JP6667718B2 - Entry avoidance control device and approach avoidance control method - Google Patents

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an approach avoidance control device that controls a vehicle to avoid approaching a place where the vehicle should not enter.

  For example, Patent Literature 1 describes a reverse drive prevention device for a vehicle that determines whether or not a road is prohibited from entering in a predicted traveling direction of a vehicle by capturing and image-recognizing a guide board, a sign, and the like using a camera outside the vehicle. Have been. When the driver of a vehicle tries to guide the vehicle in a direction to enter a no-go road, the vehicle reverse running prevention device of Patent Document 1 instructs an accelerator control unit or a brake control unit to decelerate the vehicle. Is performed.

JP 2009-140250 A

In the vehicle reverse running prevention device of Patent Document 1, it is determined whether or not an entry-prohibited road exists in a predicted traveling direction by applying a discriminant function to a plurality of pieces of information, and is captured and image-recognized by a camera outside the vehicle. The presence / absence of the guide plate and the presence / absence of a sign or the like imaged and image-recognized by the outside camera are input as variables of the discriminant function.
As described above, the vehicular reverse drive prevention device disclosed in the above-mentioned Patent Document 1 has an exterior camera having such a performance as to be able to image and recognize a guide plate, a sign, and the like in order to prevent a vehicle from entering a prohibited road. Had to be used.

  The present invention has been made to solve the above-described problem, and can control a vehicle without using a camera so that the vehicle does not enter a “place where the vehicle should not enter”. It is intended to obtain an approach avoidance control device.

An approach avoidance control device according to the present invention includes a position acquisition unit that acquires current position information of a vehicle, a traveling information acquisition unit that acquires traveling information related to traveling of the vehicle, a current position information acquired by the position acquisition unit, Using the traveling information acquired by the information acquisition unit, a position prediction unit that predicts a future position of the vehicle after a time dynamically set according to the speed of the vehicle, and a road condition around the current position of the vehicle. A location information acquisition unit for acquiring location information including the location information, a first use determination unit for determining whether or not the current location information can be used based on the reliability of the current location information acquired by the location acquisition unit; A second use determining unit that determines whether or not the location information can be used based on the reliability of the obtained location information; a first usage determining unit that determines that the current location information is available; If the information is determined to be usable Therefore, if the future position of the vehicle predicted by the position prediction unit is determined based on the location information acquired by the location information acquisition unit and is located in a place where the vehicle should not enter, automatic braking operation or automatic steering operation And a control start determination unit that outputs a control signal for instructing the start.

  According to the present invention, the current position information of the reliability determined to be usable by the first use determining unit and the location information of the reliability determined to be usable by the second use determining unit are used for the future of the vehicle. If the position is located in the "place where the vehicle should not enter" determined based on the location information, the control start determination unit instructs the automatic brake operation or the automatic steering operation. The vehicle can be controlled so that the vehicle does not enter a place where the vehicle should not enter.

FIG. 1 is a diagram illustrating an approach avoidance control device according to a first embodiment of the present invention and a configuration around it. FIG. 1 is a diagram showing a configuration of an approach avoidance control device according to Embodiment 1 of the present invention. 3A and 3B are diagrams illustrating an example of a hardware configuration of the approach avoidance control device according to the first embodiment of the present invention. 4 is a flowchart illustrating an example of a process performed by the approach avoidance control device according to the first embodiment of the present invention. FIG. 4 is an image diagram of a process performed by the approach avoidance control device according to the first embodiment of the present invention. FIG. 4 is an image diagram of a process performed by the approach avoidance control device according to the first embodiment of the present invention. FIG. 4 is an image diagram of a process performed by the approach avoidance control device according to the first embodiment of the present invention. FIG. 4 is an image diagram of a process performed by the approach avoidance control device according to the first embodiment of the present invention. It is a figure which shows the modification of the approach avoidance control apparatus which concerns on Embodiment 1 of this invention. 10A to 10D are diagrams illustrating an example of a warning image. FIG. 2 is a diagram illustrating a case where the approach avoidance control device according to Embodiment 1 of the present invention is configured with an in-vehicle information device, a server, and a mobile terminal that cooperate with each other.

Hereinafter, in order to explain this invention in greater detail, the preferred embodiments of the present invention will be described with reference to the accompanying drawings.
Embodiment 1 FIG.
FIG. 1 is a diagram showing a configuration of an approach avoidance control device 1 according to Embodiment 1 of the present invention and a peripheral configuration thereof. FIG. 1 also shows another device that inputs and outputs information to and from the approach avoidance control device 1. FIG. 2 is a diagram illustrating an internal configuration of the approach avoidance control device 1. In the first embodiment, the approach avoidance control device 1 is built in an in-vehicle information device 20 such as a car navigation device.

