JP2019109904A - Railway vehicle - Google Patents

Railway vehicle Download PDF

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Publication number
JP2019109904A
JP2019109904A JP2019015037A JP2019015037A JP2019109904A JP 2019109904 A JP2019109904 A JP 2019109904A JP 2019015037 A JP2019015037 A JP 2019015037A JP 2019015037 A JP2019015037 A JP 2019015037A JP 2019109904 A JP2019109904 A JP 2019109904A
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Japan
Prior art keywords
vehicle
danger
road
information
camera
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JP2019015037A
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Japanese (ja)
Inventor
寛隆 福田
Hirotaka Fukuda
寛隆 福田
勉 足立
Tsutomu Adachi
勉 足立
健司 水野
Kenji Mizuno
健司 水野
健純 近藤
Takeyoshi Kondo
健純 近藤
大介 毛利
Daisuke Mori
大介 毛利
毅 川西
Takeshi Kawanishi
毅 川西
辰美 黒田
Tatsumi Kuroda
辰美 黒田
博司 前川
Hiroshi Maekawa
博司 前川
丈誠 横井
Takemasa Yokoi
丈誠 横井
林 茂
Shigeru Hayashi
茂 林
豪生 野澤
Takeo Nozawa
豪生 野澤
謙史 竹中
Kenji Takenaka
謙史 竹中
Original Assignee
エイディシーテクノロジー株式会社
Adc Technology Inc
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Priority to JP2013062418 priority Critical
Priority to JP2013062418 priority
Application filed by エイディシーテクノロジー株式会社, Adc Technology Inc filed Critical エイディシーテクノロジー株式会社
Publication of JP2019109904A publication Critical patent/JP2019109904A/en
Pending legal-status Critical Current

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09Taking automatic action to avoid collision, e.g. braking and steering
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00Brake-action initiating means
    • B60T7/12Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/16Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle
    • B60T7/18Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle operated by wayside apparatus
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095Predicting travel path or likelihood of collision
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095Predicting travel path or likelihood of collision
    • B60W30/0953Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095Predicting travel path or likelihood of collision
    • B60W30/0956Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2210/00Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/30Environment conditions or position therewithin
    • B60T2210/36Global Positioning System [GPS]
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062Adapting control system settings
    • B60W2050/0075Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0077Automatic parameter input, automatic initialising or calibrating means involving external transmission of data to or from the vehicle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00Input parameters relating to infrastructure
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00Input parameters relating to infrastructure
    • B60W2552/40Coefficient of friction
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00Input parameters relating to objects
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00Input parameters relating to data
    • B60W2556/45External transmission of data to or from the vehicle
    • B60W2556/50External transmission of data to or from the vehicle for navigation systems
    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/16Anti-collision systems
    • G08G1/165Anti-collision systems for passive traffic, e.g. including static obstacles, trees

Abstract

An object is to provide a highly safe vehicle. A vehicle 1 includes a danger information acquisition unit (transceiver 3) for acquiring danger position information on a road, an own vehicle position information acquisition unit (navi system 5) for obtaining own vehicle position information, When the danger position information and the position information of the vehicle have a predetermined positional relationship, a danger avoidance processing execution unit (navi system 5, speaker 7, ABS 11, HUD 13, anti-slip agent injection system 21) that executes danger avoidance processing. , An automatic brake system 23, and a control unit 25). [Selection] Figure 2

Description

Cross-reference to related applications

  This international application claims priority based on Japanese Patent Application No. 2013-62418 filed with the Japanese Patent Office on March 25, 2013, and the international application is based on Japanese Patent Application No. 2013-62418. The entire content is incorporated into this international application.

  The present invention relates to a vehicle.

  Conventionally, there is known a technology for detecting a danger such as an obstacle present in front of a vehicle using a camera or a radar mounted on the vehicle and executing processing for avoiding the danger (see Patent Document 1). .

Japanese Patent Application Laid-Open No. 11-029060

  However, in the prior art, it is difficult to sufficiently improve the safety of the vehicle because there is a limit to the types of danger that can be detected and the detection range of the danger. In one aspect of the present invention, it is desirable to provide a vehicle with superior safety.

  The vehicle according to the present invention includes a danger information acquisition unit for acquiring position information of a danger related to a road, a vehicle position information acquisition unit for acquiring position information of a vehicle, position information of the danger, and position information of the vehicle. When there is a predetermined positional relationship, it is characterized by including a danger avoidance processing execution unit that executes danger avoidance processing.

  The vehicle of the present invention can acquire the position information of the danger related to the road, and execute the danger avoidance processing based on the positional relationship between the position information of the danger and the position information of the own vehicle. Therefore, the safety of the vehicle is high.

  According to the vehicle of the present invention, for example, position information of danger can be acquired from a danger information output unit provided on the infrastructure side of the road. In this case, it is also possible to acquire location information of a hazard that exists far from the vehicle.

  The dangers relating to the road include, for example, freezing of the road, snow accumulation on the road, and collapse of structures on the road.

FIG. 1 is an explanatory view showing a configuration of a vehicle 1 and an information distribution system 101. FIG. 1 is a block diagram showing a configuration of a vehicle 1. FIG. 2 is an explanatory view showing a configuration of an antislip agent injection system 21. FIG. 2 is a block diagram showing a configuration of a base station 105. FIG. 2 is a block diagram showing a configuration of a first information acquisition device 107. FIG. 2 is a block diagram showing a configuration of a second information acquisition device 109. It is an explanatory view showing composition and an operation of a camera. It is an explanatory view showing composition and an operation of a sound wave output machine 143 and a sound wave sensor 145. It is an explanatory view showing composition and an operation of a photo sensor 147. It is an explanatory view showing composition and an operation of conductivity sensor 149. It is a flowchart showing the process which the control center 103 accumulate | stores the information of the danger regarding a road. It is an explanatory view showing a danger information database. It is a flowchart showing the process which the vehicle 1 performs. FIG. 14A is an explanatory view showing a landscape seen from the driver's viewpoint of the vehicle 1 through the windshield from the viewpoint of the driver when there is snow on the road, and FIG. 14B is an image of objects on the road in the landscape shown in FIG. 14A. Is an explanatory view showing a state in which the HUD 13 is superimposed and displayed. It is an explanatory view showing a traveling route information database. It is a flowchart showing the process which control center 103 performs. It is a flowchart showing the process which the vehicle 1 performs. FIG. 1 is a block diagram showing a configuration of a vehicle 1. FIG. 1 is a perspective view showing a configuration of a vehicle 1; It is a flowchart showing the process which the vehicle 1 performs. It is a flowchart showing the process which the vehicle 1 performs. FIG. 1 is a block diagram showing a configuration of a vehicle 1. FIG. 1 is a perspective view showing a configuration of a vehicle 1; It is a flowchart showing the process which the vehicle 1 performs.

Embodiments of the present invention will be described based on the drawings.
First Embodiment
1. Configuration of Vehicle 1 The configuration of the vehicle 1 will be described based on FIGS. 1 to 3. The vehicle 1 is a movable body capable of traveling on the road 201. The vehicle 1 can receive various information distributed by the information distribution system 101 described later. In addition, the vehicle 1 can transmit various information acquired by itself to the information distribution system 101.

  As shown in FIG. 2, the vehicle 1 includes a transceiver 3, a navigation system 5, a speaker 7, a slip detection system 9, an ABS (antilock brake system) 11, a HUD (head-up display) 13, a camera 15 and an infrared camera 17. , An in-vehicle camera 20, an anti-slip agent injection system 21, an automatic brake system 23, and a control unit 25.

  The transceiver 3 transmits and receives information to and from the information distribution system 101 by wireless communication. The navigation system 5 can acquire position information of the vehicle 1 by GPS, and can set a planned traveling route to a destination designated by the driver of the vehicle 1. The navigation system 5 also has a function of connecting to the Internet line 104 to transmit and receive information. The speaker 7 is provided in the vehicle compartment of the vehicle 1 and can output sound.

The slip detection system 9 detects the slip of the vehicle 1 according to the following principle. The slip detection system 9 acquires the vehicle speed of the vehicle 1 and the rotation speed of the wheel at any time. Then, the theoretical vehicle speed calculated from the number of revolutions of the wheel, assuming that no slip has occurred, is compared with the actual vehicle speed, and if the difference between the two is greater than a predetermined threshold value, slip occurs I judge that it is. The vehicle speed of the vehicle 1 can be determined, for example, from the amount of change per unit time of the position of the vehicle 1.

