JP2012088964A - Device for preventing vehicle from suffering rear-end collision - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device and a method for preventing a vehicle from suffering a rear-end collision that can prevent the subject vehicle from getting rear-ended by a following vehicle without making a driver of the following vehicle feel unnecessarily troublesome.SOLUTION: A device for preventing a vehicle from suffering a rear-end collision prevents the subject vehicle from getting rear-ended by a following vehicle. The device includes: rear-end collision suffering possibility determining means for determining the possibility of the subject vehicle getting rear-ended by the following vehicle; deceleration operation possibility determining means for determining the possibility of the subject vehicle's driver performing deceleration operation; and attention attracting means for performing to attract the attention of the following vehicle's driver based on the possibility of the rear-end collision determined by the rear-end collision suffering possibility determining means. The attention attracting means, when it is determined by the deceleration operation possibility determining means that there is a high possibility of the subject vehicle's driver performing deceleration operation, performs to attract the attention in earlier timing than the case when it is determined that there is a low possibility of the subject vehicle's driver performing the deceleration operation.

Description

  The present invention relates to a rear-end collision preventing device that prevents a rear-end vehicle from colliding with the own vehicle, and more specifically, a rear-end collision preventing device that prevents a rear-end vehicle from colliding with the own vehicle by alerting the subsequent vehicle. And the technical field of the method.

  Conventionally, an apparatus for reducing damage when a rear-end vehicle collides is developed.

  For example, in the rear-end collision safety device disclosed in Patent Document 1 (hereinafter referred to as Conventional Technology 1), the following is based on the deceleration of the own vehicle and the predicted time until the subsequent vehicle collides with the own vehicle. It is determined whether or not the vehicle may collide with the host vehicle. And in the said prior art 1, when it determines with a succeeding vehicle having a possibility of colliding with the own vehicle, in preparation for the rear-end collision to the own vehicle by a succeeding vehicle, the to-be-compacted safety device with which the own vehicle was equipped is operated. .

JP 2008-120228 A

  However, in the above prior art 1, in order to determine the possibility that the following vehicle will collide with the own vehicle based on the deceleration of the own vehicle or the like, if the following vehicle approaches before the own vehicle decelerates, the following collision occurs. The timing for predicting may be delayed. When the timing for predicting the rear-end collision is delayed, the timing for operating the rear-end collision safety device provided in the host vehicle is delayed, and as a result, the effect of the rear-end collision safety device may not be sufficiently obtained.

  Therefore, it is necessary to alert the driver of the following vehicle early and prevent the rear vehicle from colliding with the own vehicle. On the other hand, since unnecessary unnecessary alerting causes the driver of the following vehicle to feel unnecessary annoyance, it is required to alert only when necessary.

  In order to solve the above problems, the object of the present invention is to predict deceleration of the host vehicle, and alert the driver of the following vehicle early only when necessary based on the prediction. An object of the present invention is to provide a rear-end collision prevention device that can prevent a driver from feeling unnecessary troublesomeness and prevent a rear-end vehicle from colliding with a host vehicle.

In order to achieve the above object, the present invention has the following features.
A first aspect of the present invention is a collision-preventing device for preventing a rear-end vehicle from colliding with a host vehicle, wherein the target vehicle has a rear-end collision possibility determination unit that determines a possibility that the host vehicle will collide with the subsequent vehicle. Based on the possibility of the deceleration operation determined by the deceleration operation possibility determination means for determining the possibility that the driver of the host vehicle performs the deceleration operation and the collision possibility determination means, the driver of the following vehicle is alerted. A warning means for performing the warning, and the warning means for determining whether the driver of the host vehicle is likely to perform a deceleration operation by the deceleration operation possibility determination unit. Attention is given at an earlier timing than when it is determined that the driver is unlikely to perform a deceleration operation.

  A second invention is an invention subordinate to the first invention, wherein the deceleration operation possibility determination means includes object information acquisition means for acquiring information of an object existing in the traveling direction of the host vehicle. And the possibility of the driver of the host vehicle performing a deceleration operation based on the information on the object.

  A third invention is an invention dependent on the second invention, wherein the deceleration operation possibility determination means calculates a time until the own vehicle reaches the object as an arrival margin time. A margin time calculation means is provided, and the possibility of the driver of the host vehicle performing a deceleration operation is determined based on the arrival margin time.

  A fourth invention is an invention subordinate to the second or third invention, wherein the object is an obstacle to the host vehicle.

  A fifth invention is an invention subordinate to the fourth invention, wherein the obstacle is a preceding vehicle existing in a traveling direction of the host vehicle.

  A sixth invention is an invention dependent on the second or third invention, wherein the object information acquisition means acquires information relating to a road on which the host vehicle travels, and the deceleration operation possibility determination means. Is characterized by determining the possibility that the driver of the host vehicle will perform a deceleration operation based on the information on the road.

  A seventh invention is an invention subordinate to the sixth invention, wherein the information about the road on which the host vehicle travels is information on a temporary stop of the road on which the host vehicle is traveling, and the host vehicle is traveling It is characterized in that it is at least one piece of information among the information on the road curve.

  An eighth invention is an invention subordinate to any one of the second, third, sixth, and seventh inventions, wherein the object information obtaining means obtains infrastructure information of a road on which the host vehicle travels. The deceleration operation possibility determination means determines the possibility that the driver of the host vehicle will perform a deceleration operation based on the infrastructure information.

