JP2019087127A - Vehicle traffic determination device - Google Patents

Abstract

To provide a vehicle traffic determination device that improves vehicle safety.SOLUTION: A vehicle traffic determination device 1 is comprised of: an obstacle detection unit 40; a margin calculation unit 50; a vehicle speed detection unit 30; a threshold calculation unit 55; and a traffic determination unit 60. The obstacle detection unit 40 can detect an obstacle 45 in front of a vehicle. The vehicle speed detection unit 30 can detect a vehicle speed Vc. The margin computing unit 50 computes a margin width Mw or a margin height Mh. The threshold calculation unit 55 calculates a first width threshold Mw_th1, a second width threshold Mw_th2, a first height threshold Mh_th1, and a second height threshold Mh_th2 based on a vehicle speed Vc. The traffic determination unit 60 determines whether or not the vehicle can pass the obstacle 45 based on the margin width Mw, the margin height Mh, the first width threshold Mw_th1, the second width threshold Mw_th2, the first height threshold Mh_th1, and the second height threshold Mh_th2.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to a vehicle traffic determination device.

  Conventionally, as described in Patent Documents 1 and 2, an apparatus is known which determines whether or not a vehicle can pass by detecting whether or not there is an obstacle.

JP-A-11-213283 JP 2007-069661A

  In the configuration of Patent Document 1, it is determined whether or not there is an obstacle at a portion lower than the height of the vehicle, and it is determined whether the vehicle can pass. In this configuration, when the width direction of the vehicle is not taken into consideration, when the width of the passage gate, the tunnel or the road is relatively narrow, it is determined that the vehicle is passable, which may cause an erroneous determination.

  In the configuration of Patent Document 2, it is determined whether or not the vehicle can pass, in consideration of the width of the vehicle. In this configuration, the passage determination is performed when the vehicle is in the low speed range. Generally, when a vehicle travels under an overpass, a tunnel or a highway, etc., the vehicle travels in a medium speed region or a high speed region. If it decelerates for the purpose of traffic judgment, it may rather collide with a rear vehicle.

  An object of the present disclosure is to provide a vehicle traffic determination device that improves vehicle safety.

The present disclosure is a vehicle traffic determination device (1, 2) used for a vehicle (10).
The vehicle traffic determination device includes an obstacle detection unit (40), a margin calculation unit (50), a vehicle speed detection unit (30), a threshold calculation unit (55), and a traffic determination unit (60).
The obstacle detection unit can detect an obstacle (45) in front of the vehicle.
When the obstacle detection unit detects an obstacle, the margin calculation unit calculates a margin width (Mw), which is the distance from the vehicle to the obstacle in the width direction of the vehicle, or from the vehicle to the obstacle in the height direction of the vehicle. Calculate the margin height (Mh) which is the distance.

The vehicle speed detection unit can detect a vehicle speed (Vc) that is the speed of the vehicle.
Two margin thresholds are set, and one margin threshold is set as a first width threshold (Mw_th1), and a margin threshold set larger than the first width threshold is set as a second width threshold (Mw_th2). I assume. Two allowance height thresholds are set, and one allowance height threshold is set as a first height threshold (Mh_th1), and the allowance height threshold set larger than the first height threshold is used as a second allowance height threshold. The height threshold (Mh_th2) is used.
The threshold calculation unit calculates a first width threshold, a second width threshold, a first height threshold, and a second height threshold based on the vehicle speed.
The passage determination unit determines whether the vehicle can pass the obstacle based on the margin width, the margin height, the first width threshold, the second width threshold, the first height threshold, and the second height threshold. .
Since the determination is made based on the vehicle speed, an appropriate response can be made according to the vehicle speed. Therefore, the vehicle can safely pass the obstacle regardless of whether the vehicle is in the low speed region, the medium speed region or the high speed region.

BRIEF DESCRIPTION OF THE DRAWINGS The block diagram of the vehicle used for this embodiment. BRIEF DESCRIPTION OF THE DRAWINGS The block diagram of the vehicle traffic determination apparatus by 1st Embodiment. The schematic diagram for demonstrating the detection range of the obstruction detection part of the vehicle traffic determination apparatus by 1st Embodiment. BRIEF DESCRIPTION OF THE DRAWINGS The side view of the vehicle traffic determination apparatus by 1st Embodiment. FIG. 1 is a top view of a vehicle traffic determination device according to a first embodiment. FIG. 5 is a relationship diagram of the vehicle speed and the width threshold in the vehicle traffic determination device according to the first embodiment. FIG. 7 is a relationship diagram of vehicle speed and height threshold in the vehicle traffic determination device according to the first embodiment. The flowchart for demonstrating the process of the vehicle traffic determination apparatus by 1st Embodiment. The flowchart for demonstrating the process of the vehicle traffic determination apparatus by 1st Embodiment. The block diagram of the vehicle passage determination apparatus by 2nd Embodiment. The flowchart for demonstrating the process of the vehicle traffic determination apparatus by 2nd Embodiment. The flowchart for demonstrating the process of the vehicle traffic determination apparatus by 2nd Embodiment. FIG. 16 is a relationship diagram of an obstacle distance Lo and a vehicle speed threshold in the vehicle traffic determination device according to another embodiment. The related view of the vehicle speed and the width | variety threshold value in the vehicle traffic determination apparatus by other embodiment. The related view of the vehicle speed and the height threshold-value in the vehicle traffic determination apparatus by other embodiment.

