JP6528462B2 - Hazard situation detection device - Google Patents

Description

  The present invention relates to a dangerous situation detection device.

  Conventionally, there is known a technology for detecting a dangerous situation which does not lead to an accident called a near-miss condition. For example, Patent Document 1 discloses a technique for determining that a near-miss has occurred when the acceleration of a vehicle reaches or exceeds a certain threshold.

JP, 2013-117777, A

  However, there is a possibility that a sudden deceleration may not be reached in the actual scene of occurrence of hiyari-hat, so the detection method as disclosed in Patent Document 1 can not detect a potential hiyari-hat not leading to rapid deceleration. There is.

  SUMMARY OF THE INVENTION In view of the above problems, the present invention aims to detect a potential near-miss that could not be detected conventionally.

The invention according to claim 1 for achieving the above object is the switching time (A) between the release of the accelerator and the depression of the brake when the brake is depressed after the accelerator of the vehicle is released. Crossover comparison means (140) for comparing a replacement threshold (Th2), and danger situation handling means (15g) for performing processing according to the occurrence of a danger situation of the vehicle when the changeover time is less than the changeover threshold Re-step comparison means for comparing the re-depression time (AA) from the release of the accelerator to the re-depression of the accelerator and the re-depression threshold (Th4) when the accelerator is depressed again after the accelerator of the vehicle is released (130) and wherein the hazardous condition corresponding means, the case re-depression time is less than the re-depression threshold, with a and performs a process corresponding to dangerous situations occurrence of the vehicle It is the insurance situation detection device.

  Generally, when the driver notices the occurrence of a dangerous situation, a quick change from the accelerator pedal to the brake pedal is performed before the brake is depressed. Therefore, as described above, in the case where the change time from the release of the accelerator to the depression of the brake is less than the change threshold, the processing according to the occurrence of the dangerous situation of the vehicle is performed. Typical hiyari hats can be detected.

The invention according to claim 4 is the re-depressing time from the release of the accelerator to the re-depression of the accelerator when the accelerator is depressed again without the brake being depressed after the accelerator of the vehicle is released. AA) and the re-passing comparison means (130) for comparing the re-passing threshold (Th4), and when the re-passing time is less than the re-passing threshold , the re-passing time as the processing according to the occurrence of the dangerous situation of the vehicle Is a danger situation detection device provided with danger situation handling means (15 g) for recording information indicating that the degree of severity is higher than in the case where the re-passing threshold or more .

  When the driver notices the occurrence of a dangerous situation, the accelerator may be released at one end, and when the dangerous situation is over, the accelerator pedal may be depressed again without stepping on the brake. Therefore, when the re-depression time from the release of the accelerator to the re-depression of the accelerator becomes less than the re-depression threshold as described above, the conventional detection could not be performed by performing the process according to the occurrence of the dangerous situation of the vehicle. Potential near misses can be detected.

  Note that the reference numerals in parentheses in the above and the claims indicate the correspondence between the terms described in the claims and the concrete items and the like that exemplify the terms described in the embodiments described later. .

  When the driver notices a dangerous situation, he often releases the accelerator pedal more quickly than usual. Therefore, as described above, when the opening speed of the accelerator is less than the opening threshold, by performing processing in accordance with the occurrence of a dangerous situation of the vehicle, it is possible to detect a potential near-miss that could not be detected conventionally. .

FIG. 2 is a hardware configuration diagram of a drive recorder 1; It is a software block diagram of the control part 15 in 1st Embodiment. It is a flowchart which shows the processing content of the deceleration measurement process 15c. It is a flowchart which shows the processing content of the near-miss determination part 15e. It is a figure which shows the outline | summary of the conventional near-miss detection. It is a figure which shows an example of near-miss detection of this embodiment. It is a figure which shows the other example of near-miss detection of this embodiment. It is a software block diagram of the control part 15 in 2nd Embodiment. It is a flowchart which shows the processing content of the additional near-miss determination process 15h.

First Embodiment
Hereinafter, a first embodiment of the present invention will be described. The drive recorder 1 (corresponding to an example of the dangerous situation detection device) according to the present embodiment is provided in a vehicle, and as shown in FIG. 1, the in-vehicle communication unit 11, the storage unit 12, the outside communication unit 13, and the display unit 14. , And the control unit 15.

  The in-vehicle communication unit 11 is a communication interface for communicating with various devices in the vehicle via the in-vehicle LAN 2 such as CAN. Vehicle information received by the in-vehicle communication unit 11 via the in-vehicle LAN 2 includes accelerator on / off information, accelerator depression amount information, brake on / off information, brake depression amount information, vehicle acceleration information, vehicle acceleration information, steering amount information, and wheel speed information , Camera image information, etc.