  A ninth invention is an invention subordinate to the eighth invention, wherein the infrastructure information includes a distance to a traffic signal existing in a traveling direction of the host vehicle, a display of the traffic signal, and a timing at which the display of the traffic signal is switched. Among these, at least one piece of information is characterized.

  A tenth aspect of the present invention is a method for preventing a collision to be followed by a collision of a succeeding vehicle with the own vehicle, and a collision possibility determination step for determining a possibility that the own vehicle will collide with the succeeding vehicle; The driver of the following vehicle is alerted to the driver of the succeeding vehicle based on the possibility of the deceleration operation determined by the deceleration operation possibility determination step for determining the possibility that the driver of the host vehicle performs the deceleration operation and the collision possibility determination step. An alerting step to be performed, and the alerting step includes a step of determining whether the driver of the host vehicle is likely to perform a deceleration operation in the deceleration operation possibility determining step. Attention is given at an earlier timing than when it is determined that the driver is unlikely to perform a deceleration operation.

  According to the present invention, it is unnecessary for the driver of the following vehicle by predicting deceleration of the own vehicle and alerting the driver of the following vehicle early only when necessary based on the prediction. Therefore, it is possible to provide an apparatus and a method for preventing a collision, which can prevent a subsequent vehicle from colliding with the host vehicle without causing any annoyance.

The block diagram which shows schematic structure of the to-be-followed collision prevention apparatus which concerns on this embodiment. The flowchart which shows the flow of a process of the to-be-followed collision prevention apparatus which concerns on this embodiment. The flowchart which shows the flow of a process of the deceleration operation possibility determination part which concerns on this embodiment.

  FIG. 1 is a block diagram showing a schematic configuration of a rear-end collision prevention device 1 according to an embodiment of the present invention. The follow-up collision prevention device 1 according to the present embodiment includes a subsequent vehicle detection unit 11, a deceleration operation possibility determination unit 12, a follow-up collision possibility determination ECU 13, and a warning calling unit 14.

  The subsequent vehicle detection unit 11 is connected to the collision possibility determination ECU 13. The following vehicle detection unit 11 is typically a radar, and detects at least the distance and relative speed between the own vehicle and the following vehicle by an arbitrary method. As the radar, for example, a laser radar, a microwave radar, a millimeter wave radar, an ultrasonic radar, or the like can be used. Information indicating the distance between the host vehicle and the subsequent vehicle detected by the subsequent vehicle detection unit 11 is hereinafter referred to as subsequent vehicle information.

  The deceleration operation possibility determination unit 12 is connected to the collision possibility determination ECU 13. The deceleration operation possibility determination unit 12 includes a forward obstacle detection unit 121, an infrastructure information receiver 122, a vehicle speed sensor 123, a navigation system 124, and a deceleration operation possibility determination ECU 125. The deceleration operation possibility determination unit 12 determines the possibility that the driver of the host vehicle decelerates the host vehicle based on information on the target that exists in the traveling direction of the host vehicle. As an example of the object, there are an obstacle to the own vehicle, a stop line of a road on which the own vehicle travels, and the like. As an example of the obstacle with respect to the own vehicle, a preceding vehicle and an oncoming vehicle that exist in the traveling direction of the own vehicle can be cited. As an example of the stop line, there are a stop line at a red light and a temporary stop line before entering a crossing or before an intersection. The object may include a situation where the driver of the host vehicle is predicted to perform a deceleration operation. Examples of situations in which the driver of the host vehicle is expected to perform a deceleration operation include a situation in which the preceding vehicle is decelerating, a situation in which the host vehicle is approaching the preceding vehicle, a level crossing approach, For example, before the temporary stop line at the intersection or before the sharp curve. Information about the object is acquired by the front obstacle detection unit 121, the infrastructure information receiver 122, the vehicle speed sensor 123, and the navigation system 124. A method by which the deceleration operation possibility determination unit 12 acquires information on the object will be described below.

  Like the following vehicle detection unit 11, the front obstacle detection unit 121 is typically a radar, and at least the distance to the obstacle existing in the traveling direction of the host vehicle and the relative speed by any method. To detect. As the radar, for example, a laser radar, a microwave radar, a millimeter wave radar, an ultrasonic radar, or the like can be used as in the subsequent vehicle detection unit 11. The information indicating the distance from the obstacle present in the traveling direction of the vehicle detected by the forward obstacle detection unit 121 is hereinafter referred to as forward obstacle information. The forward obstacle detection unit 121 sends the forward obstacle information to the deceleration operation possibility determination ECU 125 connected to the forward obstacle detection unit 121.

  The infrastructure information receiver 122 receives information about a traffic light that exists in the traveling direction of the host vehicle, a road on which the host vehicle is traveling, and the like, which are transmitted from equipment such as an optical beacon installed on the road. Information on traffic lights that exist in the traveling direction of the host vehicle and roads on which the host vehicle is traveling, which is transmitted from equipment such as optical beacons installed on the road, is hereinafter referred to as infrastructure information. The infrastructure information includes at least information about the distance from the own vehicle to the traffic signal existing in the traveling direction of the own vehicle at the time of transmitting the infrastructure information, and the state of the traffic signal at the time of transmission (whether it is a red signal or a blue signal). . The infrastructure information receiver 122 sends the received infrastructure information to the deceleration operation possibility determination ECU 125 connected to the infrastructure information receiver 122.

  The vehicle speed sensor 123 acquires information on the vehicle speed of the host vehicle (hereinafter referred to as vehicle speed information) by an arbitrary method. The vehicle speed sensor 123 sends the acquired vehicle speed information to the deceleration operation possibility determination ECU 125 connected to the vehicle speed sensor 123.

