JP6086263B2 - Sequence pattern for suppressing vehicle speed and pattern elements for forming the same - Google Patents

Description

  The present invention relates to a sequence pattern for suppressing vehicle speed and a pattern element for constituting the same, and more specifically, applied to a road surface area in front of a high risk of accident occurrence on a highway or a general road. Therefore, the present invention relates to a vehicle speed suppressing sequence pattern displayed on the road surface and a pattern element for constituting the same, in order to suppress the speed of the overspeed vehicle and prevent the occurrence of an accident at the relevant location.

  Overspeed is one of the causes of traffic accidents on both highways and ordinary roads. Although traffic fatalities in Japan have been decreasing in recent years, about 44 hundred people are still killed annually (2012). The main cause of fatal accidents is speed overrun, but the rate of fatal accidents with the maximum speed violation (number of fatal accidents / number of traffic accidents) is about 21 times that of the whole. If the traveling speed of the vehicle decreases, the impact of a collision at the time of a traffic accident decreases, so that it is possible to reduce the damage to the victim and contribute to a decrease in the number of traffic casualties.

  By the way, when the road design speed is good, the traffic density is low, and the driving conditions of the vehicle are governed only by the structural conditions of the road, the driver with the average skill can safely Moreover, it is a speed at which the vehicle can run without losing comfort. Since roads have geometrical structures such as curve radius, superelevation, and visual distance determined based on this design speed, the risk of an accident increases when the road travels at a speed exceeding the design speed.

  Further, even in a section with the same design speed, there are sections and the like that are likely to exceed the speed due to the terrain conditions of the area where the road exists. For example, on a long downhill section of an expressway, an intersection, or a general road with few road entrances and exits, a driver is likely to fall into an overspeed unconsciously.

  In addition, a curved portion can be cited as a place where traffic accidents are likely to occur due to structural factors of the road. In the curved portion, variations in the traveling position of the vehicle are likely to occur due to the effects of centrifugal force, a decrease in visibility, the illusion of the driver, and the like. That is, there is a potential risk factor that deviates from the lane in the curved portion.

  Needless to say, it is effective to suppress the vehicle speed in order to avoid the occurrence of an accident on a road with a high risk of such an accident. Conventionally, as a countermeasure for speed reduction that has been implemented in such a dangerous place, alerting by a display board or a sign is generally used, but a countermeasure by road marking is also taken. As this road marking, a countermeasure using a diversion lane mark and a countermeasure using a high-intensity lane mark are known. Of these, the current lane mark countermeasure aims to reduce the speed by utilizing the visual effect of making the lane width narrow at the same time as alerting, and the high-intensity lane mark countermeasure improves visibility. The main focus.

  In addition, on residential roads, measures such as installing humps (convex parts), constricted parts, or chicane (bent parts) are being implemented. It is a measure to encourage.

  However, in the case of these countermeasures, a certain effect has been reported on one side, and on the other hand, problems such as a decrease in the effect due to tiredness and habituation and the risk of oversight are pointed out. Therefore, there is a need for a speed suppression measure that expects psychological effects through visual and physical effects by appealing to the driver's five senses.

  As one of the speed control measures from this point of view, Patent Document 1 (Utility Model Registration No. 3131789) discloses that a tunnel having a speed limit change point is spontaneously decelerated by applying a sequence pattern to the tunnel wall surface. A technique for encouraging potential attention is disclosed. There, the sequence pattern with features such as the pitch width reduction repeating pattern applied to the tunnel wall affects the driver's feeling of overspeed, danger, and comfort, as well as danger and comfort. Although there is a trade-off relationship, it is shown that it is appropriate to set the pitch time to t = 0.25 to 0.3 seconds.

  However, in the case of the device described in Patent Document 1, the installation target is limited to the tunnel having the speed change point, and the sequence pattern is displayed on the wall surface of the tunnel. I can't keep staring.

