JP6721812B2 - vehicle - Google Patents

Description

Cross-reference of related applications

This international application claims priority based on Japanese Patent Application No. 2013-62418, filed with the Japan Patent Office on March 25, 2013, and is the same as Japanese Patent Application No. 2013-62418. The entire contents are incorporated into this international application.

The present invention relates to vehicles.

2. Description of the Related Art Conventionally, there is known a technique of detecting a danger such as an obstacle existing in the front of the vehicle by using a camera or a radar mounted on the vehicle and executing a process for avoiding the danger (see Patent Document 1). ..

JP, 11-029060, A

However, in the conventional technology, it is difficult to sufficiently improve the safety of the vehicle because the types of dangers that can be detected and the detection range of the dangers are limited. In one aspect of the present invention, it is desirable to provide a vehicle with excellent safety.

The vehicle of the present invention includes a risk information acquisition unit that acquires position information of a road-related danger, a vehicle position information acquisition unit that acquires position information of the own vehicle, the dangerous position information, and the position information of the own vehicle. Is in a predetermined positional relationship, a risk avoiding process execution unit that executes a risk avoiding process is provided.

The vehicle of the present invention can acquire the dangerous position information regarding the road, and can perform the risk avoidance process based on the positional relationship between the dangerous position information and the position information of the own vehicle. Therefore, the safety of the vehicle is high.

The vehicle of the present invention can acquire the position information of the danger from the danger information output unit provided on the infrastructure side of the road, for example. In this case, it is also possible to acquire the position information of the danger present at a distance from the vehicle.

Examples of the danger regarding the road include freezing of the road, snowfall on the road, and collapse of structures on the road.

FIG. 3 is an explanatory diagram showing the configurations of a vehicle 1 and an information distribution system 101. FIG. 3 is a block diagram showing a configuration of a vehicle 1. It is explanatory drawing showing the structure of the anti-skid agent injection system 21. 3 is a block diagram showing the configuration of a base station 105. FIG. It is a block diagram showing a configuration of a first information acquisition device 107. It is a block diagram showing a configuration of a second information acquisition device 109. It is an explanatory view showing composition and an operation of camera 139. It is explanatory drawing showing the structure and effect|action of the sound wave output machine 143 and the sound wave sensor 145. It is explanatory drawing showing the structure and operation of the optical sensor 147. It is explanatory drawing showing the structure of a conductivity sensor 149, and an effect|action. 7 is a flowchart showing a process in which the control center 103 stores road-related danger information. It is explanatory drawing showing a danger information database. 3 is a flowchart showing a process executed by vehicle 1. FIG. 14A is an explanatory view showing a landscape looking forward through the windshield from the viewpoint of the driver of the vehicle 1 when there is snow on the road, and FIG. 14B is an image of things on the road in the landscape shown in FIG. 14A. It is an explanatory view showing the state where it was superimposed and displayed by HUD13. It is an explanatory view showing a travel route information database. 6 is a flowchart showing a process executed by the control center 103. 3 is a flowchart showing a process executed by vehicle 1. FIG. 3 is a block diagram showing a configuration of a vehicle 1. FIG. 3 is a perspective view showing a configuration of a vehicle 1. 3 is a flowchart showing a process executed by vehicle 1. 3 is a flowchart showing a process executed by vehicle 1. FIG. 3 is a block diagram showing a configuration of a vehicle 1. FIG. 3 is a perspective view showing a configuration of a vehicle 1. 3 is a flowchart showing a process executed by vehicle 1.

Embodiments of the present invention will be described with reference to the drawings.
<First Embodiment>
1. Configuration of Vehicle 1 The configuration of the vehicle 1 will be described based on FIGS. 1 to 3. The vehicle 1 is a moving body that can travel on the road 201. The vehicle 1 can receive various information distributed by the information distribution system 101 described later. Further, the vehicle 1 can transmit various information acquired by itself to the information distribution system 101.

As shown in FIG. 2, the vehicle 1 includes a transceiver 3, a navigation system 5, a speaker 7, a slip detection system 9, an ABS (antilock brake system) 11, a HUD (head-up display) 13, a camera 15, and an infrared camera 17. , Radar 19, in-vehicle camera 20, anti-skid agent injection system 21, automatic braking system 23, and control unit 25.

The transceiver 3 transmits/receives information to/from the information distribution system 101 by wireless communication. The navigation system 5 can acquire position information of the vehicle 1 by GPS, and can set a planned travel route to a destination designated by the driver of the vehicle 1. The navigation system 5 also has a function of connecting to the Internet line 104 and transmitting/receiving information. The speaker 7 is provided in the passenger compartment of the vehicle 1 and can output sound.

The slip detection system 9 detects the slip of the vehicle 1 according to the following principle. The slip detection system 9 acquires the vehicle speed of the vehicle 1 and the rotation speed of the wheels at any time. Then, the theoretical vehicle speed, which is calculated from the rotation speed of the wheels when it is assumed that the slip has not occurred, and the actual vehicle speed are compared, and if the difference between the two is larger than a predetermined threshold value, the slip occurs. Judge that you are doing. The vehicle speed of the vehicle 1 can be obtained, for example, from the amount of change in the position of the vehicle 1 per unit time.

The ABS 11 is a well-known system that operates when a predetermined condition is satisfied and intermittently weakens the brake pressure of the vehicle 1 to prevent wheel (tire) locking.
The HUD 13 is a well-known image display system capable of displaying an image on the windshield of the vehicle 1. That is, the HUD 13 projects light representing an image on the windshield of the vehicle 1, and the light is reflected by the windshield to reach the driver's viewpoint. As a result, from the perspective of the driver, the image appears to be displayed on the windshield.

The camera 15 is a camera that is provided at the front end of the vehicle 1 and that can image the road surface in front of the vehicle 1 and directly below the vehicle 1. The camera 15 captures an image based on light in the visible light region. The infrared camera 17 is a camera provided at the front end of the vehicle 1 and capable of capturing infrared images of the road surface in front of the vehicle 1 and directly below the vehicle 1.

The radar 19 is provided at the front end of the vehicle 1, outputs a millimeter wave band radar wave in the forward direction of the vehicle 1, and receives a reflected wave of the radar wave reflected by an obstacle or the like. Then, the distance from the vehicle 1 to the obstacle is calculated based on the time difference from the output time of the radar wave to the reception time of the reflected wave. Further, the direction of the obstacle seen from the vehicle 1 is determined based on the direction in which the reflected wave arrives.

The in-vehicle camera 20 is mounted in the vehicle interior of the vehicle 1 and photographs the front of the vehicle 1 through the windshield. The vehicle 1 recognizes the type of an object in front of the vehicle 1 (for example, a preceding vehicle, a traffic light, a pedestrian, etc.) shown in an image captured by the in-vehicle camera 20 by image recognition. Then, it is determined how sharp the object shown in the image is, and the degree of dirt on the windshield is determined based on the determination result. When the degree of dirt is equal to or more than a predetermined threshold value, the vehicle 1 instructs the driver to take safety measures such as deceleration by the voice of the speaker 7 or the display screen of the navigation system 5.

As shown in FIG. 3, the anti-skid agent injection system 21 includes a tank 31, a pipe 33, and a control valve 35. The tank 31 is a closed pressure container made of metal, and a liquid anti-slip agent 39 and high-pressure nitrogen 41 are filled therein. The anti-slip agent 39 is formed by suspending fine particles of metal, sand, resin, etc. in a dispersion medium (eg, water, alcohol, etc.).

One end 33 a of the pipe 33 is inside the tank 31, and the opposite end 33 b faces the tire 43 of the vehicle 1. The opposite end 33b has a nozzle shape. The control valve 35 is provided at an intermediate position of the pipe 33, and opens and closes the pipe 33 according to a command from the control unit 25.