  The accelerator on / off information is information indicating whether the accelerator pedal of the vehicle is operated (depressed) by the driver, that is, whether the accelerator is on or off. This accelerator on / off information is, for example, the other ECU connected to the in-vehicle LAN 2 acquires an on / off signal from the accelerator on / off sensor, and drives according to the acquired signal (accelerator on or accelerator off) Send to the recorder 1 The accelerator on / off sensor is a known sensor that outputs an on / off signal in response to the presence or absence of an operation on the accelerator pedal.

  The accelerator depression amount information is information indicating the amount by which the accelerator pedal of the vehicle is operated by the driver (the amount of depression), and the larger the accelerator is depressed, the larger the accelerator depression amount. This accelerator depression amount information is, for example, that the other ECU connected to the in-vehicle LAN 2 acquires a signal of the accelerator opening from the accelerator opening sensor and the content (accelerator opening) according to the acquired signal is the drive recorder Send to 1. The accelerator opening sensor is a well-known sensor that outputs a signal corresponding to the accelerator opening (corresponding to the amount of depression of the accelerator pedal).

  The brake on / off information is information indicating whether the brake pedal of the vehicle is operated (depressed) by the driver, that is, indicates whether the brake is on or off. The brake on / off information is, for example, the other ECU connected to the in-vehicle LAN 2 acquires an on / off signal from the brake on / off sensor, and drives according to the acquired signal (brake on or brake off) Send to the recorder 1 The brake on / off sensor is a known sensor that outputs an on / off signal according to whether or not the brake pedal is operated.

  The brake depression amount information is information indicating the amount by which the brake pedal of the vehicle is operated by the driver (the amount of depression), and the larger the depression amount is, the larger the accelerator depression amount becomes. This brake depression amount information is, for example, that the other ECU connected to the in-vehicle LAN 2 acquires a signal of the brake depression amount from the brake depression amount sensor, and the content (brake depression amount) according to the acquired signal is the drive recorder. Send to 1. The brake depression amount sensor is a known sensor that outputs a signal corresponding to the brake depression amount.

  The vehicle body acceleration information is information indicating longitudinal acceleration applied to the vehicle body of the vehicle. This vehicle body acceleration information is obtained, for example, by another ECU connected to the in-vehicle LAN 2 acquiring a signal of longitudinal acceleration applied to the vehicle body from the vehicle body acceleration sensor, and content (the longitudinal acceleration) corresponding to the acquired signal. Send to 1. The vehicle body acceleration sensor is a known sensor that outputs a signal corresponding to the longitudinal acceleration applied to the vehicle body.

  The steering amount information is information indicating the steering amount (steering angle) of the steering wheel of the vehicle. For example, another ECU connected to the in-vehicle LAN 2 obtains a steering amount signal from the steering amount sensor, and transmits this steering amount information to the drive recorder 1 with contents (steering amount) according to the acquired signal. . The steering amount sensor is a known sensor that outputs a signal corresponding to the steering amount of the steering wheel of the vehicle.

  The wheel speed information is information indicating the vehicle speed based on the rotation speed of the wheel of the vehicle. For example, another ECU connected to the in-vehicle LAN 2 acquires the wheel speed pulse signal from the wheel speed sensor, and transmits this wheel speed information to the drive recorder 1 with the content (wheel speed) according to the acquired signal . The wheel speed sensor is a known sensor that outputs a signal corresponding to the rotational speed of the wheel.

  The storage unit 12 is a non-volatile storage medium (for example, flash memory) for recording vehicle information.

  Camera image information is captured image data periodically (for example, every 30 milliseconds) captured by an on-vehicle camera mounted on a vehicle and capturing an image of the vehicle body and the periphery of the vehicle (for example, ahead of the vehicle nose portion and the vehicle) It is. The wheel speed information is, for example, sequentially acquired from the in-vehicle camera by another ECU connected to the in-vehicle LAN 2 and transmitted to the drive recorder 1.

  The out-of-vehicle communication unit 13 is a communication interface for connecting to a wireless base station (not shown) by wireless communication and communicating with the danger information storage server on a wide area communication network (for example, the Internet) via the wireless base station. The display unit 14 includes an image display device and an audio output device.

  The control unit 15 includes a CPU, a RAM, a ROM, a flash memory and the like, and the CPU executes a program stored in the ROM and the flash memory, and the RAM and the flash memory are used as a work area for the difference in the execution. The various processes 15a-15f shown in FIG. 2 are realized.

  Specifically, as shown in FIG. 2, the control unit 15 performs a vehicle signal acquisition process 15a, a shift change measurement process 15b, a deceleration measurement process 15c, a steering change measurement process 15d, a near-miss determination process 15e, and a collision determination process 15f. Is to be executed in multitasking (that is, concurrently).