  It is also said that when driving on roads where there are many areas where the road surface shape changes, such as down grades, up grades, or curves, it is said that the driver's awareness of changes in the road surface shape will fade, improving safety. From this point of view, it is desired to suppress such a decline in recognition ability. The invention of Patent Document 2 (Japanese Patent No. 4956228) can be cited as a response to such a demand. There, a plurality of dot-like patterns that can guide the driver's line of sight are formed on almost the entire road surface in a predetermined section including a region where the road surface property changes, thereby reducing the driver's recognition ability. Techniques for suppression are disclosed.

  However, in the case of the invention described in Patent Document 2, the installation target location of the dot-like pattern is limited to a predetermined section including a region where the road surface property changes, in other words, a region where the road surface property changes. If it is not a section including, the function and effect cannot be exhibited. In the case of a road having this dot pattern, the driver sufficiently recognizes the road surface shape in a predetermined section as compared with a conventional road having a single color (for example, asphalt color) road surface. However, it is said that it is possible to suppress the decrease in the driver's cognitive ability with respect to changes in the road surface shape, but it only stops the driver from fully recognizing the road surface shape, driving unconsciously It does not cause the person to act to suppress the vehicle speed.

Utility Model Registration No. 3131789 Japanese Patent No. 4956228

"9. Mechanism of optical illusion" Clinical Science, Vol. 33, No. 3, (1997.3) 348-356 “Visual Search and Peripheral Information Processing for Beginners and Experts” IATSS Review Vol. 19. No. 3 (19933.9) 191-199

  As described above, in the case of the conventionally proposed vehicle speed suppression method, not only the installation target location is limited, but also unconsciously to the driver of the vehicle who has unconsciously fallen over speed. It does not cause the vehicle speed control action. Therefore, the present invention aims to suppress the speed through the visual effect and the sensory effect for the vehicle that has unconsciously fallen in excess of the speed, plays the role of gaze guidance, and maintains and stabilizes the appropriate traveling position, It is an object of the present invention to provide a vehicle speed suppressing sequence pattern that can prevent an accident caused by an overspeed, and a pattern element for configuring the same.

  The pattern element according to the present invention for solving the above-mentioned problems is a strip-shaped line of an arbitrary shape displayed on the road surface so as to cross one lane, is a left-right symmetric shape, and is a position corresponding to the side of a traveling vehicle on the left and right And a gap is provided in the interval. Examples of the belt-like line include one or more of a straight line, a forward or reverse arrow, a trapezoidal shape lacking a base, a semicircular shape, and an expanded U-shape.

  A sequence pattern for suppressing vehicle speed according to the present invention for solving the above-described problems is formed by arranging the pattern elements at appropriate intervals in the traveling direction of the vehicle.

The invention according to claim 4 for solving the above-mentioned problem is a sequence pattern applied to the road surface from the road surface area in front of the accident risk point having a high accident risk rate to the accident risk point,
The sequence pattern is configured by a pattern formed by arranging strip-like linear pattern elements or arrow pattern elements having left-right symmetry and transverse cut across one lane at predetermined intervals in the vehicle traveling direction,
The road surface area in front of the accident risk location where the sequence pattern is applied is divided into a first section, a second section, and a third section in order from the front side in the vehicle traveling direction, and the first section is a pattern by the linear pattern element. Is arranged, and the pattern by the arrow pattern element is arranged in the second section, the third section, and the accident risk location,
The cuts in each pattern element are positioned such that a series of line-of-sight guidance lines perceived through the cuts are perceived as corresponding to the heels of the tires of the traveling vehicle and parallel to the lane markings,
The pitch width d1 of the linear pattern element in the first section, the pitch width d2 of the arrow pattern element in the second section, and the pitch width d3 of the arrow pattern element in the third section are d1 ≧ d2 ≧ It is a sequence pattern for suppressing vehicle speed, which is set so as to satisfy the relationship d3.

In one embodiment, the pitch width d1 of the linear pattern element in the first section and the pitch width d3 of the arrow pattern element in the third section are obtained by the following equations, respectively.
d1 (m) = 1000 × V1 × (t / 3600)
d3 (m) = 1000 × V3 × (t / 3600)
(However, any value selected in the range of t = 0.25 to 0.3 (seconds), V1 = pattern design speed (initial speed) (km / h) in the first section, V3 = in the third section Pattern design speed (final speed) (km / h) Here, the pattern design speed (km / h) is the actual speed, the road geometric structure of the location, the traffic situation, the accident occurrence situation, and other circumstances. (This is the speed set by taking into account.)

