JP2014115891A - Vehicle driving assist system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a driver of an obstacle vehicle from being brought into a dangerous situation when another vehicle is used to irradiate the obstacle vehicle at a position where irradiation of visible light from a self-vehicle is difficult with the visible light.SOLUTION: When an operation request signal is received from the other vehicle (YES in a step S11), an irradiation position is calculated from irradiation position data included in the operation request signal (in a step S13). As for a two-wheel cycle, a travelling state of an obstacle is detected on the basis of a bank angle and as for a four-wheel vehicle, the travelling state thereof is detected on the basis of a steering angle (in a step S14). When the obstacle is determined to be travelling on a curve (YES in a step S15), a blinking period of illumination light to be determined in accordance with a degree of dangerousness included in the operation request signal and light intensity are corrected in accordance with the travelling state on the curve (in a step S16), and the obstacle is irradiated with illumination light having the corrected blinking period and light intensity.

Description

  The present invention relates to a vehicle driving support system for irradiating an obstacle at a position where it is difficult to irradiate visible light from a host vehicle with the use of another vehicle.

  In recent years, when it is determined that there are pedestrians or other vehicles that may interfere with driving due to the risk of collision with the host vehicle, driving the vehicle by irradiating visible light to such pedestrians or other vehicles Support devices have been proposed. Even if there is a pedestrian or another vehicle that may collide if the vehicle is traveling and the vehicle continues to travel, if the vehicle is outside the range where illumination light can be emitted from the vehicle, These obstacles cannot be irradiated with visible light by the illumination means. In view of this, it is possible to irradiate pedestrians and other vehicles that are obstacles using visible light of other vehicles through inter-vehicle communication (see, for example, Patent Document 1).

JP 2010-277123 A

  In the apparatus described in Patent Document 1, the risk of an obstacle is determined based on the distance between the vehicle and the obstacle. If the separation distance is relatively short, it is determined that the degree of risk is high, and if it is relatively long, it is determined that the degree of risk is low, and the light distribution control pattern of the illumination light is determined according to the degree of risk. For example, when it is determined that the separation distance is short and the degree of danger is high, in order to issue a strong warning to the obstacle, white light having a high light intensity is flashed and irradiated for a short period.

  When the obstacle is a vehicle, the traveling state of the vehicle is not always stable. However, in the apparatus of Patent Document 1, when it is determined that the degree of risk is high, illumination light is irradiated based on the light distribution control pattern. In other words, even when a motorcycle or four-wheeled vehicle driver is demanding concentration or tension with respect to the driving operation, the illumination light flashing with high intensity and flashing in a short cycle is merely a short distance. Suddenly irradiated. Such sudden illumination of illumination light is extremely dangerous because it may cause the driver's concentration to be reduced and upset, which may lead to driving errors and cause traffic accidents. .

  The present invention has been made in view of such a situation, and an object of the present invention is to provide a system that always provides safe vehicle driving assistance according to the traveling state of an obstacle.

  In order to solve the above-described problems of the prior art, the present invention is a vehicle driving support system that uses vehicle-to-vehicle communication and / or road-to-vehicle communication, and has an obstacle that obstructs the traveling of the host vehicle. In the vehicle driving support system for requesting the other vehicle to irradiate the obstacle with the illumination light and irradiating the obstacle with the illumination light from the other vehicle, the other vehicle has the obstacle. Traveling state determining means for determining the traveling state of the vehicle, and correcting means for correcting the illumination mode of the illumination light based on the determination result of the traveling state determining means.

  In the present invention, the obstacle is a two-wheeled vehicle, and the two-wheeled vehicle includes a vehicle speed sensor that detects a vehicle speed and a bank angle sensor that detects a bank angle, and the traveling state determination means includes a detection result of the vehicle speed sensor, Based on the detection result of the bank angle sensor, it is configured to determine whether or not the two-wheeled vehicle is traveling on a curve.

  In the present invention, the obstacle is a four-wheeled vehicle, and the four-wheeled vehicle has a vehicle speed sensor that detects a vehicle speed and a steering angle sensor that detects a steering angle of a steering wheel, Based on the detection result of the vehicle speed sensor and the detection result of the rudder angle sensor, it is configured to determine whether or not the four-wheeled vehicle is traveling on a curve.