The ABS 11 is a known system that operates when a predetermined condition is satisfied, and intermittently locks the brake pressure of the vehicle 1 to prevent locking of the wheels (tires).
The HUD 13 is a known image display system capable of displaying an image on the windshield of the vehicle 1. That is, the HUD 13 projects light representing an image onto the windshield of the vehicle 1, and the light is reflected by the windshield to reach the driver's viewpoint. As a result, when viewed from the driver, the image appears to be displayed on the windshield.

  The camera 15 is a camera provided at the front end of the vehicle 1 and capable of capturing an image of a road surface in front of the vehicle 1 and directly below the vehicle 1. The camera 15 captures an image based on light in the visible light range. The infrared camera 17 is a camera that is provided at the front end of the vehicle 1 and can capture an infrared image of the road surface in front of the vehicle 1 and directly below the vehicle 1.

  The radar 19 is provided at the front end of the vehicle 1 and outputs a millimeter wave band radar wave in the forward direction of the vehicle 1 and receives a reflected wave of the radar wave reflected by an obstacle or the like. Then, the distance from the vehicle 1 to the obstacle is calculated based on the time difference from the output time of the radar wave to the reception time of the reflected wave. Also, based on the direction in which the reflected wave arrives, the direction of the obstacle seen from the vehicle 1 is determined.

  The in-vehicle camera 20 is mounted in the vehicle compartment of the vehicle 1 and captures the front of the vehicle 1 through the windshield. The vehicle 1 recognizes the type of a thing (for example, a preceding vehicle, a traffic light, a pedestrian, etc.) in front of the vehicle 1 shown in an image captured by the in-vehicle camera 20 by image recognition. Then, it is judged how sharp the thing shown in the image is, and the degree of dirt on the windshield is judged based on the judgment result. When the degree of contamination is equal to or higher than a predetermined threshold, the vehicle 1 instructs the driver to take safety measures such as deceleration using the sound of the speaker 7 or the display screen of the navigation system 5.

  As shown in FIG. 3, the anti-slip agent injection system 21 includes a tank 31, a pipe 33, and a control valve 35. The tank 31 is a metal pressure-tight sealed container, in which a liquid anti-slip agent 39 and high pressure nitrogen 41 are filled. The anti-slip agent 39 is one in which fine particles of metal, sand, resin or the like are suspended in a dispersion medium (for example, water, alcohol or the like).

  One end 33 a of the pipe 33 is inside the tank 31, and the opposite end 33 b faces the tire 43 of the vehicle 1. The opposite end 33b has a nozzle shape. The control valve 35 is provided at an intermediate position of the pipe 33, and opens and closes the pipe 33 in accordance with a command from the control unit 25.

  When the control valve 35 is closed, the anti-slip agent 39 does not flow in the pipe 33 and is maintained in the tank 31. On the other hand, when the control valve 35 is opened, the anti-slip agent 39 is pushed out into the pipe 33 by the high pressure nitrogen 41, spouts from the end 33 b and adheres to the surface of the tire 43. The tire 43 with the anti-slip agent 39 attached to the surface becomes less slippery on a frozen road surface or snow.

  The automatic brake system 23 operates the brakes of the vehicle 1 (even without the driver's brake operation). The control unit 25 is a known computer that controls each of the above-described configurations, and includes a CPU, a ROM, a RAM, and the like. In addition, although the vehicle 1 is equipped with the structure similar to a normal vehicle in addition, the description is abbreviate | omitted.

In addition, the vehicle 1 can switch the mode between a plurality of control modes (a first mode, a second mode, a third mode,...). The (n + 1) th mode is a mode which is less likely to slip on a frozen road surface than the nth mode (n = 1, 2, 3...).

  The difference in difficulty in slipping between the modes is realized by the operating conditions of the ABS 11 and the limiting process for rapid acceleration and rapid steering. That is, in the slip resistant mode, the ABS 11 operates more easily than in the slip prone mode, the acceleration is limited even if the driver depresses the accelerator by a predetermined amount, and the steering of the front wheel is controlled even if the driver rotates the steering wheel by a predetermined amount. The corners are limited.

  The vehicle 1 is initially in the state of the first mode, and shifts to the second, third, fourth,... Mode in sequence each time a slip is detected by the slip detection system 9. This can reduce the slip of the vehicle 1 on a frozen road surface. In addition, when a state in which the slip detection system 9 does not detect slip continues for a predetermined time, the mode returns to the first mode.

  The transceiver 3 is an embodiment of the danger information acquisition unit. The navigation system 5 is an embodiment of a vehicle position information acquisition unit. The navigation system 5, the speaker 7, the ABS 11, the HUD 13, the anti-slip agent injection system 21, the automatic brake system 23, and the control unit 25 are an embodiment of the danger avoidance processing execution unit.

2. Configuration of Information Distribution System 101 The configuration of the information distribution system 101 will be described based on FIG. 1 and FIGS. The information distribution system 101 is a type of infrastructure relating to roads, and as shown in FIG. 1, includes a control center 103, a base station 105, a first information acquisition device 107, and a second information acquisition device 109. The control center 103 and the other components are connected by a wired communication line 110.

  The control center 103 includes a control unit 111, a storage device 113, and a communication interface 115. The control unit 111 is a known computer provided with a CPU, a ROM, a RAM, and the like, and controls each configuration of the control center 103. The storage device 113 is composed of a hard disk drive (HDD), and can write, save, and read various information. The communication interface 115 communicates with the base station 105, the first information acquisition device 107, and the second information acquisition device 109.

  Also, the control center 103 is connected to the Internet line 104. The control center 103 can communicate with the portable terminal 106 and the navigation system 5 of the vehicle 1 via the Internet line 104. The functions of the control center 103 may be realized by a cloud computer.

  A plurality of base stations 105 are provided along the road 201 at predetermined distances. Each base station 105 includes a control unit 117, a communication interface 119, and a transceiver 121, as shown in FIG. The control unit 117 is a known computer including a CPU, a ROM, a RAM, and the like, and controls each configuration of the base station 105. The communication interface 119 communicates with the control center 103. The transceiver 121 transmits / receives information to / from the transceiver 3 of the vehicle 1 by wireless communication. The base station 105 is an embodiment of the danger information output unit.

A plurality of first information acquisition devices 107 are provided at predetermined distances along the road 201. Each first information acquisition device 107 includes a control unit 123, a communication interface 125, a camera 127, an infrared camera 129, and a radar 131, as shown in FIG. The control unit 123 is a known computer provided with a CPU, a ROM, a RAM, etc.
Each component of the first information acquisition apparatus 107 is controlled. The communication interface 125 communicates with the control center 103.

  The camera 127 shoots the road surface of the road 201. The infrared camera 129 captures an infrared image of the road surface of the road 201. The radar 131 outputs a millimeter wave band radar wave toward the road 201 and receives a reflected wave reflected by the radar wave.

  The second information acquisition device 109 is provided in the vicinity of a tunnel 203 through which the road 201 passes. As shown in FIG. 6, the second information acquisition apparatus 109 includes a control unit 133, a communication interface 135, a vibration sensor 137, a camera 139, a sound wave output unit 143, a sound wave sensor 145, a light sensor 147, and a conductivity sensor 149. Prepare.

  The control unit 133 is a known computer provided with a CPU, a ROM, a RAM, and the like, and controls each component of the second information acquisition apparatus 109. The communication interface 135 communicates with the control center 103.

  The vibration sensor 137 is embedded in the ceiling or side wall of the tunnel 203 and detects the vibration of the tunnel 203. The vibration sensor 137 can detect if there is a vibration caused by the collapse or deformation of the tunnel 203 or as a precursor.

  The camera 139 is attached to one end of the ceiling 203A in the tunnel 203 as shown in FIG. A plurality of rods 205 are attached to the ceiling 203A at regular intervals. The rod 205 is about the size of a toothpick, and the portion excluding the lower end 205A is made of a soft resin. A metallic reflector that easily reflects light is attached to the lower end 205A.

  If there is no abnormality such as collapse or deformation in the tunnel 203, the lower ends 205A of the plurality of rods 205 are regularly arranged (for example, arranged at equal intervals on a straight line) in the image captured by the camera 139.