  Hereinafter, an embodiment of a vehicle traffic determination device will be described based on the drawings. In a plurality of embodiments, substantially the same configuration will be described with the same reference numerals. Moreover, in the case of this embodiment, a plurality of embodiments are included. The vehicle traffic determination device of the present embodiment is used, for example, for a vehicle having a plurality of connected vehicles.

  First, the vehicle 10 used for the vehicle traffic determination device of the present embodiment will be described. The forward direction of the vehicle 10 is "front". The backward direction of the vehicle 10 is "rear". Also, the upper side is referred to as "upper" when viewed from the forward direction. The lower side is referred to as “down” when viewed from the forward direction. The vertical direction and the vehicle height direction which is the height direction of the vehicle 10 are the same. Further, the right side is taken as "right" when viewed from the forward direction. Let the left side be "left" when viewed from the forward direction. The left-right direction is the same as the vehicle width direction which is the width direction of the vehicle 10.

  As shown in FIG. 1, the vehicle 10 includes a first connected vehicle 11, a second connected vehicle 12, a connecting unit 13, a luggage storage unit 14, an engine 22 and a door mirror 25, and can travel on the road surface G. The vehicle 10 is a so-called trailer. The vehicle 10 may be a mini car, a small car, an ordinary car, a middle car, or a large car. Also, although not shown, the vehicle 10 includes a transmission connected to the engine 22.

The first connected vehicle 11 is provided on the front side and is rotatable with respect to the second connected vehicle 12. The first connected vehicle 11 has a plurality of first tires 15, a front window 16, a door 18 and a first loading platform 19. Also, although not shown, the first coupled vehicle 11 has a seat and a steering wheel.
The door 18 includes a door window 17.
The first loading portion 19 extends rearward with respect to the door 18 and can load the luggage storage portion 14.

The second connected vehicle 12 is provided on the rear side with respect to the first connected vehicle 11 and is connected to the first connected vehicle 11 via the connecting portion 13. The second connected vehicle 12 has a plurality of second tires 20 and a second loading portion 21.
The second loading portion 21 extends in the front-rear direction, and can load the luggage storage portion 14.

  The connecting portion 13 is connected to the first connected vehicle 11 and the second connected vehicle 12. The connecting portion 13 is fixed to the first connected vehicle 11 and is rotatable around the second connected vehicle 12. When the first connected vehicle 11 rotates, the connecting portion 13 rotates with the first connected vehicle 11 with respect to the second connected vehicle 12. At this time, the vehicle 10 turns right or left, that is, runs on a curve.

The luggage storage portion 14 is provided in the first loading portion 19 and the second loading portion 21 and is formed in a box shape. The luggage storage unit 14 can load luggage.
The engine 22 is provided in the first coupled vehicle 11 and is an internal combustion engine that uses fuel as gasoline or light oil. Vehicle 10 is not limited to a vehicle having an internal combustion engine, and may be a hybrid vehicle or an electric vehicle.

  The door mirror 25 is provided in the first connected vehicle 11 and can project a rear mirror image of the first connected vehicle 11 while including the first tire 15 and the second tire 20. In place of the door mirror 25, a camera capable of capturing an image of the rear used in a camera monitor system may be used.

First Embodiment
The vehicle traffic determination device 1 is provided in the vehicle 10, and is mainly configured of a microcomputer. The vehicle traffic determination device 1 includes a CPU, a readable non-transitory tangible recording medium, a ROM, an I / O, a bus line connecting these components, and the like. Each processing of the vehicle traffic determination device 1 may be software processing by executing a program stored in advance in a tangible memory device such as a ROM by a CPU, or hardware processing by a dedicated electronic circuit. May be

As shown in FIG. 2, the vehicle traffic determination device 1 includes a vehicle speed sensor 30 as a vehicle speed detection unit, a warning monitor 35 as a warning display unit, a sound generation unit 36, and an obstacle detection unit 40.
In addition, the vehicle traffic determination device 1 includes a margin calculation unit 50, a threshold calculation unit 55, and a traffic determination unit 60.

