JP2022081806A - Monitoring device and monitoring method - Google Patents

Abstract

To provide an on-vehicle monitoring device and monitoring method that can reduce a risk of collision between targets detected by the host vehicle.SOLUTION: An ECU 10 as a monitoring device comprises: a target information detection unit 31 that detects positions, relative speeds, and directions of a plurality of targets existing around a host vehicle 100 equipped with the ECU; a course prediction unit 32 that predicts a movement of a target based on a position, a relative speed, and a direction of the target detected by the target information detection unit 31; a risk determination unit 33 that determines a risk of collision between the plurality of targets based on the prediction of the course prediction unit 32; and a communication processing unit 34 that executes a process of reporting risk information to a target determined to have a collision risk by the risk determination unit 33.SELECTED DRAWING: Figure 4

Description

The present invention relates to a monitoring device and a monitoring method mounted on a vehicle.

Conventionally, in a monitoring device mounted on a vehicle, a technique for reducing the risk of collision with another vehicle is known. Patent Documents 1 to 3 describe this kind of technique.

Patent Document 1 relates to a traffic monitoring system that recognizes the existence of another moving object approaching a plurality of moving objects in a local area. Patent Document 1 describes that the traffic monitoring system shares the position information of the own vehicle and the other party, and the fact that the other party is approaching is output as warning information.

Patent Document 2 relates to a head-up display device that displays a plurality of information from the own vehicle and other vehicles to the driver. In Patent Document 2, when the leading vehicle detects event information (accident, obstacle detection, road / road surface / signal information, etc.), the information is transmitted to the following vehicle in a relay format by vehicle-to-vehicle communication. It is stated that the driver of the following vehicle can grasp the event that occurred ahead before the vehicle arrives at the site.

Patent Document 3 relates to a warning device mounted on a vehicle and transmitting warning information relating to a point to be noted on a passing road and running information indicating the running state of the own vehicle to a communication device of an oncoming vehicle. be. In Patent Document 3, the transmission of the driving information is thinned out and replaced with the transmission of the warning information, so that the warning information and the driving information are transmitted, and when the approach of the oncoming vehicle to the own vehicle is detected, the driving information is transmitted. A warning device that performs a process of reducing the ratio of the transmission frequency of the warning information to the frequency compared to that before approaching is described. By adopting this configuration, it is said that driving information for safe driving is preferentially transmitted during the period when the own vehicle and the oncoming vehicle are close to each other.

Japanese Unexamined Patent Publication No. 2014-48732 Japanese Unexamined Patent Publication No. 2018-165098 Japanese Patent No. 6458521

Blind spots may occur due to the presence of buildings, other vehicles, etc., and the presence of targets with a risk of collision may not be detected. For example, it may not be possible to detect a vehicle or a person who is hiding behind a building or another vehicle traveling in front of the vehicle and moving in the left-right direction until the intersection is reached. Further, it is difficult for a vehicle in front to detect a vehicle such as a motorcycle passing by the side of the vehicle behind the vehicle when the vehicle is in the rear.

Although it is possible to predict the risk of collision between other vehicles from a vehicle that is not located in the blind spot, the vehicle that is not located in the blind spot does not collide with another vehicle, so other vehicles may recognize the risk of collision. Can not. In this regard, in the technique of Patent Document 1, although the danger of collision is warned via the traffic monitoring system, the respective positions are determined for vehicles that do not communicate with the traffic monitoring system and people who do not have communication means. It was difficult to detect the risk of collision because it could not be identified. Further, with the techniques of Patent Document 2 and Patent Document 3, it is difficult to detect a collision between other vehicles other than the own vehicle.

An object of the present invention is to provide an in-vehicle monitoring device and a monitoring method capable of reducing the risk of collision between targets detected by a vehicle.

The present invention is a monitoring device mounted on a vehicle, and is detected by a target information detection unit that detects the position, relative speed, and direction of a plurality of targets existing around the vehicle, and the target information detection unit. A course prediction unit that predicts the movement of the target based on the position, relative speed, and direction of the target, and a danger of determining the collision risk between the plurality of targets based on the prediction of the course prediction unit. The present invention relates to a monitoring device including a determination unit and a communication processing unit that executes a process of notifying danger information to the target determined by the danger determination unit to have a collision risk.

The danger determination unit calculates a collision risk indicating the degree of collision risk based on at least one of the position, relative speed, and direction of the target, and when the collision risk is outside the determination threshold value, a collision occurs. It may be determined that there is a danger.

