JP3801908B2 - Vehicle travel safety device - Google Patents

Description

【００４６】
悪視界時修正部１９は、後述する悪視界判定部２０での判定結果に基づいて、自車両周囲の環境が悪視界であると判定された場合に、例えば車両状態検出部１３から出力された車両の現在速度ＶＰ、もしくは、適正車速設定部１５から出力された適正速度ＶＳを修正して比較部１６へ出力する。例えば、悪視界であると判定された場合には、車両の現在速度ＶＰを大きく修正する、あるいは、適正速度ＶＳを小さく修正することによって、比較部１６での比較結果から安全装置１８を作動させやすくする。
【００４７】
また、悪視界時修正部１９は、カーブ認識部１４から出力されたカーブの形状を修正して、適正車速設定部１５へ出力する。例えば、悪視界であると判定された場合には、カーブ認識部１４によって認識されたカーブの径を大きく、もしくは、旋回角を小さくする、あるいはカーブの曲率を小さくする、あるいはカーブの長さを短くするように修正することによって、適正車速設定部１５にて算出される適正速度ＶＳが小さく修正される。これにより、比較部１６での比較結果から安全装置１８を作動させやすくする。
【００４８】
また、悪視界時修正部１９は、悪視界判定部２０での判定結果に基づいて、作動部１７の作動状態や作動条件等を修正可能である。
例えば、悪視界であると判定された場合には、作動部１７により安全装置１８を所定時間（例えば、後述する警報間隔時間ＴＳ）毎に作動させることで作動回数を増大可能である。このとき、後述するように、悪視界判定部２０にて悪視界の程度が判定される場合には、例えば悪視界の程度が高いほど、この所定時間が短くなるように設定してもよい。
また、悪視界時修正部１９は、例えばカーブ認識部１４により認識されたカーブの長さが所定値以上の場合に、安全装置１８の作動回数を修正可能である。このとき、例えば悪視界の程度が高いほど、この所定値が小さくなるように設定することで、安全装置１８の作動回数が修正されやすくなり、例えばこの作動回数を増大するように修正することで安全装置１８を作動させやすくすることができる。
【００４９】
また、悪視界時修正部１９は、安全装置１８の作動を許可する所定の作動下限速度を設定可能である。すなわち、例えば自車両の現在速度ＶＰが所定の作動下限速度ＶＬ未満となったときに、作動部１７により安全装置１８を作動させるように設定されている状態にて、悪視界判定部２０にて悪視界であると判定された場合には、この作動下限速度ＶＬを低く修正することで、安全装置１８を作動させやすくすることができる。
さらに、悪視界時修正部１９は、作動部１７により安全装置１８を作動させる際の作動タイミングを修正可能である。例えば、悪視界であると判定された場合には、この作動タイミングを早めるように修正する。
【００５０】
例えば、図４および図５に示すように、自車両の現在位置からカーブＣの入口位置ＣＳまでの距離（減速対象地点間距離Ｌｎ）が所定の作動距離＃Ｌ以下となった時点で初回の警報を出力する場合には、悪視界時修正部１９は、図４に示す悪視界時以外の通常時に比べて図５に示す悪視界時において、少なくとも、安全装置１８の作動対象となるカーブ上限半径ＲＨを大きくする修正または安全装置１８の作動下限速度ＶＬを低くする修正の何れか一方の修正を行う。
これにより、図５に示すような悪視界時においては、例えば図４に示す通常時であれば警報の出力が許可されないような、通常時の速度Ｖａ（例えば、５０ｋｍ／ｈ等）よりも低い速度Ｖｂ（例えば、２０ｋｍ／ｈ等）、および、通常時のカーブ半径Ｒａよりも大きなカーブ半径Ｒｂであっても、カーブＣの入口位置ＣＳまでの距離が所定の作動距離＃Ｌ以下となった時点で初回の警報（例えば、「この先、右カーブがあります」等の警報）が出力される。
【００５１】
また、例えば図６および図７に示すように、自車両の現在速度ＶＰに応じて警報出力のタイミングを変更する場合には、悪視界時修正部１９は、図６に示す通常時に比べて図７に示す悪視界時において、少なくとも、警報出力のタイミングを早める修正または安全装置１８の作動下限速度ＶＬを低くする修正の何れか一方の修正を行う。
これにより、図７に示すような悪視界時においては、例えば図６に示す通常時であれば警報の出力が許可されないような、通常時の速度Ｖａ（例えば、２０ｋｍ／ｈ等）と同等の速度Ｖｂであっても、減速対象地点間距離Ｌｎが警報必要距離ＬＷ以下となった時点で初回の警報（例えば、「この先、右カーブがあります」等の警報）が出力される。
あるいは、例えば図７に示すように、悪視界時においては、減速対象地点間距離Ｌｎが通常時における警報必要距離ＬＷａよりも長い警報必要距離ＬＷｂ以下となった時点で初回の警報（例えば、「この先、右カーブがあります」等の警報）が出力される。
【００５２】
また、悪視界時以外の通常時において、単独のカーブに対するカーブ進入前の警報が一度のみに限定される、或いは、車両の速度Ｖａが所定の下限速度Ｖｍ以上の場合に複数の警報が出力される設定にて、例えば図７に示すように悪視界時においては、悪視界時修正部１９は、複数の警報を許可する下限速度Ｖｍを通常時よりも低く修正する。
これにより、通常時よりも小さな速度Ｖｂであっても、複数の警報が出力されることとなり、例えば減速対象地点間距離Ｌｎが警報必要距離ＬＷ以下となった時点で初回の警報（例えば、「この先、右カーブがあります」等）が出力され、この後、例えば減速対象地点間距離Ｌｎが次回警報必要距離ＬＷ０（＜ＬＷ）以下となった時点で次回の警報（例えば、「まもなく、右カーブです」等）が出力される。さらに、例えば減速対象地点間距離Ｌｎが再警報必要距離ＬＷ１（＜ＬＷ０）以下となった時点で次々回の警報（例えば、「カーブが始まります」等の警報が出力される。
なお、悪視界時に複数の警報が出力される際に、例えば減速等によって車両の速度Ｖｂが所定の修正された下限速度Ｖｍ未満となった場合には、警報出力が禁止される。
【００５３】
また、例えば図９に示すように、悪視界時において悪視界時修正部１９は、初回の警報が出力された位置またはカーブＣの入口位置ＣＳからカーブＣの出口位置ＣＥまでの距離Ｌｍが、所定の距離（例えば、車両の速度Ｖｂ×所定の時間＃Ｔ１＝１５ｓ等）よりも大きいときに、所定時間＃Ｔ２（例えば、＃Ｔ２＝５ｓ等）毎あるいは所定距離毎に警報が出力されるように設定してもよい。
さらに、悪視界時修正部１９は、カーブＣへの進入後に初回の警報が出力された後には、後述するカーブ通過中の最終警報出力（例えば、「まもなく出口です」等の出力）までの期間（例えば、図９に示す区間Ａ）にて、例えば図１０に示すように、悪視界の程度（例えば、強悪視界時、弱悪視界時等）と自車両の速度Ｖｂに応じて変化する所定の予告タイミング＃Ｔｍ（例えば、所定の距離や時間等）毎に警報（例えば、「カーブが続きます」等の警報）が出力されるように設定してもよい。
【００５４】
この予告タイミング＃Ｔｍは、例えば図１０に示すように、悪視界の程度（例えば、強悪視界時、弱悪視界時等）に対して共通の上限値ＴＵと、弱悪視界時の下限値ＴＬｗと、弱悪視界時よりも小さな強悪視界時の下限値ＴＬｓとを備え、所定の下限速度ＶｂＬ以上においては、自車両の速度Ｖｂの増大に伴って増加傾向に変化するように設定されている。そして、予告タイミング＃Ｔｍは、強悪視界時には、弱悪視界時の上限速度ＶｂＵｗよりも大きい所定の上限速度ＶｂＵｓにて、上限値ＴＵに到達するように設定されている。
なお、悪視界時には、カーブＣへの進入後の初回の警報は、例えば図９に示すように、カーブＣの入口位置ＣＳから予告タイミング＃Ｔｍだけ経過した後に出力されるように設定されている。
【００５５】
また、連続する複数のカーブからなる連続カーブに対して、通常時には連続するカーブの第１のカーブに対してのみ警報が出力されるように設定されている状態であっても、例えば図１１に示すように、悪視界時において悪視界時修正部１９は、第１のカーブＣ１の通過中に加えて、第２のカーブＣ２に対しても警報が出力されるように設定する。
例えば、減速対象地点間距離Ｌｎが警報必要距離ＬＷ以下となった時点で初回の警報（例えば、「この先、カーブが続きます」や「この先、カーブが連続します」等）が出力され、この後、例えば減速対象地点間距離Ｌｎが次回警報必要距離ＬＷ０（＜ＬＷ）以下となった時点で次回の警報（例えば、「まもなく、右カーブです」等）が出力される。
そして、第１のカーブＣ１の通過中にて、例えば後述する最終警報（例えば、「まもなく出口です」等）が出力される。さらに、第１のカーブＣ１の出口位置ＣＥ１と第２のカーブＣ２の入口位置ＣＳ２との間においては、このカーブ間距離の大きさに応じて、第２のカーブＣ２に対する警報（例えば、「続いて、まもなく、左カーブです」等）が出力される。
【００５６】
また、悪視界時修正部１９は、記憶部１１が記憶した道路データに基づき、下記表１に示すように、自車両が走行中の道路の道路種別に応じて修正量を変更可能である。この場合、道路種別とは、例えば一般道や細い街路や高速道路、インターチェンジやジャンクションや本線道路等の種別であり、例えば高速道路では一般道に比べて修正量を大きくすることによって、安全装置１８を作動させやすくすることができる。
例えば表１に示すように、悪視界時には、悪視界時以外の通常時に比べて、安全装置１８の作動対象となるカーブ上限半径ＲＨを大きくするように修正し、安全装置１８の作動下限速度ＶＬを低くするように修正し、安全装置１８の作動距離＃Ｌ（例えば、警報必要距離ＬＷ）を長くするように修正する。さらに、これらの各修正量を道路種別に応じて、例えば、一般道、細い街路、高速道路のインターチェンジやジャンクション等、高速道路の本線等の順に増大させる。
【００５７】
【表１】

【００５８】
また、悪視界時修正部１９は、悪視界判定部２０によって自車両周囲の環境が悪視界であると判定された場合には、自車両がカーブに進入した後であっても作動部１７により安全装置１８を作動可能である。
また、悪視界時修正部１９は、自車両がカーブの通過を終了するより以前の所定タイミング（例えば、自車両の現在位置からカーブの出口位置ＣＥまでの距離ＬＥが所定の終了警報出力距離Ｌ２以下となるタイミング等）で作動部１７により安全装置１８を作動可能であり、例えばカーブが終了することを自車両の乗員に報知することができる。
【００５９】
また、悪視界時修正部１９は、例えば、自車両の現在位置とカーブの入口位置との間の距離が警報必要距離ＬＷに等しくなり、初回の警報が報知された後であっても、自車両がカーブに進入するより以前の期間に、再度、作動部１７により安全装置１８を作動させて警報を報知可能である。
また、悪視界時修正部１９は、連続カーブ判定部３１にて複数のカーブが連続してなる連続カーブが存在すると判定された場合に、連続する各カーブ毎に作動部１７により安全装置１８を作動可能である。
【００６０】
悪視界判定部２０は、自車両周囲の環境が悪視界であるか否かを判定すると共に、悪視界であると判定した場合には、後述するように、悪視界の程度を判定して、悪視界時修正部１９へ出力する。
このため、悪視界判定部２０には、例えば、ワイパーＳＷ２１から出力されるワイパーの作動のＯＮ／ＯＦＦを切り替える信号と、ＦＯＧライトＳＷ２２から出力されるフォグライトのＯＮ／ＯＦＦを切り替える信号と、ヘッドライトＳＷ２３から出力されるとヘッドライトのＯＮ／ＯＦＦを切り替える信号と、悪視界モードＳＷ２４から出力される悪視界の程度を示す信号と、前方カメラ・ＥＣＵ２５から出力される自車両周囲の視界状態に関する検出信号とが入力されている。
【００６１】
ここで、悪視界モードＳＷ２４は、自車両の乗員の操作によって入力される悪視界の程度を示す信号を出力する。
また、前方カメラ・ＥＣＵ２５は、例えば、自車両の前方を撮影して得た撮像信号に所定の画像処理を行い、道路上の白線の認識度合い等に基づいて悪視界の程度を示す信号を出力する。
【００６２】
また、悪視界判定部２０は、後述するように、各ＳＷ２１，…，２４および前方カメラ・ＥＣＵ２５から入力される信号に基づいて、例えば降雨や霧の程度、日射方向、時間帯等を判定する。そして、例えば表２に示すように、予め設定された各条件に対する悪視界の程度を示す所定の判定値に基づいて、悪視界の程度を判定する。
【００６３】
【表２】

【００６４】
本実施の形態による車両の走行安全装置１０は上記構成を備えており、次に、この車両の走行安全装置１０の動作について添付図面を参照しながら説明する。
図１２から図１４は車両の走行安全装置１０の動作、特に自車両周囲の環境が悪視界であるか否かに応じてカーブに対する警報を出力する処理を示すフローチャートであり、図１５は図１２に示す悪視界判断処理を示すフローチャートであり、図１６は図１３に示す警報距離の算出処理を示すフローチャートである。
【００６５】
先ず、図１２に示すステップＳ０１においては、自車位置検出部１２にて検出した自車両の現在位置の情報を読み込む。
次に、ステップＳ０２においては、車両状態検出部１３にて検出した自車両の現在速度ＶＰの情報を読み込む。
次に、ステップＳ０３においては、自車両の走行道路上の前方道路データを記憶部１１から読み込む。
【００６６】
次に、ステップＳ０４においては、記憶部１１から読み込んだ前方道路データに基づいて、自車両の進行方向前方に設定された所定の先読み区間（例えば、自車両の現在位置を基準に数百ｍ〜１ｋｍ程度前方までの区間であって、ここでは、例えば１ｋｍ前方の位置までの区間）内に存在するカーブを検出する。
次に、ステップＳ０５においては、先読み区間内にて検出したカーブのうち、所定形状（例えば、所定半径以下等）のカーブに対して、例えばカーブの径や曲率、カーブの長さ（カーブの深さ）、カーブの通過に要する旋回角等からなるカーブ形状値を推定し、記憶部１１に格納する。
【００６７】
そして、ステップＳ０６においては、後述する悪視界判断処理を行う。
次に、図１３に示すステップＳ０７においては、例えばステップＳ０６における悪視界判断処理にて設定した判定値に基づいて、自車両周囲の環境が悪視界であるか否かを判定する。
この判定結果が「ＹＥＳ」の場合には、後述するステップＳ１５に進む。
一方、この判定結果が「ＮＯ」の場合には、ステップＳ０８に進み、悪視界判定フラグＦａのフラグ値に「０」を設定して、ステップＳ０９に進む。
【００６８】
ステップＳ０９においては、車両の現在速度ＶＰが、例えば表１に示す所定の通常時作動下限速度ＶＬａ以上か否かを判定する。
この判定結果が「ＮＯ」の場合には、一連の処理を終了する。
一方、この判定結果が「ＹＥＳ」の場合には、ステップＳ１０に進む。
ステップＳ１０においては、ステップＳ０５にて推定したカーブの半径Ｒが、例えば表１に示す所定の通常時上限半径ＲＨａ未満か否かを判定する。
ステップＳ１０での判定結果が「ＮＯ」の場合には、一連の処理を終了する。
一方、ステップＳ１０での判定結果が「ＹＥＳ」の場合には、ステップＳ１１に進む。
【００６９】
ステップＳ１１においては、カーブに対する初回の警報の出力が終了したことを示す初回警報終了判定フラグＦのフラグ値に「０」が設定されているか否かを判定する。
この判定結果が「ＹＥＳ」の場合、つまり初回の警報の出力が終了している場合には、ステップＳ１２に進み、タイマー値Ｔに「０」を設定して、後述するステップＳ２６に進む。
一方、この判定結果が「ＮＯ」の場合、つまり未だ初回の警報の出力が終了していない場合には、ステップＳ１３に進む。
ステップＳ１３においては、推定したカーブ形状値に基づいてカーブを適正に通過可能な適正速度ＶＳ、あるいは、カーブを適正に通過する際に許容される適正横加速度ＡＳを算出する。
そして、ステップＳ１４においては、後述する警報必要距離ＬＷの算出処理を行い、ステップＳ２１に進む。
【００７０】
一方、ステップＳ１５においては、悪視界判定フラグＦａのフラグ値に「１」を設定して、ステップＳ１６に進む。
ステップＳ１６においては、車両の現在速度ＶＰが、例えば表１に示す所定の悪視界時作動下限速度ＶＬｂ以上か否かを判定する。
この判定結果が「ＮＯ」の場合には、一連の処理を終了する。
一方、この判定結果が「ＹＥＳ」の場合には、ステップＳ１７に進む。
ステップＳ１７においては、ステップＳ０５にて推定したカーブの半径Ｒが、例えば表１に示す所定の悪視界時上限半径ＲＨｂ未満か否かを判定する。
ステップＳ１７での判定結果が「ＮＯ」の場合には、一連の処理を終了する。
一方、ステップＳ１７での判定結果が「ＹＥＳ」の場合には、ステップＳ１８に進む。
【００７１】
ステップＳ１８においては、カーブに対する初回の警報の出力が終了したことを示す初回警報終了判定フラグＦのフラグ値に「０」が設定されているか否かを判定する。
この判定結果が「ＹＥＳ」の場合、つまり初回の警報の出力が終了している場合には、ステップＳ１２に進む。
一方、この判定結果が「ＮＯ」の場合、つまり未だ初回の警報の出力が終了していない場合には、ステップＳ１９に進む。
ステップＳ１９においては、推定したカーブ形状値に基づいてカーブを適正に通過可能な適正速度ＶＳ、あるいは、カーブを適正に通過する際に許容される適正横加速度ＡＳを算出する。
そして、ステップＳ２０においては、後述する警報必要距離ＬＷの算出処理、および、再警報必要距離ＬＷ１の算出処理を行い、ステップＳ２１に進む。
ここで、再警報必要距離ＬＷ１とは、後述するように、警報必要距離ＬＷに基づいて初回の警報が出力された後に、自車両がカーブに進入するより以前に再度、警報を出力する際のタイミングを与えるものである。
【００７２】
そして、ステップＳ２１においては、自車両の現在速度ＶＰが適正速度ＶＳ以上か否かを判定する。
この判定結果が「ＮＯ」の場合には、一連の処理を終了する。
一方、この判定結果が「ＹＥＳ」の場合には、ステップＳ２２に進み、自車両の現在位置とカーブの入口位置ＣＳとの間の距離（減速対象地点間距離Ｌｎ）が、警報必要距離ＬＷ以下か否かを判定する。
ステップＳ２２での判定結果が「ＮＯ」の場合には、一連の処理を終了する。
一方、ステップＳ２２での判定結果が「ＹＥＳ」の場合には、ステップＳ２３に進む。
【００７３】
ステップＳ２３においては、初回の警報指令を安全装置１８へ出力して、例えば「この先カーブです」等の警報を出力する。
そして、ステップＳ２４においては、初回警報終了判定フラグＦのフラグ値に「１」を設定する。