  The vehicle speed sensor 30 is provided in a transmission connected to the engine 22, can take out a pulse wave proportional to the rotational speed of the engine 22, and can detect the vehicle speed Vc which is the speed of the vehicle 10. For example, the multi-pole magnetized magnet rotates with the rotation of the shaft of the transmission connected to the engine 22, and the change of the magnetic flux is converted into the change of the electrical resistance by the non-contact magnetoresistive effect element. The vehicle speed Vc is detected. The detected vehicle speed Vc is output to the later-described threshold value calculation unit 55 and the passage determination unit 60.

  The warning monitor 35 has a screen, and can display the first caution C1, the second caution C2, and the warning A based on the determination of the passage determining unit 60 described later. As the warning monitor 35, for example, a liquid crystal type, a plasma display type or an OELD type having a backlight is used. Here, OELD is an abbreviation of Organic Electroluminescence Display, and is a display device using a phenomenon in which light is emitted when a voltage is applied to a layered structure using an organic compound.

The sound generating unit 36 is a capacitor in which two parallel plates are brought close to each other, and one of the plates is replaced with a diaphragm. The sound generation unit 36 changes the distance between the electrodes according to the vibration, and a sound signal corresponding to the change in capacitance is output. The sound generator 36 converts voltage conversion into a change in capacitance, and generates sound via an amplifier.
In addition, the sound generation unit 36 can generate the first warning sound Qc1, the second warning sound Qc2, and the warning sound Qa to the driver or the outside based on the determination of the passage determination unit 60 described later. The first warning sound Qc1, the second warning sound Qc2, and the warning sound Qa are set to be sounds that urge the driver to warn or warn.

  The obstacle detection unit 40 includes a camera body 41, a camera 42, a camera monitor 43, and an image processing unit 44, and can detect an obstacle 45 in front of the vehicle 10. The obstacle 45 is, for example, a passage gate, a tunnel, a viaduct, or a narrow road. In the present embodiment, the case where the obstacle 45 is a tunnel will be described.

  Returning to FIG. 1, the camera body 41 is formed of, for example, a resin. The first connected vehicle 11 is provided. The camera body 41 is provided, for example, on the upper side of the front window 16 and outside or inside the first coupled vehicle 11. The entire width of the vehicle 10 is halved, and a line extending in the front-rear direction of the vehicle 10 is taken as a camera center line O. Further, the camera body 41 is provided on the camera center line O, and is provided at the center in the vehicle width direction.

The camera 42 is housed in the camera body 41. The camera 42 is provided on the camera center line O in the same manner as the camera body 41.
The camera 42 has an imaging optical system having a wide-angle lens, and an imaging element, and can output imaging as a moving image having a frame number of 60 frames or more per second. The imaging device is, for example, a CCD type or a CMOS type. CCD is an abbreviation of Charge Coupled Device, and is a sensor using a charge coupled device. CMOS is an abbreviation of Complementary MOSFET, and is a gate structure in which a MOSFET which is a metal oxide semiconductor field effect transistor is provided in a complementary manner.

  As shown in FIG. 3, the camera 42 can capture the front of the first coupled vehicle 11. In the figure, the imaging range Ri of the camera 42 is indicated by hatching with diagonal lines described by broken lines. The imaging range Ri is the same as the detection range of the obstacle detection unit 40. An image captured by the camera 42 is taken as a camera image Ic. The camera image Ic is output to the camera monitor 43 and the image processing unit 44.

  The camera monitor 43 is provided in the first connected vehicle 11, and is provided so as to be visible to the driver sitting on the seat. The camera monitor 43 can display a camera image Ic. Further, the camera monitor 43 can select display of the camera image Ic. The camera monitor 43 and the warning monitor 35 may be used in combination.

  As shown in FIG. 4, the image processing unit 44 can detect the feature amount from the camera image Ic, can detect an object, and can detect the obstacle 45 and the positions of the obstacle 45. The distance in the front-rear direction from the camera 42 to the obstacle 45 is taken as an obstacle distance Lo. The image processing unit 44 can detect the obstacle distance Lo. The obstacle distance Lo may be a distance converted from the distance in the front-rear direction from the camera 42 to the obstacle 45 to the distance in the front-rear direction from the vehicle 10 or the first combination vehicle 11 to the obstacle 45.

  The image processing unit 44 uses, for example, a motion stereo method based on the movement on the screen of the obstacle 45 of the camera image Ic captured continuously and the amount of displacement of the imaging position of the camera 42 to obtain the obstacle distance Lo. Calculate

  Further, the distance in the vehicle height direction from the camera center line O to the inner surface 46 of the obstacle 45 is taken as the obstacle height Ho. The image processing unit 44 calculates an obstacle height Ho from the camera image Ic. In the figure, in order to clarify the substance of the obstacle 45, the substance of the obstacle 45 is hatched.