  In one embodiment, each pitch width d1 of the linear pattern element in the first section and each pitch width d3 of the arrow pattern element in the third section are equalized, and the pitch width d3 of the arrow pattern element in the second section is equalized. The pitch width d2 of the arrow pattern element is set to be equal to or shorter than the pitch width d1 in the first section adjacent portion, and is equal to or shorter than the pitch width d3 in the third section adjacent portion. Also, it is set so as to gradually become narrower in the middle part.

  In one embodiment, the length of the arrow pattern element in the intermediate portion of the second section is longer than or equal to the length of the arrow pattern element adjacent to the starting point when viewed in the vehicle traveling direction. Is set as follows.

  Furthermore, in one embodiment, the section length L1 of the first section and the section length L3 of the third section are constant motions of the pattern design speed V1 in the first section and the pattern design speed V3 in the third section. The section length L2 of the second section is determined based on a gentle deceleration movement from the pattern design speed V1 in the first section to the pattern design speed V3 in the third section.

  The present invention is as described above, and a driver of a vehicle traveling on a road on which a sequence pattern using the pattern element according to the present invention is applied passes through the cuts of each pattern element, and the heel portion of the tire of the traveling vehicle In order to perceive a series of gaze guidance lines parallel to the lane markings and to drive unconsciously, such as frontal collision accidents and facility contact accidents caused by lane departure There is an effect that can be prevented from occurring.

  Further, in the present invention, the section for applying the sequence pattern is a section for experiencing the current speed rhythm, a section for changing the pitch and the pattern length, and feeling the danger due to gaze guidance and overspeed, In addition to correcting reaction delays, etc., and changing the pattern according to the section to maintain the target speed, the vehicle speed can be suppressed without unconsciousness by the driver in front of the accident risk point. It is possible to take action, thereby preventing the occurrence of an accident caused by excessive speed.

It is a top view which shows an example of the road which gave the sequence pattern by the pattern element which concerns on this invention. It is a photograph which shows the mode of the 1st area of the road which gave the sequence pattern by the pattern element which concerns on this invention. It is a photograph which shows the mode of the 2nd area of the road which gave the sequence pattern by the pattern element which concerns on this invention. It is a photograph which shows the mode of the 3rd area of the road which gave the sequence pattern by the pattern element which concerns on this invention. It is a top view which shows the example of a shape of the pattern element which concerns on this invention ((A) is a linear pattern element, (B) is an arrow pattern element). It is a figure for demonstrating the concept of a pattern design speed. It is a figure which shows the triangle of Kanizza.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the accompanying drawings, but before that, main terms used in the description of the present invention will be defined.

<Sequence pattern>
It is a road surface display continuous in the traveling direction of the vehicle applied to the road surface of the road, and is composed of several patterns.
<Pattern>
This is a design in which pattern elements are arranged at regular intervals in the running direction or at intervals that gradually decrease.
<Pattern element>
A straight line (see Fig. 2) displayed on the road surface across one lane (see Fig. 2), forward arrow (see Figs. 3 and 4), reverse arrow, trapezoidal shape lacking bottom, semicircular shape, expanded U-shape It is a belt-like line expressed in shape or the like, and is bilaterally symmetric and has cuts on the left and right.
<Pitch width>
This is an arrangement interval of pattern elements (see symbol a in FIG. 5), and is an element constituting a pattern.
<Pitch width reduction repeating pattern>
The pitch width is not uniform and gradually decreases (see FIG. 1).
<Pattern design speed (km / h)>
It is a speed that is set in consideration of the actual speed and the road geometric structure of the relevant location, traffic conditions, accident occurrence conditions, and other circumstances. That is, the pattern design speed is different from the road design speed and indicates the speed set in designing the sequence pattern (see FIG. 6).