  The navigation system 124 has map information. The map information includes information indicating a situation in which the driver of the host vehicle is predicted to perform a deceleration operation. Hereinafter, information indicating a situation in which the driver of the host vehicle is expected to perform a deceleration operation, which is included in the map information, is referred to as navigation deceleration information. The navigation system 124 specifies the position of the host vehicle on the map indicated by the map information, for example, in conjunction with GPS (Global Positioning System). Hereinafter, the position of the host vehicle on the map information specified by the navigation system 124 is referred to as navigation position information. The navigation system 124 sends the navigation deceleration information and the navigation position information to the deceleration operation possibility determination ECU 125 connected to the navigation system 124.

  The deceleration operation possibility determination ECU 125 is connected to the forward obstacle detection unit 121, the infrastructure information receiver 122, the vehicle speed sensor 123, the navigation system 124, and the collision possibility determination ECU 13. The deceleration operation possibility determination ECU 125 determines the possibility that the driver of the host vehicle performs the deceleration operation based on the object in the traveling direction of the host vehicle. An example of a method in which the deceleration operation possibility determination ECU 125 determines the possibility that the driver of the host vehicle will perform the deceleration operation based on the object in the traveling direction of the host vehicle will be described.

  The deceleration operation possibility determination ECU 125 includes forward obstacle information sent from the forward obstacle detector 121, infrastructure information sent from the infrastructure information receiver 122, vehicle speed information sent from the vehicle speed sensor 123, and a navigation system. The navigation deceleration information and navigation position information sent from 124 are received. The deceleration operation possibility determination ECU 125 determines the possibility that the driver of the host vehicle performs a deceleration operation based on at least one of the front obstacle information, the infrastructure information, and the navigation position information. An example of a method in which the deceleration operation possibility determination ECU 125 determines the possibility that the driver of the host vehicle will perform a deceleration operation based on each of the front obstacle information, the infrastructure information, and the navigation position information will be described.

  The deceleration operation possibility determination ECU 125 calculates an arrival allowance time Tc1 until the host vehicle collides with an obstacle existing in the traveling direction of the host vehicle. The arrival allowance time Tc1 is calculated, for example, by dividing the distance between the host vehicle indicated by the front obstacle information and the obstacle by the relative speed between the host vehicle similarly indicated by the front obstacle information and the obstacle. Is done. Then, the deceleration operation possibility determination ECU 125 determines the possibility that the driver of the host vehicle will perform the deceleration operation by comparing the arrival allowance time Tc1 with a predetermined threshold value th1. The threshold value th1 is a value set in consideration that the driver of the host vehicle performs a deceleration operation in order to avoid the host vehicle from colliding with the obstacle in a normal driving operation. When the arrival allowance time Tc1 is equal to or less than the threshold value th1, it is predicted that the driver of the own vehicle will perform a deceleration operation. Therefore, the deceleration operation possibility determination ECU 125 can perform the deceleration operation of the driver of the own vehicle. Judgment is high. On the other hand, when the arrival allowance time Tc1 exceeds the threshold value th1, there is a time allowance until the own vehicle collides with the obstacle, so the driver of the own vehicle will be in the near future (for example, within several seconds). In addition, the possibility of performing a deceleration operation for avoiding the own vehicle colliding with the object is low. Therefore, the deceleration operation possibility determination ECU 125 determines that the possibility that the driver of the host vehicle performs the deceleration operation is low.

  When the deceleration operation possibility determination ECU 125 receives the infrastructure information, at least when the infrastructure information is received, whether the state of the traffic light existing in the traveling direction of the host vehicle indicated by the infrastructure information is a red signal and a yellow signal. Judge whether or not. When the state of the traffic signal existing in the traveling direction of the host vehicle indicated by the infrastructure information is a red signal or the like, the deceleration operation possibility determination ECU 125 determines that the host vehicle is on the stop line of the traffic signal existing in the traveling direction of the host vehicle. The arrival allowance time Tc2 until reaching is calculated. The arrival allowance time Tc2 is calculated by, for example, dividing the distance from the own vehicle to the stop line of the traffic signal indicated by the infrastructure information by the speed of the own vehicle indicated by the vehicle speed information.

  When the arrival allowance time Tc2 is calculated, the deceleration operation possibility determination ECU 125 determines whether the arrival allowance time Tc2 is equal to or less than a predetermined threshold th2. The threshold value th2 is a value that is set in consideration that the driver of the host vehicle performs a deceleration operation to stop the host vehicle at the stop line. When the arrival allowance time Tc2 is equal to or less than the threshold value th2, it is predicted that the driver of the own vehicle will perform a deceleration operation. Therefore, the deceleration operation possibility determination ECU 125 can perform the deceleration operation of the driver of the own vehicle. Judgment is high. On the other hand, when the state of the traffic light is not a red signal or the like, that is, in the case of a green signal, the driver of the host vehicle does not need to stop the host vehicle at the stop line. Therefore, the deceleration operation possibility determination ECU 125 determines that the possibility that the driver of the host vehicle performs the deceleration operation is low. Even if the traffic light is in a red signal or the like, if the arrival allowance time Tc2 exceeds the threshold value th2, the vehicle has time to reach the stop line. It is unlikely that the driver of the vehicle will perform a deceleration operation for stopping the vehicle on the stop line in the near future (for example, within several seconds). Therefore, the deceleration operation possibility determination ECU 125 determines that the possibility that the driver of the host vehicle performs the deceleration operation is low.