  On the other hand, if the position of a part or all of the rods 205 is shifted or the axial direction of the rods 205 is changed due to the fall, deformation or the like of the tunnel 203, the lower end 205A of the plurality of rods 205 in the image captured by the camera 139 Are arranged irregularly. Therefore, it is possible to determine whether or not the tunnel 203 has fallen or deformed, based on the state of the arrangement of the plurality of lower ends 205A in the image captured by the camera 139.

  The sound wave output device 143 and the sound wave sensor 145 are both attached to the ceiling 203A of the tunnel 203, as shown in FIG. The sound wave output unit 143 outputs an ultrasonic wave toward the ceiling 203A. The sound wave sensor 145 receives the reflected wave reflected by the ceiling 203A. If there is an abnormal part such as a crack or a cavity in the vicinity of the position where the sound wave output unit 143 applies the ultrasonic wave, the acoustic wave sensor 145 detects a pattern of a reflected wave peculiar to the abnormal part. Therefore, the presence or absence of abnormality of the tunnel 203 can be inspected by the sound wave output device 143 and the sound wave sensor 145.

  The sound wave output device 143 and the sound wave sensor 145 can be moved along the surface of the ceiling 203A by a slide mechanism (not shown) while maintaining the mutual positional relationship constant, and there is an abnormality at the movement destination as described above. Can be inspected. Therefore, the sound wave output device 143 and the sound wave sensor 145 can detect a wide range of abnormalities in the tunnel 203.

The light sensor 147 is provided at one end of the tunnel 203 near the road surface as shown in FIG. A laser emitting device 207 is provided near the opposite end of the tunnel 203, and a reflecting mirror 209 is provided on a ceiling 203A near the center of the tunnel 203.

  If there is no abnormality such as collapse or deformation in the tunnel 203, the laser light emitted from the laser emission device 207 is reflected by the reflection mirror 209 and detected by the light sensor 147. On the other hand, if the position of one of the laser emitting device 207, the reflecting mirror 209, and the optical sensor 147 shifts or changes direction due to the collapse, deformation, etc. of the tunnel 203, the laser light does not pass through the optical sensor 147. , Will not be detected. Therefore, whether or not the tunnel 203 is broken or deformed can be determined depending on whether the optical sensor 147 can detect the laser light. The reflecting mirror 209 may be provided at a plurality of places, and the laser beam reflected by the reflecting mirror 209 sequentially may be detected by the optical sensor 147.

  The conductivity sensor 149 is embedded in the ceiling 203A of the tunnel 203 together with the pair of electrodes 211 and 213, as shown in FIG. The pair of electrodes 211 and 213 are separated from each other, and the conductivity sensor 149 is electrically conducted to each of the pair of electrodes 211 and 213.

  The ceiling 203A of the tunnel 203 and the side walls are made of a material into which carbon fibers having conductivity are kneaded together with mortar and aggregate, and the electrodes 211 and 213 have constant conductivity. The conductivity sensor 149 detects and outputs the conductivity between the electrodes 211 and 213.

  If a crack or a cavity occurs in a portion between the electrodes 211 and 213 in the ceiling 203A, the conductivity between the electrodes 211 and 213 changes. Therefore, based on the conductivity output by the conductivity sensor 149, a crack or a cavity in the ceiling 203A can be detected.

  The conductivity sensor 149 may also detect the conductivity of the aluminum foil stuck on the surface of the bolt driven into the tunnel 203. When the aluminum foil is broken due to the collapse of the tunnel 203 or the like, the conductivity changes, so that the collapse or the like can be detected from the change in the conductivity.

  The second information acquisition device 109 may be provided in the vicinity of a bridge (including a bridge on a freeway). In this case, the vibration sensor 137, the camera 139, the sound wave output device 143, the sound wave sensor 145, the light sensor 147, and the conductivity sensor 149 are attached to the bridge and these sensors detect the collapse, deformation and vibration of the bridge. Can.

3. Process executed by the vehicle 1 and the information distribution system 101 (1) Process in which the first information acquisition device 107 and the second information acquisition device 109 detect a hazard related to the road The first information acquisition device 107 performs every predetermined time Detect the danger on the road as follows.

  Road surface freezing, snow coverage: The road surface is photographed with the camera 127 or the infrared camera 129, and a pattern peculiar to the road surface freezing or snow accumulation (for example, a portion with higher luminance or reflectance than a normal road surface is present) It is judged by image recognition whether or not a part of the vehicle is hidden, a vehicle presumed to be slipping during traveling, a pedestrian sliding a foot, etc.) appear. If a distinctive pattern appears, detect road surface freezing and snow hazard.

Anomalous behavior car: A moving picture on the road is taken with camera 127 or infrared camera 129, and anomalous behavior (for example, run out to the opposite lane, meandering, greatly exceeds the speed limit, reverse to the original direction of travel on the road Determine whether there is a vehicle that is traveling in the direction (reverse travel, etc.). In addition, the radar 131 determines the presence or absence of a vehicle performing an abnormal behavior. If there is a vehicle that behaves abnormally, the danger of the vehicle that behaves abnormally is detected.

  An object present on the road (for example, dead body of an animal): A moving image on the road is photographed by the camera 127 or the infrared camera 129, and an abnormal behavior for avoiding an object on the road (for example, a predetermined point on the road It is determined whether there is a vehicle that detours, decelerates in front of a predetermined point, approaches one side of a lane, etc. in front of a predetermined point. In addition, the radar 131 determines the presence or absence of a vehicle performing an abnormal behavior. If there is a vehicle that performs the above-mentioned abnormal behavior, it detects the danger that an object is present on the road.

  Also, set conditions relating to vehicles that perform abnormal behavior (for example, bypass a predetermined point on the road, decelerate in front of a predetermined point, approach one side of a lane in front of a predetermined point, etc.) If satisfied, it can be determined that an object is present on the road, and if the condition is not satisfied, it can be determined that no object is present on the road. As the condition, for example, a condition that a vehicle performing an abnormal behavior passes a predetermined number on a road or more within a predetermined time within a predetermined time can be mentioned. Moreover, the conditions that the vehicle which performs abnormal behavior continues more than predetermined number as another condition are mentioned.

By setting the above conditions, it is possible to suppress erroneous determination that an object is present on the road even though no object is actually present on the road.
Insufficient illuminance: An image on the road is photographed by the camera 127, and the illuminance on the road is calculated from the exposure of the camera 127 at that time and the luminance of the photographed image. If the calculated illuminance is less than a predetermined value, the danger of illuminance deficiency is detected.

  Cracking or Falling of the Road Surface: The road surface is photographed by the camera 127 or the infrared camera 129, and it is judged by image recognition whether or not a pattern peculiar to the cracking or falling of the road surface appears in the image. If a distinctive pattern appears, detect the risk of road surface cracking or falling.

  Broken or Damaged Vehicle: The infrared camera 129 captures a vehicle traveling on a road or a vehicle stopped on the road. These vehicles have a function of emitting infrared light to the outside if there is a failure or damage. If the infrared pattern appears in the image of the infrared camera 129, the danger due to the broken or damaged vehicle is detected.

  Vehicles using a mobile phone while the driver is traveling: Photographing a traveling vehicle using the camera 127 or the infrared camera 129. Then, it is determined by image recognition whether or not the image of the driver using the mobile phone can be recognized. If the image of the driver using the mobile phone can be recognized, the driver detects a danger from the vehicle using the mobile phone while traveling.

  In addition, if the radio wave of the mobile phone is detected from the traveling vehicle, the driver detects a danger due to the vehicle using the mobile phone while traveling. In addition, the vehicle may have a function of detecting the use of the mobile phone by the driver of the vehicle and outputting a unique signal to the outside at that time. In this case, if the particular signal is received, the driver detects a danger due to the vehicle using the mobile phone while traveling.

Vehicle in which the driver is in a state of sudden illness or the like: A vehicle in motion is photographed using a camera 127 or an infrared camera 129. Then, by image recognition, the driver who is in a state of sudden illness, fainting, drowsiness, snoozing, etc. (for example, a posture that covers the steering wheel, a posture that is greatly inclined in the lateral direction, etc.) It is determined whether or not the image of the driver) can be recognized. If this image can be recognized, the driver detects a danger due to the vehicle being in a state of sudden illness, fainting, jealousy, snoozing or the like.