When the control valve 35 is closed, the anti-slip agent 39 does not flow in the pipe 33 and maintains the state of being held in the tank 31. On the other hand, when the control valve 35 is opened, the anti-slip agent 39 is pushed out into the pipe 33 by the high pressure nitrogen 41, ejected from the end 33b, and adheres to the surface of the tire 43. The tire 43 having the anti-slip agent 39 adhered to its surface is less likely to slip on a frozen road surface or snow.

The automatic brake system 23 operates the brake of the vehicle 1 (even if the driver does not operate the brake). The control unit 25 is a well-known computer that controls the above-described components, and includes a CPU, ROM, RAM, and the like. The vehicle 1 has the same configuration as that of a normal vehicle, but the description thereof will be omitted.

Further, the vehicle 1 can switch modes among a plurality of control modes (first mode, second mode, third mode,... ). The (n+1)th mode is a mode in which slippage is less likely to occur on the frozen road surface than the nth mode (n=1, 2, 3,... ).

The difference in the difficulty of slipping between the modes is realized by the operating condition of the ABS 11, and the limiting process for the sudden acceleration and the sudden steering. That is, in the slip-prohibiting mode, the ABS 11 is more likely to operate than in the slip-prone mode, acceleration is limited even when the driver depresses the accelerator by a predetermined amount, and even if the driver rotates the steering wheel by a predetermined amount, steering of the front wheels is suppressed. The corners are limited.

The vehicle 1 is in the state of the first mode in the initial stage, and every time the slip detection system 9 detects a slip, the vehicle 1 sequentially shifts to the second, third, fourth. As a result, the slip of the vehicle 1 on the frozen road surface can be reduced. When the slip detection system 9 continues to detect no slip for a predetermined time, the mode returns to the first mode.

The transceiver 3 is an embodiment of the danger information acquisition unit. The navigation system 5 is an embodiment of the vehicle position information acquisition unit. The navigation system 5, the speaker 7, the ABS 11, the HUD 13, the anti-skid agent injection system 21, the automatic braking system 23, and the control unit 25 are an embodiment of the danger avoidance process execution unit.

2. Configuration of Information Distribution System 101 The configuration of the information distribution system 101 will be described with reference to FIGS. 1 and 4 to 11. The information distribution system 101 is one type of infrastructure related to roads, and includes a control center 103, a base station 105, a first information acquisition device 107, and a second information acquisition device 109, as shown in FIG. The control center 103 and other components are connected by a wired communication line 110.

The control center 103 includes a control unit 111, a storage device 113, and a communication interface 115. The control unit 111 is a well-known computer including a CPU, ROM, RAM, etc., and controls each component of the control center 103. The storage device 113 is composed of an HDD (hard disk drive), and can write, save, and read various information. The communication interface 115 communicates with the base station 105, the first information acquisition device 107, and the second information acquisition device 109.

Further, the control center 103 is connected to the internet line 104. The control center 103 can communicate with the mobile terminal 106 and the navigation system 5 of the vehicle 1 via the Internet line 104. The function of the control center 103 may be realized by a cloud computer.

A plurality of base stations 105 are provided along the road 201 at predetermined distances. As shown in FIG. 4, each base station 105 includes a control unit 117, a communication interface 119, and a transceiver 121. The control unit 117 is a known computer including a CPU, a ROM, a RAM, etc., and controls each component of the base station 105. The communication interface 119 communicates with the control center 103. The transceiver 121 transmits/receives information to/from the transceiver 3 of the vehicle 1 by wireless communication. The base station 105 is an embodiment of the danger information output unit.

A plurality of first information acquisition devices 107 are provided along the road 201 at predetermined distances. As shown in FIG. 5, each first information acquisition device 107 includes a control unit 123, a communication interface 125, a camera 127, an infrared camera 129, and a radar 131. The control unit 123 is a well-known computer including a CPU, a ROM, a RAM,
Each component of the first information acquisition device 107 is controlled. The communication interface 125 communicates with the control center 103.

The camera 127 photographs the road surface of the road 201. The infrared camera 129 captures an infrared image of the road surface of the road 201. The radar 131 outputs a millimeter wave band radar wave toward the road 201 and receives a reflected wave reflected from the radar wave.

The second information acquisition device 109 is provided near the tunnel 203 through which the road 201 passes. As shown in FIG. 6, the second information acquisition device 109 includes a control unit 133, a communication interface 135, a vibration sensor 137, a camera 139, a sound wave output device 143, a sound wave sensor 145, an optical sensor 147, and a conductivity sensor 149. Prepare

The control unit 133 is a well-known computer including a CPU, a ROM, a RAM, etc., and controls each component of the second information acquisition device 109. The communication interface 135 communicates with the control center 103.

The vibration sensor 137 is embedded in the ceiling or side wall of the tunnel 203 and detects the vibration of the tunnel 203. The vibration sensor 137 can detect any vibration that is associated with the collapse or deformation of the tunnel 203 or that is a precursor.

As shown in FIG. 7, the camera 139 is attached to one end of the ceiling 203A of the tunnel 203 and can take an image inside the tunnel 203. A plurality of rods 205 are attached to the ceiling 203A at regular intervals. The rod 205 is about the size of a toothpick, and the portion excluding the lower end 205A is made of soft resin. A metallic reflecting plate that easily reflects light is attached to the lower end 205A.

If there is no abnormality such as collapse or deformation in the tunnel 203, the lower ends 205A of the plurality of rods 205 are regularly arranged (for example, aligned on a straight line at regular intervals) in the image captured by the camera 139.

On the other hand, if part or all of the rods 205 are displaced or the axial direction of the rods 205 changes due to collapse or deformation of the tunnel 203, the lower ends 205A of the plurality of rods 205 in the image captured by the camera 139 will be displayed. Are arranged irregularly. Therefore, the presence or absence of collapse or deformation of the tunnel 203 can be determined based on the arrangement state of the plurality of lower ends 205A in the image captured by the camera 139.

The sound wave output device 143 and the sound wave sensor 145 are both attached to the ceiling 203A of the tunnel 203, as shown in FIG. The sound wave output device 143 outputs ultrasonic waves toward the ceiling 203A. The sound wave sensor 145 receives the reflected wave reflected by the ceiling 203A. If there is an abnormal part such as a crack or a cavity near the position where the sound wave output device 143 applies ultrasonic waves, the sound wave sensor 145 detects the pattern of the reflected wave peculiar to the abnormal part. Therefore, the sound wave output device 143 and the sound wave sensor 145 can inspect whether the tunnel 203 is abnormal.

The sound wave output device 143 and the sound wave sensor 145 can be moved along the surface of the ceiling 203A by a slide mechanism (not shown) while maintaining a mutual positional relationship constant. Can be inspected. Therefore, the sound wave output device 143 and the sound wave sensor 145 can detect a wide range of abnormality in the tunnel 203.

As shown in FIG. 9, the optical sensor 147 is provided at one end of the tunnel 203 and near the road surface. A laser emitting device 207 is provided near the opposite end of the tunnel 203, and a reflecting mirror 209 is provided on a ceiling 203A near the center of the tunnel 203.

If there is no abnormality such as collapse or deformation in the tunnel 203, the laser light emitted from the laser emitting device 207 is reflected by the reflection mirror 209 and detected by the optical sensor 147. On the other hand, if any of the laser emitting device 207, the reflection mirror 209, and the optical sensor 147 is displaced or the direction is changed due to the collapse or deformation of the tunnel 203, the laser light will not pass through the optical sensor 147. , Will not be detected. Therefore, the presence or absence of collapse or deformation of the tunnel 203 can be determined depending on whether or not the optical sensor 147 can detect the laser light. Note that the reflection mirrors 209 may be provided at a plurality of locations, and the laser light sequentially reflected by the plurality of reflection mirrors 209 may be detected by the optical sensor 147.

As shown in FIG. 10, the conductivity sensor 149 is embedded inside the ceiling 203A of the tunnel 203 together with the pair of electrodes 211 and 213. The pair of electrodes 211 and 213 are separated from each other, and the conductivity sensor 149 is electrically connected to the pair of electrodes 211 and 213, respectively.

