JP4019948B2 - Vehicle contact prevention system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle contact prevention system that detects a person or an object around the host vehicle to prevent contact.
[0002]
[Prior art]
The proportion of collision accidents in traffic accidents is large, and there is an urgent need for practical use of a system that prevents collision accidents. As a conventionally proposed vehicle collision prevention device, for example, the distance between vehicles is measured using the principle of an autofocus device, and the traveling speed of the host vehicle is detected from a speedometer and the like. In some cases, a warning is issued to prevent a rear-end collision (for example, see Patent Document 1).
Also, a radar that detects an object around the vehicle is provided to display an image of the situation around the host vehicle (see, for example, Patent Document 2). When an object approaches the host vehicle, the driver is vibrated. There is also what notifies (for example, refer to patent documents 3).
[0003]
[Patent Document 1]
JP 54-86138 A (first page)
[0004]
[Patent Document 2]
JP-A-8-166448 (second page)
[0005]
[Patent Document 3]
JP 2000-335341 A (page 3)
[0006]
[Problems to be solved by the invention]
However, the above-described conventional collision prevention device for a vehicle only notifies that an object is approaching the host vehicle, and does not notify that the distance to the object is a dangerous distance. In addition, the operation of the steering wheel, the brake pedal, and the accelerator pedal is not restricted so that the maneuvering that touches the object is not performed.
[0007]
The present invention has been made in view of the above circumstances, and its purpose is to restrict or disable the operation of the steering wheel, the brake pedal, and the accelerator pedal so as not to be operated so as to come into contact with a person or an object. An object of the present invention is to provide a vehicle contact prevention system.
[0008]
[Means for Solving the Problems]
  Claim 1Then, the operation direction of the driving operation means of the own vehicle is moved relative to the direction in which the safety degree determination means determines that there is a risk of contact with a person or an object based on the detection result of the surrounding state detection means. When it is a direction, it restricts the operation by giving the driving operation means a restriction, or invalidates the operation.RuThus, there is no possibility that the own vehicle will come into contact with other objects, for example, other vehicles running near the own vehicle.
  In addition, since a restriction releasing means is provided to prevent the operation of the driving operation means from being restricted or to prevent the operation from being invalidated, for example, when the brake system breaks down, the restriction is released and the own vehicle is moved to the side of the road. It is possible to respond to an emergency situation, for example, it can be brought into contact with a guardrail or the like and stopped. Further, since it communicates to other vehicles whether or not the restriction has been released, the vehicle informed by communication whether or not the restriction has been released must drive in a state suitable for it. Can do.
[0009]
In this case, the surrounding situation detected by the surrounding situation detection means can be the position of a person or an object existing around the own vehicle, and the relative moving direction and moving speed with respect to the own vehicle (Claim 2). Further, as the driving control means to be restricted, at least one of a steering wheel, a brake pedal, and an accelerator pedal can be used (claim 3).
[0011]
  Also,In claim 4Is provided with display means for displaying the safety degree by direction determined by the safety degree judging means.The. If such a display means is provided, the danger direction centering on the own vehicle can be easily recognized visually.
[0012]
  MoreClaim 5ThenA communication device that communicates with other vehicles as a communication device for road monitoring systemsFrom road monitoring systemSuch as the driving status of vehicles traveling on the roadGet monitoring information,In Claim 6, the communication apparatus which communicates directly with other vehicles is used as the communication apparatus for the inter-vehicle communication system.Information such as travel speed and separation distance of other vehiclesI tried to get it. like thisThe received information is used as information for the safety level judging means to judge the safety level for each direction.ToIf this is the case, the surrounding situation of the host vehicle can be grasped more accurately.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.
FIG. 2 shows the vehicle 1 and vehicle detectors 2 to 9 as surrounding condition detection means provided in the vehicle 1. The vehicle detectors 2 to 9 are people and objects existing around the vehicle 1, such as other vehicles, road median strips, guardrails on the road, and the like (hereinafter, people and objects are collectively referred to simply as vehicles). ) And the position of the detected person or object (direction and distance from the host vehicle 1), for example, a laser radar. In addition, as the vehicle detectors 2-9, you may comprise an ultrasonic sensor, a camera, etc. in addition.