  In addition, the vehicle may have a function of detecting driver's biological information (brain wave, pulse wave, electrocardiogram, etc.) and transmitting the detection result to the outside. In this case, if a detection result corresponding to sudden illness, fainting, drowsiness, snoozing, etc. is received, the driver detects a danger due to the vehicle being in a state of sudden illness, fainting, drowsiness, snoozing or the like.

  Puddle existing on the road: When the road surface is photographed using the camera 127 or the infrared camera 129 and the puddle is recognized by image recognition, the danger due to the puddle is detected. In addition, if a puddle is recognized in an image obtained by photographing the road surface in the past, and the weather satisfies a predetermined condition (for example, a condition that a predetermined amount of rain has fallen within a predetermined period from that point), the image At the position of the puddle inside, the danger due to the puddle is detected.

Vehicle under automatic driving: The vehicle outputs a signal specific to that case to the outside during automatic driving. If the specific signal is received, the danger by the vehicle during automatic driving is detected.
In addition, along with the vehicle during automatic driving, the state that reduces the safety of automatic driving (for example, the white line of the road used for control of automatic driving, the state where the center line, etc. can not be identified by the camera or sensor due to snow) It may be detected.

  In this case, depending on whether or not the safety of the automatic driving is reduced, it is possible to put a grade in the degree of danger by the vehicle during the automatic driving. For example, if a vehicle in automatic driving is detected and the safety of the automatic driving is reduced, it is determined that the degree of danger by the vehicle in automatic driving is high. On the other hand, even if a vehicle in automatic driving is detected, it is determined that the degree of danger by the vehicle in automatic driving is low unless the safety of automatic driving is lowered.

  Pedestrians: Receive weak radio waves emitted by mobile phones, IC cards, etc. For the reception of weak radio waves, for example, a waveguide can be used. In addition, the position of the transmission source of the radio wave is observed over time, and the moving speed of the transmission source is calculated. If the moving speed of the transmission source is equal to or less than a predetermined threshold (for example, 10 km / h), it is determined that there is a pedestrian holding a mobile phone, an IC card or the like, and a danger due to the pedestrian is detected.

Also, it may be identified whether the mobile phone is charging. If charging is in progress, the mobile phone is in the car and is not held by the pedestrian, so it does not detect danger by the pedestrian.
Vehicle being driven by an elderly person: A vehicle in motion is photographed using a camera 127 or an infrared camera 129. Then, it is determined by image recognition whether the driver is an old man or not. If the driver is an old man, the danger from the vehicle driven by the old man is detected.

  In addition, as described above, the second information acquisition device 109 includes the vibration sensor 137, the camera 139, the sound wave output device 143, the sound wave sensor 145, the light sensor 147, and the conductivity sensor 149. An anomaly (a form of danger relating to the road) can be detected.

The first information acquisition device 107 and the second information acquisition device 109 detect the type of danger on the road detected as described above, the position (latitude, longitude) at which the danger was detected, and the time at which the danger was detected. Is stored as a set of information (hereinafter referred to as information on danger related to roads), and transmitted in response to a request from the control center 103 as described later.
(2) Process in which the vehicle 1 detects a hazard related to a road The vehicle 1 detects a hazard related to a road at predetermined time intervals as follows while traveling.

  Road surface freezing, snow coverage: The road surface is photographed with the camera 15 or the infrared camera 17, and a pattern peculiar to the road surface freezing or snow accumulation (for example, a portion with higher luminance or reflectance than a normal road surface is present) It is judged by image recognition whether or not a part of the vehicle is hidden, a vehicle presumed to be slipping during traveling, a pedestrian sliding a foot, etc.) appear. If a distinctive pattern appears, detect road surface freezing and snow hazard. The place to be photographed by the camera 15 or the infrared camera 17 may be in front of the vehicle 1 or just below the vehicle 1.

  In addition, when detecting the danger of road surface freezing or snowfall using the camera 15 or the infrared camera 17, it is possible to light a place where there is a possibility of freezing or snowfall. As this light, it is possible to use a light having a wavelength and illuminance at which the difference in the appearance (color, luminance, reflectance, etc.) between a frozen part and a part with snow and the other part becomes clearer. The light may be a headlight of the vehicle 1 or may be a light dedicated to danger detection.

Also, when the slip detection system 9 detects a slip or the ABS 11 is activated under the condition that the steering amount and the brake pressure are less than predetermined values, the road surface freezes and the snow is also detected.
Anomalous behavior vehicle: A moving image on the road is taken by the camera 15 or infrared camera 17 and anomalous behavior (eg protruding into the opposite lane, meandering, greatly exceeding the speed limit, opposite to the original traveling direction on the road) Determine whether there is a vehicle that is traveling in the direction (reverse travel, etc.). In addition, the radar 19 determines the presence or absence of a vehicle that performs an abnormal behavior. If there is a vehicle that behaves abnormally, the danger of the vehicle that behaves abnormally is detected.

  An object present on the road (for example, dead body of an animal): A moving image on the road is photographed by the camera 127 or the infrared camera 129, and an abnormal behavior for avoiding an object on the road (for example, a predetermined point on the road It is determined whether there is a vehicle that detours, decelerates in front of a predetermined point, approaches one side of a lane, etc. in front of a predetermined point. In addition, the radar 19 determines the presence or absence of a vehicle that performs an abnormal behavior. If there is a vehicle that performs the above-mentioned abnormal behavior, it detects the danger that an object is present on the road.

  Also, set conditions relating to vehicles that perform abnormal behavior (for example, bypass a predetermined point on the road, decelerate in front of a predetermined point, approach one side of a lane in front of a predetermined point, etc.) If satisfied, it can be determined that an object is present on the road, and if the condition is not satisfied, it can be determined that no object is present on the road. As the condition, for example, a condition that a vehicle performing an abnormal behavior passes a predetermined number on a road or more within a predetermined time within a predetermined time can be mentioned. Moreover, the conditions that the vehicle which performs abnormal behavior continues more than predetermined number as another condition are mentioned.

By setting the above conditions, it is possible to suppress erroneous determination that an object is present on the road even though no object is actually present on the road.
Insufficient illuminance: An image on the road is photographed by the camera 15, and the illuminance on the road is calculated from the exposure of the camera 15 at that time and the luminance of the photographed image. If the calculated illuminance is less than a predetermined value, the danger of illuminance deficiency is detected.

  Cracking or Falling of the Road Surface: The road surface is photographed by the camera 15 or the infrared camera 17, and it is judged by image recognition whether or not a pattern peculiar to the cracking or falling of the road surface appears in the image. If a distinctive pattern appears, detect the risk of road surface cracking or falling.

Damaged or Damaged Vehicle: The infrared camera 17 captures a vehicle traveling on a road or a vehicle stopped on the road. These vehicles have a function of emitting infrared light to the outside if there is a failure or damage. If the infrared pattern appears in the image of the infrared camera 17, the danger due to the broken or damaged vehicle is detected.

  Vehicles using a mobile phone while the driver is traveling: Photographing a traveling vehicle using the camera 15 or the infrared camera 17. Then, it is determined by image recognition whether or not the image of the driver using the mobile phone can be recognized. If the image of the driver using the mobile phone can be recognized, the driver detects a danger from the vehicle using the mobile phone while traveling.

  In addition, if the radio wave of the mobile phone is detected from the traveling vehicle, the driver detects a danger due to the vehicle using the mobile phone while traveling. In addition, the vehicle may have a function of detecting the use of the mobile phone by the driver of the vehicle and outputting a unique signal to the outside at that time. In this case, if the particular signal is received, the driver detects a danger due to the vehicle using the mobile phone while traveling.

  Vehicle in which the driver is in a state of sudden illness or the like: A vehicle in motion is photographed using a camera 15 or an infrared camera 17. Then, by image recognition, the driver who is in a state of sudden illness, fainting, drowsiness, snoozing, etc. (for example, a posture that covers the steering wheel, a posture that is greatly inclined in the lateral direction, etc.) It is determined whether or not the image of the driver) can be recognized. If this image can be recognized, the driver detects a danger due to the vehicle being in a state of sudden illness, fainting, jealousy, snoozing or the like.

  In addition, the vehicle may have a function of detecting driver's biological information (brain wave, pulse wave, electrocardiogram, etc.) and transmitting the detection result to the outside. In this case, if a detection result corresponding to sudden illness, fainting, drowsiness, snoozing, etc. is received, the driver detects a danger due to the vehicle being in a state of sudden illness, fainting, drowsiness, snoozing or the like.