By the way, the ceiling 203A and the side wall of the tunnel 203 are made of a material in which conductive carbon fibers are kneaded together with mortar and aggregate, and the electrodes 211 and 213 have a constant conductivity. The conductivity sensor 149 detects and outputs the conductivity between the electrodes 211 and 213.

If a crack or a cavity occurs in a portion of the ceiling 203A between the electrodes 211 and 213, the conductivity between the electrodes 211 and 213 changes. Therefore, based on the conductivity output by the conductivity sensor 149, it is possible to detect cracks and cavities in the ceiling 203A.

Further, the conductivity sensor 149 may detect the conductivity of the aluminum foil attached to the surface of the bolt driven into the tunnel 203. Since the conductivity changes when the aluminum foil is broken due to the collapse of the tunnel 203 or the like, the collapse or the like can be detected from the change in the conductivity.

The second information acquisition device 109 may be provided near the bridge (including the bridge on the highway). In this case, the vibration sensor 137, the camera 139, the sound wave output device 143, the sound wave sensor 145, the optical sensor 147, and the conductivity sensor 149 are attached to the bridge, and the collapse, deformation, and vibration of the bridge are detected by these sensors. You can

3. Processes executed by the vehicle 1 and the information distribution system 101 (1) Processes by which the first information acquisition device 107 and the second information acquisition device 109 detect road-related dangers , Dangers related to roads are detected as follows.

Freezing of the road surface, snowfall: The road surface is photographed by the camera 127 or the infrared camera 129, and the image has a pattern peculiar to the freezing of the road surface or the snowfall (for example, a white line having a higher brightness or reflectance than a normal road surface. It is determined by image recognition whether or not a part of the area is covered up, there is a vehicle or a pedestrian with a slippery foot that is presumed to have slipped during traveling, etc.). If a specific pattern appears, the danger of freezing of the road surface and snowfall is detected.

Abnormal behavior vehicle: A moving image on the road is taken by the camera 127 or the infrared camera 129, and abnormal behavior (for example, sticking out in an oncoming lane, meandering, greatly exceeding the speed limit, or traveling in the opposite direction to the original traveling direction on the road) Whether there is a vehicle running in the opposite direction (reverse running) is determined. Further, the radar 131 determines whether or not there is a vehicle that behaves abnormally. If there is a vehicle that behaves abnormally, the danger of the vehicle that behaves abnormally is detected.

Objects existing on the road (for example, carcasses of animals): Video images on the road are taken by the camera 127 or the infrared camera 129, and abnormal behavior (for example, a predetermined point on the road is taken to avoid an object on the road). It is determined whether or not there is a vehicle that makes a detour, decelerates before a predetermined point, approaches one side of the lane before the predetermined point, or the like. Further, the radar 131 determines whether or not there is a vehicle that behaves abnormally. When there is a vehicle that behaves abnormally as described above, the danger of an object existing on the road is detected.

Also, set conditions related to vehicles that behave abnormally (for example, detour a predetermined point on the road, decelerate before a predetermined point, approach one side of the lane before the predetermined point, etc.) If satisfied, it can be determined that the object exists on the road, and if the condition is not satisfied, it can be determined that the object does not exist on the road. The conditions include, for example, a condition that a predetermined number or more of vehicles that behave abnormally pass a fixed point on the road within a predetermined time. In addition, as another condition, there is a condition that a predetermined number or more of vehicles behaving abnormally continuously.

By providing the above conditions, it is possible to prevent erroneous determination that an object exists on the road even though the object does not actually exist on the road.
Insufficiency of illuminance: An image on the road is taken by the camera 127, and the illuminance on the road is calculated from the exposure of the camera 127 at that time and the brightness of the taken image. When the calculated illuminance is less than the predetermined value, the danger of insufficient illuminance is detected.

Cracking/Collapse of Road Surface: The road surface is photographed by the camera 127 or the infrared camera 129, and it is determined by image recognition whether or not the image shows a pattern peculiar to cracking or collapse of the road surface. If a specific pattern appears, the danger of cracking or falling of the road surface is detected.

Damaged or damaged vehicle: The infrared camera 129 photographs a vehicle traveling on the road or a vehicle stopped on the road. These vehicles have a function of emitting infrared rays to the outside if there is a failure or damage. If the infrared ray pattern appears in the image of the infrared camera 129, the danger caused by the broken or damaged vehicle is detected.

Vehicle using a mobile phone while the driver is traveling: The vehicle 127 is photographed using the camera 127 or the infrared camera 129. Then, it is determined whether or not the image of the driver using the mobile phone can be recognized by the image recognition. If the image of the driver using the mobile phone can be recognized, the danger caused by the vehicle using the mobile phone while the driver is traveling is detected.

Further, if the radio wave of the mobile phone is detected from the running vehicle, the driver detects the danger caused by the vehicle using the mobile phone. Further, the vehicle may have a function of detecting the use of the mobile phone by the driver of the vehicle and outputting a unique signal to the outside at that time. In this case, if the specific signal is received, the driver detects the danger caused by the vehicle using the mobile phone while traveling.

Vehicle whose driver is in a sudden illness: The vehicle 127 is photographed using the camera 127 or the infrared camera 129. Then, by image recognition, the driver is in a state of sudden illness, fainting, drunkenness, drowsiness, etc. Driver's image) can be recognized. If this image can be recognized, the driver detects the danger of the vehicle in a sudden illness, fainting, drunkenness, dozing, etc.

Further, the vehicle may have a function of detecting biometric information of the driver (electroencephalogram, pulse wave, electrocardiogram, etc.) and transmitting the detection result to the outside. In this case, if the detection result corresponding to the sudden illness, syncope, drunkenness, drowsiness, etc. is received, the driver detects the danger due to the vehicle in the state of sudden illness, syncope, drunkenness, drowsiness, etc.

Water pool existing on the road: If the camera 127 or the infrared camera 129 is used to photograph the road surface and the water pool is recognized by image recognition, the danger due to the water pool is detected. If a puddle is recognized in an image of a road surface photographed in the past and the weather meets a predetermined condition (for example, a condition that it rains more than a predetermined amount within a predetermined period from that point), the image At the position of the puddle inside, the danger due to the puddle is detected.

Vehicle in self-driving: During self-driving, the vehicle outputs a signal unique to that case to the outside. When it receives the unique signal, it detects the danger caused by the vehicle during autonomous driving.
In addition, a situation that reduces the safety of automatic driving with a vehicle that is in automatic driving (for example, a white line on the road used for controlling automatic driving, a center line, etc. cannot be identified by a camera or a sensor because of snow etc.) It may be detected.

In this case, the degree of danger of the vehicle during automatic driving can be graded depending on whether or not the safety of the automatic driving is lowered. For example, if the vehicle in automatic driving is detected and the safety of automatic driving is lowered, it is determined that the degree of danger of the vehicle in automatic driving is high. On the other hand, even if the vehicle under automatic driving is detected, if the safety of the automatic driving is not deteriorated, it is determined that the risk of the vehicle under automatic driving is low.

Pedestrian: Receives weak radio waves from mobile phones, IC cards, etc. A waveguide can be used for receiving weak radio waves, for example. In addition, the position of the transmission source of the radio wave is observed over time, and the moving speed of the transmission source is calculated. If the moving speed of the transmission source is equal to or lower than a predetermined threshold value (for example, 10 km/h), it is determined that there is a pedestrian holding a mobile phone, an IC card, etc., and the danger caused by the pedestrian is detected.

Also, it may be identified whether or not the mobile phone is being charged. If it is being charged, the mobile phone is in the vehicle and is not held by a pedestrian, so it does not detect the danger of the pedestrian.
Vehicle driven by an elderly person: The vehicle 127 is photographed using the camera 127 or the infrared camera 129. Then, by image recognition, it is determined whether or not the driver is an old man. If the driver is an old man, the danger due to the vehicle the old man is driving is detected.