The approach avoidance control device 1 includes a position acquisition unit 10, a vehicle state acquisition unit 11, a vehicle information acquisition unit 12, a position prediction unit 13, a location information acquisition unit 14, a first use determination unit 15, a second It has a use determining unit 16 and a control start determining unit 17.
The position acquisition unit 10 acquires the current position information of the vehicle from a GNSS (Global Navigation Satellite System) receiver 21a. The position acquisition unit 10 outputs the acquired current position information to the position prediction unit 13. The GNSS receiver 21a is, for example, a GPS (Global Positioning System) receiver, calculates the current position of the vehicle using radio waves transmitted from a GNSS satellite and received by the GNSS antenna 21b, and indicates the current position indicating the current position. The position information is output to the approach avoidance control device 1.

The vehicle state acquisition unit 11 and the vehicle information acquisition unit 12 acquire travel information related to travel of the vehicle. The vehicle state acquisition unit 11 and the vehicle information acquisition unit 12 constitute a traveling information acquisition unit.
The travel information acquired by the vehicle state acquisition unit 11 is output from the sensor 22. The sensor 22 is, for example, an acceleration sensor, and detects a state of the vehicle such as a vertical direction of the vehicle and outputs the detected state to the approach avoidance control device 1. The up and down direction of the vehicle detected by the acceleration sensor indicates whether the gradient of the road on which the vehicle is traveling is either an upward gradient or a downward gradient, and how much the gradient is. The vehicle state acquisition unit 11 outputs the traveling information acquired from the sensor 22 to the position prediction unit 13.

  The travel information acquired by the vehicle information acquisition unit 12 is output from the vehicle system 24. The traveling information output from the vehicle system 24 is input to the vehicle information acquisition unit 12 via the vehicle information acquisition circuit 23. The vehicle system 24 manages and controls the vehicle as a whole, and the vehicle information acquisition circuit 23 is, for example, a CAN (Controller Area Network). The vehicle system 24 outputs vehicle information such as a diameter of a tire wheel mounted on the vehicle, a traveling direction of the vehicle, and vehicle speed information detected by a vehicle speed sensor (not shown) to the approach avoidance control device 1. The vehicle information acquisition unit 12 outputs the traveling information acquired from the vehicle system 24 to the position prediction unit 13.

  The position prediction unit 13 predicts a future position of the vehicle after a set time using the current position information acquired by the position acquisition unit 10 and the traveling information acquired by the vehicle state acquisition unit 11 and the vehicle information acquisition unit 12. I do. The position prediction unit 13 predicts a future position of the vehicle, for example, on the assumption that the vehicle moves from the current position while maintaining the current speed and traveling direction. The position prediction unit 13 outputs the predicted future position of the vehicle to the control start determination unit 17. For example, since the vehicle speed information detected by a vehicle speed sensor (not shown) is a pulse signal indicating the number of rotations of the tire wheels, the position prediction unit 13 calculates the vehicle speed using the vehicle speed information and the diameter of the tire wheels. Then, the future position of the vehicle is predicted using the calculated speed. If the road on which the vehicle is traveling is a hill, there is a difference between the traveling distance of the vehicle and the traveling distance of the vehicle on a flat map. The future position of the vehicle in which the difference is taken into account is predicted using the vertical direction.

The location information acquisition unit 14 acquires location information including road conditions around the current position of the vehicle.
The location information acquisition unit 14 acquires map data as location information from outside via the map acquisition circuit 25. The location information acquisition unit 14 causes the memory 26 to store the acquired map data. The map acquisition circuit 25 is, for example, a WLAN (Wireless Local Area Network), Bluetooth (registered trademark), or a USB (Universal Serial Bus). Thereby, the location information obtaining unit 14 can obtain the map data from the Internet, a portable terminal storing the map data, a storage device storing the map data, or the like. In addition, the in-vehicle information device 20 has a communication device that supports LTE (Long Term Evolution), and the communication device functions as a map acquisition circuit 25 so that the map acquisition circuit 25 can directly connect to the Internet. You may.

  Further, the location information acquisition unit 14 acquires traffic information as location information from outside via the traffic information acquisition circuit 27. The location information acquisition unit 14 stores the acquired traffic information in the memory 26. The traffic information acquisition circuit 27 is, for example, a WLAN, and the location information acquisition unit 14 can acquire traffic information from the Internet. The traffic information acquisition circuit 27 may be, for example, a VICS (Vehicle Information and Communication System: registered trademark) receiver. Similarly to the case of the map acquisition circuit 25, a communication device supporting LTE may function as the traffic information acquisition circuit 27 so that the traffic information acquisition circuit 27 can directly connect to the Internet.

