JP2016016708A - Emergency stop display installation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for automatically install an emergency stop display at a point spaced an appropriate distance with respect to a following vehicle and an appropriate installation position according to a road shape in the case of not only a vehicle failure but also a vehicle accident.SOLUTION: An emergency stop display installation device includes: an emergency situation detection means for detecting an emergency situation during traveling of a vehicle body; a vehicle stop determination means for determining a stop of the vehicle body after the emergency situation is detected; an emergency stop display separation means for separating an emergency stop display from the vehicle body after the vehicle body is stopped; a communication means for communicating with the emergency stop display; and a power supply means for supplying power to the emergency stop display.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an emergency stop indicator installation device for automatically installing an emergency stop indicator on a road.

Conventionally, as a technique in this field, a stop indicator described in Patent Document 1 below is known. This device includes a mounting box for storing a stop indicator, a folding stop display board, a structure that allows the stop display board to be easily taken in and out of the mounting box, and a structure in which the taken out stop display board does not return to the mounting box, It has a structure in which the mounting box can be attached to the license plate mounting position and a structure in which the number plate can be attached to the mounting box. Thus, it is shown that it is small and can be easily attached to an automobile or a motorcycle, and that the stop display plate can be used quickly and easily during an emergency stop.
Moreover, the emergency stop indicator installation apparatus of the following patent document 2 is known as another technique. The apparatus includes an emergency state detection unit, a traveling lane detection unit, a display unit dropping unit for dropping and installing a plurality of emergency stop indicators on a road, and a drop control unit for controlling the arrangement of the plurality of emergency stop units. It has. It is shown that this apparatus can automatically detect an emergency situation of a vehicle or a driver, and can automatically install a plurality of emergency stop indicators according to a running lane.
Furthermore, as another technique, there is known a means for making an emergency notification of an emergency of a vehicle described in Patent Document 3 below to another vehicle. The device includes an impact sensor and an airbag sign having an optical reflector attached to a bumper at the rear of the vehicle. It has been shown that this device can avoid a secondary disaster by instantly installing an airbag sign behind the vehicle at the time of impact detection or manually.

Japanese Patent No. 3184250 JP 2011-111071 A JP 2013-256204 A

The above Patent Document 1 is intended to reduce the storage form of the emergency stop indicator, to facilitate the mounting, and to shorten the working time during use and storage. There is.
Installation of the emergency stop indicator is manual and is ineffective when the vehicle occupant is unable to move due to injury or the like in the event of a vehicle accident or is unconscious.
Since the installation direction is limited to the number plate installation direction, it is effective in the case of an emergency stop due to a vehicle failure, but is installed when the vehicle traveling direction and the road are not always parallel, such as in a vehicle accident. The effect is lost or reduced.
Since the installation location is integrated with the vehicle and the generally recommended installation distance (20m behind the general road, 50m behind the highway) cannot be secured, the visibility from the rear vehicle is poor and the avoidance operation is delayed. This is likely to lead to a secondary disaster.

Although the said patent document 2 is going to install the some emergency stop indicator automatically according to the lane which is drive | working, this patent document 2 has the subject shown below.
It is assumed that the vehicle travels straight in the direction of travel and decelerates and stops when the vehicle makes an emergency stop.In the case of an emergency stop due to a vehicle failure, it is presumed that the vehicle is effective to some extent. If the vehicle stops in a lane that is different from the lane where the emergency stop indicator is finally installed, such as when it is not always possible to travel in a straight line or the road shape is curved, the installation effect of the emergency stop device is effective. Lost or lowered.
Before the emergency stop of the vehicle, the stop position is predicted and the emergency stop indicator is installed in advance, so the behavior of the vehicle until the stop of the vehicle is changed to other static and dynamic obstacles like a vehicle accident. In the case of an unpredictable movement such as contact, there is a high possibility that the prediction is off and the emergency stop indicator cannot be installed at a distance.

In the above-mentioned Patent Document 3, an airbag display installed in a bumper is operated by an impact sensor or manually to report an emergency stop of a vehicle to a rear vehicle. There are issues shown below.
The installation direction is limited to the installation direction of the vehicle rear bumper, which is effective in the case of an emergency stop due to a vehicle failure, but the front and rear of the vehicle is not always visible from the following vehicle, such as a vehicle accident. In some cases, the installation effect is lost or reduced.
Since the installation location is integrated with the vehicle and the generally recommended installation distance (20m behind the general road, 50m behind the highway) cannot be secured, the visibility from the rear vehicle is poor and the avoidance operation is delayed. This is likely to lead to a secondary disaster.

As described above, Patent Documents 1, 2, and 3 have the following three problems.
Assignment 1
In the methods of Patent Documents 1 and 3, an emergency stop indicator can be effectively installed when the vehicle travels and stops linearly in the direction of travel, but in either case a skid or spin occurs like a vehicle accident In the event that the vehicle stops sideways, an effective emergency stop indicator cannot be installed.
Assignment 2
In the method of Patent Document 2, an emergency stop indicator can be effectively installed when the vehicle travels and stops linearly in the direction of travel. However, when a skid or spin occurs as in a vehicle accident, If the vehicle stops in a lane different from the lane where the emergency stop indicator is installed, an effective emergency stop indicator cannot be installed.
Issue 3
Regarding the installation of the emergency stop indicator at a recommended distance from the stopped vehicle, the methods of Patent Documents 1 and 3 cannot clearly cope with the vehicle, and the method of Patent Document 2 also shows that the vehicle is linear. In the case of a vehicle accident or a serious vehicle failure, it cannot always be installed at an appropriate distance.

  Therefore, the present invention is based on the problems 1 to 3 described above, and is not only in the case of a vehicle failure but also in the case of a vehicle accident. We propose a device that automatically installs a stop indicator.

The emergency stop indicator installation device of the present invention includes a vehicle and an emergency stop indicator.
The vehicle has an emergency condition detecting means for detecting an emergency condition while the vehicle main body is running, a vehicle stop determining means for determining a stop of the vehicle main body after the emergency situation is detected, and an emergency stop display from the vehicle main body after the vehicle main body is stopped. Emergency stop indicator separating means for separating the device, means for communicating with the emergency stop indicator, and power supply means for supplying power to the emergency stop indicator.
The emergency stop indicator is separated from the vehicle main body, storage means for storing communication contents with the vehicle main body, power storage means for storing electric power supplied from the vehicle main body, traveling means for self-running, and the vehicle main body. Travel direction determination means for determining the direction in which the vehicle body has traveled afterwards, obstacle avoidance means for exiting from the bottom of the vehicle, and emergency stop display for installing the emergency stop indicator from the retracted state to the display state The vehicle installation means, the destination direction judgment means for judging the general direction for installing the emergency stop indicator, the white line recognition means for recognizing the white line on the road to the destination and proceeding along the road shape, and the vehicle stopped Distance measuring means for measuring the distance along the road shape from the vehicle main body to the emergency stop indicator installation position, communication means for communicating with the vehicle main body, and power receiving means for receiving power from the vehicle main body.

