressed as a negative value).

  Then, it is assumed that the undetected range (distance) Lw of the roadside moving body detection device 2 is included in the moving body detection device information I2 acquired from the moving body detection device information acquisition unit 12. The undetected range Lw is indicated by a relative distance (upstream direction is expressed as a positive value) with the intersection center CC as the origin (0).

  If the distance from the current position of the moving body 6 to the outside of the detection range is defined as an out-of-range reach distance Lh, the out-of-range reach distance Lh is expressed by the following expression (1).

  If the speed of the target mobile body detected by the road-side mobile body detection device 2 is the detected mobile body speed Vn, the distance when the target mobile body travels at the detected mobile body speed Vn at the above-mentioned predetermined time Th for the predetermined speed Th. When the out-of-range reach distance Lh to the outside of the detection range of the moving object is exceeded, the target moving object is determined as a moving object that moves outside the detection range after a predetermined time Th, that is, a virtual moving object.

  As for the predetermined time Th, a predetermined value given in advance from the experiment and the evaluation value is used. However, when the detection delay time Tdh is included in the mobile body detection device information I2, the following equation (2 ), The detection delay time Tdh may be set as the predetermined time Th.

(Scope of movement model judgment processing)
The TTC calculation model determination unit 14A performs the above-described determination process on all of the mobile body information I1 acquired from the mobile body information acquisition unit 11 (a plurality of mobile body information I1 may be acquired). That is, the movement model determination process in step S12 is performed on the moving object information I1 for each of the plurality of (target) moving objects detected within the detection range Ld. Thereafter, the determination result information RD1 indicating the moving model determined as the moving body information I1 is output to the TTC arithmetic processing unit 15A.

  In the above-described determination process of the TTC calculation model determination unit 14A, the determination timing is the time when the light color of the traffic light installed in the traveling direction of the target moving body detected by the roadside moving body detection device 2 changes from red to blue. However, the determination timing may be set within the margin time Ta before and after the time when the light color of the traffic light changes from red to blue. At this time, the margin time Ta uses a predetermined value given in advance from an experiment and an evaluation value. As described above, the timing of switching the progress of the target mobile body from the non-permission to the permission may be set with a margin time Ta.

  Finally, the TTC calculation model determination unit 14A pairs the determination result information RD1 indicating the movement model (acceleration model or constant velocity model) determined based on the moving object information I1 and the moving object information I1 related to the corresponding target moving object. The mobile body detection device information I2 and the signal information I3 acquired in step S11 are notified to the TTC arithmetic processing unit 15A (step S13 in FIG. 4).

(Processing outline of the TTC arithmetic processing unit 15A)
Based on the determination result information RD1 acquired from the TTC calculation model determination unit 14A and the moving object information I1 related to the target moving object corresponding to the determination result information RD1, the TTC calculation processing unit 15A is the target moving object indicated by the moving object information I1. Calculates the predicted arrival time Tp to reach the collision accident occurrence predicted position P.

  FIG. 5 is a flowchart showing the calculation processing contents of the TTC calculation processing unit 15A. Hereinafter, the calculation operation of the TTC calculation processing unit 15A will be described with reference to FIG.

  First, in step S21, the relative distance (collision determination distance Lp) between the moving body 6 and the collision accident occurrence predicted position P (intersection center CC) is calculated.

  In the first embodiment, as described above, the collision accident occurrence predicted position (point P) is the intersection center CC, and the position of the target moving body indicated by the moving body information I1 is relative to the intersection center CC as the origin (0). The distance (the distance after passing through the intersection center CC is expressed as a negative value).

  Therefore, in the first embodiment, the position of the target moving body indicated by the moving body information I1 is equivalent to the collision determination distance Lp as it is (position of the target moving body indicated by the moving body information I1 = collision determination distance Lp).

  Next, in step S22, the predicted arrival time Tp is calculated based on the instruction content (acceleration model or constant speed model) of the determination result information RD1 notified from the TTC calculation model determination unit 14A.

  Specifically, the target moving body of the detected speed Vo determined as an acceleration model by the TTC calculation model determination unit 14A is accelerated to the target speed Vt when passing straight at the intersection with the acceleration α, and reaches the target speed Vt. Thereafter, it is assumed that the vehicle travels at a constant speed at the target speed Vt.

  The above-described detection speed Vo is the speed of the target mobile body obtained from the mobile body information I1, and the target mobile body determined to be a constant speed model travels at a constant speed at the detection speed Vo.

  In the case of the first embodiment, for example, the predicted arrival time Tp of the target moving body determined as the acceleration model is derived by the following equations (3-1) and (3-2). In equation (3-1), the acceleration operation time Tp1 means the time required to accelerate to the target speed Vt, and the constant speed operation time Tp2 is accelerated to the target speed Vt, and then the collision accident occurrence predicted position P point It means time to travel at a constant speed.

  The constant speed operation time Tp2 is the time when the target moving body has not reached the collision accident occurrence predicted position P when the target moving body has accelerated to the target speed Vt (after the acceleration to the target speed Vt is completed, Only when there is a distance that travels at the target speed Vt at the target speed Vt until the accident occurrence predicted position P), it is valid (Tp2> 0).

  At this time, the distance traveled at the target speed Vt at the target speed Vt to the collision accident predicted position P (intersection center CC) is the constant speed travel distance L2, and the required travel distance is accelerated until the target moving body completes the acceleration to the target speed Vt. Assuming the operation distance L1, the constant speed operation time Tp2 is derived from the following formulas (4-1) to (4-3) based on the relative distance Lp (relative distance to the intersection center CC of the target moving body).

  When the target moving body reaches the collision accident occurrence predicted position P during acceleration (Tp2 ≦ 0), Tp2 = 0.

  Further, assuming that the predicted arrival time Tp of the target moving body determined to be a constant speed model is a constant speed operation time Tp3 that is a required time for traveling at the detected speed Vo to the collision accident occurrence predicted position P at a constant speed, the following expression Appears at (5).

  Finally, in step S23, the TTC arithmetic processing unit 15A performs the above arithmetic processing for all the mobile body information I1 notified from the TTC arithmetic model determination unit 14A (a plurality of mobile body information I1 may be notified). ) To obtain TTC calculation results RT1 for all target moving bodies. Thereafter, the TTC calculation processing unit 15A outputs, to the information output determination unit 116, the TTC calculation result RT1 instructing the TTC calculation processing result (the value of the predicted arrival time Tp) for all target moving bodies.

(Processing summary of the information output determination unit 16)
Based on the TTC calculation processing result (the value of the predicted arrival time Tp) indicated by the TTC calculation result RT1 obtained from the TTC calculation processing unit 15A, the information output determination unit 16 determines the collision accident occurrence predicted position P within a predetermined reference time Tx. It is determined whether there is a dangerous vehicle (dangerous vehicle) that reaches the point (in the first embodiment, whether there is an oncoming vehicle (target moving body) that reaches the intersection center CC within the reference time Tx), and there is a dangerous vehicle When doing so, the safe driving support information SJ1 (for example, image or audio information) is output to the information reproducing apparatus 20A. Then, the information reproducing device 20A reproduces the content based on the safe driving support information SJ1 (outputs the existence of the dangerous vehicle by voice or image), thereby approaching the driver of the right turn vehicle 51 equipped with the in-vehicle safety control device 1A. It is possible to alert the presence of dangerous vehicles.

(effect)
In the conventional technique (Patent Document 1), since the operation status of the target mobile body outside the detection range Ld of the road-side mobile body detection device 2 (for example, the acceleration operation described in Embodiment 1) is not considered, the detection range If there is no collision accident predicted position P (intersection center CC) in Ld, it is impossible to accurately obtain the predicted arrival time Tp of the target moving body up to the collision accident predicted position P.

  However, in the first embodiment, it is possible to obtain the predicted arrival time Tp with high accuracy even when the collision accident occurrence predicted position P point (intersection center CC) is outside the detection range Ld. Better than technology.

  As a result, the in-vehicle safety control device 1A according to the first embodiment is not reliable regardless of the detection range of the road-side moving body detection device 2 (although a dangerous target moving body exists but does not exist). No information is sent to the driver), and the driver can be provided with traffic information that enables safe driving.

