JP6519253B2 - Driving support device - Google Patents

Description

  The present invention relates to a travel support device.

  2. Description of the Related Art In the technical field related to automobiles, a travel support device has been put to practical use that detects the distance from the host vehicle to the preceding vehicle and assists the traveling of the host vehicle so that a collision between the host vehicle and the preceding vehicle is avoided . A system using a millimeter wave sensor, a system using a radar sensor, and a system using a camera are known as a system for detecting the distance from the host vehicle to the preceding vehicle. Patent Document 1 and Patent Document 2 disclose techniques for estimating the distance from a host vehicle to a preceding vehicle using an image acquired by a camera.

U.S. Pat. No. 8,164,628 JP, 2013-101040, A

  The behavior of the preceding vehicle may be influenced by the behavior of the vehicle ahead. Therefore, if the behavior of not only the behavior of the preceding vehicle but also the behavior of the vehicle ahead can be grasped, the probability that the collision between the own vehicle and the preceding vehicle can be avoided is high.

  The aspect of the present invention aims to provide a driving support device that supports the traveling of the host vehicle so that not only the behavior of the leading vehicle but also the behavior of the leading vehicle can be grasped and a collision with the leading vehicle can be avoided. I assume.

  According to an aspect of the present invention, a camera for acquiring an image of a rear wheel tire of a leading vehicle and an image of a front tire existing in front of the rear wheel tire, provided on a host vehicle, and an image acquired by the camera It is determined whether or not the front tire is a tire of a preceding vehicle based on the derived portion that derives the relative velocity between the rear wheel tire and the front tire based on the above and the derived relative velocity. When it is determined that the front tire is the tire of the preceding vehicle, and a first estimation unit that estimates a first distance from the host vehicle to the leading vehicle based on the image of the rear wheel tire and the rear wheel tire A second estimation unit configured to estimate a second distance from the leading vehicle to the forward vehicle based on the image of the rear wheel tire and the image of the front tire; and the first distance and the second distance estimated Less And based on one well, the a processor for executing processing for avoiding a collision with the preceding vehicle and the subject vehicle, the driving support device comprising a are provided.

  According to the aspect of the present invention, the camera provided in the host vehicle has both the image of the rear wheel tire of the preceding vehicle existing immediately in front of the host vehicle and the image of the front tire existing in front of the rear wheel tire. get. In the acquired image, the width of the front tire is smaller than the width of the rear tire. Therefore, it can be distinguished whether the acquired image is an image of a rear wheel tire or an image of a front tire. The front tire may be either the front tire of a leading vehicle or the tire of a leading vehicle. The relative position between the rear wheel tire of the leading vehicle and the front wheel tire of the leading vehicle does not substantially change with respect to the traveling direction of the leading vehicle. Therefore, when the front tire is the front tire of the leading vehicle, the relative speed between the rear tire and the front tire of the leading vehicle is substantially zero. The relative position between the rear wheel tire of the leading vehicle and the tire of the leading vehicle changes with respect to the traveling direction of the leading vehicle. Therefore, when the front tire is a tire of a vehicle traveling ahead, the relative speed between the rear tire and the front tire of the preceding vehicle changes. Whether or not the relative speed has changed is determined from the change in the width of the rear tire and the width of the front tire in the acquired image. Also, whether or not the relative speed has changed depends on the change in the distance between the left wheel and the right wheel in the image, or the position of the left wheel relative to the reference point in the image and the right wheel It is determined from the change in position. The reference point may be the center point of the image or another object other than the tire. Therefore, the determination unit can determine whether or not the front tire is a tire of a vehicle that is traveling ahead, based on the relative speed of the rear wheel tire and the front tire. The first estimation unit can estimate a first distance from the host vehicle to the leading vehicle based on an image of a rear wheel tire of the leading vehicle. When it is determined that the front tire is a tire of a forward vehicle, the second estimation unit may estimate a second distance from the leading vehicle to the forward vehicle based on the image of the rear wheel tire and the image of the front tire. it can. The behavior of the leading vehicle can be grasped based on the first distance. The behavior of the vehicle ahead can be grasped based on the second distance. The processing device executes the processing based on at least one of the first distance and the second distance, whereby a collision between the host vehicle and the preceding vehicle is avoided with high probability.

  In an aspect of the present invention, the camera may be provided below a headlight of the host vehicle and acquire an image of the front tire through a gap between a lower surface of the leading vehicle and a road surface.

  By providing the camera below the headlight of the host vehicle, the image of the front tire is smoothly acquired.

  In an aspect of the present invention, the second estimation unit estimates a change amount of the second distance per unit time, changes so as to shorten the second distance, and the change amount is larger than a second threshold value. If too large, the processing device may perform the processing.

  The state in which the second distance changes so as to be short and the amount of change is larger than the second threshold means the state in which the second distance from the preceding vehicle to the preceding vehicle becomes sharply short. If the second distance is suddenly shortened, the preceding vehicle is likely to be sharply braked. Therefore, when the second distance changes to become shorter and the amount of change is larger than the second threshold, the processing unit executes the process to avoid the collision between the own vehicle and the preceding vehicle with high probability. Be done. For example, when it is determined that the second distance is suddenly shortened, the processing device executes processing before the preceding vehicle suddenly brakes, thereby preventing a collision between the own vehicle and the preceding vehicle. Ru.

  In an aspect of the present invention, the first estimation unit estimates a change amount of the first distance per unit time, changes so as to shorten the first distance, and the change amount is greater than a first threshold value. If too large, the processing device may perform the processing.

  The state in which the first distance changes so as to be short and the amount of change is larger than the first threshold means the state in which the first distance from the host vehicle to the preceding vehicle becomes sharply short. For example, when the preceding vehicle is suddenly braked and the first distance is suddenly shortened, the processing device executes the process, and a collision between the own vehicle and the preceding vehicle is avoided with a high probability.

  In an aspect of the present invention, the processing device may include an alarm device provided in the host vehicle for emitting an alarm.

  By issuing a warning, the driver of the host vehicle is alerted, so that a collision between the host vehicle and the preceding vehicle is avoided with high probability.

  In an aspect of the present invention, the processing device may include an automatic brake device provided on the host vehicle and decelerating or stopping the host vehicle.

  By activating the automatic braking device, a collision between the host vehicle and the preceding vehicle is avoided with high probability.

  In the aspect of the present invention, the surface of the rear wheel tire and the surface of the front tire are a ground color area including a rubber surface, and a colored area for image recognition having a higher reflectance to visible light than the ground color area. , May be included.

  Since the colored regions are provided in each of the rear wheel tire and the front tire, a decrease in the recognition rate of the rear wheel tire and the front tire by the camera of the host vehicle is suppressed. Thereby, the probability that the collision between the own vehicle and the following vehicle is high is avoided.

  According to an aspect of the present invention, there is provided a travel support device that assists the travel of a host vehicle such that a collision with a preceding vehicle is avoided.

FIG. 1 is a view schematically showing an example of the vehicle according to the first embodiment. FIG. 2 is a view schematically showing an example of a host vehicle, a leading vehicle, and a leading vehicle according to the first embodiment. FIG. 3 is a view showing an example of an image acquired by the camera of the vehicle according to the first embodiment. FIG. 4 is a view schematically showing an example of the relationship between the camera of the host vehicle according to the first embodiment, the tire of the leading vehicle, and the tire of the preceding vehicle. FIG. 5 is a functional block diagram showing an example of the driving support device according to the first embodiment. FIG. 6 is a flowchart showing an example of the driving support method according to the first embodiment. FIG. 7 is a view schematically showing an example of the host vehicle, the leading vehicle, and the leading vehicle according to the second embodiment. FIG. 8 is a view for explaining a modification of the driving support method. FIG. 9 is a view showing a modification of the preceding vehicle. FIG. 10 is a view showing a modification of the preceding vehicle. FIG. 11 is a view showing a modification of the preceding vehicle. FIG. 12 is a cross-sectional view showing an example of a tire according to a third embodiment. FIG. 13 is an enlarged cross-sectional view of a part of the tire according to the third embodiment. FIG. 14 is a view showing an example of a tread portion of a tire according to a third embodiment. FIG. 15 is a view showing an example of a leading vehicle on which the tire according to the third embodiment is mounted. FIG. 16 is a view showing a modified example of the tread portion of the tire. FIG. 17 is a view showing a modified example of the tread portion of the tire.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings, but the present invention is not limited thereto. The components of the embodiments described below can be combined as appropriate. In addition, some components may not be used.

First Embodiment
The first embodiment will be described. FIG. 1 is a view schematically showing an example of a host vehicle 100A according to the present embodiment. As shown in FIG. 1, the vehicle 100A includes a traveling device 2 including a tire 1A, a vehicle body 3 supported by the traveling device 2, an engine 4 for driving the traveling device 2, and traveling of the vehicle 100A. And a driving support device 5 for supporting the vehicle. The tire 1A is a pneumatic tire.

  The driving support device 5 includes a camera 51 that acquires an image, a processing device 52 that executes a process for avoiding a collision between the vehicle 100A and an object, and a control device 53.

  The traveling device 2 includes a wheel 21 supporting the tire 1A, an axle 22 supporting the wheel 21, a steering device 23 for changing the traveling direction of the traveling device 2, and a braking device for decelerating or stopping the traveling device 2 And 24.

  The traveling device 2 has a front wheel and a rear wheel. The front wheel includes a left front wheel provided on the left side of the vehicle body 3 and a right front wheel provided on the right side of the vehicle body 3. The rear wheels include a left rear wheel provided on the left side of the vehicle body 3 and a right rear wheel provided on the right side of the vehicle body. That is, in the present embodiment, the host vehicle 100A is a four-wheeled vehicle. The wheel 21 includes a front wheel 21f and a rear wheel 21r. The tire 1A includes a front tire 1Af supported by the front wheel 21f and a rear tire 1Ar supported by the rear wheel 21f. The front wheels of the traveling device 2 include front wheels 21 f and front tires 1 Af. The rear wheels of the traveling device 2 include a rear wheel 21 r and a rear tire 1 Ar.

  The vehicle body 3 has a driver's cab on which a driver gets. An accelerator pedal for adjusting the output of the engine 4, a brake pedal for operating the brake device 24, and a steering wheel for operating the steering device 23 are disposed in the driver's cab. The driver operates the accelerator pedal, the brake pedal, and the steering wheel. The driver's operation causes the vehicle 100A to travel. A headlight 6 is provided at the front of the vehicle body 2.