The emergency stop indicator is equipped with a triangular display board and a camera, and after the vehicle has traveled to the extent that it is removed from the bottom of the vehicle, the triangular display board is erected, the front is photographed with the camera, and the position on the road is detected. It may be configured.
When the emergency stop indicator travels to the extent that it is removed from the bottom of the vehicle, it may travel a distance obtained by adding a predetermined dimension to the outer shape of the vehicle body, or a distance corresponding to the entire length of the vehicle from the center of the vehicle body.
The emergency stop indicator includes a camera, performs image processing on a video signal from the camera to detect a white line on the road, and stops on an extension of the vehicle body in the road direction according to the white line detection result. The position of the emergency stop indicator may be determined.
The emergency stop indicator may include a camera, a plurality of white line recognition frames may be provided on the camera image, and the position of the emergency stop indicator may be determined based on the presence or absence of white lines within the recognition frame.
When the white line is a broken line, a plurality of short white lines may be extended in the longitudinal direction, and a complementing process may be performed in which the white lines are regarded as one white line.
Even if the accident or failure is severe and the vehicle body cannot control the emergency stop indicator separation means or cannot supply power, the emergency stop indicator can confirm the communication content, or the communication is interrupted. Can be detected and separated from the vehicle body using its own power storage means using an auxiliary function such as a timer.

Emergency stop display using auxiliary means such as digital map data, gyro information, vehicle speed information, etc. even in situations where radio waves do not reach in tunnels, etc., assuming use of satellite location devices typified by vehicle body GPS It is possible to install the vessel in an appropriate position.
In addition, when the self-propelled stop indicator comes out from under the vehicle, if the wheels of the vehicle body are obstructing the direction of travel, the vehicle body shape information registered in advance and the emergency stop display By using the location function of the vessel, it is possible to escape while avoiding obstacles.
When setting the distance from the vehicle body to the position where the self-propelled stop indicator is installed, it is possible to refer to the traveling speed of the vehicle body immediately before.
Further, as a means for determining the distance at which the emergency stop indicator is installed from the vehicle body, the moving distance may be calculated by measuring the number of revolutions of an axle or the like attached to the self-propelled stop indicator.
Moreover, it is possible to automatically install an emergency stop indicator even if the driver or passenger cannot judge or operate the emergency situation.

Emergency stop even if the vehicle does not stop parallel to the direction of travel, such as a contact accident, does not travel or stop linearly, or stops in a lane that is different from the last lane Means capable of installing the indicator at an appropriate position are realized as follows.
That is, the emergency stop indicator always obtains the vehicle position locus information calculated by the vehicle location means via the communication means and stores it in the storage means when the vehicle is traveling normally. Therefore, when the vehicle detects an abnormal situation, it generally understands the information on the location where the emergency stop indicator should be installed, and even after the vehicle has actually detected an emergency due to an accident or malfunction, And the emergency stop indicator communicate the information on the behavior of the vehicle body by mutual communication means, and until the vehicle stops, the position information of the vehicle body and the absolute direction of the vehicle body, such as the longitudinal direction of the vehicle body, and the absolute direction of the road Information can be obtained through communication means, and the stopping angle of the vehicle body relative to the traveling direction of the road when the vehicle body stops can be calculated. Stop table In the direction for installing the vessel, and it can get out by self parallel from the bottom of the vehicle body relative to the road shape.
After exiting from the bottom of the vehicle body, install the stored emergency stop indicator in a visible state and recognize the white line and white broken line on the road so that it will run in line with the road shape. Even when the vehicle main body stops in a lane different from the lane in which the vehicle main body is stopped, it is possible to install an emergency stop indicator on the lane where the vehicle main body is stopped.

  Even if the vehicle body decelerates and stops unpredictably during high-speed contact accidents, the emergency stop indicator can slip out under the vehicle body as a means to install the emergency stop indicator at an appropriate distance. The road that was obtained by communication from the vehicle body at the time of traveling before the accident or failure by integrating the distance traveled along the traveling route in the target direction by using satellite location devices such as gyro information and GPS The information can be used to install an emergency stop indicator at an optimal installation distance from the vehicle body.

It is a side view of the vehicle carrying the emergency stop indicator installation apparatus which concerns on embodiment of this invention. It is a perspective view of a self-propelled emergency stop indicator. It is a block diagram which shows the structure by the side of a vehicle. It is a block diagram which shows the structure by the side of an emergency stop indicator. It is a flowchart which shows the separation process of a self-propelled emergency stop indicator. It is a schematic diagram for demonstrating the separation procedure of a self-propelled emergency stop indicator. (A) is a figure in which the self-propelled emergency stop indicator is being accommodated in the accommodating part, (B) is a figure when the accommodating part of the self-propelled emergency stop indicator is opened, and (C) is self-propelled. It is a figure in isolation | separation from the vehicle main body of an emergency stop indicator. It is a flowchart which shows the process after a self-propelled emergency stop indicator is separated from the vehicle main body, and comes out on the ground. It is a flowchart which shows the process after a self-propelled emergency stop indicator is separated from the vehicle main body, and comes out on the ground. (A) is a conceptual diagram which detects the angle which a vehicle main body makes with a road link. (B) is a conceptual diagram in which the self-propelled emergency stop indicator moves away from the bottom of the vehicle body in parallel with the road link. It is a figure when a vehicle stops on a road. (A) is an image figure of an operation locus when a vehicle stops on a roadside belt. (B) is an image figure of an operation locus when a vehicle stops on a white line. (C) is an image diagram of the motion trajectory when the vehicle stops in the lane. It is an operation | movement principle figure of the camera image recognition process in case a self-propelled emergency stop indicator drive | works along a roadside zone. (A) is the figure which showed the camera image, (B) is the figure which showed the position of the white line. It is an operation | movement principle figure of the recognition process of a camera image in case a self-propelled emergency stop indicator travels across a lane. (A) is the figure which showed the camera image, (B) is the figure which showed the position of the white line. It is an operation | movement principle figure of the recognition process of a camera image in case a self-propelled emergency stop indicator drive | works the middle of a lane. (A) is the figure which showed the camera image, (B) is the figure which showed the position of the white line. It is an operation principle figure of steering control in case a self-propelled emergency stop indicator runs. (A) is the case where the self-propelled emergency stop indicator travels inside the roadside belt, (B) is the case where the self-propelled emergency stop indicator travels on the white line, and (C) is This is a case where the self-propelled emergency stop indicator travels in the center of the lane, and (D) shows the vanishing point of the camera image of the self-propelled emergency stop indicator.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is an external view of a vehicle 1 equipped with a self-propelled emergency stop indicator 20 according to an embodiment of the present invention. The vehicle 1 includes a vehicle main body 2, a front wheel 3, and a rear wheel 4. In the vehicle 1, when the arrow A direction in which the vehicle 1 moves forward is the front side, and the arrow B direction in which the vehicle 1 moves backward is the rear side, the vehicle 1 is the bottom surface portion of the vehicle body 2 and the front wheel 3. The housing part 10 of the self-propelled emergency stop indicator 20 is arranged on the rear side of the. A self-propelled emergency stop indicator 20 is accommodated in the accommodating portion 10.
FIG. 2 is a perspective view of the self-propelled emergency stop indicator 20.
The self-propelled emergency stop indicator 20 includes, for example, crawlers 21 and 21 and is self-propelled by a motor 22. As will be described later, a control ECU 31, a battery (power storage means) 32, a communication interface 65, and a power interface 66 are disposed between the crawlers 21 and 21. The self-propelled emergency stop indicator 20 is provided with a triangular stop display plate 35, and a camera 36 is provided at the upper end of the stop display plate 35. The stop display plate 35 is normally tilted backward as indicated by a broken line, and is driven by the motor 23 in an emergency to stand as indicated by a solid line.
As will be described later, the self-propelled emergency stop indicator 20 is separated from the vehicle main body 2 when the vehicle main body 2 detects an abnormal condition and stops on the lane or on the roadside belt. 2 is pulled out, and then the stop display plate 35 is placed in a visible state from the following vehicle and placed at a predetermined distance.