The sequence pattern for suppressing vehicle speed according to the present invention is applied to an accident risk point D having a high risk of occurrence of an accident and a road surface area in front of the accident risk point D (see FIG. 1). The road surface area in front of the accident risk location D to which this sequence pattern is applied is divided into a first section A, a second section B, and a third section C in order from the front side in the vehicle traveling direction, which is a classification based on the following intention. .
・ First section: Section for experiencing the current speed rhythm ・ Second section: Section for changing the pitch and pattern length to feel the danger of gaze guidance and overspeed ・ Third section: Reaction Section to correct the delay and maintain the target speed

  The sequence pattern in the present invention is a linear pattern element 4 (see FIGS. 1, 2, and 5A) or a forward (or reverse) arrow pattern element 5 (FIGS. 1, 3, 4, and 5). (See (B)) is configured by a pattern that is arranged at a constant pitch in the vehicle traveling direction. The pattern element is not limited to the linear pattern element 4 or the arrow pattern element 5, but may be a trapezoidal shape lacking the base, a semicircular shape, an expanded U shape, or any other shape. Each pattern element 4 and 5 is symmetrical, and cuts 6, 6a, 7, and 7a are provided on the left and right sides (see FIG. 5). 5 indicates the pitch width of the pattern elements 4 and 5 (corresponding to d1 to d3 described later), and b indicates the length of the arrow pattern element 5 in the vehicle traveling direction (distance from the starting point to the tip). ), And c indicates the line width of each pattern element 4, 5.

  The cuts 6, 6a, 7, and 7a serve to make the driver perceive the line-of-sight guide lines 8 and 8a. That is, a series of line-of-sight guide lines 8 is perceived through the left cut 6 of each linear pattern element 4 and the left cut 7 of each arrow pattern element 5, and the right cut 6a of each linear pattern element 4 and each arrow pattern A series of gaze guidance lines 8a is perceived through the cut 7a on the right side of the element 5. The cut lines 6, 6a, 7, and 7a are formed at positions where the pair of left and right line-of-sight guide lines 8 and 8a are positioned on the heel portion of the vehicle tire and parallel to the lane markings 9 and 10. The The effects of the line-of-sight guide lines 8 and 8a will be described in detail later.

  In the example shown in FIG. 1, the pattern element in the first section A is a linear pattern element 4, and the pattern element in the second section B and the third section C is a positive arrow pattern element 5. In addition, when a sequence pattern is applied to the accident risk point D, the arrow pattern element 5 in the positive direction is formed so as to be continuous with the pattern element in the third section C.

  The colors of the pattern elements 4 and 5 are desirably high-visibility colors in consideration of the lightness difference from the road surface color. In addition, since the visibility decreases at night and in the rain, the risk of accidents generally increases. However, by displaying each pattern element 4, 5 using an all-weather road surface display material, It is possible to improve visibility in rainy weather and improve safety. In particular, at night when the headlamps are turned on, the band-like line-of-sight guidance lines 8 and 8a emerge in this irradiation range, so that a further line-of-sight guidance effect can be expected.

  Each pitch width d1 of the linear pattern element 4 in the first section A and each pitch width d3 of the arrow pattern element 5 in the third section C are set to be equal. Further, even when a sequence pattern is applied to the accident risk location D, the pitch width is made uniform.

  On the other hand, the pitch width d2 of the arrow pattern element 5 in the second section B is set to be equal to or shorter than the pitch width d1 in the adjacent section B1 to the first section A. Is set to be equal to or longer than the pitch width d3. That is, the pitch width d1 in the first section A, the pitch width d2 in the second section B, and the pitch width d3 in the third section are set to satisfy the relationship of d1 ≧ d2 ≧ d3.

The pitch width d1 in the first section A and the pitch width d3 in the third section C are obtained by the following equations, respectively.
d1 (m) = 1000 × V1 × (t / 3600)
d3 (m) = 1000 × V3 × (t / 3600)
(However, any value selected in the range of t = 0.25 to 0.3 (seconds), V1 = pattern design speed (initial speed) (km / h) in the first section, V3 = in the third section Pattern design speed (final speed) (km / h).)