  The in-vehicle safety control device 1A according to the first embodiment and the TTC calculation model determination unit 14A that is a movement model determination unit perform a movement model (the movement state of the target moving body (the moving body 6 that is an oncoming vehicle) in the undetected range Lw). The information output determination unit 16 outputs safe driving support information SJ1 that finally instructs the degree of collision risk with the moving body 6 at the intersection center CC based on the movement model. Yes.

  Therefore, the safe driving support information SJ1 warns the user of the right turn car 51 equipped with the in-vehicle safety control device 1A with high accuracy of the degree of risk of collision with the target moving body at the intersection center CC existing outside the detection range Ld. The effect which can be done is produced.

  That is, the high accuracy of the collision of the right turn vehicle 51 equipped with the in-vehicle safety control device 1A and operating in the left-hand traffic with the moving body 6 that becomes the oncoming vehicle (target moving body) in the vicinity of the intersection center CC when turning right. Thus, there is an effect that it is possible to warn the user of the vehicle on which the in-vehicle safety control device 1A is mounted.

  Further, the TTC calculation model determination unit 14A according to the first embodiment sets the acceleration model and the constant velocity model as the determination moving models, thereby switching the progress of the moving body 6 that is the target moving body from non-permission to permission. The movement model at the timing can be set with high accuracy.

<Embodiment 2>
The second embodiment is a safe driving support system that considers a deceleration model of a left turn vehicle in addition to the acceleration model and the constant speed model determined in the first embodiment.

  In the first embodiment, when the collision accident occurrence predicted position P (intersection center CC) is outside the detection range Ld of the roadside mobile body detection device 2, the target mobile body (oncoming vehicle) accelerates outside the detection range Ld. Even in this case, the method for estimating the arrival prediction time Tp for the target moving body to reach the collision accident occurrence predicted position P with high accuracy has been described.

  In the second embodiment, contrary to the acceleration model determined in the first embodiment, a TTC calculation model that can also model a deceleration model in which the target moving body (oncoming vehicle) is assumed to decelerate outside the detection range. It has a determination unit 14B and a TTC calculation processing unit 15B.

  FIG. 6 is a block diagram showing a configuration of an in-vehicle safety control device 1B used in the safe driving support system of the second embodiment.

  As shown in the figure, the in-vehicle safety control device 1B includes an information providing device 10B, an information reproducing device 20B, and a communication device 30B. The information providing apparatus 10B includes a road shape information acquisition unit 17 in addition to the configuration units 12 to 16 of 10A of the first embodiment.

  The communication device 30B receives the communication information TM3 from the roadside communication device 3. The communication information TM3 includes road shape information I4. The road shape information I4 means information including the court speed, the intersection center CC position, the number of lanes, the traffic permission direction for each lane (right turn, straight ahead, left turn, etc.), the stop line position, and the like. As shown in FIG. 1, the road shape information I4 is obtained from the central device 5.

  Therefore, in the second embodiment, road shape information I4 is also used in addition to the moving body information I1, the moving body detection device information I2, and the signal information I3.

  The mobile body information acquisition unit 11, the mobile body detection device information acquisition unit 12, the signal information acquisition unit 13, and the road shape information acquisition unit 17 are connected to the mobile body information I1, the mobile body detection device information I2, the signal information I3, and the communication device 30B. Road shape information I4 is acquired. Therefore, an external information acquisition unit that receives at least external information I1 to I4 by the communication device 30B, the mobile body information acquisition unit 11, the mobile body detection device information acquisition unit 12, the signal information acquisition unit 13, and the road shape information acquisition unit 17 is provided. Constitute.

(Specific processing regarding the judgment method of the deceleration model)
(TTC calculation model determination unit 14B)
FIG. 7 is a flowchart showing the operation of the TTC calculation model determination unit 14B. Hereinafter, the movement model determination operation of the TTC calculation model determination unit 14B will be described with reference to FIG.

  First, in step S31, the mobile body information acquisition unit 11, the mobile body detection device information acquisition unit 12, the signal information acquisition unit 13 and the road shape information acquisition unit 17 transmit the mobile body information I1, the mobile body detection device information I2, and the signal information. I3 and road shape information I4 are acquired.

  Next, in step S32, based on the moving body information I1, the moving body detection device information I2, the signal information I3, and the road shape information I4, the movement model (acceleration model, (Constant velocity model, deceleration model) is determined, and determination result information RD2 indicating the determination model is obtained.

  Thereafter, in step S33, the determination result information RD2 obtained in step S32, the mobile body information I1, the mobile body detection device information I2, the signal information I3, and the road shape information I4 obtained in step S31 are output to the TTC calculation processing unit 15B. .

  Hereinafter, the process of step S32 in FIG. 7 will be described in detail. In the TTC calculation model determination unit 14B, the light color of the traffic light installed in the traveling direction of the target mobile body detected by the roadside mobile body detection device 2 can be turned left (when the blue or left turn permission arrow is lit). In addition, when the target moving body is traveling in the left-turn exclusive lane, and is a moving body (virtual moving body) that is determined to move outside the detection range after a predetermined time Th, the target moving body is After the vehicle is decelerated at the deceleration β to the target speed Vt2, the vehicle is determined to turn left at the target speed Vt2 (deceleration model). Note that the virtual mobile body determination method is the same as that of the TTC calculation model determination unit 14A of the first embodiment. In addition, when the light color of the traffic light can be turned to the left, it can be recognized from the signal information I3, and this case is a time zone in which the left turn of the target moving body is permitted.

  In other cases, the movement model determination (acceleration model, constant speed model) is performed in the same manner as the processing of the TTC calculation model determination unit 14A of the first embodiment shown in FIG.

  Therefore, the TTC calculation model determination unit 14B performs the above-described determination processing on all of the mobile body information I1 acquired from the mobile body information acquisition unit 11 (a plurality of movements), like the TTC calculation model determination unit 14A of the first embodiment. The body information I1 and the determination result information RD2 are paired and output to the TTC arithmetic processing unit 15B (corresponding to step S33 in FIG. 7).

  In the second embodiment, the method for determining the case in which the target mobile body is traveling in the left turn exclusive lane corresponds to the travel lane of the target mobile body included in the mobile body information I1 from the road shape information I4. A method based on the information obtained by obtaining the permitted passage direction can be considered.

  For example, when the traveling lane of the target moving body is indicated as the first lane by the moving body information I1, if the road shape information I4 indicates only that the first lane can be turned to the left, the target moving body is The traveling lane can be determined as a left-turn exclusive lane.

(TTC arithmetic processing unit 15B)
Specific processing of the TTC arithmetic processing unit 15B in the second embodiment will be described below.

  The TTC calculation processing unit 15B is other than the process related to the moving body information I1 when the determination result information RD2 of the TTC calculation model determination unit 14B indicates the deceleration model, that is, the determination result information RD2 indicates the acceleration model or the constant velocity model. In this case, the arrival prediction time Tp is obtained in the same manner as the TTC calculation processing unit 15A of the first embodiment.

  Thereafter, the determination result information RD2 from the TTC calculation model determination unit 14B indicates the deceleration model, and the method for deriving the predicted arrival time Tp of the TTC calculation processing unit 15B when the mobile body information I1 associated therewith is notified. Will be described.

  First, a relative distance (collision determination distance Lp) between the target moving body and the predicted collision accident occurrence position P is calculated (corresponding to step S21 in FIG. 5).

  In the second embodiment, the collision accident occurrence predicted position (point P) is set as a stop line SL (see FIG. 2) in front of the target mobile body, and the position of the target mobile body indicated by the mobile body information I1 is based on the intersection center CC as the origin ( 0)) and expressed as a relative distance (distance after passing through the intersection center CC).

  Therefore, the moving body position recognition distance Ln using the moving body position recognition distance Ln indicating the position of the target moving body indicated by the moving body information I1 and the stop line / intersection distance Lcs between the stop line SL and the intersection center CC. A value obtained by subtracting the distance Lcs between the stop line and the intersection is a collision determination distance Lp2 (relative distance between the stop line and the moving body), which is expressed by the following formula (6).