  The deceleration operation possibility determination ECU 125 calculates an arrival allowance time Tc3 until the host vehicle reaches the temporary stop line before entering the crossing or before the intersection. The arrival allowance time Tc3 is obtained by, for example, obtaining a distance from the position of the own vehicle to a temporary stop line before entering a crossing or before an intersection from the navigation deceleration information and the navigation position information by any method, and calculating the distance from the vehicle speed information. It is calculated by dividing by the speed of the own vehicle indicated by. Then, the deceleration operation possibility determination ECU 125 determines the possibility that the driver of the host vehicle performs the deceleration operation by comparing the arrival allowance time Tc3 with a predetermined threshold value th3. The threshold th3 is a value that is set in consideration that the driver of the host vehicle performs a deceleration operation to stop the host vehicle on the temporary stop line. When the arrival allowance time Tc3 is equal to or less than the threshold th3, it is predicted that the driver of the own vehicle will perform a deceleration operation. Therefore, the deceleration operation possibility determination ECU 125 can perform the deceleration operation of the driver of the own vehicle. Judgment is high. On the other hand, when the arrival allowance time Tc3 exceeds the threshold value th3, there is a time allowance for the own vehicle to reach the temporary stop line, so the driver of the own vehicle will be in the near future (for example, within a few seconds). ), The possibility of performing a deceleration operation for stopping the vehicle on the temporary stop line is low. Therefore, the deceleration operation possibility determination ECU 125 determines that the possibility that the driver of the host vehicle performs the deceleration operation is low.

  The above is an example of a method in which the deceleration operation possibility determination ECU 125 determines the possibility that the driver of the host vehicle performs the deceleration operation. In the above description, the driver of the host vehicle decelerates based on the arrival margin time Tc1 related to the forward obstacle information, the arrival margin time Tc2 related to the infrastructure information, and the arrival margin time Tc3 related to the navigation position information. The possibility of performing was determined. However, the driver of the own vehicle performs the deceleration operation by combining two or more of the arrival margin time Tc1 related to the front obstacle information, the arrival margin time Tc2 related to the infrastructure information, and the arrival margin time Tc3 related to the navigation position information. You may determine the possibility of performing. For example, any one of a margin time Tc1 related to the front obstacle information, a margin time Tc2 related to the infrastructure information, and a margin time Tc3 related to the navigation position information may be a predetermined threshold value. In the case of the following, it is determined that the driver of the host vehicle is highly likely to perform a deceleration operation. On the other hand, the allowance time Tc1 related to the front obstacle information, the allowance time Tc2 related to the infrastructure information, and the navigation position There is a method of determining that the driver of the host vehicle is less likely to perform a deceleration operation if a predetermined threshold value is exceeded for each of the arrival allowance times Tc3 related to the information.

  The rear-end collision possibility determination ECU 13 calculates a rear-end collision allowance time Ta until the subsequent vehicle collides with the own vehicle. The rear-end collision allowance time Ta is calculated by dividing the distance from the own vehicle indicated by the following vehicle information to the following vehicle by the relative speed between the own vehicle and the following vehicle which are also indicated by the following vehicle information. Then, the collision possibility determination ECU 13 determines whether or not it is necessary to call attention to the following vehicle by comparing the collision margin time Ta with a predetermined threshold value th4. The threshold value th4 is a value that is set in consideration that the driver of the following vehicle performs a deceleration operation in order to prevent the subsequent vehicle from colliding with the host vehicle in a normal driving operation. When the rear-end collision allowance time Ta is equal to or less than the threshold th4, the rear-end collision possibility determination ECU 13 determines that it is necessary to alert the driver of the following vehicle to accelerate deceleration. On the other hand, when the rear-end collision time Ta exceeds the threshold value th4, there is a time allowance until the subsequent vehicle collides with the own vehicle, so the driver of the subsequent vehicle avoids the rear-end collision with the own vehicle by the subsequent vehicle. Therefore, the necessity for decelerating the following vehicle is low. Therefore, the collision possibility determination ECU 13 determines that alerting the driver of the following vehicle is unnecessary.

  However, the rear collision possibility determination ECU 13 cannot prevent the rear vehicle from colliding with the own vehicle by merely determining whether or not the attention is required by comparing the rear collision margin time Ta with the threshold value th4. There is a case. A description will be given of a case where the collision possibility determination ECU 13 cannot prevent a subsequent vehicle from colliding with the host vehicle by merely determining whether or not it is necessary to call attention by comparing the collision margin time Ta with a threshold value th4. To do.

  When the rear-end collision time Ta is equal to or less than the threshold th4, the driver of the following vehicle is in a situation where the subsequent vehicle should be decelerated in order to avoid a rear-end collision with the own vehicle. In this situation, when the host vehicle decelerates, the time until the subsequent vehicle collides with the host vehicle is further rapidly shortened. Therefore, there is no time margin for the driver of the following vehicle to perform a driving operation for avoiding the collision of the subsequent vehicle to the own vehicle, and the possibility that the subsequent vehicle will collide with the own vehicle is increased. In order to avoid such a situation, as a proposal, by setting a large value for the threshold value th4, the driver of the succeeding vehicle is allowed to have time before the succeeding vehicle collides with the own vehicle. On the other hand, it may be determined that alerting is necessary.