The first use determining unit 15 determines whether or not the current position information acquired by the position acquiring unit 10 can be used based on the reliability of the current position information. The first use determination unit 15 can use, for example, a CN (Carrier to Noise) ratio detected by the GNSS receiver 21a as an index of the reliability of the current position information. Alternatively, the first use determination unit 15 can use, for example, the number of GNSS satellites captured by the GNSS receiver 21a as an index of the reliability of the current position information. The first use determining unit 15 acquires the CN ratio detected by the GNSS receiver 21a or the number of GNSS satellites captured by the GNSS receiver 21a from the GNSS receiver 21a, and Use as an index of reliability. Alternatively, the first use determination unit 15 obtains the CN ratio detected by the GNSS receiver 21a and also obtains the number of GNSS satellites captured by the GNSS receiver 21a, and uses them as an index of reliability by combining the two. May be.
The first use determination unit 15 compares the reliability index acquired from the GNSS receiver 21a with a first threshold. The first threshold value is set to a value at which the future position of the vehicle can be appropriately predicted using the current position information. Then, the first use determination unit 15 outputs to the control start determination unit 17 as a determination result whether the current position information acquired by the position acquisition unit 10 is usable or unusable.

The second use determination unit 16 determines whether or not the map data acquired by the location information acquisition unit 14 can be used based on the reliability of the map data. The second use determination unit 16 can use, for example, the date and time of acquisition of the map data, the date and time of creation of the map data, or the distribution source of the map data as an index of the reliability of the map data. The second use determination unit 16 may use the acquisition date and time, the creation date and time, the distribution source, and the like in combination as an index of reliability. For example, the more recent the date and time of acquisition of the map data, the higher the reliability of the map data. Further, the more recent the date and time of creation of the map data, the higher the reliability of the map data. In addition, the reliability of the map data increases as the distribution source of the map data increases. It is possible for the user of the vehicle to appropriately set which of the businesses the operator trusts in the approach avoidance control device 1 via an input device (not shown).
Information such as the acquisition date and time of the map data, the creation date and time of the map data, and the distribution source of the map data are acquired simultaneously when the location information acquisition unit 14 acquires the map data, and stored in the memory 26. The second use determining unit 16 accesses the memory 26 and acquires information used as an index of reliability from various types of information stored in the memory 26.
The second use determination unit 16 compares the index of the reliability acquired from the memory 26 with the second threshold. The second threshold value is set to a value that is higher than the value that seems to reflect the actual road and the surrounding conditions without any problem. Then, the second use determination unit 16 outputs to the control start determination unit 17 as a determination result whether the map data acquired by the location information acquisition unit 14 is usable or unusable.

In addition, the second use determining unit 16 determines whether or not the traffic information acquired by the location information acquiring unit 14 can be used based on the reliability of the traffic information. The second use determination unit 16 can use, for example, the date and time of acquisition of traffic information, the date and time of creation of traffic information, or the distribution source of traffic information as an index of the reliability of traffic information. The second use determination unit 16 may use the acquisition date and time, the creation date and time, the distribution source, and the like in combination as an index of reliability. For example, the more recent the date and time of the traffic information acquisition, the higher the reliability of the traffic information. Also, the more recent the date and time of creation of the traffic information, the higher the reliability of the traffic information. In addition, the reliability of the traffic information increases as the distribution source of the traffic information increases. It is possible for the user of the vehicle to appropriately set which of the businesses the operator trusts in the approach avoidance control device 1 via an input device (not shown).
Information such as the date and time at which the traffic information was obtained, the date and time when the traffic information was created, or the distribution source of the traffic information is simultaneously obtained when the location information obtaining unit 14 obtains the traffic information, and is stored in the memory 26. The second use determining unit 16 accesses the memory 26 and acquires information used as an index of reliability from various types of information stored in the memory 26.
The second use determining unit 16 compares the reliability index acquired from the memory 26 with a third threshold. The third threshold value is set to a value that is higher than the value that seems to reflect the actual traffic congestion or the actual construction work without any problem. Then, the second use determination unit 16 outputs to the control start determination unit 17 as a determination result whether the traffic information acquired by the location information acquisition unit 14 is usable or unusable.

The control start determination unit 17 outputs a control signal to a brake control system 29 or a steering device 30 via an IF (interface) circuit 28. The control signal is a signal for instructing the brake control system 29 to perform an automatic brake operation, or a signal for instructing the steering device 30 to perform an automatic steering operation. The IF circuit 28 is, for example, a CAN.
The control start determination unit 17 determines the future position of the vehicle based on the map data using the future position of the vehicle predicted by the position prediction unit 13 and the map data acquired by the location information acquisition unit 14. It is determined whether the vehicle is located in a “place where the vehicle should not enter”. In the case where the determination result output by the first use determination unit 15 indicates that the current position information can be used, and the determination result output by the second use determination unit 16 indicates that the map data can be used. If it is determined that the future position of the vehicle is located at a “place where the vehicle should not enter” determined based on the map data, the control start determination unit 17 controls the brake control system 29 or the steering device 30 to control the vehicle. Output a signal.

  The control start determination unit 17 determines the future position of the vehicle based on the traffic information using the future position of the vehicle predicted by the position prediction unit 13 and the traffic information obtained by the location information obtaining unit 14. It is determined whether the vehicle is located in a “place where the vehicle should not enter”. Then, in the case where the determination result output by the first use determination unit 15 indicates that the current position information is available, and the determination result output by the second use determination unit 16 indicates that the traffic information is available. If it is determined that the future position of the vehicle is located at a “place where the vehicle should not enter” determined based on the traffic information, the control start determination unit 17 controls the brake control system 29 or the steering device 30 to control the vehicle. Output a signal.