As described above, the second information acquisition device 109 uses the vibration sensor 137, the camera 139, the sound wave output device 143, the sound wave sensor 145, the optical sensor 147, and the conductivity sensor 149 to prevent the tunnel 203 from collapsing or deforming. Anomalies (a form of road hazard) can be detected.

The first information acquisition device 107 and the second information acquisition device 109 have the types of road-related risks detected as described above, the position (latitude, longitude) at which the risk is detected, and the time at which the risk is detected. Is stored as a set (hereinafter referred to as road-related danger information), and is transmitted in response to a request from the control center 103, as will be described later.
(2) Process in which vehicle 1 detects road-related danger The vehicle 1 detects road-related danger every predetermined time during traveling as follows.

Freezing of the road surface, snowfall: The road surface is photographed by the camera 15 or the infrared camera 17, and the image has a pattern peculiar to the freezing of the road surface or the snowfall (for example, a white line having a higher brightness or reflectance than a normal road surface, a white line). It is determined by image recognition whether or not a part of the area is covered up, there is a vehicle or a pedestrian with a slippery foot that is presumed to have slipped during traveling, etc.). If a specific pattern appears, the danger of freezing of the road surface and snowfall is detected. The location where the camera 15 or the infrared camera 17 takes an image may be in front of the vehicle 1 or directly below the vehicle 1.

Further, when the danger of freezing of the road surface or snowfall is detected by using the camera 15 or the infrared camera 17, it is possible to illuminate a place where there is a possibility of freezing or snowfall. As this light, it is possible to use a light having a wavelength and an illuminance that make the difference in appearance (color, brightness, reflectance, etc.) between a portion with freezing and snow and a portion other than that clearer more clear. The light may be a headlight of the vehicle 1 or a light dedicated to danger detection.

In addition, even if the slip detection system 9 detects a slip or the ABS 11 operates under a condition that the steering amount and the brake pressure are less than a predetermined value, the danger of freezing of the road surface and snowfall is detected.
Abnormal behavior vehicle: A moving image on the road is taken by the camera 15 or the infrared camera 17, and an abnormal behavior (for example, sticking out in an oncoming lane, meandering, greatly exceeding the speed limit, traveling in the opposite direction from the original traveling direction on the road) Whether there is a vehicle running in the opposite direction (reverse running) is determined. Further, the radar 19 determines whether or not there is a vehicle that behaves abnormally. If there is a vehicle that behaves abnormally, the danger of the vehicle that behaves abnormally is detected.

Objects existing on the road (for example, carcasses of animals): Video images on the road are taken by the camera 127 or the infrared camera 129, and abnormal behavior (for example, a predetermined point on the road is taken to avoid an object on the road). It is determined whether or not there is a vehicle that makes a detour, decelerates before a predetermined point, approaches one side of the lane before the predetermined point, or the like. Further, the radar 19 determines whether or not there is a vehicle that behaves abnormally. When there is a vehicle that behaves abnormally as described above, the danger of an object existing on the road is detected.

Also, set conditions related to vehicles that behave abnormally (for example, detour a predetermined point on the road, decelerate before a predetermined point, approach one side of the lane before the predetermined point, etc.) If satisfied, it can be determined that the object exists on the road, and if the condition is not satisfied, it can be determined that the object does not exist on the road. The conditions include, for example, a condition that a predetermined number or more of vehicles that behave abnormally pass a fixed point on the road within a predetermined time. In addition, as another condition, there is a condition that a predetermined number or more of vehicles behaving abnormally continuously.

By providing the above conditions, it is possible to prevent erroneous determination that an object exists on the road even though the object does not actually exist on the road.
Insufficiency of illuminance: An image on the road is taken by the camera 15, and the illuminance on the road is calculated from the exposure of the camera 15 at that time and the brightness of the taken image. When the calculated illuminance is less than the predetermined value, the danger of insufficient illuminance is detected.

Cracking/Collapse of Road Surface: The camera 15 or the infrared camera 17 photographs the road surface, and it is judged by image recognition whether or not the image shows a pattern peculiar to cracking or collapse of the road surface. If a specific pattern appears, the danger of cracking or falling of the road surface is detected.

Damaged or damaged vehicle: The infrared camera 17 captures an image of a vehicle traveling on the road or a vehicle stopped on the road. These vehicles have a function of emitting infrared rays to the outside if there is a failure or damage. If the infrared ray pattern appears in the image of the infrared camera 17, the danger due to a broken or damaged vehicle is detected.

Vehicle using a mobile phone while the driver is traveling: The vehicle 15 is photographed using the camera 15 or the infrared camera 17. Then, it is determined whether or not the image of the driver using the mobile phone can be recognized by the image recognition. If the image of the driver using the mobile phone can be recognized, the danger caused by the vehicle using the mobile phone while the driver is traveling is detected.

Further, if the radio wave of the mobile phone is detected from the running vehicle, the driver detects the danger caused by the vehicle using the mobile phone. Further, the vehicle may have a function of detecting the use of the mobile phone by the driver of the vehicle and outputting a unique signal to the outside at that time. In this case, if the specific signal is received, the driver detects the danger caused by the vehicle using the mobile phone while traveling.

Vehicle where the driver is in a sudden illness: The camera 15 or the infrared camera 17 is used to take an image of the vehicle in motion. Then, by image recognition, the driver is in a state of sudden illness, fainting, drunkenness, drowsiness, etc. Driver's image) can be recognized. If this image can be recognized, the driver detects the danger caused by the vehicle in a sudden illness, fainting, drunkenness, dozing, etc.

Further, the vehicle may have a function of detecting biometric information of the driver (electroencephalogram, pulse wave, electrocardiogram, etc.) and transmitting the detection result to the outside. In this case, if the detection result corresponding to the sudden illness, syncope, drunkenness, drowsiness, etc. is received, the driver detects the danger due to the vehicle in the state of sudden illness, syncope, drunkenness, drowsiness, etc.

Water pool existing on the road: If the camera 15 or the infrared camera 17 is used to photograph the road surface and the water pool is recognized by image recognition, the danger due to the water pool is detected. If a puddle is recognized in an image of a road surface photographed in the past and the weather meets a predetermined condition (for example, a condition that it rains more than a predetermined amount within a predetermined period from that point), the image At the position of the puddle inside, the danger due to the puddle is detected.

Vehicle in self-driving: During self-driving, the vehicle outputs a signal unique to that case to the outside. When it receives the unique signal, it detects the danger caused by the vehicle during autonomous driving.
In addition, a situation that reduces the safety of automatic driving with a vehicle that is in automatic driving (for example, a white line on the road used for controlling automatic driving, a center line, etc. cannot be identified by a camera or a sensor because of snow etc.) It may be detected.

In this case, the degree of danger of the vehicle during automatic driving can be graded depending on whether or not the safety of the automatic driving is lowered. For example, if the vehicle in automatic driving is detected and the safety of automatic driving is lowered, it is determined that the degree of danger of the vehicle in automatic driving is high. On the other hand, even if the vehicle under automatic driving is detected, if the safety of the automatic driving is not deteriorated, it is determined that the risk of the vehicle under automatic driving is low.

Pedestrian: Receives weak radio waves from mobile phones, IC cards, etc. A waveguide can be used for receiving weak radio waves, for example. In addition, the position of the transmission source of the radio wave is observed over time, and the moving speed of the transmission source is calculated. If the moving speed of the transmission source is equal to or lower than a predetermined threshold value (for example, 10 km/h), it is determined that there is a pedestrian holding a mobile phone, an IC card, etc., and the danger caused by the pedestrian is detected.