FIG. 3 shows a block diagram of the vehicle side.
The vehicle body 2 includes a navigation device 55 having various sensors 51 to 54, an emergency condition detection means 56, digital map data 57, a self-propelled emergency stop indicator storage means 58, and a self-propelled emergency stop display. A vehicle-side communication interface 59 that communicates with the device 20 and a vehicle-use power interface 60 that supplies power to the self-propelled emergency stop indicator 20. Although not shown, the emergency state detection means 56 includes an air bag device, a vehicle failure monitor unit, and an emergency stop indicator installation button.
FIG. 4 shows a block diagram of the self-propelled emergency stop indicator side.
A control ECU 31 including various sensors 51 to 54, a power storage unit 32 that stores power supplied to each unit, a camera 36 for recognizing a white line, and a stop display board display unit 34 that displays a stop display board 35 , A traveling means 37 for self-running, a display-side communication interface 65 that communicates with the vehicle main body 2, and a display-side power interface 66 that receives power from the vehicle main body 2.
In the present embodiment, the navigation device 55 has the function of the self-propelled emergency stop indicator 20, but the function of the self-propelled emergency stop indicator 20 is divided into the navigation device 55 and the control ECU 31 on the vehicle side. It does not matter even if it has a configuration.

The navigation device 55 and the control ECU 31 are electronic control units mainly composed of a computer including a CPU, a ROM, and a RAM, for example.
The navigation device 55 and the control ECU 31 perform overall control of the vehicle main body 2 by the CPU, ROM, RAM, and the like operating in cooperation with each other according to a predetermined program.

The emergency state detection means 56 is mounted on the vehicle body 2 and detects an emergency state by the following three methods. One is the detection of the occurrence of an accident in the vehicle body 2 that is running or stopped by the operating status of an airbag device (not shown) that is required to be mounted, and the navigation device 55 transmits the airbag operation as a vehicle status signal. Send.
The other is a vehicle failure monitor unit (not shown) that detects a failure of the vehicle main body 2 during traveling. This failure includes such a failure that a warning is displayed on the instrument panel of the vehicle 1 such as running out of lubricating oil. In this case, the vehicle failure monitoring unit (not shown) is configured as a failure warning display unit that displays a warning on the instrument panel of the vehicle 1. When such a vehicle failure occurs, the vehicle main body 2 is It is necessary to stop.
The vehicle failure monitoring unit (not shown) transmits information indicating whether or not a vehicle failure has occurred to the instrument panel as a vehicle state signal and also transmits it to the navigation device 55.
Third, an emergency stop indicator installation button (not shown) is used to manually install the self-propelled emergency stop indicator 20 when an emergency stop occurs due to a failure that is not automatically detected or a poor physical condition of the driver / passenger. It is a switch for. This information is transmitted to the navigation device 55 when the use of an emergency stop indicator installation button (not shown) is detected.

The digital map data 57 is one of the components of the navigation device 55 mounted on the vehicle main body 2. In the vehicle main body 2, map matching with the location function of the navigation device 55 and acquisition of absolute direction information of road link information, Used for road rank acquisition. The road information includes the number of lanes, the presence / absence of a median, the presence / absence of a white line, and the like. The map information acquisition method may be a vehicle-mounted one or may be obtained in real time by communication.
The self-propelled emergency stop indicator storage means 58 is mounted on the vehicle body 2. The self-propelled emergency stop indicator storage means 58 includes control means (not shown) for separating the self-propelled emergency stop indicator 20 from the vehicle main body 2 when an emergency state of the vehicle main body 2 is detected. I have.

The power storage means 32 is mounted on the self-propelled emergency stop indicator 20 and supplies power to the control ECU 31, the stop display board display means 34, the travel means 37, and the like. In the case of an intelligent secondary battery such as a lithium ion battery, charge / discharge control is performed by communicating with the control ECU 31.
The camera 36 is mounted on the self-propelled emergency stop indicator 20, and the control ECU 31 takes an image in order to travel a predetermined distance from the vehicle body 2 along the road shape after exiting under the vehicle body 2. It is an image information input means for photographing a white line including a broken line on a road for processing.
The stop display board display means 34 is mounted on the self-propelled emergency stop indicator 20 and stands in a state in which the stop display board 35 can be seen by the driver of the succeeding vehicle approaching from a distance after exiting under the vehicle body 2. It is a means to raise.
The traveling unit 37 is a moving unit of the self-propelled emergency stop indicator 20 and is a unit that controls each wheel and enables operations such as forward movement, backward movement, right / left turn, and turning.
The communication interfaces 59 and 65 are mounted on both the vehicle body 2 and the self-propelled emergency stop indicator 20 and are means for performing data communication of location and map information between the navigation device 55 and the control ECU 31.
The power interfaces 60 and 66 are mounted on both the vehicle main body 2 and the self-propelled emergency stop indicator 20, and the power controlled by the navigation device 55 is transferred from the vehicle main body 2 to the self-propelled emergency stop indicator 20. Means for transmitting.

The GPS 51 is mounted on both the vehicle body 2 and the self-propelled emergency stop indicator 20 and is a device that acquires the current position of the mounted device using radio waves from GPS satellites. In the navigation device 55, the digital map data 57 includes digital map information, and position information on the map of the vehicle body 2 can be acquired in cooperation with the GPS 51. The navigation device 55 transmits the acquired position information of the vehicle body 2 to the control ECU 31 as location information. The control ECU 31 is used when calculating the travel distance of the self-propelled emergency stop indicator 20 in cooperation with the image recognition processing means by the camera 36 and the GPS 51 after exiting from the bottom of the vehicle body 2 in an emergency state. .
The gyro 52 is mounted on both the vehicle body 2 and the self-propelled emergency stop indicator 20, and is a sensor that detects angular acceleration and is installed horizontally so as to detect the same movement as the mounted device. It is a sensor for detecting the angle at which the mounted device rotates relative to the horizontal plane by integrating the output.