Next, an example of a hardware configuration of the approach avoidance control device 1 will be described with reference to FIGS. 3A and 3B.
Position acquisition unit 10, vehicle state acquisition unit 11, vehicle information acquisition unit 12, position prediction unit 13, location information acquisition unit 14, first use determination unit 15, second use determination unit 16, and control start of approach avoidance control device 1 Each function of the determination unit 17 is realized by a processing circuit. The processing circuit may be dedicated hardware or a CPU (Central Processing Unit) that executes a program stored in a memory. The CPU is also called a central processing unit, a processing unit, an arithmetic unit, a microprocessor, a microcomputer, a processor, or a DSP (Digital Signal Processor).

  FIG. 3A shows a position acquisition unit 10, a vehicle state acquisition unit 11, a vehicle information acquisition unit 12, a position prediction unit 13, a location information acquisition unit 14, a first use determination unit 15, a second use determination unit 16, and a control start determination unit. 17 is a diagram illustrating an example of a hardware configuration when the function of each unit of FIG. 17 is realized by a processing circuit 101 that is dedicated hardware. The processing circuit 101 is, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), or an FPGA (Field Programmable Gate Array), or a combination thereof. I do. The position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, the first use determination unit 15, the second use determination unit 16, and the control start determination unit 17 The functions may be realized by combining separate processing circuits 101, or the functions of each unit may be realized by one processing circuit 101.

  FIG. 3B shows a position acquisition unit 10, a vehicle state acquisition unit 11, a vehicle information acquisition unit 12, a position prediction unit 13, a location information acquisition unit 14, a first use determination unit 15, a second use determination unit 16, and a control start determination unit. 17 is a diagram illustrating an example of a hardware configuration in a case where functions of respective units of 17 are realized by a CPU 103 that executes a program stored in a memory 102. FIG. In this case, the position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, the first use determination unit 15, the second use determination unit 16, and the control start determination unit 17 Are realized by software, firmware, or a combination of software and firmware. Software and firmware are described as programs and stored in the memory 102. The CPU 103 reads out and executes the program stored in the memory 102 to obtain the position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, the first use determination. The function of each unit of the unit 15, the second use determination unit 16, and the control start determination unit 17 is realized. That is, the approach avoidance control device 1 has a memory 102 for storing a program or the like that results in steps ST1 to ST6 shown in the flowchart of FIG. In addition, these programs include a position acquisition unit 10, a vehicle state acquisition unit 11, a vehicle information acquisition unit 12, a position prediction unit 13, a location information acquisition unit 14, a first use determination unit 15, a second use determination unit 16, It can be said that the computer executes the procedure or method of each unit of the start determination unit 17. Here, the memory 102 is, for example, a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable ROM), or an EEPROM (Electrically Erasable Programmable or Non-Volatile ROM). A semiconductor memory or a disk-shaped recording medium such as a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk, or a DVD (Digital Versatile Disc) is applicable.

  The position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, the first use determination unit 15, the second use determination unit 16, and the control start determination unit 17 A part of the function of each unit may be realized by dedicated hardware, and a part may be realized by software or firmware. For example, the functions of the position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, and the location information acquisition unit 14 are realized by a processing circuit as dedicated hardware, and the position prediction unit 13, the first use determination. The functions of the unit 15, the second use determination unit 16, and the control start determination unit 17 can be realized by the processing circuit reading and executing the program stored in the memory.

  As described above, the processing circuit is configured by the hardware, software, firmware, or a combination of the above, to obtain the position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, The function of each of the first use determination unit 15, the second use determination unit 16, and the control start determination unit 17 can be realized.

Next, an example of a process performed by the approach avoidance control device 1 configured as described above will be described with reference to a flowchart shown in FIG. FIG. 4 illustrates an example in which the location information acquisition unit 14 acquires map data. The process shown in the flowchart of FIG. 4 is periodically performed after the engine of the vehicle is turned on, for example.
For example, when the vehicle engine is turned on, the position acquisition unit 10 starts acquiring the current position information from the GNSS receiver 21a, the vehicle state acquisition unit 11 from the sensor 22, and the vehicle information acquisition unit 12 from the vehicle system 24. The acquisition of travel information is started (step ST1). The position acquisition unit 10 outputs the acquired current position information to the position prediction unit 13. The vehicle state acquisition unit 11 and the vehicle information acquisition unit 12 output the acquired traveling information to the position prediction unit 13. Since the current position information and the travel information change every moment, the position acquisition unit 10, the vehicle state acquisition unit 11, and the vehicle information acquisition unit 12 repeat the acquisition and output of each information thereafter.