  In the second embodiment, the stop line / intersection distance Lcs between the stop line SL and the intersection center CC uses a predetermined value obtained from experiments and evaluations.

  Next, a predicted arrival time Tp for the target moving body to reach the collision accident occurrence predicted position P (stop line SL) is calculated (corresponding to step S22 in FIG. 5).

  Deceleration β, detection speed Vo of the target mobile body indicated by the mobile body information I1 (initial speed), deceleration time to the target speed Vt2 at the left turn, deceleration time Tp21, deceleration to the target speed Vt2, and then to the stop line The predicted arrival time Tp is derived by the following equations (7-1) and (7-2) using the constant speed time Tp22 that is the time for traveling at the constant speed at the target speed Vt2.

  The constant speed time Tp22 is derived by the following equations (8-1) and (8-2), where a travel distance necessary for the target moving body of the detected speed Vo to decelerate to the target speed Vt2 is a deceleration distance L21. .

  In addition, when the target moving body reaches the collision accident occurrence predicted position P (stop line SL) during deceleration (Tp22 ≦ 0), Tp22 = 0.

  Finally, the TTC arithmetic processing unit 15B performs the above arithmetic processing on all the mobile body information I1 notified from the TTC arithmetic model determining unit 14B (a plurality of mobile body information I1 may be notified). carry out. Thereafter, the TTC calculation processing unit 15B outputs the TTC calculation result RT2 indicating the TTC calculation processing result (the value of the predicted arrival time Tp) for all target moving bodies to the information output determination unit 16 (step S23 in FIG. 5). Equivalent to

  Thereafter, the information output determination unit 16 outputs the safe driving support information SJ2 for notifying the driver to the information reproducing device 20B based on the TTC calculation result RT2. Then, the information reproduction device 20B reproduces the content based on the safe driving support information SJ2 (outputs the existence of the dangerous vehicle by voice or image), thereby approaching the driver of the right turn vehicle 51 equipped with the in-vehicle safety control device 1B. It is possible to alert the presence of dangerous vehicles.

(Supplement: How to get stop line position)
In the second embodiment, the position of the stop line SL from the intersection center CC is based on the absolute coordinate positions (for example, latitude and longitude) of the intersection center CC and the stop line SL from the road shape information I4 acquired from the information providing apparatus 10B. It is assumed that there is a stop line SL at a position away from the intersection center CC by a predetermined distance Lcs. However, when the absolute coordinates (latitude, longitude, etc.) of the target moving body can be acquired, the relative distance Lgps between the stop line and the target moving body calculated from the difference between the absolute coordinates may be directly calculated. To do. In that case, the relative distance Lgps can be used as it is as the relative distance Lp2 in the equation (6).

(effect)
The conventional technique (Patent Document 1) does not consider a moving body model (for example, an acceleration model, a deceleration model, etc.) that takes into account the traveling direction (right turn, straight advance, left turn) of the target mobile body, and thus the collision accident occurs. The arrival predicted time Tp of the target moving body up to the predicted position P could not be obtained accurately.

  However, in the safe driving support system of the second embodiment, it is possible to estimate the arrival time with high accuracy by estimating the operation state (acceleration, deceleration) of the target moving body from the traveling direction (right turn, straight advance, left turn) of the target mobile body. It is superior to the prior art in that Tp can be obtained.

  As described above, the vehicle-mounted safety control device 1B according to the second embodiment is provided with an appropriate timing (dangerous) regardless of the detection range Ld of the road-side moving body detection device 2, similarly to the vehicle-mounted safety control device 1A according to the first embodiment. If the target mobile body exists, the driver is not notified of low-reliability information if it does not exist), and the driver can be provided with traffic information that enables safe driving.

  In addition, the safe driving support system according to the second embodiment has an effect that the accuracy of the predicted arrival time Tp can be increased as much as the deceleration model can be determined as compared with the first embodiment.

  That is, the in-vehicle safety control device 1B according to the second embodiment has an effect that the movement model in the time zone in which the left turn of the target moving body is permitted can be accurately set by setting the deceleration model as the movement model.

  Therefore, the right turn car 51 that is equipped with the in-vehicle safety control device 1B and is operating on the left-hand traffic collides with the moving body 6 (target moving body) that becomes an oncoming vehicle or a left turn vehicle near the stop line SL when turning right. In this regard, it is possible to alert the user of the right turn car 51 equipped with the in-vehicle safety control device 1B with high accuracy.

<Embodiment 3>
In the first embodiment and the second embodiment, the target moving body (an oncoming vehicle or a left turn vehicle) is a safe driving support system in a case where the light color of the front signal indicates that the vehicle can go straight or turn left .

  In the third embodiment, in addition, when the signal ahead of the target moving body indicates that the vehicle cannot pass with respect to the dilemma zone (the distance at which it is unclear whether or not the driver goes straight when the signal changes) ) Has a TTC calculation model determination unit 14C and a TTC calculation processing unit 15C. It describes about the processing of.

  Note that in the case of the in-vehicle safety control device 1C according to the third embodiment based on the configuration of the in-vehicle safety control device 1A shown in FIG. 3, the TTC calculation model determination unit 14A and the TTC calculation processing unit 15A describe the TTC calculation model described below. Except for the point that the determination unit 14C and the TTC calculation processing unit 15C are replaced, the same configuration as the in-vehicle safety control device 1A is exhibited.

  On the other hand, when the in-vehicle safety control device 1C is based on the configuration of the in-vehicle safety control device 1B shown in FIG. 6, the TTC operation model determination unit 14B and the TTC operation processing unit 15B have the TTC operation model determination unit 14C and TTC described below. Except for the point that it is replaced with the arithmetic processing unit 15C, it has the same configuration as the in-vehicle safety control device 1B.

  In the third embodiment, as in the second embodiment, the predicted collision accident occurrence position (point P) is set as the stop line SL (see FIG. 2) in front of the target moving body.

(TTC calculation model determination unit 14C)
A specific mobile body model determination method of the TTC calculation model determination unit 14C in the third embodiment will be described below.

  When the signal ahead of the target mobile body detected by the road-side mobile body detection device 2 has become non-passable (when it becomes red or yellow), the TTC calculation model determination unit 14C A moving body (virtual moving body) that exists at a position that is more than the dilemma deceleration determination distance Lj toward the upstream side from the position of the front stop line SL and is determined to move outside the detection range after a predetermined time Th. In some cases, the target moving body is determined as a moving body (stop model) that decelerates at the deceleration β and stops before the stop line SL. Note that the virtual mobile body determination method is the same as that of the TTC calculation model determination unit 14A of the first embodiment.

  Note that the dilemma deceleration determination distance Lj means a distance defined by a dilemma zone (a distance at which whether or not the driver goes straight when a signal changes). In addition, when the lamp color of the traffic light changes to red or yellow, it is obtained from the signal information I3, and this time corresponds to a time zone in which the progress of the target moving body is not permitted.

  In other cases than the above, the TTC calculation model determination unit 14C moves from the position set by the dilemma deceleration determination distance Lj upstream from the front stop line position to the target movement existing at the position downstream (inside the intersection). For the body movement model, the same processing as that of the TTC calculation model determination unit 14A of the first embodiment or the TTC calculation model determination unit 14B of the second embodiment is performed (step S12 (FIG. 4), step S32 (FIG. 7)). Equivalent to

  A specific method for determining that the moving body 6 detected by the road-side moving body detection device 2 exists at a position separated from the stop line SL at the upstream side by the dilemma deceleration determination distance Lj will be described below.

  When the yellow lighting time of the lamp color information based on the signal information I3 is Y and the response time of the driver is τ, the dilemma deceleration determination distance Lj using the deceleration β of the moving body 6 and the detection speed Vo of the moving body 6 is Satisfies the relationship of Equation (9).

  Therefore, if the relative distance between the mobile body 6 and the predicted collision accident occurrence position P (stop line SL) is a relative distance Lp2, the determination condition of the stop model is that the mobile body 6 is surely reliable from the stop line SL toward the upstream side. Therefore, the relative distance Lp2 satisfies the following equation (10).