  In the present invention, the correction means is configured to correct the irradiation mode by correcting at least one of the light intensity and the blinking time of the illumination light. In addition, the correction means changes the irradiation mode between a blinking state and a continuous lighting state.

  As described above, the vehicle driving support system according to the present invention is a vehicle driving support system that uses vehicle-to-vehicle communication and / or road-to-vehicle communication, and there is an obstacle that obstructs the traveling of the host vehicle. In the vehicle driving support system for requesting the other vehicle to irradiate the obstacle with the illumination light and irradiating the obstacle with the illumination light from the other vehicle, the other vehicle has the obstacle. Since the travel state determination means for determining the travel state of the vehicle and the correction means for correcting the illumination mode of the illumination light based on the determination result of the travel state determination means, the following effects can be obtained. Can do.

  That is, in the vehicle driving support system of the present invention, the other vehicle that is requested to illuminate with illumination light includes an obstacle traveling state determination unit and a correction unit that corrects the illumination mode of illumination light. Therefore, it is possible to always irradiate the illumination light in an appropriate manner according to the traveling state of the obstacle. As a result, even when a higher level of concentration and tension is required for driving an obstacle vehicle, the driver is suddenly irradiated with illumination light with high light intensity, and the driver's concentration and There is no reduction in tension and the driver is not mistaken for driving. That is, it is possible to irradiate an obstacle with illumination light without inducing an inadvertent traffic accident, and to give a warning alert.

  According to the vehicle driving support system of the present invention, when the obstacle is a two-wheeled vehicle, the two vehicles have a vehicle speed sensor that detects a vehicle speed and a bank angle sensor that detects a bank angle, and the other vehicle The traveling state determination means determines whether the two-wheeled vehicle is traveling along a curve based on the detection result of the vehicle speed sensor and the detection result of the bank angle sensor. Then, according to the determination result that the vehicle is traveling on the curve, the illumination light irradiation mode is corrected by the correction unit. Therefore, even if the motorcycle is running on a curve and the driver is driving while constantly controlling the running speed and bank angle according to the curvature of the curve and the road surface condition, Illumination light can be irradiated in a manner that does not affect the tension.

  According to the vehicle driving support system of the present invention, when the obstacle is a four-wheeled vehicle, the four-wheeled vehicle has a vehicle speed sensor for detecting the vehicle speed and a steering angle sensor for detecting the steering angle of the steering. Then, the traveling state determination unit of the other vehicle determines whether the four-wheeled vehicle is traveling on a curve based on the detection result of the vehicle speed sensor and the detection result of the steering angle sensor. Then, according to the determination result that the vehicle is traveling on the curve, the illumination light irradiation mode is corrected by the correction unit. Therefore, even if the four-wheeled vehicle is driving on a curve and the driver is driving while constantly controlling the driving speed and steering angle according to the curvature of the curve and the road surface condition, Illumination light can be irradiated in a manner that does not affect the concentration and tension of the eyes.

  In the present invention, the correction means corrects the light intensity and / or blinking time of the illumination light. Moreover, the said illumination aspect is changed between the blinking state and the continuous lighting state by the said correction | amendment means. Therefore, a driver who is demanding more concentration and tension is suddenly irradiated with high-intensity illumination light or illumination light that blinks in a short period, which may cause the driver to be surprised and reduce concentration and tension. This avoids traffic accidents due to operational mistakes by drivers of obstacles, and can give warnings by irradiation of illumination light.

1 is a system configuration diagram of a four-wheeled vehicle according to an embodiment of the present invention. It is a block diagram of the control means of the four-wheeled vehicle of FIG. It is the correction map 1 referred by embodiment of this invention. It is the correction map 2 referred in embodiment of this invention. 1 is a system configuration diagram of a motorcycle according to an embodiment of the present invention. 3 is a flowchart according to an embodiment of the present invention. It is a figure which shows the condition of the intersection in which the own vehicle is drive | working. It is a figure which shows the condition of the intersection in which the own vehicle is drive | working. It is a figure which shows the condition of the intersection in which the own vehicle is stopping. It is a figure which shows the condition of the intersection in which the own vehicle is stopping. It is a modification of the correction map 1. It is a modification of the correction map 2.