The danger determination unit is based on the arrival time of the target from the position of the target at the time of detection when the target information detection unit detects the target to the set position based on the position of the own vehicle at the time of detection. The collision risk may be determined.

When the own vehicle enters the intersection of the road, the course prediction unit predicts the movement of each of all the targets approaching the own vehicle, and the danger determination unit predicts the movement of all the objects approaching the own vehicle. A process of selecting two combinations from the target and determining whether or not there is a collision risk for the combination may be executed for all the combinations.

When the course prediction unit detects a turn of the oncoming vehicle to the vehicle side or a sign of the turn, the route prediction unit predicts the movement of the target approaching the vehicle from behind, and the danger determination unit predicts the movement of the target. It may be determined whether or not there is a risk of collision between the target and the oncoming vehicle approaching from behind.

When the course prediction unit detects a turn of a vehicle in front facing the same direction as the traveling direction of the own vehicle or a sign of the turn, the course prediction unit predicts the movement of the target approaching the own vehicle from behind, and the danger determination unit. May determine whether or not there is a risk of collision between the target approaching from behind the own vehicle and the vehicle in front.

Further, the present invention is a monitoring method using a monitoring device mounted on a vehicle, which includes a target information detection step for detecting the position, relative speed, and direction of a plurality of targets existing around the vehicle, and the target information. A course prediction step that predicts the movement of the target based on the position, relative speed, and orientation of the target detected by the detection step, and a collision risk between the plurality of targets based on the prediction of the course prediction step. The present invention relates to a monitoring method including a danger determination step for determining a property and a communication processing step for executing a process of notifying danger information to the target determined to have a collision risk by the danger determination step.

INDUSTRIAL APPLICABILITY According to the present invention, it is possible to provide an in-vehicle monitoring device and a monitoring method that can reduce the risk of collision between targets detected by the own vehicle.

It is a block diagram which shows an example of the structure of the monitoring system which concerns on one Embodiment of this invention. It is a block diagram which shows the functional structure of the ECU of this embodiment. It is a flowchart which shows an example of the flow of the process of acquiring the situation by the ECU of this embodiment. It is a schematic diagram explaining the process of detecting the risk of a collision between other vehicles at an intersection by the ECU of this embodiment. It is a schematic diagram explaining the process of detecting the collision risk between other vehicles when the oncoming vehicle makes a right turn by the ECU of this embodiment. It is a schematic diagram explaining the process of detecting the risk of a collision between other vehicles when the vehicle in front makes a left turn by the ECU of this embodiment. It is a flowchart which shows an example of the flow of the danger determination processing at the time of entering an intersection by the ECU of this embodiment. It is a flowchart which shows an example of the flow of the danger determination processing at the time of the right turn oncoming vehicle or the left turn forward vehicle detection by the ECU of this embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<Overall configuration of monitoring system>
FIG. 1 is a block diagram showing an example of the configuration of the monitoring system 1 according to the embodiment of the present invention. The monitoring system 1 shown in FIG. 1 is an electronic device mounted on a vehicle. The monitoring system 1 includes an ECU (Electric Control Unit) 10, radar devices 20-1 to 20-4, a communication device 21, a GPS device 22, an image pickup device 23, and a display device 24.

The ECU 10 is composed of, for example, a CPU (Central Processing Unit) 11, a ROM (Read Only Memory) 12, a RAM (Random Access Memory) 13, a storage device 14, and the like. The ECU 10 is electrically connected to each part such as a radar device 20, radar devices 20-1 to 20-4, a communication device 21, a GPS device 22, and an image pickup device 23 by a network such as CAN (Control Area Network). .. The ECU 10 communicates with each part of the monitoring system 1 via the network, and controls each part of the monitoring system 1 based on the data stored in the ROM and the RAM.

In the present embodiment, the ECU 10 is a monitoring device that executes a process of reducing the risk of collision between other vehicles. The ECU 10 as a monitoring device is just an example. For example, the monitoring device may be configured to be incorporated inside the radar devices 20-1 to 20-40. Further, the monitoring device may be a computer (electronic component) independent of the ECU 10 and the radar devices 20-1 to 20-4.