  However, when it is determined whether or not it is necessary to call attention to the following vehicle by comparing the rear-end collision time Ta with the threshold value th4 that is set to a large value, a time margin is required until the subsequent vehicle collides with the own vehicle. In the above state, the alert is always made. Therefore, the alerting makes the driver of the following vehicle feel unnecessary annoyance.

  Therefore, the collision possibility determination ECU 13 according to the present embodiment includes the determination result of the possibility that the driver of the host vehicle performs the deceleration operation, which is determined by the deceleration operation possibility determination ECU 125. Based on the rear-end collision margin time Ta, it is determined whether or not it is necessary to call attention to the following vehicle. In the collision possibility determination ECU 13 according to this embodiment, when the driver of the own vehicle is highly likely to perform a deceleration operation, the following vehicle is less likely to be subjected to the deceleration operation by the driver of the own vehicle. It is determined that the above alerting is required in a state where there is a time margin until the vehicle collides with the host vehicle, that is, at a relatively early timing.

  Specifically, the collision possibility determination ECU 13 first determines whether or not the collision allowance time Ta is equal to or less than a predetermined threshold th5 (th4 <th5). The threshold value th5 is larger than the threshold value th4. For example, when the time until the following vehicle collides with the own vehicle suddenly decreases due to the deceleration of the own vehicle, the threshold value th5 depends on the following vehicle. It is a value that can secure a time margin for avoiding a rear-end collision with the host vehicle, and is a value that does not cause the driver of the following vehicle to feel unnecessary troublesomeness even if alerting is performed. The threshold value th4 is a value set in consideration that the driver of the following vehicle performs a deceleration operation in order to avoid the rear vehicle colliding with the own vehicle in a normal driving operation. .

  When the rear-end collision allowance time Ta is equal to or less than the threshold th5, the rear-end collision possibility determination ECU 13 refers to the determination result of the possibility that the driver of the own vehicle performs the deceleration operation, which is determined by the deceleration operation possibility determination ECU 125. To do. If the result of the determination by the deceleration operation possibility determination ECU 125 indicates that the driver of the host vehicle is highly likely to perform the deceleration operation, the collision possibility determination ECU 13 alerts the subsequent vehicle. Is determined to be necessary. On the other hand, even when the rear-end collision time Ta is equal to or less than the threshold value th5, the result determined by the deceleration operation possibility determination ECU 125 is the content indicating that the driver of the own vehicle is less likely to perform the deceleration operation. In this case, the collision possibility determination ECU 13 determines that it is not necessary to call attention to the following vehicle. That is, the collision possibility determination ECU 13 according to the present embodiment alerts the driver of the subsequent vehicle at a relatively early timing only when the driver of the host vehicle is highly likely to decelerate the host vehicle. Since alerting is performed by the unit 14 (described later), it is possible to prevent the driver of the following vehicle from feeling unnecessary annoyance and to secure a time margin for avoiding a rear-end collision by the following vehicle. be able to.

  When the collision possibility determination ECU 13 determines that it is necessary to alert the driver of the following vehicle, the alerting unit 14 alerts the driver of the following vehicle. An example of alerting the following vehicle performed by the alerting unit 14 is blinking of a tail lamp or a hazard lamp. When alerting is performed, it may be possible to change the blinking speed of the tail lamp or the like according to the rear-end collision allowance time Ta. For example, when the rear-end collision allowance time Ta is equal to or less than the threshold th5 and the result determined by the deceleration operation possibility determination ECU 125 is the content indicating that the driver of the host vehicle is highly likely to perform the deceleration operation. It is conceivable that the alert that is made when the tail lamp or the like blinks slowly, and the alert that is made when the rear-end collision time Ta becomes equal to or less than the threshold th4, the tail lamp or the like blinks quickly.

  The above is the description of the schematic configuration of the rear-end collision preventing device 1 according to the present embodiment.

  FIG. 2 is a flowchart showing the flow of processing of the rear-end collision preventing apparatus 1 according to the present embodiment. Hereinafter, the processing flow of the collision-preventing collision preventing apparatus 1 will be described with reference to the flowchart shown in FIG.

  The rear-end collision preventing apparatus 1 acquires the rear-end collision margin time Ta until the following vehicle reaches the host vehicle (step S201). As an example of the method for acquiring the rear-end collision time Ta, as described above, the subsequent vehicle detection unit 11 first detects the subsequent vehicle information and sends the subsequent vehicle information to the collision possibility determination ECU 13. The collision possibility determination ECU 13 receives the following vehicle information sent from the following vehicle detection unit 11. The collision possibility determination ECU 13 divides the distance from the own vehicle indicated by the subsequent vehicle information to the subsequent vehicle by the relative speed between the own vehicle and the subsequent vehicle, similarly indicated by the subsequent vehicle information, so that the extra collision margin time is obtained. Get Ta.

  The trailing collision prevention apparatus 1 determines the possibility that the driver of the host vehicle performs a deceleration operation (step S202). The possibility that the driver of the host vehicle performs the deceleration operation is determined by the deceleration operation possibility determination unit 12.