As shown in FIG. 5, the distance in the vehicle width direction from the camera center line O to the inner surface 46 of the obstacle 45 is taken as the obstacle width Wo.
The image processing unit 44 calculates the obstacle width Wo from the camera image Ic. When the obstacle 45 is not detected in the vehicle width direction or the vehicle height direction, the image processing unit 44 sets the obstacle height Ho and the obstacle width Wo to relatively large values.
The calculated obstacle height Ho and obstacle width Wo are output to the margin calculation unit 50.

  Returning to FIG. 4, the distance in the vehicle height direction from the camera center line O to the top 23 of the vehicle 10 is taken as the vehicle height Hc. The vehicle height Hc is preset, and is set by the position of the camera 42 and the design of the vehicle 10. The shortest distance in the vehicle height direction from the top 23 of the vehicle 10 to the inner surface 46 of the obstacle 45 is taken as a margin height Mh.

When the obstacle detection unit 40 detects the obstacle 45, the margin calculation unit 50 calculates the clearance height Mh based on the obstacle height Ho and the vehicle height Hc. The margin height Mh is calculated, for example, by subtracting the vehicle height Hc from the obstacle height Ho as in the following relational expression (1). When the vehicle height Hc is larger than the obstacle height Ho, the margin height Mh is a negative value.
Mh = Ho-Hc (1)

  Referring back to FIG. 5, the distance in the vehicle width direction from the camera center line O to the outer edge of the vehicle 10 farthest from the camera center line O is taken as the vehicle width Wc. In the present embodiment, the vehicle width Wc is the distance from the camera center line O to the end 26 of the door mirror 25. The door mirror 25 is regarded as part of the vehicle 10. The vehicle width Wc is preset as in the case of the vehicle height Hc. The shortest distance from the vehicle 10 to the obstacle 45 in the vehicle width direction is taken as the margin width Mw.

Further, when the obstacle detection unit 40 detects the obstacle 45, the margin calculation unit 50 calculates the margin Mw based on the obstacle width Wo and the vehicle width Wc. The margin width Mw is calculated, for example, by subtracting the vehicle width Wc from the obstacle width Wo as in the following relational expression (2). When the vehicle width Wc is larger than the obstacle width Wo, the margin width Mw is a negative value. The calculated margin height Mh and margin width Mw are output to the passage determination unit 60.
Mw = Wo-Wc (2)

Two threshold values of margin width Mw are set. A threshold of one margin width Mw is set as a first width threshold Mw_th1. A threshold of the other margin width Mw set larger than the first width threshold Mw_th1 is set as a second width threshold Mw_th2. Further, two threshold values of margin height Mh are set. A threshold of one margin height Mh is set as a first height threshold Mh_th1. The threshold of the other margin height Mh set larger than the first height threshold Mh_th1 is set as a second height threshold Mh_th2. That is, the first width threshold Mw_th1, the second width threshold Mw_th2, the first height threshold Mh_th1 and the second height threshold Mh_th2 are set to satisfy the following relational expressions (3-1) and (3-2). Ru.
Mw_th1 <Mw_th2 (3-1)
Mh_th1 <Mh_th2 (3-2)

  When the obstacle detection unit 40 detects the obstacle 45, the threshold calculation unit 55 determines, based on the vehicle speed Vc, the first width threshold Mw_th1, the second width threshold Mw_th2, the first height threshold Mh_th1, and the second height threshold Mh_th2. Calculate The calculated first width threshold Mw_th1, second width threshold Mw_th2, first height threshold Mh_th1 and second height threshold Mh_th2 are output to the passage determination unit 60.

  As shown in FIG. 6, the first width threshold Mw_th1 and the second width threshold Mw_th2 are set to increase as the vehicle speed Vc increases. In the figure, the first width threshold Mw_th1 is described by a solid line, and the second width threshold Mw_th2 is described by an alternate long and short dash line. Further, in the relationship diagram in the drawing, the arrow direction is a positive direction.

  As shown in FIG. 7, the first height threshold Mh_th1 and the second height threshold Mh_th2 are set to increase as the vehicle speed Vc increases. In the figure, the first height threshold Mh_th1 is described by a solid line, and the second height threshold Mh_th2 is described by an alternate long and short dash line.

The passage determination unit 60 determines whether the vehicle 10 can pass the obstacle 45 based on the margin width Mw, the first width threshold Mw_th1 and the second width threshold Mw_th2. The passage determination unit 60 compares and determines the margin width Mw, the first width threshold Mw_th1, and the second width threshold Mw_th2.
In addition, the passage determination unit 60 determines whether the vehicle 10 can pass the obstacle 45 based on the margin height Mh, the first height threshold Mh_th1 and the second height threshold Mh_th2. The passage determination unit 60 compares and determines the margin height Mh, the first height threshold Mh_th1, and the second height threshold Mh_th2.