  The control unit 15 executes the vehicle signal acquisition processing 15a to obtain the above-mentioned accelerator on / off information, accelerator depression amount information, brake on / off information, brake depression amount information, vehicle acceleration information from the in-vehicle LAN 2 via the in-vehicle communication unit 11. The vehicle information such as steering amount information and wheel speed information is repeatedly acquired (for example, once in 50 milliseconds), and the acquired information is changed to change measurement processing 15b, deceleration measurement processing 15c, steering change measurement processing 15d, risk response Pass to process 15g.

  The step change measurement process 15b is a process for detecting a step change from the accelerator pedal to the brake pedal and a re-depression of the accelerator pedal. Specifically, the control unit 15 is configured to execute a process as shown in FIG. In the step change measurement process 15b, first, at step 55, it is determined based on the accelerator on / off information whether or not the accelerator has changed from on to off, and the determination at step 55 is repeated until it is determined that it has changed. If the accelerator on / off information can not be acquired, the accelerator is turned on (the accelerator depression amount is equal to or greater than the predetermined threshold for the accelerator) to off (the accelerator depression amount is less than the predetermined threshold for the accelerator) based on the accelerator depression amount information. It may be determined whether or not it has changed to. If it is determined that a change has occurred, the process proceeds to step 60, where time measurement is started.

  In step 65 following step 60, it is determined based on the accelerator on / off information whether or not the accelerator has been switched on. If it is determined that the accelerator has not been switched on, the process proceeds to step 70. If the accelerator on / off information can not be obtained, it is determined based on the accelerator depression amount information whether the accelerator has been turned on (the accelerator depression amount has changed to the predetermined threshold or more for the accelerator). It is also good.

  In step 70, it is determined based on the brake on / off information whether or not the brake has been turned on. If it is determined that the brake has not been turned on, the process returns to step 65. If the brake on / off information can not be acquired, it is determined whether the brake has been turned on (the amount of depression of the brake is greater than or equal to a predetermined threshold for the brake) based on the brake depression amount information. Good.

  Thus, after time measurement is started in step 60, steps 65 and 70 are repeated until either the accelerator or the brake is turned on, and measurement of the time started in step 60 is continued.

  If it is determined in step 65 that the accelerator has been turned on, the process proceeds to step 75 and the measurement of the time started in step 60 is ended. Subsequently, at step 80, notification of re-depression is performed. Specifically, the information indicating that the accelerator is depressed again without the brake turning on after the accelerator is released, and the information of the re-depression time AA are passed to the near-miss determination processing 15e. As the re-step-in time AA, the time from the start of time measurement in step 60 to the end of time measurement in step 75 is used. Therefore, the re-depression time AA substantially corresponds to the time from the release of the accelerator to the re-depression of the accelerator without the brake turning on. After step 80, the process returns to step 55.

  If it is determined in step 70 that the brake has been turned on, the process proceeds to step 85 and the measurement of the time started in step 60 is ended. Subsequently, in step 90, a change notification is issued. Specifically, information indicating that the brake has been depressed without the brake being turned on after the accelerator is released, and information of the change-over time A are passed to the near-miss determination processing 15e. As the transition time A, the time from the start of time measurement in step 60 to the end of time measurement in step 75 is used. Therefore, the changeover time A substantially corresponds to the time from the release of the accelerator to the time the brake is depressed without the accelerator turning on again. After step 90, the process returns to step 55.

  In the deceleration measurement processing 15c, the control unit 15 sets a time point when deceleration of the vehicle occurs as a start point based on the vehicle body acceleration information, a time point after a predetermined observation time from the start point as an end point, and a period from the start point to the end point The representative deceleration B in the front-rear direction of the vehicle at is calculated. Then, the calculated typical deceleration B is passed to the near-miss determination processing 15e. Further, based on the vehicle body acceleration information, the latest longitudinal acceleration of the vehicle is periodically (for example, every 100 milliseconds) passed to the collision determination processing 15f.

  Here, the deceleration in the longitudinal direction of the vehicle is an amount obtained by reversing the positive / negative of the acceleration in the longitudinal direction of the vehicle, and the amount is larger as the amount of decrease per unit time of the moving speed in the forward direction of the vehicle is larger. . Further, as a representative deceleration B in the period, a maximum value in the period may be adopted, or an average value in the period may be adopted.

  In addition, as said observation time (time from a start point to an end point), it is preferable to employ | adopt any time of 3 to 5 second, for example. This is because the rapid deceleration due to the occurrence of the incident is likely to occur within 3 seconds after the start of depression of the brake pedal, and is also likely to occur within 5 seconds after the start of depression of the brake pedal. is there.