  In the case of the arrow pattern elements 5 arranged in the second section B and the third section C, the sense of speed increases as the tip angle becomes sharper. As shown, it can be said that it is more effective to gradually change the tip angle to an acute angle as the pitch width decreases. That is, in the case of the arrow pattern element 5 in the positive direction with the line width c, the length (distance from the starting point) b, and the angle θ of the arrow shown in FIG. 5, from the first section A side to the third section C side. On the other hand, as the pitch width a (d2) decreases, the angle θ is gradually decreased (the length b is increased accordingly).

The section length L1 of the first section A and the section length L3 of the third section C are obtained based on the constant velocity motions of V1 and V3, and the section length L2 of the second section B is a gradual transition from V1 to V3. It is calculated based on a slow deceleration movement. That is, the distance L1 of the first section A is obtained by the following equation.
L1 = l2 × F
= T2 x V1 x F
L1: Distance of first section (m)
l2: Free running distance (m)
t2: Run time (sec)
V1: Pattern design speed in the first section (m / sec)
F: Safety factor Here, the free running distance is the distance from when the vehicle recognizes the object until it starts braking,
Run distance = reaction time x speed. The reaction time is the reaction time until the driver steps on the brake after determining the object and then determines whether or not the driver steps on the brake. It is calculated as t2 = 2.5 sec.

The distance L2 of the second section B is calculated by the following formula.
L2 = (V1 ² −V3 ² ) / (2 × α)
L2: Distance of second section (m)
V1: Pattern design speed in the first section (m / sec)
V3: Pattern design speed in the third section (m / sec)
α: Deceleration (m / s ² )
Here, the deceleration may be about 0.6 to 1.0 m / s ² as a value corresponding to a gentle deceleration due to engine braking or the like.

Further, the distance L3 of the third section C is calculated by the following equation.
L3 = V3 × t3
L3: Distance of the third section (m)
V3: Pattern design speed in the third section (m / sec)
t3: Margin time (sec)
Here, the margin time may be about 3.0 seconds as a time necessary for correcting the reaction delay and maintaining the target speed.

  As shown in the bar graph of FIG. 6, the actual road speed distribution is generally a distribution approximate to a lognormal distribution. FIG. 6 shows an example in which the initial speed of the pattern design speed is set to 120 km / h and the final speed is set to 90 km / h.

  In the first section A, a comfortable rhythm is felt except for a small number of vehicles exceeding 120 km / h in order to design a pitch that gives a comfortable feeling to vehicles with a traveling speed of 120 km / h. be able to. In the second section B, since the pattern design speed gradually decreases, a vehicle whose speed exceeds the pattern design speed cannot maintain comfort unless it is decelerated. In the third section C, since the pattern design speed is set to 90 km / h, the vehicle decelerated to about 90 km / h can ensure comfort by shifting from the decelerated running to the constant speed running.

  In setting the initial speed, it is not necessary to take the maximum value of the actual speed distribution, and a 90 to 95% tile value may be taken. If the maximum value is taken, the amount of deceleration (initial speed-end speed) increases, so that the extension of the sequence pattern installation becomes longer, which is not desirable from the viewpoint of cost effectiveness. The final speed is a target speed after the speed is suppressed by the sequence pattern, and is determined in consideration of the road geometric structure, traffic situation, accident occurrence situation, and the like at the relevant location. In general, the speed limit may be set to the same level as the average value of the speed limit or the actual speed.

  In the idea of Patent Document 1, the speed limit is used for setting the pitch width of the sequence pattern for the purpose of speed control at the speed limit change point of the single road portion. On the other hand, in the present invention, for the purpose of suppressing the speed of the overspeed vehicle in front of the accident risk location D, the pattern design speed (initial value) is set when setting the section distance and the pitch width of the first section A to the third section C. Velocity / final speed) are very different.

  As described above, a series of line-of-sight guide lines 8 and 8a are generated over the entire length of the sequence pattern installation section from the start point of the first section A to the end of the third section C (further, the accident risk location D). The line-of-sight guide lines 8 and 8a are not actually displayed on the road surface, but are perceived as a series at the wheel travel position by the driver's illusion (visual illusion). This is based on the illusion similar to the famous illusion figure called “Kanizza's triangle” (see FIG. 7, in which the outline of the triangle that is not actually displayed is perceived. ).