[0014]
Among the vehicle detectors 2 to 9, the left and right front vehicle detectors 2 and 3 are provided on both the left and right sides of the front portion of the vehicle 1, and detect a vehicle existing in front of the vehicle 1. The left side rear vehicle detector 4 and the right side rear vehicle detector 5 are provided on the left and right door mirrors 1 a of the vehicle 1 and detect vehicles existing on the left side rear side and the right side rear side of the vehicle 1.
[0015]
The left front vehicle detector 6 and the right front vehicle detector 7 are provided in the left and right rear pillars 1b of the vehicle 1 and detect vehicles existing on the right front and left front of the vehicle 1. The left and right rear vehicle detectors 8 and 9 are provided on the left and right sides of the rear portion of the vehicle 1 and detect a vehicle existing behind the vehicle 1.
[0016]
FIG. 3 shows the power steering device 10 of the vehicle 1. The power steering device 10 assists steering torque by a motor 11. In addition to the motor 11, a torque sensor 14 that detects torque acting on a steering shaft 13 to which a steering wheel 12 is attached, and the torque sensor 14. And a steering control circuit 15 for outputting a drive signal having a magnitude corresponding to the detected torque. During steering, the motor 11 outputs torque according to the magnitude of the drive signal generated by the steering control circuit 15 and transmits assist force to the steering shaft 13. As a result, the driver can easily rotate the steering wheel 12.
[0017]
In this embodiment, when there is another vehicle around the own vehicle 1 by the above-described vehicle detectors 2 to 9 and there is a risk that the own vehicle 1 comes into contact with the surrounding vehicle, steering as a driving operation means is performed. The operation of the wheel 12, the brake pedal 16 and the accelerator pedal 17 as the driving operation means shown in FIGS. 4 and 5 to the danger (contact) side is restricted (operation restriction). In this embodiment, the operation to the danger side is resisted. It is designed to make it difficult (restricted) to operate on the dangerous side.
[0018]
Among the operation restrictions on the steering wheel 12, the brake pedal 16, and the accelerator pedal 17, the operation restriction on the steering wheel 12 uses the motor 11 of the power steering apparatus 10 as an operation restriction means. That is, when the steering wheel 12 is rotated to the dangerous side, the motor 11 of the power steering device 10 generates a rotational torque in the direction opposite to the dangerous side, thereby making it difficult to rotate the steering wheel 12 to the dangerous side. Or, the torque generated by the motor 11 is further increased so that it cannot be rotated to the dangerous side.
[0019]
In addition, as shown in FIGS. 4 and 5, the operation restriction of the brake pedal 16 and the accelerator pedal 17 is as follows: a master cylinder rod 18 connected to the brake pedal 16 and an accelerator rod 19 connected to the accelerator pedal 17. Each of them is performed by applying a brake with a mechanical restricting force applying device as an operation restricting unit, for example, friction force applying devices 20 and 21.
[0020]
As shown in FIG. 6, the frictional force applying devices 20 and 21 have a pair of electromagnets 22 facing each other with the master cylinder rod 18 and the accelerator rod 19 interposed therebetween, and a brake lining 23 is mounted inside the electromagnet 22. Configured. When a pair of electromagnets 22 are energized, they attract each other and press the brake lining 23 against the master cylinder rod 18 and the accelerator rod 19 to apply a brake. The magnitude of the braking force at this time can be freely adjusted by controlling the current flowing through the electromagnet 22.
[0021]
FIG. 1 is a block diagram showing a contact prevention system for the vehicle 1. As shown in FIG. 1, the detection information of the vehicle detectors 2 to 9 is input to a safety level determination circuit 24 as a safety level determination means. Is done. In addition, the safety degree determination circuit 24 includes, for example, a vehicle speed sensor 25 that detects the vehicle speed by detecting the rotational speed of the axle of the vehicle 1, a steering wheel rotation angle sensor 26 that detects the rotation angle of the steering wheel 12, a steering A signal from an operation restriction release switch 27 as a restriction release means for preventing the above-described operation restriction from being applied to the wheel 12 or the like is also input.