  The camera 51 is a monocular camera. The camera 51 acquires an image of an object present in front of the host vehicle 100A. The camera 51 is provided below the headlight 6 of the vehicle 100A. The camera 51 is provided forward of the rotation axis of the front wheel of the vehicle 100A and below the rotation axis of the front wheel. In the present embodiment, the camera 51 is provided on the lower surface of the vehicle 100A in front of the front wheels.

  FIG. 2 is a view schematically showing an example of the vehicle 100A traveling on the road surface RS of a road. When the host vehicle 100A travels a road, there are many cases where another vehicle exists in front of the host vehicle 100A. In the following description, the vehicle 100B traveling in front of the host vehicle 100A will be appropriately referred to as a leading vehicle 100B, and the vehicle 100C traveling in front of the leading vehicle 100B will be appropriately referred to as a leading vehicle 100C. The preceding vehicle 100B is a vehicle that exists immediately before the host vehicle 100A. The leading vehicle 100C is a vehicle that exists immediately before the leading vehicle 100B. The preceding vehicle 100B is present between the own vehicle 100A and the forward vehicle 100C.

  Similar to the host vehicle 100A, the leading vehicle 100B is a four-wheeled vehicle. Four tires 1B are attached to the leading vehicle 100B. The preceding vehicle 100B has a front wheel and a rear wheel. The front wheels of the leading vehicle 100B include left front wheels and right front wheels provided on the left and right of the vehicle body of the leading vehicle 100B. The rear wheels of the leading vehicle 100B include left and right rear wheels provided on the left and right of the vehicle body of the leading vehicle 100B. Tire 1B of leading vehicle 100B includes front wheel tire 1Bf supported by the front wheel of leading vehicle 100B, and rear wheel tire 1Br supported by the rear wheel of leading vehicle 100B.

  Similar to the host vehicle 100A and the leading vehicle 100B, the forward vehicle 100C is a four-wheeled vehicle. The four tires 1C are mounted on the forward traveling vehicle 100C. The forward vehicle 100C has a front wheel and a rear wheel. The front wheels of the forward vehicle 100C include left front wheels and right front wheels provided on the left and right of the vehicle body of the forward vehicle 100C. The rear wheels of the leading vehicle 100C include a left rear wheel and a right rear wheel provided on the left and right of the vehicle body of the leading vehicle 100C. Tire 1C of leading vehicle 100C includes front wheel tire 1Cf supported by the front wheel of leading vehicle 100C, and rear wheel tire 1Cr supported by the rear wheel of leading vehicle 100C.

  The travel support device 5 of the host vehicle 100A supports the travel of the host vehicle 100A such that a collision between the host vehicle 100A and the preceding vehicle 100B is avoided. As shown in FIGS. 1 and 2, the driving support device 5 includes a camera 51 provided in the vehicle 100A, a control device 53 provided in the vehicle 100A, and a processing device 52 provided in the vehicle 100A. Have. The camera 51 of the host vehicle 100A acquires at least an image of the rear wheel tire 1Br of the leading vehicle 100B. The processing device 52 executes processing for avoiding a collision between the host vehicle 100A and the preceding vehicle 100B.

  In the present embodiment, the processing device 52 includes an alarm device 52A that is provided in the host vehicle 100A and issues an alarm. The alarm device 52A is provided in the driver's cab. The alarm device 52A issues an alarm to the driver in the driver's cab when the possibility of a collision between the host vehicle 100A and the preceding vehicle 100B is high. The alarm device 52A includes at least one of a display device and an audio output device. The display device of the alarm device 52A displays image data indicating an alarm. The audio output device of the alarm device 52A outputs audio data indicating an alarm.

  In the present embodiment, the processing device 52 includes an automatic brake device 52B provided in the host vehicle 100A and configured to decelerate or stop the host vehicle 100A. The automatic brake device 52B decelerates or stops the traveling device 2 of the host vehicle 100A when the possibility of a collision between the host vehicle 100A and the preceding vehicle 100B is high.

  Control device 53 includes a computer system. Control device 53 includes an engine control unit (ECU). The controller 53 includes a processor such as a CPU and a memory such as a ROM or a RAM.

  The image data acquired by the camera 51 is output to the control device 53. The control device 53 controls the processing device 52 based on the image data acquired by the camera 51.

  FIG. 3 is a view showing an example of an image acquired by the camera 51 of the host vehicle 100A. As shown in FIG. 3, the camera 51 can acquire an image of the rear of the leading vehicle 100B. The camera 51 can acquire an image of the rear wheel tire 1Br of the leading vehicle 100B.

  In addition, the camera 51 of the host vehicle 100A can obtain an image of the front tire 1F which exists in front of the rear wheel tire 1Br of the leading vehicle 100B through the gap between the lower surface of the leading vehicle 100B and the road surface RS.

  The front tire 1F may be the front tire 1Br of the leading vehicle 100B. The front tire 1F may be the rear wheel tire 1Cr of the forward traveling vehicle 100C. The front tire 1F may be a front wheel tire 1Cf of the vehicle 100C ahead. FIG. 3 shows an example in which an image of the rear wheel tire 1Cr of the vehicle 100C ahead is acquired as the front tire 1F. As shown in FIG. 3, the camera 51 of the host vehicle 100A can simultaneously acquire an image of the rear wheel tire 1Br of the leading vehicle 100B and an image of the front tire 1F.

  FIG. 4 is a view schematically showing an example of the relationship between the camera 51 of the host vehicle 100A, the tire 1B of the leading vehicle 100B, and the tire 1C of the preceding vehicle 100C. The camera 51 of the own vehicle 100A has a visual field area (detection area) in which an image can be acquired. As shown in FIG. 4, in traveling of the host vehicle 100A, the rear wheel tire 1Br of the leading vehicle 100B located immediately in front of the host vehicle 100A is disposed in the field of view of the camera 51 of the host vehicle 100A. The camera 51 of the host vehicle 100A can acquire an image of the rear wheel tire 1Br of the leading vehicle 100B.

  Further, as shown in FIG. 4, in traveling of the host vehicle 100A, the front tire 1F which is present in front of the rear wheel tire 1Br of the leading vehicle 100B is disposed in the field of view of the camera 51 of the host vehicle 100A. The camera 51 of the host vehicle 100A can obtain an image of the front tire 1F that exists in front of the rear wheel tire 1Br.

  As shown in FIG. 4, the front tire 1F includes at least one of a front tire 1Bf of the leading vehicle 100B, a rear wheel tire 1Cr of the leading vehicle 100C, and a front tire 1Cf of the leading vehicle 100C. The camera 51 of the host vehicle 100A has the front wheel tire 1Bf of the leading vehicle 100B, the rear wheel tire 1Cr of the leading vehicle 100C, and the front wheel tire 1Cf of the leading vehicle 100C via the gap between the lower surface of the leading vehicle 100B and the road surface RS. It is possible to obtain at least one image of

  The camera 51 of the host vehicle 100A simultaneously acquires an image of the rear wheel tire 1Br of the leading vehicle 100B and an image of the front tire 1F existing in front of the rear wheel tire 1Br of the leading vehicle 100B. That is, the camera 51 is an image of at least one of the front tire 1Bf of the leading vehicle 100B, the rear tire 1Cr of the leading vehicle 100C, and the front tire 1Cf of the leading vehicle 100C, together with the image of the rear wheel tire 1Br of the leading vehicle 100B. To get

  The control device 53 can distinguish between the rear tire 1Br and the front tire 1F of the leading vehicle 100B in the image acquired by the camera 51.

  The front tire 1F is farther from the camera 51 than the rear wheel tire 1Br of the leading vehicle 100B. Therefore, in the image acquired by the camera 51, the width of the front tire 1F is smaller than the width of the rear wheel tire 1Br. Therefore, when the camera 51 simultaneously acquires both the image of the rear wheel tire 1Br of the leading vehicle 100B and the image of the front tire 1F, the control device 53 determines that the acquired tire image is a rear wheel based on the width of the tire. It is possible to distinguish whether it is an image of the tire 1Br or an image of the front tire 1F.

  Further, in the image acquired by the camera 51, the control device 53 may distinguish between the front tire 1Bf of the leading vehicle 100B and the tire 1C (at least one of the rear wheel tire 1Cr and the front tire 1Cf) of the forward vehicle 100C. it can.

  In the traveling direction of the leading vehicle 100B, the relative position between the rear wheel tire 1Br of the leading vehicle 100B and the front wheel tire 1Bf of the leading vehicle 100B does not substantially change. That is, the relative speed between the rear wheel tire 1Br of the leading vehicle 100B and the front wheel tire 1Bf of the leading vehicle 100B is substantially zero. In other words, regarding the traveling direction of the leading vehicle 100B, the difference between the moving speed of the rear wheel tire 1Br of the leading vehicle 100B and the moving speed of the front tire 1Bf of the leading vehicle 100B is substantially zero.

  On the other hand, in the traveling direction of the leading vehicle 100B, the relative position of the rear wheel tire 1Br of the leading vehicle 100B and the tire 1C of the leading vehicle 100C often changes. That is, the relative speed between the rear wheel tire 1Br of the leading vehicle 100B and the tire 1C of the leading vehicle 100C often changes. In other words, in the traveling direction of the leading vehicle 100B, the difference between the moving speed of the rear wheel tire 1Br of the leading vehicle 100B and the moving speed of the tire 1C of the preceding vehicle 100C is often not zero.

  Whether the relative speed between the rear wheel tire 1Br and the front tire 1F of the leading vehicle 100B has changed is determined by the width of the image of the rear wheel tire 1Br of the leading vehicle 100B acquired by the camera 51 and the width of the image of the front tire 1F. It can be determined from the change in

  Therefore, it can be considered that the front tire 1F in which the relative speed with the rear wheel tire 1Br of the leading vehicle 100B is changing is the tire 1C of the vehicle 100C ahead traveling. The front tire 1F in which the relative speed with the rear wheel tire 1Br of the leading vehicle 100B is not changed can be regarded as the front tire 1Bf of the leading vehicle 100B.