  The passage determination unit 60 outputs the first determination signal Sj1, the second determination signal Sj2 or the third determination signal Sj3 to the warning monitor 35 and the sound generation unit 36 based on the determination of the margin width Mw and the margin height Mh.

When the margin width Mw is less than the first width threshold value Mw_th1, the passage determination unit 60 determines that the vehicle 10 can not pass the obstacle 45.
A threshold of the vehicle speed Vc set in advance is set as a vehicle speed threshold Vc_th. The vehicle speed threshold Vc_th is arbitrarily set by experiment or simulation.
When the margin width Mw is equal to or greater than the first width threshold Mw_th1 and smaller than the second width threshold Mw_th2, the passage determination unit 60 outputs the first determination signal Sj1 to the warning monitor 35 and the sound generation unit 36. At this time, the passage determination unit 60 determines whether the vehicle speed Vc is less than the vehicle speed threshold Vc_th.
When the margin width Mw is equal to or greater than the second width threshold Mw_th2, the passage determination unit 60 determines that the vehicle 10 can pass the obstacle 45.

When the allowance height Mh is less than the first height threshold Mh_th1, the passage determination unit 60 determines that the vehicle 10 can not pass the obstacle 45.
When the allowance height Mh is equal to or greater than the first height threshold Mh_th1 and less than the second height threshold Mh_th2, the passage determination unit 60 outputs the first determination signal Sj1 to the warning monitor 35 and the sound generation unit 36. At this time, the passage determination unit 60 determines whether the vehicle speed Vc is less than the vehicle speed threshold Vc_th. When the warning monitor 35 acquires the first determination signal Sj1, the warning monitor 35 displays a first caution C1 such as "Be careful to drive". The sound generation unit 36 generates the first attention sound Qc1 when the first determination signal Sj1 is obtained.
When the allowance height Mh is equal to or greater than the second height threshold Mh_th2, the passage determination unit 60 determines that the vehicle 10 can pass the obstacle 45.

When the passage determination unit 60 determines whether the vehicle speed Vc is less than the vehicle speed threshold Vc_th, when the vehicle speed Vc is less than the vehicle speed threshold Vc_th, the passage determination unit 60 allows the vehicle 10 to pass the obstacle 45 It is determined that
When the passage determination unit 60 determines whether the vehicle speed Vc is less than the vehicle speed threshold Vc_th, when the vehicle speed Vc is equal to or greater than the vehicle speed threshold Vc_th, the passage determination unit 60 warns the second determination signal Sj2 as a warning monitor 35 And the sound generator 36. When the warning monitor 35 receives the second determination signal Sj2, the warning monitor 35 displays a second caution C2 such as "Please go slowly" or "Please decelerate". When the sound generation unit 36 acquires the second determination signal Sj2, the sound generation unit 36 generates a second caution sound Qc2 to the driver.

  When the passage determination unit 60 determines that the vehicle 10 can not pass the obstacle 45, the third determination signal Sj3 is output to the warning monitor 35 and the sound generation unit 36. When the warning monitor 35 acquires the third determination signal Sj3, the warning monitor 35 displays a warning A such as "Please stop." When the sound generation unit 36 acquires the third determination signal Sj3, the sound generation unit 36 generates a warning sound Qa to the driver.

The process of the vehicle traffic determination device 1 will be described with reference to the flowcharts of FIGS. 8 and 9. In the flowchart, "S" means a step.
At step 101, the engine 22 is started.
In step 102, the obstacle detection unit 40 determines whether the obstacle 45 has been detected.

If the obstacle 45 is not detected, the process proceeds to step 103.
If an obstacle 45 is detected, the process proceeds to step 104.
In step 103, the camera image Ic is displayed on the camera monitor 43, and the process returns to step 102.

In step 104, the camera image Ic is displayed on the camera monitor 43, and the image processing unit 44 acquires the camera image Ic. The image processing unit 44 calculates the obstacle width Wo and the obstacle height Ho.
In step 105, the margin computing unit 50 computes the margin width Mw and the margin height Mh.
In step 106, the threshold value calculation unit 55 acquires the vehicle speed Vc. The threshold calculation unit 55 calculates a first width threshold Mw_th1, a second width threshold Mw_th2, a first height threshold Mh_th1, and a second height threshold Mh_th2 based on the vehicle speed Vc.

  In step 107, the passage determination unit 60 determines whether or not the margin width Mw is smaller than the first width threshold Mw_th1. Alternatively, the passage determining unit 60 determines whether or not the margin height Mh is less than the first height threshold Mh_th1.

When the margin width Mw is less than the first width threshold Mw_th1, or when the margin height Mh is less than the first height threshold Mh_th1, the process proceeds to step 108.
When the margin width Mw is equal to or greater than the first width threshold Mw_th1, and when the margin height Mh is equal to or greater than the first height threshold Mh_th1, the process proceeds to step 111.