The acceleration sensor 53 is mounted on both the vehicle body 2 and the self-propelled emergency stop indicator 20, and is a sensor that detects the acceleration in the front-rear direction of the mounted device, and detects the detected acceleration in the front-rear direction. Information is transmitted as an acceleration signal to the navigation device 55 and the control ECU 31. The navigation device 55 and the control ECU 31 calculate the acceleration in their traveling direction based on the acceleration signal.
The vehicle speed sensor 54 is mounted on both the vehicle main body 2 and the self-propelled emergency stop indicator 20 and is a wheel speed sensor that detects the number of rotations of the axle per unit time. The vehicle speed sensor 54 transmits the rotation speed as a vehicle speed signal to the navigation device 55 and the control ECU 31. The navigation device 55 and the control ECU 31 calculate their own vehicle speed and travel distance from the count number of the vehicle speed sensor 54.

Next, communication and power supply between the vehicle main body 2 and the self-propelled emergency stop indicator 20 during normal traveling of the vehicle 1 will be described.
During normal travel, the navigation device 55 of the vehicle body 2 uses the GPS 51, the gyro 52, the acceleration sensor 53, the vehicle speed sensor 54, the map matching with the digital map data 57, etc. The azimuth, the absolute azimuth of the matching road, the white line presence / absence information of the road, and the time information are calculated and installed in the housing portion 10 at the bottom near the center of the vehicle body 2 so as to face the rear of the vehicle 1. Information is always provided to the self-propelled emergency stop indicator 20 through communication.

Next, mechanical attachment / detachment between the communication interfaces 59 and 65 and the power interfaces 60 and 66 will be described.
For example, the same connector as that for DCP for attaching / detaching an escutcheon is used for crime prevention of in-vehicle devices. During normal driving, the terminal is kept in contact with the elasticity of the terminal regardless of the vibration or impact of the vehicle driving, allowing power and communication signals to be exchanged, but can be disconnected when necessary. These interface attaching / detaching means may be magnet-type attaching / detaching means. Further, instead of mechanical attachment / detachment means, electrical attachment / detachment by wireless power feeding or wireless data communication may be used. On the side of the self-propelled emergency stop indicator 20, the location information obtained via the communication interfaces 59 and 65 is sequentially stored in the memory, and when the memory capacity is used up, the old data is overwritten and the new data is always new. This information flow is held and this communication flow is repeated until an emergency situation of the vehicle 1 is detected. Electric power is also supplied from the vehicle body 2 via the electric power interfaces 60 and 66, and this electric power is stored in the electric power storage means 32 on the side of the self-propelled emergency stop indicator 20.

FIG. 5 is a flowchart showing the disconnecting process of the self-propelled emergency stop indicator 20.
First, traveling data / road data is transmitted from the camera 36 to the control ECU 31 (S1), and during traveling, it is determined whether an airbag has been activated (S2) or whether a vehicle failure has been detected (S3). S2 and S3 are detected by the emergency situation detection means 56 shown in FIG. In S2, for example, the emergency situation detection means 56 detects the occurrence of an accident in the vehicle main body 2 while traveling or stopped based on the operating situation of an airbag device (not shown) that is obliged to be mounted on the vehicle 1. The airbag operation is transmitted to the navigation device 55 as a status signal. In S3, for example, a vehicle failure monitor unit (not shown) detects a failure of the traveling vehicle body 2. This failure includes such a failure that a warning is displayed on the instrument panel of the vehicle 1 such as running out of lubricating oil. In this case, the vehicle failure monitoring unit (not shown) transmits information indicating whether or not a vehicle failure has occurred to the navigation device 55.

If S2 and S3 are Yes, it is determined whether there is a white line on the road (S4). When there is a white line on the road, the process proceeds to the separation processing of the self-propelled emergency stop indicator 20.
When there is no white line on the road, the process does not proceed to the separation processing of the self-propelled emergency stop indicator 20, that is, the stop determination of the vehicle body 2 (S6).
Moreover, if both judgments are S2 and S3, it will be judged whether the emergency stop indicator installation button act | operated (S5). This detection is performed by the emergency state detection means 56, and when the use is detected, information is transmitted to the navigation device 55.
If the emergency stop indicator installation button is not activated in S5, the process returns to S1. When the emergency stop indicator installation button is activated, the process proceeds to the disconnecting process of the self-propelled emergency stop indicator 20. When the detection of the emergency situation is based on the operation of the emergency stop indicator installation button, the process proceeds to the stop determination (S6) of the vehicle body 2 regardless of whether there is a white line on the road.

In the stop determination (S6) of the vehicle main body 2, the vehicle main body 2 detects that the vehicle 1 has stopped from information such as the GPS 51, the gyro 52, the acceleration sensor 53, and the vehicle speed sensor 54. In this case, for example, the position information in the GPS 51 information does not move, the rotation of the gyro 52 information is not detected, the acceleration of the acceleration sensor 53 is stabilized only by gravitational acceleration, and the vehicle speed signal moves. It is sufficient to judge comprehensively.
Then, in S6, when the stop of the vehicle body 2 is detected, the self-propelled emergency stop indicator 20 is disconnected (S7).

FIG. 6 is a schematic diagram for explaining a procedure for disconnecting the self-propelled emergency stop indicator 20.
FIG. 6 (A) shows a self-propelled emergency stop indicator 20 arranged in the housing part 10 of the vehicle body 2. A movable bottom plate 11 is disposed in the accommodating portion 10, and one end of the bottom plate 11 is hinged to the vehicle body 2 (support portion 12). The other end of the bottom plate 11 is supported by the fixing means 13. The accommodating portion 10 has a box shape and includes a vehicle-side communication interface 59 and a power interface 60. The container 10 houses the self-propelled emergency stop indicator 20, and the communication interface 65 and the power interface 66 of the self-propelled emergency stop indicator 20 are connected to the vehicle-side communication interface 59 and the power interface 60. . Further, during normal traveling, the bottom plate 11 (opening / closing device) of the housing portion 10 is fixed so as not to be separated outside the vehicle. In order to maintain the connection, the wheels are fixed so that the self-propelled emergency stop indicator 20 does not move mechanically.

First, the emergency stop indicator separating means releases the fixing means 13 and opens the bottom plate 11 (accommodating portion 10) as shown in FIG. 6 (B).
Next, the tire lock (not shown) of the self-propelled emergency stop indicator 20 is released, and the self-propelled emergency stop indicator 20 is brought into a state where the self-propelled emergency stop indicator 20 can be brought out from the housing portion 10 to the ground G. For example, a solenoid may be used to fix or release the fixing means 13.
The self-propelled emergency stop indicator 20 leaves the vehicle body 2 and descends to the ground G as shown in FIG. In this example, a slope to the ground G is created by opening the other end of the bottom plate 11 (accommodating portion 10) with one end fixed. On the slope, the operation speed is limited by an oil damper or the like using a motor-driven opening operation or gravity.
In this case, the communication interface 65 and the power interface 66 of the self-propelled emergency stop indicator 20 are separated from the vehicle-side communication interface 59 and the power interface 60. After that, the self-propelled emergency stop indicator 20 separated from the vehicle body 2 continues to operate with the power from the power storage means 32 installed.