Subsequently, the second use determination unit 16 compares the information such as the acquisition date and time, creation date and time, or distribution source of the map data acquired by the location information acquisition unit 14 and stored in the memory 26 with the reliability of the map data. It is obtained from the memory 26 as an index, and it is determined whether the map data is usable (step ST2).
When the second use determination unit 16 determines that the map data is unusable because the index of the reliability is lower than the second threshold (step ST2; NO), the approach avoidance control device 1 performs the automatic braking operation or the automatic steering operation. The process ends without instructing any of the operations.
Here, the case where the map data is obtained at the time of the previous driving or the like and stored in the memory 26 has been described as an example, but the second use determining unit 16 determines in step ST2 after the engine of the vehicle is turned on. Until the process is started, the location information acquisition unit 14 may perform a process of acquiring map data and storing the map data in the memory 26.

On the other hand, when the second use determination unit 16 determines that the map data is usable because the index of the reliability is equal to or more than the second threshold (step ST2; YES), the first use determination unit 15 Then, a CN ratio or the like is acquired from the GNSS receiver 21a as an index of the reliability of the current position information, and it is determined whether the current position information acquired by the position acquisition unit 10 is usable (step ST3).
When the first use determining unit 15 determines that the current position information is unusable because the index of the reliability is lower than the first threshold (step ST3; NO), the approach avoidance control device 1 performs the automatic braking operation or the automatic The process ends without instructing any of the steering wheel operations.

On the other hand, when the first use determination unit 15 determines that the current position information is usable because the index of the reliability is equal to or greater than the first threshold (step ST3; YES), the position prediction unit 13 Using the current position information acquired by the position acquisition unit 10 and the traveling information acquired by the vehicle state acquisition unit 11 and the vehicle information acquisition unit 12, a future position of the vehicle after a set time is predicted (step ST4). The position prediction unit 13 outputs the predicted future position of the vehicle to the control start determination unit 17.
The set time is dynamically set according to, for example, the speed of the vehicle. The higher the speed of the vehicle, the longer the time from when the driver applies the brake to when the vehicle stops. Therefore, in order to allow the driver to stop the vehicle before entering the "place where the vehicle should not enter", the set time is dynamically increased such that the faster the current vehicle speed, the longer the set time. Is set. Alternatively, the set time may not be set dynamically according to the speed of the vehicle, but may be set uniformly regardless of the speed of the vehicle. In this case, for example, even if the vehicle is running at the maximum speed of the vehicle, the time that the driver can stop the vehicle before the vehicle enters the “place where the vehicle should not enter” is the set time. Is set uniformly.
When the set time is dynamically set, the timing at which the automatic brake operation or the like is performed is adjusted according to the current vehicle speed, so that the automatic brake operation or the like is not performed earlier than necessary, In that respect, it is preferable to the case where the set time is set uniformly.

Subsequently, the control start determination unit 17 determines the future position of the vehicle based on the map data using the future position of the vehicle predicted by the position prediction unit 13 and the map data stored in the memory 26. It is determined whether the vehicle is located in the “place where the vehicle should not enter” (step ST5).
When the control start determination unit 17 determines that the future position of the vehicle is not located at the “place where the vehicle should not enter” determined based on the map data (step ST5; NO), the process returns to step ST3. .

  On the other hand, when the control start determination unit 17 determines that the future position of the vehicle is located at the “place where the vehicle should not enter” determined based on the map data (step ST5; YES), the control start determination unit 17 Outputs a control signal to the brake control system 29 or the steering device 30 to instruct an automatic brake operation or an automatic steering operation (step ST6).

  FIG. 5 is an image diagram of a process performed by the approach avoidance control device 1. FIG. 5 illustrates an example in which the vehicle has reached the position A1 and has approached the toll road, but the driver has been unable to perform proper driving due to poor physical condition or the like. At least when the vehicle reaches the position A1, the first use determination unit 15 and the second use determination unit 16 determine the map data and the current position information because the reliability of the map data and the reliability of the current position information are high. It is assumed that it has been determined that it can be used. When the future position A2 of the vehicle predicted by the position predicting unit 13 at the time when the vehicle reaches the position A1 is located on the other side of the T-shaped road that has penetrated the road in the map data, the control start determining unit 17 performs the brake control. The automatic braking operation is instructed to the system 29. As a result, the vehicle can stop without entering a “place where the vehicle should not enter”, that is, the other side of the toll road that has penetrated the road. Note that the control start determination unit 17 may instruct the steering device 30 to perform an automatic steering operation in which the vehicle turns right or left along the toll road. Alternatively, the control start determination unit 17 may instruct the brake control system 29 to perform an automatic braking operation, and may also instruct the steering device 30 to perform an automatic steering operation for bringing the vehicle closer to the road shoulder. In this case, the approach avoidance control device 1 can stop the vehicle at a relatively safe road shoulder when the vehicle stops. As described above, the control start determination unit 17 instructs the brake control system 29, the steering device 30, or both of them to perform automatic vehicle control.