  A contour that appears in a homogeneous region by the optical illusion is called a “subjective contour”. The mechanism by which this “subjective contour” is perceived is as follows. When a human recognizes an object, he always distinguishes between the region belonging to the object and the region belonging to the background. When there are two objects, it is possible to distinguish which region of the image belongs to which object. . And if the area determined to be one object lacks information, the depth relationship that "the object in the foreground has a contour and the contour of the object shielded in the back is not visible" The brain can interpolate the contours according to the physical constraints.

  Even though there is no change in brightness or brightness along the contour line, the contour line is perceived as follows: `` There is a low probability that a part of a pattern is aligned on a straight line, and it is continuous on each pattern. This is because the driver's brain recognizes that it is more likely to think that a strip-shaped figure that rides and hides part of the pattern. " The brain restores an object image that is most likely to produce a 2D image from a given retinal image, and matches the visual information with the object image stored in the brain. It is known to perform recognition according to the situation. (See Non-Patent Document 1 for the above points)

  The two line-of-sight guidance lines 8 and 8a that are continuous in the vehicle traveling direction are difficult to perceive because the pitch width d1 is long in the first section A, but in the second section B, the pitch width d2 gradually decreases. Even though the pattern changes, only the position of the contour line is fixed, so that it becomes easier to perceive. Then, once perceived, the driver recognizes, for example, as “a trace through a wheel” or “a fence on a snowy road” by mold matching.

  It is known that humans make sense by receiving some kind of stimulus from the environment and processing it with an information processing system like the mind (Affordance theory). The above-mentioned “traces through which wheels have passed” and “snow on the snowy road” mean that they have passed through the ancestors, indicating that they are safe unless they are removed. A surface made from a subjective contour gives a stronger impression as a surface than a surface made by surrounding with an actual contour. A driver who has changed from perception of subjective contour to recognition is aware of driving along this belt-like contour line due to the affordance, so that the variation in travel position is reduced and unnecessary lane changes are made. Suppression can be expected. Further, unlike the belt-like contour line actually drawn, there is an advantage that it is possible to guide the driver's line of sight naturally without complicating the road surface pattern.

  Further, it is known that the information processing mechanism of the human visual system has two processes of central vision information processing and peripheral vision information processing. In other words, only the central fovea at the center of the retina has a visual acuity of 1.0 or more, but the range of favorable visual acuity is as narrow as 1.5 degrees in view angle, and the visual acuity is only a few degrees away from it. To drop. Therefore, when perceiving an object, the object is viewed while moving the eyeball quickly so that the visual image is in the most visually sensitive central fovea. Central vision refers to information processing performed in the fovea. Peripheral vision, on the other hand, has a function of using the peripheral part of the retina to look vaguely at the peripheral part of the visual field to perform information processing little by little before central vision and continue to send that information to central vision. (See Non-Patent Document 2 for the above points)

  Looking at the visual behavior of the driver from the information processing mechanism of the visual system, when driving a vehicle, the visual line guides such as the roadway center line, the roadway outer line, and the guard fence are processed mainly by peripheral vision, Confirming the position of the vehicle, processing detailed information such as preceding cars, oncoming vehicles, pedestrians, signals, signs, etc. in the central view, and simultaneously detecting more forward movement in the peripheral view while judging Can do. It is considered that the sequence pattern in the case of the cited document 1 is grasped mainly by peripheral vision.

  However, since the sequence pattern according to the present invention is drawn on the road surface, the probability that the driver can be accurately captured by central vision becomes extremely high. The "subjective contour" perceived and recognized by the optical illusion enters the visual field of central vision with good visual acuity, so the line-of-sight guidance function of parallel road lane markings (roadway center line, lane boundary line, roadway outer line) It is possible to improve safety by accurately monitoring and confirming the position of the host vehicle.