次に、ステップＳ２５においては、タイマー値Ｔに「０」を設定して、図１４に示すステップＳ２６に進み、悪視界判定フラグＦａのフラグ値に「１」が設定されているか否かを判定する。
この判定結果が「ＮＯ」の場合、つまり自車両周囲の環境が悪視界ではない場合には、一連の処理を終了する。これにより、悪視界時ではない通常時には、カーブに対して初回の警報のみが出力されることとなる。
一方、この判定結果が「ＹＥＳ」の場合、つまり自車両周囲の環境が悪視界である場合には、ステップＳ２７に進む。
【００７４】
ステップＳ２７においては、自車両の現在位置からカーブの出口位置ＣＥまでの距離ＬＥを算出する。
そして、ステップＳ２８においては、タイマー値Ｔが所定の警報間隔時間ＴＳ以上か否かを判定する。
この判定結果が「ＹＥＳ」の場合には、後述するステップＳ３５に進む。
一方、この判定結果が「ＮＯ」の場合には、ステップＳ２９に進み、タイマー値Ｔの計数を継続する。
【００７５】
次に、ステップＳ３０においては、自車両がカーブの入口位置ＣＳを通過したか否かを判定する。
この判定結果が「ＹＥＳ」の場合には、後述するステップＳ４１に進む。
一方、この判定結果が「ＮＯ」の場合には、ステップＳ３１に進み、タイマー値Ｔが所定の警報間隔時間ＴＳ以上か否かを判定する。
ステップＳ３１での判定結果が「ＮＯ」の場合には、一連の処理を終了する。
一方、ステップＳ３１での判定結果が「ＹＥＳ」の場合には、ステップＳ３２に進む。
【００７６】
ステップＳ３２においては、自車両の現在位置とカーブの入口位置ＣＳとの間の距離（減速対象地点間距離Ｌｎ）が、再警報必要距離ＬＷ１以下か否かを判定する。
ステップＳ３２での判定結果が「ＮＯ」の場合には、一連の処理を終了する。
一方、ステップＳ３２での判定結果が「ＹＥＳ」の場合には、ステップＳ３３に進み、初回の警報の後に再度出力する警報として、例えば「まもなくカーブです」等の警報を出力する。
そして、ステップＳ３４にて、タイマー値Ｔに「０」を設定して、一連の処理を終了する。
【００７７】
また、ステップＳ３５においては、自車両がカーブの入口位置ＣＳを通過したか否かを判定する。
この判定結果が「ＮＯ」の場合には、上述したステップＳ３１に進む。
一方、この判定結果が「ＹＥＳ」の場合には、ステップＳ３６に進み、自車両の現在位置からカーブの出口位置ＣＥまでの距離ＬＥが、ゼロよりも大きく、かつ、所定の終了警報出力距離Ｌ２以下であるか否かを判定する。
ステップＳ３６での判定結果が「ＮＯ」の場合には、ステップＳ３７に進み、カーブが終了していないことを通知する警報として、例えば「カーブが続きます」等の警報を出力する。そして、ステップＳ３８に進み、タイマー値Ｔに「０」を設定して、一連の処理を終了する。
一方、ステップＳ３６での判定結果が「ＹＥＳ」の場合には、ステップＳ３９に進み、カーブが終了することを通知する警報として、例えば「出口です」等の警報を出力する。そして、ステップＳ４０に進み、初回警報終了判定フラグＦに「０」を設定して、一連の処理を終了する。
【００７８】
また、ステップＳ４１においては、自車両の現在位置からカーブの出口位置ＣＥまでの距離ＬＥが、ゼロよりも大きく、かつ、所定の終了警報出力距離Ｌ２以下であるか否かを判定する。
この判定結果が「ＮＯ」の場合には、ステップＳ４２に進み、タイマー値Ｔが所定の警報間隔時間ＴＳ以上か否かを判定する。そして、この判定結果が「ＮＯ」の場合には、一連の処理を終了する。一方、この判定結果が「ＹＥＳ」の場合には、上述したステップＳ３７に進む。
一方、ステップＳ４１での判定結果が「ＹＥＳ」の場合には、ステップＳ４３に進む。
【００７９】
ステップＳ４３においては、自車両がカーブの出口位置ＣＥを通過したか否かを判定する。
この判定結果が「ＮＯ」の場合には、ステップＳ４４に進み、タイマー値Ｔが所定の警報間隔時間ＴＳ以上か否かを判定する。そして、この判定結果が「ＮＯ」の場合には、一連の処理を終了する。一方、この判定結果が「ＹＥＳ」の場合には、上述したステップＳ３９に進む。
一方、ステップＳ４３での判定結果が「ＹＥＳ」の場合には、ステップＳ４５に進み、初回警報終了判定フラグＦに「０」を設定して、一連の処理を終了する。
【００８０】
以下に、上述したステップＳ０６における悪視界判断処理について図１５を参照しながら説明する。
先ず、図１５に示すステップＳ５１においては、判定値Ｘに「０」を設定して、初期化を行う。
次に、ステップＳ５２においては、自車両周囲の環境が小雨状態であるか否かを、例えばワイパーＳＷ２１や雨滴センサー（図示略）等から出力される信号に基づいて判定する。
この判定結果が「ＹＥＳ」の場合には、ステップＳ５３に進み、判定値Ｘに「１」を設定する。
一方、この判定結果が「ＮＯ」の場合には、ステップＳ５４に進み、自車両周囲の環境が大雨状態であるか否かを、例えばワイパーＳＷ２１や雨滴センサー（図示略）等から出力される信号に基づいて判定する。
ステップＳ５４での判定結果が「ＮＯ」の場合には、ステップＳ５６に進む。
一方、ステップＳ５４での判定結果が「ＹＥＳ」の場合には、ステップＳ５５に進み、判定値Ｘに「３」を設定する。
【００８１】
次に、ステップＳ５６においては、自車両周囲の環境が霧状態であるか否かを、例えばＦＯＧライトＳＷ２２等から出力される信号に基づいて判定する。
この判定結果が「ＹＥＳ」の場合には、ステップＳ５７に進み、判定値Ｘに「２」を加算して得た値を、新たな判定値Ｘとして設定する。
一方、この判定結果が「ＮＯ」の場合には、ステップＳ５８に進み、自車両周囲の環境が濃霧状態であるか否かを、例えばＦＯＧライトＳＷ２２等から出力される信号に基づいて判定する。
ステップＳ５８での判定結果が「ＮＯ」の場合には、ステップＳ６０に進む。
一方、ステップＳ５８での判定結果が「ＹＥＳ」の場合には、ステップＳ５９に進み、判定値Ｘに「３」を加算して得た値を、新たな判定値Ｘとして設定する。
【００８２】
次に、ステップＳ６０においては、夜間であるか否かを、例えばヘッドライトＳＷ２３や照度センサ（図示略）等から出力される信号や時刻等に基づいて判定する。
この判定結果が「ＹＥＳ」の場合には、ステップＳ６１に進み、判定値Ｘに「２」を加算して得た値を、新たな判定値Ｘとして設定する。
一方、この判定結果が「ＮＯ」の場合には、ステップＳ６２に進み、昼間であって天候が曇りの状態であるか否かを、ヘッドライトＳＷ２３等から出力される信号に基づいて判定する。
ステップＳ６２での判定結果が「ＮＯ」の場合には、ステップＳ６４に進む。
一方、ステップＳ６２での判定結果が「ＹＥＳ」の場合には、ステップＳ６３に進み、判定値Ｘに「１」を加算して得た値を、新たな判定値Ｘとして設定する。
【００８３】
次に、ステップＳ６４においては、判定値Ｘが「２」よりも大きいか否かを判定する。
この判定結果が「ＮＯ」の場合には、悪視界ではない通常視界であると判断して、一連の処理を終了する。
一方、この判定結果が「ＹＥＳ」の場合には、悪視界であると判断して、一連の処理を終了する。
【００８４】
以下に、上述したステップＳ１４およびステップＳ２０における警報必要距離ＬＷの算出処理について図１６を参照しながら説明する。
先ず、図１６に示すステップＳ７１においては、安全装置１８の作動対象となる地点（作動対象地点）、例えば現在速度ＶＰが適正速度ＶＳを超えるようなカーブの中、自車両の現在位置に対して最も手前側に位置するカーブの入口位置ＣＳをカーブ形状値に基づいて推定する。
次に、ステップＳ７２においては、自車位置検出部１２にて検出した自車両の現在位置から安全装置１８の作動対象となる地点（例えば、カーブの入口位置ＣＳ）までの距離、つまり警報対象地点間距離Ｌｎを算出する。
【００８５】
次に、ステップＳ７３においては、所定の減速度ＧＳ（例えば、０．２〜０．３Ｇ＝０．２〜０．３×９．８ｍ／ｓ²）にて、現在速度ＶＰから適正速度ＶＳまで減速するのに要する距離つまり減速必要距離Ｌ０を算出する。
次に、ステップＳ７４においては、警報を発して運転者に注意を促してから、実際に運転者が反応してブレーキを踏み込むまでの反応時間（例えば、約０．５ｓ）と、運転者がブレーキを踏み込んでから実際にブレーキが効き始めるまでの空走時間（例えば、約０．３ｓ）とを考慮して反応空走距離ΔＬ０を算出する。
次に、ステップＳ７５においては、上記数式（１）に基づいて、警報必要距離ＬＷ（＝Ｌ０＋ΔＬ０）を算出して、一連の処理を終了する。
【００８６】
すなわち、例えば図１７に示すように、先ず、自車両の現在位置とカーブの入口位置ＣＳとの間の距離（減速対象地点間距離Ｌｎ）が、警報必要距離ＬＷ以下になると、自車両周囲の環境に関わらず、初回の警報として、例えば「この先カーブです」等の警報が出力される。
そして、自車両周囲の環境が悪視界の場合には、初回の警報が出力された後に、減速対象地点間距離Ｌｎが再警報必要距離ＬＷ１以下になると、再度の警報として、例えば「まもなくカーブです」等の警報が出力される。
そして、自車両がカーブに進入した後には、自車両周囲の環境が悪視界の場合であれば、このカーブが単独のカーブであっても、例えば所定の警報間隔時間ＴＳ毎に「カーブが続きます」等の警報が出力される。
さらに、カーブの通過中にて、自車両周囲の環境が悪視界の場合であれば、自車両の現在位置からカーブの出口位置ＣＥまでの距離ＬＥが所定の終了警報出力距離Ｌ２以下になると、例えば「出口です」等の警報が出力される。
また、各警報の出力に合わせて、例えば図１７に示すａ〜ｄのように、カーブの形状と自車両の現在位置とを示す簡略化図形をディスプレイ（図示略）上に表示してもよい。
【００８７】
上述したように、本実施の形態による車両の走行安全装置１０によれば、自車両周囲の環境が悪視界状態であるか否か、さらに、悪視界である場合には、この悪視界の程度に応じて、警報が出力されやすくなることから、安全装置１８の作動に対して運転者が違和感を感じてしまうことを防止しつつ、適切なタイミングおよび頻度で安全装置１８を作動させることができ、自車両の前方に存在するカーブを適正に通過させることが可能となる。
【００８８】
なお、本実施の形態においては、車両状態検出部１３は車両の現在速度ＶＰの検出信号を出力するとしたが、これに限定されず、例えば車両の現在速度ＶＰとカーブ認識部１４にて認識されたカーブの形状に基づいて、この現在速度ＶＰにてカーブを通過する際に自車両に発生する横加速度を推定し、この推定値を出力するようにしてもよい。
この場合、比較部１６は、車両状態検出部１３から出力された横加速度の推定値と、適正車速設定部１５の横加速度算出部３２から出力された適正横加速度ＡＳとを比較し、この比較結果を作動部１７へ出力する。
【００８９】
なお、本実施の形態においては、悪視界時には、所定の警報間隔時間ＴＳにて警報を出力するとしたが、これに限定されず、例えば所定の走行距離ＬＳ毎に警報を出力してもよい。この場合には、上述したフローチャートにおけるタイマー値Ｔを、走行距離Ｌとすればよい。
【００９０】
なお、本実施の形態においては、車両の進行方向前方に存在するカーブに対する警報を出力する場合について説明したが、これに限定されず、例えば安全装置１８をなす自動制動装置により自動的に制動を行うようにしてもよい。
【００９１】
【発明の効果】
以上説明したように、請求項１に記載の本発明の車両の走行安全装置によれば、自車両周囲の環境に応じて、少なくとも適正車両状態または検出した車両状態の何れかを修正することで、報知手段の作動に対して運転者が違和感を感じてしまうことを防止しつつ、警報の出力対象となるカーブを適切に選択し、適切なタイミングで警報を出力することができ、自車両の前方に存在するカーブを適正に通過させることが可能となる。
さらに、カーブの形状に加え、自車両周囲の環境に応じて適切に警報の出力を要するカーブを選択することができ、自車両の前方に存在するカーブを適正に通過させることが可能となる。
さらに、請求項２に記載の本発明の車両の走行安全装置によれば、自車両周囲の環境に加え、カーブの形状に応じて適切に警報を与えることができ、報知手段の作動が必要と判断されたカーブを適正車両状態にて通過させることが可能となる。
【００９２】
さらに、請求項３に記載の本発明の車両の走行安全装置によれば、カーブの形状に加え、自車両周囲の環境に応じて適切に報知手段を作動させることが可能となる。
【００９３】
さらに、請求項４に記載の本発明の車両の走行安全装置によれば、悪視界判定手段により自車両周囲の環境が悪視界であると判定された場合には、作動手段により報知手段を作動させるタイミングを早めることによって、通過に注意を要するカーブが前方に存在することを、自車両の乗員に確実に認識させることができ、例えば自車両の状態を適正車両状態に調整する操作等が遅れてしまうことを防止することが可能となる。
さらに、請求項５に記載の本発明の車両の走行安全装置によれば、報知手段の作動に対して運転者が違和感を感じてしまうことを防止しつつ、自車両の前方に存在するカーブを適正に通過させることが可能となる。
【００９４】
さらに、請求項６に記載の本発明の車両の走行安全装置によれば、カーブの形状および自車両周囲の環境が悪視界であるか否かの判定結果に加えて、自車両が走行中の道路種別に応じて適切に報知手段を作動させることができる。
さらに、請求項７に記載の本発明の車両の走行安全装置によれば、悪視界時であっても、通過に注意を要するカーブが前方に存在することを、自車両の乗員に確実に認識させることができ、例えば自車両の状態を適正車両状態に調整する操作等が遅れてしまうことを防止することが可能となる。
さらに、カーブの形状に加え、自車両周囲の環境に応じて適切に警報の出力を要するカーブを選択することができ、自車両の前方に存在するカーブを適正に通過させることが可能となる。
【００９５】
さらに、請求項８に記載の本発明の車両の走行安全装置によれば、自車両周囲の環境に加え、カーブの形状に応じて適切に警報を与えることができ、報知手段の作動が必要と判断されたカーブを適正車両状態にて通過させることが可能となる。
さらに、請求項９に記載の本発明の車両の走行安全装置によれば、カーブに進入した後においても、警報を報知可能とすることにより、より一層、運転者の注意を促すことができ、報知手段の作動が必要と判断されたカーブを、より確実に、適正車両状態にて通過させることが可能となる。
【００９６】
さらに、請求項１０に記載の本発明の車両の走行安全装置によれば、報知手段の作動が必要と判断されたカーブに対して警報が報知された後に、自車両がこのカーブに進入する以前に、再度、警報が報知されることによって、より一層、運転者の注意を促すことができる。
さらに、請求項１１に記載の本発明の車両の走行安全装置によれば、報知手段の作動が必要と判断されたカーブに対して、所定時間毎に警報が報知されることによって、より一層、運転者の注意を促すことができる。
【００９７】
さらに、請求項１２に記載の本発明の車両の走行安全装置によれば、悪視界時であっても、通過中のカーブが終了するか否かを、自車両の乗員に確実に認識させることができる。
さらに、請求項１３に記載の本発明の車両の走行安全装置によれば、悪視界時であっても、通過に注意を要する連続するカーブが前方に存在することを、自車両の乗員に確実に認識させることができ、例えば自車両の状態を各カーブ毎に適正車両状態に調整する操作等が遅れてしまうことを防止することが可能となる。
さらに、カーブの形状に加え、自車両周囲の環境に応じて適切に警報の出力を要するカーブを選択することができ、自車両の前方に存在するカーブを適正に通過させることが可能となる。
さらに、請求項１４に記載の本発明の車両の走行安全装置によれば、悪視界時であっても、通過に注意を要するカーブが前方に存在することを、自車両の乗員に確実に認識させることができ、例えば自車両の状態を適正車両状態に調整する操作等が遅れてしまうことを防止することが可能となる。
さらに、自車両周囲の環境に加え、カーブの形状に応じて適切に警報を与えることができ、報知手段の作動が必要と判断されたカーブを適正車両状態にて通過させることが可能となる。
さらに、報知手段の作動が必要と判断されたカーブに対して、所定時間毎に警報が報知されることによって、より一層、運転者の注意を促すことができる。
さらに、報知手段の作動が必要と判断されたカーブに対して所定時間毎に警報が報知される際に、悪視界の程度が高いほど頻繁に警報が報知されることによって、より一層、運転者の注意を促すことができる。
さらに、請求項１５に記載の本発明の車両の走行安全装置によれば、悪視界時であっても、通過に注意を要するカーブが前方に存在することを、自車両の乗員に確実に認識させることができ、例えば自車両の状態を適正車両状態に調整する操作等が遅れてしまうことを防止することが可能となる。
さらに、自車両周囲の環境に加え、カーブの形状に応じて適切に警報を与えることができ、報知手段の作動が必要と判断されたカーブを適正車両状態にて通過させることが可能となる。
さらに、悪視界判定手段により自車両周囲の環境が悪視界であると判定された場合に、報知手段の作動が必要と判断されたカーブの形状に応じて報知回数を増加可能とすることによって、報知手段の作動に対して運転者が違和感を感じてしまうことを防止しつつ、適切な頻度で警報を出力することができ、自車両の前方に存在するカーブを適正に通過させることが可能となる。
【００９８】
さらに、請求項１６に記載の本発明の車両の走行安全装置によれば、報知手段の作動が必要と判断されたカーブの距離に加えて、このカーブを自車両が通過するのに要する時間が所定値以上の場合に警報の報知回数を増加可能とすることによって、報知手段の作動に対して運転者が違和感を感じてしまうことを防止しつつ、適切な頻度で警報を出力することができ、自車両の前方に存在するカーブを適正に通過させることが可能となる。
さらに、請求項１７に記載の本発明の車両の走行安全装置によれば、悪視界の程度が高いほど報知手段が作動しやすくなり、より一層、運転者の注意を促すことができる。
【図面の簡単な説明】
【図１】 本発明の一実施形態に係る車両の走行安全装置の構成を示す機能ブロック図である。
【図２】 車両がカーブに進入する際の警報の作動タイミングを示す図である。
【図３】 車両がカーブを適正に通過するための適正速度ＶＳまで減速する際における速度Ｖと時間ｔの関係の一例を示す図である。
【図４】 通常時のカーブ進入前における初回の警報出力のタイミングの一例を示す模式図である。