FIG. 6 is an image diagram of a process performed by the approach avoidance control device 1. FIG. 6 illustrates a case where the driver cannot perform appropriate driving due to poor physical condition or the like at a position B1 where the vehicle is traveling on a straight road. At least when the vehicle reaches the position B1, the first use determination unit 15 and the second use determination unit 16 determine the map data and the current position information because the reliability of the map data and the reliability of the current position information are high. It is assumed that it has been determined that it can be used. When the future position B2 of the vehicle predicted by the position prediction unit 13 is located at the shoulder of the map data that extends off the road at the time when the vehicle reaches the position B1, the control start determination unit 17 automatically notifies the brake control system 29. Instruct brake operation. As a result, the vehicle can stop without protruding over the shoulder of the road and entering a “place where the vehicle should not enter”. In this case as well, the control start determination unit 17 may instruct the steering device 30 or both the brake control system 29 and the steering device 30 to perform automatic vehicle control.
Similarly, when the vehicle reaches the position B1, the first use determining unit 15 and the second use determining unit 16 similarly determine that the map data and the current position information can be used. In the case where the future position B3 of the vehicle predicted by the unit 13 is located in the “place where the vehicle should not enter”, that is, the oncoming lane in the map data, the control start determination unit 17 causes the brake control system 29 to perform an automatic brake operation or It instructs the steering device 30 to operate the automatic steering wheel.

FIG. 7 is an image diagram of processing by the approach avoidance control device 1. FIG. 7 shows an example in which the driver mistakes the brake pedal and the accelerator pedal when the vehicle at the position C1 tries to stop in the parking lot adjacent to a building such as a convenience store. At least when the vehicle reaches the position C1, the first use determination unit 15 and the second use determination unit 16 determine the map data and the current position information because the reliability of the map data and the reliability of the current position information are high. It is assumed that it has been determined that it can be used. When the future position C2 of the vehicle predicted by the position prediction unit 13 is located at the location of the building in the map data when the vehicle reaches the position C1, the control start determination unit 17 causes the brake control system 29 to perform an automatic brake operation. Instruct. This allows the vehicle to stop without entering the building, which is a place where the vehicle should not enter. In this case as well, the control start determination unit 17 may instruct the steering device 30 or both the brake control system 29 and the steering device 30 to perform automatic vehicle control.
In the case as shown in FIG. 7, the vehicle information acquisition unit 12 may also acquire the depression amount of the accelerator pedal as the travel information and use it for the position prediction by the position prediction unit 13. That is, even if the speed of the vehicle itself is low, it is predicted that the vehicle will collide with the building if the depression amount of the accelerator pedal is large. In addition, the vehicle information acquisition part 12 can acquire the depression amount of the accelerator pedal from the vehicle system 24 similarly to other driving information.

  In the flowchart illustrated in FIG. 4, the case where the location information acquisition unit 14 acquires map data has been described as an example. However, when the location information acquisition unit 14 acquires traffic information, processing is performed in the same manner as map data. It is possible. FIG. 8 is an image diagram of a process using traffic information by the approach avoidance control device 1. FIG. 8 shows an example in which the vehicle at the position D1 approaches traffic congestion occurring on a highway or the like. At least when the vehicle reaches the position D1, the first use determination unit 15 and the second use determination unit 16 determine the traffic information and the current position information because the reliability of the traffic information and the reliability of the current position information are high. It is assumed that it has been determined that it can be used. When the future position D2 of the vehicle predicted by the position prediction unit 13 is located at the position where the last vehicle V1 of the traffic jam indicated in the traffic information is located when the vehicle reaches the position D1, the control start determination is performed. The unit 17 instructs the brake control system 29 to perform an automatic brake operation. As a result, the vehicle can stop without entering the last vehicle, that is, the “place where the vehicle should not enter”. In this case as well, the control start determination unit 17 may instruct the steering device 30 or both the brake control system 29 and the steering device 30 to perform automatic vehicle control.

As described above, the approach avoidance control device 1 determines whether or not the current position information, the map data, and the traffic information can be used to predict the future position of the vehicle based on the respective degrees of reliability. When the future position is located in a “place where the vehicle should not enter”, an automatic braking operation or an automatic steering operation is instructed. The approach avoidance control device 1 uses “reliable current position information, map data, and traffic information” for processing, so that “the vehicle should not enter” without using a camera to analyze the actual situation around the vehicle in detail. The vehicle can be controlled so that the vehicle does not enter the “place”.
In comparison with the current position information, the map data and the traffic information, there is no need to judge the reliability because the traveling information has a small error or the like that can occur.

FIG. 9 is a diagram illustrating a modification of the approach avoidance control device 1 further including the position correction unit 18 and the warning unit 19 in addition to the configuration illustrated in FIG.
When the first use determination unit 15 determines that the current position information acquired by the position acquisition unit 10 is unusable, the position correction unit 18 uses image information around the vehicle captured by a camera (not shown). The current position information acquired by the position acquisition unit 10 is corrected. The position correction unit 18 outputs the corrected current position information to the position prediction unit 13, and the position prediction unit 13 predicts the future position of the vehicle using the corrected current position information. When the current position information is corrected by the position correction unit 18, the corrected current position information is determined to be usable by the first use determination unit 15.