  The observation time may be a fixed value, or may be changed based on the traveling speed of the vehicle calculated based on the wheel speed information. In this case, the observation time may be made longer as the traveling speed increases. The reason for this is that the higher the traveling speed, the longer it will take to fully decelerate the vehicle. More specifically, the traveling speed may be in direct proportion to the observation time.

  In the deceleration measurement process 15c, when the control unit 15 can not acquire the vehicle body acceleration information, a representative deceleration in the front-rear direction of the vehicle is obtained based on the differentiation of the traveling speed of the vehicle based on the wheel speed information. B may be calculated.

  In the steering change measurement process 15d, the control unit 15 repeatedly calculates the change amount ΔS of the steering angle within a predetermined time based on the steering amount information. Then, the calculated change amount ΔS of the steering angle is sequentially passed to the near-miss determination processing 15e. For example, any time of 0.5 seconds or more and 1.0 seconds or less is adopted as the fixed time.

  In the near-miss determination processing 15e, the control unit 15 determines whether there is a near-miss occurrence (a dangerous situation that does not lead to an accident) based on the information passed from the change-over measurement processing 15b, the deceleration measurement processing 15c, and the near-miss determination processing 15e. Determine its type. To this end, the control unit 15 executes the process shown in FIG. 3 in the near-miss determination process 15e.

  In the process of FIG. 3, first, at step 105, it is determined whether the latest steering angle change amount ΔS passed from the steering change measurement process 15d is larger than the first threshold value Th1. If it is determined that the value is large, the process proceeds to step 110, in which it is determined that a near-miss hit to the rapid steering has occurred. In this case, in step 110, the risk response processing 15g is handed over data in which "rapid steering" and "fear-missing" are associated. After step 110, the process returns to step 105.

  If it is determined in step 110 that the value is not large, the process proceeds to step 115, and it is determined whether the accelerator is released. Specifically, when a change notification and a re-depression notification are newly received from the change measurement process 15b, it is determined that the accelerator is released, and in other cases, the accelerator is not released. judge. Note that "newly" means "after the previous execution of step 105 and before the current execution of step 105". If it is determined that the vehicle is not released, the process proceeds to step 120, determines that the normal operation is performed, and returns to step 105 without passing any data to the danger response processing 15g.

  If it is determined in step 115 that the accelerator is released, the process proceeds to step 125, and it is determined whether the accelerator is re-depressed. Specifically, when notification of re-depression is newly received from the change-over measurement process 15b, it is determined that the accelerator has been re-depressed. Otherwise, it is determined that the accelerator is not released. If it is determined that the re-depression has been performed, the process proceeds to step 130, and if it is determined that the re-depression is not performed, the process proceeds to step 140. The case where the process proceeds to step 140 is a case where a notification of change is newly received from the change measurement process 15b.

  In step 140, it is determined whether or not the changeover time A (time from accelerator release to brake depression) finally received from the changeover measurement process 15b is less than the changeover threshold Th2, and if it is not less than step Proceed to step 145, and if it is determined that it is less than, proceed to step 155.

  In step 145, it is determined whether the representative deceleration B (deceleration of the vehicle by the brake operation) received last from the deceleration measurement process 15c is larger than the deceleration threshold Th3. If it is determined not to be large, the process proceeds to step 120 and it is determined that the normal operation is performed, and then the process returns to step 105.

  If it is determined in step 145 that the value is large, the process proceeds to step 150, in which it is determined that a near miss leading to a sudden stop has been detected. In this case, further, in step 150, data in which “a sudden stop” and “a close call” are associated is passed to the danger response processing 15g. After step 150, the process returns to step 105.

  In step 155, it is determined whether the representative deceleration B (deceleration of the vehicle by the brake operation) received last from the deceleration measurement processing 15c is larger than the deceleration threshold Th3. If it is determined that the value is not large, the process proceeds to step 165, where it is determined that a near miss leading to only a quick change from accelerator to brake is detected. In this case, in step 165, the risk response processing 15g is handed over to data in which "a quick change from accelerator to brake" and "hiyari hat" are associated. After step 165, the process returns to step 105.

  If it is determined in step 155 that the value is large, the process proceeds to step 160, in which it is determined that a near-missing hat leading to a combination of quick change from accelerator to brake and sudden stop has been detected. In this case, in step 160, the risk response processing 15g is further handed over data in which "a quick change from accelerator to brake", "rapid stop", and "missing" are associated. After step 160, the process returns to step 105.

  In step 130, it is determined whether the re-depression time AA (the time from the release of the accelerator to the re-depression of the accelerator) finally passed from the changeover measurement process 15b is less than the re-deposition threshold Th4. If it is determined that it is not less than, it proceeds to step 120 and determines that it is a normal operation, and then returns to step 105. If it is determined in step 130 that the value is less than the value, the process proceeds to step 135, in which it is determined that a near miss leading to quick re-depression of the accelerator is detected. In this case, in step 135, the risk response processing 15g is handed over to data in which "a quick re-depression from accelerator to accelerator" and "hiyari hat" are associated. After step 135, the process returns to step 105.