  Here, the flow of the process in which the deceleration operation possibility determination part 12 in this embodiment determines the possibility that the driver of the own vehicle will perform the deceleration operation will be described. FIG. 3 is a flowchart showing a process flow of the deceleration operation possibility determination unit 12. Hereinafter, the flow of processing in which the deceleration operation possibility determination unit 12 determines the possibility that the driver of the host vehicle will perform the deceleration operation will be described with reference to the flowchart shown in FIG. In addition, the following is predetermined for each of any of the arrival margin time Tc1 related to the front obstacle information, the arrival margin time Tc2 related to the infrastructure information, and the arrival margin time Tc3 related to the navigation position information. If the threshold value is less than or equal to the threshold value, it is determined that the driver of the host vehicle is likely to perform a deceleration operation, the arrival margin time Tc1 related to the front obstacle information, the arrival margin time Tc2 related to the infrastructure information, and the navigation An example of a method for determining that the driver of the host vehicle is less likely to perform a deceleration operation if the predetermined threshold value is exceeded for each of the arrival allowance times Tc3 related to the position information will be described. . However, the method for determining the possibility that the driver of the host vehicle performs the deceleration operation is not limited to this. For example, the arrival margin time Tc1 related to the front obstacle information, the arrival margin time Tc2 related to the infrastructure information, and A method may be used in which the driver of the host vehicle determines the possibility of performing a deceleration operation based on each or one of the arrival allowance times Tc3 related to the navigation position information.

  Based on the forward obstacle information sent from the forward obstacle detection unit 121 to the deceleration operation possibility determination ECU 125, the deceleration operation possibility determination unit 12 until the host vehicle collides with an object existing in the traveling direction of the host vehicle. Arrival margin time Tc1 is calculated (step S301). The arrival allowance time Tc1 is calculated by the deceleration operation possibility determination ECU 125.

  Based on the infrastructure information sent from the infrastructure information receiver 122 to the deceleration operation possibility determination ECU 125, the deceleration operation possibility determination unit 12 indicates that the state of the traffic signal existing in the traveling direction of the host vehicle indicated by the infrastructure information is red. Or not (not shown). When the state of the traffic signal existing in the traveling direction of the host vehicle indicated by the infrastructure information is a red signal or the like, the deceleration operation possibility determination unit 12 sends the infrastructure information and the vehicle speed sensor 123 to the deceleration operation possibility determination ECU 125. Based on the obtained vehicle speed information, an arrival allowance time Tc2 until the host vehicle reaches the stop line of the traffic signal existing in the traveling direction of the host vehicle is calculated (step S302).

  Based on the navigation deceleration information, the navigation position information, and the vehicle speed information sent from the navigation system 124 to the deceleration operation possibility determination ECU 125, the deceleration operation possibility determination unit 12 temporarily determines whether the host vehicle is entering a railroad crossing or before an intersection. An arrival allowance time Tc3 until reaching the stop line is calculated (step S303).

  The deceleration operation possibility determination unit 12 determines whether the arrival allowance time Tc1 is equal to or less than a predetermined threshold th1 (step S304). When it is determined that the arrival allowance time Tc1 is equal to or less than the threshold th1 (YES in step S304), the deceleration operation possibility determination unit 12 determines that the driver of the host vehicle is likely to perform a deceleration operation (step S308). ). If the deceleration operation possibility determination unit 12 determines that the arrival allowance time Tc1 exceeds the threshold th1 (NO in step S304), the process proceeds to step S305.

  The deceleration operation possibility determination unit 12 determines whether or not the allowance time Tc2 is equal to or less than a predetermined threshold th2 (step S305). If it is determined that the arrival allowance time Tc2 is equal to or less than the threshold th2 (YES in step S305), the deceleration operation possibility determination unit 12 determines that the driver of the host vehicle is likely to perform a deceleration operation (step S308). ). If it is determined that the arrival allowance time Tc2 exceeds the threshold th2 (NO in step S305), the deceleration operation possibility determination unit 12 advances the process to step S306.

  The deceleration operation possibility determination unit 12 determines whether or not the allowance time Tc3 is equal to or less than a predetermined threshold th3 (step S306). When it is determined that the arrival allowance time Tc3 is equal to or less than the threshold th3 (YES in step S306), the deceleration operation possibility determination unit 12 determines that the driver of the host vehicle is likely to perform a deceleration operation (step S308). ). If it is determined that the arrival allowance time Tc3 exceeds the threshold value th3 (NO in step S306), the deceleration operation possibility determination unit 12 determines that the driver of the host vehicle is unlikely to perform the deceleration operation. (Step S307).

  The above is the description of the flow of processing in which the deceleration operation possibility determination unit 12 in the present embodiment determines the possibility that the driver of the host vehicle performs the deceleration operation.

  The collision possibility determination ECU 13 determines whether the collision allowance time Ta is equal to or less than a predetermined threshold th5 (step S203). When the rear-end collision allowance time Ta is equal to or smaller than the threshold th5 (YES in step S203), the rear-end collision preventing apparatus 1 refers to the determination result regarding the possibility that the driver of the host vehicle performs the deceleration operation (step S204). ). On the other hand, the rear-end collision preventing apparatus 1 returns the process to step S201 when the rear-end collision margin time Ta exceeds the threshold value th5 (NO in step S203).

  If the possibility that the driver of the host vehicle will perform a deceleration operation is high (YES in step S204), the target collision possibility determination ECU 13 determines that the driver of the following vehicle needs to be alerted (step S205). On the other hand, if the possibility that the driver of the host vehicle performs a deceleration operation is low (NO in step S204), the collision possibility determination ECU 13 determines whether the collision allowance time Ta is equal to or less than a predetermined threshold th4. Is determined (step S206).

  If the rear-end collision allowance time Ta is equal to or less than the threshold th4 (YES in step S206), the rear-end collision preventing apparatus 1 determines that it is necessary to alert the following vehicle (step S205).

  When the rear-end collision allowance time Ta exceeds the threshold th4 (NO in step S206), the rear-end collision preventing apparatus 1 determines that it is not necessary to alert the following vehicle.