Radar devices 20-1 to 20-4 are target detection devices that detect targets other than the own vehicle (vehicle) 100 as targets. For example, the radar device 20-1 is arranged in the bumper on the front left side of the vehicle, and the radar device 20-2 is arranged in the bumper on the front right side of the vehicle. Further, the radar device 20-13 is arranged in the bumper on the rear left side of the vehicle, and the radar device 20-4 is arranged in the bumper on the rear right side of the vehicle. Radar devices 20-1 to 20-4 transmit electromagnetic waves and receive reflected waves reflected by a target. Information about the target (position, velocity, azimuth, etc.) is detected based on this received signal. In the following description, when the radar device 20 is used, it shall be any one of the radar devices 20-1 to 20-4 or a combination thereof.

The communication device 21 communicates with an external device outside the own vehicle 100. In the present embodiment, the external device includes a communication device mounted on another vehicle, a mobile device such as a mobile phone, a server device that provides various information to the vehicle, and the like. It sends data indicating that there is a collision risk, and receives data related to collision risk from other vehicles and the like.

The GPS device 22 is a navigation device having a function of setting a route to a destination designated on a map. The GPS device 22 acquires a GPS signal transmitted from a GPS (Global Positioning System) satellite, and detects the position of the vehicle based on the acquired signal.

The image pickup device 23 is installed on the windshield and / or the rear glass of the vehicle. The image pickup device 23 captures a still image or a moving image around the vehicle. The captured still image or moving image is displayed on the display device 24 or recorded as a drive record on a storage medium such as a memory card.

<Monitoring function>
FIG. 2 is a block diagram showing a functional configuration of the ECU 10 of the present embodiment. Next, a process for reducing the risk of collision between targets (other vehicles) executed by the ECU 10 will be described.

As shown in FIG. 2, the ECU 10 includes a target information detection unit 31, a course prediction unit 32, a danger determination unit 33, a communication processing unit 34, and a status information acquisition unit 35 as functional units executed by the CPU 11. , Equipped with.

The target information detection unit 31 executes a process of acquiring information such as the position, relative speed, and direction of a target existing around the own vehicle 100 from the information detected by the radar devices 20-1 to 20-4. When there are a plurality of targets around the own vehicle 100, the target information detection unit 31 acquires information such as the position, relative speed, and direction of each of the plurality of targets. The target is, for example, a vehicle such as a four-wheeled vehicle or a motorcycle, or a moving body such as a person.

The course prediction unit 32 executes a process of predicting the movement of the target based on the information such as the position, relative speed, and direction of the target acquired by the target information detection unit 31. When information such as the position, relative velocity, and direction of each of the plurality of targets is acquired, the movement of each of the plurality of targets is predicted.

The course prediction unit 32 of the present embodiment predicts the arrival time until the target reaches the position of the own vehicle 100 at the time when the target is detected. The position of the own vehicle 100 referred to here is a set position based on the position of the own vehicle 100 at the time when the target is detected. The set position may be a position indicated by a point or a straight line, a region corresponding to the position of the own vehicle 100, or a part of the region. Further, the set position may be not only the area of the own vehicle 100 but also all or a part of the periphery or the vicinity of the own vehicle 100 (for example, in front of the own vehicle 100).

The danger determination unit 33 executes a process of determining the risk of collision between targets based on the prediction of the course prediction unit 32. The danger determination unit 33 calculates a collision risk indicating the degree of collision risk, and determines whether or not there is a danger to be notified to other targets based on the collision risk.

The communication processing unit 34 executes a process of transmitting danger information to a target determined by the danger determination unit 33 to be in danger. Whether or not there is a danger to be notified is determined based on the determination threshold value. In the present embodiment, danger information indicating that the detected target (vehicle) has a collision risk is notified by vehicle-to-vehicle communication or road-to-vehicle communication of the communication device 21. In the notification process, the danger information may include the degree of collision risk.

The status information acquisition unit 35 executes a process of acquiring the status of the own vehicle 100. A process for determining a danger is executed based on the situation acquired by the status information acquisition unit 35.

<Situation where danger judgment processing is executed>
Here, a process of acquiring the status of the own vehicle 100 by the status information acquisition unit 35 will be described. FIG. 3 is a flowchart showing an example of a flow of processing for acquiring a situation by the ECU 10 of the present embodiment. FIG. 4 is a schematic diagram illustrating a process of detecting a collision risk between other vehicles at an intersection by the ECU 10 of the present embodiment. FIG. 5 is a schematic diagram illustrating a process of detecting a collision risk between other vehicles when the oncoming vehicle 100c by the ECU 10 of the present embodiment makes a right turn. FIG. 6 is a schematic diagram illustrating a process of detecting a collision risk between other vehicles when the vehicle in front 100e turns left by the ECU 10 of the present embodiment. In the following description, the order of processing is arbitrary and can be replaced as appropriate.