  FIG. 5 is a functional block diagram showing an example of the driving support device 5 according to the present embodiment. As shown in FIG. 5, the control device 53 acquires a data acquisition unit 53A that acquires image data indicating an image acquired by the camera 51, and a rear wheel tire 1Br of the leading vehicle 100B based on the image acquired by the camera 51. Whether or not the front tire 1F is the tire 1C of the vehicle 100C ahead on the basis of the derivation portion 53B that derives the relative velocity with the front tire 1F, and the derived relative velocity of the rear wheel tire 1Br and the front tire 1F Determination unit 53C, a first estimation unit 53D for estimating a first distance L1 from the host vehicle 100A to the leading vehicle 100B based on the image of the rear wheel tire 1Br of the leading vehicle 100B, and the front tire 1F ahead vehicle If it is determined that the tire is 100C tire 1C, based on the image of the rear wheel tire 1Br of the leading vehicle 100B and the image of the front tire 1F, the preceding vehicle Control signal for controlling the processing device 52 based on at least one of the second estimation unit 53E that estimates the second distance L2 from 100B to the vehicle 100C ahead and the estimated first distance L1 and second distance L2 The own vehicle 100A follows the leading vehicle 100B in a state in which the control unit 53F that outputs the data, the storage unit 53G that stores data, and the first distance L1 from the own vehicle 100A to the leading vehicle 100B are maintained constant. And an auto-cruise unit 53H that outputs a control signal for controlling at least one of the output of the engine 4 and the automatic brake device 52B to travel.

  The processing device 52 includes an alarm device 52A and an automatic braking device 52B. The processing device 52 executes a process for avoiding a collision between the host vehicle 100A and the preceding vehicle 100B based on at least one of the estimated first distance L1 and the second distance L2.

  The camera 51 acquires an image of the rear wheel tire 1Br of the leading vehicle 100B and an image of the front tire 1F existing in front of the rear wheel tire 1Br of the leading vehicle 100B. Rear wheel tire image data indicating an image of the rear wheel tire 1Br of the leading vehicle 100B and front tire image data indicating an image of the front tire 1F are transmitted to the data acquisition unit 53A of the control device 53.

  The deriving unit 53B derives the relative speed between the rear wheel tire 1Br and the front tire 1F based on the rear wheel tire image data and the front tire image data acquired by the data acquiring unit 53A. When the relative speed between the rear wheel tire 1Br and the front tire 1F of the leading vehicle 100B does not change (when it is zero), the width of the rear wheel tire derived from the rear wheel tire image data and the front tire image data are derived The difference (or ratio) with the width of the front tire is constant. On the other hand, when the relative speed between the rear wheel tire 1Br and the front tire 1F of the leading vehicle 100B changes (when it is not zero), the width of the rear wheel tire derived from the rear wheel tire image data and the front tire image data are derived The difference (or ratio) with the width of the front tire to be made changes. The lead-out unit 53B can derive the relative speed between the rear wheel tire 1Br and the front tire 1F based on the width of the rear wheel tire 1Br and the width of the front tire 1F of the leading vehicle 100B.

  Determination unit 53C determines whether or not front tire 1F is tire 1C of vehicle 100C ahead based on the relative speed between rear wheel tire 1Br and front tire 1F of leading vehicle 100B derived by leader 53B. . When the front tire 1F is the front wheel tire 1Bf of the leading vehicle 100B, the relative speed between the rear wheel tire 1Br of the leading vehicle 100B and the front tire 1F is substantially zero. When the front tire 1F is the tire 1C of the vehicle 100C, the relative speed between the rear tire 1Br and the front tire 1F of the leading vehicle 100B changes. Therefore, whether the front tire 1F is the front tire 1Bf of the leading vehicle 100B or the tire 1C of the leading vehicle 100C is based on the relative speed of the rear wheel tire 1Br and the front tire 1F of the leading vehicle 100B. Can be determined.

  The first estimation unit 53D estimates a first distance L1 indicating an inter-vehicle distance between the host vehicle 100A and the leading vehicle 100B based on the image of the rear wheel tire 1Br of the leading vehicle 100B. The width of the rear wheel tire 1Br of the leading vehicle 100B derived from the rear wheel tire image data correlates with the first distance L1. The storage unit 53G of the control device 53 stores map data indicating the relationship between the width of the rear wheel tire 1Br derived from the rear wheel tire image data and the first distance L1 from the host vehicle 100A to the leading vehicle 100B. ing. The map data is statistically obtained from the relationship between the widths of various types of tires and the distance between vehicles. The map data may be obtained in advance by experiment or may be obtained by simulation. The first estimation unit 53D estimates a first distance L1 from the host vehicle 100A to the leading vehicle 100B based on the map data stored in the storage unit 53G and the image of the rear wheel tire 1Br acquired by the camera 51. can do.

  When the determination unit 53C determines that the front tire 1F is the tire 1C of the forward vehicle 100C, the second estimation unit 53E is based on the image of the rear wheel tire 1Br of the leading vehicle 100B and the image of the tire 1C of the forward vehicle 100C. A second distance L2 indicating an inter-vehicle distance between the leading vehicle 100B and the preceding vehicle 100C is estimated. The width of the rear wheel tire 1Br of the leading vehicle 100B derived from the rear wheel tire image data correlates with the first distance L1 from the host vehicle 100A to the leading vehicle 100B. The width of the tire 1C of the forward vehicle 100C derived from the front tire image data indicating the image of the tire 1C of the forward vehicle 100C correlates with the third distance L3 from the host vehicle 100A to the forward vehicle 100C. A map showing the relationship between the width of the rear wheel tire 1Br of the leading vehicle 100B derived from the rear wheel tire image data and the first distance L1 from the host vehicle 100A to the leading vehicle 100B in the storage unit 53G of the control device 53 Data and map data indicating the relationship between the width of the tire 1C of the preceding vehicle 100C derived from the front tire image data and the third distance L3 from the host vehicle 100A to the preceding vehicle 100C are stored. As described above, the map data is statistically determined from the relationship between the widths of various types of tires and the distance between vehicles. The second estimation unit 53E estimates a first distance L1 from the host vehicle 100A to the leading vehicle 100B based on the map data stored in the storage unit 53G and the image of the rear wheel tire 1Br of the leading vehicle 100B. be able to. The second estimating unit 53G estimates the third distance L3 from the host vehicle 100A to the preceding vehicle 100C based on the map data stored in the storage unit 53G and the image of the tire 1C of the preceding vehicle 100C. it can. The second distance L2 can be derived based on the difference between the first distance L1 and the third distance L3. The second estimating unit 53E can estimate the second distance L2 from the leading vehicle 100B to the preceding vehicle 100C by estimating the first distance L1 and the third distance L3.

  Control unit 53F controls a control signal for controlling processing device 52 based on at least one of first distance L1 estimated by first estimation unit 53D and second distance L2 estimated by second estimation unit 53E. Output.

  In the present embodiment, the first estimation unit 53D can estimate the amount of change of the first distance L1 per unit time. The control unit 53F outputs a control signal for operating the processing device 52 when the first distance L1 changes so as to be short and the amount of change is larger than the first threshold. The first threshold is stored in the storage unit 53G. The state in which the first distance L1 changes so as to be short and the amount of change is larger than the first threshold value means the state in which the first distance L1 becomes sharply short. When the first distance L1 sharply decreases, the processing device 52 executes a process for avoiding a collision between the host vehicle 100A and the preceding vehicle 100B based on the control signal output from the control unit 53F.

  Further, in the present embodiment, the second estimation unit 53E can estimate the amount of change of the second distance L2 per unit time. The control unit 53F outputs a control signal for operating the processing device 52 when the second distance L2 changes so as to be short and the amount of change is larger than the second threshold. The second threshold is stored in the storage unit 53G. The state in which the second distance L2 changes so as to be short and the amount of change is larger than the second threshold value means the state in which the second distance L2 becomes sharply short. When the second distance L2 sharply decreases, the processing device 52 executes processing for avoiding a collision between the host vehicle 100A and the preceding vehicle 100B based on the control signal output from the control unit 53F.

  Next, an example of a driving support method using the driving support device 5 according to the present embodiment will be described with reference to the flowchart in FIG.

  The image of the rear wheel tire 1Br of the leading vehicle 100B and the image of the front tire 1F existing in front of the rear wheel tire 1Br are acquired by the camera 51 of the host vehicle 100A (step SP1).

  Control device 53 estimates first distance L1 indicating the inter-vehicle distance between host vehicle 100A and leading vehicle 100B based on the image of rear wheel tire 1Br of leading vehicle 100B (step SP2).

  It is determined whether the estimated first distance L1 is less than or equal to a predetermined first set value (step SP3). The first set value is stored in the storage unit 53G. The first set value is a value at which the possibility of a collision between the host vehicle 100A and the preceding vehicle 100B is sufficiently low. The first set value is obtained in advance for each relative speed between the host vehicle 100A and the preceding vehicle 100B by experiment or simulation. When the first distance L1 is larger than the first set value, the inter-vehicle distance between the host vehicle 100A and the leading vehicle 100B is sufficient, and the possibility of a collision between the host vehicle 100A and the leading vehicle 100B is sufficiently low. On the other hand, when the first distance L1 is equal to or less than the first set value, the inter-vehicle distance between the host vehicle 100A and the leading vehicle 100B is insufficient, and the possibility of a collision between the host vehicle 100A and the leading vehicle 100B increases.

  If it is determined in step SP3 that the first distance L1 is not less than or equal to the first set value (step SP3: No), that is, if it is determined that the inter-vehicle distance between the host vehicle 100A and the preceding vehicle 100B is sufficient, Acquisition of an image by the camera 51 is continued.

  When it is determined in step SP3 that the first distance L1 is equal to or less than the first set value (step SP3: Yes), that is, it is determined that the inter-vehicle distance between the host vehicle 100A and the preceding vehicle 100B is insufficient. In this case, the control device 53 derives the relative speed between the rear wheel tire 1Br and the front tire 1F of the leading vehicle 100B (step SP4).

  Control device 53 determines whether or not front tire 1F is tire 1C of vehicle 100C ahead based on the derived relative velocity of rear wheel tire 1Br and front tire 1F of leading vehicle 100B (step SP5). .

  If it is determined in step SP5 that the front tire 1F is not the tire 1C of the vehicle 100C ahead (step SP5: No), that is, if it is determined that the front tire 1F is the front tire 1Bf of the leading vehicle 1B, the camera 51 Acquisition of images by will continue.