[0022]
The safety level determination circuit 24 is mainly composed of a microcomputer, and determines the safety level for each direction around the host vehicle 1 based on input information from the vehicle detectors 2 to 9 and the vehicle speed sensor 25. Then, the safety level determination circuit 24 displays the determined safety level for each direction on the display 28 so that the driver can visually recognize the direction, and the direction-specific safety level information is used for steering operation control as a driving operation control means. This is transmitted to the circuit 29, the brake operation control circuit 30, and the accelerator operation control circuit 31.
[0023]
A specific example of the safety level determination will be described. First, the safety level determination circuit 24 is based on the input information from the vehicle detectors 2 to 9, the host vehicle 1, a person existing in the vicinity, other vehicles, obstacles, etc. The position (distance and direction from the vehicle 1) of the object (including a person, hereinafter, simply a vehicle) is detected at regular intervals. Then, the relative position of the object with respect to the own vehicle and the moving direction with respect to the own vehicle are calculated based on the position change of the object at each detection time (relative to the own vehicle), and the correction is made by the speed of the own vehicle 1 acquired from the vehicle speed sensor 25. To calculate the absolute speed (speed relative to the road). In addition, you may comprise the vehicle detectors 2-9 as what can detect the relative speed with respect to the own vehicle of an object, and the moving direction with respect to the own vehicle 1 directly. In this way, the burden on the safety level determination circuit 24 can be reduced.
[0024]
Then, the safety level determination circuit 24 sets a danger range in consideration of the speed of the host vehicle 1 from the position of the object and the absolute speed or relative speed, and determines the safety level for each direction. For example, when the vehicle speed is 50 km / hour, the dangerous range is within 10 m before and after the own vehicle 1 and within 2 m left and right (the range in which there is a possibility of contact with the vehicle if the vehicle exists within this range). Suppose. When the host vehicle 1 is traveling at a speed of 50 km / h, as shown in FIG. 7 (a), another vehicle A traveling at the speed of 50km / h on the same lane as the host vehicle 1 exists 9m ahead and It is assumed that the other vehicle B is traveling at a speed of 60 km / h in the lane on the right side of the vehicle 1 at a position 5 m behind. In this case, the safety level determination circuit 24 determines that both the vehicles A and B are at the dangerous position because the other vehicles A and B both approach the host vehicle 1 exceeding the safety limit (10 m forward and backward, 2 m left and right). Will exist. Therefore, the safety degree determination circuit 24 determines that the direction in which the vehicles A and B exist and the front of the calling vehicle B is high in risk, and determines the other directions as high in safety.
[0025]
After determining the safety level for each direction in this way, the safety level determination circuit 24 displays the objects present around the host vehicle 1 on the display 28 and also sets the direction for the host vehicle. The safety level is displayed in different colors. The color-coded display on the display 28 is as follows. That is, first, the display 28 includes an object around the host vehicle 1, in the example of FIG. 7A, the host vehicle 1 and other vehicles A and B, a guardrail along the roadway, and the like as shown in FIG. Is displayed. For the display 28, the periphery of the host vehicle 1 is divided into a plurality of regions around the host vehicle 1, and the regions are color-coded according to the safety level. In the example of FIG. 7A, the front, right rear, and right front of the host vehicle 1, which are high risk areas, are red (indicated by hatching in FIG. 7B), and the safety level is high. The area is displayed in green (colored in FIG. 7B). Therefore, if the driver visually recognizes the screen of the display device 28, the direction of the dangerous point and the distance to the dangerous point can be sensed. In addition, in FIG.7 (b), the part shown with the oblique line which cross | intersects is a guardrail.
[0026]
Further, when the safety degree determination circuit 24 determines the safety degree for each direction, the safety degree determination circuit 24 gives the direction-specific safety degree information to the steering operation control circuit 29, the brake operation control circuit 30, and the accelerator operation control circuit 31 as operation control means. The steering operation control circuit 29 calculates an operation range of the steering wheel 30 that may come into contact with an object based on the given direction-specific safety degree information, and the calculation result is the steering control circuit 15 as a restriction control means. To give.
[0027]
This will be described with reference to the example of FIG. 7A. Since the right side of the host vehicle 1 is a high-risk area due to the presence of the other vehicle B, the steering operation control circuit 29 changes the current state to the right side. An operation result (operation restriction information) for restricting the rotation operation of the steering wheel 12 is given to the steering control circuit 15.