As shown in FIG. 3, the situation information acquisition unit 35 determines whether or not the own vehicle 100 is in the intersection (step S1). The situation information acquisition unit 35 determines, for example, whether or not the own vehicle 100 has entered the intersection by using the position information of the GPS device 22. The GPS device 22 can acquire position information from positioning information acquired from a plurality of artificial satellites 300 and map information stored in advance. The location information may be configured to be acquired by WiFi (registered trademark) or the like.

When the situation information acquisition unit 35 detects that the vehicle has entered the intersection in step S1, the process proceeds to the process for determining the collision risk at the time of entering the intersection in step S100 (step S1; Yes). If it is not detected in step S1 that the own vehicle 100 has entered the intersection, the status information acquisition unit 35 shifts the process to step S2 (step S1; No). The details of the process for determining the collision risk in step S100 will be described later.

In step S2, the status information acquisition unit 35 determines whether or not there is an oncoming vehicle 100c turning right (step S2). The oncoming vehicle 100c that turns right is a target that turns to the own vehicle 100 side. FIG. 5 assumes a scene in which an oncoming vehicle 100c tries to enter a parking lot of a convenience store on the roadside. As shown in FIG. 5, when the situation information acquisition unit 35 detects a turn signal indicating a right turn of the oncoming vehicle 100c from the image acquired by the image pickup apparatus 23, it determines that there is an oncoming vehicle 100c turning right. Here, the turn signal indicating a right turn is a sign of turning to the own vehicle 100 side.

The turning of the oncoming vehicle 100c may be directly detected by the radar device 20. For example, even if it is determined that the oncoming vehicle 100c turns right when the traveling direction of the oncoming vehicle 100c is tilted by an angle θc with respect to the traveling direction of the own vehicle 100 and the angle θc is equal to or greater than a preset angle threshold value α. good.

When the situation information acquisition unit 35 detects that there is an oncoming vehicle 100c turning right in step S2, the status information acquisition unit 35 shifts to a process for determining a collision risk when the oncoming vehicle 100c turning right in step S200 is detected (step S2). Yes). If the oncoming vehicle 100c turning right is not detected in step S2, the status information acquisition unit 35 shifts the process to step S3 (step S2; No). The details of the process for determining the collision risk in step S200 will be described later.

In step S3, the status information acquisition unit 35 determines whether or not there is a vehicle ahead 100e turning left (step S3). As shown in FIG. 6, when the situation information acquisition unit 35 detects a turn signal indicating a left turn of the preceding vehicle 100e from the image acquired by the image pickup apparatus 23, it determines that there is a front vehicle 100e turning left. Here, the turn signal indicating a left turn is a sign of a turn of the preceding vehicle 100e. The turning of the vehicle in front 100e may be directly detected by the radar device 20.

When the situation information acquisition unit 35 detects that there is a front vehicle 100e turning left in step S3, the process shifts to a process for determining a collision risk when the front vehicle 100e turning left in step S200 is detected (). Step S3; Yes). If the vehicle in front 100e turning left is not detected in step S3, the status information acquisition unit 35 returns the process to step S1 (step S3; No).

<Danger judgment processing when entering an intersection>
Next, the danger determination process at the time of entering the intersection in step S100 will be described. FIG. 7 is a flowchart showing an example of the flow of the danger determination process at the time of entering an intersection by the ECU 10 of the present embodiment.

When the situation information acquisition unit 35 detects the approach to the intersection in step S1 of the flow of FIG. 3 and the process shifts to step S100, the flow of FIG. 7 is started.

First, the target information detection unit 31 executes a process of acquiring the positions, relative velocities, and directions of all the targets approaching the own vehicle 100 (step S101).

In the example of FIG. 4, the target information detection unit 31 detects another vehicle 100a and a following vehicle 100b as targets based on the signal received from the radar device 20. The traveling direction (direction) of the other vehicle 100a is a direction orthogonal to the traveling direction of the own vehicle 100 and is a direction approaching the own vehicle 100. The traveling direction (direction) of the following vehicle 100b is the same as the traveling direction of the own vehicle 100. Then, the target information detection unit 31 acquires the position, relative speed, and direction of the other vehicle 100a, and also acquires the position, relative speed, and direction of the following vehicle 100b.