【図５】 悪視界時のカーブ進入前における初回の警報出力のタイミングの一例を示す模式図である。
【図６】 通常時のカーブ進入前における初回の警報出力のタイミングの一例を示す模式図である。
【図７】 悪視界時のカーブ進入前における初回の警報出力のタイミングの一例を示す模式図である。
【図８】 悪視界時のカーブ進入前における複数の警報出力のタイミングの一例を示す模式図である。
【図９】 悪視界時のカーブ進入後における複数の警報出力のタイミングの一例を示す模式図である。
【図１０】 悪視界の程度に応じて変化する予告タイミング＃Ｔｍの一例を示すグラフ図である。
【図１１】 悪視界時の連続カーブに対する警報出力のタイミングの一例を示す模式図である。
【図１２】 車両の走行安全装置の動作、特に自車両周囲の環境が悪視界であるか否かに応じてカーブに対する警報を出力する処理を示すフローチャートである。
【図１３】 車両の走行安全装置の動作、特に自車両周囲の環境が悪視界であるか否かに応じてカーブに対する警報を出力する処理を示すフローチャートである。
【図１４】 車両の走行安全装置の動作、特に自車両周囲の環境が悪視界であるか否かに応じてカーブに対する警報を出力する処理を示すフローチャートである。
【図１５】 図１２に示す悪視界判断処理を示すフローチャートである。
【図１６】 図１３に示す警報距離の算出処理を示すフローチャートである。
【図１７】 悪視界時における警報出力のタイミングおよび表示の一例を示す模式図である。
【符号の説明】
１０ 車両の走行安全装置
１１ 記憶部（記憶手段）
１２ 自車位置検出部（自車位置検出手段）
１３ 車両状態検出部（車両状態検出手段）
１４ カーブ認識部（カーブ認識手段）
１５ 適正車速設定部（適正車両状態設定手段）
１６ 比較部（比較手段）
１７ 作動部（作動手段）
１８ 安全装置
１８ａ 音声警報部（報知手段）
１８ｂ 表示警報部（報知手段）
１９ 悪視界時修正部（悪視界時修正手段）
２０ 悪視界判定部（悪視界判定手段）
３１ 連続カーブ判定部（連続カーブ判定手段）
３２ 横加速度算出部（適正車両状態設定手段）
ステップＳ０９およびステップＳ１６ 下限速度設定手段[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a traveling safety device for a vehicle, and more particularly to a technique for recognizing a curve existing ahead in the traveling direction of the vehicle and passing the curve appropriately.
[0002]
[Prior art]
Conventionally, for example, as in the forward road situation control device disclosed in Japanese Patent Laid-Open No. 8-194888, a curve existing ahead in the traveling direction of the vehicle is detected, and this curve is a single curve or a plurality of curves. It is determined whether the curve is a continuous curve. In the case of a continuous curve, an alarm is issued only when entering the first curve, and the alarm notification is interrupted after the second curve. A road situation control device is known.
[0003]
[Problems to be solved by the invention]
By the way, in the forward road situation corresponding control device according to the above-described prior art, when the environment around the vehicle at the time of outputting the alarm is not considered, the vehicle speed setting for outputting the alarm, the timing of the alarm output, and the output of the alarm Inappropriate number of times, etc., the vehicle driver may mistakenly recognize the target curve, feel uncomfortable with the alarm, or be unable to pass the curve properly due to delay in response. There is a risk of malfunction.
For example, when the environment around the host vehicle is in a bad vision state due to heavy fog or heavy rain, it may be difficult for the driver to recognize the shape and length of the curve. At this time, for example, when a warning is output only when entering the first curve of the continuous curve in the same way as in a favorable field of view such as in fine weather, the driver can check whether the target curve is a single curve or It may not be possible to determine whether the curve is a continuous curve, and it may not be possible to pass the curve properly.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle travel safety device capable of outputting an appropriate alarm even when the environment around the host vehicle changes. .
[0004]
[Means for Solving the Problems]
  In order to solve the above problems and achieve the object, the vehicle travel safety device according to the first aspect of the present invention is a storage means for storing road data (for example, a storage unit 11 in an embodiment described later). Vehicle position detection means for detecting the position of the host vehicle (for example, the host vehicle position detection unit 12 in the embodiment described later) and vehicle state detection means for detecting the vehicle state of the host vehicle (for example, implementation described later). Vehicle state detection unit 13) and curve recognition means for recognizing the shape of a curve existing in the traveling direction of the host vehicle based on the road data stored in the storage means (for example, curve recognition in an embodiment described later) Unit 14) and appropriate vehicle state setting means (for example, a rear vehicle state setting means) for setting an appropriate vehicle state capable of appropriately passing through the curve based on the shape of the curve recognized by the curve recognition means A comparison means (for example, described later) for comparing the vehicle state detected by the vehicle state detection means and the vehicle state detected by the vehicle state detection means with the appropriate vehicle state set by the appropriate vehicle state setting means. A comparison unit 16) in the embodiment and a notification means for giving a warning to a passenger of the own vehicle when the vehicle state of the own vehicle is not in the appropriate vehicle state in the comparison result by the comparison means (for example, an embodiment described later) A vehicle travel safety device including an operation means (for example, an operation unit 17 in an embodiment to be described later) that activates a voice alarm unit 18a and a display alarm unit 18b) in the embodiment, and the environment around the host vehicle has a bad vision A bad visual field determination means (for example, a bad visual field determination unit 20 in an embodiment described later) and the bad visual field determination means for determining whether or not The vehicle state detected by the vehicle state detection means or at least the vehicle state detection means so that the notification means is more easily operated when it is determined that the environment is a bad vision field than when it is determined that the environment is not a bad vision field. A bad vision correction unit that corrects one of the appropriate vehicle states set by the appropriate vehicle state setting unit (for example, a bad vision correction unit 19 in an embodiment described later);The lower limit speed setting means (for example, in the embodiment described later) for setting the lower limit operation speed (for example, the operation lower limit speed VL in the embodiment described later) permitting the operation of the notification means with respect to the speed of the host vehicle. Step S09 and step S16), and the bad vision correction means corrects the operation lower limit speed set by the lower limit speed setting means to be lower.It is characterized by that.
[0005]
  According to the traveling safety device for a vehicle having the above configuration, for example, a predetermined appropriate vehicle state set in advance according to the shape of a curve is compared with the detected vehicle state of the own vehicle, and the notification means is activated or not. When determining the operation, at least either the appropriate vehicle state or the detected vehicle state is corrected according to the environment around the host vehicle. That is, for example, when it is determined that the environment around the host vehicle has bad vision due to heavy fog, heavy rain, or the like, the notification unit is set to operate more easily than when the visibility is good, for example, in fine weather. As a result, while preventing the driver from feeling uncomfortable with the operation of the notification means, it is possible to appropriately select the curve to be output of the alarm and output the alarm at an appropriate timing. It is possible to appropriately pass the curve existing in front of the vehicle.
  In addition, when it is determined that the environment around the host vehicle has a bad visibility, the speed of the vehicle is made to be lower than that at a good visibility such as in fine weather, for example, by correcting the operation lower limit speed that permits the operation of the notification means. The notification means can be operated in a low state. Thereby, in addition to the shape of the curve, it is possible to select a curve that requires an appropriate alarm output in accordance with the environment around the host vehicle, and it is possible to appropriately pass the curve existing in front of the host vehicle. .