  If it is determined in step SP5 that the front tire 1F is the tire 1C of the vehicle 100C ahead (step SP5: Yes), the control device 53 controls the image of the rear wheel tire 1Br of the leading vehicle 100B and the tire 1C of the vehicle 100C ahead The second distance L2 indicating the inter-vehicle distance between the leading vehicle 100B and the preceding vehicle 100C is estimated based on the image of (step SP6).

  It is determined whether the estimated second distance L2 is less than or equal to a predetermined second set value (step SP7). The second set value is stored in the storage unit 53G. The second set value is a value with a sufficiently low possibility of the collision between the preceding vehicle 100B and the preceding vehicle 100C. The second set value is obtained in advance for each relative speed between the leading vehicle 100B and the preceding vehicle 100C by experiment or simulation. When the second distance L2 is larger than the second set value, the inter-vehicle distance between the leading vehicle 100B and the leading vehicle 100C is sufficient, and the possibility of a collision between the leading vehicle 100B and the leading vehicle 100C is sufficiently low. On the other hand, when the second distance L2 is equal to or less than the second set value, the inter-vehicle distance between the leading vehicle 100B and the preceding vehicle 100C is insufficient, and the possibility of a collision between the leading vehicle 100B and the preceding vehicle 100C increases. In addition, when the second distance L2 is equal to or less than the second set value, the probability that the leading vehicle 100B suddenly brakes increases in an attempt to avoid a collision with the preceding vehicle 100C.

  If it is determined in step SP7 that the second distance L2 is not less than or equal to the second set value (step SP7: No), that is, if it is determined that the inter-vehicle distance between the leading vehicle 100B and the preceding vehicle 100C is sufficient, The control device 53 causes the processing device 52 to execute processing for avoiding a collision between the host vehicle 100A and the preceding vehicle 100B caused by the first distance L1 (step SP8). In the present embodiment, the control device 53 causes the alarm device 52A to generate an alarm indicating that the first distance L1 from the host vehicle 100A to the preceding vehicle 100B is short. When first distance L1 is short, control device 53 may output a control signal for operating automatic brake device 52B in order to avoid a collision between host vehicle 100A and preceding vehicle 100B. The brake operation by the automatic brake device 52B is forcibly executed regardless of the presence or absence of the operation of the brake pedal (the operation of the brake device 24) by the driver.

  When it is determined in step SP7 that the second distance L2 is equal to or less than the second set value (step SP7: Yes), that is, it is determined that the inter-vehicle distance between the leading vehicle 100B and the preceding vehicle 100C is insufficient. In this case, the control device 53 causes the processing device 52 to execute a process for avoiding a collision between the host vehicle 100A and the preceding vehicle 100B caused by the second distance L2 (step SP9). In the present embodiment, control device 53 causes alarm device 52A to generate an alarm indicating that second distance L2 from preceding vehicle 100B to preceding vehicle 100C is short. In addition, when the second distance L2 is short, the preceding vehicle 100B is highly likely to brake rapidly in an effort to avoid a collision with the preceding vehicle 100C. In that case, the possibility that the own vehicle 100A and the preceding vehicle 100B collide with each other is increased. When the second distance L2 is short, the control device 53 may output a control signal for operating the automatic brake device 52B in order to avoid a collision between the host vehicle 100A and the preceding vehicle 100B.

  When the first distance L1 is larger than the first set value and the second distance L2 is larger than the second set value, the auto-cruise unit 53H of the control device 53 generates the image of the leading vehicle 100B acquired by the camera 51. Based on the output of the engine 4 and the automatic brake device so that the host vehicle 100A travels following the leader vehicle 100B while the first distance L1 from the host vehicle 100A to the leader vehicle 100B is maintained constant. A control signal for controlling at least one of 52B may be output. The auto cruise unit 53H has an adaptive cruise control function capable of performing inter-vehicle control. The adjustment of the output of the engine 4 by the auto cruise unit 53H is performed prior to the adjustment by the operation of the accelerator pedal by the driver. The adjustment of the automatic braking device 52B by the auto cruise unit 53H is performed prior to the adjustment by the operation of the brake pedal by the driver.

  In the example described with reference to FIG. 6, when the first distance L1 is equal to or less than the first set value and the second distance L2 is equal to or less than the second set value, the vehicle is caused by the second distance L2. A process for avoiding a collision between the vehicle 100A and the preceding vehicle 100B is performed. When the first distance L1 is larger than the first set value and the second distance L2 is equal to or less than the second set value, a collision between the own vehicle 100A and the preceding vehicle 100B due to the second distance L2 is avoided. Processing may be performed. That is, when the inter-vehicle distance between the host vehicle 100A and the leading vehicle 100B is sufficient and the inter-vehicle distance between the leading vehicle 100B and the leading vehicle 100C is insufficient, the control device 53 changes the distance from the leading vehicle 100B to the leading vehicle 100C. The alarm device 52A may generate an alarm indicating that the two distances L2 are short, or the automatic brake device 52B may be operated. For example, when it is determined that the second distance L2 has become short sharply, the processing device 52 executes a process before the leading vehicle 100B suddenly brakes, thereby causing a collision between the own vehicle 100A and the leading vehicle 100B. Is prevented in advance.

  In step SP3, it may be determined whether the first distance L1 changes so as to be shorter and whether the amount of change of the first distance L1 per unit time is larger than the first threshold. That is, in step SP3, it may be determined whether or not the first distance L1 is sharply shortened. If it is determined that the first distance L1 is not sharply shortened, acquisition of the image by the camera 51 is continued, and if it is determined that the first distance L1 is sharply shortened, the process of step SP4 is executed. It may be done.

  In step SP7, it may be determined whether the second distance L2 changes so as to be short and the amount of change of the second distance L2 per unit time is larger than the second threshold. That is, in step SP7, it may be determined whether or not the second distance L2 is sharply shortened. If it is determined that the second distance L2 is not sharply shortened, the process of step SP8 is executed. If it is determined that the second distance L2 is sharply shortened, the process of step SP9 is executed. It is also good.

  As described above, according to the present embodiment, not only the image of the rear wheel tire 1Br of the leading vehicle 100B but also the image of the tire 1C of the leading vehicle 100C are acquired, and the first vehicle 100A to the leading vehicle 100B is obtained. Since the distance L1 and the second distance L2 from the preceding vehicle 100B to the preceding vehicle 100C are estimated, the possibility of a collision between the own vehicle 100A and the preceding vehicle 100B due to a change in the second distance L2 is appropriately determined. Be done. When it is determined that the second distance L2 is short, the processing device 52 operates to prevent a collision between the host vehicle 100A and the leading vehicle 100B in advance.

  Further, according to the present embodiment, the relative speed between the rear wheel tire 1Br and the front tire 1F is derived with high accuracy based on the image acquired by the camera 51. Whether the front tire 1F is the tire 1B of the leading vehicle 100B or the tire 1C of the leading vehicle 100C is accurately determined based on the derived relative velocity between the rear wheel tire 1Br and the front tire 1F. Therefore, estimation of the second distance L2 is appropriately performed.

  Further, according to the present embodiment, the camera 51 is provided below the headlight 6 of the vehicle 100A. Therefore, the camera 51 can acquire an image of the front tire 1F smoothly through the gap between the lower surface of the leading vehicle 100B and the road surface RS.

  Further, according to the present embodiment, when the second distance L2 is estimated and it is determined that the second distance L2 has sharply decreased, the processing device 52 executes the processing to thereby cause the host vehicle 100A and the leading vehicle 100B to perform processing. Collisions with are highly likely to be avoided.

  Further, according to the present embodiment, when the first distance L1 is estimated and it is determined that the first distance L1 has sharply decreased, the processing device 52 executes the processing to thereby cause the host vehicle 100A and the leading vehicle 100B to perform processing. Collisions with are highly likely to be avoided.

  In the present embodiment, the camera 51 may be provided in a suspension arm or link mechanism that supports a wheel, or may be provided in a knuckle that supports a wheel. By providing the camera 51 under a so-called spring state, when the vehicle 100A travels on a large unevenness or step of the road surface RS, the camera 51 is prevented from contacting the road surface RS. The camera 51 may be provided in at least a part of the steering device 23. The direction of the field of view of the camera 51 may be changed in synchronization with the steering of the steering device 23. The same applies to the following embodiments.

Second Embodiment
The second embodiment will be described. In the following description, the component parts identical or equivalent to those of the above-described embodiment are denoted by the same reference numerals, and the description thereof is simplified or omitted.

  FIG. 7 is a view schematically showing an example of the host vehicle 100A, the leading vehicle 100B, and the forward vehicle 100C according to the present embodiment. In the present embodiment, a plurality of cameras 51 are provided in the host vehicle 100A. In the example shown in FIG. 7, two cameras 41 are provided in the host vehicle 100A. Each of the plurality of cameras 51 is a monocular camera.

  The camera 51 is disposed apart in the vehicle width direction of the host vehicle 100A. One camera 51 is provided on the right side of the central portion of vehicle 100A in the vehicle width direction. The other camera 51 is provided on the left side of the center of the vehicle 100A in the vehicle width direction. In the vehicle width direction of the vehicle 100A, the distance between the center of the vehicle 100A and the one camera 51 and the distance between the center of the vehicle 100A and the other camera 51 are substantially equal.

  As shown in FIG. 7, by providing at least two cameras 51, the positional relationship between the host vehicle 100A and the leading vehicle 100B changes, and the presence of the leading vehicle 100B causes one camera 51 to be a tire of the vehicle 100C ahead. Even if the image of 1C can not be acquired, the other camera 51 can acquire the image of the tire 1C of the vehicle 100C ahead. That is, even if the tire 1C of the preceding vehicle 100C is disposed at the blind spot of one camera 51 due to the presence of the leading vehicle 100B, the other camera 51 can acquire an image of the tire 1C of the preceding vehicle 100C.

  As described above, by providing a plurality of cameras 51, the recognition rate of the tire 1C of the vehicle 100C ahead of time is improved. Therefore, the estimation of the second distance L2 is performed accurately.