After step S101, the course prediction unit 32 executes a process of predicting the course of the target (step S102). In the example of FIG. 4, the course prediction unit 32 determines the arrival time ta of the other vehicle 100a based on the distance ra between the own vehicle 100 and the other vehicle 100a at the time of detection and the relative speed va of the other vehicle 100a. calculate. The detection time is the time when the target target is detected by the radar device 20. The calculation method of the arrival time ta is shown in the following equation (1).

ta = ra / va ... Equation (1)
ta: Arrival time of other vehicle 100a ra: Distance between own vehicle 100 and other vehicle 100a at the time of detection va: Relative speed of other vehicle 100a

Similarly, the course prediction unit 32 calculates based on the distance rb between the own vehicle 100 and the following vehicle 100b at the time of detection and the relative speed vb of the following vehicle 100b. The calculation method of the arrival time tb is shown in the following equation (2).

tb = rb / vb ... Equation (2)
tb: Arrival time of the following vehicle 100b rb: Distance between the own vehicle 100 and the following vehicle 100b at the time of detection vb: Relative speed of the following vehicle 100b

After step S102, the danger determination unit 33 determines whether or not there is a risk of collision based on the movement of the target predicted by the course prediction unit 32 (step S103). Arbitrarily calculate the difference in the arrival time of two targets from a plurality of targets.

In the example of FIG. 4, the absolute value of the difference between the arrival time ta of the other vehicle 100a and the arrival time tb of the following vehicle 100b to the position of the own vehicle 100 at the time of detection is determined by the collision risk level based on the following equation (3). Calculated as t. Next, as shown in the equation (4), the danger determination unit 33 compares the calculated collision risk degree t with the predetermined determination threshold value S. The smaller the collision risk t, the higher the possibility of reaching the same position at the same timing, and the higher the risk. The danger determination unit 33 determines that there is a collision risk when the collision risk degree t is less than the determination threshold value S.

t = | ta-tb | ... Equation (3)
t≤S ... Expression (4)

t: Collision risk (absolute value of difference in arrival time)
ta: Arrival time of other vehicle 100a tb: Arrival time of following vehicle 100b S: Judgment threshold

If the danger determination unit 33 determines in step S103 that there is a collision risk, the process proceeds to step S104 (step S103; Yes). On the other hand, if the danger determination unit 33 determines in step S103 that there is no or low collision risk, the process returns to step S1 without proceeding to step S105.

When it is determined in step S103 that there is a collision risk, the communication processing unit 34 executes a process of transmitting danger information indicating that there is a collision risk to the target determined to have a collision risk (step S104). ).

In the example of FIG. 4, when the collision risk t between the other vehicle 100a and the following vehicle 100b is less than the determination threshold value S, the communication processing unit 34 indicates that there is a collision risk with each of the other vehicle 100a and the following vehicle 100b. Executes the process of sending the indicated information. As a result, even if the other vehicle 100a is located in the blind spot by the building 200, the driver of the following vehicle 100b can recognize the collision risk from the danger information transmitted from the own vehicle 100. After this transmission process, the process returns to step S1.

In the example of FIG. 4, the number of detected targets was two, but when the number is three or more, two are arbitrarily selected and the danger determination process is executed. Next, two different combinations are selected and the danger determination process is executed. This danger determination process will be executed for all combinations.

<Danger judgment processing when detecting a right turn of an oncoming vehicle or a left turn of a vehicle in front>
The flow of processing is common between the danger determination process when the oncoming vehicle 100c (FIG. 5) detects a right turn and the danger determination process when the front vehicle 100e (FIG. 6) detects a left turn. Next, the danger determination process at the time of detecting a right turn of the oncoming vehicle 100c or a left turn of the preceding vehicle 100e in step S200 will be described.

FIG. 8 is a flowchart showing an example of the flow of the danger determination process at the time of detecting the oncoming vehicle 100c turning right or the preceding vehicle 100e turning left by the ECU of the present embodiment. When the situation information acquisition unit 35 detects the oncoming vehicle 100c turning right in step S2 of the flow of FIG. 3 or the preceding vehicle 100e turning left in step S3, the process shifts to step S200 and the flow of FIG. 8 is started. ..

First, the target information detection unit 31 executes a process of acquiring the positions, relative velocities, and directions of all the following vehicles 100d approaching from behind the own vehicle 100 (step S201).