[0006]
Furthermore, in the vehicle travel safety device according to the second aspect of the present invention, the vehicle state detection means detects the speed of the own vehicle, or detects the speed of the own vehicle, and the speed and the curve recognition means The lateral acceleration of the host vehicle generated when passing the curve is estimated on the basis of the recognized shape of the curve, and the appropriate vehicle state setting means is an appropriate speed or an appropriate lateral acceleration that can appropriately pass the curve. And when the speed of the host vehicle is higher than the appropriate speed, or the estimated lateral acceleration is higher than the appropriate lateral acceleration in the comparison result by the comparing means. The notification means is operated.
[0007]
According to the traveling safety device for a vehicle having the above-described configuration, the appropriate speed or the appropriate lateral acceleration of the vehicle is set as the appropriate vehicle state. When the current speed of the vehicle is higher than the appropriate speed, or when the lateral acceleration generated when passing the curve is larger than the appropriate lateral acceleration, an alarm is given to the passenger of the host vehicle. Thereby, in addition to the shape of the curve, it is possible to appropriately give an alarm according to the environment around the host vehicle, and it is possible to pass the curve determined to require the operation of the notification means in an appropriate vehicle state. .
[0010]
  further,Claim 3In the vehicle travel safety device according to the present invention, the curve recognizing unit recognizes at least one of the diameter or the turning angle of the curve, and the bad vision correction unit is the curve recognizing unit. It corrects so that the said diameter recognized by (2) may be enlarged or the said turning angle may be made small.
[0011]
According to the vehicle safety device having the above configuration, first, at least one of the diameter and the turning angle is recognized as the shape of the curve existing ahead in the traveling direction of the vehicle by the curve recognition means. If the environment around the host vehicle is determined to be bad vision by the bad vision determination means, the actual curve shape recognized by the curve recognition means is further changed to the shape of the curve requiring attention for passage. Change to That is, at the time of bad vision, the curve diameter is corrected to be larger or the turning angle is made smaller. As a result, the appropriate vehicle state for the corrected curve shape is a value that makes the notification means easier to operate than the appropriate vehicle state for the curve shape before the correction, and in addition to the curve shape, It is possible to appropriately operate the notification means according to the environment.
[0012]
  further,Claim 4In the vehicle travel safety device according to the present invention described above, the bad vision visibility correction means corrects the warning means so as to advance the timing of giving an alarm to the passenger of the host vehicle.
  According to the traveling safety device for a vehicle having the above-described configuration, when the environment around the host vehicle is determined to be a bad vision by the bad vision determination means, the passage by passing the timing at which the notification means is activated by the actuation means. It is possible to make sure that the occupant of the own vehicle recognizes that there is a curve in front of the vehicle, and for example, to prevent the operation of adjusting the state of the own vehicle to an appropriate vehicle state from being delayed. It becomes possible.
[0013]
  further,Claim 5In the vehicle travel safety device according to the present invention, the bad vision determining means determines the degree of the bad vision, and the bad vision correction means is the bad vision determined by the bad vision determining means. The higher the visibility level, the faster the timing for giving a warning to the passenger of the host vehicle by the notification means.
[0014]
According to the traveling safety device for a vehicle having the above configuration, in addition to the shape of the curve, an alarm can be output at an appropriate timing according to the degree of the bad vision around the host vehicle, and the driver can operate against the operation of the notification means. It is possible to appropriately pass the curve existing in front of the host vehicle while preventing the user from feeling uncomfortable.
Note that the degree of bad vision is set by combining various conditions such as the degree of rain or fog, the direction of solar radiation, and the time zone.
[0015]
  further,Claim 6In the vehicle travel safety device according to the present invention described above, the correction mechanism at the time of bad vision changes a correction amount in accordance with a road type based on the road data stored in the storage unit.
  According to the traveling safety device for a vehicle having the above configuration, when the environment around the host vehicle is determined to be a bad vision by the bad vision determination unit, the correction is made at the time of the bad vision according to the type of road on which the host vehicle is traveling. Change the amount of correction by means. As a result, the notification means can be appropriately operated according to the type of road on which the host vehicle is traveling.
  Here, the road type is, for example, a general road, a highway, an interchange, a junction, a main road, or the like.
[0016]
  Claim 7The travel safety device for a vehicle according to the present invention described in (1) includes storage means for storing road data (for example, storage unit 11 in the embodiment described later) and own vehicle position detection means for detecting the position of the own vehicle (for example, The vehicle position detection unit 12) in an embodiment described later, vehicle state detection means for detecting the vehicle state of the host vehicle (for example, a vehicle state detection unit 13 in an embodiment described later), and the storage means Based on the road data, curve recognition means for recognizing the shape of a curve existing in the traveling direction of the host vehicle (for example, the curve recognition unit 14 in the embodiment described later), and the shape of the curve recognized by the curve recognition means. An appropriate vehicle state setting means (for example, an appropriate vehicle speed setting unit 15 in an embodiment to be described later) for setting an appropriate vehicle state that can appropriately pass through the curve, Comparison means for comparing the vehicle state detected by both state detection means and the appropriate vehicle state set by the appropriate vehicle state setting means (for example, a comparison unit 16 in an embodiment described later), and the comparison means When a comparison result shows that the vehicle state of the host vehicle is not in the proper vehicle state, a notification means (for example, a voice alarm unit 18a and a display alarm unit 18b in the embodiments described later) is activated to give a warning to the passenger of the host vehicle. The vehicle travel safety device includes an actuating means (for example, an actuating unit 17 in an embodiment to be described later), and a bad vision determining means (for example, determining whether the environment around the host vehicle is a bad vision or not) , And the notification means is determined by the bad vision determination means that the environment around the host vehicle is a bad vision. If, allows der increased notice frequency of the alarm, as compared to when it is determined not to be bad visibilityThus, lower limit speed setting means (for example, an embodiment described later) for setting an operation lower limit speed (for example, an operation lower limit speed VL in an embodiment described later) permitting the operation of the notification means with respect to the speed of the host vehicle. In step S09 and step S16), and when the environment around the host vehicle is determined to be a bad vision by the bad vision determination means, the lower limit speed of operation set by the lower limit speed setting means is lowered. A correction unit for correcting bad vision time (for example, a correction unit for bad vision field 19 in an embodiment described later).It is characterized by that.
[0017]
  According to the vehicle safety device for a vehicle having the above-described configuration, when it is determined that the environment around the host vehicle is in a bad vision due to, for example, heavy fog or heavy rain, the number of alarms notified by the notification unit is set, for example, on a clear day. It can be increased more than in the case of good visibility. This makes it possible for the occupant of the host vehicle to surely recognize that there is a curve that requires attention in passing even in the case of bad vision, for example, adjusting the state of the host vehicle to an appropriate vehicle state. It is possible to prevent the operation and the like from being delayed.
  In addition, when it is determined that the environment around the host vehicle has a bad visibility, the speed of the vehicle is made to be lower than that at a good visibility such as in fine weather, for example, by correcting the operation lower limit speed that permits the operation of the notification means. The notification means can be operated in a low state. Thereby, in addition to the shape of the curve, it is possible to select a curve that requires an appropriate alarm output in accordance with the environment around the host vehicle, and it is possible to appropriately pass the curve existing in front of the host vehicle. .
[0018]
  further,Claim 8In the vehicle travel safety device according to the present invention, the vehicle state detection unit detects the speed of the host vehicle, or detects the speed of the host vehicle and detects the speed of the curve recognized by the curve recognition unit. The vehicle's lateral acceleration generated when passing the curve is estimated based on the shape, and the appropriate vehicle state setting means sets an appropriate speed or an appropriate lateral acceleration that can pass the curve appropriately. And the operating means operates the notifying means when the speed of the host vehicle is higher than the appropriate speed or the estimated lateral acceleration is higher than the appropriate lateral acceleration in the comparison result by the comparing means. It is characterized by letting.
[0019]
According to the traveling safety device for a vehicle having the above-described configuration, the appropriate speed or the appropriate lateral acceleration of the vehicle is set as the appropriate vehicle state. When the current speed of the vehicle is higher than the appropriate speed, or when the lateral acceleration generated when passing the curve is larger than the appropriate lateral acceleration, an alarm is given to the passenger of the host vehicle. As a result, in addition to the environment around the host vehicle, it is possible to appropriately give an alarm according to the shape of the curve, and it is possible to pass the curve determined to require the operation of the notification means in an appropriate vehicle state. .
[0020]
  further,Claim 9In the vehicle travel safety device according to the present invention, the notification means can notify the alarm even after the vehicle has entered the curve.
  According to the traveling safety device for a vehicle having the above configuration, it is possible to further alert the driver by enabling the alarm even after entering the curve, and determine that the operation of the notification means is necessary. It is possible to pass the curved curve in a proper vehicle state more reliably.
[0021]
  further,Claim 10In the vehicle travel safety device according to the present invention, the notification unit notifies the alarm at a timing based on a time required to control the host vehicle so that the vehicle state of the host vehicle becomes the appropriate vehicle state. When the environment around the host vehicle is determined to be bad vision by the bad vision determination means, again after the timing and before the vehicle enters the curve, again, The alarm can be notified.
[0022]
According to the traveling safety device for a vehicle having the above-described configuration, after the alarm is notified to the curve determined to require the operation of the notification means, the alarm is notified again before the host vehicle enters the curve. Thus, the driver's attention can be further urged.
[0023]
  further,Claim 11In the vehicle travel safety device according to the present invention, the notification means can notify the alarm every predetermined time.
  According to the vehicle safety device for a vehicle having the above-described configuration, the driver is further alerted by issuing an alarm every predetermined time to the curve determined to require the operation of the notification means. it can.
  Furthermore, in the vehicle travel safety device according to the twelfth aspect of the present invention, the informing means detects that the curve ends at a predetermined timing before the vehicle ends the passage of the curve. It is characterized by notifying passengers.
  According to the traveling safety device for a vehicle having the above-described configuration, for example, even when the visibility is bad, it is possible to make the occupant of the own vehicle surely recognize whether or not the passing curve ends. Even when the vehicle is running on a continuous curve, the end of the continuous curve can be surely confirmed.
  According to a thirteenth aspect of the present invention, there is provided a vehicle travel safety device according to the present invention. Detecting means (for example, a vehicle position detecting unit 12 in an embodiment described later), vehicle state detecting means for detecting a vehicle state of the own vehicle (for example, a vehicle state detecting unit 13 in an embodiment described later), Based on the road data stored in the storage means, the curve recognition means for recognizing the shape of the curve existing in the traveling direction of the host vehicle (for example, the curve recognition unit 14 in the embodiment described later) and the curve recognition means Appropriate vehicle state setting means for setting an appropriate vehicle state that can appropriately pass through the curve based on the shape of the curve (for example, an appropriate vehicle speed setting in an embodiment described later) 15) and comparison means for comparing the vehicle state detected by the vehicle state detection means with the appropriate vehicle state set by the appropriate vehicle state setting means (for example, a comparison unit 16 in an embodiment described later) In the comparison result by the comparison means, when the vehicle state of the host vehicle is not in the proper vehicle state, notification means for giving a warning to the passenger of the host vehicle (for example, a voice alarm unit 18a, a display alarm in an embodiment described later) And a travel safety device for a vehicle including an operating means (for example, an operating unit 17 in an embodiment described later) for operating the unit 18b), and determining whether or not the environment around the host vehicle is a bad vision. A visual field determination unit (for example, a bad visual field determination unit 20 in an embodiment described later) and a curve in which a plurality of the curves recognized by the curve recognition unit are continuous. Continuous curve determining means (for example, a continuous curve determining unit 31 in an embodiment to be described later) for determining whether or not the continuous curve is determined by the continuous curve determining means. And when the environment around the host vehicle is determined to be a bad vision by the bad vision determination means, the alarm can be notified for each successive curve, and the surroundings of the host vehicle are determined by the bad vision determination means. When the environment is determined not to have a bad visual field, the alarm is notified only to the first curve among the continuous curves, and the notification means is operated for the speed of the host vehicle. Lower limit speed setting means (for example, step S09 in the later-described embodiment) for setting an operation lower-limit speed to be permitted (for example, an operation lower-limit speed VL in the later-described embodiment). And step S16), and when the bad vision determination means determines that the environment around the host vehicle is bad vision, the correction is made so that the operation lower limit speed set by the lower limit speed setting means is lowered. It is characterized by comprising visual field correction means (for example, a bad visual field correction unit 19 in an embodiment described later).
  According to the vehicle travel safety device having the above-described configuration, when it is determined that the environment around the host vehicle is a bad vision due to, for example, heavy fog or heavy rainfall, by notifying the alarm for each continuous curve, Even in the case of bad vision, it is possible to make sure that the occupant of the own vehicle recognizes that there is a continuous curve that requires attention in passing, such as the state of the own vehicle for each curve. Therefore, it is possible to prevent the operation for making the adjustment to be delayed.
  In addition, when it is determined that the environment around the host vehicle has a bad visibility, the speed of the vehicle is made to be lower than that at a good visibility such as in fine weather, for example, by correcting the operation lower limit speed that permits the operation of the notification means. The notification means can be operated in a low state. As a result, in addition to the shape of the curve, the vehicle A curve that requires a warning output appropriately can be selected according to the surrounding environment, and a curve existing ahead of the host vehicle can be appropriately passed.
[0024]
  Claim 14Vehicle travel safety device according to the inventionThe storage means for storing road data (for example, the storage unit 11 in the embodiment described later) and the own vehicle position detection means for detecting the position of the own vehicle (for example, the own vehicle position detection unit in the embodiment described later) 12), vehicle state detection means for detecting the vehicle state of the host vehicle (for example, a vehicle state detection unit 13 in an embodiment described later), and the traveling direction of the host vehicle based on the road data stored in the storage unit. Curve recognition means for recognizing the shape of an existing curve (for example, the curve recognition unit 14 in the embodiment described later), and an appropriate vehicle that can appropriately pass through the curve based on the shape of the curve recognized by the curve recognition means Appropriate vehicle state setting means for setting the state (for example, an appropriate vehicle speed setting unit 15 in an embodiment described later) and the vehicle detected by the vehicle state detection means The vehicle state of the host vehicle in the comparison result by the comparison means (for example, the comparison unit 16 in the embodiment described later) that compares the state with the appropriate vehicle state set by the appropriate vehicle state setting means. When the vehicle is not in the appropriate vehicle state, an operating means (for example, an implementation described later) that activates an informing means (for example, a voice alarm unit 18a or a display alarm unit 18b in the embodiment described later) that gives an alarm to the passenger of the host vehicle. And a driving safety device for a vehicle including an operating unit 17), and a night vision determination unit that determines whether or not the environment around the host vehicle is a night vision (for example, the night vision in an embodiment described later). A determination unit 20), and the notification means is determined not to be a bad vision when the environment around the host vehicle is determined to be a bad vision by the bad vision determination means. The number of alarm notifications can be increased compared to the case, and the vehicle state detection means detects the speed of the own vehicle, or detects the speed of the own vehicle and recognizes the speed and the curve recognition means. The lateral acceleration of the host vehicle generated when passing the curve is estimated based on the shape of the curve, and the appropriate vehicle state setting means sets an appropriate speed or an appropriate lateral acceleration that can pass the curve appropriately. The operating means is the notifying means when the speed of the host vehicle is higher than the appropriate speed or the estimated lateral acceleration is higher than the appropriate lateral acceleration in the comparison result by the comparing means. And the notification means can notify the alarm every predetermined time,The bad vision determination means determines the degree of the bad vision, and the notification means is set so that the predetermined time is shortened as the degree of the bad vision determined by the bad vision determination means is higher. It is characterized by doing.