(Modification of the first and second embodiments)
In the first and second embodiments described above, the first distance L1 is estimated based on the width of the rear wheel tire 1Br of the leading vehicle 100B on the image and the map data stored in the storage unit 53G. I decided to be done. As shown in FIG. 8, the first distance L1 may be estimated based on the distance Wr between the left rear wheel tire 1Brl and the right rear wheel tire 1Brr of the leading vehicle 100B on the image. That is, based on the image of the left rear wheel tire 1Brl and the image of the right rear wheel tire 1Brr of the leading vehicle 100B, the first estimation unit 53D is a first distance L1 indicating the inter-vehicle distance between the host vehicle 100A and the leading vehicle 100B. Estimate The distance Wr is correlated with the first distance L1. The storage unit 53G of the control device 53 stores map data indicating the relationship between the distance Wr and the first distance L1 from the host vehicle 100A to the leading vehicle 100B. The map data is statistically obtained from the relationship between the distance Wr between various types of vehicles and the inter-vehicle distance. The map data may be obtained in advance by experiment or may be obtained by simulation. The first estimation unit 53D is based on the map data stored in the storage unit 53G and the distance Wr derived from the image of the left rear wheel tire 1Brl acquired by the camera 51 and the image of the right rear wheel tire 1Brr. The first distance L1 from the host vehicle 100A to the leading vehicle 100B can be estimated.

  Similarly, the second estimation unit 53E is based on the map data and the distance between the left tire 1Cl and the right tire 1Cr derived from the image of the left tire 1Cl of the forward vehicle 100C and the image of the right tire 1Cr. The third distance L3 from 100A to the vehicle 100C ahead can be estimated. In addition, the second estimating unit 53E can estimate the second distance L2 based on the first distance L1 and the third distance L3.

  Further, the deriving unit 53B changes the relative speed between the host vehicle 100A and the leading vehicle 100B based on the amount of change in the distance Wr between the left rear wheel tire 1Brl and the right rear wheel tire 1Brr of the leading vehicle 100B in the image. Can be derived. Further, the deriving unit 53B is configured to use the host vehicle 100A and the leading vehicle 100B based on the amount of change in the position of the left rear wheel tire 1Brl and the position of the right rear wheel tire 1Brr relative to the reference point on the image. It is possible to derive the amount of change in relative velocity of The reference point may be the center point of the image or another object other than the tire.

  In the above embodiment, the leading vehicle 100B is a passenger car having two axles 22. As shown in FIG. 9, the leading vehicle 100 </ b> B may be a truck having three axles 22. The leading vehicle 100B includes a tire 1Ba supported by the rearmost axle 22A, a tire 1Bb supported by an axle 22B disposed next to the axle 22A, and a tire 1Bc supported by the frontmost axle 22C. When it has, tire 1Ba is rear wheel tire 1Br of leading vehicle 100B, and tire 1Bb and 1Bc are front tire 1F. On the image, the relative positions of the tire 1Ba and the tires 1Bb and 1Bc do not change.

  In the preceding vehicle 100B shown in FIG. 9, the distance between the tire 1Ba and the tire 1Bb is shorter than the distance between the tire 1Bb and the tire 1Bc. As shown in FIG. 10, the preceding vehicle 100B may be such that the distance between the tire 1Ba and the tire 1Bb is longer than the distance between the tire 1Bb and the tire 1Bc. As shown in FIG. 11, the leading vehicle 100 </ b> B may have four axles 22. Also, the leading vehicle 100B may have five or more axles 22. Even if the number of axles 22 changes, the tire supported by the rearmost axle 22 is the rear wheel tire 1Br, and the tire supported by the other axles 22 is treated as the front tire 1F. As shown in FIG. 9, when the distance between the tire 1Ba and the tire 1Bb is short, both the tire 1Ba and the tire 1Bb may be treated as the rear wheel tire 1Br.

  In the first and second embodiments described above, it is assumed that the leading vehicle 100B and the leading vehicle 100C have a single tire system having one tire on the left and right of the vehicle body 3. At least one of the leading vehicle 100 </ b> B and the forward vehicle 100 </ b> C may have a double tire system having two tires on the left and right of the vehicle body 3.

Third Embodiment
A third embodiment will be described. In the present embodiment, an example of a tire suitable for image recognition by the camera 51 will be described. The tires described below are preferably mounted on both the leading vehicle 100B and the forward vehicle 100C. In addition, the tire described below may be attached to any one of the leading vehicle 100B and the leading vehicle 100C.

  In the following description, an XYZ orthogonal coordinate system is set, and the positional relationship of each part will be described with reference to this XYZ orthogonal coordinate system. One direction in the horizontal plane is taken as an X-axis direction, a direction orthogonal to the X-axis direction in a horizontal plane is taken as a Y-axis direction, and a direction orthogonal to each of the X-axis direction and the Y-axis direction is taken as a Z-axis direction. Further, rotation (inclination) directions around the X axis, the Y axis, and the Z axis are taken as θX, θY, and θZ directions, respectively.

  FIG. 12 is a cross-sectional view showing an example of a tire 101 according to the present embodiment. FIG. 13 is a cross-sectional view enlarging a part of the tire 101 according to the present embodiment. The tire 101 is a pneumatic tire.

  The tire 101 is rotatable about a central axis (rotational axis) AX. 12 and 13 each show a meridional section passing through the central axis AX of the tire 101. FIG. The central axis AX of the tire 101 is orthogonal to the equatorial plane CL of the tire 101.

  In the present embodiment, the central axis AX of the tire 101 is parallel to the Y axis. That is, in the present embodiment, the direction parallel to the central axis AX is the Y-axis direction. The Y-axis direction is the width direction of the tire 101 or the vehicle width direction. The equatorial plane CL passes through the center of the tire 101 in the Y-axis direction. The θY direction is the rotation direction of the tire 101. The X-axis direction and the Z-axis direction are radial directions with respect to the central axis AX. The road surface on which the tire 101 travels is substantially parallel to the XY plane.

  In the following description, the rotational direction of the tire 1 (central axis AX) is appropriately referred to as circumferential direction, the radial direction with respect to the central axis AX is appropriately referred to as radial direction, and the direction parallel to the central axis AX is appropriately width It is called direction.

  The tire 101 includes a carcass portion 102, a belt layer 103, a belt cover 104, a bead portion 105, a tread portion 110, and a sidewall portion 109. The tread portion 10 includes a tread rubber 106. Sidewall portion 109 includes sidewall rubber 108. Each of the carcass portion 102, the belt layer 103, and the belt cover 104 includes a cord. The cord is a reinforcement. The cord may be referred to as a wire. Each layer including a reinforcing material such as the carcass portion 102, the belt layer 103, and the belt cover 104 may be referred to as a cord layer or may be referred to as a reinforcing material layer.

  The carcass portion 102 is a strength member that forms the skeleton of the tire 1. The carcass part 102 contains a code. The cord of the carcass portion 102 may be referred to as a carcass cord. The carcass portion 102 functions as a pressure vessel when the tire 101 is filled with air. The carcass portion 102 is supported by the bead portion 105. The bead portion 105 is disposed on one side and the other side of the carcass portion 102 in the Y-axis direction. The carcass portion 102 is folded back at the bead portion 105. The carcass portion 102 includes an organic fiber carcass cord and a rubber covering the carcass cord. The carcass portion 102 may include a polyester carcass cord, a nylon carcass cord, an aramid carcass cord, or a rayon carcass cord.

  The belt layer 103 is a strength member that holds the shape of the tire 101. The belt layer 103 contains a cord. The cord of the belt layer 103 may be referred to as a belt cord. The belt layer 103 is disposed between the carcass portion 102 and the tread rubber 106. The belt layer 103 includes, for example, a belt cord of metal fiber such as steel and a rubber covering the belt cord. The belt layer 103 may include a belt cord of organic fiber. In the present embodiment, the belt layer 103 includes a first belt ply 103A and a second belt ply 103B. The first belt ply 103A and the second belt ply 103B are stacked so that the cord of the first belt ply 103A and the cord of the second belt ply 103B intersect.

  The belt cover 104 is a strength member that protects and reinforces the belt layer 103. The belt cover 104 includes a cord. The cord of the belt cover 104 may be referred to as a cover cord. The belt cover 104 is disposed outside the belt layer 103 with respect to the central axis AX of the tire 101. The belt cover 104 includes, for example, a cover cord of metal fiber such as steel and a rubber covering the cover cord. The belt cover 104 may include a cover cord of organic fiber.

  The bead portion 105 is a strength member that fixes both ends of the carcass portion 102. The bead portion 105 fixes the tire 101 to the rim. The bead portion 105 is a bundle of steel wires. The bead portion 105 may be a bundle of carbon steel.

  The tread rubber 106 protects the carcass portion 102. The tread rubber 106 has a tread portion 110 and a plurality of grooves 120 provided in the tread portion 110. The tread portion 110 includes a contact portion that comes in contact with the road surface. The tread portion 110 includes land portions disposed between the grooves 120.

  The sidewall rubber 108 protects the carcass portion 102. The sidewall rubber 108 is disposed on one side and the other side of the tread rubber 106 in the Y-axis direction. The sidewall rubber 108 has sidewall portions 109 disposed on one side and the other side of the tread portion 110 in the Y-axis direction.

  In the present embodiment, the tire outer diameter is OD. The tire rim diameter is RD. The tire total width is SW. The tread contact width is W. The tread spread width is TDW.

  The tire outer diameter OD refers to the diameter of the tire 101 when the tire 101 is rim-assembled on a regular rim, filled with a regular internal pressure, and no load is applied to the tire 101.

  The tire rim diameter RD refers to the rim diameter of the wheel that fits the tire 101. The tire rim diameter RD is equal to the tire inner diameter.

  The tire total width SW is a maximum dimension of the tire 101 in a direction parallel to the central axis AX when the tire 101 is rim-assembled on a regular rim and filled with a regular internal pressure and no load is applied to the tire 101. Say. That is, the tire total width SW is the most + Y side portion of the sidewall portion 109 disposed on the + Y side of the tread rubber 106 and the most −Y side portion of the sidewall portion 109 disposed on the -Y side. Say the distance. When the structure projecting from the surface of the sidewall portion 109 is provided on the surface of the sidewall portion 109, the tire total width SW means the maximum dimension of the tire 101 in the Y-axis direction including the structure. . The structure protruding from the surface of the sidewall portion 109 includes at least one of characters, marks, and patterns formed by at least a portion of the sidewall rubber 108 in the sidewall portion 109.

  The tread contact width W is measured parallel to the central axis AX, which is measured when the tire 101 is rim-assembled on a regular rim, filled with a regular internal pressure, placed vertically on a plane, and given a regular load. The maximum value of the contact width in relation to the direction.