7 and 8 are flowcharts showing processing after the self-propelled emergency stop indicator 20 is disconnected from the vehicle body 2 and exits to the ground G.
In FIG. 7, the self-propelled emergency stop indicator 20 communicates with the navigation device 55 when the vehicle 1 stops, and the time data, the vehicle position data of the vehicle 1, the direction data of the currently matching road, The traveling direction data and the vehicle speed data of the vehicle 1 are acquired (S10).
Next, an angle R formed by the direction of the road and the traveling direction of the vehicle 1 is calculated (S11).
Here, as shown in FIG. 9 (A), from the location information of the vehicle main body 2 obtained first by the communication means, the absolute azimuth L1 of the vehicle 1 at the time when the vehicle 1 finally stops (the vehicle 1 Traveling direction) and the absolute azimuth L2 (road azimuth) of the road at the stop position of the vehicle body 2 obtained from the road link information on the digital map data 57 of the navigation device 55. Then, an angle R formed by the front-rear direction of the vehicle main body 2 stopped with respect to the road direction is calculated. The angle R can be calculated by a method in which the angle R is calculated on the navigation device 55 side and transmitted to the control ECU 31 by communication.

The self-propelled emergency stop indicator 20 that has landed on the ground G performs rotation control at that location, as shown in FIG. 9B, based on the angle R of the stopped vehicle body 2 with respect to the road obtained by the calculation. And the traveling direction is directed to a direction of 180 ° with respect to the direction in which the vehicle body 2 has traveled.
A simple method for realizing this is to use the crawler 21 in the driving device for movement of the self-propelled emergency stop indicator 20 with reference to FIG. By rotating the left and right crawlers 21 in reverse, it is possible to rotate at that location. For the control of the rotation angle, the rotation angle may be controlled by the number of control pulses of the motor 22, and the occurrence of an error due to the crawler 21 slip or the like may be corrected by a mounted gyro.
Further, instead of the crawler 21, a method of rotating by controlling the steering angle and the rotation direction of each wheel by four-wheel steering may be used, or as in a normal vehicle 1, turning is performed by steering the directional wheel to change the direction. The method is fine.
By this control, as shown in FIG. 9 (B), the self-propelled emergency stop indicator 20 is directed in the traveling direction parallel to the road and the rear direction in which the vehicle body 2 has traveled, and the center of the vehicle 1 It will be in the state stopped at.

In FIG. 7, the self-propelled emergency stop indicator 20 uses various data acquired by communication with the navigation device 55 and the calculated data of the angle R of the vehicle body 2 as one trajectory information with the time as a label. Save to memory. In this case, the newest data is overwritten from the oldest data (S12).
That is, the self-propelled emergency stop indicator 20 is moved in the horizontal and vertical movement directions by the vehicle speed sensor 54, the acceleration sensor 53, the gyro 52, etc. Process data such as dead reckoning, and keep track of the relative amount of movement from the start of movement. As a result, the self-propelled emergency stop indicator 20 can always grasp which position is relatively relative to the stopped vehicle body 2 and which direction it is facing.
Next, it is determined whether or not the self-propelled emergency stop indicator 20 has been disconnected from the vehicle body 2 (S13). If not, the process returns to S10.
If the self-propelled emergency stop indicator 20 is disconnected from the vehicle body 2, the latest data set is read from the memory (S14).
In the read latest data set, an angle R with respect to the road of the stopped vehicle body 2 is referred to and it is determined whether or not the angle R is deviated within a range of 5 to 180 ° (S15). When it has shifted | deviated, the left and right crawler 21 is reversely rotated and the vehicle main body 2 is turned -R degree on the spot (S16).
Similarly, it is determined whether or not the angle R is deviated within a range of −180 to −5 ° (S17). And when it has shifted | deviated, the left and right crawlers 21 are reversely rotated, and the vehicle 1 is made to turn by R degrees on the spot (S18).

Next, the self-propelled emergency stop indicator 20 uses the vehicle shape information registered in advance and goes straight ahead while avoiding obstacles (S19).
Since the vehicle main body 2 to be mounted on the self-propelled emergency stop indicator 20 is determined, information on the shape of the lower portion of the vehicle main body 2 can be stored in the ROM of the control ECU 31 in advance. When the self-propelled emergency stop indicator 20 is used as a general mechanism, this mechanism may be a method of obtaining this information by communication from the navigation device 55 of the vehicle body 2 and storing it in the RAM. The information of the vehicle main body 2 used here is an obstacle that the self-propelled emergency stop indicator 20 gets out of under the vehicle main body 2, for example, the wheels and mudguards of the vehicle main body 2, the accommodating portion 10. Information on the position and shape of the slope for separating from the vehicle, the structure at a particularly low position, and the size and shape of the vehicle body 2.
The control ECU 31 stores information on the relative position and direction with respect to the vehicle main body 2, shape information on the lower portion of the vehicle main body 2, and shape information on the self-propelled emergency stop indicator 20 itself in the storage unit, thereby The self-propelled emergency stop indicator 20 is controlled from the bottom of the vehicle main body 2 in the direction in which the vehicle main body 2 has traveled while performing control to avoid obstacles below the vehicle.
As a result, the self-propelled emergency stop indicator 20 can come out of the stopped vehicle body 2 to the center position when viewed from the traveling direction of the road.

An example of this operation is shown in FIG.
In FIG. 9 (B), the self-propelled emergency stop indicator 20 avoids the left rear wheel of the vehicle body 2 by curving and running under the control of the crawler 21 (see FIG. 2), as indicated by an arrow E. It is located directly behind the stop position of the vehicle body 2 with respect to the road link direction.
The control ECU 31 displays the self-propelled emergency stop display up to a place where there is sufficient upper space for starting the self-propelled emergency stop indicator 20 vertically by using the size and shape information of the vehicle body 2 and its own location function. The container 20 can be moved.
For example, the length of 1 m added to the outer shape of the vehicle main body 2 or the distance of the full length of the vehicle 1 from the center of the vehicle main body 2 may be controlled.

Next, the self-propelled emergency stop indicator 20 starts up the triangular stop display plate 35 (see FIG. 2) at a location where the vehicle has traveled more than the length of the vehicle 1 by a linear distance from the travel start point (S20).
It is more reasonable that the stop display plate 35 has a smaller volume when stored. Therefore, in use, it is necessary to install it in a state where it can be seen from the following vehicle.
In this embodiment, the stop display board 35 is horizontally accommodated in the upper part of the self-propelled emergency stop indicator 20 as shown by a broken line in FIG. And if it leaves | separates from the vehicle main body 2 and leaves | separates sufficient distance and an upper space is ensured, control ECU31 will control the motor drive circuit of the stop display board display means 34. FIG.
When the motor 23 is driven, although not shown in the drawing, a linear gear is driven, and a slide bar connected to the linear gear is driven accordingly, and a stop display plate 35 that is fixed at one end so that it can rotate, Stands vertically by rotating by being pushed by the slide bar. When the stop display plate 35 is installed vertically, the control ECU 31 performs control to end the driving of the motor 23. The vertical state may be detected by a change in the motor driving current by an optical sensor or a mechanical stopper.