[0028]
When the steering control circuit 15 tries to perform an operation exceeding the allowable operation range of the steering wheel 12 based on the operation restriction information given from the steering operation control circuit 29, the torque in the reverse direction to the operation is given. The motor 11 is driven and controlled so as to generate. For this reason, the driver becomes difficult to rotate due to a large resistance force (regulatory force) acting on the steering wheel 12, or the steering wheel 12 is locked and cannot be rotated.
[0029]
The driver notices that changing the driving lane in the right direction is dangerous due to the presence of the rear vehicle B because the operation of the steering wheel 12 is different from the normal operation, so that the driver rotates the steering wheel 12 in the right direction. Stop it. At this time, the presence of the rear vehicle B can be understood more clearly by looking at the display 28.
[0030]
On the other hand, the brake operation control circuit 30 calculates the operation range of the brake pedal 19 that does not come into contact with other vehicles based on the direction-specific safety level information given from the safety level determination circuit 24, and the calculation result is a restriction control means. To the brake controller 32. Then, the brake control circuit 32 controls the frictional force applying device 20 based on the operation range information (operation restriction information) given from the brake operation controller 30.
[0031]
In the example of FIG. 7A, the brake operation control circuit 30 does not have a dangerous area in the rear, so the brake control circuit 32 does not give a drive signal to the electromagnet 22 which is a brake actuator, and the brake pedal. 16 can be stepped freely. If another vehicle is present immediately after the host vehicle 1, a drive signal is output to the electromagnet 22 according to the distance from the other vehicle, and it is difficult to step on the brake pedal 16 by applying a braking force to the master cylinder rod 18. To inform that the brake pedal 16 should not be depressed. For this reason, the so-called sudden braking is not applied and the occurrence of an accident such as a rear-end collision with the following vehicle can be prevented.
[0032]
Further, the accelerator operation control circuit 31 calculates the operation range of the accelerator pedal 17 that does not come into contact with other vehicles based on the direction-specific safety level information given from the safety level determination circuit 24, and the calculation result is regulated and controlled. To the accelerator control circuit 33. The accelerator control circuit 33 controls the frictional force applying device 21 based on the operation range information (operation restriction information) given from the accelerator operation controller 31.
[0033]
In the example of FIG. 7 (a), there is another vehicle A ahead, and if it accelerates rapidly in this state, it will collide with the vehicle A, so the accelerator operation control circuit 31 prevents the accelerator pedal 17 from being stepped on suddenly. Driving restriction signal or operation restriction information for preventing (locking) the accelerator pedal 17 from being depressed further than the present time.
[0034]
Then, the accelerator control circuit 31 energizes the electromagnet 22 which is an accelerator actuator. As a result, braking force is applied to the accelerator rod 19, and even if the brake pedal 16 is suddenly depressed, it cannot be depressed due to resistance, or the accelerator pedal 20 is locked and cannot be depressed. It becomes. Then, the driver notices that the accelerator pedal 17 is depressed or cannot be depressed, so that the driver is likely to collide with the vehicle A ahead.
[0035]
The main operation of the safety level determination circuit 24 described above is shown in FIG. 8, and the main operations of the indicator 28, the steering operation control circuit 29, the brake operation control circuit 30, and the accelerator operation control circuit 31 based on the direction-specific safety level information are shown. The operation is shown in FIG.
[0036]
As described above, according to the present embodiment, when there is a possibility that the own vehicle 1 may come into contact with another vehicle, a person, an obstacle or the like, the steering operation members such as the steering wheel 12, the brake pedal 16, and the accelerator pedal 17 are in contact. Since the operation to the side is limited by adding a resistance force (regulatory force) to them, a contact accident can be effectively prevented.
At this time, since the danger area centered on the host vehicle 1 is displayed on the display 28, the danger area and the cause of the danger can be visually felt by looking at the screen of the indicator 28.
[0037]
In this embodiment, since the operation restriction release switch 27 is provided, the operation of the steering wheel 12, the brake pedal 16, and the accelerator pedal 17 as described above is not restricted by operating the switch 27. Can be.