  The tread spread width TDW is a linear distance between both ends in the developed view of the tread portion 110 of the tire 101 when the tire 101 is rim-assembled on a regular rim and filled with a regular internal pressure and no load is applied to the tire 101. Say.

  The “regular rim” is a rim that is defined for each tire 101 in the standard system including the standard to which the tire 1 is based, and in the case of JATMA, the standard rim, in the case of TRA “Design Rim”, In the case of ETRTO, it is "Measuring Rim". However, when the tire 101 is a new car mounted tire, a genuine wheel on which the tire 101 is assembled is used.

  The “normal internal pressure” is the air pressure specified for each tire 101 in the standard system including the standard on which the tire 101 is based, the maximum air pressure in the case of JATMA, and the table “TIRE ROAD LIMITS in the case of TRA In the case of ETRTO, the maximum value described in "AT VARIOUS COLD INFlation PRESSURES" is "INFLATION PRESSURE". However, when the tire 101 is a new car mounted tire, the air pressure displayed on the vehicle is used.

  The “regular load” is a load defined in each tire 101 in the standard system including the standard on which the tire 101 is based, and in the case of JATMA, the maximum load capacity, in the case of TRA, the table “TIRE ROAD LIMITS AT VARIOUS The maximum value described in COLD INFLATIONS PRESSURES, and in the case of ETRTO, it is "LOAD CAPACITY". However, when the tire 101 is a passenger car, the load corresponds to 88% of the load. When the tire 101 is a new car mounted tire, the front and rear axle weights described in the vehicle verification of the vehicle are divided by the number of tires to obtain the wheel load.

  FIG. 14 is a view showing an example of the tread portion 110 of the tire 101 according to the present embodiment. FIG. 15 is a view of the leading vehicle 100B on which the tire 101 according to the present embodiment is mounted, viewed from the rear. The tire 101 may be attached to the vehicle 100C ahead of time.

  As shown in FIG. 14, the tire 101 has a tread portion 110. The tread portion 110 includes a center portion 111 and shoulder portions 112 disposed on both sides of the center portion 111 in the Y-axis direction.

  The tire 101 has a groove 120 provided in the tread portion 110. The groove 120 includes a main groove 121 extending in the circumferential direction of the tire 101 and a lug groove (lateral groove) 122 at least a portion of which extends in the width direction of the tire 101. A land portion is provided around the groove 120. The land portion is provided between the groove 120 and the groove 120 adjacent to the groove 120. The tread portion 110 includes a plurality of land portions.

  The main groove 121 is provided in the circumferential direction of the tire 101. At least a portion of the main groove 121 is provided in the center portion 111 of the tread portion 110. The main groove 121 has a treadwear indicator inside. The treadwear indicator indicates the end of wear. The main groove 121 has a width of 4.0 mm or more, and may have a depth of 5.0 mm or more.

  At least a portion of the lug groove 122 is provided in the width direction of the tire 101. At least a portion of the lug groove 122 is provided in the shoulder portion 112 of the tread portion 110. The shoulder portion 112 is disposed on one side (+ Y side) and the other side (−Y side) of the center portion 111 in the width direction (Y-axis direction). The lug grooves 122 have a width of 1.5 mm or more. The lug grooves 122 may have a depth of 4.0 mm or more, and may partially have a depth of less than 4.0 mm.

  In the present embodiment, the colored region 107 is provided on at least a part of the surface of the tire 101. In the present embodiment, the surface of the tire 101 includes the surface of the tread portion 110 and the surface of the sidewall portion 109. The surface of the tread portion 110 includes the surface of the center portion 111, the surface of the shoulder portion 112, and the inner surface of the groove 120.

  The colored area 107 is provided on a part of the surface of the tire 101. The surface of the tire 101 other than the colored area 107 is a ground color area 113. The color of the ground color area 113 is the color of the base relative to the colored area 107. The ground color area 113 includes the rubber surface of the tire 101 including the tread rubber 106 and the sidewall rubber 108. The color of the ground color area 113 is the color of the rubber. The surface of the tire 101 includes a ground color area 113 including a surface of rubber, and a colored area 107 of a color different from the color of the ground color area 113. By coloring the base of the tire 101 such as rubber, a colored area 107 is formed.

  The colored area 107 is an area for image recognition. An image of the tire 101 is acquired by the camera 51. The color of the colored area 107 is a color that allows the camera 51 to perform image recognition at a high recognition rate.

  In addition, image recognition analyzes the structure of the image of the tire 101 acquired with the camera 51, extracts a feature point, and means that the tire 101 is recognized. The recognition rate refers to a value indicated by “(total image number−false recognition number) / total image number” when the camera 51 acquires a plurality of images of the tire 101. Image recognition includes processing such as extraction of an image feature and correspondence (pattern matching) between the image feature and the tire 101.

  The reflectance of the colored area 107 to visible light is higher than the reflectance of the ground color area 113 to visible light. The color of the ground color area 113 is black. The color of the colored area 107 is, for example, at least one of yellow, beige, brown, red, green, blue, gray and white. In addition, the reflectance of the surface (colored area | region 107 or ground color area | region 113) of the tire 101 here means the reflectance of a color diffusion surface. In the present embodiment, the reflectance is “total light reflectance” measured by the method prescribed in JIS K-7375.

  As shown in JIS Z 8721-1993, when the Munsell brightness is high, the reflectance is high. Therefore, the color of the colored area 107 and the color of the ground color area 113 may be the same, and the lightness (Muncel lightness) may be different. That is, the lightness of the colored area 107 may be adjusted with respect to the lightness of the ground color area 113 such that the reflectance of the colored area 107 with respect to visible light is higher than the reflectance of the ground color area 113.

  Since the reflectance of the colored area 107 to visible light is higher than the reflectance of the ground color area 113 to visible light, the colored area 107 is recognized by the camera with a high recognition rate.

  In the present embodiment, a belt region 131 for speed measurement is provided by a plurality of colored regions 107 provided intermittently in the circumferential direction of the tire 101. Further, in the present embodiment, a plurality of colored regions 107 provided intermittently in the circumferential direction of the tire 101 provide a unique information identification belt region 132 for identifying unique information. Further, in the present embodiment, the image recognition belt area 133 for image recognition is provided by the colored areas 107 provided continuously in the circumferential direction of the tire 101.

  The speed measurement belt region 131 is provided on one shoulder portion 112. The unique information identification belt area 132 is provided in the center portion 111. The image recognition belt area 133 is provided on the other shoulder 12.

  In the example shown in FIG. 15, in the state where the tire 101 is attached to the leading vehicle 100B, the speed measurement belt region 131 is disposed inside the leading vehicle 100B. The image recognition belt area 133 is disposed outside the preceding vehicle 100B. The specific information identification belt area 132 is disposed between the speed measurement belt area 131 and the image recognition belt area 133 in the width direction.

  Of the shoulder portion 112, the surface of the tire 101 on which the speed measurement belt region 131 is disposed is a flat surface. The groove 120 (lag groove 122) is not provided on the surface of the tire 101 on which the speed measurement belt region 131 is disposed.

  Of the shoulder portion 112, the surface of the tire 101 on which the image recognition belt region 133 is disposed is a flat surface. The groove 120 (lag groove 122) is not provided on the surface of the tire 101 on which the image recognition belt area 133 is disposed.

  In the center portion 111, the surface of the tire 101 on which the specific information identification belt region 132 is disposed is a flat surface. The groove 120 (lag groove 122) is not provided on the surface of the tire 101 on which the specific information identification belt region 132 is disposed.

  Since the surface of the tire 101 on which the colored area 107 is provided is a flat surface, the colored area 107 is formed smoothly.

  The speed measurement belt area 131 has a plurality of colored areas 107 provided intermittently in the circumferential direction, and is a belt area for measuring the traveling speed of the leading vehicle 100B on which the tire 101 is mounted. The ground color area 113 is provided between the colored areas 107 adjacent in the circumferential direction. In the following description, the ground color area 113 disposed between the adjacent colored areas 107 of the speed measurement belt area 131 is appropriately referred to as a blank area 125 of the speed measurement belt area 131. A plurality of blank areas 125 are intermittently provided in the circumferential direction.

  The belt region 132 for identifying unique information has a plurality of colored regions 107 provided intermittently in the circumferential direction, and is a belt for identifying unique information of the tire 101 or the leading vehicle 100B on which the tire 101 is mounted. It is an area. The ground color area 113 is provided between the colored areas 107 adjacent in the circumferential direction. In the following description, the ground color area 113 disposed between the adjacent colored areas 107 of the unique information identification belt area 132 is appropriately referred to as a blank area 125 of the unique information identification belt area 132. A plurality of blank areas 125 are intermittently provided in the circumferential direction.

  The image recognition belt region 133 has a colored region 107 provided continuously without interruption in the circumferential direction of the central axis AX, and is a feature point for obtaining an image of the tire 101 smoothly by the camera 51 (feature Section) functions as a belt. The colored area 107 of the image recognition belt area 133 may be arranged at a part of the periphery of the central axis AX.

  The own vehicle 100A estimates the traveling speed of the leading vehicle 100B by acquiring the image of the belt region 131 for measuring the speed of the tire 101 mounted on the leading vehicle 100B using the camera 51 of the own vehicle 100A. Can. The camera 51 of the host vehicle 100A acquires an image of the tire 101 mounted on the leading vehicle 100B at a predetermined frame rate (predetermined period). When an image of the rotating tire 101 is acquired by the camera 51, an image of the velocity measurement belt region 131 acquired at each frame rate is different. That is, when the image of the rotating tire 101 is acquired by the camera 51, the position of the colored area 107 of the velocity measurement belt area 131 in the visual field area of the camera 51 acquired at the first frame rate (or Position and area of the colored area 107 occupied in the visual field area, and the position of the colored area 107 of the velocity measurement belt area 131 in the visual field area of the camera 51 obtained at the second frame rate next to the first frame rate (Or, the position and the area of the colored area 107 occupied in the visual field area of the camera 51) are different.

  Therefore, the rotational speed of the tire 101 mounted on the leading vehicle 100B is estimated based on the frame rate (period) at which the image is acquired and the image of the speed measurement belt area 131 acquired at each frame rate. . By estimating the rotational speed of the tire 101, the traveling speed of the leading vehicle 100B is estimated.