In addition, about above-mentioned threshold value Th1-Th4, Th2 and Th4 can be made into 0.3 second or more and 0.7 second or less, and are set to 2.0 m / s ² or more and 2.5 m / s ² or less about Th3. can do. Further, Th1 is also predetermined to a predetermined value in accordance with the characteristics of the vehicle.

  In the collision determination process 15f, the control unit 15 determines whether or not the absolute value of the latest longitudinal acceleration passed from the deceleration measurement process 15c is equal to or more than a predetermined collision threshold. The data indicating the occurrence is passed to the risk response processing 15g. The collision threshold is a threshold for detecting an impact when the vehicle collides with another object, and thus is a value larger than the above-described deceleration threshold Th3.

  In the danger response process 15g, the control unit 15 performs a process according to the occurrence of a near incident (dangerous situation that does not lead to a collision) and a collision, based on the data passed from the near incident determination process 15e and the collision determination process 15f.

  Specifically, in the danger response process 15g, when the control unit 15 receives the data including the "hiyari hat" from the near incident determination process 15e, the control unit 15 acquires the vehicle information acquired from the vehicle signal acquisition process 15a in the guard period including the received time Tn. It is recorded in the storage unit 12 as guard information. The same applies to the case where data indicating the occurrence of a collision is received from the collision determination processing 15 f.

  Here, the vehicle information is the above-described accelerator on / off information, accelerator depression amount information, brake on / off information, brake depression amount information, body acceleration information, body acceleration information, steering amount information, wheel speed information, camera image information, and the like. Further, the guard period is a period in which a point of time preceding the point Tn by a predetermined leading time is a starting point Ts, and a point of time advancing from a point Tn by a predetermined succeeding time is an ending point Te. Vehicle data from time point Ts to time point Tn are stored in advance in the RAM (volatile storage medium) of the control unit 15. Moreover, the vehicle data of the period from time Ts to time Te are acquired in the said period.

  Furthermore, in the danger response process 15g, when the control unit 15 receives the data in which the "rapid steering" and the "hiyari hat" are associated, the data is included in the danger situation information recorded in the storage unit 12. Furthermore, in the danger response process 15g, when the control unit 15 receives data in which "a sudden stop" is associated with a "missing", the control unit 15 includes the data in the danger situation information recorded in the storage unit 12. Furthermore, when the control unit 15 receives data in which “a fast change from accelerator to brake” and “hyalious hat” are received in the danger handling process 15g, the data is stored in the danger situation information to be recorded in the storage unit 12 Include Furthermore, in the danger response process 15g, when the control unit 15 receives data in which "a quick change from accelerator to brake", "a sudden stop" and a "hiyari hat" are received, the danger described above is stored in the storage unit 12. Include the data in the status information. Furthermore, when the control unit 15 receives data in which “a quick re-depression from the accelerator to the accelerator” and “hyalious hat” are associated in the danger response process 15g, the data is stored in the danger condition information recorded in the storage unit 12 Include Furthermore, in the danger handling process 15g, when the control unit 15 receives data indicating occurrence of a collision, the control unit 15 includes the data in the danger situation information recorded in the storage unit 12.

  By doing as described above, it is possible to record, for each of the dangerous situation information, information representing the situation (that is, the distinction between the near-miss and the collision and the type of near-miss) represented by the dangerous information.

  In addition, even in the situation where the same "missing hat" is received, the case where "a quick change from accelerator to brake" and "a sudden stop" are received is the highest severity, and "a quick change from accelerator to brake" is received. In this case, the priority is the second highest, and the second highest priority is in the case of receiving "a quick re-depression from accelerator to accelerator". Therefore, in the above-mentioned danger situation information recorded in the storage unit 12, when "a quick change from accelerator to brake" and "a sudden stop" are received, a value of "3" is recorded as the severity, and Record a value of "2" as a severity when receiving a "fast change to", and record a value of "1" as a severity when receiving "a quick re-step from accelerator to accelerator". It may be

  Further, the control unit 15 may transmit the danger situation information recorded in the storage unit 12 to the danger information storage server outside the vehicle using the outside communication unit 13 in the danger handling process 15g. In this case, the danger information storage server stores the received danger situation information.

  When the danger condition information is recorded in the storage unit 12 in the danger response process 15g, the control unit 15 may notify the passenger in the vehicle by means of the display unit 14 using a display unit 14 to that effect.

  As described above, when the brake is depressed after the accelerator of the vehicle is released, the drive recorder 1 of this embodiment compares the switching time A from the release of the accelerator to the depression of the brake with the switching threshold Th2. (Step 140) If the change-over time A is less than the change-over threshold Th2, a process corresponding to the occurrence of a dangerous situation of the vehicle is performed in the danger handling process 15g.