Hereinafter, the present invention will be described in detail based on illustrated embodiments.
FIG. 1 is a system configuration diagram of a four-wheeled vehicle according to an embodiment of the present invention. The control device 12 of the four-wheeled vehicle 10 controls each element constituting the four-wheeled vehicle 10. At the front of the four-wheeled vehicle 10, an infrared camera 14 is mounted as an obstacle detection sensor at the center. The infrared camera 14 captures an image of the surroundings of the four-wheeled vehicle 10 and extracts / specifies other vehicles that become obstacles to travel. A left headlight 13L and a right headlight 13R are provided on the left and right sides of the infrared camera 14. The infrared camera 14 and the left and right headlights 13L and 13R are connected to the control device 12.

  The steering angle sensor 16 is a sensor that detects the steering angle of the steering (not shown) of the four-wheeled vehicle 10, and the vehicle speed sensor 17 is a sensor that detects the speed of the four-wheeled vehicle 10. Based on the detection result of the vehicle speed sensor 17, it is determined whether or not the four-wheeled vehicle 10 is traveling. Based on the detection results of the steering angle sensor 16 and the vehicle speed sensor 17, it is determined whether or not the four-wheeled vehicle 10 is traveling on a curve.

  The navigation device 15 is a device for determining the position and distance of the four-wheeled vehicle 10 with respect to the nearest intersection. Data transmission / reception between the four-wheeled vehicle 10 and other surrounding vehicles, data transmission / reception between the four-wheeled vehicle 10 and a road-side control device 103 described later, and detection of traffic conditions around the nearest intersection This is performed by the communication / road-vehicle communication device 11. These data are transmitted and received through the antenna 18.

  The road control device 103 includes a camera 101 and a road-vehicle communication device 102. The traffic situation around the road side control device 103 is photographed by the camera 101. The road-to-vehicle communication device 102 transmits / receives data to / from a vehicle passing around. For example, as shown in FIG. 1, data is transmitted / received to / from the inter-vehicle communication / road-vehicle communication device 11 of the four-wheeled vehicle 10 via the antenna 18.

  FIG. 2 is a block diagram of the control means 12 of the four-wheel vehicle 10. The detection result of the navigation device 15 is input to the intersection determination unit 110. The intersection determination unit 110 extracts the nearest intersection of the four-wheeled vehicle 10 and determines whether or not the distance from the extracted intersection is within a predetermined set value. The detection result of the vehicle speed sensor 17 and the detection result of the rudder angle sensor 16 are input to the travel data creation means 117. The travel data creation means 117 creates travel data including the travel speed and steering angle of the four-wheeled vehicle 10 and outputs the travel data to the inter-vehicle communication / road-vehicle communication device 11. The travel data is transmitted from the vehicle-to-vehicle communication / road-vehicle communication device 11 to surrounding vehicles via the antenna 18. Further, the detection result of the vehicle speed sensor 17 is input to the travel determination unit 111. In the traveling determination means 111, it is determined whether the four-wheeled vehicle 10 is traveling or stopped.

The infrared camera 14 images the surroundings of the four-wheeled vehicle 10, and the image data is input to the obstacle determination unit 112. The obstacle determination means 112 extracts and specifies obstacles (two-wheeled vehicles and four-wheeled vehicles) that may become obstacles to travel when the four-wheeled vehicle 10 is the host vehicle. Obstacle data extracted by the obstacle determination unit 112 is input to the irradiation determination unit 113. In the irradiation determination means 113, it is determined whether or not the obstacle is within the irradiation range of the illumination light emitted from the left and right headlights 13L and 13R of the four-wheeled vehicle 10.

  The obstacle data extracted by the obstacle determination unit 112 is input to the risk determination unit 114 and the irradiation position calculation unit 115. In the risk level determination means 114, the risk level of the obstacle is determined based on the distance between the four-wheeled vehicle 10 and the obstacle. In the present embodiment, the degree of risk is 1 when the inter-vehicle distance is 50 m or less, the degree of risk 2 is when the inter-vehicle distance is 100 m or less, and the degree of risk 3 is when the inter-vehicle distance is 200 m or less. In the irradiation position calculation means 115, the position of the obstacle which irradiates illumination light is calculated.