  Also, the own vehicle 100A acquires the unique information of the tire 101 by acquiring the image of the unique information identification belt area 132 of the tire 101 mounted on the leading vehicle 100B using the camera 51 of the own vehicle 100A. can do. A plurality of colored areas 107 of the specific information identification belt area 32 form an identification pattern. The belt region 132 for identifying unique information provided in the tire 101 includes the unique information of the tire 101. The unique information identification belt area 132 including the plurality of colored areas 107 functions as a one-dimensional barcode. The camera 51 of the host vehicle 100A functions as a bar code reader. The one-dimensional barcode of the unique information identification belt region 132 has a plurality of colored regions 107 and a plurality of ground color regions 113 (blank regions 125) whose dimensions and number in the circumferential direction are determined based on the unique information of the tire 101. Formed by

  The own vehicle 100A acquires an image of the specific information identification belt area 132 with the camera 51, and acquires specific information of the tire 101 mounted on the leading vehicle 100B. Further, the own vehicle 100A acquires the image of the specific information identification belt area 132 with the camera 51, and acquires the specific information of the leading vehicle 100B on which the tire 101 is mounted.

  The specific information of the tire 101 includes at least one of a tire manufacturing date, a maximum tire running speed, a tire size including a width of the tire 101, a tire type, and a tire performance.

  The vehicle 100A can acquire an image of the belt region 132 for identifying unique information of the tire 101 mounted on the leading vehicle 100B, and can acquire information indicating the tire manufacturing date of the tire 101. Thus, the vehicle 100A can derive an elapsed period from the tire manufacture date.

  The vehicle 100A can acquire an image indicating the specific information identification belt region 132 of the tire 101 mounted on the leading vehicle 100B, and can acquire information indicating the maximum travelable speed of the tire 101.

  The vehicle 100A can acquire an image of the belt region 132 for identifying unique information of the tire 101 mounted on the leading vehicle 100B, and can acquire information indicating the dimensions of the tire. The tire dimensions include, for example, at least one of a tire total width, a tire circumferential length, a tire outer diameter, a tire rim diameter, and a flatness.

  The own vehicle 100A can acquire an image of the specific information identification belt area 132 of the tire 101 mounted on the leading vehicle 100B, and can acquire information indicating the tire type. The tire types include, for example, types (category classifications) of summer tires, winter tires, all-season tires, snow tires, stud tires, and studless tires.

  The vehicle 100A can acquire an image of the belt region 132 for identifying unique information of the tire 101 mounted on the leading vehicle 100B, and can acquire information indicating the tire performance. The tire performance includes, for example, the wet grip performance of the tire 101 defined by JATMA. The tire performance includes, for example, the road index of the tire 101.

  The unique information of the leading vehicle 100B includes the weight of the leading vehicle 100B and the dimensions of the leading vehicle 100B. The dimensions of the leading vehicle 100B include the tread width of the leading vehicle 100B and the wheel base of the leading vehicle 100B.

  As the leading vehicle 100B travels, the tire 101 mounted on the leading vehicle 100B rotates about the central axis AX. The rotation of the tire 101 changes the colored area 107 and the blank area 125 of the specific information identification belt area 132 disposed in the visual field area of the camera 51 of the vehicle 100A. The colored area 107 and the blank area 125 of the unique information identification belt area 132 form a one-dimensional barcode arranged in the circumferential direction of the tire 101. The rotation of the tire 101 changes the area of the one-dimensional barcode disposed in the field of view of the camera 51 of the vehicle 100A functioning as a barcode reader. That is, when the tire 101 mounted on the leading vehicle 100B rotates, the visual field area of the camera 51 of the host vehicle 100A and the one-dimensional bar code provided on the tire 101 of the leading vehicle 100B relatively move. In other words, the one-dimensional barcode provided on the tire 101 of the leading vehicle 100B is scanned in the field of view of the camera 51 of the host vehicle 100A. Thereby, the camera 51 of the own vehicle 100A reads the one-dimensional bar code of the tire 101 mounted on the leading vehicle 100B, and acquires the unique information of the tire 101 or the unique information of the leading vehicle 100B on which the tire 101 is mounted can do.

  In the present embodiment, an example in which the tire 101 is mounted on the leading vehicle 100B has been mainly described. When the tire 101 is mounted on the vehicle 100C, the image of the belt region 132 for identifying unique information of the tire 101 is acquired by the camera 51 of the vehicle 100A, and the vehicle 100A is mounted on the vehicle 100C. The unique information of the tire 101 or the unique information of the vehicle 100C ahead traveling can be acquired.

  As described above, according to the present embodiment, since the colored area 107 is provided in the tire 101, the camera 51 of the vehicle 100A can recognize the tire 101 with a high recognition rate.

  In the present embodiment, the reflectance of the colored area 107 to visible light is higher than the reflectance of the ground color area 113 to visible light. Thereby, the camera 51 can recognize the colored area 107 at a high recognition rate. For example, even at nighttime rainfall, the camera 51 can recognize the colored area 107 at a high recognition rate.

  In the present embodiment, the control device 53 of the own vehicle 100A may obtain the width dimension of the tire 101 mounted on the leading vehicle 100A as the unique information of the tire 101 by the unique information identification belt region 132. Since this can be performed, the first estimation unit 53D of the control device 53 can estimate the first distance L1 indicating the inter-vehicle distance between the host vehicle 100A and the leading vehicle 100B with higher accuracy. As described in the above embodiment, the first estimation unit 53D of the control device 53 indicates the inter-vehicle distance between the host vehicle 100A and the leading vehicle 100B based on the image of the tire 101 mounted on the leading vehicle 100B. The first distance L1 is estimated. The width of the tire 101 in the acquired image correlates with the first distance L1. Since the width of the tire 101 is known as the specific information of the tire 101, the first estimation unit 53D of the control device 53 determines the width (actual width) of the tire 101 acquired based on the specific information identification belt area 132. The first distance L1 can be estimated with high accuracy from the difference between the width of the tire 101 (width on the image) derived from the image data.

  Similarly, when the tire 101 is attached to the vehicle 100C ahead, the second estimation unit 53E of the control device 53 determines the width (actual width) of the tire 101 acquired based on the specific information identification belt region 132, From the difference between the width of the tire 101 (the width on the image) derived from the image data, the third distance L3 from the host vehicle 100A to the vehicle 100C ahead can be estimated with high accuracy. Based on the difference between the third distance L3 and the third distance L3, the second distance L2 indicating the inter-vehicle distance between the leading vehicle 100B and the preceding vehicle 100C can be estimated with high accuracy.

  Further, in the present embodiment, a belt region 132 for identifying unique information having a plurality of colored regions 107 provided intermittently is provided in the tire 101. Thus, the host vehicle 100A can acquire the unique information of the tire 101 mounted on the leading vehicle 100B. When the specific information of the tire 101 mounted on the preceding vehicle 100B is grasped by the own vehicle 100A, the own vehicle 100A takes measures for avoiding a collision with the preceding vehicle 100B based on the specific information. be able to.

  For example, when the elapsed time from the tire manufacturing date is long, there is a high possibility that the performance of the tire 101 is deteriorated. In that case, there is a high possibility that the leading vehicle 100B may have difficulty in stable traveling. When the own vehicle 100A acquires information indicating the tire manufacturing date from the specific information included in the specific information identification belt region 132, and determines that the elapsed period from the tire manufacturing date is longer than a predetermined threshold value On the basis of the information indicating the tire manufacturing date, it is possible to take measures to avoid collision with the preceding vehicle 100B.

  Here, the action to avoid collision with the leading vehicle 100B means, for example, that the own vehicle 100A opens an inter-vehicle distance with the leading vehicle 100B, the lane in which the leading vehicle 100B travels by changing the lane of the own vehicle 100A. And traveling on different lanes, etc.

  When the relative speed between the rear wheel tire 1Br and the front tire 1F of the leading vehicle 100B is derived, the width of the rear wheel tire 1Br and the front tire 1F are determined from the specific information included in the specific information identification belt region 132. By acquiring the dimension of the width of the relative velocity of the rear wheel tire 1Br and the front tire 1F can be derived more accurately.

  Further, when the leading vehicle 100B is traveling at the maximum traveling speed of the tire 101 or more, there is a high possibility that the leading vehicle 100B may have difficulty in stable traveling. When the own vehicle 100A acquires information indicating the maximum travelable speed and determines that the leading vehicle 100B is traveling at a traveling speed higher than the maximum travelable speed of the tire 101, information indicating the maximum possible travel speed Based on the above, it is possible to take measures to avoid collision with the preceding vehicle 100B.

  The tire dimensions include, for example, at least one of a tire total width, a tire circumferential length, a tire outer diameter, a tire rim diameter, and a flatness. The vehicle 100A acquires information indicating tire dimensions such as total tire width, tire circumferential length, tire outer diameter, tire rim diameter, and flatness, so that the vehicle 100A has the leading vehicle 100B suitable for tire dimensions. It can be determined whether or not the vehicle is traveling. If it is determined that the leading vehicle 100B is not traveling suitable for the tire dimensions, the host vehicle 100A takes measures to avoid a collision with the leading vehicle 100B based on the information indicating the tire dimensions. Can.

  Further, when the information indicating the tire type is acquired by the host vehicle 100A, the host vehicle 100A can determine whether or not the leading vehicle 100B is wearing the tire 101 of an appropriate tire type. The tire types include, for example, types (category classifications) of summer tires, winter tires, all-season tires, snow tires, stud tires, and studless tires. For example, in the case where the leading vehicle 100B is equipped with a summer tire despite the winter, there is a high possibility that the leading vehicle 100B may have difficulty in stable traveling. When own vehicle 100A acquires information indicating the tire type and determines that the preceding vehicle 100B is equipped with the summer tire despite the winter, based on the information indicating the tire type, the preceding vehicle 100B Can take measures to avoid conflicts with

  Further, when the information indicating the tire performance is acquired by the host vehicle 100A, the host vehicle 100A can determine whether or not the leading vehicle 100B is wearing the tire 101 with the appropriate tire performance. The tire performance includes, for example, wet grip performance defined by JATMA. In the case where the leading vehicle 100B is mounted with the tire 101 having low wet grip performance despite the rain, there is a high possibility that the leading vehicle 100B may have difficulty in stable traveling. If the own vehicle 100A obtains information indicating tire performance (wet grip performance) and determines that the tire 101 having low wet grip performance is mounted on the leading vehicle 100B despite the rain, the tire performance is Based on the information shown, it is possible to take measures to avoid a collision with the preceding vehicle 100B.