[0038]
That is, in the worst case, for example, the foot brake system of the vehicle 1 may break down, and the vehicle 1 may be brought into contact with the side of the road and stopped. In this case, even if the steering wheel 12 is operated to bring the host vehicle 1 into contact with the side of the road, the steering wheel 12 cannot be operated if the operation restriction is effective. By predicting the occurrence of such a worst situation and operating the operation restriction release switch 27 to release the operation restriction, a serious accident can be prevented.
[0039]
In this case, for example, information on traveling of the vehicle 1, such as speed, the amount of depression of the brake pedal 16 or the accelerator pedal 17 is stored in a time-series in-vehicle memory (not shown), and when the operation restriction is released, the release is performed. Information is also stored in the in-vehicle memory. By doing so, when an accident occurs, it is possible to find out the history of the accident and the cause of the accident from the recorded contents of the in-vehicle memory.
[0040]
When the operation restriction is canceled, a message to that effect may be output. In addition, it is possible to display on the notification means, for example, the display device 28, that the operation is restricted and that the operation restriction is released.
[0041]
Further, in the present embodiment, since there is an area where there is a risk of contact on the display device 28, for example, by viewing the display device 28 and operating the steering wheel 12 during parking, it is brought into contact with the wall surface of the parking lot. You can enter the garage without any trouble.
10A is a plan view when the vehicle 1 is put into the parking lot, and FIGS. 10B and 10C sequentially show the display state of the display 28 at that time. First, as shown in FIG. 10A, two vehicles V are already parked on both sides of a place (parking space) G where the host vehicle 1 is to be parked. S is a car stop.
[0042]
The position of the vehicle 1 indicated by a solid line in FIG. 10A indicates when entering the parking space G while backing. At this time, since there is no obstacle in front of the vehicle 1, it is safe, but there is a car stop S on the rear side, and there is a risk of contact with the two vehicles V on both the left and right sides. Indicates a danger.
[0043]
In this state, as shown in FIG. 10 (b), the indicator 28 is caused to back so that the host vehicle 1 is located in a range indicated by green (indicated by a white portion). Eventually, the vehicle can be parked without contacting the other vehicle V as shown in FIG.
[0044]
FIG. 11 shows a second embodiment of the present invention. In FIG. 11, the same parts as those in FIG. 1 are denoted by the same reference numerals, and only different parts will be described.
The second embodiment is different from the first embodiment in that an in-vehicle periphery monitoring camera 34 made up of, for example, a CCD camera as an imaging means for imaging the periphery of the vehicle 1, a communication device 35 for inter-vehicle communication system, a road on the road A monitoring system communication device 36 is provided, and the acquired information is input to the safety degree determination circuit 24. In addition, vehicle-to-vehicle communication is performed by a short-range communication (DSRC) system.
[0045]
The in-vehicle periphery monitoring camera 34 images and transmits the periphery of the host vehicle 1, and the safety level determination circuit 24 analyzes the image information from the in-vehicle periphery monitoring camera 34 to determine the position and vehicle size of other nearby vehicles. The calculation is performed and the information is given to the safety level determination circuit 24.
[0046]
The inter-vehicle communication system communication device 35 transmits information such as the speed of the host vehicle 1, the amount of depression of the brake pedal 16 and the accelerator pedal 17, the distance from the preceding vehicle, the vehicle type, and the vehicle size to the surrounding vehicles. This is for receiving similar information from other vehicles in the vicinity. Then, the inter-vehicle communication system communication device 35 provides the safety degree determination circuit 24 with other vehicle travel information such as the speed acquired from other vehicles in the vicinity.
[0047]
The roadside road monitoring system communicator 36 acquires road information such as road traffic congestion information and road construction information from the roadside road monitoring system, and provides the road information to the safety degree determination circuit 24. When the safety level determination circuit 24 detects that there is a traffic jam location or a construction location ahead of the host vehicle 1 based on the information acquired from the roadside road monitoring system communication device 36, for example, the host vehicle 1 is in a traffic jam location or a construction location. At a point in time before reaching a predetermined distance, attention is urged to reduce the speed from the speaker 37 as the sound generating means.