  As will be described later, when the four-wheeled vehicle 10 as an own vehicle irradiates an obstacle with illumination light, the determination result of the risk determination unit 114 is output to the irradiation mode determination unit 118, and the calculation result of the irradiation position calculation unit 115 is Input to the irradiation direction calculation means 121. The illumination mode determining means 118 determines the light intensity and blinking cycle of the illumination light emitted from the left and right headlights 13L and 13R, and outputs the determined light intensity to the left and right headlights 13L and 13R. The irradiation direction calculation means 121 determines the driving directions and driving amounts of the left and right headlights 13L and 13R and outputs them to the left and right headlights 13L and 13R. The left and right headlights 13L and 13R are controlled based on inputs from the irradiation direction calculating unit 121 and the irradiation mode determining unit 118, and the obstacle is irradiated with illumination light.

  As will be described later, when the other vehicle is requested to irradiate illumination light, the determination result of the degree-of-risk determination means 114 and the calculation result of the irradiation position calculation means 115 are input to the operation request signal creation means 116. The operation request signal creating means 116 creates an operation request signal including the risk level and the irradiation position, and outputs the operation request signal to the vehicle-to-vehicle communication / road-vehicle communication device 11. The operation request signal is transmitted from the inter-vehicle communication / road-to-vehicle communication device 11 to the other surrounding vehicles via the antenna 18.

  The reception determination unit 120 determines whether data from surrounding vehicles has been received by the vehicle-to-vehicle communication / road-to-vehicle communication device 11 via the antenna 18. Further, it is determined whether the received data is an operation request signal or simple running data. The operation request signal is input to the irradiation direction calculation unit 121. In the irradiation direction calculation means 121, the driving directions and driving amounts of the left and right headlights 13L and 13R are determined based on the irradiation position included in the operation request signal, and are output to the left and right headlights 13L and 13R.

  The travel data included in the operation request signal is input to the travel state detection means 122. In the case of a four-wheeled vehicle, the traveling data is the traveling speed and the steering angle as described above. The traveling data in the case of a motorcycle is a traveling speed and a bank angle. The traveling state detection unit 122 determines whether or not the vehicle is traveling on a curve. This determination is made, for example, by referring to a predetermined table storing a combination of bank angle and traveling speed and a combination of steering angle and traveling speed. The detection result of the traveling state detection unit 122 is input to the correction unit 123.

The correction unit 123 corrects the light intensity and blinking cycle of the illumination light of the left and right headlights 13L and 13R based on the detection result of the traveling state detection unit 122.
Here, a specific mode of correction will be described. The light intensity of the illumination light and the blinking cycle are determined based on the degree of risk included in the operation request signal described above. In the present embodiment, when the risk is 1, the white light with relatively high light intensity blinks in a short cycle, and when the risk is 2, the white light with medium light intensity blinks in a long cycle, In the case of 3, the white light having a relatively low light intensity is irradiated without blinking. When it is determined that the obstacle irradiated with the illumination light is traveling along the curve, the light intensity and the blinking period of the illumination light calculated based on the degree of danger are shown in the correction map 1 and FIG. Correction is performed based on the correction map 2 shown in FIG.

  The correction map 1 in FIG. 3 shows the correspondence between the left and right bank angles and the light intensity. When the left and right bank angles are within the range from 0 degree to the first thresholds LV1 and RV1, the light intensity correction amount is 0, and the light intensity calculated from the risk is not corrected. When the left and right bank angles are within the range of the first threshold values LV1 and RV1 to the second threshold values LV2 and RV2, the light intensity correction amount and the left and right bank angles are in a proportional relationship, and as the bank angle increases The correction amount also increases, and the correction amount decreases as the bank angle decreases. That is, as shown in FIG. 3, the correction amount is adjusted so that the light intensity decreases as the bank angle increases and increases as the bank angle decreases. When the left and right bank angles reach the second threshold values LV2 and RV2, the correction amount reaches the maximum value. That is, when the left and right bank angles exceed the second threshold values LV2 and RV2, the correction amount is maintained at the maximum value, and the light intensity is maintained at the intensity corresponding to the maximum value.