Also, it may be identified whether or not the mobile phone is being charged. If it is being charged, the mobile phone is in the vehicle and is not held by a pedestrian, so it does not detect the danger of the pedestrian.
Bicycle or two-wheeled vehicle passing through the side (left or right) of the vehicle 1: The bicycle or two-wheeled vehicle is provided with a device that emits radio waves, infrared rays, visible light, or the like. It is preferable that those radio waves, infrared rays, visible light, and the like have characteristics (wavelength, intensity pattern, etc.) peculiar to a bicycle or a motorcycle. Further, it is preferable that those radio waves, infrared rays, visible light, and the like have directivity and are emitted mainly toward the vehicle 1. The vehicle 1 detects a danger due to a bicycle or a motorcycle passing through the side of the vehicle 1 by detecting the above-described radio waves, infrared rays, visible light, or the like in the lateral direction.

Another vehicle driven by an old man: A camera 15 or an infrared camera 17 is used to take an image of a vehicle around. Then, by image recognition, it is determined whether or not the driver is an old man. If the driver is an old man, the danger due to the vehicle the old man is driving is detected.

The vehicle 1 stores the information (the information on the road) about the type of the road detected as described above, the position (latitude, longitude) at which the danger is detected, and the time when the danger is detected. It is stored and transmitted in response to a request from the control center 103, as will be described later.
(3) Processing of Control Center 103 Accumulating Road-Related Danger Information The control center 103 accumulates road-related danger information by the processing shown in the flowchart of FIG. This process is repeatedly executed every predetermined time.

In step 1, the first information acquisition device 107, the second information acquisition device 109, and the vehicle 1 are requested to transmit dangerous information about roads. This request is issued to the first information acquisition device 107 and the second information acquisition device 109 via the wired communication line 110. Further, for the vehicle 1, the request signal is transmitted from the transceiver 121 of the base station 105.

When the first information acquisition device 107, the second information acquisition device 109, and the vehicle 1 receive an information transmission request from the control center 103, the risk of roads newly stored after the last information transmission. If there is information on the above, the information is transmitted to the control center 103. In the case of the first information acquisition device 107 and the second information acquisition device 109, road-related danger information is transmitted to the control center 103 via the wired communication line 110. In the case of the vehicle 1, the road-related danger information is first transmitted from the transceiver 3 of the vehicle 1 to the nearby base station 105, and then transferred to the control center 103.

As described above, in the information about the road danger transmitted from the first information acquisition device 107, the second information acquisition device 109, and the vehicle 1, as described above, the type of the road danger (for example, frozen road surface, snow cover, Presence of abnormal behavior vehicle, object on road, lack of illumination, collapse or deformation of tunnel, crack or collapse of road surface), position where the danger exists (latitude, longitude), time when the danger was detected are included.

In step 2, it is determined whether or not the information on the danger regarding the road is newly received from the first information acquisition device 107, the second information acquisition device 109, and the vehicle 1. When it is received, the process proceeds to step 3, and when it is not received, this process ends.

In step 3, the newly received risk information about roads is added to update the risk information database. Here, the danger information database is a database of road-related danger information created in the storage device 113 (see FIG. 1) of the control center 103 and has a structure shown in FIG. That is, the information on the dangers related to the road is
An identification number is attached, and the type of danger, the position (latitude, longitude) where the danger exists, and the time when the danger is detected are stored as a set.

It should be noted that the road-related danger information is automatically erased after a predetermined time has elapsed after being stored in the danger information database.
(4) Processing in which the information distribution system 101 distributes information regarding danger The control center 103 periodically transmits, to each base station 105, information regarding road danger corresponding to each base station 105. For example, to the base station 105 existing at the point A, the road-related danger information detected within a certain range from the point A is periodically read from the danger information database and transmitted. Each base station 105 always transmits the road-related danger information transmitted from the control center 103. The information transmitted includes the type of danger relating to the road, the position (latitude, longitude) where the danger exists, and the time when the danger was detected.

The base station 105 may be transmission equipment dedicated to road-related danger information, or may be transmission equipment for VICS (Vehicle Information and Communication System, registered trademark) information. In the case of VICS information transmission equipment, the base station 105 transmits road-related danger information as one of the VICS information.

When the vehicle 1 is traveling in the vicinity of a certain base station 105, information about road related dangers transmitted by the base station 105 (related to roads detected within a certain range from the base station 105). (Danger information) can be received using the transceiver 3. Therefore, the vehicle 1 can receive the information on the danger regarding the road according to the position where the vehicle 1 exists.

(5) Processing executed by running vehicle 1 (part 1)
A process executed repeatedly by the running vehicle 1 every predetermined time will be described with reference to the flowchart of FIG.

In step 11, it is determined whether or not the road-related danger information transmitted by the base station 105 has been received. When it is received, the process proceeds to step 12, and when it is not received, this process is ended.

In step 12, position information and traveling direction of the vehicle 1 at that time are acquired.
In step 13, whether both of the following conditions C1 and C2 are satisfied based on the dangerous position information included in the road-related risk information, the position information of the vehicle 1 and the traveling direction acquired in step 12 above. To judge.

C1: The dangerous position and the position of the vehicle 1 are within a certain distance.
C2: There is a danger in the traveling direction of the vehicle 1.
If both conditions C1 and C2 are satisfied, the process proceeds to step 14, and if neither condition is satisfied, this process ends.

The process of step 13 may be such that if either one of the conditions C1 and C2 is satisfied, the process proceeds to step 14, and if both are not satisfied, the present process may be terminated. Further, the process of step 13 may be such that if the condition C1 is satisfied, the process proceeds to step 14, and if not, this process is ended. Further, the process of step 13 may be such that if the condition C2 is satisfied, the process proceeds to step 14, and if not, this process is terminated.

In step 14, risk avoidance processing for avoiding a danger related to the road is executed. This danger avoidance processing is predetermined according to the type of danger relating to the road, and includes, for example, the following.

(I) When the type of danger relating to the road is freezing of the road surface: Before reaching a freezing place, the automatic braking system 23 operates a brake to decelerate.

In addition, the standard for operating the ABS 11 is looser than usual.
Also, a non-slip agent injection system 21 is used.
In addition, the speaker 7 issues a voice alarm to warn of freezing.

In addition, the navigation system 5 displays a warning message that warns of freezing and displays an alternative route that avoids the frozen place.
Further, the frozen portion is displayed on the windshield of the vehicle 1 by using the HUD 13. That is, a color different from that of the other part of the windshield is displayed in the part of the windshield that overlaps with the frozen part from the viewpoint of the driver of the vehicle 1.

(Ii) When the type of danger related to the road is snowfall The same risk avoidance processing as in the case of freezing is performed.
In addition, using the HUD 13, an image of things that should be visible on the road when there is no snow on the windshield of the vehicle 1 (for example, the boundary line 301, the center line 303, the stop line 305 of the road shown in FIG. 14B) is displayed. indicate. In this image, things such as the boundary line 301, the center line 303, and the stop line 305 are displayed at positions where they can be seen from the driver's viewpoint, assuming that there is no snow. Therefore, in actuality, as shown in FIG. 14A, even when the front of the vehicle 1 is covered with snow and the above objects cannot be seen, the display of the HUD 13 causes the driver to feel as if the HUD 13 displayed. , There is no snow, and the above things appear to appear.

The image displayed by the HUD 13 can be created from an image of the same place (hereinafter, referred to as an original image) taken when there is no snow. The original image may be an image captured by a camera at a position different from the driver's viewpoint. In this case, the image can be processed by a known method so that the image can be viewed from the driver's viewpoint in the windshield direction. The original image may be captured by the camera 15 of the vehicle 1 and stored in the vehicle 1, may be acquired from the infrastructure, or may be an image published on a telecommunication line such as the Internet. Good.

(Iii) When the type of danger related to the road is the collapse of the tunnel 203: Before reaching the tunnel 203, the brake is operated by the automatic braking system 23 to stop the vehicle 1.