  The above is the detailed description of the process of the rear-end collision preventing apparatus 1 according to the present embodiment. According to the rear-end collision prevention device 1 according to the present embodiment, by alerting the driver of the following vehicle at an appropriate timing, the driver alerts the driver without feeling troublesome. It is possible to secure a sufficient time margin for performing an operation for avoiding the rear-end collision after recognizing the vehicle, and to prevent the rear-end vehicle from colliding with the own vehicle.

  Note that the deceleration operation possibility determination unit 12 in the present embodiment determines whether or not the state of the traffic signal existing in the traveling direction of the host vehicle indicated by the infrastructure information is a red signal or the like when the infrastructure information is transmitted. Judgment was made, and the possibility of the driver of the host vehicle performing a deceleration operation was determined based on the determination result. However, in another embodiment, the host vehicle is considered in consideration of information indicating the time from the state of the traffic light at the time of transmission to the next state (for example, the time from the red signal to the blue signal). The possibility of the driver's deceleration operation may be determined. That is, as described above, the infrastructure information acquired by the infrastructure information receiver 122 includes the distance from the own vehicle to the traffic signal existing in the traveling direction of the own vehicle at the time when the infrastructure information is transmitted, and the traffic signal at the time of the transmission. Contains information about the state of The infrastructure information in another embodiment further includes information indicating a time until the signal state changes from the state of the signal at the time of transmission to the next state. The time required for the signal to change from the state of the traffic signal to the next state at the time of transmission is, for example, the time until the signal changes from a red signal to a blue signal (hereinafter referred to as time Tb), and the time until the signal changes from a green signal to a yellow signal ( Hereinafter, this is referred to as time Ty). When the arrival allowance time Tc2 is shorter than the time Tb, the host vehicle reaches the stop line of the traffic signal before the traffic signal in the traveling direction of the host vehicle changes to a green signal (that is, in a red signal state) The deceleration operation possibility determination ECU 125 determines that the driver of the host vehicle is highly likely to perform the deceleration operation. On the other hand, when the arrival allowance time Tc2 is longer than the time Tb, the host vehicle reaches the stop line of the traffic signal after the traffic signal in the traveling direction of the host vehicle changes to a green signal. The driver of the host vehicle determines that the possibility of performing a deceleration operation is low. When the arrival allowance time Tc2 is longer than the time Ty, the host vehicle reaches the stop line of the traffic signal after the traffic signal in the traveling direction of the host vehicle changes to a yellow signal (or red signal), so that the deceleration operation is possible. The sex determination ECU 125 determines that the driver of the host vehicle is highly likely to perform a deceleration operation. On the other hand, when the arrival allowance time Tc2 is shorter than the time Ty, the own vehicle reaches the stop line of the traffic signal before the state of the traffic signal in the traveling direction of the own vehicle changes to a yellow signal (that is, in a green signal state). Therefore, the deceleration operation possibility determination ECU 125 determines that the driver of the host vehicle is unlikely to perform the deceleration operation.

  In the present embodiment, the threshold value th5 is provided, and it is determined whether or not the driver of the host vehicle is likely to perform a deceleration operation. And when the possibility that the driver of the own vehicle will perform the deceleration operation is high, the timing at which the driver is uniformly alerted is earlier than when the possibility that the driver of the own vehicle performs the deceleration operation is low. did. However, in another embodiment, the timing for alerting may be changed according to the situation where the host vehicle needs to decelerate. As an example of a method for changing the timing of alerting depending on the situation where the host vehicle needs to decelerate, there is a case where a moving body such as a preceding vehicle is present in the traveling direction of the host vehicle and a temporary stop It is conceivable to change the timing of alerting the driver of the following vehicle depending on whether it is a non-moving body such as a line. That is, when a moving body such as a preceding vehicle exists in the traveling direction of the own vehicle, depending on the movement of the moving body, the driver of the own vehicle performs a sudden deceleration operation according to the movement of the moving body. There may be a case where it is unavoidable. Therefore, when a moving body such as a preceding vehicle is present in the traveling direction of the host vehicle, the driver of the host vehicle is highly likely to perform a sudden deceleration operation. On the other hand, when a non-moving body such as a temporary stop line exists in the traveling direction of the host vehicle, the driver of the host vehicle is unlikely to perform a sudden deceleration operation. Considering these, if it is determined that the possibility of a deceleration operation by the driver of the own vehicle is high based on the arrival allowance time Tc1, the deceleration operation by the driver of the own vehicle is determined based on the arrival allowance time Tc2 or Tc3. By calling attention at an earlier timing than when it is determined that the possibility is high, it is possible to secure a time margin for avoiding a rear-end collision with the following vehicle even when the own vehicle decelerates. .

  In the present embodiment, the front obstacle information such as the distance between the own vehicle and the object existing in the traveling direction of the own vehicle is detected by the front obstacle detecting unit 121 such as a radar. However, in another embodiment, the forward obstacle information may be detected in consideration of the yaw rate of the host vehicle. Specifically, a yaw rate sensor is provided in the host vehicle, the yaw rate of the host vehicle is measured, and whether or not the target object is in the traveling direction of the host vehicle is determined based on the measurement result and forward obstacle information. . If the target object does not exist in the traveling direction of the host vehicle, the host vehicle is unlikely to reach the target object, so the driver of the host vehicle may decelerate the host vehicle relative to the target object. Low. Therefore, it is not necessary to determine whether or not to alert the driver of the following vehicle based on the arrival time Tc1 between the target object and the host vehicle. Thus, by considering the yaw rate of the host vehicle, the reliability of the determination result as to whether or not to alert the driver of the following vehicle can be further increased.