  Also, the tire performance includes, for example, a road index of the tire 101. The information indicating the road index is acquired by the own vehicle 100A, so that the own vehicle 100A can determine whether the preceding vehicle 100B is traveling suitable for the road index. When it is determined that the preceding vehicle 100B is not traveling suitable for the road index, the host vehicle 100A takes measures to avoid a collision with the preceding vehicle 100B based on the information indicating the road index. Can.

  Further, the unique information held by the unique information identification belt region 132 may include unique information of the preceding vehicle 100B on which the tire 101 is mounted. Thus, various information of the leading vehicle 100B on which the tire 101 is mounted is grasped by the host vehicle 100A.

  The unique information of the preceding vehicle 100B on which the tire 101 is mounted includes, for example, information indicating the weight of the preceding vehicle 100B and information indicating the dimensions of the preceding vehicle 100B.

  For example, when the vehicle weight of the leading vehicle 100B is large, the braking distance of the leading vehicle 100B is likely to be long. The own vehicle 100A acquires the information indicating the vehicle weight of the leading vehicle 100B, and when it is determined that the vehicle weight of the leading vehicle 100B is larger than the predetermined threshold, the information indicating the vehicle weight of the leading vehicle 100B. Based on the above, it is possible to take measures to avoid a collision with the preceding vehicle 100B.

  In addition, the traveling performance of the leading vehicle 100B may change based on, for example, the tread width of the leading vehicle 100B and the dimensions of the leading vehicle 100B such as the wheel base of the leading vehicle 100B. The own vehicle 100A can obtain information indicating the dimensions of the preceding vehicle 100B, predict the traveling performance of the preceding vehicle 100B, and take measures to avoid a collision with the preceding vehicle 100B.

  When the tire 101 is made to hold the unique information of the leading vehicle 100B, the unique information of the leading vehicle 100B may be supplied to the tire maker (tire manufacturing plant) via the network. For example, a car manufacturer (car assembly plant) provides a tire maker with unique information of the leading vehicle 100B via a network. The tire maker can provide the unique information identification belt region 132 (one-dimensional barcode) on the tire 101 based on the supplied unique information of the leading vehicle 100B. Note that unique information of the leading vehicle 100B may be supplied from the tire retailer to the tire maker via the network. The tire maker can provide the unique information identification belt region 132 (one-dimensional barcode) on the tire 101 based on the supplied unique information of the leading vehicle 100B.

  Further, in the present embodiment, the belt region 132 for identifying unique information is a one-dimensional barcode formed by the plurality of colored regions 107 and the ground color region 113 (blank region 125) whose dimensions and number in the circumferential direction are determined. including. As a result, when the tire 101 rotates, the image of the unique information identification belt area 132 functioning as a one-dimensional barcode is acquired by the camera 51 of the vehicle 100A. The camera 51 of the vehicle 100A functioning as a barcode reader can read a one-dimensional barcode provided on the tire 101 by the rotation of the tire 101.

  Further, in the present embodiment, the reflectance of the colored region 107 to visible light is higher than the reflectance of the ground color region 113. Thereby, the colored area 107 is recognized by the camera 51 at a high recognition rate. For example, even at nighttime rainfall, the colored area 107 is recognized by the camera 51 at a high recognition rate.

  Further, in the present embodiment, the tire 101 is provided with a belt region 131 for speed measurement. Thus, the image of the speed measurement belt area 131 of the leading vehicle 100B is acquired by the camera 51 of the own vehicle 100A, whereby the own vehicle 100A can grasp the traveling speed of the leading vehicle 100B.

  For example, information indicating the maximum travelable speed of the tire 101 of the leading vehicle 100B is acquired from the specific information identification belt area 132, and the traveling speed of the tire 101 of the leading vehicle 100B is acquired from the speed measurement belt area 131. When it is determined that the vehicle 100B travels at a traveling speed equal to or higher than the maximum travelable speed of the tire 101, the host vehicle 100A avoids a collision with the preceding vehicle 100B based on the information indicating the maximum travelable speed. Can take measures.

  Furthermore, in the present embodiment, the tire 101 has a colored area 107 of the image recognition belt area 133. The colored area 107 is colored in a color that can perform image recognition at a high recognition rate, and is provided continuously in the circumferential direction. Therefore, even if the leading vehicle 100B on which the tire 101 is mounted travels, the colored area 107 of the rotating tire 101 is recognized by the camera 51 of the host vehicle 100A at a high recognition rate.

  In addition, the tire 101 contacts the road surface RS. In other words, the distance between the road surface RS and the tire 101 is short. Since the tire 101 is disposed at a position close to the road surface RS, for example, even if the image of the tire 101 projected on the road surface wetted by rain is acquired by the camera 51, based on the image of the tire 101 projected on the road surface RS The error in the estimation result of the first distance L1 from the host vehicle 100A to the leading vehicle 100B is suppressed. As a result, a decrease in the recognition rate of the tire 101 mounted on the leading vehicle 100B is suppressed, and collision of the host vehicle 100A with the leading vehicle 100B is suppressed.

  In the present embodiment, the colored area 107 of the speed measurement belt area 131 and the colored area 107 of the image recognition belt area 133 are provided on the surface of the shoulder portion 112. Thereby, the contact between the colored area 107 and the road surface RS is suppressed, and the colored area 107 can be made to last longer. A colored region 107 may be provided on the inner surface of the main groove 121. This also suppresses the contact of the colored area 107 with the road surface, and allows the colored area 107 to last longer.

  In the present embodiment, the colored region 107 of the belt region 132 for identifying unique information may be provided on the shoulder portion 112 or may be provided on the inner surface of the main groove 121. By doing this, the colored area 107 of the belt for identifying unique information 132 lasts longer.

  As shown in FIGS. 16 and 17, an image recognition belt area 133 for image recognition may be provided in each of the shoulder portions 112 on both sides. FIG. 17 shows an example in which the center portion 111 has a belt region 132 for identifying unique information. By providing the image recognition belt area 133 in each of the shoulder portions 112 on both sides, the control device 53 of the own vehicle 100A makes the width of the tire 101 more based on the image data of the tire 101 acquired by the camera 51. It can be estimated accurately.

  In the present embodiment, the colored area 107 includes the surface of the paint applied to the rubber. This enhances the freedom of choice of materials and easily provides colored areas 107 with the desired reflectivity, the desired brightness and the desired contrast to the ground area 113.

  The paint may include a fluorescent paint. Thus, the tire 101 of the leading vehicle 100B is recognized at a high recognition rate by the camera 51 of the host vehicle 100A even at night or when it is raining.

  The paint may contain a retroreflective material. Thus, the tire 101 of the leading vehicle 100B is recognized by the camera 51 of the host vehicle 100A at a high recognition rate.

  In addition, the tire 101 may include a colored rubber containing a colorant, and the colored region 107 may include the surface of the colored rubber. Thereby, the tire 101 having the colored area 107 is easily manufactured.

1A Tire 1Af of Own Vehicle Front Wheel Tire 1Ar of Own Vehicle Rear Wheel Tire 1B of Own Vehicle Tire 1Bf of Leading Vehicle Front Wheel Tire 1Br of Leading Vehicle Rear Wheel Tire 1C of Leading Vehicle Tire 1Cf of Forward Vehicle Front Wheel Tire 1Cr of Forward Vehicle Front Vehicle Tire 1Cr Rear wheel tire 2 Drive device 3 Car body 4 Engine 5 Drive support device 6 Headlight 21 Wheel 22 Axle 23 Steering device 24 Brake device 51 Camera 52 Processing device 52A Alarm device 52B Automatic brake device 53 Control device 53A Data acquisition part 53B Derivation Part 53C Determination part 53D First estimation part 53E Second estimation part 53F Control part 53G Storage part 53H Auto cruise part 100A Host vehicle 100B Leading vehicle 100C Forward vehicle 101 Tire 102 Carcass part 103 Belt layer 103A First belt ply 103B Second belt ply 04 belt cover 105 bead portion 106 tread rubber 107 colored region 108 sidewall rubber 109 sidewall portion 110 tread portion 111 center portion 112 shoulder portion 113 ground color region 120 groove 121 main groove 122 lug groove 131 speed measurement belt region 132 specific information Discrimination belt area 133 Image recognition belt area AX Center axis OD Tire outer diameter RD Tire rim diameter RS Road surface SW Tire total width W Tread contact width TDW Tread development width

Claims (7)

A camera provided on the host vehicle, for acquiring an image of a rear tire of a leading vehicle and an image of a front tire located in front of the rear tire;
A deriving unit that derives a relative velocity between the rear wheel tire and the front tire based on an image acquired by the camera;
A determination unit that determines whether the front tire is a tire of a preceding vehicle based on the derived relative speed;
A first estimation unit configured to estimate a first distance from the host vehicle to the leading vehicle based on the image of the rear wheel tire;
When it is determined that the front tire is a tire of the forward vehicle, a second distance between the leading vehicle and the forward vehicle is estimated based on the image of the rear wheel tire and the image of the front tire. An estimation unit,
A processing device that executes processing for avoiding a collision between the host vehicle and the preceding vehicle based on at least one of the estimated first distance and the second distance;
Driving support device comprising   The driving support apparatus according to claim 1, wherein the camera is provided below a headlight of the host vehicle, and acquires an image of the front tire through a gap between a lower surface of the leading vehicle and a road surface. The second estimation unit estimates a change amount of the second distance per unit time.
The travel support device according to claim 1 or 2, wherein the processing device executes the processing when the second distance changes so as to be shorter and the amount of change is larger than a second threshold. The first estimation unit estimates a change amount of the first distance per unit time,
The processing apparatus according to any one of claims 1 to 3, wherein the processing device executes the processing when the first distance changes so as to be short and the amount of change is larger than a first threshold. Driving support device.   The driving support apparatus according to any one of claims 1 to 4, wherein the processing device includes an alarm device provided in the host vehicle and emitting an alarm.   The driving support apparatus according to any one of claims 1 to 5, wherein the processing device includes an automatic brake device provided in the host vehicle and configured to decelerate or stop the host vehicle. Surface and the surface of the front tire of the rear wheel tire, saw including a ground color region including the surface of the rubber, and the colored region of image recognition higher than the reflectance is the background color area with respect to visible light, and
The travel support device according to any one of claims 1 to 6 , wherein the camera recognizes the colored area .

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