[0025]
  According to the vehicle travel safety device having the above configuration,For example, when it is determined that the environment around the host vehicle has bad vision due to heavy fog, heavy rain, or the like, the number of alarm notifications by the notification means can be increased more than when the visibility is good, for example, in fine weather. This makes it possible for the occupant of the host vehicle to surely recognize that there is a curve that requires attention in passing even in the case of bad vision, for example, adjusting the state of the host vehicle to an appropriate vehicle state. It is possible to prevent the operation and the like from being delayed.
  In addition, an appropriate vehicle speed or an appropriate lateral acceleration is set as the appropriate vehicle state. When the current speed of the vehicle is higher than the appropriate speed, or when the lateral acceleration generated when passing the curve is larger than the appropriate lateral acceleration, an alarm is given to the passenger of the host vehicle. As a result, in addition to the environment around the host vehicle, it is possible to appropriately give an alarm according to the shape of the curve, and it is possible to pass the curve determined to require the operation of the notification means in an appropriate vehicle state. .
  In addition, the driver's attention can be further urged by notifying the alarm every predetermined time with respect to the curve determined to require the operation of the notification means.
  Also,When a warning is given to a curve that is determined to require operation of the notification means every predetermined time, the warning is frequently notified as the level of bad vision increases, thereby further increasing the driver's attention. Can be encouraged.
[0026]
  Claim 15Vehicle travel safety device according to the inventionThe storage means for storing road data (for example, the storage unit 11 in the embodiment described later) and the own vehicle position detection means for detecting the position of the own vehicle (for example, the own vehicle position detection unit in the embodiment described later) 12), vehicle state detection means for detecting the vehicle state of the host vehicle (for example, a vehicle state detection unit 13 in an embodiment described later), and the traveling direction of the host vehicle based on the road data stored in the storage unit. Curve recognition means for recognizing the shape of an existing curve (for example, the curve recognition unit 14 in the embodiment described later), and an appropriate vehicle that can appropriately pass through the curve based on the shape of the curve recognized by the curve recognition means Appropriate vehicle state setting means for setting the state (for example, an appropriate vehicle speed setting unit 15 in an embodiment described later) and the vehicle detected by the vehicle state detection means The vehicle state of the host vehicle in the comparison result by the comparison means (for example, the comparison unit 16 in the embodiment described later) that compares the state with the appropriate vehicle state set by the appropriate vehicle state setting means. When the vehicle is not in the appropriate vehicle state, an operating means (for example, an implementation described later) that activates an informing means (for example, a voice alarm unit 18a or a display alarm unit 18b in the embodiment described later) that gives an alarm to the passenger of the host vehicle. And a driving safety device for a vehicle including an operating unit 17), and a night vision determination unit that determines whether or not the environment around the host vehicle is a night vision (for example, the night vision in an embodiment described later). A determination unit 20), and the notification means is determined not to be a bad vision when the environment around the host vehicle is determined to be a bad vision by the bad vision determination means. The number of alarm notifications can be increased compared to the case, and the vehicle state detection means detects the speed of the own vehicle, or detects the speed of the own vehicle and recognizes the speed and the curve recognition means. The lateral acceleration of the host vehicle generated when passing the curve is estimated based on the shape of the curve, and the appropriate vehicle state setting means sets an appropriate speed or an appropriate lateral acceleration that can pass the curve appropriately. The operating means is the notifying means when the speed of the host vehicle is higher than the appropriate speed or the estimated lateral acceleration is higher than the appropriate lateral acceleration in the comparison result by the comparing means. AndThe warning means determines that the alarm is generated when the environment around the host vehicle is determined to be bad vision by the bad vision judgment means and the length of the curve recognized by the curve recognition means is a predetermined value or more. The number of notifications is increased.
[0027]
  According to the vehicle travel safety device having the above configuration,For example, when it is determined that the environment around the host vehicle has bad vision due to heavy fog, heavy rain, or the like, the number of alarm notifications by the notification means can be increased more than when the visibility is good, for example, in fine weather. This makes it possible for the occupant of the host vehicle to surely recognize that there is a curve that requires attention in passing even in the case of bad vision, for example, adjusting the state of the host vehicle to an appropriate vehicle state. It is possible to prevent the operation and the like from being delayed.
  In addition, an appropriate vehicle speed or an appropriate lateral acceleration is set as the appropriate vehicle state. When the current speed of the vehicle is higher than the appropriate speed, or when the lateral acceleration generated when passing the curve is larger than the appropriate lateral acceleration, an alarm is given to the passenger of the host vehicle. As a result, in addition to the environment around the host vehicle, it is possible to appropriately give an alarm according to the shape of the curve, and it is possible to pass the curve determined to require the operation of the notification means in an appropriate vehicle state. .
  Also,When the bad vision determination means determines that the environment around the host vehicle is a bad vision, the notification means can be increased according to the shape of the curve determined to require the operation of the notification means. While preventing the driver from feeling uncomfortable with this operation, an alarm can be output at an appropriate frequency, and the curve existing ahead of the host vehicle can be properly passed.
[0028]
  further,Claim 16In the vehicle travel safety device according to the present invention, the length of the curve passes through the curve at the distance of the curve or the speed of the host vehicle detected by the vehicle state detecting means. It is characterized by the time required for.
  According to the vehicle travel safety device having the above-described configuration, in addition to the distance of the curve determined to require the operation of the notification means, an alarm is issued when the time required for the host vehicle to pass this curve exceeds a predetermined value. By making it possible to increase the number of notifications, it is possible to output a warning at an appropriate frequency while preventing the driver from feeling uncomfortable with respect to the operation of the notification means, and it exists in front of the host vehicle. It is possible to properly pass the curve.
[0029]
  further,Claim 17In the vehicle travel safety device according to the present invention, the bad vision determination means determines the degree of the bad vision, and the notification means determines the degree of the bad vision determined by the bad vision determination means. The predetermined value is set to be smaller as the value is higher.
  According to the traveling safety device for a vehicle having the above-described configuration, the notifying unit is a predetermined value set with respect to a distance of a curve determined to require the operation of the notifying unit or a time required for the host vehicle to pass this curve. Is set to be smaller as the degree of the visual field is higher. As a result, the higher the level of bad vision, the easier the notification means operates, and the driver's attention can be further urged.
[0033]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a vehicle travel safety apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a functional block diagram showing a configuration of a vehicle travel safety device 10 according to an embodiment of the present invention, and FIG. 2 is a diagram showing an alarm operation timing when the vehicle enters a curve. These are figures which show an example of the relationship between the speed V and time t at the time of decelerating to the appropriate speed VS for a vehicle to pass a curve appropriately.
[0034]
As shown in FIG. 1, the vehicle travel safety device 10 according to the present embodiment includes, for example, a storage unit 11, a vehicle position detection unit 12, a vehicle state detection unit 13, a curve recognition unit 14, and an appropriate vehicle speed. Setting unit 15, comparison unit 16, operation unit 17, safety device 18, bad vision correction unit 19, bad vision determination unit 20, wiper SW 21 connected to bad vision determination unit 20, and FOG light SW22, headlight SW23, bad vision mode SW24, and front camera / ECU 25 are provided. Moreover, the memory | storage part 11, the own vehicle position detection part 12, and the curve recognition part 14 comprise the navigation apparatus 10a for vehicles.
[0035]
The storage unit 11 is made of a computer-readable recording medium such as a CD-ROM or a DVD-ROM, and stores map data including road data.
The own vehicle position detection unit 12 corrects an error of a GPS (Global Position System) signal for measuring the position of the vehicle using an artificial satellite, for example, or an appropriate base station, for example, and performs positioning. Current position of the vehicle by a calculation process of autonomous navigation based on a positioning signal such as a D (Differential) GPS signal for improving accuracy, or a detection signal output from a vehicle state detection unit 13 or a yaw rate sensor (not shown) described later. Is calculated.
[0036]
Further, the own vehicle position detection unit 12 performs map matching based on the calculated current position of the vehicle and the road data acquired from the storage unit 11, and corrects the result of position estimation by autonomous navigation.
The vehicle state detection unit 13 includes, for example, a vehicle speed sensor, a wheel speed sensor, and the like that detect the current speed VP of the vehicle, and sends a detection signal to the comparison unit 16 via the own vehicle position detection unit 12 and a night vision correction unit 19 described later. Output to.
[0037]
The curve recognition unit 14 acquires the road data stored in the storage unit 11 and detects a curve existing on the road ahead of the traveling direction of the host vehicle based on the road data.
For example, the curve recognizing unit 14 links a node (for example, the white circle shown in FIG. 2) and a link (for example, the line shown in FIG. 2) to the node that is the basis of road data, that is, a point for grasping the road shape. The shape of the curve is recognized based on the line connecting the white circles).
[0038]
Then, the curve recognition unit 14 calculates a curve shape value including, for example, a curve diameter and curvature, a curve length (curve depth), a turning angle required for passing through the curve, and the like, and an appropriate vehicle speed setting unit 15 and It outputs to the evil vision time correction unit 19. Here, the length of the curve is the distance required for the curve or the time required for the host vehicle to pass the curve at the speed detected by the vehicle state detection unit 13.
Furthermore, the curve recognition unit 14 includes a continuous curve determination unit 31. The continuous curve determination unit 31 determines whether the detected curve is a single curve or a continuous curve in which a plurality of curves are continuous. Determine whether.
The curve recognizing unit 14 is a predetermined look-ahead section set in front of the traveling direction of the host vehicle (for example, a section from about several hundred m to about 1 km forward with reference to the current position of the host vehicle. For example, it is set so as to recognize the shape of a curve existing in a section 1 km ahead).
[0039]
The appropriate vehicle speed setting unit 15 is a vehicle speed that can appropriately pass through the curve based on the curve shape value recognized by the curve recognition unit 14 and the curve shape value corrected by the later-described evil vision correction unit 19. (Appropriate speed VS) is calculated. Then, the appropriate vehicle speed setting unit 15 outputs data of the set appropriate speed VS to the comparison unit 16 via the night vision correction unit 19.
Thereby, the appropriate speed VS is set by the appropriate vehicle speed setting unit 15 for the curve existing in the predetermined pre-read section pre-read by the curve recognition unit 14.
[0040]
Here, the appropriate vehicle speed setting unit 15 includes a lateral acceleration calculation unit 32 that calculates an acceleration (lateral acceleration) generated in the lateral direction of the vehicle when passing the curve. That is, first, the lateral acceleration calculating unit 32 appropriately passes this curve based on the shape of the curve recognized by the curve recognizing unit 14 or the shape of the curve corrected by the after-vision correction unit 19 described later. An appropriate lateral acceleration AS that is allowed in the calculation is calculated. Next, the appropriate vehicle speed setting unit 15 calculates the speed of the vehicle that causes the vehicle to generate the appropriate lateral acceleration AS, and sets this speed as the appropriate speed VS.
Note that the lateral acceleration allowed for the host vehicle when passing the curve is the environment around the host vehicle (described later, for example, the visibility state described later) and the type of road being traveled (for example, an expressway or general road described later). In addition to this, since it varies depending on road surface conditions, tire conditions, loading conditions, etc., the appropriate speed VS may be set in consideration of these factors.
[0041]
The comparison unit 16 sets the vehicle speed (current speed VP) detected by the vehicle state detection unit 13 or the vehicle speed corrected by the later-described bad vision correction unit 19 and the appropriate vehicle speed setting unit 15. The comparison is made with the appropriate speed VS or the appropriate speed VS corrected by the later-described bad vision correction unit 19 and the comparison result is output to the operating unit 17.
The operating unit 17 is, for example, an actuator that operates the safety device 18, and controls the operation of the safety device 18 based on the comparison result in the comparison unit 16. That is, in the comparison result of the comparison unit 16, the vehicle current speed VP detected by the vehicle state detection unit 13 is compared with the appropriate speed VS set by the appropriate vehicle speed setting unit 15, and the detected current speed of the vehicle is compared. When the VP is higher than the appropriate speed VS and the vehicle is not in the proper vehicle state, the safety device 18 is activated.
[0042]
The safety device 18 includes, for example, an alarm device that issues an alarm to alert the driver, an automatic braking device 18c that automatically performs braking, and the like. Controlled based on.
The alarm device includes, for example, an audio alarm unit 18a including a speaker that outputs an alarm sound, an audio message, and the like, and a display alarm unit 18b including a display that displays an alarm, a lamp that is lit, and the like. Yes.
[0043]
Here, for example, when a single curve to be actuated by the safety device 18 is detected in front of the traveling direction of the host vehicle, the timing at which the safety device 18 is actuated by the actuation unit 17 is determined by the vehicle to It is set based on the time or distance required to decelerate from the current speed VP to the appropriate speed VS before reaching the entrance position of the recognized curve.
For example, as shown in FIG. 2, when the vehicle A is traveling at a speed V1 (for example, speed V1> appropriate speed VS), in order to properly pass the curve C existing forward in the traveling direction, the curve C The vehicle speed is set to the appropriate speed VS at the entrance position CS.
At this time, as shown in FIG. 3, for example, a predetermined deceleration GS (for example, 0.2G = 0.2 × 9.8 m / s)²), When decelerating from the current speed V1 (for example, 100 km / h) to the appropriate speed VS (for example, 40 km / h), the time T required for deceleration is obtained by T = (V1−VS) / GS. It is done. Then, based on this time T, the distance required for deceleration, that is, the required deceleration distance L0 is calculated, and the deceleration start position C0 (black circle C0 shown in FIG. 2) just before the required deceleration distance L0 from the entrance position CS of the curve C is calculated. Is set.
[0044]
Furthermore, for example, a reaction time (for example, about 0.5 s) from when an alarm is issued to alert the driver until the driver actually reacts and depresses the brake, and after the driver depresses the brake. The reaction idling distance ΔL0 is calculated in consideration of the idling time (for example, about 0.3 s) until the brake actually starts to work. As a result, the alarm start position CW is set by the reaction idling distance ΔL0 from the deceleration start position C0 (black circle C0 shown in FIG. 2).
That is, when the vehicle A reaches the alarm start position CW set before the curve C, that is, the distance between the current position of the vehicle A and the entrance position CS of the curve C (distance Ln between deceleration target points) An alarm is issued when the required alarm distance LW is set as shown in the following formula (1).
[0045]
[Expression 1]

[0046]
The bad vision time correction unit 19 is output from, for example, the vehicle state detection unit 13 when it is determined that the environment around the host vehicle is the bad vision based on the determination result in the bad vision determination unit 20 described later. The current speed VP of the vehicle or the appropriate speed VS output from the appropriate vehicle speed setting unit 15 is corrected and output to the comparison unit 16. For example, when it is determined that the field of view is bad vision, the safety device 18 is operated from the comparison result in the comparison unit 16 by correcting the current speed VP of the vehicle to a large value or by correcting the appropriate speed VS to a small value. Make it easier.
[0047]
Further, the bad vision visibility correction unit 19 corrects the shape of the curve output from the curve recognition unit 14 and outputs the corrected shape to the appropriate vehicle speed setting unit 15. For example, when it is determined that the field of vision is bad, the diameter of the curve recognized by the curve recognition unit 14 is increased, the turning angle is decreased, the curvature of the curve is decreased, or the length of the curve is increased. By correcting so as to shorten, the appropriate speed VS calculated by the appropriate vehicle speed setting unit 15 is corrected to be small. Accordingly, the safety device 18 is easily operated from the comparison result in the comparison unit 16.