  Moreover, in this embodiment, the obstruction, the temporary stop line, etc. were mentioned and demonstrated as a target object for which the driver | operator of the own vehicle needs to perform deceleration operation. However, the objects that the driver of the own vehicle needs to perform a deceleration operation are not limited to these. Another possible target that the driver of the own vehicle needs to perform a deceleration operation is, for example, a sharp curve on a road. Therefore, the possibility of the driver of the host vehicle performing a deceleration operation may be determined based on the information regarding the road curve.

  In another embodiment, when a warning is given to the driver of the succeeding vehicle, a notification device for notifying the driver of the own vehicle may be provided. That is, the situation where the own vehicle is alerting the driver of the following vehicle is, in other words, the situation where the own vehicle is highly likely to collide with the following vehicle. Therefore, the driver of the host vehicle performs an unnecessary deceleration operation by notifying the driver of the host vehicle with an alarm device that the driver is alerting the driver of the following vehicle. The possibility that the following vehicle collides with the host vehicle can be further reduced. As an example of the alarm device, a buzzer that notifies by sound, a lamp that notifies by flashing, or the like can be considered.

  Although the present invention has been described in detail above, the above description is merely an example of the present invention in all respects and is not intended to limit the scope thereof. It goes without saying that various improvements and modifications can be made without departing from the scope of the present invention.

  According to the present invention, it is unnecessary for the driver of the following vehicle by predicting deceleration of the own vehicle and alerting the driver of the following vehicle early only when necessary based on the prediction. Therefore, it is possible to prevent the rear vehicle from colliding with the host vehicle without causing any inconvenience, and for example, the present invention can be used for a rear collision prevention device mounted on a moving body such as an automobile.

DESCRIPTION OF SYMBOLS 1 Follow-up collision prevention apparatus 11 Subsequent vehicle detection part 12 Deceleration operation possibility determination part 13 Follow-up collision possibility determination ECU
14 Alerting Unit 121 Front Obstacle Detection Unit 122 Infrastructure Information Receiver 123 Vehicle Speed Sensor 124 Navigation System 125 Deceleration Operation Possibility Determination ECU

Claims (10)

A rear-end collision prevention device for preventing rear-end collision of the following vehicle with the own vehicle,
A collision possibility determination means for determining a possibility that the own vehicle will be collided with the subsequent vehicle;
A deceleration operation possibility determination means for determining a possibility that a driver of the own vehicle performs a deceleration operation;
Based on the collision possibility determined by the collision target possibility determination means, the warning means for calling attention to the driver of the following vehicle,
The alerting means may allow the driver of the host vehicle to perform a deceleration operation when the driver of the host vehicle determines that the driver of the host vehicle is likely to perform a deceleration operation. A rear-end collision prevention device that alerts at an earlier timing than when it is determined that the performance is low. The deceleration operation possibility determination means includes
Comprising object information acquisition means for acquiring information of an object existing in the traveling direction of the host vehicle;
2. The collision-preventing device according to claim 1, wherein a possibility that a driver of the host vehicle performs a deceleration operation is determined based on information on the object. The deceleration operation possibility determination means includes
An arrival margin time calculating means for calculating a time until the host vehicle reaches the object as an arrival margin time;
3. The collision-preventing device according to claim 2, wherein a possibility that a driver of the host vehicle performs a deceleration operation is determined based on the allowance time.   The apparatus according to claim 2 or 3, wherein the object is an obstacle to the host vehicle.   The apparatus according to claim 4, wherein the obstacle is a preceding vehicle that exists in a traveling direction of the host vehicle. The object information acquisition means acquires information on a road on which the host vehicle travels,
4. The collision prevention prevention according to claim 2, wherein the deceleration operation possibility determination unit determines a possibility that a driver of the host vehicle performs a deceleration operation based on information on the road. apparatus.   The information on the road on which the host vehicle travels is at least one or more of the information on the temporary stop of the road on which the host vehicle travels and the information on the curve of the road on which the host vehicle travels. The collision-preventing device according to claim 6, characterized in that: The object information acquisition means acquires infrastructure information of a road on which the host vehicle travels,
The said deceleration operation possibility determination means determines the possibility that the driver | operator of the said own vehicle will perform deceleration operation based on the said infrastructure information, Any one of Claim 2, 3, 6, 7 characterized by the above-mentioned. The collision-prevention device described in 1.   The infrastructure information is at least one information among a distance to a traffic signal existing in a traveling direction of the host vehicle, a display of the traffic signal, and a timing at which the display of the traffic signal is switched. 8. A collision-preventing device according to 8. A method of preventing a rear-end collision that prevents a rear-end vehicle from colliding with the own vehicle,
A collision possibility determination step for determining the possibility that the own vehicle will collide with the succeeding vehicle;
A deceleration operation possibility determination step for determining a possibility that a driver of the host vehicle performs a deceleration operation;
A warning step for calling attention to the driver of the following vehicle based on the possibility of a rear-end collision determined by the possibility of a rear-end collision determination step,
In the alerting step, when it is determined by the deceleration operation possibility determination step that the driver of the host vehicle is highly likely to perform the deceleration operation, the driver of the host vehicle can perform the deceleration operation. A method for preventing a rear-end collision, in which alerts are issued at an earlier timing than when it is determined that the performance is low.

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