  The correction map 2 in FIG. 4 shows the correspondence between the left and right bank angles and the blinking time of the illumination light. The blinking time of the illumination light is controlled by increasing / decreasing the cycle (flashing cycle) and the duty ratio (ratio of the illumination light ON period and the OFF period). When the left and right bank angles are within the range of 0 degree to the third threshold values LV3 and RV3, the correction amount of the irradiation light period is 0, and the blinking period of the illumination light calculated from the risk is not corrected. When the left and right bank angles are within the range of the third threshold values LV3 and RV3 to the fourth threshold values LV4 and RV4, the correction amount of the period and the left and right bank angles are in a proportional relationship, and are corrected as the bank angle increases. The amount increases, and the correction amount decreases as the bank angle decreases. That is, as shown in FIG. 4, the correction amount is adjusted so that the period becomes longer as the bank angle increases and becomes shorter as the bank angle increases. When the left and right bank angles reach the fourth threshold values LV4 and RV4, the period correction amount reaches the maximum value. In the present embodiment, the maximum value of the period correction amount is set to double. When the left and right bank angles exceed the fourth threshold values LV4 and RV4, the period correction amount is maintained at the maximum value.

  On the other hand, when the left and right bank angles are within the range from 0 degree to the fourth threshold values LV4 and RV4, the duty ratio is not corrected. When the left and right bank angles are within the range of the fourth threshold values LV4 and RV4 to the fifth threshold values LV5 and RV5, the correction amount of the duty ratio and the left and right bank angles are in a proportional relationship, and as the bank angle increases The duty ratio also increases, and the duty ratio decreases as the bank angle decreases. When the left and right bank angles reach the fifth thresholds LV5 and RV5, the duty ratio correction amount reaches the maximum value. In this embodiment, the maximum value of the duty ratio is set to 100% (always ON). When the left and right bank angles exceed the fifth thresholds LV5 and RV5, the duty ratio correction amount is maintained at the maximum value.

  As described above, when the left and right bank angles are within the range from 0 degree to the third threshold values LV3 and RV3, neither the period nor the duty ratio is corrected. When the left and right bank angles are within the range of the third threshold LV3, RV3 to the fourth threshold LV4, RV4, only the period is corrected, and the range of the fourth threshold LV4, RV4 to the fifth threshold LV5, RV5 When it is within, only the duty ratio is corrected. If the left and right bank angles exceed the first thresholds LV5 and RV5, neither the period nor the duty ratio is corrected.

  The light intensity of the illumination light and the blinking time data appropriately corrected by the correction unit 123 are output to the left and right headlights 13L and 13R. Based on the input data from the irradiation direction calculation means 121 and the input data from the correction means 123, illumination light is emitted from the left and right headlights 13L and 13R.

  FIG. 5 is a system configuration diagram of a motorcycle according to the embodiment of the present invention. The control device 22 of the two-wheeled vehicle 20 controls each element constituting the two-wheeled vehicle 20. The bank angle sensor 23 is a sensor that detects an inclination angle when the motorcycle 20 travels a curve with the vehicle body tilted, that is, a bank angle, and the vehicle speed sensor 25 is a sensor that detects the speed of the motorcycle 20. Based on the detection result of the vehicle speed sensor 25, it is determined whether or not the two-wheeled vehicle 20 is traveling. Based on the detection results of the vehicle speed sensor 25 and the bank angle sensor 23, it is determined whether or not the two-wheeled vehicle 20 is traveling on a curve.

  The display device (navigation device) 24 is a device for determining the position and distance of the two-wheeled vehicle 20 with respect to the nearest intersection. The display device 24 has a GPS receiver 241, and a GPS signal received via the GPS receiver 241 is input to the control device 22. Data transmission / reception between the two-wheeled vehicle 20 and other surrounding vehicles, data transmission / reception between the two-wheeled vehicle 20 and the above-mentioned road-side control device 103, detection of traffic conditions around the nearest intersection, This is performed by the communication device 21. These data are transmitted and received through the antenna 26.

  FIG. 6 is a flowchart of driving assistance executed by the control device 12 of the four-wheeled vehicle 10. In step S1, image data around the four-wheeled vehicle 10 photographed by the infrared camera 14, the steering angle sensor 16, the vehicle speed sensor 17, and the detection results of the navigation device 15 are read.

  In step S2, the nearest intersection of the four-wheeled vehicle 10 is extracted based on the detection result of the navigation device 15. Further, it is determined whether or not the distance from the extracted intersection is within a set value. If the distance from the intersection is within the set value (YES in S2), the process proceeds to step S3. If not within the set value (NO in S2), the process returns to step S1. In the present embodiment, the set value is set to 500 m, for example.