  Finally, the TTC calculation model determination unit 14C is the same as the TTC calculation model determination unit 14A of the first embodiment or the TTC calculation model determination unit 14B of the second embodiment. The determination process is performed on all of the information I1 (a plurality of pieces of moving body information I1 may be acquired). After that, the mobile body information I1 and the determination result information RD3 instructing the mobile model related to the mobile body information I1 are output to the TTC arithmetic processing unit 15C (step S13 (FIG. 4) in the first embodiment, step in the second embodiment. S33 (corresponding to FIG. 7)).

(TTC arithmetic processing unit 15C)
Specific processing of the TTC arithmetic processing unit 15C in the third embodiment will be described below.

  The TTC calculation processing unit 15C is the same as the TTC calculation processing unit 15A of the first embodiment or the TTC calculation processing unit 15B of the second embodiment except when the determination result information RD3 from the TTC calculation model determination unit 14C indicates a stop model. The same process (calculation process of arrival prediction time Tp) is performed. Hereinafter, a case where the determination result information RD3 indicates a stop model will be described.

  First, the relative distance (collision determination distance Lp2) between the target mobile body and the predicted collision accident occurrence position P point (stop line SL) is calculated in the same manner as the TTC calculation processing unit 15B of the second embodiment (FIG. 5). Equivalent to step S21).

  Next, a predicted arrival time Tp for the target moving body to reach the collision accident occurrence predicted position P (stop line SL) is calculated (corresponding to step S22 in FIG. 5).

  Specifically, similar to the TTC arithmetic processing unit 15B of the second embodiment, the time Tp31 required for the target moving body at the detection speed Vo to stop at the deceleration β and the target moving body at the detection speed Vo are decelerated. The required stop distance L31 is obtained by the following equations (11-1) and (11-2) using the required stop distance (deceleration required distance) L31 that is a distance required to stop at β.

  When the relative distance Lp2 (see equation (6)), which is the distance between the target moving body and the stop line, is larger than the required stop distance L31 (when L31 <Lp2), the mobile body 6 is relative to the stop line SL. It is assumed that deceleration starts when the distance reaches the required stop distance L31, and before that, it is assumed to move at a constant speed at the detection speed Vo indicated by the moving body information I1.

  In other cases (L31 ≧ Lp2), it is assumed that the moving body 6 is always decelerated at the deceleration β.

  Therefore, when the arrival prediction time Tp is “L31 <Lp2”, the arrival prediction time Tp is the sum of {the time during which the target moving body travels at a constant speed before starting the deceleration} and the required deceleration time (Tp31). From this, it is derived by the following equation (12-1), and when “L31 ≧ Lp2”, the predicted arrival time Tp is derived from the following equation (12-2) because the required deceleration time (Tp31) is obtained. .

  Finally, the TTC arithmetic processing unit 15C performs the above arithmetic processing on all the mobile body information I1 notified from the TTC arithmetic model determining unit 14C (a plurality of mobile body information I1 may be notified). carry out. Thereafter, the TTC calculation processing unit 15C outputs a TTC calculation result RT3, which is a TTC calculation processing result (a value of the predicted arrival time Tp) for all target moving bodies, to the information output determination unit 16 (corresponding to step S23 in FIG. 5). To do).

(effect)
In the conventional technique (Patent Document 1), a specific method for obtaining the predicted arrival time Tp of the target moving body up to the collision accident occurrence predicted position P when the target moving body stops is not shown.

  However, in the third embodiment, as in the second embodiment, the target moving body that stops at the stop line SL (the collision accident occurrence predicted position P point) is accurately extracted, and the stop line of the extracted target moving body is reached. This is superior to the prior art in that it makes it possible to obtain the predicted arrival time Tp.

  As a result, the in-vehicle safety control device 1C according to the second embodiment, as in the first and second embodiments, has an appropriate timing (dangerous mobile object) regardless of the detection range Ld of the road-side mobile object detection device 2. However, if there is no such information, the driver is not notified of low-reliability information), and traffic information that enables safe driving can be provided to the driver.

  In addition, the safe driving support system according to the third embodiment has an effect that the accuracy of the predicted arrival time Tp can be improved as much as the stop model can be determined as compared with the first and second embodiments.

  In other words, the in-vehicle safety control device 1C according to the third embodiment sets the stop model as the movement model, thereby moving at the timing of switching the progress of the moving body 6 (target moving body) that is the oncoming vehicle from permission to disapproval. There is an effect that the model can be set with high accuracy.

<Embodiment 4>
In the first to third embodiments, the collision accident occurrence predicted position (point P) is a fixed position such as the intersection center CC or the stop line SL, but the point P is dynamically changed such as the end position of the preceding vehicle that is traveling. May change. The safe driving support system according to the fourth embodiment also considers the case where the P point changes dynamically.

  FIG. 8 shows a case where the safe driving support system shown in FIG. 1 is applied to a rear-end collision prevention service for notifying a driver of a vehicle (straight-ahead vehicle) that is going straight ahead of the presence or absence of a collision risk with a preceding vehicle. It is explanatory drawing which showed the system configuration typically. That is, the safe driving support system of the fourth embodiment is a system that can provide the rear-end collision prevention service.

(Service application example in Embodiment 4)
In the fourth embodiment, it is assumed that the in-vehicle safety control device 1D is mounted on a straight traveling vehicle 70 that operates on the lane 22 shown in FIG. The overall configuration is the same as the configuration shown in FIG. 1, and the internal configurations of the roadside communication device 3D (corresponding to the roadside communication device 3 in FIG. 1) and the in-vehicle safety control device 1D are the same as in the first to third embodiments. Is different. Details of the roadside communication device 3D and the in-vehicle safety control device 1D will be described later.

  Further, in the safe driving support system of the fourth embodiment, a position at which there is a risk of collision with the preceding vehicle (collision accident occurrence predicted position P point) is the stop line SL or the end of the preceding vehicle. The road-side moving body detection device 2 then detects the detection start offset distance Ldw (corresponding to the undetected range Lw in FIG. 1) from the intersection center CC toward the upstream side (the direction opposite to the traveling direction of the straight vehicle; see FIG. 8). It is assumed that the moving body 6 (moving bodies 61 to 6n) existing in the detection range Ld can be detected from a position far from the position.

  Therefore, in the lane 22 reaching the stop line SL, the undetected range in which the speed and position of the moving body 6 cannot be detected along the traveling direction of the moving body 6 (moving bodies 61 to 6n, 6p) passing through the lane 22. Lw1 (first undetected range), detection range Ld in which the speed and position of the moving body 6 can be detected, and detection start offset distance Ldw (second undetected range Lw) that cannot be detected exist in this order.

  As shown in FIG. 8, the road-side moving body detection device 2 uses the relative distance (with the installation position of the roadside wireless device 3 as the origin (0) as the position of the detected front vehicle (moving body 6) as the target moving body. Expressed as a positive value from the installation position of the roadside wireless device 3 toward the downstream side), and is output to the roadside communication device 3D as mobile body information I1.

  Further, the roadside mobile body detection device 2 outputs information indicating the detected speed of the preceding vehicle (speed (km / h) or speed per second (m / s)) to the roadside communication device 3D as mobile body information I1.

  Further, in the signal information I3 included in the communication information TM4 output from the roadside communication device 3D, the position of the stop line SL where the signal is desired to stop is located downstream of the road where the roadside communication device 3D is installed. (The position at which the lamp indicated by the signal information I3 stops when it is red), and the position of the stop line SL is a relative distance (the downstream direction is a normal value) with the installation position of the roadside communication device 3D as the origin (0). ).

  Similarly, in the road shape information I4 included in the communication information TM4 output from the roadside communication device 3D, the position of the intersection on the downstream side of the road where the roadside communication device 3D is installed (for example, the center of the intersection) And the position of the intersection is indicated by a relative distance (a downstream direction is positive) with the installation position of the roadside communication device 3D as the origin (0).

  It is assumed that the roadside communication device 3D can realize bidirectional communication with the vehicle in real time (for example, communication delay is within 100 msec) in the communication range La immediately below the installation position of the roadside communication device 3D. When the vehicle is equipped with an ETC, an optical beacon vehicle-mounted device, etc., the above-described bidirectional communication is possible even if the vehicle-mounted safety control device 1D is not particularly mounted.