  Generally, when the driver notices the occurrence of a dangerous situation, a quick change from the accelerator pedal to the brake pedal is performed before the brake is depressed. Therefore, as described above, in the case where the change time from the release of the accelerator to the depression of the brake is less than the change threshold, the processing according to the occurrence of the dangerous situation of the vehicle is performed. Typical hiyari hats can be detected.

  Further, when the change time A is less than the change threshold Th2 (step 140 → step 155), the drive recorder 1 sets the contents of the process according to the occurrence of the dangerous situation of the vehicle according to the representative deceleration B of the vehicle. Change (steps 160 and 165). Specifically, if the deceleration B is larger than the deceleration threshold 3, data in which “a quick change from accelerator to brake”, “a sudden stop”, and “a hiyari hat” are associated is recorded in the storage unit 12. Further, if the deceleration B is equal to or less than the deceleration threshold value 3, “fast change from accelerator to brake” and “missing” are associated with each other, and data not associated with “rapid stop” is recorded in the storage unit 12. By doing this, it is possible to cope with a more detailed classification against the incidental hat leading to the change from the accelerator to the brake.

  When the accelerator is depressed again after the accelerator of the vehicle is released, the drive recorder 1 compares the re-depression time AA from the release of the accelerator to the re-depression of the accelerator with the re-depression threshold Th4 (step 130). If the re-depression time is less than the re-depression threshold, the danger handling process 15g performs a process according to the occurrence of the dangerous situation of the vehicle.

  When the driver notices the occurrence of a dangerous situation, the accelerator may be released at one end, and when the dangerous situation is over, the accelerator pedal may be depressed again without stepping on the brake. Therefore, when the re-depression time from the release of the accelerator to the re-depression of the accelerator becomes less than the re-depression threshold as described above, the conventional detection could not be performed by performing the process according to the occurrence of the dangerous situation of the vehicle. Potential near misses can be detected.

  Further, the drive recorder 1 changes the content of the process according to the occurrence of the dangerous situation of the vehicle between the case where the change time A is less than the change threshold Th2 and the case where the re-depression time AA is less than the re-deposition threshold Th4. Specifically, if the change-over time A is less than the change-over threshold Th2, data of “a quick change from accelerator to brake” is recorded in the storage unit 12. Further, when the re-depression time AA is less than the re-depression threshold Th4, data of “a quick re-depression from accelerator to accelerator” is recorded in the storage unit 12. By doing this, it is possible to distinguish and respond to a hiyari hat leading to a switch from an accelerator to a brake and a hiyari hat leading to a second depression of an accelerator.

  Further, the drive recorder 1 of the present embodiment performs a process corresponding to the occurrence of the dangerous situation of the vehicle in the danger handling process 15g based on the fact that the change amount ΔS of the steering angle exceeds the threshold Th1 (step 105). When the driver notices the occurrence of a dangerous situation, there is a possibility that he will steer quickly. Therefore, when the change amount ΔS of the steering angle exceeds the threshold value Th1 as described above, by performing processing according to the occurrence of the dangerous situation of the vehicle, it is possible to detect a potential near-miss that could not be detected conventionally. .

  Here, the difference between near-miss detection of this embodiment and near-miss detection of a conventional drive recorder will be described using FIGS. 5 to 7. In the conventional drive recorder, as shown in FIG. 5, when the driver finds a near-miss hat and rapidly decelerates the vehicle, it detects the near-miss hat based on the rapid deceleration.

  However, in the actual hiyari-hat scene, for example, I noticed that I had jumped out, but I noticed that it was a long time ago, so I was not able to step on the brakes strongly, or when passing by, the oncoming car came closer than expected and made hiyari When trying to take action, the oncoming car has already passed, and there are many potential hilarious hat scenes that do not reach such rapid deceleration (changes in acceleration), such as not having reached strong deceleration. For example, as shown in FIG. 6, even if the driver discovers a near incident and releases the accelerator, it changes not only to the brake and then to the rapid deceleration, but also to the brake after the accelerator is released to return to normal driving In some cases, and after releasing the accelerator, the driver may return to normal driving by re-pressing the accelerator.

  On the other hand, in the drive recorder 1 according to the present embodiment, when the driver finds a near-missing hat and releases the accelerator and then switches to the brake, the near-field replacement is performed based on the fact that the change in pedaling is performed in a short time. It is designed to detect. For example, as shown in FIG. 6, when the driver finds a near-missing hat and releases the accelerator and then depresses the accelerator again, detection of the near-missing hat is based on the fact that the process from opening to re-pressing is performed in a short time. Is supposed to do. Therefore, potential hiyari hats can be extracted.