FIG. 10A to FIG. 10C are diagrams when the vehicle 1 is stopped on the road.
In this road, there is a roadside zone with a white line 100 as a boundary on the left side of the traveling lane, and an overtaking lane with a white line 200 as a boundary on the right side of the traveling lane.
The self-propelled emergency stop indicator 20 exits under the vehicle body 2 and raises the stop display plate 35. Then, in FIG. 7, the camera 36 at the upper end of the stop display plate 35 captures an image behind the lane, White lines 100 and 200 on the road surface in the vanishing point direction are detected (S21). If the white line 200 is a broken line, it is complemented to form a line segment (S22). This white line recognition is for determining the position of the self-propelled emergency stop indicator 20.

11 to 13 are operation principle diagrams of camera image recognition processing.
Three white line recognition frames, L, C and R, are provided on the camera image, and the position of the self-propelled emergency stop indicator 20 is determined by checking the presence or absence of the white lines 100 and 200 within the recognition frame.
In FIGS. 11 to 13, since the rear of the lane is photographed, the L part side is the right side in the traveling direction of the vehicle 1, and the R part side is the left side in the traveling direction of the vehicle 1.
When the white lines 100 and 200 are detected, the white line 200 may actually be a broken line as shown in FIG. In this case, a plurality of detected short white lines 100 are extended in the longitudinal direction, and when each is connected within a certain angle, for example, within 12 °, an interpolation process is performed in which these are regarded as one white line 100. Normally, the camera 36 used for such a purpose has a wide angle to a certain extent, but only a simple distortion correction can be performed due to cost restrictions. Therefore, the distortion of the image increases around the lens. However, since there are known conditions that the lens characteristics, the installation position of the camera 36, the installation angle, and the white line 100 exist on a plane, it is possible to correct this by coordinate conversion using a ROM table.

FIG. 8 shows a processing flow performed subsequent to FIG. 7, and is a processing flow for guiding the self-propelled emergency stop indicator 20 to a predetermined position.
In FIG. 8, first, it is determined whether there is a white line in the L portion of the photographed image and no white line in the C portion and the R portion (S30). This state is the state of FIG. 11A, and when the white line 100 is present in the L portion and the white line 100 is not present in the C portion and the R portion, the vehicle 1 is located on the right side of the white line 100 in the traveling direction. Means that Therefore, in this case, as shown in FIG. 10A, the self-propelled emergency stop indicator 20 determines that the vehicle is stopped on the roadside belt (S31).
If it is determined that the self-propelled emergency stop indicator 20 is stopped at the roadside belt, it is moved to the right side of the white line 100 (S32).
As shown in FIG. 11 (A), when an emergency stop occurs in the roadside belt, the self-propelled emergency stop indicator 20 is generally installed immediately inside the white line 100 of the roadside belt, and the following vehicle. Since the safety effect is high, the following explanation will be given.

The self-propelled emergency stop indicator 20 travels 50 m toward the target position M along the white line 100 as shown in FIG. The target position M is, for example, a position 20 cm inside the white line 100. If the current position is 50 cm inside from the white line 100, after going straight as shown by arrow C in FIG. 10 (A), once rotated 90 ° to the left as shown by arrow D in FIG. Drive and turn 90 ° to the right.
First, referring to FIG. 14, a route to the target position M is selected.
When the approximate position and direction in which the self-propelled emergency stop indicator 20 should be run are matched, as shown in FIG. 14 (A), both side edges 100A and 100B of the white line 100 are detected, and the center part and the lower part are detected. The width of the white line 100 is turned back at the right edge 100A, virtual points M and L are set, and the X coordinates are set to XM and XL (S33).
Specifically, since the width of the white line 100 of the roadside belt is defined as 20 cm, this is used here, and the white line 100 of the roadside belt immediately adjacent to the self-propelled emergency stop indicator 20 (FIG. 11B). As shown in FIG. 14A, the frame is folded back in the horizontal direction with the inner edge as a base point. Thereby, a virtual point L (XL, YL) of about 20 cm from the edge of the white line 100 is obtained. If it is desired to obtain the inner side of 30 cm, the width may be set to 1.5 times when turning back. A virtual point M (XM, YM) is obtained near the center of the video by a similar method.
In this embodiment, if the line connecting the virtual point L and the virtual point M becomes vertical in the center of the screen, the vehicle is moving toward the destination.

In this embodiment, the X coordinate difference is calculated to correct the target direction for travel.
That is, the result of XM-XL is determined (S34). If XM-XL≈0, steering is not necessary and the vehicle goes straight (S35). In the case of XM-XL> 0, it can be seen that the self-propelled emergency stop indicator 20 is on the right side with respect to the virtual travel line, so steering control is performed while turning left (S36). If XM-XL <0, reverse steering control is performed (S37). It is determined whether the self-propelled emergency stop indicator 20 has advanced by 50 m (S38). By continuously performing these steps until it advances by 50 m, the self-propelled emergency stop indicator 20 has the shape of the white line 100 of the roadside belt. Along the roadside belt, the vehicle can be moved 20 cm away.

Next, a white line is detected within the range of the C part of the photographed image, and it is determined whether there is no white line in the L part and the R part (S39). This state is the state of FIG. 12 (A), and when the white line 200 is detected within the range of the C part and there is no white line in the L part and the R part, as shown in FIG. 10 (B), the vehicle body 2 It is determined that the vehicle stops across the white line 200 (S40). In this case, the white line 200 is appropriate as the installation position of the self-propelled emergency stop indicator 20 for the following vehicle.
As shown in FIG. 12B, the self-propelled emergency stop indicator 20 assumes the approximate distance between the vehicle position and the white line 200 from the coordinates of the center white line 200, as shown in FIG. The white line 200 moves to a position on the center of the approximate white line 200 and faces the proceeding white line 200 (S41).
Next, as shown in FIG. 14B, both side edges 200A and 200B of the white line 200 are detected, the center of the white line width at the center and the lower part is set as virtual points M and L, and the X coordinate is set. XM and XL are set (S42). In this case, both ends 200A and 200B of the white line 200 should be detected from the rising and falling edges of the white line 200 at the approximate center of the screen by image processing, and the line connecting the coordinates of the center should be advanced. Set to the assumed route (travel line).

In this embodiment, the X coordinate difference is calculated to correct the target direction for travel.
That is, the result of XM-XL is determined (S43). If XM-XL≈0, no steering is required and the vehicle goes straight (S44). In the case of XM-XL> 0, it can be seen that the self-propelled emergency stop indicator 20 is on the right side with respect to the virtual travel line, so steering control is performed while turning left (S45). If XM-XL <0, reverse steering control is performed (S46). It is determined whether or not the self-propelled emergency stop indicator 20 has advanced by 50 m (S47), and by continuously performing these steps until it advances by 50 m, the self-propelled emergency stop indicator 20 is approximately on the center of the white line 200. You can go along.