[0048]
According to the second embodiment as described above, the speed and position of other vehicles around the own vehicle 1 can be more accurately grasped by the CCD camera 34 and the inter-vehicle communication system communication device 37, and on the road Since the road monitoring system communication device 36 can grasp the road conditions and the like, the operation regulation of the steering wheel 12, the brake pedal 16, the accelerator pedal 17 and the like is in a state more suitable for the driving conditions of other vehicles, the road conditions, and the like. It can be carried out.
[0049]
In addition, if the size of the other vehicle is known, the own vehicle and the other vehicle can be displayed on the display 28 in sizes corresponding to the respective sizes, so that the display 28 can grasp the surrounding situation more correctly and intuitively. be able to.
[0050]
Note that if the operation restriction release switch 27 is configured to be transmitted by the inter-vehicle communication system communication device 37, the other vehicle can be informed of how safe the host vehicle 1 is operating. Can do. On the contrary, if the information on whether or not the operation restriction of the other vehicle is released can be acquired by the communication device 37 for the inter-vehicle communication system of the own vehicle 1, for example, the other vehicle displayed on the display unit 28, For example, if it is expressed by color coding (blue for vehicles with restricted operation, yellow for vehicles that have been released), it is intuitive that other vehicles may come into contact with the host vehicle 1. I can know.
[0051]
Note that the information on whether or not the operation restriction is performed is not limited to information that is directly transmitted and received between the vehicles, but may be configured to be indirectly transmitted and received via a roadside communication device. .
[0052]
FIG. 12 shows a third embodiment of the present invention. In FIG. 12, the same parts as those in FIG. 11 are denoted by the same reference numerals, detailed description thereof will be omitted, and only different parts will be described.
The third embodiment differs from the second embodiment in that the steering operation control circuit 29, the brake operation control circuit 30, and the accelerator operation control circuit 31 of the second embodiment are replaced with the steering control circuit 15 and the brake control circuit, respectively. 32 and the accelerator control circuit 33 are integrated into a steering operation control / steering control circuit 38, an accelerator operation control / accelerator control circuit 39, and a brake operation control / brake control circuit 40, respectively.
[0053]
In this way, the power steering apparatus 10 that particularly restricts the operation of the steering wheel 12 is inherently provided in the vehicle 1 to assist the operation of the steering wheel 12, and is therefore associated therewith. It is only necessary to modify the control program of the steering control circuit 15 (to have the function of the steering operation control circuit 29). For this reason, it is not necessary to provide a retrofitted circuit component.
[0054]
On the other hand, in the configuration of FIG. 11 (the configuration of FIG. 1 is the same), a circuit component corresponding to the steering operation control circuit 29 must be separately provided, and the interior of the vehicle is reduced accordingly. It becomes.
[0055]
The present invention is not limited to the embodiments described above and shown in the drawings, but can be expanded or modified as follows.
As with the brake pedal 16 and the accelerator pedal 17, the operation restricting means for applying a restricting force (resistance force) to the rotation operation of the steering wheel 12 applies a frictional force to the steering shaft 13 to apply the restricting force. The thing of the structure to provide may be sufficient.
The operation restricting means for applying a restricting force to the brake pedal 16 and the accelerator pedal 17 may be configured such that an oil damper device is provided on the rods 18 and 19 and the opening degree of the orifice of the oil damper is changed.
[0056]
If a traveling system such as a steering system, a brake system, or an accelerator system becomes abnormal, the operation restriction may be automatically released. In this case, it is preferable to be able to notify which system and how abnormal by voice or display so that the driver can clearly recognize. By such notification, the driver knows the abnormal system, and can move the vehicle to a safe place while paying attention to it.
When the brake pedal 17 and the accelerator pedal 18 are provided with a hydraulic system for assisting the depression force, the hydraulic system can be used as an operation restricting means.
[0057]
By disabling the operation of the steering wheel 12, the brake pedal 17, and the accelerator pedal 18 in the direction in which the host vehicle 1 may come into contact with the object, the host vehicle 1 may be prevented from contacting the object. good. The operation restricting means for invalidating the operation in this case includes, for example, a connection between the steering wheel 12 and the steering shaft 13, a connection between the brake pedal 16 and the master cylinder rod 18, and a connection between the accelerator pedal 17 and the accelerator rod 19. Each can be solved.