[0048]
Further, the bad vision correction unit 19 can correct the operating state, the operating condition, and the like of the operating unit 17 based on the determination result of the bad vision determination unit 20.
For example, when it is determined that the visual field is bad, the operating unit 17 can increase the number of operations by operating the safety device 18 every predetermined time (for example, an alarm interval time TS described later). At this time, as will be described later, when the degree of bad vision is determined by the bad vision determination unit 20, for example, the higher the degree of bad vision, the shorter the predetermined time may be set.
In addition, when the length of the curve recognized by the curve recognition unit 14 is a predetermined value or more, for example, the correction unit 19 at the time of bad vision can correct the number of operations of the safety device 18. At this time, for example, by setting the predetermined value to be smaller as the degree of bad vision is higher, the number of operations of the safety device 18 is easily corrected. For example, by correcting the number of operations to be increased. The safety device 18 can be easily operated.
[0049]
The bad vision correction unit 19 can set a predetermined operation lower limit speed that permits the operation of the safety device 18. That is, in the state where the safety device 18 is set to be operated by the operating unit 17 when the current speed VP of the host vehicle becomes less than a predetermined operating lower limit speed VL, If it is determined that the field of vision is bad, the safety device 18 can be easily operated by correcting the lower limit operation speed VL to be lower.
Furthermore, the night vision correction unit 19 can correct the operation timing when the operating device 17 operates the safety device 18. For example, when it is determined that it is a bad vision, the operation timing is corrected so as to be advanced.
[0050]
For example, as shown in FIGS. 4 and 5, when the distance from the current position of the host vehicle to the entrance position CS of the curve C (the distance Ln between deceleration target points) becomes equal to or less than a predetermined working distance #L, In the case of outputting an alarm, the correction unit 19 at the time of bad vision is at least the upper limit of the curve to be actuated by the safety device 18 at the time of the bad vision shown in FIG. 5 compared to the normal time other than at the time of bad vision shown in FIG. Either one of the correction for increasing the radius RH or the correction for decreasing the operation lower limit speed VL of the safety device 18 is performed.
Thus, in the case of the bad vision as shown in FIG. 5, the speed Va is lower than the normal speed Va (for example, 50 km / h, etc.) at which the alarm output is not permitted at the normal time shown in FIG. Even if the speed Vb (for example, 20 km / h) and the curve radius Rb larger than the normal curve radius Ra, the distance to the entrance position CS of the curve C is equal to or less than the predetermined working distance #L. At the time, the first alarm (for example, an alarm such as “There is a right curve ahead”) is output.
[0051]
Further, as shown in FIGS. 6 and 7, for example, when the alarm output timing is changed in accordance with the current speed VP of the host vehicle, the bad vision correction unit 19 is compared with the normal time shown in FIG. 7, at least one of a correction for advancing the alarm output timing and a correction for lowering the operation lower limit speed VL of the safety device 18 is performed.
Thus, in the case of the bad vision as shown in FIG. 7, for example, the normal speed Va (for example, 20 km / h, etc.) equivalent to the normal time shown in FIG. Even at the speed Vb, the first warning (for example, a warning such as “There is a right curve ahead”) is output when the distance Ln between deceleration target points becomes equal to or less than the warning required distance LW.
Alternatively, for example, as shown in FIG. 7, at the time of bad vision, when the distance Ln between deceleration target points becomes equal to or less than the alarm required distance LWb longer than the alarm required distance LWa at the normal time (for example, “ “There will be a right curve ahead”, etc.) is output.
[0052]
Further, in normal times other than the time of the visual field, a warning before a curve approaching a single curve is limited to one time, or a plurality of warnings are output when the vehicle speed Va is equal to or higher than a predetermined lower limit speed Vm. In such a setting, for example, as shown in FIG. 7, in the case of bad vision, the bad vision correction unit 19 corrects the lower limit speed Vm that permits a plurality of warnings to be lower than normal.
Thereby, even if the speed Vb is smaller than the normal time, a plurality of warnings are output. For example, when the distance Ln between deceleration target points is equal to or less than the warning required distance LW, the first warning (for example, “ After this, there will be a right curve, etc.), and then, for example, when the distance Ln between the deceleration target points is less than the next required alarm distance LW0 (<LW), Is output). Further, for example, when the deceleration target point distance Ln becomes equal to or less than the re-alarm required distance LW1 (<LW0), a warning such as “a curve starts” is output one after another.
Note that when a plurality of warnings are output at the time of the visual field, if the vehicle speed Vb falls below a predetermined corrected lower limit speed Vm due to deceleration or the like, for example, warning output is prohibited.
[0053]
For example, as shown in FIG. 9, in the case of bad vision, the bad vision correction unit 19 has a position Lm from the position where the first warning is output or the entrance position CS of the curve C to the exit position CE of the curve C, When it is larger than a predetermined distance (for example, vehicle speed Vb × predetermined time # T1 = 15 s), an alarm is output every predetermined time # T2 (for example, # T2 = 5 s) or every predetermined distance. You may set as follows.
Furthermore, after the first warning is output after entering the curve C, the bad vision correction unit 19 is a period until the final warning output during the curve described later (for example, an output such as “coming soon exit”). (For example, in section A shown in FIG. 9), for example, as shown in FIG. 10, it changes in accordance with the level of bad vision (for example, strong bad vision, weak bad vision, etc.) and the speed Vb of the host vehicle. An alarm (for example, an alarm such as “curve continues”) may be output at every predetermined notice timing #Tm (for example, a predetermined distance or time).
[0054]
For example, as shown in FIG. 10, the advance notice timing #Tm is a common upper limit value TU and a lower limit value at the time of weakly bad vision with respect to the degree of bad vision (for example, at the time of strong evil vision, at the time of weakly bad vision). TLw and lower limit value TLs for strong visual field that is smaller than that for weak visual field, and is set so as to change in an increasing tendency as the vehicle speed Vb increases at a predetermined lower speed VbL or more. ing. The notice timing #Tm is set so as to reach the upper limit value TU at a predetermined upper limit speed VbUs that is larger than the upper limit speed VbUw at the time of weak bad vision during strong bad vision.
It should be noted that the first alarm after entering the curve C is set to be output after the notice timing #Tm has elapsed from the entrance position CS of the curve C, for example, as shown in FIG. .
[0055]
Further, even in a state in which an alarm is set to be output only for the first curve of the continuous curve in a normal time with respect to the continuous curve composed of a plurality of continuous curves, for example, in FIG. As shown, in the case of the bad vision, the bad vision correction unit 19 sets so that an alarm is also output for the second curve C2 in addition to the passage of the first curve C1.
For example, when the distance Ln between deceleration target points falls below the alarm required distance LW, the first warning (for example, “Further, the curve will continue” or “Further, the curve will continue”) will be output. Then, for example, when the distance Ln between deceleration target points becomes equal to or less than the next alarm required distance LW0 (<LW), the next alarm (for example, “Soon, right curve”) is output.
Then, during the passage of the first curve C1, for example, a final warning described later (for example, “coming soon exit”) is output. Further, between the exit position CE1 of the first curve C1 and the entrance position CS2 of the second curve C2, an alarm for the second curve C2 (for example, “continue” Soon, it will be a left curve.
[0056]
In addition, as shown in Table 1 below, the night vision correction unit 19 can change the correction amount according to the road type of the road on which the host vehicle is traveling, based on the road data stored in the storage unit 11. In this case, the road type is, for example, a general road, a narrow street, a highway, an interchange, a junction, or a main road, and the safety device 18 is increased on the highway by making the correction amount larger than that of the general road. Can be easily operated.
For example, as shown in Table 1, at the time of the bad vision, the curve upper limit radius RH that is the operation target of the safety device 18 is corrected to be larger than the normal time other than the time of the bad vision, and the operation lower limit speed VL of the safety device 18 is corrected. Is adjusted to be lower, and the working distance #L (for example, the alarm required distance LW) of the safety device 18 is corrected to be longer. Furthermore, these correction amounts are increased in the order of, for example, main roads of highways, such as general roads, narrow streets, highway interchanges and junctions, according to the road type.
[0057]
[Table 1]

[0058]
Further, when the bad vision determination unit 20 determines that the environment around the host vehicle is a bad vision field, the bad vision time correction unit 19 uses the operating unit 17 even after the host vehicle enters the curve. The safety device 18 can be activated.
Further, the bad vision visibility correcting unit 19 determines a predetermined timing (for example, a distance LE from the current position of the own vehicle to the exit position CE of the vehicle) as a predetermined end warning output distance L2 before the own vehicle finishes passing the curve. The safety device 18 can be actuated by the actuating portion 17 at a timing such as the following.
[0059]
In addition, for example, even when the distance between the current position of the host vehicle and the entrance position of the curve is equal to the alarm required distance LW and the first alarm is notified, In the period before the vehicle enters the curve, the safety device 18 can be operated again by the operating unit 17 to notify the alarm.
Further, when the continuous curve determination unit 31 determines that there is a continuous curve in which a plurality of curves are continuous, the bad vision visibility correction unit 19 causes the operating unit 17 to activate the safety device 18 for each continuous curve. It is operable.
[0060]
The bad vision determination unit 20 determines whether or not the environment around the host vehicle is a bad vision, and if it is determined to be a bad vision, determines the degree of the bad vision as described later, It outputs to the evil vision time correction unit 19.
Therefore, the bad vision determination unit 20 includes, for example, a signal for switching ON / OFF of the operation of the wiper output from the wiper SW21, a signal for switching ON / OFF of the fog light output from the FOG light SW22, and the head A signal for switching on / off of the headlight when output from the light SW 23, a signal indicating the degree of bad vision output from the bad vision mode SW 24, and the visibility state around the host vehicle output from the front camera / ECU 25 Detection signal is input.
[0061]
Here, the bad vision mode SW 24 outputs a signal indicating the degree of the bad vision input by the operation of the occupant of the host vehicle.
Further, the front camera / ECU 25 performs predetermined image processing on an image signal obtained by photographing the front of the host vehicle, for example, and outputs a signal indicating the degree of bad vision based on the degree of recognition of a white line on the road, etc. To do.
[0062]
Further, as described later, the bad vision determination unit 20 determines, for example, the degree of rain or fog, the solar radiation direction, the time zone, and the like based on the signals input from the SWs 21,..., 24 and the front camera / ECU 25. . Then, as shown in Table 2, for example, the degree of bad vision is determined based on a predetermined determination value indicating the degree of bad vision for each preset condition.
[0063]
[Table 2]

[0064]
The vehicle travel safety device 10 according to the present embodiment has the above-described configuration. Next, the operation of the vehicle travel safety device 10 will be described with reference to the accompanying drawings.
FIG. 12 to FIG. 14 are flowcharts showing the operation of the vehicle travel safety device 10, in particular, processing for outputting a warning for a curve depending on whether or not the environment around the host vehicle is a bad vision, and FIG. FIG. 16 is a flowchart showing the alarm distance calculation process shown in FIG. 13.
[0065]
First, in step S01 shown in FIG. 12, information on the current position of the host vehicle detected by the host vehicle position detection unit 12 is read.
Next, in step S02, information on the current speed VP of the host vehicle detected by the vehicle state detection unit 13 is read.
Next, in step S03, the front road data on the traveling road of the own vehicle is read from the storage unit 11.
[0066]
Next, in step S04, based on the forward road data read from the storage unit 11, a predetermined look-ahead section set in front of the traveling direction of the own vehicle (for example, several hundred m to about 100 m from the current position of the own vehicle). In this case, a curve existing in a section up to about 1 km ahead, for example, a section up to a position ahead of 1 km) is detected.
Next, in step S05, for a curve of a predetermined shape (for example, a predetermined radius or less) among the curves detected in the look-ahead section, for example, the curve diameter, curvature, and curve length (curve depth). The curve shape value including the turning angle required for passing the curve is estimated and stored in the storage unit 11.
[0067]
Then, in step S06, a later-described bad vision determination process is performed.
Next, in step S07 shown in FIG. 13, for example, based on the determination value set in the bad vision determination process in step S06, it is determined whether or not the environment around the host vehicle is a bad vision.
If this determination is “YES”, the flow proceeds to step S 15 described later.
On the other hand, if this determination is “NO”, the flow proceeds to step S08, the flag value of the bad vision determination flag Fa is set to “0”, and the flow proceeds to step S09.
[0068]
In step S09, it is determined whether or not the current speed VP of the vehicle is equal to or higher than a predetermined normal operation lower limit speed VLa shown in Table 1, for example.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if the determination is “YES”, the flow proceeds to step S10.
In step S10, it is determined whether or not the radius R of the curve estimated in step S05 is less than a predetermined normal upper limit radius RHa shown in Table 1, for example.
If the determination result in step S10 is “NO”, the series of processing ends.
On the other hand, if the determination result in step S10 is “YES”, the process proceeds to step S11.
[0069]
In step S11, it is determined whether or not “0” is set in the flag value of the initial alarm end determination flag F indicating that the output of the initial alarm for the curve has ended.
If the determination result is “YES”, that is, if the output of the first warning is finished, the process proceeds to step S12, the timer value T is set to “0”, and the process proceeds to step S26 described later.
On the other hand, if the determination result is “NO”, that is, if the output of the first warning has not been completed yet, the process proceeds to step S13.
In step S13, based on the estimated curve shape value, an appropriate speed VS that can pass through the curve properly, or an appropriate lateral acceleration AS that is allowed when passing through the curve appropriately is calculated.
And in step S14, the calculation process of the warning required distance LW mentioned later is performed, and it progresses to step S21.
[0070]
On the other hand, in step S15, the flag value of the bad vision determination flag Fa is set to “1”, and the process proceeds to step S16.
In step S16, it is determined whether or not the current speed VP of the vehicle is equal to or higher than a predetermined low vision speed operation lower limit speed VLb shown in Table 1, for example.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if the determination is “YES”, the flow proceeds to step S17.
In step S17, it is determined whether or not the radius R of the curve estimated in step S05 is less than a predetermined bad vision upper limit radius RHb shown in Table 1, for example.
If the determination result in step S17 is “NO”, the series of processing ends.
On the other hand, if the determination result in step S17 is “YES”, the process proceeds to step S18.
[0071]
In step S18, it is determined whether or not “0” is set in the flag value of the initial alarm end determination flag F indicating that the output of the initial alarm for the curve has ended.
If the determination result is “YES”, that is, if the first alarm output has ended, the process proceeds to step S12.
On the other hand, if this determination is “NO”, that is, if the output of the first warning has not been completed yet, the routine proceeds to step S19.
In step S19, based on the estimated curve shape value, an appropriate speed VS at which the curve can be properly passed, or an appropriate lateral acceleration AS allowed when the curve is properly passed are calculated.
In step S20, a calculation process of the alarm required distance LW and a calculation process of the re-alarm required distance LW1, which will be described later, are performed, and the process proceeds to step S21.
Here, the re-alarm required distance LW1 is, as will be described later, the time when the alarm is output again after the first alarm is output based on the alarm required distance LW and before the host vehicle enters the curve. It gives timing.
[0072]
In step S21, it is determined whether the current speed VP of the host vehicle is equal to or higher than the appropriate speed VS.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S22, and the distance between the current position of the host vehicle and the entrance position CS of the curve (distance Ln between deceleration target points) is equal to or less than the alarm required distance LW. It is determined whether or not.