  Hereinafter, the operation of the rear-end collision prevention service by the safe driving support system of the fourth embodiment will be described.

  The rear-end collision prevention service according to the fourth embodiment alerts the driver of a vehicle (for example, a straight-ahead vehicle 70 in FIG. 8) that may collide with a forward moving body (for example, the moving body P in FIG. 8). By prompting, the occurrence of a collision accident between moving bodies traveling in the same direction on the same road (lane 22) is suppressed.

  FIG. 9 is a block diagram showing an internal configuration of the roadside communication device 3D used in the safe driving support system of the fourth embodiment.

  The roadside communication device 3D includes a roadside wireless communication device input unit 31, a mobile body information conversion unit 32, a mobile body information output unit 33, a TTC calculation model determination unit 34, a roadside wireless communication device 35, a roadside device information acquisition unit 38, and a roadside device. An information storage unit 39 is included.

  The roadside device information acquisition unit 38 acquires mobile body information I1, mobile body detection device information I2, signal information I3, road shape information I4, and the like from the roadside mobile body detection device 2, the traffic signal control device 4, and the central device 5.

  The roadside wireless communication device input unit 31 (communication device input unit) acquires uplink information AJ (vehicle ID, travel lane) from the vehicle capable of bidirectional communication when passing through the communication range La.

  The mobile body information conversion unit 32 generates the first virtual mobile body information PM1 based on the uplink information AJ acquired by the roadside wireless communication device input unit 31.

  The TTC calculation model determination unit 34 (communication device mobile body information determination unit) is instructed by the first virtual mobile body information PM1 (based on the signal information I3 and road shape information I4 acquired by the roadside device information acquisition unit 301. The determination result information RD4 is output together with the first virtual moving body information PM1 by determining the movement model (constant speed, deceleration / stop).

  The mobile body information output unit 33 (communication device mobile body information output unit) generates and outputs second virtual mobile body information PM2 based on the determination result information RD4.

  The roadside device information storage unit 39 is notified from the mobile body information I1, the mobile body detection device information I2, the signal information I3, the road shape information I4, and the mobile body information output unit 33 acquired by the roadside device information acquisition unit 38. Second virtual moving body information PM2 is accumulated.

  The roadside wireless communication device 35, with respect to the information providing device 10D of the in-vehicle safety control device 1D, is mobile body information I1, mobile body detection device information I2, signal information I3, road shape information I4, and second virtual mobile body information PM2. The communication information TM4 including is distributed by wireless output.

  FIG. 10 is a block diagram illustrating a configuration of an in-vehicle safety control device 1D that is a characteristic part of the safe driving support system according to the fourth embodiment. The in-vehicle safety control device 1D basically includes the in-vehicle safety control device 1A shown in FIG. 3 and is configured with an additional function.

  As shown in the figure, the in-vehicle safety control device 1D includes an information providing device 10D, an information reproducing device 20D, a communication device 30D, and an in-vehicle sensor device 47.

  The communication device 30D receives the communication information TM4 from the roadside communication device 3D. As described above, the communication information TM4 includes the moving body information I1, the moving body detection device information I2, the signal information I3, and the road shape information I4, and further includes the second virtual moving body information PM2.

  The information providing apparatus 10D acquires the moving body information I1 (for example, the speed and position of the target moving body), the moving body detection apparatus information I2, and the signal information I3 from the communication information TM4 acquired by the information providing apparatus 10D. The system configuration is such that safe driving support information SJ4 (for example, image or audio information) is output to the information reproducing device 20D.

  Note that unlike the other embodiments, the mobile body information acquisition unit 11 also acquires the second virtual mobile body information PM2 from the communication device 30D and outputs the second virtual mobile body information PM2 to the TTC calculation model determination unit 14D.

  The information providing device 10D includes a host vehicle speed information acquisition unit 118 that acquires each of the vehicle speed and position from the in-vehicle sensor device 47 (for example, a vehicle speed pulse generation device or a GPS device), and a host vehicle position information acquisition unit 119. I have. This point is different from the in-vehicle safety control devices 1A to 1C in the first to third embodiments.

  The TTC calculation model determination unit 14D, the TTC calculation processing unit 15D, and the information output determination unit 16D will be described in detail later. The communication device 30D may include a communication function for notifying the roadside communication device 3D of the uplink information AJ (vehicle ID, travel lane).

  FIG. 11 is a flowchart showing the generation / distribution processing of the second virtual mobile body information PM2 by the roadside communication device 3D. Hereinafter, with reference to FIG. 11, the generation / distribution processing of the second virtual mobile body information PM2, which is the operation that becomes the point of the roadside communication device 3D, will be described.

  First, in step S41, communication with the roadside communication device 3D is started in the communication range La and the (target) mobile body on which the communication device for transmitting uplink information AJ such as ETC or optical beacon onboard equipment is installed, and roadside wireless communication is performed. The device input unit 31 acquires the uplink information AJ from the moving vehicle, and outputs the acquired uplink information AJ to the moving body information conversion unit 32.

  Next, in step S42, the mobile body information conversion unit 32 converts the uplink information AJ into the first virtual mobile body information PM1 in step S41, and outputs the first virtual mobile body information PM1 to the TTC calculation model determination unit 34.

  Thereafter, in step S43, the TTC calculation model determination unit 34 determines the movement model (constant speed, deceleration / stop) of the target moving body based on the first virtual moving body information PM1, and supports the determined moving model. The determination result information RD4 is output to the mobile body information output unit 33 in association with the first virtual mobile body information PM1.

  The movement model determination processing near based on the first virtual moving body information PM1 by the TTC calculation model determination unit 34 will be described later.

  And in step S44, the mobile body information output part 33 produces | generates 2nd virtual mobile body information PM2 based on 1st virtual mobile body information PM1 with reference to determination result information RD4, and roadside radio | wireless communication apparatus ( Output to the output unit) 35.

  Finally, in step S45, the roadside wireless communication device 35 receives information including the mobile body information I1, mobile body information I1, signal information I3, etc. acquired by the roadside apparatus information acquisition unit 38, or the mobile body information output unit 33. The second virtual mobile body information PM2 acquired by is sequentially distributed. As a result, the vehicle equipped with the in-vehicle safety control device 1D can receive the communication information TM4 from the roadside communication device 3D by the communication device 30D.

  Note that the information acquired by the roadside device information acquisition unit 38 (for example, the moving body detection device information I2, the signal information I3, the signal information I3, and the road shape information I4 used in the first to third embodiments described above). Etc.) is stored in the roadside device information storage unit 39, and the information stored in each of the mobile body information conversion unit 32, the TTC calculation model determination unit 34, and the mobile body information output unit 33 can be referred to.

  Moreover, the roadside apparatus of the roadside communication apparatus 3D from the roadside mobile body detection apparatus 2 only in that the first virtual moving body information PM1 and the second virtual moving body information PM2 described above are generated in the roadside communication apparatus 3D. Unlike the mobile information I1 input to the information acquisition unit 38, the information message format (format) is the same between the mobile information I1 and the first and second virtual mobile information PM1 and PM2.

  A method for converting the uplink information AJ acquired by the mobile unit information conversion unit 32 at the roadside wireless communication device input unit 31 into the first virtual mobile unit information PM1 in step S42 described above will be specifically described below.

  In the fourth embodiment, in principle, the uplink information AJ described above includes only the vehicle ID and the traveling lane, and does not include the speed and position of the target moving body.

  Here, in the fourth embodiment, as described above, the position of the moving body is a relative distance with the origin in the vicinity of the position of the roadside communication device 3D (0) (from the installation position of the roadside communication device 3D to the downstream side). Value expression).

  The mobile body information conversion unit 32 determines the speed of the target mobile body provided with the communication device for transmitting the uplink information AJ that has notified the roadside communication device 3D of the uplink information AJ acquired by the roadside wireless communication device input unit 31. It is set as the set moving body speed Vd of the road on which the target moving body included in the shape information I4 is traveling. That is, the mobile body information conversion unit 32 performs a conversion process to the first virtual mobile body information PM1 with the reception of the uplink information AJ from the target mobile body as a trigger.