  In addition, by improving the efficiency of information processing by central vision, the remaining attention capacity can be directed to information processing by peripheral vision. For this reason, it is possible to expect an effect of preventing unforeseen circumstances by giving extra power to peripheral vision at an accident risk location or the like. Also. By making the pattern at the center of the lane symmetrical with respect to the center of the lane, coupled with the “subjective contour”, the driver can clearly recognize the center position of the lane where the vehicle should travel. . Furthermore, the design of both ends allows the driver to feel the lane width narrower, so that a further speed suppression effect can be expected.

  In the present invention, the first section A, the second section B, and the third section C are provided in front of the accident risk location D, and the speed of the host vehicle is indicated to the driver by the sequence pattern applied to each section. It is an important point to encourage slowdown behavior by experiencing this. That is, as described above, a driver who has experienced a constant rhythm in the first section A is caused to feel a sense of speed in the second section B due to a change in rhythm. At this time, it will not give a sense of speed to vehicles less than the regulation speed, and only a vehicle with overspeed will gradually feel a sense of speed, thereby accelerating gentle deceleration action by accelerator work or engine brake etc. I am aiming.

  Then, in the third section C, it is possible to prompt a transition from a deceleration action to a constant speed action at a target speed by experiencing a certain rhythm again. By acting on the series of driving actions by the sequence pattern, the overspeed vehicle comes to take a decelerating action, so that safety can be improved. Moreover, since the speed distribution variation of the traveling vehicle is reduced as a result of the deceleration of the overspeed vehicle, rectification can be achieved, and thus the safety of the entire traveling vehicle can be improved.

  The mechanism of speed suppression is as follows when the relationship between the stimulation by the sequence pattern and the driver's traffic behavior is seen. In vision with excellent space perception, the rhythm is perceived by the driver by repeatedly perceiving the stimulus by the sequence pattern and making it a temporal event. In the first section A, since the pitch width d1 is a repeating pattern of equal intervals, if the vehicle is at a constant speed, the rhythm is the simplest and most comfortable at equal intervals, and the driver can easily grasp the rhythm. be able to.

  In the second section B, the pitch width d2 is gradually reduced stepwise, so that if the vehicle is at a constant speed, it is perceived by the driver as a rhythm in which the time interval gradually decreases. For this reason, the driver has the illusion that the driver is accelerating due to this rhythm change. This illusion causes the overspeed vehicle to feel acceleration and danger, and encourages the driver to decelerate. When the driver selects a gentle deceleration action, it is perceived again as an equally spaced rhythm, reducing the feeling of acceleration and danger, and improving comfort.

  Further, in the third section C, the pitch width d3 returns to the repeating pattern of equal intervals, so that the driver of deceleration action perceives it as a rhythm in which the time interval gradually increases. The driver is perceived as an equally spaced rhythm again by switching from the deceleration action to the constant speed action.

  In this way, by providing a series of stimuli for controlling the speed of the overspeed vehicle in the three sections, the overspeed vehicle is reached near the end point of the third section C, that is, before the vicinity of the start point of the accident risk location D. The speed of the vehicle can be decelerated, and the accident risk location D can be passed through in the decelerated state.

  In the second section B, the aim is to gradually feel a sense of speed by adopting a pitch width reduction repeated pattern, but it is possible to feel a sense of speed further by changing the shape of the pattern in addition to reducing the pitch width. It becomes. For example, when adopting a positive arrow design as shown in the figure, the longer the length of the arrow is, and the sharper the angle of the tip of the arrow, the higher the speed feeling, and the speed suppression effect improves.

  The sequence pattern should be installed in each lane in the direction leading to the point where the speed control measures should be implemented, in order to prevent speed fluctuations, prevent gaze guidance and fluctuations in the driving position, and stabilize the driving position. Is desirable. That is, if it is a one-sided two-lane road as shown in the figure, the width and direction of the driver's own lane can be given to the driver by applying an independent design to each of the traveling lane and the overtaking lane (see FIG. Recognize correctly and reduce the risk of departing from the lane.

  In order to promote traffic safety measures efficiently and effectively with the aim of reducing the casualty rate, it is important to select accident risk points and implement them with priority. The present invention is a technique for speed reduction in an accident risk location, and there are many applicable roads, and it can be said that the industrial applicability is extremely high.