If the determination result in step S22 is “NO”, the series of processing ends.
On the other hand, if the decision result in the step S22 is “YES”, the process advances to a step S23.
[0073]
In step S23, the first warning command is output to the safety device 18, and a warning such as “This is the curve ahead” is output.
In step S24, “1” is set to the flag value of the initial warning end determination flag F.
Next, in step S25, “0” is set to the timer value T, and the process proceeds to step S26 shown in FIG. 14 to determine whether or not the flag value of the bad vision determination flag Fa is set to “1”. To do.
If the determination result is “NO”, that is, if the environment around the host vehicle is not bad vision, the series of processing ends. As a result, only the first warning is output for the curve at normal time, not during bad vision.
On the other hand, if this determination is “YES”, that is, if the environment around the host vehicle is a bad vision, the process proceeds to step S27.
[0074]
In step S27, the distance LE from the current position of the host vehicle to the exit position CE of the curve is calculated.
In step S28, it is determined whether or not the timer value T is equal to or longer than a predetermined alarm interval time TS.
If this determination is “YES”, the flow proceeds to step S 35 described later.
On the other hand, if this determination is “NO”, the flow proceeds to step S 29 and the timer value T is continuously counted.
[0075]
Next, in step S30, it is determined whether the host vehicle has passed the entrance position CS of the curve.
If this determination is “YES”, the flow proceeds to step S 41 described later.
On the other hand, if this determination is “NO”, the flow proceeds to step S 31 to determine whether the timer value T is greater than or equal to a predetermined alarm interval time TS.
If the determination result in step S31 is “NO”, the series of processing ends.
On the other hand, if the determination result in step S31 is “YES”, the process proceeds to step S32.
[0076]
In step S32, it is determined whether or not the distance between the current position of the host vehicle and the entrance position CS of the curve (distance Ln between deceleration target points) is equal to or less than the re-alarm required distance LW1.
If the determination result in step S32 is “NO”, the series of processing ends.
On the other hand, if the determination result in step S32 is “YES”, the process proceeds to step S33, and an alarm such as “coming soon” is output as an alarm to be output again after the initial alarm.
In step S34, the timer value T is set to “0”, and the series of processing ends.
[0077]
In step S35, it is determined whether the host vehicle has passed the entrance position CS of the curve.
If this determination is “NO”, the flow proceeds to step S 31 described above.
On the other hand, if this determination is "YES", the flow proceeds to step S36, where the distance LE from the current position of the host vehicle to the curve exit position CE is greater than zero, and a predetermined end alarm output distance L2 It is determined whether or not:
If the determination result in step S36 is “NO”, the process proceeds to step S37, and an alarm such as “curve continues” is output as an alarm notifying that the curve has not ended. In step S38, the timer value T is set to “0”, and the series of processing ends.
On the other hand, if the determination result in step S36 is “YES”, the process proceeds to step S39, and an alarm such as “it is an exit” is output as an alarm notifying that the curve is completed. And it progresses to step S40, sets "0" to the first time alarm end determination flag F, and complete | finishes a series of processes.
[0078]
In step S41, it is determined whether the distance LE from the current position of the host vehicle to the exit position CE of the curve is greater than zero and equal to or less than a predetermined end alarm output distance L2.
If this determination is “NO”, the flow proceeds to step S 42 to determine whether or not the timer value T is equal to or greater than a predetermined alarm interval time TS. When the determination result is “NO”, the series of processes is terminated. On the other hand, if the determination is “YES”, the flow proceeds to step S 37 described above.
On the other hand, if the determination result in step S41 is “YES”, the process proceeds to step S43.
[0079]
In step S43, it is determined whether or not the host vehicle has passed the curve exit position CE.
If this determination is “NO”, the flow proceeds to step S 44 to determine whether the timer value T is equal to or greater than a predetermined alarm interval time TS. When the determination result is “NO”, the series of processes is terminated. On the other hand, if this determination is “YES”, the flow proceeds to step S 39 described above.
On the other hand, if the determination result in step S43 is “YES”, the process proceeds to step S45, the initial alarm end determination flag F is set to “0”, and the series of processing ends.
[0080]
Hereinafter, the bad vision determination process in step S06 described above will be described with reference to FIG.
First, in step S51 shown in FIG. 15, the determination value X is set to “0” and initialization is performed.
Next, in step S52, whether or not the environment around the host vehicle is in a light rain state is determined based on, for example, a signal output from the wiper SW21, a raindrop sensor (not shown), or the like.
If this determination is “YES”, the flow proceeds to step S 53, where the determination value X is set to “1”.
On the other hand, if this determination is “NO”, the flow proceeds to step S 54, and a signal output from the wiper SW 21, raindrop sensor (not shown) or the like, for example, whether or not the environment around the host vehicle is in a heavy rain state. Determine based on.
If the determination result in step S54 is “NO”, the process proceeds to step S56.
On the other hand, if the decision result in the step S54 is “YES”, the process advances to a step S55, and the decision value X is set to “3”.
[0081]
Next, in step S56, it is determined based on a signal output from the FOG light SW22 or the like, for example, whether or not the environment around the host vehicle is in a fog state.
When the determination result is “YES”, the process proceeds to step S57, and a value obtained by adding “2” to the determination value X is set as a new determination value X.
On the other hand, if this determination is “NO”, the flow proceeds to step S 58, and it is determined based on a signal output from the FOG light SW 22, for example, whether or not the environment around the host vehicle is in a dense fog state.
If the determination result in step S58 is “NO”, the process proceeds to step S60.
On the other hand, when the determination result in step S58 is “YES”, the process proceeds to step S59, and a value obtained by adding “3” to the determination value X is set as a new determination value X.
[0082]
Next, in step S60, whether or not it is nighttime is determined based on, for example, a signal output from the headlight SW23, an illuminance sensor (not shown), or the like.
If this determination result is “YES”, the process proceeds to step S 61, and a value obtained by adding “2” to the determination value X is set as a new determination value X.
On the other hand, if this determination is “NO”, the flow proceeds to step S 62, where it is determined whether the daytime and the weather are cloudy based on a signal output from the headlight SW 23 or the like.
If the determination result in step S62 is “NO”, the process proceeds to step S64.
On the other hand, if the determination result in step S62 is “YES”, the process proceeds to step S63, and a value obtained by adding “1” to the determination value X is set as a new determination value X.
[0083]
Next, in step S64, it is determined whether or not the determination value X is larger than “2”.
If this determination is “NO”, it is determined that the field of view is not a normal field of view but a series of processes is terminated.
On the other hand, if this determination is “YES”, it is determined that the field of view is bad vision, and the series of processing ends.
[0084]
Hereinafter, the calculation processing of the alarm required distance LW in step S14 and step S20 described above will be described with reference to FIG.
First, in step S71 shown in FIG. 16, a point that is the target of operation of the safety device 18 (operation target point), for example, with respect to the current position of the host vehicle in a curve where the current speed VP exceeds the appropriate speed VS. The entrance position CS of the curve located closest to the front is estimated based on the curve shape value.
Next, in step S72, the distance from the current position of the host vehicle detected by the host vehicle position detection unit 12 to a point (for example, the entrance position CS of the curve) that is the operation target of the safety device 18, that is, a warning target point. The distance Ln is calculated.
[0085]
Next, in step S73, a predetermined deceleration GS (for example, 0.2 to 0.3 G = 0.2 to 0.3 × 9.8 m / s)²), A distance required for deceleration from the current speed VP to the appropriate speed VS, that is, a deceleration required distance L0 is calculated.
Next, in step S74, a reaction time (for example, about 0.5 s) from when the warning is issued and the driver is alerted until the driver actually reacts and the brake is depressed, and the driver brakes. The reaction idling distance ΔL0 is calculated in consideration of the idling time (for example, about 0.3 s) from when the pedal is depressed until the brake actually starts to work.
Next, in step S75, the alarm required distance LW (= L0 + ΔL0) is calculated based on the above formula (1), and the series of processing ends.
[0086]
That is, for example, as shown in FIG. 17, first, when the distance between the current position of the host vehicle and the entrance position CS of the curve (distance Ln between deceleration target points) is equal to or less than the alarm required distance LW, Regardless of the environment, an alarm such as “This is the curve ahead” is output as the first alarm.
And if the environment around the host vehicle has a bad vision, after the first warning is output, if the distance Ln between deceleration target points becomes less than the re-alarm required distance LW1, the warning will be renewed. Is output.
Then, after the host vehicle enters the curve, if the environment around the host vehicle is a bad vision, even if this curve is a single curve, for example, the “curve continues every predetermined alarm interval time TS. An alarm such as “Masu” is output.
Furthermore, if the environment around the host vehicle is in a bad vision while passing through the curve, when the distance LE from the current position of the host vehicle to the exit position CE of the curve is equal to or less than the predetermined end alarm output distance L2, For example, an alarm such as “Exit” is output.
Further, in accordance with the output of each alarm, for example, as shown in FIGS. 17A to 17D, simplified graphics showing the shape of the curve and the current position of the host vehicle may be displayed on a display (not shown). .
[0087]
As described above, according to the vehicle travel safety device 10 according to the present embodiment, whether or not the environment around the host vehicle is in the bad vision state, and if it is a bad vision field, the degree of this bad vision field. Accordingly, an alarm is easily output, so that the safety device 18 can be operated at an appropriate timing and frequency while preventing the driver from feeling uncomfortable with respect to the operation of the safety device 18. Thus, it is possible to appropriately pass the curve existing in front of the host vehicle.
[0088]
In the present embodiment, the vehicle state detection unit 13 outputs a detection signal of the current vehicle speed VP. However, the present invention is not limited to this. For example, the vehicle state detection unit 13 recognizes the current vehicle speed VP and the curve recognition unit 14. Based on the shape of the curve, the lateral acceleration generated in the host vehicle when passing the curve at the current speed VP may be estimated, and the estimated value may be output.
In this case, the comparison unit 16 compares the estimated value of the lateral acceleration output from the vehicle state detection unit 13 with the appropriate lateral acceleration AS output from the lateral acceleration calculation unit 32 of the appropriate vehicle speed setting unit 15. The result is output to the operating unit 17.
[0089]
In the present embodiment, an alarm is output at a predetermined alarm interval time TS at the time of bad vision. However, the present invention is not limited to this. For example, an alarm may be output every predetermined travel distance LS. In this case, the timer value T in the above-described flowchart may be the travel distance L.
[0090]
In this embodiment, a case has been described in which an alarm is output for a curve existing ahead in the traveling direction of the vehicle. However, the present invention is not limited to this. For example, automatic braking is automatically performed by an automatic braking device that forms the safety device 18. You may make it perform.
[0091]
【The invention's effect】
  As described above, according to the vehicle travel safety device of the present invention described in claim 1, at least one of the proper vehicle state and the detected vehicle state is corrected according to the environment around the host vehicle. , While preventing the driver from feeling uncomfortable with the operation of the notification means, it is possible to appropriately select a curve to be output of an alarm and output an alarm at an appropriate timing. It is possible to appropriately pass the curve existing ahead.
  Furthermore, in addition to the shape of the curve, it is possible to select a curve that requires an appropriate alarm output according to the environment around the host vehicle, and it is possible to appropriately pass the curve existing in front of the host vehicle.
  Furthermore, according to the vehicle travel safety device of the present invention described in claim 2, it is possible to appropriately give an alarm according to the shape of the curve in addition to the environment around the host vehicle, and the operation of the notification means is necessary. It is possible to pass the determined curve in an appropriate vehicle state.
[0092]
  further,Claim 3According to the vehicle travel safety device of the present invention described above, it is possible to appropriately activate the notification means according to the environment around the host vehicle in addition to the shape of the curve.
[0093]
  further,Claim 4According to the vehicle travel safety device of the present invention described in the above, when the environment around the host vehicle is determined to be a bad vision by the bad vision determination means, the timing of operating the notification means by the actuation means is advanced. This makes it possible for the vehicle occupant to surely recognize that there is a curve that requires attention when passing, for example, preventing the operation of adjusting the state of the vehicle to an appropriate vehicle state from being delayed. It becomes possible to do.
  further,Claim 5According to the vehicle travel safety device of the present invention described in the above, it is possible to appropriately pass the curve existing ahead of the host vehicle while preventing the driver from feeling uncomfortable with the operation of the notification means. Is possible.
[0094]
  further,Claim 6According to the vehicle travel safety device of the present invention described in the above, in addition to the determination result of whether or not the shape of the curve and the environment around the host vehicle are bad vision, according to the type of road on which the host vehicle is traveling The notification means can be appropriately activated.
  further,Claim 7According to the vehicle travel safety device of the present invention described in the above, it is possible to cause the occupant of the host vehicle to reliably recognize that there is a curve that requires attention in passing ahead even during a bad vision, For example, it is possible to prevent the operation or the like for adjusting the state of the host vehicle from being delayed to an appropriate vehicle state.
  Furthermore, in addition to the shape of the curve, it is possible to select a curve that requires an appropriate alarm output according to the environment around the host vehicle, and it is possible to appropriately pass the curve existing in front of the host vehicle.
[0095]
  further,Claim 8According to the vehicle travel safety device of the present invention described in the above, it is possible to appropriately give an alarm according to the shape of the curve in addition to the environment around the host vehicle, and to detect the curve determined to require the operation of the notification means. It is possible to pass in the proper vehicle state.
  further,Claim 9According to the vehicle travel safety device of the present invention described in the above, it is possible to further alert the driver by enabling the alarm to be notified even after entering the curve, and the operation of the notification means It is possible to pass the curve determined to be necessary in an appropriate vehicle state more reliably.
[0096]
  further,Claim 10According to the vehicle travel safety device of the present invention described above, after the alarm is notified to the curve for which the operation of the notification means is determined to be necessary, the alarm is again issued before the vehicle enters the curve. By informing the driver, the driver's attention can be further urged.
  further,Claim 11According to the travel safety device for a vehicle of the present invention described in the above, the driver is further alerted by notifying the alarm every predetermined time with respect to the curve determined to require the operation of the notification means. Can be urged.
[0097]
  Furthermore, according to the vehicle travel safety device of the present invention as set forth in claim 12, it is possible to cause the occupant of the host vehicle to surely recognize whether or not the passing curve ends even in the case of bad vision. Can do.
  Furthermore, according to the vehicle travel safety device of the present invention as set forth in claim 13, it is ensured to the occupant of the host vehicle that there is a continuous curve that requires attention to pass even in the case of bad vision. For example, it is possible to prevent the operation of adjusting the state of the own vehicle to an appropriate vehicle state for each curve from being delayed.
  Furthermore, in addition to the shape of the curve, it is possible to select a curve that requires an appropriate alarm output according to the environment around the host vehicle, and it is possible to appropriately pass the curve existing in front of the host vehicle.
  further,Claim 14According to the vehicle travel safety device of the present invention described inEven in the case of bad visibility, it is possible to make the occupant of the own vehicle surely recognize that there is a curve that requires attention in passing, such as an operation for adjusting the state of the own vehicle to an appropriate vehicle state. It becomes possible to prevent the delay.
  Furthermore, in addition to the environment around the host vehicle, an alarm can be given appropriately according to the shape of the curve, and the curve determined to require the operation of the notification means can be passed in the appropriate vehicle state.