In addition, the speaker 7 issues a voice alarm to warn the collapse of the tunnel.
If the vehicle 1 has not reached the entrance of the tunnel 203, the navigation system 5 displays an alternative route to avoid the tunnel 203. On the other hand, if the vehicle 1 is already in the tunnel 203, the navigation system 5 displays the escape route and the emergency exit.

(Iv) When the type of danger related to the road is an abnormally-behavior vehicle, a vehicle that has failed or is damaged, a vehicle in which the driver is using a mobile phone, a vehicle in which the driver is in a sudden illness, or a vehicle driven by an elderly Before these vehicles, the automatic brake system 23 applies a brake to decelerate. In addition, the speaker 7 issues a voice alarm regarding the presence of those vehicles. In addition, the vehicle-to-vehicle distance between these vehicles is maintained at a predetermined value or more. Also, the course of the vehicle 1 is changed by automatic steering to avoid those vehicles. Further, the navigation system 5 displays an alternative route that avoids those vehicles. It also sounds a horn when approaching those vehicles.

(V) When the type of danger relating to the road is a water pool and an object existing on the road: Before the water pool or the object is reached, the automatic braking system 23 operates the brake to decelerate. In addition, the speaker 7 issues a voice alarm regarding the presence of a puddle or an object. Also, the course of the vehicle 1 is changed by automatic steering to avoid pools and objects.

(Vi) When the type of danger relating to the road is a vehicle in automatic operation: Before the vehicle in automatic operation, the automatic brake system 23 applies a brake to decelerate. In addition, the speaker 7 issues a voice alarm regarding the vehicle being automatically driven. Further, the inter-vehicle distance to the vehicle in automatic driving is maintained at a predetermined value or more. Further, the navigation system 5 displays an alternative route that avoids the vehicle that is automatically driving.

(Vii) When the type of danger relating to the road is a pedestrian: Before the pedestrian, the automatic brake system 23 operates a brake to decelerate. In addition, the speaker 7 issues a voice alarm regarding the presence of a pedestrian. Further, the course of the vehicle 1 is changed by automatic steering to avoid pedestrians. Also, when approaching a pedestrian, sound a horn.

(Viii) Others If the type of danger related to the road is a short object existing on the road (for example, a dog, a cat, a person who has fallen, etc.), the vehicle height of the vehicle 1 is increased to Suppress contact. Further, when the type of road-related danger is an object existing above the vehicle 1 (for example, a tunnel, a pedestrian bridge, a signboard, a bridge, a branch of a tree protruding laterally, etc.), lower the vehicle height of the vehicle 1. , Suppress contact with the object. The vehicle height of the vehicle 1 can be raised and lowered by a known mechanism.

(6) Processing executed by running vehicle 1 (Part 2)
A process executed repeatedly by the running vehicle 1 every predetermined time will be described with reference to the flowchart of FIG.

In step 31, it is determined whether or not the road-related danger information transmitted by the base station 105 has been received within a predetermined time. If it is received, the process proceeds to step 32, and if it is not received, the process proceeds to step 33.

In step 32, the risk information regarding the road determined to be received in step 31 is transmitted using the transceiver 3. Note that other vehicles located around the vehicle 1 (for example, behind the vehicle 1) can receive the transmitted information and execute the danger avoidance process based on the information.

In step 33, it is determined whether or not the vehicle 1 has detected a road-related danger within a predetermined time. When it is detected, the process proceeds to step 34, and when it is not detected, the process proceeds to step 35.
In step 34, the danger information regarding the road determined to be detected in step 33 is transmitted using the transceiver 3. Note that other vehicles located around the vehicle 1 (for example, behind the vehicle 1) can receive the transmitted information and execute the danger avoidance process based on the information.

In step 35, it is determined whether the vehicle 1 is executing the danger avoidance process. If the danger avoidance process is being executed, the process proceeds to step 36, and if not, this process is ended.
In step 36, the fact that the danger avoidance process is being executed, the type of road-related danger, and the type of risk avoidance process are transmitted using the transceiver 3. Note that other vehicles located around the vehicle 1 (for example, behind the vehicle 1) receive the information transmitted by the vehicle 1 and, based on the information, a process for avoiding a collision with the vehicle 1 (for example, , Deceleration, stop, change of course, etc.) can be executed.

In addition, the transmission of information in steps 32, 34, and 36 may be performed using visible light communication. In particular, when the road is curved and a mirror is installed near the curve, the visible light emitted by the vehicle 1 can be reflected by the mirror to reach another vehicle located on the other side of the curve. it can.

(7) Information distribution processing to the mobile terminal 106 executed by the control center 103 The user (may be the driver of the vehicle 1 or another person) travels via the Internet line 104. The route information can be transmitted to the control center 103. The traveling route information includes information regarding traveling routes used in the past and information regarding traveling routes planned to be used in the future.

The traveling route information regarding the traveling route used in the past includes the user's identification number, the traveling route (route on the map data from the starting point to the reaching point), and the date and time when the traveling route was used.

In addition, the travel route information regarding the travel route to be used in the future includes the user's identification number, the travel route (the route on the map data from the starting point to the arrival point), and the date and time when the traveling route is scheduled to be used. Is included.

The transmission of the travel route information may be performed by a mobile terminal (for example, a mobile phone (for example, a so-called smartphone), a mobile navigation system, a tablet terminal, a laptop computer, etc.) 106 owned by the user, or by the navigation system 5 of the vehicle 1. You can go.

The mobile terminal 106 and the navigation system 5 have well-known functions such as a function of setting a travel route according to a user's input and a function of connecting to the Internet line 104 to send and receive information.

The control center 103 accumulates the travel route information transmitted by the user and creates the travel route information database shown in FIG. 15 in the storage device 113. The travel route information database is divided for each user, and the travel route of the user is stored in the division of each user.

If the travel route information is related to a travel route used in the past (for example, A-1, A-2, B-1, C-1 to 4 in FIG. 15), it is associated with each travel route. , The cumulative number of times the travel route has been used, and the date and time (including the day of the week) of use are stored. In addition, when the travel route information is related to the travel route to be used in the future (for example, A-3 and B-2 in FIG. 15), the scheduled date and time to be used is stored in association with each travel route. There is.

The travel route information database is updated every time the control center 103 receives new travel route information.
The control center 103 repeatedly executes the processing shown in the flowchart of FIG. 16 at predetermined time intervals by using the above traveling route information database.

In step 21 of FIG. 16, the travel route information database and the danger information database are collated, and for each of the travel routes stored in the travel route information database, the danger regarding the road stored in the danger information database on the travel route. Check if exists.

In step 22, it is determined whether or not there is a road-related danger on the travel route (hereinafter referred to as a dangerous existence travel route) among the travel routes stored in the travel route information database. If there is a dangerous-existing travel route, the process proceeds to step 24, and if not, the process ends.

In step 24, it is determined whether or not the dangerous presence travel route satisfies the following notification conditions C3, C4, and C5.
C3: The cumulative number of times of use of the dangerous existence travel route is equal to or more than a predetermined threshold value.

C4: The day of the week on which the dangerous driving route was used in the past matches the day of the week of the day.
C5: The scheduled date for using the dangerous driving route is that day.
When any one of the above notification conditions C3 to C5 is satisfied, the process proceeds to step 25, and when none of them is satisfied, this process is ended.

In step 25, an electronic mail indicating that there is a road-related danger on the traveling route is transmitted to the user corresponding to the dangerous traveling route. The email will display an alternate route to avoid where the danger was detected. The destination of the e-mail may be the mobile terminal 106 owned by the user or the navigation system 5 of the vehicle 1 on which the user rides.

The user's email address is stored in the travel route information database. The user can include the mail address in the traveling route information transmitted to the control center 103.

4. Effects of Vehicle 1 and Information Delivery System 101 (1) The vehicle 1 can detect a danger related to a road and execute processing for avoiding the danger. As a result, the safety of the vehicle 1 is improved.