After step S201, the course prediction unit 32 executes a process of predicting the movement of the following vehicle 100d (step S202). As shown in the following equation (5), the course prediction unit 32 is based on the distance rd from the following vehicle 100d to the vicinity of the position near the own vehicle 100 at the time of detection and the relative speed vd of the following vehicle 100d. The arrival time td of the following vehicle 100d is calculated.

td = rd / vd ... Equation (5)
dt: Arrival time of the following vehicle 100d rd: Distance between the position near the own vehicle 100 at the time of detection and the following vehicle 100d vd: Relative speed of the other vehicle 100a

After step S202, the danger determination unit 33 determines whether or not there is a risk of collision based on the course of the target predicted by the course prediction unit 32 (step S203). In the example of FIG. 5, the danger determination unit 33 compares the arrival time td with the determination threshold value Sa preset as the collision risk degree td, as shown in the equation (6). The danger determination unit 33 determines that there is a collision risk when the collision risk degree td is less than the determination threshold value Sa.

dt ≤ Sa ... Equation (6)
dt: Collision risk (arrival time)
Sa: Judgment threshold

If the danger determination unit 33 determines in step S203 that there is a collision risk, the process proceeds to step S204 (step S203; Yes). On the other hand, if the danger determination unit 33 determines in step S204 that there is no or low collision risk, the process returns to step S1 without proceeding to step S204 (step S203; No).

When it is determined in step S203 that there is a collision risk, the communication processing unit 34 executes a process of transmitting danger information indicating that there is a collision risk to the target determined to have a collision risk (). Step S204). When the collision risk degree td is less than the determination threshold value Sa, the communication processing unit 34 executes a process of transmitting danger information indicating that there is a collision risk to each of the oncoming vehicle 100c and the following vehicle 100d. After this transmission process, the process returns to step S1.

In the examples of FIGS. 5 and 6, only one target is detected, but when there are a plurality of detected targets, the danger determination process of step S200 is executed for all the targets. ..

The danger determination unit 33 may be configured to determine the collision risk step by step. For example, in the danger determination process when entering an intersection, the danger determination unit 33 provides a plurality of determination threshold values S1 and S2 (S1> S2) having different numerical values, and determines the collision risk from the relationship between the collision risk degree t and the determination threshold value S. It may be divided into small, medium, and large stages. In this case, information indicating the degree of collision risk (for example, small, medium, large, etc.) is added to the danger information transmitted by the communication processing unit 34. The same applies to the danger determination process when detecting a right turn of an oncoming vehicle or a left turn of a vehicle in front. Similarly, for the danger determination process when the oncoming vehicle 100c detects a right turn and the vehicle ahead 100e detects a left turn, a plurality of determination threshold values may be set and a process indicating a collision risk may be added stepwise.

As described above, the ECU 10 of the present embodiment is mounted on the own vehicle 100 as a monitoring device. The ECU 10 has a target information detection unit 31 that detects the positions, relative speeds, and directions of a plurality of targets existing around the own vehicle 100, and the positions, relative speeds, and directions of the targets detected by the target information detection unit 31. Collision by the course prediction unit 32 that predicts the movement of the target based on the above, the danger determination unit 33 that determines the collision risk between a plurality of targets based on the prediction of the course prediction unit 32, and the danger determination unit 33. It is provided with a communication processing unit 34 that executes a process of notifying danger information to a target determined to be dangerous.

Further, the monitoring method of the ECU 10 mounted on the vehicle includes a target information detection step (step S101, step S201) for detecting the position, relative speed and direction of a plurality of targets existing around the own vehicle 100, and target information. A course prediction step (step S102, step S202) that predicts the movement of the target based on the position, relative speed, and direction of the target detected by the detection step, and a plurality of targets based on the prediction of the course prediction step. Communication processing that executes a danger determination step (step S103, step S203) for determining the collision risk between each other and a process for notifying the danger information to the target determined to have a collision risk by the danger determination step. A step (step S104, step S204) and the like.

With the above configuration and method, even if the collision risk cannot be predicted because the targets are in blind spots that cannot be detected by each other, the danger information indicating the collision risk can be obtained from the own vehicle 100 that can detect these targets. Since it is transmitted, the risk of collision between targets can be reduced.

The danger determination unit 33 of the present embodiment calculates a collision risk indicating the degree of collision risk based on at least one of the position, relative speed, and orientation of the target, and the collision risk is outside the determination threshold (determination threshold). If it is less than), it is judged that there is a risk of collision.