Next, white lines are detected in both the L part and the R part of the photographed image, and it is determined that there is no white line in the C part (S48). This state is the state shown in FIGS. 13A and 13B. When the white line 200 is detected in the L portion and the white line 100 is detected in the R portion, and there is no white line in the C portion, as shown in FIG. Then, it is determined that the vehicle body 2 is stopped in the middle of the travel lane (S49). In this case, the center of the traveling lane is appropriate as the installation position of the self-propelled emergency stop indicator 20 for the following vehicle.
The self-propelled emergency stop indicator 20 first moves to a position on the center of the approximate traveling lane and faces the traveling lane in the same manner as described above (S50).
Next, as shown in FIG. 14C, the positions of the left and right white lines 200 and the white line 100 are detected, and intermediate points between the center and the bottom are set as virtual points M and L, and the X The coordinates are set to XM and XL (S51). In this case, it is assumed that, by image processing, both ends of the lane are detected from the white line 200 at both ends of the screen and the falling and rising edges of the white line 100, and the line connecting the coordinates of the center is advanced. Set the route (travel line).

In this embodiment, the X coordinate difference is calculated to correct the target direction for travel.
That is, the result of XM-XL is determined (S52). If XM-XL≈0, steering is not necessary and the vehicle goes straight (S53). In the case of XM-XL> 0, it can be seen that the self-propelled emergency stop indicator 20 is on the right side with respect to the virtual travel line, so steering control is performed while turning left (S54). If XM-XL <0, reverse steering control is performed (S55).
Next, it is determined whether the self-propelled emergency stop indicator 20 has advanced by 50 m (S56). By continuously performing these operations until the self-propelled emergency stop indicator 20 travels 50 meters, the self-propelled emergency stop indicator 20 can travel on the center of the lane.

Next, it is determined whether any of the L part, the C part, and the R part of the photographed image has a white line (S57). When there is a white line in any of the L, C, and R parts, the white line close to the center at the bottom of the image is used as the travel guide line (S58). Then, as shown in FIG. 14D, the vehicle turns on the spot so that the vanishing point of the white line is close to the center of the screen (S59).
Next, the coordinate from the center of the white line at the bottom of the screen is set to L, the X coordinate is set to XL, and the first XL value is set to XL1 (S60).
In this embodiment, the result of XL1-XL is determined (S61). If XL1-XL≈0, no steering is required and the vehicle goes straight (S62). When XL1-XL> 0, it can be seen that the self-propelled emergency stop indicator 20 is on the right side with respect to the virtual travel line, so steering control is performed while turning left (S63). On the other hand, if XL1-XL <0, reverse steering control is performed (S64).
Next, it is determined whether or not the self-propelled emergency stop indicator 20 has advanced by 50 m (S65), and by continuously performing these steps until it has advanced by 50 m, the self-propelled emergency stop indicator 20 moves on the traveling guide line. You can go forward.
In S57, when there is no white line in any of the L part, the C part, and the R part, the self-propelled emergency stop indicator 20 goes straight (S66), and the self-propelled emergency stop indicator 20 has advanced 50 meters. It is judged (S67), and the self-propelled emergency stop indicator 20 simply goes straight on until 50 m is advanced, and then stops (S68).

The image patterns that can occur on a normal road are the three patterns shown in FIGS. 11 to 13. However, if the above white line pattern cannot be detected due to road repair work, etc., as a fail-safe Perform processing.
As a place where the self-propelled emergency stop indicator 20 is installed, the rear in accordance with the road shape is appropriate for the place where the vehicle body 2 is stopped.
Therefore, when a white line that does not apply to the above three patterns is detected, the initial movement operation is not performed, and the vehicle travels in parallel with the white line close to the center of the image while maintaining the initial distance. This is performed in the same manner as the control by image processing in the latter half of FIG. Also, if no white line is detected, go straight ahead while executing the image capture process from the initial position, and if a new white line is detected while traveling a predetermined distance, the same as above Switch to control that proceeds parallel to the white line at a certain distance.

In any of the above cases, after traveling a predetermined distance, the vehicle stops at the target position and presents the stop display board 35 to the following vehicle. The predetermined distance is, for example, 50 m (see S38, S47, S56, and S65) on a highway and 20 m on a general road. This distance can also be set using information in the digital map data 57 of the road on which the vehicle main body 2 has stopped in an emergency. The information of the digital map data 57 is road rank information of the road on which the vehicle is traveling by communication between the navigation device 55 of the vehicle body 2 and the control ECU 31 before the self-propelled emergency stop indicator 20 is separated from the vehicle body 2. And so on.
As another method, for example, the same general road can be set in detail according to the speed limit and the number of lanes included in the information of the digital map data 57. Real-time traffic information can be reflected in the distance to the installation location.
To calculate the predetermined distance until the self-propelled emergency stop indicator 20 stops, the distance traveled by the information from the GPS 51, the gyro 52, the acceleration sensor 53, and the vehicle speed sensor 54 is calculated in the same manner as the general navigation device 55. What is necessary is just to accumulate.

  As explained above, according to the automatic installation device of the self-propelled emergency stop indicator 20, the traveling vehicle 1 detects an emergency situation such as an accident, a failure of the vehicle 1, or a driver's sudden illness. When the vehicle stops on the road, the vehicle body 2 travels from the place where the vehicle body 2 finally stopped regardless of the angle R at which the vehicle body 2 finally stopped and the lane on which the vehicle body 2 traveled. The self-propelled emergency stop indicator 20 can be installed at an appropriate distance regardless of the shape of the road such as a curve in the direction that the following vehicle comes, especially in highways. Effective in suppressing secondary traffic accidents caused by stopping.

Moreover, the damage state of the vehicle main body 2 is judged, and when the vehicle main body 2 is severely damaged, the self-propelled emergency stop indicator 20 may actuate the emergency stop indicator separating means of the vehicle main body 2 itself.
The control ECU 31 always communicates via the communication interface 65 such as acquisition of location information of the navigation device 55 of the vehicle body 2 while the vehicle body 2 is running or after an emergency state is detected. There are cases where these communications are interrupted, a message is sent from the navigation device 55 notifying the abnormality of the main body, or the state of speed = 0 km is detected for a certain time or more after the emergency state is detected. . In these cases, it is determined on the side of the self-propelled emergency stop indicator 20 that the vehicle body 2 has been seriously damaged and the storage means cannot be controlled. The self-propelled emergency stop indicator 20 can be installed by determining whether the vehicle is stopped based on the received location information, and releasing the fixing means 13 and the wheel fixing means of the housing unit 10 by itself. For example, if the release device is an electrically active control circuit, the power system may be configured as a logical sum (OR) circuit.