The position correction unit 18 analyzes, for example, image information around the vehicle and detects an object whose position is fixed, such as a traffic light or a building wall. Then, the position correction unit 18 calculates a relative positional relationship between the object and the vehicle. When position information such as a traffic signal or a building wall is included in the map data, the position correction unit 18 can calculate the position of the vehicle using the position information and the calculated relative positional relationship. . With this configuration, even when the index of the reliability of the current position information is less than the first threshold value, the position prediction unit 13 uses the current position information corrected by the position correction unit 18 to determine the appropriate future vehicle position. The position can be predicted.
Further, the camera that captures the surroundings of the vehicle only needs to be able to create image information enough to understand the relative positional relationship between the vehicle and other objects. For example, the camera creates image information enough to be able to recognize guide boards and signs. It doesn't have to be a high-performance camera.

  When the control start determination unit 17 outputs a control signal, the warning unit 19 outputs a signal instructing a speaker (not shown) to output a warning sound or a signal instructing a display (not shown) to display a warning image. . The warning unit 19 creates an image signal indicating a warning image as shown in FIGS. 10A to 10D, for example, and outputs it to a display (not shown). 10A corresponds to the situation shown in FIG. 5, FIG. 10B corresponds to the situation located at the shoulder of the road shown in FIG. 6, and FIG. 10C corresponds to the situation shown in FIG. 10D corresponds to the situation shown in FIG. Thereby, the occupant of the vehicle can easily know the condition of the vehicle.

  In the above description, the position prediction unit 13 calculates the vehicle speed using the vehicle speed information detected by a vehicle speed sensor (not shown) and the diameter of the tire wheel. However, the position predicting unit 13 periodically acquires and accumulates the current position information from the position acquiring unit 10, and uses two current position information having different acquisition timings to calculate the difference between the position and the current position information. The speed of the vehicle may be calculated from the difference between the acquisition timings. Alternatively, the position prediction unit 13 may calculate the speed of the vehicle using the detection result of the acceleration sensor.

In the above, the case where the approach avoidance control device 1 is built in the in-vehicle information device 20 such as a car navigation device has been described. However, the position avoiding unit 10, the vehicle state acquiring unit 11, the vehicle information acquiring unit 12, the position predicting unit 13, the place information acquiring unit 14, the first use determining unit 15, and the second use determining unit 16 included in the approach avoidance control device 1 have. The control start determination unit 17, the position correction unit 18, and the warning unit 19 may be constructed in a server outside the vehicle. In this case, the server enters and exits the "place where the vehicle should not enter" by transmitting and receiving information to and from the in-vehicle information device 20, the vehicle system 24, the brake control system 29, and the steering device 30 provided in the vehicle. An instruction may be given remotely so as not to do so.
In addition, the position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, the first use determination unit 15, the second use determination unit 16, the control start determination unit 17, Further, the position correction unit 18 and the warning unit 19 may be constructed in a mobile terminal brought into a vehicle such as a smartphone and a tablet terminal, and the mobile terminal may function as the approach avoidance control device 1.

  Further, as shown in FIG. 11, the position acquisition unit 10 and the vehicle 40 are linked by linking the in-vehicle information device 20, the server 40 outside the vehicle, and the portable terminal 50 brought into the vehicle in a state where information can be transmitted and received. State acquisition unit 11, vehicle information acquisition unit 12, position prediction unit 13, location information acquisition unit 14, first use determination unit 15, second use determination unit 16, control start determination unit 17, position correction unit 18, and warning The unit 19 may be separately provided in the in-vehicle information device 20, the server 40 outside the vehicle, and the portable terminal 50 brought into the vehicle. In this case, the in-vehicle information device 20, the server 40, and the portable terminal 50 constitute the approach avoidance control device 1.

  As described above, according to the approach avoidance control device 1 according to the first embodiment, by using the reliable current position information, the map data, and the traffic information for the processing, the “vehicle approach” can be performed without using the camera. The vehicle can be controlled so that the vehicle does not enter a “place where it should not be”. Therefore, there is no need to provide a high-performance camera for recognizing images of guide boards and signs. Further, when controlling a vehicle using such a camera, when traveling on a road where there is no object for image recognition, such as a guide board and a sign, which place is "a vehicle should not enter" In the first place, it is impossible to judge whether or not it corresponds to “place”. On the other hand, since the approach avoidance control device 1 according to the first embodiment uses map data or traffic information, even if the vehicle is traveling on a road with no information board, no sign, etc. It is possible to judge whether or not it corresponds to “a place that is not”.

  The vehicle information acquisition unit 12 acquires vehicle speed information detected by a vehicle speed sensor as travel information. As a result, the position prediction unit 13 can use a more accurate vehicle speed in the processing as compared with the vehicle speed calculated using two pieces of current position information having different acquisition timings, and can calculate the future vehicle speed. The position can be predicted more appropriately.