  As described above, with respect to the position of the target mobile body that communicated the uplink information AJ, the coordinate axis (with the vicinity of the installation position of the roadside communication device 3D as the origin (“0”) and the traveling direction of the target mobile body as positive ( x) indicates the position of the moving body, and the uplink information AJ can be acquired from the installation position of the roadside communication device 3D by the communication range La just before the moving direction of the target moving body (that is, x = −La). (See FIG. 8).

  At this time, when the roadside wireless communication device input unit 31 of the roadside communication device 3D acquires the uplink information AJ and notifies the mobile information conversion unit 32 of the time, it is defined as the uplink information transmission time Td. The moving body position (distance) Lm, which is the initial position of the target moving body, is obtained by the following equation (13).

  The mobile body information conversion unit 32 converts the uplink information AJ into the first virtual mobile body information PM1 (set mobile body speed Vd, mobile body position Lm) by performing the above-described calculation, and the first virtual body information PM1. The mobile body information PM1 is output to the TTC calculation model determination unit 34.

  Next, the determination process of the movement model of the target moving body indicated by the first virtual moving body information PM1 by the TTC calculation model determination unit 34 in step S43 described above will be specifically described below.

  When the first virtual mobile body information PM1 is input, the TTC calculation model determination unit 34 determines that the content of the signal information I3 acquired by the roadside device information acquisition unit 38 is the traveling direction of the first virtual mobile body information PM1. When the signal installed in the button indicates that the lamp color is “(1) Go straight ahead”, the calculation is as follows.

  That is, it is determined that the moving body indicated by the first virtual moving body information PM1 travels at a constant speed at the set moving body speed Vd, and the determination result information RD4 indicating the determination result (constant speed model) and the first virtual moving body information PM1 The mobile body information PM1 is associated and output to the mobile body information output unit 33.

  On the other hand, when the signal information I3 indicates that the signal has a lamp color of “(1) Non-straight forward”, the calculation is performed as follows.

  That is, the target moving body indicated by the first virtual moving body information PM1 stops at the deceleration / stop position (in the fourth embodiment, the stop line SL in FIG. 8) in the traveling direction of the target moving body. And the determination result information RD4 indicating the determination result (deceleration / stop model) and the first virtual moving body information PM1 are associated with each other and output to the moving body information output unit 33. The determination result information RD4 includes information related to the deceleration / stop position.

  Finally, specific processing contents of the generation processing of the second virtual moving body information PM2 in the moving body information output unit 33 in step S44 described above will be described.

  First, Te = “0” is set as the time when the moving body information output unit 33 acquires the first virtual moving body information PM1 from the TTC calculation model determination unit 34.

  Here, assuming that the position L (Te) of the target mobile body indicated by the first virtual mobile body information PM1 at time Te, the mobile body information output unit 33 receives the determination result information input from the TTC calculation model determination unit 34. When the RD 4 indicates “(1) constant velocity model”, the position L (Te) is calculated by the following equation (14).

  Further, assuming that the time required for the target moving body determined to be the constant velocity model to reach the stop line SL is the arrival prediction time Tp, it is expressed by the following equation (15).

  When the position L (Te) of the target moving body obtained by the equation (14) is within the undetected range Lw1 (first undetected range) shown in FIG. In (Te) <Lw ”, the position L (Te) of the virtual moving body is updated periodically (for example, at a cycle of 100 msec) with the value calculated according to the equation (15), and information indicating the updated value is set in the second The virtual mobile body information PM2 is generated and included in the communication information TM4 via the roadside wireless communication device 35, and is wirelessly output to the information providing device 10D of the in-vehicle safety control device 1D.

  On the other hand, when the determination result information RD4 input from the TTC calculation model determination unit 34 indicates “in the case of a deceleration / stop model”, the moving body information output unit 33 performs the calculation as follows.

  That is, the target moving body indicated by the first virtual moving body information PM1 starts decelerating at the deceleration β and then stops at the deceleration / stop position at the deceleration (the stop line SL in FIG. 8 in the fourth embodiment). Assuming that the distance required for stopping is the braking distance L41 and the time required for stopping at the deceleration β is the time Tp41, the same as equations (11-1) and (11-2) used in the third embodiment. Are expressed by the following equations (16-1) and (16-2).

  Therefore, when the position of the target moving body is “L (Te) ≦ Ls−L41”, it is assumed that the target moving body travels at a constant speed at the set moving body speed Vd, and the position of the target moving body is the same as the above-described constant speed model. If the position of the target moving body is “L (Te)> Ls−L41”, it is handled as starting deceleration at the speed β.

  That is, assuming that the time when deceleration starts is time Tp42 and the time when the target moving body reaches the stop line is time Tp, the time Tp42 is obtained by the following equation (17).

  Since the time Tp42 is equivalent to the time during which the detected target moving body continues the constant velocity motion until the deceleration starts, the predicted arrival time Tp is expressed by the following equation (18).

  At this time, the position L (Te) of the moving vehicle can be obtained by the following equations (19-1) and (19-2) based on the magnitude relationship between the time Te and the deceleration start time Tp42. Equation (19-1) is the same as Equation (14).

  When the position of the target moving body is within the undetected range Lw1 in FIG. 8, that is, when “L (Te) <Lw1”, the moving body information output unit 33 periodically (for example, 100 msec period) Second virtual moving body information PM2 in which the position of the virtual moving body information PM1 is updated with the values calculated according to the above equations (19-1) and (19-2), and the roadside wireless communication device 35 is generated. And wirelessly output to the information providing apparatus 10D of the in-vehicle safety control apparatus 1D.

  To be precise, the roadside wireless communication device 35 outputs information including moving body information I1, moving body detection device information I2, signal information I3, and road shape information I4 obtained from the roadside device information acquisition unit 38, and moving body information output. The communication information TM4 combined with the second virtual mobile body information PM2 obtained from the unit 33 is wirelessly output to the in-vehicle safety control device 1D.

  Next, specific processes of the TTC calculation model determination unit 14D and the TTC calculation processing unit 15D of the in-vehicle safety control device 1D that has received the second virtual moving body information PM2 will be described.

(Processing outline of the TTC calculation model determination unit 14D)
The TTC computation model determination unit 14D selects the second virtual mobile body information PM2 generated by the roadside communication device 3D to be received and the mobile body information I1 generated by the roadside mobile body detection device 2 as a target movement to be calculated. It is determined based on whether or not the body position exists in the undetected range Lw1 included in the moving body detection device information I2.

  That is, in FIG. 8, when the position L of the target moving body is “(1) L ≧ Li-Ldw-Ld”, the moving body information I1 (= detection range Ld and detection start) generated by the roadside mobile body detection device 2 If the target mobile body within the offset distance Ldw is selected and “(2) L <Li-Ldw-Ld”, the second virtual mobile body information PM2 (= within the undetected range Lw1) generated by the roadside communication device 3D Target mobile object). Then, the TTC calculation model determination unit 14D performs model determination processing based on the selected moving body information (second virtual moving body information PM2 or moving body information I1).

  In the case of (1) above, the TTC calculation model determination unit 14D performs the same movement model determination process as the TTC calculation model determination units 14A and 14B of the first to third embodiments, and selects determination result information. In the case of (2) above, RD1S is output, and the movement model process similar to that of the TTC calculation model determination unit 34 of the fourth embodiment is performed, and the selection determination result information RD1S for instructing the constant speed model or the deceleration / stop model. Is output.

  Note that the detection start offset distance Ldw (second undetected range) in FIG. 8 relates to the target moving body determined to be within the detected range Ld in the above (1), the undetected range Lw (first to third embodiments). It has substantially the same meaning as that shown in FIG.

(Process outline of the TTC arithmetic processing unit 15D)
Specific processing of the TTC arithmetic processing unit 15D in the fourth embodiment will be described below. In the fourth embodiment, the collision accident occurrence predicted position P is the stop line SL.

  When the selection determination result information RD1S notified from the TTC calculation model determination unit 14D is obtained based on “(1) moving body information I1 generated by the roadside moving body detection device 2”, the first to first embodiments. 3, the time required for the target moving body to reach the stop line SL (estimated arrival time Tp) is calculated (formula (3-2), formula (5), formula (7-2), (See equations (12-1) and (12-2)). Then, the TTC calculation result RT4 instructing the predicted arrival time Tp is output to the information output determination unit 16.