  Puddle existing on the road: When the road surface is photographed using the camera 15 or the infrared camera 17 and the puddle is recognized by image recognition, the danger due to the puddle is detected. In addition, if a puddle is recognized in an image obtained by photographing the road surface in the past, and the weather satisfies a predetermined condition (for example, a condition that a predetermined amount of rain has fallen within a predetermined period from that point), the image At the position of the puddle inside, the danger due to the puddle is detected.

Vehicle under automatic driving: The vehicle outputs a signal specific to that case to the outside during automatic driving. If the specific signal is received, the danger by the vehicle during automatic driving is detected.
In addition, along with the vehicle during automatic driving, the state that reduces the safety of automatic driving (for example, the white line of the road used for control of automatic driving, the state where the center line, etc. can not be identified by the camera or sensor due to snow) It may be detected.

  In this case, depending on whether or not the safety of the automatic driving is reduced, it is possible to put a grade in the degree of danger by the vehicle during the automatic driving. For example, if a vehicle in automatic driving is detected and the safety of the automatic driving is reduced, it is determined that the degree of danger by the vehicle in automatic driving is high. On the other hand, even if a vehicle in automatic driving is detected, it is determined that the degree of danger by the vehicle in automatic driving is low unless the safety of automatic driving is lowered.

  Pedestrians: Receive weak radio waves emitted by mobile phones, IC cards, etc. For the reception of weak radio waves, for example, a waveguide can be used. In addition, the position of the transmission source of the radio wave is observed over time, and the moving speed of the transmission source is calculated. If the moving speed of the transmission source is equal to or less than a predetermined threshold (for example, 10 km / h), it is determined that there is a pedestrian holding a mobile phone, an IC card or the like, and a danger due to the pedestrian is detected.

Also, it may be identified whether the mobile phone is charging. If charging is in progress, the mobile phone is in the car and is not held by the pedestrian, so it does not detect danger by the pedestrian.
Bicycle or two-wheeled vehicle that slips beside the vehicle 1 (left or right): The bicycle or two-wheeled vehicle is equipped with a device that emits radio waves, infrared light, visible light and the like. Those radio waves, infrared rays, visible light and the like preferably have characteristics (wavelength, pattern of intensity, etc.) unique to a bicycle or a two-wheeled vehicle. Moreover, it is preferable that those radio waves, infrared rays, visible light and the like have directivity and be emitted mainly toward the vehicle 1 side. When the vehicle 1 detects the above-mentioned radio waves, infrared rays, visible light and the like in the lateral direction, it detects a danger due to a bicycle or a two-wheeled vehicle slipping through the side of the vehicle 1.

  Other vehicles being driven by old people: Photographing surrounding vehicles using camera 15 or infrared camera 17. Then, it is determined by image recognition whether the driver is an old man or not. If the driver is an old man, the danger from the vehicle driven by the old man is detected.

The vehicle 1 has information (information on the danger on the road) including the type of the danger on the road detected as described above, the position (latitude, longitude) at which the danger was detected, and the time at which the danger was detected. It is stored and transmitted in response to a request from the control center 103 as described later.
(3) Process in which the control center 103 accumulates information on hazards related to roads The control center 103 accumulates information on hazards related to roads by the processing shown in the flowchart of FIG. This process is repeatedly performed every predetermined time.

  In step 1, the first information acquisition device 107, the second information acquisition device 109, and the vehicle 1 are requested to transmit information on danger related to the road. This request is made to the first information acquisition device 107 and the second information acquisition device 109 via the wired communication line 110. Further, the request signal is transmitted to the vehicle 1 from the transceiver 121 of the base station 105.

  When the first information acquisition device 107, the second information acquisition device 109, and the vehicle 1 receive an information transmission request from the control center 103, the risk regarding the road newly stored after the previous information transmission. If there is any information, the information is sent to the control center 103. In the case of the first information acquisition device 107 and the second information acquisition device 109, information on the danger regarding the road is transmitted to the control center 103 via the wired communication line 110. In the case of the vehicle 1, the information on danger relating to the road is first transmitted from the transceiver 3 of the vehicle 1 to the nearby base station 105, and transferred from there to the control center 103.

  As described above, the types of hazards related to the road transmitted from the first information acquisition device 107, the second information acquisition device 109, and the vehicle 1 include the types of hazards related to the road (for example, freezing of the road surface, snow coverage, The presence of anomalous behavior vehicles, objects on the road, lack of illumination, tunnel collapse and deformation, road surface cracks and collapses, locations where the hazard exists (latitude, longitude), and time when the hazard is detected are included.

  In step 2, it is determined whether or not information on a danger related to a road has been newly received from the first information acquisition device 107, the second information acquisition device 109, and the vehicle 1. If it has been received, the process proceeds to step 3, and if it has not been received, the present process ends.

In step 3, the newly received information on road hazards is added, and the danger information database is updated. Here, the danger information database is a database of information on danger relating to roads, which is created in the storage device 113 (see FIG. 1) of the control center 103, and has a structure shown in FIG. That is, the information on the hazards related to the roads is
The identification number is assigned, and the type of danger, the position (latitude, longitude) where the danger exists, and the time when the danger is detected are stored as a set.

In addition, after being stored in the danger information database, the danger information on the road is automatically erased when a predetermined time passes.
(4) Processing in which the information distribution system 101 distributes information on hazards The control center 103 periodically transmits, to each base station 105, information on hazards on roads corresponding to the respective base stations 105. For example, with respect to the base station 105 present at the point A, the information on the danger regarding the road detected within a certain range from the point A is periodically read out from the danger information database and transmitted. Each base station 105 constantly transmits the information on danger related to the road transmitted from the control center 103. The information to be transmitted includes the type of danger on the road, the position (latitude, longitude) where the danger exists, and the time when the danger is detected.

  The base station 105 may be a transmission facility dedicated to information on hazards related to roads, or may be a transmission facility for Vehicle Information and Communication System (VICS) information. When it is a transmission facility of VICS information, the base station 105 transmits, as one of the VICS information, information on danger regarding the road.

  In addition, when the vehicle 1 is traveling in the vicinity of a certain base station 105, information on the danger concerning the road transmitted by the base station 105 (related to the road detected within a certain range from the base station 105) Hazard information can be received using the transceiver 3. Therefore, the vehicle 1 can receive the information on the danger regarding the road according to the position where it exists.

(5) Processing executed by the traveling vehicle 1 (part 1)
A process repeatedly executed by the traveling vehicle 1 at predetermined time intervals will be described based on the flowchart of FIG.

  In step 11, it is judged whether the information on the danger regarding the road which the base station 105 transmitted is received. If it has been received, the process proceeds to step 12, and if it has not been received, the present process ends.

In step 12, position information and a traveling direction of the vehicle 1 at that time are acquired.
In step 13, based on the position information of the danger and the position information of the vehicle 1 acquired in step 12 and the traveling direction included in the information on the danger regarding the road, both of the following conditions C1 and C2 are satisfied. To judge.

C1: The position of danger and the position of the vehicle 1 are within a certain distance.
C2: A danger exists in the traveling direction of the vehicle 1.
If both the conditions C1 and C2 are satisfied, the process proceeds to step S14. If one of the conditions C1 and C2 does not, the process ends.

  The process of step 13 may proceed to step 14 if either one of the conditions C1 and C2 is satisfied, or the process may end if both are not satisfied. Further, the process of step 13 may proceed to step 14 if the condition C1 is satisfied, or may end the present process if the condition C1 is not satisfied. Further, the process of step 13 may proceed to step 14 if the condition C2 is satisfied, or may end the present process if the condition C2 is not satisfied.

In step 14, a danger avoiding process is performed to avoid the danger on the road. This danger avoidance process is predetermined according to the type of danger relating to the road, and there are, for example, the following.

(I) In the case where the type of danger on the road is freezing of the road surface The brake is activated and decelerated by the automatic brake system 23 before reaching a freezing place.

Also, it makes the standard on which the ABS 11 operates looser than usual.
Also, an anti-slip agent injection system 21 is used.
In addition, the speaker 7 issues a voice warning of the content for warning freezing.

Further, the navigation system 5 displays a warning display of a content warning of freezing and displays an alternative route avoiding a frozen place.
Moreover, the frozen part is displayed on the windshield of the vehicle 1 using HUD13. That is, a different color from the other parts of the windshield is displayed on the part of the windshield overlapping the frozen part as viewed from the viewpoint of the driver of the vehicle 1.