As a result, it is determined that there is a collision risk only when the collision risk is outside the determination threshold value, so that the danger information is not transmitted to the surrounding targets that do not need to be notified. The occurrence of unnecessary communication can be reduced.

The danger determination unit 33 of the present embodiment sets the arrival time of the target from the position of the target at the time of detection when the target information detection unit 31 detects the target to the set position based on the position of the own vehicle 100 at the time of detection. Judge the collision risk based on.

As a result, the calculation of the collision risk, which indicates the degree of collision risk, can be realized by a simple process.

When the own vehicle 100 enters the intersection of the road, the course prediction unit 32 of the present embodiment predicts the movement of all the targets (other vehicle 100a, following vehicle 100b) approaching the own vehicle 100, and predicts the movement of each of them. The danger determination unit 33 selects two combinations from all the targets approaching the own vehicle 100, and executes a process of determining whether or not there is a collision risk for the combinations for all the combinations. do.

As a result, as shown in FIG. 4, even if the other vehicle 100a and the following vehicle 100b cannot recognize each other's existence until the time of approaching the intersection, the transmission is performed from the own vehicle 100 that can detect both the other vehicle 100a and the following vehicle 100b. Based on the danger information provided, each of the other vehicle 100a and the following vehicle 100b can recognize the collision risk. Even when the other vehicle 100a does not have a communication device or is a person or the like, the collision risk can be notified to the following vehicle 100b, so that the collision risk can be reduced.

When the course prediction unit 32 of the present embodiment detects a sign of a turn (right turn) or a turn (right turn) of the oncoming vehicle 100c toward the own vehicle 100, the target (following vehicle 100d) approaching from the rear of the own vehicle 100. The movement is predicted, and the danger determination unit 33 determines whether or not there is a risk of collision between the target approaching from behind the own vehicle 100 and the oncoming vehicle.

As a result, as shown in FIG. 5, even if the oncoming vehicle 100c and the following vehicle 100d cannot recognize each other's existence due to the presence of the own vehicle 100, the own vehicle that can detect both the oncoming vehicle 100c and the following vehicle 100d. From the danger information transmitted from 100, each of the oncoming vehicle 100c and the following vehicle 100d can recognize the collision risk. That is, it is possible to avoid a contact accident between the oncoming vehicle 100c turning right and the following vehicle 100d passing by the own vehicle 100.

When the course prediction unit 32 detects a sign of a turn (left turn) or a turn (left turn) of the preceding vehicle 100e facing the same direction as the traveling direction of the own vehicle 100, the course prediction unit 32 predicts the movement of the target approaching the own vehicle 100 from behind. Then, the danger determination unit 33 determines whether or not there is a risk of collision between the target approaching from the rear of the own vehicle 100 and the vehicle in front 100e.

As a result, as shown in FIG. 6, even if the preceding vehicle 100e and the following vehicle 100d cannot recognize each other's existence due to the presence of the own vehicle 100, the own vehicle that can detect both the preceding vehicle 100e and the following vehicle 100d. From the danger information transmitted from 100, each of the oncoming vehicle 100c and the following vehicle 100d can recognize the collision risk. That is, it is possible to avoid an accident involving the preceding vehicle 100e turning left and the following vehicle 100d passing by the own vehicle 100.

Although the embodiments and modifications of the present invention have been described above, the present invention is not limited to the above-described embodiments and can be appropriately modified.

For example, in the flow of FIG. 3, as a condition for shifting from step S2 or step S3 to step S200, the situation information acquisition unit 35 has acquired driving information indicating that the vehicle 100 is driving slowly or stopped. You may add it.

Further, the situation information acquisition unit 35 may determine a right turn of the oncoming vehicle 100c or a left turn of the preceding vehicle 100e based on the traveling information acquired from the inter-vehicle communication. Further, the situation information acquisition unit 35 may determine that the oncoming vehicle 100c makes a right turn or the preceding vehicle makes a left turn based on the position, relative speed, direction, etc. of the oncoming vehicle 100c, and may determine that the oncoming vehicle makes a right turn.

Further, the course prediction unit 32 calculates the arrival time to the position of the own vehicle 100 at the time of detection using the position, the relative speed, and the direction, but the present invention is not limited to this configuration. For example, a target having a relative speed away from the own vehicle 100 may be excluded from the danger determination.