Moreover, the automatic installation device of the self-propelled emergency stop indicator 20 can install the self-propelled emergency stop indicator 20 even in a situation where GPS 51 radio waves are not received, such as in a tunnel. By combining the information of the gyro 52, the acceleration sensor 53, the vehicle speed sensor 54, and the digital map data 57 and performing map matching and dead reckoning processing, the location of the vehicle body 2 and the self-propelled emergency stop indicator 20 can be calculated. Since it is possible, the angle R of the vehicle body 2 with respect to the absolute direction of the road can be calculated.
The self-propelled emergency stop indicator 20 uses the information of the GPS 51 when installing the self-propelled emergency stop indicator 20 at a predetermined distance after being separated. The distance can be calculated by integrating the information from

When the self-propelled emergency stop indicator 20 comes out from under the vehicle 1, image recognition based on a camera image may be used as a means for avoiding an obstacle under the vehicle 1.
If the camera 36 attached to the self-propelled emergency stop indicator 20 is configured to always face the ground G by using, for example, a weight, the self-propelled emergency stop indicator 20 can be used as a vehicle. Until the vehicle body 2 is separated from the main body 2 and exits the vehicle main body 2 from below the vehicle main body 2, the front camera image is used to recognize obstacles such as wheels and steer in a direction not to collide to self-run the vehicle main body. You can get out from under 2.

The automatic installation device of the self-propelled emergency stop indicator 20 can use the traveling speed immediately before detecting the emergency situation in determining the distance for installing the self-propelled emergency stop indicator 20. For example, when the immediately preceding average traveling speed is the speed when traveling on a highway, the recommended installation distance on the expressway is 50 m behind, and when the immediately preceding average traveling speed is the speed when traveling on a general road, It can also be controlled to be installed 20 m behind the recommended installation distance on the road. If the traveling speed of the vehicle 1 that travels like a car-only road on a general road is high, it is safer to install it at a distance of more than 20 m, and it has a fine installation distance by having a conversion table for the average speed just before. It is also possible to set.
The present invention is not limited to the above embodiment. For example, various changes are possible, such as a structure using a spring mechanism for vertical installation of the self-propelled emergency stop indicator 20 and a structure that is folded when the self-propelled emergency stop indicator 20 is stored.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Vehicle main body 10 Accommodating part 11 Bottom plate 12 Supporting part 13 Fixing means 20 Self-propelled emergency stop indicator 31 Control ECU
32 battery (electric power storage means)
34 Stop display board display means 35 Stop display board 36 Camera 37 Traveling means 51 GPS
52 Gyro 53 Acceleration sensor 54 Vehicle speed sensor 55 Navigation device 56 Emergency condition detection means 57 Digital map data 59 Communication interface 60 Power interface 65 Communication interface 66 Power interface 100 White line 100A Side edge 100B Side edge 200 White line 200A Side edge 200B Side edge L1 Absolute Direction (vehicle traveling direction)
L2 Absolute direction (road direction)
R angle

Claims (15)

  An emergency condition detecting means for detecting an emergency situation while the vehicle body is running, a vehicle stop determining means for judging the stop of the vehicle body after the emergency situation is detected, and an emergency stop indicator is separated from the vehicle body after the vehicle body is stopped An emergency stop indicator installation device comprising: an emergency stop indicator separating means; a means for communicating with the emergency stop indicator; and a power supply means for supplying power to the emergency stop indicator.   Storage means for storing communication contents with the vehicle main body, power storage means for storing electric power supplied from the vehicle main body, traveling means for self-running, and the vehicle main body has progressed after being separated from the vehicle main body Travel direction judgment means for judging the direction, obstacle avoidance means for escaping from the bottom of the vehicle, emergency stop indicator installation means for installing the emergency stop indicator from the retracted state to the display state, and emergency stop display A target orientation determination means that determines the approximate direction of installation of the device, a white line recognition means for recognizing the white line on the road to the destination and proceeding along the road shape, and an emergency stop indicator installed from the parked vehicle body An emergency stop indicator installation device comprising: distance measuring means for measuring a distance along a road shape to a position; communication means for communicating with a vehicle main body; and power receiving means for receiving electric power from the vehicle main body.   The emergency stop indicator is equipped with a triangular display board and a camera, and after the vehicle has traveled to the extent that it is removed from the bottom of the vehicle, the triangular display board is erected, the front is photographed with the camera, and the position on the road is detected The emergency stop indicator installation device according to claim 1 or 2, characterized in that   2. The vehicle according to claim 1, wherein the emergency stop indicator travels a distance obtained by adding a predetermined dimension to the outer shape of the vehicle main body or a distance corresponding to the entire length of the vehicle from the center of the vehicle main body when traveling to the extent that it is removed from the bottom of the vehicle. The emergency stop indicator installation apparatus as described in any one of thru | or 3.   The emergency stop indicator includes a camera, performs image processing on a video signal from the camera to detect a white line on the road, and stops on an extension of the vehicle body in the road direction according to the white line detection result. The emergency stop indicator installation device according to any one of claims 1 to 4, wherein a position of the emergency stop indicator is determined.   2. The emergency stop indicator includes a camera, a plurality of white line recognition frames are provided on the camera image, and the position of the emergency stop indicator is determined based on the presence or absence of a white line within the recognition frame. The emergency stop indicator installation apparatus as described in any one of thru | or 5.   The emergency stop indicator installation device according to claim 6, wherein when the white line is a broken line, a complementary process is performed in which a plurality of short white lines are extended in the longitudinal direction and the white lines are regarded as one white line.   The emergency stop indicator installation device according to any one of claims 1 to 7, wherein a damage status of the vehicle main body is determined, and when the vehicle main body is severely damaged, the emergency stop indicator is operated separately. .   9. The vehicle body determines the position of the vehicle by using digital map data, gyro information, vehicle speed information, and the like in a place where radio waves of a satellite location device do not reach. The emergency stop indicator installation device described in the paragraph.   10. The emergency stop indicator determines the position of the host vehicle by using gyro information, vehicle speed information, etc. in a place where radio waves of a satellite location device do not reach. Emergency stop indicator installation device.   When the emergency stop indicator is separated from the vehicle main body by the emergency stop indicator separating means of the vehicle main body, when the vehicle main body travels from the bottom of the vehicle in the direction in which the vehicle has traveled, the vehicle main body wheels, mudguards, etc. The emergency stop indicator installation device according to any one of claims 1 to 10, further comprising obstacle avoidance means for avoiding the obstacle.   12. The emergency stop display device according to claim 11, wherein the obstacle avoidance means uses image recognition by a camera.   The emergency stop indicator includes a control ECU that stores shape information of a lower portion of the vehicle body, and self-runs based on the shape information and exits from the bottom of the vehicle in a direction in which the vehicle body has traveled. The emergency stop indicator installation device according to any one of 1 to 12.   The emergency stop indicator is general-purpose, obtains shape information of the lower part of the vehicle main body by communication from the navigation device of the vehicle main body, travels in accordance with the shape information, and travels in the direction in which the vehicle main body has traveled from under the vehicle. The emergency stop indicator installation device according to any one of claims 1 to 13, wherein the emergency stop indicator installation device exits.   After the emergency stop indicator is separated from the vehicle main body by the emergency stop indicator separating means of the vehicle main body, until installation of the emergency stop indicator from the vehicle main body to the place where the emergency stop indicator is finally installed, The emergency stop indicator installation device according to any one of claims 1 to 14, wherein the determination is made using a traveling speed.

Images