  When the first use determining unit 15 determines that the current position information is unusable, a position correcting unit that corrects the current position information acquired by the position acquiring unit 10 using image information around the vehicle captured by the camera. The position predicting unit 13 predicts a future position of the vehicle using the current position information acquired by the position acquiring unit 10 and corrected by the position correcting unit 18. Thereby, even if the reliability of the current position information acquired by the position acquisition unit 10 is low, the position prediction unit 13 can appropriately determine the future position of the vehicle by using the current position information corrected by the position correction unit 18. Can be predicted.

  Further, the location information acquisition unit 14 acquires map data or traffic information. As a result, the other side of the toll road, the oncoming lane, the building, or the vehicle at the end of traffic congestion is determined as a "place where vehicles should not enter".

  When the control start determining unit 17 outputs a control signal, the control unit 10 includes a warning unit 19 that outputs a signal instructing to output a warning sound or display a warning image. Thereby, the occupant of the vehicle can easily know the condition of the vehicle.

  In the present invention, it is possible to modify any of the components of the embodiment or omit any of the components of the embodiment within the scope of the invention.

  As described above, the approach avoidance control device according to the present invention can control the vehicle without using the camera so that the vehicle does not enter the “place where the vehicle should not enter”. It is particularly suitable for use in a vehicle without a camera.

  DESCRIPTION OF REFERENCE NUMERALS 1 approach avoidance control device, 10 position acquisition unit, 11 vehicle state acquisition unit, 12 vehicle information acquisition unit, 13 position prediction unit, 14 place information acquisition unit, 15 first use determination unit, 16 second use determination unit, 17 control Start determination unit, 18 position correction unit, 19 warning unit, 20 in-vehicle information equipment, 21a GNSS receiver, 21b GNSS antenna, 22 sensor, 23 vehicle information acquisition circuit, 24 vehicle system, 25 map acquisition circuit, 26 memory, 27 traffic Information acquisition circuit, 28 IF circuit, 29 brake control system, 30 steering device, 40 server, 50 portable terminal, 101 processing circuit, 102 memory, 103 CPU.

Claims (6)

A position acquisition unit that acquires current position information of the vehicle,
A traveling information acquisition unit that acquires traveling information on traveling of the vehicle,
Using the current position information acquired by the position acquisition unit and the traveling information acquired by the traveling information acquisition unit, the future position of the vehicle after a time dynamically set according to the speed of the vehicle. A position estimating unit for estimating,
A location information acquisition unit that acquires location information including road conditions around the current position of the vehicle,
A first use determination unit that determines whether the current position information is usable based on the reliability of the current position information acquired by the position acquisition unit;
A second use determining unit that determines whether or not the location information can be used based on the reliability of the location information acquired by the location information acquiring unit;
The first use determination unit determines that the current position information is available, and the second use determination unit determines that the location information is available, and the future of the vehicle predicted by the position prediction unit Is determined based on the location information acquired by the location information acquisition unit, and when the vehicle is located at a place where the vehicle should not enter, control starts to output a control signal instructing an automatic braking operation or an automatic steering operation. An approach avoidance control device comprising: a determination unit.   2. The approach avoidance control device according to claim 1, wherein the traveling information acquisition unit acquires vehicle speed information detected by a vehicle speed sensor as traveling information. 3. When the first use determination unit determines that the current position information is unusable, a position correction unit that corrects the current position information acquired by the position acquisition unit using image information around the vehicle captured by a camera. Prepared,
The approach avoidance control device according to claim 1, wherein the position prediction unit predicts a future position of the vehicle using current position information acquired by the position acquisition unit and corrected by the position correction unit. .   The approach avoidance control device according to claim 1, wherein the location information acquisition unit acquires map data or traffic information.   2. The approach avoidance control device according to claim 1, further comprising a warning unit that outputs a signal instructing to output a warning sound or display a warning image when the control start determination unit outputs a control signal. A position acquisition unit for acquiring current position information of the vehicle,
A traveling information acquisition unit acquires traveling information on traveling of the vehicle, and a traveling information acquisition step,
A position prediction unit uses the current position information acquired in the position acquisition step and the traveling information acquired in the traveling information acquisition step, and after a time dynamically set according to the speed of the vehicle. A position prediction step of predicting a future position of the vehicle;
A place information obtaining unit for obtaining place information including road conditions around a current position of the vehicle,
A first use determining step in which a first use determining unit determines whether or not the current position information can be used, based on the reliability of the current position information acquired in the position acquiring step;
A second use determining step in which a second use determining unit determines whether or not the place information can be used based on the reliability of the place information acquired in the place information acquiring step;
The control start determining unit determines that the current position information is usable in the first use determining step and determines that the location information is usable in the second use determining step; The future position of the vehicle predicted in is determined based on the location information acquired in the location information acquisition step, if the vehicle is located in a place where should not enter, automatic braking operation or automatic steering operation A control start determining step of outputting a control signal for instructing.

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