  For example, as shown in FIG. 7, when a sudden change in steering occurs after the driver discovers a near incident and releases the accelerator, it may return to normal traveling as well as when the vehicle is suddenly decelerated thereafter. .

  On the other hand, in the drive recorder 1 of the present embodiment, the driver detects a near-miss hat and detects the near-miss hat based on the fact that the change amount ΔS of the steering angle exceeds the threshold value Th1. Therefore, potential hiyari hats can be extracted.

Second Embodiment
Next, a second embodiment of the present invention will be described. In the present embodiment, the processing content of the control unit 15 is changed with respect to the first embodiment. Specifically, as shown in FIG. 8, the control unit 15 of the present embodiment, in addition to the processes 15a, 15b, 15c, 15d, 15e, 15f, and 15g, the additional near-miss judgment process 15h also includes the processes 15a to 15g. And will run in parallel. The processing contents of the processes 15b, 15c, 15d, 15e, and 15f are the same as in the first embodiment.

  The additional near-miss determination processing 15h will be described below. First, the control unit 15 performs the processing described in the first embodiment in the vehicle signal acquisition processing 15a, and additionally adds the accelerator on / off information and the accelerator depression amount information repeatedly acquired as in the first embodiment, to sequentially add near loss determination processing 15h. Pass to

  Further, the control unit 15 executes the process shown in FIG. 9 in the additional near-miss determination process 15h. Specifically, first, at step 210, accelerator on / off information and accelerator depression amount information are obtained, and then at step 220, whether the accelerator changes from on to off in the same processing as step 55 of FIG. judge. If it is determined that no change has occurred, the process returns to step 210. Therefore, in the additional near-miss determination processing 15h, the control unit 15 repeatedly acquires the accelerator on / off information and the accelerator depression amount information until the accelerator is released.

  If it is determined in step 220 that the accelerator has changed from on to off, the process proceeds to step 230, where an accelerator opening speed S is calculated. The accelerator release speed is an amount that increases as the decrease speed of the accelerator depression amount acquired in step 210 increases. For example, the accelerator opening speed is a representative accelerator depression amount in a period starting from the point when the accelerator depression amount finally begins to decrease, and ending with the point when it is determined in step 220 that the accelerator changes from on to off. You may adopt a reduction rate of

  As a representative accelerator depression amount, the average value or the maximum value of the accelerator depression amount in the period may be used. Further, as a representative accelerator depression amount, an absolute value of a result of dividing the difference between the accelerator depression amounts at the start point and the end point of the period by the time difference between the start point and the end point may be used. In addition, the above-mentioned starting point may be a point in time which is a predetermined time before the point when it is determined in step 220 that the accelerator changes from on to off.

  Subsequently, at step 240, it is determined whether the accelerator opening speed S calculated at step 230 is larger than a predetermined opening threshold Th5. If it is determined that the value is not large, the process proceeds to step 250, and if it is determined that the value is large, the process proceeds to step 260.

  In step 250, it is determined that the normal operation is performed, and the process returns to step 210 without passing any data to the danger response processing 15g.

  At step 260, it is determined that a near miss leading to quick accelerator release has been detected. In this case, in step 260, data in which “fast accelerator release” and “hyalious hat” are associated is further transferred to the danger handling process 15g. After step 260, the process returns to step 210.

  In the danger response process 15g, in addition to the same process as the first embodiment, the control unit 15 performs a process according to a near incident (a dangerous situation which does not lead to a collision) based on the data passed from the additional near incident determination process 15h.

  Specifically, in the danger response process 15g, when the control unit 15 receives the data of “fast accelerator release” and “hyalious hat” from the additional near-miss determination process 15h, the vehicle signal is acquired in the above-mentioned guard period including the receiving time Tn. The vehicle information (the same as in the first embodiment) acquired from the process 15a is recorded as guard information in the storage unit 12. Further, the data on the "fast accelerator release" and the "missing" are included in the danger situation information recorded in the storage unit 12.

  By doing as described above, for each piece of dangerous situation information, information indicating the situation represented by the dangerous information (that is, the distinction between the near incident and the collision, and the type of near incident including "fast accelerator release") is recorded. be able to.

  Further, the control unit 15 may transmit the danger situation information recorded in the storage unit 12 to the danger information storage server outside the vehicle using the outside communication unit 13 in the danger handling process 15g. In this case, the danger information storage server stores the received danger situation information.

  When the danger condition information is recorded in the storage unit 12 in the danger response process 15g, the control unit 15 may notify the passenger in the vehicle by means of the display unit 14 using a display unit 14 to that effect.

  As described above, the drive recorder 1 of this embodiment compares the release speed S of the accelerator with the release threshold Th5 when the accelerator of the vehicle is released, and when the release speed of the accelerator is larger, the risk handling process Perform processing according to the danger situation of the vehicle at 15g.