(Ii) When the type of road hazard is snow cover Perform the same hazard avoidance process as for freezing.
Also, using HUD 13, the image of things that should be visible on the road when there is no snowfall on the windshield of the vehicle 1 (for example, the road boundary 301, center line 303, stop line 305, etc. shown in FIG. 14B) indicate. In this image, things such as the boundary line 301, the center line 303, and the stop line 305 are displayed at a position where they should be visible when assuming that there is no snow, as seen from the driver's point of view. Therefore, in reality, as shown in FIG. 14A, even in a situation where the front of the vehicle 1 is covered with snow and the above-mentioned things can not be seen, the display of the HUD 13 makes the driver as if it were shown in FIG. There is no snowfall and it seems that the above thing is appearing.

  The image displayed by the HUD 13 can be created from an image of the same place (hereinafter referred to as an original image) taken when there is no snowfall. The original image may be an image captured by a camera at a position different from the viewpoint of the driver. In this case, the image can be processed by a known method to make the image visible in the direction of the windshield from the viewpoint of the driver. The original image may be taken by the camera 15 of the vehicle 1 and stored in the vehicle 1 or may be obtained from an infrastructure, or using an image published on a telecommunication line such as the Internet It is also good.

(Iii) When the type of danger relating to the road is the fall of the tunnel 203 Before the tunnel 203 is reached, the automatic brake system 23 applies a brake to stop the vehicle 1.

In addition, the speaker 7 issues an audio alarm of a content for warning of the collapse of the tunnel.
If the vehicle 1 has not yet reached the entrance of the tunnel 203, the navigation system 5 displays an alternative route avoiding the tunnel 203. On the other hand, if the vehicle 1 is already in the tunnel 203, the navigation system 5 displays the escape route and the emergency exit.

(Iv) If the type of danger on the road is an abnormal behavior car, a broken or damaged car, a car whose driver is using a mobile phone, a car whose driver is in a state of sudden illness, etc., or a car where an old man is driving In front of those vehicles, the automatic brake system 23 applies a brake to decelerate. In addition, the speaker 7 issues an audio alert regarding the presence of those vehicles. In addition, the inter-vehicle distance to those vehicles is maintained at a predetermined value or more. Also, the course of the vehicle 1 is changed by automatic steering to avoid those vehicles. Also, the navigation system 5 displays alternative routes avoiding those vehicles. Also, when they approach those vehicles, they make a horn sound.

(V) In the case where the type of danger relating to the road is a puddle or an object existing on the road, the brake is activated and decelerated by the automatic brake system 23 before reaching the puddle or the location of the object. In addition, the speaker 7 issues an audio alert regarding the presence of a puddle or an object. In addition, the course of the vehicle 1 is changed by automatic steering to avoid a puddle or an object.

(Vi) In the case where the type of danger on the road is a vehicle under automatic driving: The brake is activated by the automatic brake system 23 and decelerated before the vehicle under automatic driving. In addition, the speaker 7 issues a voice warning regarding the vehicle in automatic driving. In addition, the inter-vehicle distance to the vehicle during automatic driving is maintained at a predetermined value or more. In addition, the navigation system 5 displays an alternative route for avoiding vehicles in automatic driving.

(Vii) When the Type of Hazard on the Road is a Pedestrian Before the pedestrian, the automatic brake system 23 applies a brake to decelerate. In addition, the speaker 7 issues an audio alert regarding the presence of a pedestrian. Also, the course of the vehicle 1 is changed by automatic steering to avoid pedestrians. Also, when approaching a pedestrian, the horn sounds.

(Viii) Other If the type of danger relating to the road is a short object (for example, a dog, a cat, a falling person, etc.) present on the road, raise the height of the vehicle 1 and move with the object. Suppress contact. If the type of danger related to the road is an object present above the vehicle 1 (for example, a tunnel, a footbridge, a signboard, a bridge, a branch of a tree overhanging in the lateral direction, etc.), lower the height of the vehicle 1 , Reduce contact with the object. The height of the vehicle 1 can be raised and lowered by a known mechanism.

(6) Processing executed by the traveling vehicle 1 (part 2)
A process repeatedly executed by the traveling vehicle 1 at predetermined time intervals will be described based on the flowchart of FIG.

  In step 31, it is determined whether or not the risk information on the road transmitted by the base station 105 has been received within a predetermined time. If it is received, the process proceeds to step 32, and if it is not received, the process proceeds to step 33.

  In step 32, information on the road hazards that has been determined to have been received in step 31 is transmitted using the transceiver 3. In addition, the other vehicle located in the circumference | surroundings (for example, back of the vehicle 1) of the vehicle 1 can receive the transmitted information, and can perform danger avoidance processing based on the information.

In step 33, it is determined whether the vehicle 1 has detected a danger relating to the road within a predetermined time. If it is detected, the process proceeds to step 34. If it is not detected, the process proceeds to step 35.
In step 34, the information on the road hazards determined to have been detected in step 33 is transmitted using the transceiver 3. In addition, the other vehicle located in the circumference | surroundings (for example, back of the vehicle 1) of the vehicle 1 can receive the transmitted information, and can perform danger avoidance processing based on the information.

In step 35, it is determined whether the vehicle 1 is performing a danger avoidance process. If the danger avoiding process is being performed, the process proceeds to step 36. If the danger avoiding process is not being performed, the process ends.
In step 36, the transceiver 3 is used to transmit that the danger avoidance process is being executed, the type of danger relating to the road, and the kind of danger avoidance process. In addition, the other vehicle located around the vehicle 1 (for example, the rear of the vehicle 1) receives the information transmitted by the vehicle 1, and based on the information, a process for avoiding a collision with the vehicle 1 (for example, Deceleration, stop, course change, etc.).

  Also, transmission of information in steps 32, 34, 36 may be performed using visible light communication. In particular, when the road is curved and a mirror is installed near the curve, the visible light emitted by the vehicle 1 is reflected by the mirror to reach another vehicle located on the other side of the curve. it can.

(7) Information distribution processing to the portable terminal 106 executed by the control center 103 A user (may be a driver of the vehicle 1 or any other person) travels through the Internet line 104. The route information can be sent to the control center 103. The travel route information includes information regarding a travel route used in the past and information regarding a travel route scheduled to be used in the future.

  The travel route information on the travel route used in the past includes the identification number of the user, the travel route (route on map data from the departure point to the arrival point), and the date and time of using the travel route.

  In addition, as travel route information regarding a travel route to be used in the future, the identification number of the user, the travel route (route on map data from the departure point to the arrival point), and the date and time when the travel route is to be used Is included.

  Transmission route information may be transmitted by a mobile terminal (for example, a mobile phone (for example, a so-called smart phone), a portable navigation system, a tablet terminal, a notebook computer, etc.) 106 owned by the user. You may go.

  The portable terminal 106 and the navigation system 5 have well-known functions such as a function of setting a traveling route according to the user's input, a function of connecting to the Internet line 104 and transmitting and receiving information.

  The control center 103 accumulates the travel route information transmitted by the user, and creates a travel route information database shown in FIG. The travel route information database is classified for each user, and the travel route of the user is stored in the category of each user.

  If the travel route information relates to a travel route used in the past (for example, A-1, A-2, B-1, and C-1 to 4 in FIG. 15), the information is associated with each travel route. The cumulative number of times the travel route has been used, and the date and time of use (including the day of the week) are stored. When the travel route information relates to a travel route scheduled to be used in the future (for example, A-3 and B-2 in FIG. 15), the scheduled date and time to be used are stored in association with each travel route. There is.

The travel route information database is updated each time the control center 103 receives new travel route information.
The control center 103 repeatedly executes the process shown in the flowchart of FIG. 16 at predetermined time intervals using the travel route information database.

  Step 21 in FIG. 16 collates the travel route information database with the danger information database, and for each of the travel routes stored in the travel route information database, the danger regarding the road stored in the danger information database on the travel route To check if exists.

  In step S22, it is determined whether or not there is a road hazard on the travel path (hereinafter referred to as a danger existing travel path) among the travel paths stored in the travel path information database. If there is a danger existing traveling route, the process proceeds to step 24. If not, the present process ends.