  However, in the first embodiment, since the collision accident occurrence predicted position P is the intersection center CC, the collision determination distance Lp indicated by the mobile object information I1 in the first embodiment is stopped in the same manner as in the second embodiment. It is necessary to change to the line standard.

  That is, it is necessary to use the collision determination distance Lp2 (relative distance between the stop line and the target moving body) obtained from Expression (6) as the collision determination distance Lp in the first embodiment.

  Note that the distance Lcs between the stop line and the intersection in Equation (6) is equivalent to (Li−Ls) in FIG.

  On the other hand, when the selection determination result information RD1S notified from the TTC calculation model determination unit 14D is obtained based on “(2) the second virtual mobile body information PM2 generated by the roadside communication device 3D”, the TTC calculation model determination unit When the determination of the moving model of the target moving body is determined as a constant speed model in 14D, the equation (15) is used. When the determination is made as the deceleration / stop model, the equation (18) is used. A predicted arrival time Tp is calculated. Then, the TTC calculation result RT4 instructing the predicted arrival time Tp is output to the information output determination unit 16.

(Outline of processing of information output determination unit 16D)
Whether the information output determination unit 16D has a risk that the host vehicle collides with a vehicle ahead from the TTC calculation processing result (value of the predicted arrival time Tp) RT4 of the target moving body notified from the TTC calculation processing unit 15D. If there is a possibility of rear-end collision, safe driving support information (for example, image or audio information) SJ4 is output to the information reproducing device 20D, and the information reproducing device 20D reproduces the safe driving support information SJ4. To alert the driver to the vehicle ahead.

  At this time, a specific method for determining whether or not the own vehicle (for example, the straight traveling vehicle 70 in FIG. 8) collides with the preceding vehicle (for example, the moving body 6p in FIG. 8) in the information output determination unit 16D is described below. To do.

  The information output determination unit 16D first acquires the position Lo and the detected speed Vo of the own vehicle from the own vehicle speed information acquisition unit 118 and the own vehicle position information acquisition unit 119, respectively.

  At this time, it is assumed that the position of the own vehicle is represented with the installation position of the roadside communication device 3D as the origin, similarly to the moving body information I1 and the second virtual moving body information PM2.

  Therefore, the required time Tx for the host vehicle to reach the stop line SL is expressed by the following equation (20).

  The case where the own vehicle has a risk of colliding with the preceding vehicle is a case where the own vehicle may catch up with the preceding vehicle. That is, when there is a forward vehicle that satisfies “Tx ≦ Tp”, it is determined that there is a risk that the own vehicle may collide with the forward vehicle.

  When the position and speed of the target mobile body are included in the uplink information AJ in step S42 described above, the first virtual movement in which the mobile body information conversion unit 32 generates the position and speed included in the uplink information AJ. You may utilize as a value of the position and speed of body information PM1.

  In the fourth embodiment described above, the collision accident occurrence predicted position P point is the stop line SL. However, when the traveling direction signal indicates that the vehicle cannot travel straight, such as red, it may be the stop position of the forward moving body.

  FIG. 12 is an explanatory diagram for explaining how to obtain the stop position of the forward moving body. As shown in the figure, when there are N moving bodies (assumed to be four here) in the traveling direction of the moving body 6p (moving body P), the stop position SM of the moving body 6 is the stop line SL. Is assumed to be located upstream of the road (opposite to the traveling direction of the moving body) by a distance of the assumed vehicle length Lv × N of the moving body (= stop line offset distance Ls_offset). That is, the stop position SM, which is a variable stop position based on the last position of the target moving body in the detection range Ld, is set as the collision accident occurrence predicted position P point.

  At this time, in the TTC arithmetic processing unit 15D, the position of the target moving body is represented by a relative distance from the stop line SL (relative distance Lp2 in FIG. 12), and the required time for the target moving body to reach the stop line (estimated arrival time). Tp) is calculated, but the time required for the target moving body to reach the stop position (predicted arrival time Tp) is calculated by expressing the position of the target moving body by the relative distance Lp3 from the stop position SM. The relative distance Lp3 between the target moving body and the stop position is expressed by the following equation (21).

  Further, when the number of target moving bodies existing in the traveling direction is unknown, the stop line offset distance Ls_offset described above may be a predetermined value obtained in advance by an evaluation experiment.

  The case where the number of target moving bodies existing in the traveling direction is unknown is, for example, the detection of the road-side moving body detection device 2 included in the moving body detection device information I2 acquired by the moving body detection device information acquisition unit 12. This refers to a case where accuracy (for example, detection probability of a target mobile body, when 10 target mobile bodies are present in a detection range, and detection of 5 mobile stations is 50%, etc.) is low.

(effect)
In the above-described first to third embodiments, the collision accident occurrence predicted position (point P) is arranged downstream of the detection range Ld of the road-side moving body detection device 2 (the traveling direction of the detected target moving body). Therefore, before a dangerous event occurs, that is, before a possibility of a collision occurs, a dangerous vehicle that may possibly collide is detected in advance.

  However, when a dangerous vehicle as shown in FIG. 8 or FIG. 12 exists ahead, the presence is not detected until the dangerous vehicle enters the detection range Ld of the road-side moving body detection device 2, for example, When the distance between the dangerous vehicle and the vehicle is not sufficient, after the presence of the dangerous vehicle ahead is detected by the roadside mobile body detection device 2, the vehicle-mounted safety control devices 1A to 1C alert the driver, There are cases where danger cannot be avoided reliably.

  In addition, although the predicted position of the collision accident (point P) is a predetermined fixed position such as the intersection center CC or the stop line SL, it is considered that it changes dynamically such as the position of the tail of the vehicle ahead while traveling. Therefore, for example, when the signal is red, the time to reach the position of the preceding vehicle cannot be accurately calculated, and the driver cannot be notified of the possibility of a collision with the preceding vehicle at an appropriate timing.

  However, in the safe driving support system of the fourth embodiment, in the roadside communication device 3D, when the collision accident occurrence predicted position P point moves outside the detection range Ld described above (that is, the target movement to the undetected range Lw1 in FIG. 8). Even when the body is present), it is possible to estimate the position of the predicted position of the collision accident (point P) and distribute it to the vehicle, and in the in-vehicle safety control device 1D, while considering the signal information I3 It is superior to the first to third embodiments in that the stop position SM based on the rearmost position of the vehicle is estimated and the possibility of collision with the forward moving body is determined.

  As a result, the safe driving support system according to Embodiment 4 provides safe driving support to the driver at an appropriate timing (there is no alert to the driver when there is a vehicle that has a risk of rear-end collision). Realize that.

  As described above, the in-vehicle safety control device 1D in the safe driving support system according to the fourth embodiment uses the TTC calculation model determination unit 14D to detect the vehicle 6 of the vehicle ahead in the detection start offset distance Ldw (second undetected range). An information output determination unit 16D determines safe movement support information SJ4 that determines a travel model that is an operation status, and finally instructs the degree of collision risk with a preceding vehicle near the stop line SL or stop position SM based on the travel model. Is output.

  Therefore, even if the preceding vehicle exists outside the detection range Ld, the user of the straight-ahead vehicle 70 equipped with the in-vehicle safety control device 1D can be warned with high accuracy even if the preceding vehicle exists outside the detection range Ld. There is an effect.

  Furthermore, the roadside communication device 3D in the safe driving support system according to the fourth embodiment uses the TTC calculation model determination unit 34 to determine the movement model that is the operation status of the preceding vehicle in the undetected range Lw1 (first undetected range). The communication information TM4 including the second virtual moving body information PM2 indicating the virtual position of the preceding vehicle in the undetected range Lw1 based on this movement model is transmitted to the in-vehicle safety control device 1D.

  Therefore, based on the in-vehicle safety control device 1D and the second virtual moving body information PM2, by recognizing the virtual position of the preceding vehicle in the undetected range Lw1, the degree of collision risk with the preceding vehicle is obtained with higher accuracy. be able to.