4 Line pattern element 5 Arrow pattern element 6, 6a, 7, 7a Cut line 8, 8a Line of sight guide line 9, 10 Lane lane line A 1st section B 2nd section B1 Adjacent section with 1st section A B2 3rd section C Adjacent section C Third section D Accident risk section d1 Pitch width in the first section d2 Pitch width in the second section d3 Pitch width in the third section

Claims (8)

  A road surface with an arbitrary shape displayed on the road surface so as to cross one lane, and is bilaterally symmetric, and has a cut at the left and right at positions and intervals corresponding to the ridges of the traveling vehicle. Pattern element for display.   The road surface according to claim 1, wherein the belt-like line includes one or more of a straight line, a forward or reverse arrow, a trapezoidal shape lacking a base, a semicircular shape, and an expanded U-shape. Pattern element for display.   A sequence pattern for suppressing vehicle speed, wherein the pattern elements according to claim 1 are arranged at appropriate intervals in the traveling direction of the vehicle. A sequence pattern that is applied to the road surface from the road surface area in front of an accident risk point with a high risk of accident occurrence to the accident risk point,
The sequence pattern is a strip-shaped line of an arbitrary shape displayed on the road surface so as to cross one lane, and is a left-right symmetrical pattern element in which the left and right are cut at positions and intervals corresponding to the saddle of the traveling vehicle. Is configured by a pattern that is arranged at predetermined intervals in the vehicle traveling direction,
Road area in front of the accident risk places subjected to the sequence pattern includes a first segment in order from the vehicle traveling direction front side, the second section is divided into third section, the first section is patterned by a straight line pattern elements There is arranged, the pattern by the arrow pattern elements are arranged in the said accident risk site and the second interval and the third interval,
The cuts in each pattern element are positioned such that a series of line-of-sight guidance lines perceived through the cuts are perceived as corresponding to the heels of the tires of the traveling vehicle and parallel to the lane markings,
The pitch width d1 of the linear pattern element in the first section, the pitch width d2 of the arrow pattern element in the second section, and the pitch width d3 of the arrow pattern element in the third section are d1 ≧ d2 ≧ A sequence pattern for suppressing vehicle speed, which is set so as to satisfy the relationship d3. The sequence pattern for vehicle speed suppression according to claim 4, wherein a pitch width d1 of the linear pattern element in the first section and a pitch width d3 of the arrow pattern element in the third section are respectively obtained by the following equations.
d1 (m) = 1000 × V1 × (t / 3600)
d3 (m) = 1000 × V3 × (t / 3600)
(However, any value selected in the range of t = 0.25 to 0.3 (seconds), V1 = pattern design speed (initial speed) (km / h) in the first section, V3 = in the third section Pattern design speed (final speed) (km / h) Here, the pattern design speed (km / h) is the actual speed, the road geometric structure of the location, the traffic situation, the accident occurrence situation, and other circumstances. (This is the speed set by taking into account.)   Each pitch width d1 of the linear pattern element in the first section and each pitch width d3 of the arrow pattern element in the third section are equalized, and a pitch width d2 of the arrow pattern element in the second section is In the first section adjacent portion, the pitch width d1 is equal to or shorter than the pitch width d1, and in the third section adjacent portion, the pitch width d3 is equal to or longer than the pitch width d3. The sequence pattern for suppressing vehicle speed according to claim 4 or 5, wherein the sequence pattern is set so as to gradually narrow in an intermediate portion. The length of the arrow pattern elements between portions in the second interval is set to be longer than or equal to the length of the arrow pattern elements adjacent to the starting point side as viewed in the vehicle traveling direction, claim The sequence pattern for vehicle speed suppression according to any one of 4 to 6.   The section length L1 of the first section and the section length L3 of the third section are obtained based on the constant velocity motion of the pattern design speed V1 in the first section and the pattern design speed V3 in the third section. The section length L2 of the two sections is obtained based on a gradual deceleration movement from the pattern design speed V1 in the first section to the pattern design speed V3 in the third section. Sequence pattern for vehicle speed control.