In step 24, it is determined whether the danger existing traveling route satisfies the following notification conditions C3, C4, and C5.
C3: The cumulative number of times of use of the dangerous existence traveling route is equal to or more than a predetermined threshold value.

C4: The day on which the dangerous travel route was used in the past matches the day on that day.
C5: The planned date for using the dangerous travel route is that day.
If any one of the notification conditions C3 to C5 is satisfied, the process proceeds to step 25. If any one of the notification conditions C3 to C5 is not satisfied, the present process ends.

  In step 25, an e-mail indicating that there is a danger relating to the road on the travel route is transmitted to the user corresponding to the dangerous travel route. The e-mail will display an alternative travel route avoiding the location where the hazard was detected. The destination of the e-mail may be the portable terminal 106 owned by the user, or the navigation system 5 of the vehicle 1 on which the user rides.

  The mail address of the user is stored in the travel route information database. The user can include the e-mail address in the traveling route information transmitted to the control center 103.

4. Effects of the Vehicle 1 and the Information Distribution System 101 (1) The vehicle 1 can detect a danger on the road and execute processing for avoiding the danger. As a result, the safety of the vehicle 1 is improved.

  (2) The information distribution system 101 can detect a danger relating to a road, and can distribute information on the danger to the vehicle 1. In particular, the information distribution system 101 also detects hazards in places far from the vehicle 1 that can not be detected by the vehicle 1 and hazards of a type that is difficult to detect in the vehicle 1 (for example, collapse of the tunnel 203). Can be distributed to the vehicle 1. As a result, the safety of the vehicle 1 is improved.

  (3) When a danger exists on the traveling route of the vehicle 1, the information distribution system 101 notifies the vehicle 1 of that and transmits an alternative traveling route avoiding the place where the danger is detected. As a result, the safety of the vehicle 1 is improved.

  (4) The vehicle 1 can transmit, to the surroundings of the vehicle 1, the information on the danger on the road detected by the vehicle 1 and the information on the danger on the road received from the information distribution system 101. Other vehicles located around the vehicle 1 can receive the information and perform the danger avoidance process.

(5) The vehicle 1 transmits around the vehicle 1 that the danger avoidance process is being executed, the type of danger on the road, and the kind of danger avoidance process while the danger avoidance process is being performed. Other vehicles located around the vehicle 1 receive those information, and execute processing (for example, deceleration, stop, course change, etc.) to avoid a collision with the vehicle 1 that is performing the danger avoidance processing. can do.

Second Embodiment
1. Configuration of Vehicle 1 The configuration of the vehicle 1 in the present embodiment will be described based on FIGS. 18 and 19. The vehicle 1 basically has the same configuration as that of the first embodiment. The vehicle 1 further includes a pair of infrared sensors 151 and 153. The infrared sensors 151 and 153 are attached to the front side among the both side surfaces of the vehicle 1 as shown in FIG. The infrared sensors 151 and 153 can detect infrared rays emitted from the side direction of the vehicle 1.

  In addition, as shown in FIG. 19, the gate member 215 can be installed along the road 201. The gate member 215 irradiates the infrared beam 217 in the direction crossing the road 201. The height of the infrared beam 217 is the same as the height of the infrared sensors 151 and 153. When the vehicle 1 traveling on the road 201 reaches the gate member 215, the infrared sensors 151 and 153 detect the infrared beam 217.

  The gate member 215 may always emit the infrared beam 217, may emit the infrared beam 217 in a preset time zone, or may emit the infrared beam 217 according to an instruction from the outside. Good.

2. Processing Executed by Vehicle 1 The vehicle 1 of the present embodiment basically performs the same processing as that of the first embodiment. Furthermore, while traveling, the vehicle 1 repeatedly executes the processing shown in FIG. 20 at predetermined time intervals. In step 41 of FIG. 20, it is determined whether or not infrared light is detected by at least one of the infrared sensors 151 and 153. If the infrared ray is detected, the process proceeds to step 42. If the infrared ray is not detected, the process ends. In step 42, processing for stopping the vehicle 1 is performed.

3. Effects of the Vehicle 1 (1) The vehicle 1 can achieve substantially the same effects as those of the first embodiment.
(2) The vehicle 1 can be stopped at the gate member 215. If the gate member 215 is placed in front of an area where the vehicle 1 should not enter (for example, a construction site, a disaster site, a traffic accident site, a school route, etc.), the vehicle 1 may enter the area. It can be suppressed.

4. Modification Example The process performed in step 42 may be, for example, a process of decelerating the vehicle 1 to a predetermined speed or less. Further, the process executed in the step 42 may be a process of emitting an audio alarm by the speaker 7.

  In addition, the wavelength, amplitude, and the like of the infrared beam 217 may be changed as time passes, and the information may be transmitted to the vehicle 1 by the infrared beam 217. In this case, the vehicle 1 can execute processing according to the content of the information.

  Also, instead of the infrared sensors 151 and 153, a sensor that detects ultrasonic waves, radar waves, visible light and the like may be attached to the vehicle 1. In this case, as the gate member 215, one that emits ultrasonic waves, radar waves, visible light or the like instead of the infrared beam 217 is used.

Third Embodiment
1. Configuration of Vehicle 1 The vehicle 1 of the present embodiment has the same configuration as that of the first embodiment.

2. Processing Executed by Vehicle 1 The vehicle 1 of the present embodiment basically performs the same processing as that of the first embodiment. However, the vehicle 1 executes the process shown in FIG. 21 as the danger avoiding process of step 14 in FIG. 13.

  In step 51 of FIG. 21, the situation around the vehicle 1 is acquired using the camera 15, the infrared camera 17, the radar 19, the navigation system 5, and the like. As the surrounding conditions, the shape of the road 201 (for example, straight line, curved line, in the case of a curved line, the curvature, road width, etc.), the inclination of the road 201 (slope of inclination) Direction, size of inclination, etc., presence or absence of surrounding vehicles (vehicles traveling in the same direction as vehicle 1, oncoming vehicles, vehicles parked on the road side, etc.), distance between surrounding vehicles and vehicle 1 Etc.

  In step 52, based on the surrounding conditions acquired in step 51, it is determined whether the degree of danger regarding the received road (see step 11 in FIG. 13) is high. For example, if the type of danger regarding the road is freezing or snow accumulation on the road surface, if the road 201 is curved, the road 201 is inclined, or if there are vehicles around, the degree of danger regarding the road is high. If not, it is judged that the degree of danger on the road is low. If the degree of danger relating to the road is high, the process proceeds to step 53; otherwise, the process ends.

In step 53, the inside of the vehicle compartment of the vehicle 1 is photographed using the in-vehicle camera 20, and the situation inside the vehicle compartment of the vehicle 1 is acquired.
In step 54, based on the situation in the vehicle compartment acquired in step 53, it is determined whether a danger may occur in the vehicle compartment of the vehicle 1 when the danger avoidance process is executed according to the danger relating to the road.

  For example, the situation in the interior of the vehicle 1 of the vehicle 1 acquired in the step 53 is a situation in which there is a standing passenger or a passenger who does not fasten the seat belt. If the danger avoidance process is performed, it is determined that there is a risk that a danger (such as a fall of the occupant) may occur in the vehicle interior of the vehicle 1.

  On the other hand, if there is no occupant standing up or an occupant not tightening the seat belt, it is determined that there is no risk that a danger will occur in the cabin of the vehicle 1 even if the danger avoidance processing is performed. In addition, even if there is a standing passenger or a passenger who does not fasten the seat belt, the type of danger avoidance processing is one that does not involve deceleration of the vehicle 1 or change in course (for example, processing to make a horn sound) It is determined that there is no risk that a danger will occur in the passenger compartment of the vehicle 1 even if the danger avoidance process is performed.

  If there is no possibility that a danger will occur in the compartment of the vehicle 1, the process proceeds to step 55 to execute a danger avoidance process. On the other hand, when there is a possibility that a danger may occur in the cabin of the vehicle 1, the present process is ended without executing the danger avoidance process.

3. Effects of the Vehicle 1 (1) The vehicle 1 can achieve substantially the same effects as those of the first embodiment.
(2) The vehicle 1 determines the degree of danger regarding the road based on the surrounding conditions. Then, on the condition that the degree of danger relating to the road is high, the danger avoidance processing is executed. Therefore, it is possible to suppress the execution of the risk avoiding process which is less necessary.