Further, the course prediction unit 32 estimates the movement locus of the target for several seconds after the detection, and if the movement locus of the first target and the movement locus of the second target overlap, there is a risk of collision. It may be determined that there is. Further, when it is estimated that the trajectory of each target approaches a certain distance of another target at the same timing, the collision risk may be calculated according to the distance and speed.

Further, the danger determination unit 33 calculates the collision risk based on the arrival time, but the configuration is not limited to this. The position, relative velocity and orientation of the target may be reflected by weighting the collision risk.

Further, the communication processing unit 34 may add information indicating the position of each target to the danger information.

In the above embodiment, the target information detection unit 31 acquires information such as the position, relative speed, and direction of the target existing around the own vehicle from the information transmitted from the radar devices 20-1 to 20-4. However, it is not limited to this method. For example, the target information detection unit 31 may be configured to acquire information including a position, speed, and direction from another vehicle by vehicle-to-vehicle communication or road-to-vehicle communication in which the communication device 21 communicates with another vehicle.

Further, in the examples of FIGS. 4 to 6, the case where the motorway is on the left side has been described, but the present invention can be applied even when the road is on the right side. For example, in the case of right-hand traffic, the left turn of the oncoming vehicle may be detected as a turn on the own vehicle side of the oncoming vehicle, and the process may be shifted to the danger determination process of step S200.

Further, the series of processes in the above-described embodiments and modifications described above can be executed by hardware or software. When a series of processes are executed by software, a program constituting the software is installed in a computer or the like from a network or a recording medium. The computer may be a computer embedded in dedicated hardware. Further, the computer may be a computer capable of executing various functions by installing various programs, for example, a general-purpose personal computer.

10 ECU (monitoring device)
31 Target information detection unit 32 Course prediction unit 33 Danger judgment unit 34 Communication processing unit 100 Own vehicle 100a Other vehicle 100b Subsequent vehicle 100c Oncoming vehicle 100d Subsequent vehicle 100e Forward vehicle

Claims (7)

It is a monitoring device mounted on a vehicle.
A target information detector that detects the position, relative speed, and orientation of multiple targets existing around the vehicle,
A course prediction unit that predicts the movement of the target based on the position, relative speed, and direction of the target detected by the target information detection unit.
A risk determination unit that determines the risk of collision between a plurality of targets based on the prediction of the course prediction unit, and a risk determination unit.
A communication processing unit that executes a process of notifying danger information to the target determined by the danger determination unit to have a collision risk.
A monitoring device equipped with.
The danger determination unit
The collision risk indicating the degree of the collision risk is calculated based on at least one of the position, relative speed and direction of the target, and it is determined that there is a collision risk when the collision risk is outside the determination threshold value. The monitoring device according to claim 1.
The danger determination unit
The collision risk is determined based on the arrival time of the target from the position of the target at the time of detection when the target information detection unit detects the target to the set position based on the position of the own vehicle at the time of detection. The monitoring device according to claim 1 or 2.
The course prediction unit
When the vehicle enters the intersection of the road, the movement of each of all the targets approaching the vehicle is predicted.
The danger determination unit
Claims 1 to 3 execute a process of selecting two combinations from all the targets approaching the own vehicle and determining whether or not there is a collision risk for the combinations for all the combinations. The monitoring device described in any of the above.
The course prediction unit
When the oncoming vehicle turns to the own vehicle side or the sign of the turn is detected, the movement of the target approaching the own vehicle from behind is predicted.
The danger determination unit
The monitoring device according to any one of claims 1 to 3, which determines whether or not there is a risk of collision between the target and the oncoming vehicle approaching from behind the own vehicle.
The course prediction unit
When a turn of a vehicle in front facing in the same direction as the traveling direction of the own vehicle or a sign of the turn is detected, the movement of the target approaching the own vehicle from behind is predicted.
The danger determination unit
The monitoring device according to any one of claims 1 to 3, wherein it determines whether or not there is a risk of collision between the target approaching from the rear of the own vehicle and the vehicle in front.
It is a monitoring method using a monitoring device mounted on a vehicle.
A target information detection step that detects the position, relative speed, and orientation of multiple targets existing around the vehicle, and
A course prediction step that predicts the movement of the target based on the position, relative speed, and direction of the target detected by the target information detection step.
A risk determination step for determining the risk of collision between a plurality of targets based on the prediction of the course prediction step, and a risk determination step.
A communication processing step for executing a process of notifying danger information to the target determined to have a collision risk by the danger determination step, and a communication processing step.
Monitoring methods including.

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