11 and 12, information received by the inter-vehicle communication system communication device 35 and the roadside road monitoring system communication device 36 may be provided to the safety level determination circuit 24 via a gateway. In this way, only the information necessary for the safety level determination can be selected and given to the safety level determination circuit 24 by the gateway.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a first embodiment of the present invention.
FIG. 2 is a perspective view showing an arrangement position of a vehicle detector.
FIG. 3 is a diagram showing an outline of electric power steering.
FIG. 4 is a schematic side view of a brake pedal.
FIG. 5 is a schematic side view of an accelerator pedal.
FIG. 6 is a cross-sectional view showing a structure for changing the operating force of a brake pedal and an accelerator pedal.
FIG. 7 is a diagram showing the situation around the host vehicle and the display state of the indicator at that time
FIG. 8 is a flowchart showing the operation content of the safety degree determination circuit.
FIG. 9 is a flowchart showing the operation contents of the display and operation control circuit.
FIG. 10 is a diagram showing the situation when entering the garage and the display form of the indicator at that time
FIG. 11 is a view corresponding to FIG. 1, showing a second embodiment of the present invention.
FIG. 12 is a view corresponding to FIG. 11 showing a third embodiment of the present invention.
[Explanation of symbols]
In the figure, 1 is the host vehicle, 2 to 9 are vehicle detectors (peripheral condition detecting means), 11 is a motor (operation regulating means), 12 is a steering wheel (driving operation means), 16 is a brake pedal (driving operation means), 17 is an accelerator pedal (driving operation means), 20 and 21 are friction force applying devices (operation restricting means), 24 is a safety degree judging circuit (safety degree judging means), 27 is an operation restriction release switch (regulation releasing means), 28 Is a display, 36 is an on-vehicle periphery monitoring camera, 37 is a communication device for a vehicle-to-vehicle communication system, and 38 is a communication device for a roadside road monitoring system.

Claims (6)

An ambient condition detecting means for detecting an ambient condition of the host vehicle;
Safety level determination means for determining the safety level for each direction based on the ambient status information from the ambient status detection means,
When the operation direction of the driving operation means of the own vehicle is a direction in which the own vehicle is relatively moved to the side determined to be in danger of contact with a person or an object by the safety degree determination means, the driving operation means An operation restricting means for restricting the operation of the operation means by giving a restricting force, or invalidating the operation of the driving operation means ;
Restriction release means for preventing the operation of the driving operation means from being restricted or invalidated by the operation restriction means,
A communication device and / or a roadside communication device that directly communicates with other vehicles whether or not the operation of the driving operation means is not restricted by the restriction release means or the operation is not invalidated. A vehicle contact prevention system comprising a communication device that communicates with another vehicle via the communication device .   The ambient condition detected by the ambient condition detection means is the position of a person or object existing around the own vehicle around the own vehicle, the relative moving direction with respect to the own vehicle, and the relative moving speed with respect to the own vehicle. The vehicle contact prevention system according to claim 1, wherein:   The vehicle contact prevention system according to claim 1, wherein the driving operation means is at least one of a steering wheel, a brake pedal, and an accelerator pedal. The vehicle contact prevention system according to any one of claims 1 to 3, further comprising display means for displaying the safety degree for each direction determined by the safety degree determination means . A communication device that communicates with other vehicles via the roadside communication device,
It comprises a roadside road monitoring system communication device that receives monitoring information from a roadside road monitoring system that detects a driving situation of a vehicle traveling on the road, and the safety degree determination means includes monitoring information from the roadside road monitoring system. 5. The vehicle contact prevention system according to claim 1, wherein the vehicle contact prevention system is used as information for determining a safety degree for each direction . The communication device that communicates directly with the other vehicle is:
The vehicle-to-vehicle communication system communicator communicates travel information such as the traveling speed and distance between the vehicle and the vehicle, and the safety degree determination means includes the vehicle-to-vehicle communication system communicator. 6. The vehicle contact prevention system according to claim 1, wherein the received travel information from another vehicle is also used as information for determining a safety degree for each direction .

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