(2) The information distribution system 101 can detect a danger related to a road and distribute the danger information to the vehicle 1. In particular, the information distribution system 101 also detects a danger that is distant from the vehicle 1 that cannot be detected by the vehicle 1 or a type of danger that is difficult to detect by the vehicle 1 (for example, the collapse of the tunnel 203), and those risks are detected. Can be distributed to the vehicle 1. As a result, the safety of the vehicle 1 is improved.

(3) When there is a danger on the travel route of the vehicle 1, the information distribution system 101 notifies the vehicle 1 of that fact and transmits an alternative travel route that avoids the place where the danger is detected. As a result, the safety of the vehicle 1 is improved.

(4) The vehicle 1 can transmit the road-related danger information detected by itself and the road-related danger information received from the information distribution system 101 to the surroundings of the vehicle 1. Other vehicles located around the vehicle 1 can receive the information and execute the danger avoidance process.

(5) The vehicle 1 transmits to the surroundings of the vehicle 1 that the danger avoidance process is being executed, the fact that the danger avoidance process is being executed, the type of road-related danger, and the type of risk avoidance process. Other vehicles located around the vehicle 1 receive the information and execute processing (for example, deceleration, stop, course change, etc.) for avoiding a collision with the vehicle 1 that is executing the danger avoidance processing. can do.

<Second Embodiment>
1. Configuration of Vehicle 1 The configuration of the vehicle 1 in this embodiment will be described with reference to FIGS. 18 and 19. The vehicle 1 basically has the same configuration as that of the first embodiment. The vehicle 1 further includes a pair of infrared sensors 151 and 153. As shown in FIG. 19, the infrared sensors 151 and 153 are attached to the front side positions on both side surfaces of the vehicle 1. The infrared sensors 151 and 153 can detect infrared rays emitted from the lateral direction of the vehicle 1.

As shown in FIG. 19, a gate member 215 can be installed along the road 201. The gate member 215 irradiates the infrared beam 217 in a direction crossing the road 201. The height of the infrared beam 217 is the same as the height of the infrared sensors 151 and 153. When the vehicle 1 traveling on the road 201 reaches the gate member 215, the infrared sensors 151 and 153 detect the infrared beam 217.

The gate member 215 may constantly irradiate the infrared beam 217, may irradiate the infrared beam 217 in a preset time zone, or may irradiate the infrared beam 217 in response to an instruction from the outside. Good.

2. Process Performed by Vehicle 1 The vehicle 1 of the present embodiment basically performs the same process as that of the first embodiment. The vehicle 1 further repeatedly executes the process shown in FIG. 20 at predetermined time intervals during traveling. In step 41 of FIG. 20, it is determined whether or not infrared rays are detected by at least one of the infrared sensors 151 and 153. If infrared rays are detected, the process proceeds to step 42, and if they are not detected, this process ends. In step 42, the process of stopping the vehicle 1 is executed.

3. Effects of Vehicle 1 (1) The vehicle 1 can achieve substantially the same effects as those of the first embodiment.
(2) The vehicle 1 can be stopped at the gate member 215. If the gate member 215 is installed in front of a region where the vehicle 1 should not enter (for example, a construction site, a disaster site, a traffic accident site, a school road, etc.), the vehicle 1 may enter the region. Can be suppressed.

4. Modified Example The process executed in step 42 may be, for example, a process of decelerating the vehicle 1 below a certain speed. Further, the process executed in step 42 may be a process of issuing a voice alarm by the speaker 7.

Further, the wavelength, the amplitude, etc. of the infrared beam 217 may be changed with the passage of time, and the information may be transmitted to the vehicle 1 by the infrared beam 217. In this case, the vehicle 1 can execute processing according to the content of the information.

Further, instead of the infrared sensors 151 and 153, a sensor that detects ultrasonic waves, radar waves, visible light, or the like may be attached to the vehicle 1. In this case, as the gate member 215, a member that emits ultrasonic waves, radar waves, visible light, or the like is used instead of the infrared beam 217.

<Third Embodiment>
1. Configuration of Vehicle 1 The vehicle 1 of this embodiment has the same configuration as that of the first embodiment.

2. Process Performed by Vehicle 1 The vehicle 1 of the present embodiment basically performs the same process as that of the first embodiment. However, the vehicle 1 executes the process shown in FIG. 21 as the risk avoiding process of step 14 in FIG.

In step 51 of FIG. 21, the situation around the vehicle 1 is acquired using the camera 15, the infrared camera 17, the radar 19, the navigation system 5, and the like. The surrounding conditions include the shape of the road 201 (for example, whether it is a straight line, a curve, if it is a curve, what is its curvature, how wide is the road, etc.), the inclination of the road 201 (of the slope). Direction, size of inclination, etc., presence/absence of surrounding vehicles (vehicles traveling in the same direction as vehicle 1, oncoming vehicles, vehicles parked on the roadside, etc.), distance between surrounding vehicles and own vehicle 1 Etc.

In step 52, based on the surrounding situation acquired in step 51, it is determined whether or not the degree of the received road-related danger (see step 11 in FIG. 13) is high. For example, when the type of road-related danger is freezing of the road surface or snow, if the road 201 is curved, the road 201 is inclined, or there is a vehicle in the vicinity, the degree of road-related risk is high. In other cases, it is judged that the degree of road hazard is low. If the degree of danger regarding the road is high, the process proceeds to step 53, and if not, the process ends.

In step 53, the vehicle interior of the vehicle 1 is photographed using the vehicle interior camera 20, and the condition inside the vehicle 1 is acquired.
In step 54, based on the situation in the vehicle compartment acquired in step 53, it is determined whether or not there is a risk of danger in the vehicle interior of the vehicle 1 when the risk avoidance processing is executed in accordance with the danger regarding the road.

For example, the situation in the passenger compartment of the vehicle 1 acquired in step 53 is a situation in which there is an occupant standing up or an occupant who has not fastened the seatbelt, and the danger avoidance process is deceleration of the vehicle 1 or course change. If the risk avoidance process is executed, it is determined that there is a danger that a danger (such as a fall of an occupant) may occur in the vehicle interior of the vehicle 1.

On the other hand, if there is no standing occupant or occupant who has not fastened the seat belt, it is determined that there is no danger of danger in the passenger compartment of the vehicle 1 even if the danger avoidance process is executed. In addition, even if there is an occupant standing up or an occupant who has not fastened the seatbelt, if the type of the danger avoidance process is one that does not involve deceleration of the vehicle 1 or course change (for example, a process of sounding a horn), It is determined that there is no danger of danger in the vehicle interior of the vehicle 1 even if the risk avoidance process is executed.

When there is no danger of danger in the vehicle interior of the vehicle 1, the routine proceeds to step 55, where danger avoidance processing is executed. On the other hand, if there is a risk of danger in the vehicle interior of the vehicle 1, the present process is terminated without executing the risk avoidance process.

3. Effects of Vehicle 1 (1) The vehicle 1 can achieve substantially the same effects as those of the first embodiment.
(2) The vehicle 1 determines the degree of danger regarding the road based on the surrounding conditions. Then, on the condition that the degree of danger regarding the road is high, the danger avoidance process is executed. Therefore, it is possible to suppress the execution of the risk avoidance processing that is less necessary.

(3) The vehicle 1 can suppress the danger in the vehicle interior of the vehicle 1 caused by the execution of the danger avoidance process.
4. Modified Example In the process shown in FIG. 21, if an affirmative judgment is made in step 52, the process may directly proceed to step 55. Further, in the processing shown in FIG. 21, the processing of steps 51 and 52 may be omitted. In addition, if the determination in step 54 is affirmative, a risk avoidance process that is milder than usual (for example, decelerating the vehicle 1 or changing the course is gentler than usual) may be executed.