In step 108, the passage determination unit 60 determines that the vehicle 10 can not pass through the obstacle 45. The passage determination unit 60 outputs the third determination signal Sj3 to the warning monitor 35 and the sound generation unit 36.
In step 109, the warning monitor 35 displays a warning A such as "Please stop." At this time, the sound generation unit 36 outputs a warning sound Qa.

In step 110, the passage determination unit 60 determines whether the vehicle speed Vc has become zero, that is, whether the vehicle 10 has stopped.
When the vehicle speed Vc is zero, the process ends.
If the vehicle speed Vc is not zero, the process returns to step 102.

  In step 111, the passage determination unit 60 determines whether or not the margin width Mw is equal to or greater than the first width threshold Mw_th1 and smaller than the second width threshold Mw_th2. Alternatively, the passage determining unit 60 determines whether or not the margin height Mh is equal to or greater than the first height threshold Mh_th1 and smaller than the second height threshold Mh_th2.

When the margin width Mw is equal to or greater than the first width threshold Mw_th1 and smaller than the second width threshold Mw_th2, the passage determination unit 60 outputs the first determination signal Sj1 to the warning monitor 35 and the sound generation unit 36. Alternatively, when the allowance height Mh is equal to or greater than the first height threshold Mh_th1 and less than the second height threshold Mh_th2, the passage determination unit 60 outputs the first determination signal Sj1 to the warning monitor 35 and the sound generation unit 36. . The processing moves to step 112.
When the margin width Mw exceeds the second width threshold Mw_th2 and the margin height Mh exceeds the second height threshold Mh_th2, the process proceeds to step 114.

In step 112, the warning monitor 35 displays a first caution C1 such as "Be careful to drive". Further, at this time, the sound generation unit 36 generates a first attention sound Qc1.
In step 113, the passage determination unit 60 determines whether the vehicle speed Vc is less than the vehicle speed threshold Vc_th.
If the vehicle speed Vc is less than the vehicle speed threshold Vc_th, the process proceeds to step 114.
When the vehicle speed Vc is equal to or higher than the vehicle speed threshold Vc_th, the passage determination unit 60 outputs the second determination signal Sj2 to the warning monitor 35 and the sound generation unit 36, and the process proceeds to step 115.

In step 114, the passage determination unit 60 determines that the vehicle 10 can pass the obstacle 45. Thereafter, the process returns to step 102.
In step 115, the warning monitor 35 displays a second caution C2 such as “Please go ahead” or “Please slow down”. Further, at this time, the sound generation unit 36 generates a second caution sound Qc2.

Conventionally, as described in Patent Documents 1 and 2, an apparatus is known which determines whether or not a vehicle can pass by detecting whether or not there is an obstacle.
In the configuration of Patent Document 1, it is determined whether or not there is an obstacle at a portion lower than the height of the vehicle, and it is determined whether the vehicle can pass. In this configuration, the width direction of the vehicle is not considered.
In the configuration of Patent Document 2, it is determined whether the vehicle can pass or not in consideration of the width of the vehicle. However, when the vehicle is in a low speed range (several km / hour), the passage determination is performed. Generally, vehicles pass at a medium speed range or a high speed range (several km / hour to 100 km / hour vehicle speed). If it decelerates for the purpose of traffic judgment, it may rather collide with a rear vehicle.

[1] The threshold calculation unit 55 calculates a first width threshold Mw_th1, a second width threshold Mw_th2, a first height threshold Mh_th1 and a second height threshold Mh_th2 based on the vehicle speed Vc. The passage determination unit 60 determines whether the vehicle 10 can pass through the obstacle 45 based on the margin width Mw, the margin height Mh and the threshold value based on the vehicle speed Vc. A determination is made based on the vehicle speed Vc. For this reason, the appropriate response according to the vehicle speed Vc can be performed. The vehicle 10 can safely pass the obstacle 45 regardless of whether the vehicle 10 is in the low speed range, the medium speed range or the high speed range.

[2] The obstacle detection unit 40 has a camera 42. Thus, the driver can recognize the camera image Ic via the camera monitor 43. Therefore, the driver can compare the sight and the camera image Ic visually. Unlike radio waves, light, or sound waves, the driver can easily recognize an abnormality in the vehicle traffic determination device 1 because the driver can visually recognize.

[3] The warning monitor 35 displays the first caution C1, the second caution C2 or the warning A based on the first determination signal Sj1, the second determination signal Sj2 and the third determination signal Sj3 of the passage determination unit 60. Further, the sound generation unit 36 emits the first warning sound Qc1, the second warning sound Qc2 or the warning sound Qa based on the first determination signal Sj1, the second determination signal Sj2 and the third determination signal Sj3 of the passage determination unit 60. . As a result, the driving situation can be easily understood, and therefore, when the vehicle 10 passes the obstacle 45, the driver can easily take an appropriate response.