  When it is determined that the distance from the intersection is within the set value and the process proceeds to step S3, it is determined based on the detection result of the vehicle speed sensor 17 whether the traveling of the four-wheeled vehicle 10 is stopped. If it is determined that the four-wheeled vehicle 10 is traveling (NO in S3), the process proceeds to step S4, and if it is determined that it is stopped (YES in S3), the process proceeds to step S10.

  When it is determined that the four-wheeled vehicle 10 is traveling, the situation shown in FIGS. 7 and 8 is assumed. As shown in FIG. 7, the four-wheeled vehicle 10 that is the host vehicle is traveling in the right turn lane and is approaching the intersection. The two-wheeled vehicle 20 is traveling on a straight lane in the opposite lane of the four-wheeled vehicle 10 and is an obstacle that may come into contact with the four-wheeled vehicle 10. The other vehicles 30 and 31 are vehicles that are stopped in a lane that intersects the traveling lane of the four-wheel vehicle 10, and have the same system configuration as the four-wheel vehicle 10 described above. The truck 40 is parked in the right turn lane of the opposite lane of the four-wheeled vehicle 10 and is a shield interposed between the four-wheeled vehicle 10 and the two-wheeled vehicle 10. The situation shown in FIG. 8 differs from FIG. 7 in that the opposite lane of the four-wheeled vehicle 10 that is the host vehicle is curved, and the two-wheeled vehicle 20 that is an obstacle is traveling on the curve. .

  In step S4, the image data around the four-wheeled vehicle 10 read in step S1 is analyzed to determine whether or not the two-wheeled vehicle 20 that is an obstacle exists. If it is determined that the two-wheeled vehicle 20 that is an obstacle exists (YES in step S4), the process proceeds to step S5, and if it is determined that it does not exist (NO in step S4), the process returns.

  In step S5, whether or not the two-wheeled vehicle 20 is within the irradiation range of the illumination light emitted from the four-wheeled vehicle 10 that is the own vehicle, that is, from the left headlight 13L and / or the right headlight 13R of the four-wheeled vehicle 10. It is determined whether or not it is within the illumination light irradiation range. This determination is made based on the irradiation range determined by the structure of each headlight and the presence or absence of a shield (track 40 in FIGS. 7 and 8). When the two-wheeled vehicle 20 is outside the irradiation range determined by the structure of each headlight 13L, 13R, or is within the irradiation range, and there is an obstruction such as the truck 40, it is determined that it is out of the irradiation range. . In addition, when the two-wheeled vehicle 20 is within the irradiation range determined by the structure of the headlights 13L and 13R and there is no shielding object, it is determined as being within the irradiation range. If it is determined that the motorcycle 20 is within the irradiation range (YES in step S5), the process proceeds to step S8. If it is determined that the two-wheeled vehicle 20 is not within the irradiation range (NO in step S5), the process proceeds to step S6.

  In step S6, since the other vehicles 30, 31 are requested to irradiate the two-wheeled vehicle 20 that is an obstacle, the risk and position (illuminated light irradiation position) of the two-wheeled vehicle 20 are calculated. The degree of risk is determined based on the distance between the four-wheeled vehicle 10 and the two-wheeled vehicle 20. The position of the two-wheeled vehicle 20 is calculated based on the photographing data of the infrared camera 14. Next, the process proceeds to step S7.

  In step S7, an operation request signal is created from the risk level and the irradiation position calculated in step S6, and transmitted to the other vehicles 30 and 31 via the vehicle-to-vehicle communication / road-vehicle communication device 11 and the antenna 18 described above. Then return.

  On the other hand, when it is determined in step S5 that the two-wheeled vehicle 10 is within the irradiation range and the process proceeds to step S8, the risk and position (illumination light irradiation position) of the two-wheeled vehicle 20 are calculated as in step S6. Next, the process proceeds to step S9, where the irradiation direction of the left and right headlights 13L, 13R is controlled according to the irradiation position, and the illumination light is emitted in an irradiation mode according to the degree of danger, and the two-wheeled vehicle 20 is irradiated.