<Fourth Embodiment>
1. Configuration of Vehicle 1 The configuration of the vehicle 1 according to this embodiment will be described with reference to FIGS. 22 and 23. The vehicle 1 basically has the same configuration as that of the first embodiment. The vehicle 1 further includes a right pressure gauge 155 and a left pressure gauge 157. The right side pressure gauge 155 and the left side pressure gauge 157 are instruments capable of measuring atmospheric pressure.

As shown in FIG. 23, the right pressure gauge 155 is attached to the right side surface of the vehicle 1, and the left pressure gauge 157 is attached to the left side surface of the vehicle 1. The vehicle 1 also has a steering wheel assist function (a function of assisting the rotation of the steering wheel to one of the left and right sides by using a driving force such as a motor).

2. Process Performed by Vehicle 1 The vehicle 1 of the present embodiment basically performs the same process as that of the first embodiment. The vehicle 1 further repeatedly executes the processing shown in FIG. 24 at predetermined time intervals while the vehicle 1 is traveling. In step 61 of FIG. 24, the measurement values of the right pressure gauge 155 and the left pressure gauge 157 are acquired.

In step 62, a value obtained by subtracting the measurement value of the left side pressure gauge 157 from the measurement value of the right side pressure gauge 155 (hereinafter referred to as difference Δ) is calculated, and whether the absolute value of the difference Δ is equal to or greater than a predetermined threshold value. Determine whether or not. If the absolute value of the difference Δ is greater than or equal to the threshold value, the process proceeds to step 63, and if it is less than the threshold value, the process ends.

The difference Δ reflects the direction and strength of the side wind blowing on the vehicle 1. When a cross wind is blowing from the right side of the vehicle 1, the difference Δ has a positive value, and the absolute value of the difference Δ increases as the wind speed increases. Further, when the cross wind is blowing from the left side of the vehicle 1, the difference Δ has a negative value, and the absolute value of the difference Δ increases as the wind speed increases.

In step 63, steering wheel assist is performed. The direction of steering assist is to the right when the difference Δ is a positive value (when cross wind is blowing from the right side), and when the difference Δ is a negative value (when cross wind is blowing from the left side). Is to the left. Further, the steering assist driving force is increased as the absolute value of the difference Δ is increased.

3. Effects of Vehicle 1 (1) The vehicle 1 can achieve substantially the same effects as those of the first embodiment.
(2) The vehicle 1 performs steering assist to the right when the cross wind is blowing from the right side, and performs steering assist to the left when the cross wind is blowing from the left side. Therefore, the straightness of the vehicle 1 is less likely to deteriorate even in a situation where the cross wind is strong.

4. Modified Example The configuration for detecting the wind direction and wind speed of the crosswind may be other than the right pressure gauge 155 and the left pressure gauge 157. For example, a well-known anemometer capable of measuring the wind direction and wind speed of the crosswind may be attached to the vehicle 1.

In addition, the vehicle 1 may perform control for avoiding an object (such as a seat) swept by the wind when the wind having a speed equal to or higher than a predetermined wind speed is detected.
Needless to say, the present invention is not limited to the above-described embodiments, and can be implemented in various modes without departing from the present invention.

For example, the second information acquisition device 109 is provided in the vicinity of a structure other than a tunnel (for example, a bridge, an elevated road, a dam, an embankment, a slope along the road, etc.), and detects an abnormality in such a structure. It may be detected.

The road danger information may consist of 1 or 2 of the kind of road danger, the position (latitude, longitude) at which the danger is detected, and the time at which the danger is detected. ..

In addition, the vehicle 1 can acquire a camera image taken by the preceding vehicle when the distance from the preceding vehicle becomes equal to or less than a predetermined value, for example. The preceding vehicle transmits the camera image captured there to the surroundings by wireless communication. In this case, the vehicle 1 can execute each of the above-described processes by using the camera image acquired from the preceding vehicle, similarly to the camera image acquired by the own vehicle.

Further, the vehicle 1 may be capable of setting either the adventure mode or the safety mode by the driver's operation. The adventure mode is a mode in which the risk avoidance process is less likely to be executed than in the safety mode (the risk avoidance process is not executed unless the level of the road risk is high). For example, the driver can set the safety mode when an important object is mounted on the vehicle 1, and can set the adventure mode at other times.

In addition, the vehicle 1 may have a function of detecting a state (reverse running) in which the host vehicle is traveling in a direction opposite to the original traveling direction on a road or a service area. Then, when reverse running is detected, the driver of the vehicle 1 is warned, the vehicle is guided to the opposite lane, and the display is conspicuously displayed on another vehicle (for example, the headlight blinks). be able to.

Further, all or part of the configurations in the first to fourth embodiments may be appropriately selected and combined.
Further, the vehicle 1 may be a railway vehicle. Railway vehicles include types that run on rails, magnetic levitation linear motor cars, iron wheel linear motor cars, monorails, and the like.

When the vehicle 1 is a railroad vehicle, the information distribution system 101 causes the railroad track to travel (including rails and infrastructure for linear motor cars), tunnels, bridges, stations, railroad crossings, and dangers around them. The location information of the danger can be detected and transmitted to the railway vehicle. In addition, the railway vehicle itself can detect the above danger. Then, the railroad vehicle can execute the danger avoidance processing in accordance with the type of danger and the position information of the danger, similarly to the vehicle traveling on the road.

1... Vehicle, 3... Transceiver, 5... Navigation system, 7... Speaker, 9... Slip detection system, 15... Camera, 17... Infrared camera, 19... Radar, 20... In-vehicle camera, 21... Antiskid agent injection system, 23... Automatic braking system, 25... Control part, 31... Tank, 33... Piping, 33a, 33b... End part, 35... Control valve, 39... Antiskid agent, 41... High pressure nitrogen, 43... Tire, 101... Information distribution System, 103... Control center, 104... Internet line, 105... Base station, 106... Mobile terminal, 107... First information acquisition device, 109... Second information acquisition device, 110... Communication line, 111... Control unit, 113... Storage device, 115... Communication interface, 117... Control unit, 119... Communication interface, 121... Transceiver, 123... Control unit, 125... Communication interface, 127... Camera, 129...
Infrared camera, 131... Radar, 133... Control section, 135... Communication interface, 137... Vibration sensor, 139... Camera, 143... Sound wave output device, 145... Sound wave sensor, 147... Optical sensor, 149... Conductivity sensor, 151, 153... Infrared sensor, 155... Right pressure gauge, 157... Left pressure gauge, 201... Road, 203... Tunnel, 203A... Ceiling, 205... Rod, 205A... Bottom end, 207... Laser emission device, 209... Reflection mirror, 211, 213... Electrode, 215... Gate member, 217... Infrared beam, 301... Boundary line, 303... Center line, 305... Stop line

Claims (3)

A danger information acquisition unit that acquires location information of dangers related to roads,
A vehicle information acquisition unit that acquires the location information of the vehicle and the traveling direction of the vehicle;
When the danger position information and the position information of the own vehicle have a predetermined positional relationship, and there is a danger related to the road in the traveling direction of the own vehicle, a danger avoidance process execution unit that executes a risk avoidance process, ,
Equipped with
The risk on the road, Ri Oh in freezing of the road,
The risk avoidance process is a process of performing display using a head-up display, the display overlapping with a frozen portion of the road from the viewpoint of the driver of the own vehicle. A danger information acquisition unit that acquires location information of dangers related to roads;
A vehicle information acquisition unit that acquires the location information of the vehicle and the traveling direction of the vehicle;
When the danger position information and the position information of the own vehicle have a predetermined positional relationship, and there is a danger related to the road in the traveling direction of the own vehicle, a danger avoidance process execution unit that executes a risk avoidance process, ,
Equipped with
The danger associated with the road is snow on the road,
The danger avoidance process is an image of things that should be visible on the road when there is no snow on the road, created from images captured when there is no snow on the road, using a head-up display. A vehicle characterized by a display process. The vehicle according to claim 1 or 2, further comprising a transmission unit that transmits the position information of the danger regarding the road acquired by the danger information acquisition unit.

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