  Furthermore, the driver's attention can be further urged by notifying the alarm every predetermined time for the curve determined to require the operation of the notification means.
  further,When a warning is given to a curve that is determined to require operation of the notification means every predetermined time, the warning is frequently notified as the level of bad vision increases, thereby further increasing the driver's attention. Can be encouraged.
  further,Claim 15According to the vehicle travel safety device of the present invention described inEven in the case of bad visibility, it is possible to make the occupant of the own vehicle surely recognize that there is a curve that requires attention in passing, such as an operation for adjusting the state of the own vehicle to an appropriate vehicle state. It becomes possible to prevent the delay.
  Furthermore, in addition to the environment around the host vehicle, an alarm can be given appropriately according to the shape of the curve, and the curve determined to require the operation of the notification means can be passed in the appropriate vehicle state.
  further,When the bad vision determination means determines that the environment around the host vehicle is a bad vision, the notification means can be increased according to the shape of the curve determined to require the operation of the notification means. While preventing the driver from feeling uncomfortable with this operation, an alarm can be output at an appropriate frequency, and the curve existing ahead of the host vehicle can be properly passed.
[0098]
  further,Claim 16According to the vehicle travel safety device of the present invention described above, in addition to the distance of the curve determined to require the operation of the notification means, the time required for the vehicle to pass through the curve is a predetermined value or more. By making it possible to increase the number of alarm notifications, it is possible to output an alarm at an appropriate frequency while preventing the driver from feeling uncomfortable with respect to the operation of the notification means. It is possible to properly pass the curve existing in the.
  further,Claim 17According to the travel safety device for a vehicle of the present invention described in 1), the higher the level of bad vision, the easier the notification means operates, and the driver's attention can be further urged.
[Brief description of the drawings]
FIG. 1 is a functional block diagram showing a configuration of a vehicle travel safety device according to an embodiment of the present invention.
FIG. 2 is a diagram illustrating an operation timing of an alarm when a vehicle enters a curve.
FIG. 3 is a diagram illustrating an example of a relationship between a speed V and a time t when the vehicle decelerates to an appropriate speed VS for appropriately passing a curve.
FIG. 4 is a schematic diagram showing an example of the timing of the first alarm output before entering a curve at normal time.
FIG. 5 is a schematic diagram showing an example of the timing of the first alarm output before entering the curve at the time of bad vision.
FIG. 6 is a schematic diagram showing an example of the timing of the first alarm output before entering the curve at normal time.
FIG. 7 is a schematic diagram showing an example of the timing of the first alarm output before entering the curve at the time of a visual field.
FIG. 8 is a schematic diagram illustrating an example of timings of a plurality of alarm outputs before entering a curve at the time of bad vision.
FIG. 9 is a schematic diagram illustrating an example of timings of a plurality of alarm outputs after entering a curve during a visual field.
FIG. 10 is a graph showing an example of notice timing #Tm that changes according to the degree of bad vision.
FIG. 11 is a schematic diagram showing an example of alarm output timing with respect to a continuous curve during a visual field.
FIG. 12 is a flowchart showing a process of outputting a warning for a curve in accordance with the operation of the vehicle travel safety device, in particular, whether or not the environment around the host vehicle has a bad vision.
FIG. 13 is a flowchart showing a process for outputting a warning for a curve in accordance with the operation of the vehicle travel safety device, in particular, whether or not the environment around the host vehicle has a bad vision.
FIG. 14 is a flowchart showing a process for outputting a warning for a curve in accordance with the operation of the vehicle travel safety device, in particular, whether or not the environment around the host vehicle has a bad vision.
FIG. 15 is a flowchart showing a bad vision determination process shown in FIG. 12;
FIG. 16 is a flowchart showing the alarm distance calculation processing shown in FIG. 13;
FIG. 17 is a schematic diagram showing an example of alarm output timing and display during a visual field.
[Explanation of symbols]
10 Vehicle travel safety device
11 Storage unit (storage means)
12 own vehicle position detection unit (own vehicle position detection means)
13 Vehicle state detection unit (vehicle state detection means)
14 Curve recognition part (curve recognition means)
15 Appropriate vehicle speed setting section (appropriate vehicle state setting means)
16 Comparison part (comparison means)
17 Actuating part (actuating means)
18 Safety device
18a Voice alarm unit (notification means)
18b Display alarm section (notification means)
19 Visibility correction unit (visibility correction means)
20 Visibility determination unit (bad vision determination means)
31 Continuous curve determination unit (continuous curve determination means)
32 Lateral acceleration calculation unit (appropriate vehicle state setting means)
Steps S09 and S16 Lower limit speed setting means

Claims (17)

Storage means for storing road data;
Own vehicle position detecting means for detecting the position of the own vehicle;
Vehicle state detection means for detecting the vehicle state of the host vehicle;
Curve recognition means for recognizing the shape of the curve existing in the traveling direction of the host vehicle based on the road data stored by the storage means;
Appropriate vehicle state setting means for setting an appropriate vehicle state capable of appropriately passing through the curve based on the shape of the curve recognized by the curve recognition means;
Comparison means for comparing the vehicle state detected by the vehicle state detection means with the appropriate vehicle state set by the appropriate vehicle state setting means;
When the vehicle state of the host vehicle is not in the proper vehicle state in the comparison result by the comparison unit, the vehicle travel safety device comprises an operating unit that operates a notifying unit that gives a warning to an occupant of the host vehicle,
Bad vision determination means for determining whether or not the environment around the host vehicle is bad vision,
At least the vehicle state detection is performed so that when the bad vision determination means determines that the environment around the host vehicle is bad vision, the notification means is more easily operated than when it is determined that the environment is not bad vision. A correction means for correcting bad vision when correcting either the vehicle state detected by the means or the appropriate vehicle state set by the appropriate vehicle state setting means ;
A lower limit speed setting means for setting an operation lower limit speed permitting the operation of the notification means with respect to the speed of the host vehicle;
With
The vehicular visibility correction means corrects the operating lower limit speed set by the lower limit speed setting means so as to be lowered . The vehicle state detection means detects the speed of the host vehicle, or detects the speed of the host vehicle and detects the speed of the host vehicle based on the speed and the shape of the curve recognized by the curve recognition means. To estimate the lateral acceleration of the vehicle,
The appropriate vehicle state setting means sets an appropriate speed or an appropriate lateral acceleration that can pass the curve appropriately,
The actuating means actuates the notifying means when the speed of the host vehicle is higher than the appropriate speed or the estimated lateral acceleration is higher than the appropriate lateral acceleration in the comparison result by the comparing means. The vehicle travel safety device according to claim 1. The curve recognizing means recognizes at least one of a diameter or a turning angle of the curve,
The vehicle travel safety device according to claim 2, wherein the bad vision time correcting means corrects the diameter recognized by the curve recognizing means to be large or to reduce the turning angle . The vehicle travel safety device according to claim 2, wherein the bad vision visibility correcting means corrects the warning so as to advance the timing of giving a warning to a passenger of the host vehicle. The bad vision determination means is for determining the degree of the bad vision,
The bad vision time correcting means corrects the timing so that the warning means gives a warning to an occupant of the host vehicle as the degree of the bad vision determined by the bad vision determination means is higher. The vehicle travel safety device according to claim 4 . 5. The vehicle travel safety device according to claim 3, wherein the night vision correction unit changes a correction amount according to a road type based on the road data stored in the storage unit. Storage means for storing road data;
Own vehicle position detecting means for detecting the position of the own vehicle;
Vehicle state detection means for detecting the vehicle state of the host vehicle;
Curve recognition means for recognizing the shape of the curve existing in the traveling direction of the host vehicle based on the road data stored by the storage means ;
Appropriate vehicle state setting means for setting an appropriate vehicle state capable of appropriately passing through the curve based on the shape of the curve recognized by the curve recognition means;
Comparison means for comparing the vehicle state detected by the vehicle state detection means with the appropriate vehicle state set by the appropriate vehicle state setting means;
An operating means for operating a notifying means for giving a warning to a passenger of the own vehicle when the vehicle state of the own vehicle is not in the proper vehicle state in the comparison result by the comparing means;
A vehicle safety device comprising:
It has a bad vision determination means for determining whether the environment around the host vehicle is a bad vision,
The notification means can increase the number of times the warning is notified when the environment around the host vehicle is determined to be a bad vision by the bad vision determination means, compared to a case where the environment is determined not to be a bad vision. ,
A lower limit speed setting means for setting an operation lower limit speed that permits the operation of the notification means with respect to the speed of the host vehicle;
When the environment around the host vehicle is determined to be a bad vision by the bad vision determination means, a correction method for correcting the bad vision when correcting the lower limit operation speed set by the lower speed setting means is reduced. A traveling safety device for a vehicle, comprising: The vehicle state detection means detects the speed of the host vehicle, or detects the speed of the host vehicle and detects the speed of the host vehicle based on the speed and the shape of the curve recognized by the curve recognition means. To estimate the lateral acceleration of the vehicle,
The appropriate vehicle state setting means sets an appropriate speed or an appropriate lateral acceleration that can pass the curve properly,
The actuating means actuates the notifying means when the speed of the host vehicle is higher than the appropriate speed or the estimated lateral acceleration is higher than the appropriate lateral acceleration in the comparison result by the comparing means. The travel safety device for a vehicle according to claim 7 . 9. The vehicle travel safety device according to claim 8, wherein the notification means can notify the alarm even after the host vehicle enters the curve . The notification means notifies the warning at a timing based on a time required to control the host vehicle so that the vehicle state of the host vehicle becomes the proper vehicle state. When the surrounding environment is determined to have a bad visual field, the alarm can be notified again in a period after the timing and before the host vehicle enters the curve. Item 9. The vehicle travel safety device according to Item 8 . 9. The vehicle travel safety apparatus according to claim 8 , wherein the notification means can notify the alarm every predetermined time . The vehicle travel according to claim 8 , wherein the notifying unit notifies an occupant of the own vehicle that the curve is finished at a predetermined timing before the own vehicle finishes passing the curve. Safety device. Storage means for storing road data;
Own vehicle position detecting means for detecting the position of the own vehicle;
Vehicle state detection means for detecting the vehicle state of the host vehicle;
Curve recognition means for recognizing the shape of a curve existing in the traveling direction of the host vehicle based on the road data stored by the storage means;
Appropriate vehicle state setting means for setting an appropriate vehicle state capable of appropriately passing through the curve based on the shape of the curve recognized by the curve recognition means;
Comparison means for comparing the vehicle state detected by the vehicle state detection means with the appropriate vehicle state set by the appropriate vehicle state setting means;
An operating means for operating a notifying means for giving a warning to a passenger of the own vehicle when the vehicle state of the own vehicle is not in the proper vehicle state in the comparison result by the comparing means;
A vehicle safety device comprising:
Bad vision determination means for determining whether the environment around the host vehicle is bad vision,
Continuous curve determination means for determining whether or not the plurality of curves recognized by the curve recognition means are continuous curves,
The informing means determines that the continuous curve determining means determines that the continuous curve exists, and the continuous visual field determining means determines that the environment around the host vehicle is a bad visual field. The warning can be notified for each curve, and when the environment around the vehicle is determined not to be a bad vision by the bad vision determination means, only the first curve among the continuous curves is determined. Alert the alarm,
A lower limit speed setting means for setting an operation lower limit speed that permits the operation of the notification means with respect to the speed of the host vehicle;
When the environment around the host vehicle is determined to be a bad vision by the bad vision determination means, the correction unit for correcting the bad vision is corrected so as to lower the operation lower limit speed set by the lower limit speed setting means;
A travel safety device for a vehicle, comprising: Storage means for storing road data;
Own vehicle position detecting means for detecting the position of the own vehicle;
Vehicle state detection means for detecting the vehicle state of the host vehicle;
Curve recognition means for recognizing the shape of a curve existing in the traveling direction of the host vehicle based on the road data stored by the storage means;
Appropriate vehicle state setting means for setting an appropriate vehicle state capable of appropriately passing through the curve based on the shape of the curve recognized by the curve recognition means;
Comparison means for comparing the vehicle state detected by the vehicle state detection means with the appropriate vehicle state set by the appropriate vehicle state setting means;
An operating means for operating a notifying means for giving a warning to a passenger of the own vehicle when the vehicle state of the own vehicle is not in the proper vehicle state in the comparison result by the comparing means;
A vehicle safety device comprising:
It has a bad vision determination means for determining whether the environment around the host vehicle is a bad vision,
The notification means can increase the number of times the warning is notified when the environment around the host vehicle is determined to be a bad vision by the bad vision determination means, compared to a case where the environment is determined not to be a bad vision. ,
The vehicle state detection means detects the speed of the host vehicle, or detects the speed of the host vehicle and detects the speed of the host vehicle based on the speed and the shape of the curve recognized by the curve recognition means. To estimate the lateral acceleration of the vehicle,
The appropriate vehicle state setting means sets an appropriate speed or an appropriate lateral acceleration that can pass the curve properly,
The actuating means actuates the notifying means when the speed of the host vehicle is higher than the appropriate speed in the comparison result by the comparing means, or when the estimated lateral acceleration is higher than the appropriate lateral acceleration,
The notification means can notify the alarm every predetermined time;
The bad vision determination means is for determining the degree of the bad vision,
The vehicle travel safety device , wherein the notification means sets the predetermined time to be shorter as the degree of the bad vision determined by the bad vision determination means is higher . Storage means for storing road data;
Own vehicle position detecting means for detecting the position of the own vehicle;
Vehicle state detection means for detecting the vehicle state of the host vehicle;
Curve recognition means for recognizing the shape of a curve existing in the traveling direction of the host vehicle based on the road data stored by the storage means;
Appropriate vehicle state setting means for setting an appropriate vehicle state capable of appropriately passing through the curve based on the shape of the curve recognized by the curve recognition means;
Comparison means for comparing the vehicle state detected by the vehicle state detection means with the appropriate vehicle state set by the appropriate vehicle state setting means;
An operating means for operating a notifying means for giving a warning to a passenger of the own vehicle when the vehicle state of the own vehicle is not in the proper vehicle state in the comparison result by the comparing means;
A vehicle safety device comprising:
It has a bad vision determination means for determining whether the environment around the host vehicle is a bad vision,
The notification means can increase the number of times the warning is notified when the environment around the host vehicle is determined to be a bad vision by the bad vision determination means, compared to a case where the environment is determined not to be a bad vision. ,
The vehicle state detection means detects the speed of the host vehicle, or detects the speed of the host vehicle and detects the speed of the host vehicle based on the speed and the shape of the curve recognized by the curve recognition means. To estimate the lateral acceleration of the vehicle,
The appropriate vehicle state setting means sets an appropriate speed or an appropriate lateral acceleration that can pass the curve properly,
The actuating means actuates the notifying means when the speed of the host vehicle is higher than the appropriate speed in the comparison result by the comparing means, or when the estimated lateral acceleration is higher than the appropriate lateral acceleration,
The warning means determines that the alarm is generated when the environment around the host vehicle is determined to be bad vision by the bad vision judgment means and the length of the curve recognized by the curve recognition means is a predetermined value or more. The vehicle travel safety device is characterized in that the number of notifications is increased . 16. The length of the curve is the distance required for the curve or the time required for the host vehicle to pass the curve at the speed of the host vehicle detected by the vehicle state detecting means. The vehicle travel safety device according to claim 1. The bad vision determination means is for determining the degree of the bad vision,
The said notification means is set so that the said predetermined value may become small, so that the grade of the said bad vision determined by the said bad vision determination means is high. Vehicle travel safety device.

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