  When the driver notices a dangerous situation, he often releases the accelerator pedal more quickly than usual. Therefore, as described above, when the opening speed S of the accelerator becomes less than the opening threshold Th5, the potential hiyari hat which could not be detected conventionally can be detected by performing processing according to the occurrence of the dangerous situation of the vehicle. Can.

In each of the above-described embodiments, the control unit 15 functions as an example of the re-passing comparison unit by executing step 130. In addition, by executing step 140, it functions as an example of the transition comparison means. Also, by executing steps 135, 160, and 165, it functions as an example of the change control means. Also, by executing step 240, it functions as an example of the open comparison means. Moreover, it functions as an example of the danger situation handling means by executing the danger handling process 15g (other embodiments)
In addition, this invention is not limited to above-described embodiment, In the range described in the claim, it can change suitably. Further, in the above embodiment, elements constituting the embodiment are not necessarily essential except when clearly shown as being essential and when it is considered to be obviously essential in principle. Needless to say. Further, in the above embodiment, when numerical values such as the number, numerical value, amount, range and the like of the constituent elements of the embodiment are mentioned, it is clearly indicated that it is particularly essential and clearly limited to a specific number in principle. It is not limited to the specific number except in the case where Further, in the above embodiment, when referring to the shapes, positional relationships, etc. of the components etc., unless specifically stated otherwise or in principle when limited to a specific shape, positional relationship, etc., the shapes, positions, etc. It is not limited to the relationship etc. Furthermore, the present invention allows for the following modifications to the above embodiment. In addition, the following modifications can respectively independently select application and non-application to the said embodiment. That is, any combination of the following modifications can be applied to the above embodiment.

(Modification 1)
In the above embodiment, the drive recorder 1 is illustrated as an example of the danger situation detection device, but the danger situation detection device of the present invention may be realized by a configuration other than the drive recorder.

(Modification 2)
Values may be set for the drivers Th1, Th2, Th3, Th4, and Th5 separately for each driver. Specifically, storage unit 12 includes an individual driver threshold value table, and control unit 15 extracts driver threshold values Th1, Th2, Th3, Th4, and Th5 designated by the driver's operation from the individual driver threshold value table. The specification may be made in the process of FIG. Here, the driver-specific threshold value table includes a plurality of records each corresponding to one driver, and each record has an ID of the driver and threshold values Th1, Th2, Th3, Th4, and the like corresponding to the driver. Th5 information is pre-recorded. The threshold value corresponding to each driver in the driver-specific threshold value table may be set based on the characteristics of each driver's steering, acceleration work, and brake work in a normal state.

1 Drive recorder (danger situation detection device)
15a Vehicle signal acquisition processing 15b Step change measurement processing 15c Deceleration measurement processing 15d Steering change measurement processing 15e Near-miss determination processing 15f Collision determination processing 15 g Hazard response processing 15 h Additional near-miss determination processing

Claims (4)

When the brake is depressed after the accelerator of the vehicle is released, the changeover comparison means (140) which compares the changeover time (A) from the release of the accelerator to the depression of the brake and the changeover threshold (Th2) ,
Risk condition handling means (15g) that performs processing according to the occurrence of a risk condition of the vehicle if the change time is less than the change threshold value;
Re-stepping comparison means (compare the re-depression time (AA) from the release of the accelerator to the re-depression of the accelerator and the re-depression threshold (Th4) when the accelerator is depressed again after the accelerator of the vehicle is released 130) and,
The dangerous situation detection device according to claim 1, wherein the dangerous situation handling means carries out a process according to the occurrence of the dangerous situation of the vehicle when the re-depression time is less than the re-depression threshold.   Change control means (160, 165) for changing the content of the process according to the occurrence of a dangerous situation of the vehicle by the dangerous situation handling means when the switching time is less than the change threshold The dangerous situation detection device according to claim 1, further comprising:   The content of the process according to the occurrence of the dangerous situation of the vehicle by the dangerous situation handling means is changed between the case where the switching time is less than the switching threshold and the case where the re-stroke time is less than the re-stroke threshold. The danger situation detection device according to claim 1 or 2, further comprising change control means (135, 160, 165). If the accelerator is depressed again without depression after the accelerator of the vehicle is released, the re-depression time (AA) from the release of the accelerator to the re-depression of the accelerator is compared with the re-depression threshold (Th4) Re-step comparison means (130)
When the re-depression time is less than the re-depression threshold, information indicating that the re-depression time is higher than that in the re-depression threshold is recorded as processing according to the occurrence of the dangerous situation of the vehicle. hazardous condition detection devices having a dangerous situation corresponding means (15 g), and the.

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