  If it is determined in step S3 that the four-wheeled vehicle 10 that is the host vehicle is stopped traveling, the process proceeds to step S10. When it is determined that the four-wheeled vehicle 10 is stopped traveling, the situation shown in FIGS. 9 and 10 is assumed. As shown in FIG. 9, the four-wheeled vehicle 10 that is the host vehicle is stopped before the intersection. The other vehicle 30 is stopped in front of the intersection in the opposite lane of the four-wheeled vehicle 10. The other vehicle 31 is traveling in the right turn lane of the lane that intersects the travel lane of the four-wheeled vehicle 10. The two-wheeled vehicle 20 is traveling in a straight lane in the opposite lane of the other vehicle 31 and is an obstacle to the other vehicle 31 that may be in contact with the other vehicle 31. The truck 40 is traveling in the right turn lane of the opposite lane of the other vehicle 31 and is a shield interposed between the other vehicle 31 and the two-wheeled vehicle 10. 10 differs from FIG. 9 in that the opposite lane of the other vehicle 31 is curved, and the two-wheeled vehicle 20 that is an obstacle is traveling on the curve.

  In step S <b> 10, it is confirmed whether or not data has been received from the other vehicle 31. If data is not received from the other vehicle 31 (NO in step S10), the process proceeds to step S4, and if it is determined that there is an obstacle for the stopped four-wheeled vehicle 10, the processes in steps S5 to S9 described above are performed. Is executed.

  When data is received from the other vehicle 31 (YES in step S10), the process proceeds to step S11, and it is confirmed whether or not the received data is an operation request signal. When the received data is not an operation request signal, it is not necessary to irradiate the obstacle light of the other vehicle 31 with illumination light. Therefore, the process proceeds to step S4, and if it is determined that there is an obstacle for the stopped four-wheeled vehicle 10, the processes of steps S5 to S9 described above are executed.

  If the received data is an operation request signal (YES in step S11), the process proceeds to step S12. Even if it is determined that an obstacle is present in another vehicle and an operation request signal is transmitted, it may be assumed that the obstacle has already disappeared when the operation request signal is received by the host vehicle. Therefore, in step S12, it is determined whether an obstacle still exists when the operation request signal is received. Return if there are no obstacles. If there is an obstacle, the process proceeds to step S12.

  In step S13, the irradiation direction of the illumination light emitted from the left and right headlights 13L and 13R of the four-wheeled vehicle 10 that is the host vehicle is calculated based on the irradiation position information included in the received operation request signal. Subsequently, it progresses to step S14 and the driving state of an obstruction is detected. That is, the bank angle and traveling speed of the two-wheeled vehicle 20 that is an obstacle of the other vehicle 31 are obtained via the inter-vehicle communication / road-vehicle communication device 11.

  Next, the process proceeds to step S15, and it is determined whether or not the two-wheeled vehicle 20 is traveling on a curve based on the obtained bank angle and traveling speed. This determination is performed, for example, by referring to a predetermined table in which combinations of bank angles and travel speeds are stored. If it is determined that the two-wheeled vehicle 20 is traveling on a curve as shown in FIG. 10, the process proceeds to step S16. If it is determined that the two-wheeled vehicle 20 is not traveling on a curve as shown in FIG. 9, the process proceeds to step S9.

  In step S16, the blinking cycle and the light intensity of the illumination light determined based on the risk included in the operation request signal are corrected. The correction processing is executed using the correction map 1 in FIG. 3 and the correction map 2 in FIG. 4 as described above. When the light intensity of the irradiation light and the correction amount of the blinking cycle are determined according to the bank angle of the two-wheeled vehicle 20 in step S16, the process proceeds to step S17. In step S <b> 17, the illumination light corrected based on the correction amount determined in step S <b> 16 is applied to the two-wheeled vehicle 20 that is an obstacle for the other vehicle 31. Then return.

  On the other hand, as shown in FIG. 9, when it is determined that the two-wheeled vehicle 20 is not traveling on a curve and the process proceeds to step S <b> 9, the blinking cycle and light intensity of the illumination light determined based on the risk included in the operation request signal are Illumination light is irradiated without correction.

  As described above, in the vehicle driving support system according to the embodiment of the present invention, when the traveling state of the vehicle that is an obstacle is detected and it is determined that the vehicle is traveling on the curve, the inter-vehicle distance is short. Even so, the light intensity of the illumination light and the blinking time are corrected, and cautionary irradiation is performed. Therefore, it is possible to prevent the driver who is driving the curve from being shaken and falling into a dangerous situation.