[4] The vehicle 10 has a first connected vehicle 11 and a second connected vehicle 12 and is a so-called trailer. Since the trailer is relatively large, it is relatively difficult for the obstacle 45 to pass. The vehicle traffic determination device 1 enables the obstacle 45 to pass safely, regardless of the vehicle speed Vc, even with a relatively large vehicle 10.

Second Embodiment
The second embodiment is the same as the first embodiment except that it further includes a speed control unit.
As shown in FIG. 10, the vehicle traffic determination device 2 of the second embodiment further includes a speed control unit 37.
The speed control unit 37 can control the vehicle speed Vc based on the vehicle speed Vc, the second determination signal Sj2, and the third determination signal Sj3. The speed control unit 37 controls the vehicle 10 to reduce the vehicle speed Vc when the second determination signal Sj2 or the third determination signal Sj3 is acquired.

The process of the vehicle traffic determination device 2 of the second embodiment will be described with reference to the flowcharts of FIGS. 11 and 12. Processing is increased by the speed control unit 37. The same processing as that of the first embodiment will be described with the same reference numerals.
In step 110, when the vehicle speed Vc is not zero, the passage determination unit 60 outputs the third determination signal Sj3 to the speed control unit 37. The processing shifts to step 201.
In step 201, the speed control unit 37 decelerates the vehicle speed Vc such that the vehicle speed Vc becomes zero. Thereafter, the process returns to step 102.

In step 113, when the vehicle speed Vc is equal to or higher than the vehicle speed threshold Vc_th, the passage determination unit 60 outputs the second determination signal Sj2 to the warning monitor 35, the sound generation unit 36, and the speed control unit 37. The process proceeds to step 202 via step 115.
In step 202, the speed control unit 37 decelerates the vehicle speed Vc such that the vehicle speed Vc becomes a predetermined value. The predetermined value is, for example, 5 to 15 km / h, and is a speed when traveling slowly. Thereafter, the process proceeds to step 102.
Also in the second embodiment, the same effects as in the first embodiment can be obtained. Further, in the second embodiment, since the speed control is performed automatically, malfunction due to the driver is reduced, and the vehicle 10 becomes safer.

(Other embodiments)
[I] The obstacle detection unit 40 is not limited to the detection of the obstacle 45 by the camera 42. The obstacle detection unit 40 may be a radar device that transmits and receives radio waves, light, or sound waves. The positions of the obstacle 45 and the obstacle 45 may be detected by radio waves, light or sound waves.

  The distance from the obstacle detection unit 40 to the obstacle 45 is measured by the time difference between transmission and reception extracted from the correlation between the amplitude, frequency or phase of the transmission signal with an appropriate modulation and the reception signal. The angle from the obstacle detection unit 40 to the obstacle 45 is measured by limiting transmission and reception of radio waves, light or sound waves to a limited azimuth, and scanning radio waves, sound waves or light. From the measured distance and angle, the obstacle width Wo and the obstacle height Ho are calculated. At this time, the distance from the radar device to the outer edge of the vehicle 10 is the vehicle width Wc. The distance from the radar device to the top 23 of the vehicle 10 is the vehicle height Hc.

[Ii] The threshold calculation unit 55 may calculate the vehicle speed threshold Vc_th based on the obstacle distance Lo.
As shown in FIG. 13, the threshold value calculation unit 55 calculates the vehicle speed threshold value Vc_th so that the vehicle speed threshold value Vc_th becomes smaller as the obstacle distance Lo becomes smaller. As the obstacle distance Lo decreases, the determination of the passage determination unit 60 becomes severe. The calculated vehicle speed threshold Vc_th is output to the passage determination unit 60. The passage determination unit 60 uses the calculated vehicle speed threshold Vc_th for comparison with the vehicle speed Vc.

  Since the determination of the vehicle speed Vc according to the obstacle distance Lo can also be made, it is possible to appropriately secure the braking distance when decelerating when the driver steps on the brake or when decelerating by the speed control unit 37. As a result, contact between the vehicle 10 and the obstacle 45 can be avoided more easily, so that the vehicle 10 can travel on the road and the obstacle more safely.

[Iii] The camera 42 is provided at the center of the vehicle 10, but the position of the camera 42 is not limited. The camera 42 may be provided at a position at which the front of the vehicle 10 can be imaged.
[Iv] The threshold value of the margin width Mw may be set to three or more. Similarly, three or more thresholds for the margin height Mh may be set. Since the situation can be further subdivided as the number of threshold values increases, the safety of the vehicle 10 is further improved.