  That is, there is an effect that it is possible to warn a user of the straight traveling vehicle 70 with high accuracy with respect to a collision with a target moving body that is a vehicle ahead of the straight traveling vehicle 70 equipped with the in-vehicle safety control device 1D.

  In addition, since the TTC calculation model determination unit 34 is only triggered by the reception timing of the uplink information AJ, it uses a transmission signal from a communication device having a high degree of spread such as an ETC or an on-vehicle optical beacon as an uplink signal. It can be expected that the uplink information AJ is obtained from almost all the mobile bodies 6.

  Furthermore, the safe driving support system according to the fourth embodiment uses the stop position SM based on the rearmost position of the preceding vehicle in the detection range Ld as a parameter, thereby providing higher accuracy with respect to the collision with the preceding vehicle that is the target moving body. Thus, there is an effect that it is possible to warn the user of the straight traveling vehicle 70 equipped with the in-vehicle safety control device 1D.

  1, 1A-1D In-vehicle safety control device, 2 Roadside mobile body detection device, 3, 3D Roadside communication device, 4 Traffic signal control device, 5 Central device, 10A, 10B, 10D Information providing device, 11 Mobile body information acquisition unit, DESCRIPTION OF SYMBOLS 12 Mobile body detection apparatus information acquisition part, 13 Signal information acquisition part, 14A, 14B, 14D TTC calculation model determination part, 15A, 15B, 15D TTC calculation processing part, 16, 16D Information output determination part, 17 Road shape information acquisition part , 20A, 20B, 20D information reproducing device, 30A, 30B, 30D communication device, 47 on-vehicle sensor device, 48 own vehicle speed information acquisition unit, 49 own vehicle position information acquisition unit.

Claims (10)

A vehicle-mounted safety control device that is mounted on a vehicle and warns of the danger of a collision with a target moving body that is a moving target to be warned at a predetermined predicted position,
In a lane that reaches the predetermined predicted position, there are a detection range in which the speed and position of the target moving body can be detected and a non-detection range in which it cannot be detected along the traveling direction of the target moving body passing through the lane. Present in the order of the detection range and the non-detection range,
Mobile object information indicating the moving speed and position of the target moving object in the detection range, moving object detection related information indicating the detection range, and signal information indicating information related to a traffic signal applied to the target moving object; An external information acquisition unit that receives from a predetermined communication device;
Based on the mobile object information, the mobile object detection-related information, and the signal information, a mobile model determination unit that determines a mobile model that is an operation status of the target mobile object in the undetected range;
Based on the movement model and the moving body information, an arithmetic processing unit that calculates a predicted arrival time of the target moving body at the predetermined predicted position;
An information output determination unit that outputs safe driving support information that instructs a degree of collision risk with the target moving body at the predetermined predicted position based on the predicted arrival time;
In-vehicle safety control device. The in-vehicle safety control device according to claim 1,
The movement model includes an acceleration model in which the target moving body operates at an acceleration, and a constant speed model in which the target moving object operates at a constant speed
The movement model determination unit is configured so that the signal information indicates the progress of the target moving body in a situation where the target moving body currently exists in the detection range and is expected to reach the undetected range after a predetermined time has elapsed. At the timing of switching from non-permission to permission, based on the speed indicated by the moving body information, determine either the acceleration model or the constant speed model,
In-vehicle safety control device. An in-vehicle safety control device according to claim 2,
The movement model further includes a deceleration model in which the target moving body operates by decelerating,
The lane includes a left turn lane,
The external information acquisition unit further receives road shape information including information from which the presence or absence of the left turn lane can be determined from the predetermined communication device,
The movement model determination unit further considers the road shape information, and the target moving body operates the left turn exclusive lane, and the target moving body is present in the detection range at the present time, and the unrecognized moving body is not In a situation where it is assumed that the detection range is reached, the signal information is determined to be the deceleration model in a time zone in which the target moving body is allowed to turn left.
In-vehicle safety control device. The in-vehicle safety control device according to claim 2 or claim 3,
The movement model further includes a stop model for operating the target moving body to decelerate and stop,
The movement model determination unit is present at the current detection range within the detection range at a distance greater than or equal to the dilemma deceleration determination distance defined by the dilemma zone within the detection range, and enters the undetected range after a predetermined time has elapsed. Under the condition assumed to reach, the signal information is determined to be the stop model in a time zone during which the target mobile object is not allowed to travel,
In-vehicle safety control device. An in-vehicle safety control device according to claim 1 or claim 2,
The predetermined predicted position includes an intersection center position;
The collision with the target moving body includes a collision with the target moving body that becomes an oncoming vehicle in the vicinity of the intersection center position when the vehicle equipped with the in-vehicle safety control device and operating on the left-hand traffic turns right. ,
In-vehicle safety control device. The in-vehicle safety control device according to claim 1, claim 3 or claim 4,
The predetermined predicted position includes a stop line position of the target moving body at the time of no travel permission provided on the upstream side in the traveling direction of the target moving body from an intersection,
The collision with the target moving body includes a collision with the target moving body that is an oncoming vehicle in the vicinity of the stop line when the vehicle equipped with the in-vehicle safety control device and operating in left-hand traffic turns right,
In-vehicle safety control device. A vehicle-mounted safety control device that is mounted on a vehicle and warns of the danger of a collision with a target moving body that is a moving target to be warned at a predetermined predicted position;
In a communication range on the lane including the predetermined predicted position, a communication device capable of receiving uplink information from the target mobile unit, and
In the detection range on the lane including the predetermined predicted position, the speed and position of the target moving body are detected, and the moving body information indicating the detected speed and position of the target moving body and the movement indicating the detection range are detected. A roadside mobile body detection device capable of outputting body detection related information,
In the lane including the predetermined predicted position, along the traveling direction of the target moving body passing through the lane, the communication range and a first undetected range where the speed and position of the target moving body cannot be detected; The detection range and the second undetected range where the speed and position of the target moving body cannot be detected are the communication range, the first undetected range, the detected range, and the second undetected range. Exist in order,
The communication device
A communication device input unit for receiving the uplink information;
A communication device that receives signal information instructing information related to a traffic signal applied to the target moving body in the first undetected range, and that receives the moving body information and the moving body detection related information from the roadside moving body detection device External information acquisition unit for
Based on the uplink signal and the signal information, a communication device movement model determination unit that determines a movement model that is an operation status of the target moving body in the first undetected range;
Based on the movement model, the virtual position of the target moving body in the first undetected range is calculated, virtual moving body information indicating the virtual position is transmitted, the signal information, the moving body information, and A mobile device information output unit for a communication device that transmits the mobile body detection related information,
The in-vehicle safety control device is
An external information acquisition unit that receives the mobile object information, the mobile object detection-related information, the signal information, and the virtual mobile object information from the communication device;
Based on the moving body information, the virtual moving body information, the moving body detection related information, and the signal information, a moving model determination unit that determines a moving model that is an operation status of the target moving body in the second undetected range. When,
Based on the movement model and the moving body information, an arithmetic processing unit that calculates a predicted arrival time of the target moving body at the predetermined predicted position;
An information output determination unit that outputs safe driving support information that instructs a degree of collision risk with the target moving body at the predetermined predicted position based on the predicted arrival time;
Safe driving support system. A safe driving support system according to claim 7,
The movement model determination unit for the communication device is
Assuming that the target mobile body that has transmitted the uplink signal triggered by the reception timing of the uplink signal by the communication device input unit is operating at a predetermined speed, the movement model is based on the signal information. Determine
Safe driving support system. A safe driving support system according to claim 7 or claim 8,
The predetermined predicted position includes a stop line position of the target moving body at the time of no travel permission provided on the upstream side in the traveling direction of the target moving body from an intersection,
The collision with the target moving body includes a collision with the target moving body that is a vehicle ahead of a vehicle equipped with the in-vehicle safety control device in the vicinity of the stop line.
Safe driving support system. A safe driving support system according to claim 7 or claim 8,
The predetermined predicted position includes a variable stop position based on the last position of the target moving body in the detection range,
The collision with the target moving body includes a collision with the target moving body that is a vehicle ahead of a vehicle equipped with the on-vehicle safety control device in the vicinity of the variable stop position.
Safe driving support system.

Images