  In the present embodiment, the light intensity of the irradiation light is corrected based on the correction map 1 in FIG. 3, and the blinking time is corrected based on the correction map 2 in FIG. 4, but the present invention is not limited to this. The bank angle continuously changes during the traveling of the two-wheeled vehicle 20, and the output value fluctuates. Therefore, when determining the correction amount of the light intensity / flashing time of the irradiation light, a correction map having hysteresis as shown in FIGS. 11 and 12 may be used. Thereby, the correction | amendment according to the driving | running | working state which changes at any time can be performed.

  In this embodiment, the correction amount is determined using one light intensity correction map and one blinking time correction map, but the present invention is not limited to this. A correction map may be prepared for each predetermined vehicle speed range, and a corresponding correction map may be used according to the detection results of the vehicle speed sensors 17 and 25. For example, three vehicle speed ranges of 10 to 20 km / h, 20 to 40 km / h, and 40 km / h or more are set, a light intensity correction map and a flashing time correction map are prepared for each vehicle speed range, and the vehicle speed sensor 17 , 25, a vehicle speed range correction map to which the vehicle speed belongs may be used. Thereby, correction with higher accuracy can be performed.

  Although this embodiment demonstrated the case where the obstacle of the four-wheeled vehicle 10 or other vehicle 31 which is the own vehicle was the two-wheeled vehicle 20, it does not restrict to this. It is also applicable when the obstacle is a four-wheeled vehicle. When the obstacle is a four-wheeled vehicle, the steering angle and traveling of the four-wheeled vehicle that is the obstacle are detected via the inter-vehicle communication / road-to-vehicle communication device 11 as the obstacle traveling state detection process in step S14 described above. Processing to obtain speed is executed. Next, in step S15, it is determined whether or not the four-wheeled vehicle is traveling in a curve based on the steering angle and the traveling speed. If it is determined that the four-wheeled vehicle is traveling in a curve, the process proceeds to step S16, and the steering angle is set to the steering angle using the correction maps similar to the correction maps 1 to 4 shown in FIGS. 3, 4, 11, and 12. Accordingly, the light intensity of the irradiation light and the blinking time are corrected as appropriate.

  While the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications and changes can be made based on the technical idea of the present invention.

DESCRIPTION OF SYMBOLS 10 Four-wheeled vehicle 11, 21 Vehicle-to-vehicle communication / road-to-vehicle communication device 12, 22 Control device 13L Left headlight 13R Right headlight 14 Infrared camera 15, 24 Navigation device 16 Rudder angle sensor 17, 25 Vehicle speed sensor 18, 26 Antenna 20 Motorcycle 30, 31 Other vehicle 23 Bank angle sensor

Claims (5)

It is a vehicle driving support system that uses inter-vehicle communication and / or road-to-vehicle communication, and when there is an obstacle that obstructs the running of the host vehicle, it requests other vehicles to irradiate the obstacle with illumination light, In a vehicle driving support system that warns an obstacle by illuminating the obstacle with an illumination light from another vehicle,
The other vehicle is
Traveling state determination means for determining the traveling state of the obstacle;
A vehicle driving support system comprising correction means for correcting the illumination mode of the illumination light based on the determination result of the traveling state determination means. The obstacle is a motorcycle, and the motorcycle has a vehicle speed sensor that detects a vehicle speed and a bank angle sensor that detects a bank angle,
The traveling state determination means is configured to determine whether the two-wheeled vehicle is traveling on a curve based on a detection result of the vehicle speed sensor and a detection result of the bank angle sensor. The vehicle driving support system according to claim 1. The obstacle is a four-wheeled vehicle, and the four-wheeled vehicle has a vehicle speed sensor that detects a vehicle speed and a steering angle sensor that detects a steering angle of a steering wheel,
The traveling state determination means is configured to determine whether or not the four-wheeled vehicle is traveling on a curve based on a detection result of the vehicle speed sensor and a detection result of the steering angle sensor. The vehicle driving support system according to claim 1.   The vehicle driving support system according to claim 1, wherein the correction unit is configured to correct the irradiation mode by correcting at least one of a light intensity and a blinking time of the illumination light.   The vehicle driving support system according to claim 4, wherein the irradiation mode is changed between the blinking state and the continuous lighting state by the correction unit.

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