(3) The vehicle 1 can suppress the danger in the compartment of the vehicle 1 caused by the execution of the danger avoiding process.
4. Modified Example In the process shown in FIG. 21, when an affirmative determination is made in step 52, the process may directly proceed to step 55. Further, in the process shown in FIG. 21, the processes of steps 51 and 52 may be omitted. In addition, when the determination in step 54 is affirmative, a danger avoidance process that is gentler than usual (for example, the vehicle 1 is decelerated or the course is changed more gently than usual) may be executed.

Fourth Embodiment
1. Configuration of Vehicle 1 The configuration of the vehicle 1 in the present embodiment will be described based on FIG. 22 and FIG. The vehicle 1 basically has the same configuration as that of the first embodiment. The vehicle 1 further includes a right pressure gauge 155 and a left pressure gauge 157. The right pressure gauge 155 and the left pressure gauge 157 are instruments capable of measuring the air pressure.

  As shown in FIG. 23, the right pressure gauge 155 is attached to the right side surface of the vehicle 1, and the left pressure gauge 157 is attached to the left side surface of the vehicle 1. The vehicle 1 also has a function of steering wheel assist (a function of assisting the rotation of the steering wheel to one of the left and right sides using a driving force of a motor or the like).

2. Processing Executed by Vehicle 1 The vehicle 1 of the present embodiment basically performs the same processing as that of the first embodiment. Furthermore, while traveling, the vehicle 1 repeatedly executes the process shown in FIG. 24 at predetermined time intervals. In step 61 of FIG. 24, the measurement values of the right pressure gauge 155 and the left pressure gauge 157 are acquired.

  In step 62, a value (hereinafter referred to as a difference Δ) obtained by subtracting the measured value of the left pressure gauge 157 from the measured value of the right pressure gauge 155 is calculated, and is the absolute value of the difference Δ not less than a predetermined threshold? Decide whether or not. If the absolute value of the difference Δ is equal to or greater than the threshold value, the process proceeds to step 63. If the absolute value is less than the threshold value, the present process ends.

  The difference Δ reflects the direction and strength of the crosswind blowing to the vehicle 1. When the crosswind is blowing from the right side of the vehicle 1, the difference Δ takes a positive value, and the absolute value of the difference Δ increases as the wind speed increases. In addition, when the crosswind is blowing from the left side of the vehicle 1, the difference Δ has a negative value, and the absolute value of the difference Δ increases as the wind speed increases.

  At step 63, steering wheel assist is performed. The direction of the steering wheel assist is right when the difference Δ is a positive value (when sidewind is blowing from the right), and when the difference Δ is a negative value (when sidewind is blowing from the left) Is the left direction. In addition, the driving force of the steering wheel assist is increased as the absolute value of the difference Δ is larger.

3. Effects of the Vehicle 1 (1) The vehicle 1 can achieve substantially the same effects as those of the first embodiment.
(2) The vehicle 1 performs steering wheel assist to the right when the crosswind is blowing from the right side, and performs steering wheel assist to the left when the crosswind is blowing from the left side. Therefore, the straightness of the vehicle 1 does not easily decrease even in a situation where the crosswind is strong.

4. Modifications The configuration for detecting the wind direction or the wind speed of the cross wind may be other than the right pressure gauge 155 and the left pressure gauge 157. For example, a well-known anemometer capable of measuring the wind direction and the wind speed of crosswind may be attached to the vehicle 1.

In addition, when the vehicle 1 detects a wind having a predetermined wind speed or more, the vehicle 1 may perform control to avoid an object (for example, a seat or the like) caused by the wind.
The present invention is not limited to the above embodiment, and it goes without saying that the present invention can be practiced in various forms without departing from the present invention.

  For example, the second information acquisition device 109 is provided in the vicinity of a structure other than a tunnel (for example, a bridge, an elevated road, a dam, a dike, a slope along a road, etc.) It may be detected.

  In addition, the information on the road hazard may consist of one or two of the type of the hazard on the road, the location (latitude, longitude) at which the hazard was detected, and the time at which the hazard was detected. .

  Further, for example, when the distance to the preceding vehicle becomes equal to or less than a predetermined value, the vehicle 1 can acquire a camera image captured by the preceding vehicle. The preceding vehicle transmits the camera image photographed there to the surroundings by wireless communication. In this case, the vehicle 1 can execute each process described above using the camera image acquired from the preceding vehicle, as with the camera image acquired by the host vehicle.

  Further, the vehicle 1 may be able to set any one of the adventure mode and the safety mode by the operation of the driver. The adventure mode is a mode in which the danger avoidance process is less likely to be executed than the safety mode (the danger avoidance process is not executed unless the level of danger on the road is high). For example, the driver can set the safety mode when an important thing is mounted on the vehicle 1, and can set the adventure mode otherwise.

  In addition, the vehicle 1 may have a function of detecting a state (reverse run) in which the host vehicle is traveling in a direction opposite to the original traveling direction on a road or a service area. Then, when a reverse run is detected, processing such as warning the driver of the vehicle 1, guiding to the opposite lane, or displaying (for example, blinking of a headlight) to other vehicles so as to stand out is performed. be able to.

Further, all or part of the configurations in the first to fourth embodiments may be appropriately selected and combined.
Also, the vehicle 1 may be a railway vehicle. Rail vehicles include types that travel on rails, magnetic levitation linear motor cars, iron-wheel linear motor cars, monorails, and the like.

  When the vehicle 1 is a railway vehicle, the information distribution system 101 allows the railway vehicle to run on a track (including rails and infrastructure for linear motor cars), tunnels, bridges, stations, level crossings, and dangers around them. The location information of the danger can be detected and transmitted to the railway vehicle. Also, the railway vehicle itself can detect the above-mentioned danger. And a rail vehicle can perform danger avoidance processing according to the kind of danger, and the positional information on danger like the vehicle which drive | works on a road.

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 3 ... Transceiver, 5 ... Navi system, 7 ... Speaker, 9 ... Slip detection system, 15 ... Camera, 17 ... Infrared camera, 19 ... Radar, 20 ... In-car camera, 21 ... Anti-slip agent injection system, 23 Automatic brake system 25 Control unit 31 Tank 33 Piping 33a, 33b end 35 Control valve 39 Anti-slip agent 41 High pressure nitrogen 43 Tire 101 Information distribution System 103 control center 104 internet circuit 105 base station 106 portable terminal 107 first information acquisition device 109 second information acquisition device 110 communication line 111 control unit 113: storage device, 115: communication interface, 117: control unit, 119: communication interface, 121: transceiver, 123: control unit, 25 ... communication interface, 127 ... camera, 129 ...
Infrared camera, 131: radar, 133: control unit, 135: communication interface, 137: vibration sensor, 139: camera, 143: sound wave output machine, 145: sound wave sensor, 147: light sensor, 149: conductivity sensor, 151, 153: infrared sensor, 155: right pressure gauge, 157: left pressure gauge, 201: road, 203: tunnel, 203A: ceiling, 205: rod, 205A: lower end, 207: laser emitting device, 209: reflection mirror, 211, 213: electrode, 215: gate member, 217: infrared beam, 301: boundary line, 303: center line, 305: stop line

Claims (3)

  1. A danger information acquisition unit that acquires location information of dangers related to roads,
    A vehicle position information acquisition unit for acquiring vehicle position information;
    A danger avoidance processing execution unit that executes danger avoidance processing when the position information of the danger and the position information of the vehicle are in a predetermined positional relationship;
    A vehicle comprising:
  2.   The vehicle according to claim 1, wherein the danger information acquisition unit acquires position information of the danger from a danger information output unit provided on the infrastructure side of a road.
  3.   The vehicle according to claim 1 or 2, wherein the danger relating to the road is at least one selected from the group consisting of road freezing, snow accumulation on the road, and collapse of a structure on the road.
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WO2017111126A1 (en) * 2015-12-23 2017-06-29 京セラ株式会社 Server device, vehicle control device, and communication device
US10479357B2 (en) 2016-05-23 2019-11-19 Aptiv Technologies Limited Lane keeping system for autonomous vehicle in wind conditions
JPWO2018147207A1 (en) * 2017-02-13 2019-11-07 日立オートモティブシステムズ株式会社 Vehicle travel control device and vehicle travel control system
JP2018154140A (en) * 2017-03-15 2018-10-04 パナソニックIpマネジメント株式会社 Electronic apparatus and vehicle
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