[V] As shown in FIG. 14, the second width threshold Mw_th2 may be constant as the vehicle speed Vc increases. In the present specification, the constant includes a common sense error range.
As shown in FIG. 15, the second height threshold Mh_th2 may be constant as the vehicle speed Vc increases.
As mentioned above, this indication is not limited to such an embodiment, It can implement with various forms in the range which does not deviate from the meaning.

1, 2 ... Vehicle traffic judgment device,
10 ... Vehicle
30 ... Vehicle speed detection unit (vehicle speed sensor),
40 · · · obstacle detection unit, 45 · · · obstacle,
50 · · · Margin calculation unit,
55 ・ ・ ・ Threshold operation unit,
60 · · · Traffic judgment unit.

Claims (7)

Vehicle traffic determination device (1, 2) used for vehicle (10), wherein
An obstacle detection unit (40) capable of detecting an obstacle (45) in front of the vehicle;
When the obstacle detection unit detects the obstacle, the obstacle from the vehicle in the width direction (Mw), which is the distance from the vehicle to the obstacle in the width direction of the vehicle, or the height direction of the vehicle Margin computing unit (50) for computing the margin height (Mh) which is the distance to the
A vehicle speed detection unit (30) capable of detecting a vehicle speed (Vc) that is the speed of the vehicle;
Two thresholds of the margin width are set, and one threshold of the margin width is set as a first width threshold (Mw_th1), and the threshold of the margin width set larger than the first width threshold is set to a second width A threshold (Mw_th2) is set, and two thresholds of the margin height are set, and one threshold of the margin height is set as a first height threshold (Mh_th1), and set larger than the first height threshold. When the threshold of the margin height is the second height threshold (Mh_th2),
A threshold calculator (55) for calculating the first width threshold, the second width threshold, the first height threshold, and the second height threshold based on the vehicle speed;
Whether the vehicle can pass the obstacle based on the margin width, the margin height, the first width threshold, the second width threshold, the first height threshold, and the second height threshold A traffic judgment unit (60) for judging
Vehicle traffic judgment device provided with. The obstacle detection unit includes a camera (42) capable of capturing an image in front of the vehicle and an image processing unit (44).
The image processing unit is configured to, based on the image (Ic) of the camera, an obstacle width (Wo) which is a distance from the camera to the obstacle in the width direction of the vehicle and the vehicle in the height direction of the vehicle. Calculate an obstacle height (Ho) which is a distance from the camera to the obstacle in the width direction,
The vehicle traffic determination device according to claim 1, wherein the margin computing unit computes the margin width based on the obstacle width, and computes the margin height based on the obstacle height.   The vehicle traffic determination device according to claim 1, wherein the first width threshold and the first height threshold increase as the vehicle speed increases. The threshold calculation unit calculates a vehicle speed threshold (Vc_th), which is a threshold of the vehicle speed, based on a distance (Lo) from the vehicle to the obstacle in the longitudinal direction of the vehicle.
The passage determination unit is based on the vehicle speed, the vehicle speed threshold, the margin width, the margin height, the first width threshold, the second width threshold, the first height threshold, and the second height threshold. The vehicle traffic determination device according to any one of claims 1 to 3, wherein it is determined whether or not the vehicle can pass the obstacle. It further comprises a warning display unit (35) capable of displaying a caution (C1, C2) based on the judgment (Sj1, Sj2, Sj3) of the traffic judgment unit,
The passage determination unit
When the margin width is less than the first width threshold, it is determined that the vehicle can not pass the obstacle.
When the margin width is equal to or greater than the second width threshold, it is determined that the vehicle can pass the obstacle.
When the margin width is greater than or equal to the first width threshold and less than the second width threshold, the passage determination unit determines whether the vehicle speed is less than the vehicle speed threshold.
When the vehicle speed is less than the vehicle speed threshold, the passage determination unit determines that the vehicle can pass the obstacle.
The vehicle traffic determination device according to claim 4, wherein the warning display unit displays the warning when the vehicle speed is equal to or higher than the vehicle speed threshold. The passage determination unit
When the margin height is less than the first height threshold, it is determined that the vehicle can not pass the obstacle.
When the margin height is equal to or greater than the second height threshold, it is determined that the vehicle can pass the obstacle.
When the margin height is equal to or more than the first height threshold and less than the second height threshold, the passage determination unit determines whether the vehicle speed is less than the vehicle speed threshold.
When the vehicle speed is less than the vehicle speed threshold, the passage determination unit determines that the vehicle can pass the obstacle.
The vehicle traffic determination device according to claim 5, wherein the warning display unit displays the warning when the vehicle speed is equal to or higher than the vehicle speed threshold.   The vehicle is provided on the rear side of a first connected vehicle (11) and the first connected vehicle, and a second connected vehicle rotatably connected to the first connected vehicle with respect to the first connected vehicle The vehicle traffic determination device according to any one of claims 1 to 6, which has (12).

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