JP7102851B2 - Vehicle alarm device - Google Patents

Description

The technique disclosed herein relates to a vehicle alarm device that alerts the driver.

Conventionally, there has been known a vehicle alarm device that detects an inattentive state of a vehicle driver and accelerates the timing of issuing an alarm according to the inattentive state (see, for example, Patent Document 1). This vehicle warning device detects the driver's inattentive duration on the premise that an alarm is issued when the possibility of collision with an obstacle in front reaches a threshold value, and the longer the inattentive duration, the more likely the collision is. By reducing the threshold value of, the timing of issuing an alarm can be accelerated.

JP-A-2007-69679

However, even if it is determined that the driver is looking aside from the direction of the driver's line of sight, it is possible that the driver is actually only checking the surroundings of the vehicle and not looking aside. Be done. In that case, the driver may find the alarm annoying because the timing of issuing the alarm is advanced.

The techniques disclosed herein are intended to reduce situations in which the driver may find the alarm annoying.

In order to solve the above-mentioned problems, one aspect of the technique disclosed herein is
It is a vehicle alarm device that activates an alarm at a predetermined alarm timing when it is determined that there is a possibility of collision with an obstacle existing in front of the vehicle.
An obstacle detection unit that detects the obstacle and
A driving operation detection unit that detects a driver's driving operation on the vehicle,
Based on the detection result of the operation operation detection unit, a delay condition determination unit that determines whether or not the delay condition for delaying the alarm timing is satisfied, and a delay condition determination unit.
An imaging unit that captures the driver
A line-of-sight determination unit that determines the direction of the driver's line of sight from the captured image of the driver and determines whether or not the driver is looking aside.
An alarm control unit that controls the alarm
With
The driving operation detection unit includes a steering sensor that detects an operation on the steering wheel of the vehicle as the driving operation.
When the operation on the steering wheel is detected, the delay condition determining unit determines that the delay condition is satisfied, and determines that the delay condition is satisfied.
The alarm control unit
When it is determined that the delay condition is satisfied, the alarm is activated at a timing delayed from the alarm timing regardless of the determination result of whether or not the driver is looking aside .
If it is determined that the delay condition is not satisfied and the driver is looking aside, the alarm is activated at the alarm timing or at a timing earlier than the alarm timing .
When it is determined that the delay condition is not satisfied and the driver is not looking aside, the alarm is activated at the alarm timing .

When operating the steering wheel as a driving operation, it is considered that the driver is concentrating on driving the vehicle. Therefore, in this aspect, when the operation on the steering wheel is detected and it is determined that the delay condition is satisfied, the alarm is activated at a timing delayed from the predetermined alarm timing. Therefore, according to this aspect, it is possible to reduce the situation in which the driver feels the alarm annoying.
Further, when the steering wheel is being operated as a driving operation, it is considered that the driver is concentrating on driving the vehicle. Further, even if it is determined that the vehicle is looking aside when turning right or left at the intersection, it is considered that the vehicle is actually checking the situation around the vehicle instead of looking aside. Therefore, in this aspect, when it is determined that the delay condition is satisfied, the alarm is activated at the delayed timing even if it is determined that the driver is looking aside. Therefore, according to this aspect, it is possible to reduce the situation in which the driver feels the alarm annoying.

In the above aspect, preferably
Further equipped with a vehicle speed sensor for detecting the speed of the vehicle,
The driving operation detection unit detects the operation of the direction indicator switch for operating the direction indicator of the vehicle as the driving operation.
The delay condition determination unit determines that the delay condition is satisfied when the operation of the direction indicator switch is detected and the speed of the vehicle is detected to be less than a predetermined speed.

When an obstacle in front of the vehicle is detected, the turn signal switch is operated, and the vehicle speed is less than the specified speed, the driver is turning right or left at the intersection. Conceivable. When turning right or left at an intersection, the driver is considered to be concentrating on driving the vehicle. Therefore, in this aspect, it is determined that the delay condition is satisfied when the operation of the turn signal switch is detected and the speed of the vehicle is detected to be less than the predetermined speed. Therefore, according to this aspect, it is possible to reduce the situation in which the driver feels annoyed by the alarm when turning right or left at the intersection.

In the above aspect, preferably
A memory that stores in advance the timings of a plurality of stages of different speeds as the alarm timing, and
An alarm timing setting switch operated by the driver to set the alarm timing to any one of the plurality of stages.
Further prepare
The memory stores in advance a timing later than the latest latest timing among the plurality of stages of timing as the delayed timing.
When it is determined that the delay condition is not satisfied, the alarm control unit operates the alarm device at the timing set by the alarm timing setting switch, and when it is determined that the delay condition is satisfied, the memory The alarm is activated at the delayed timing read from.

In this aspect, when it is determined that the delay condition is not satisfied, the alarm is activated at the timing set by the alarm timing setting switch. Therefore, according to this aspect, the alarm can be activated at a timing of preference selected by the driver. When it is determined that the delay condition is satisfied, the alarm is activated at a timing even later than the latest timing. Therefore, according to this aspect, it is possible to more reliably reduce the situation in which the driver feels the alarm annoying.

In the above aspect , preferably
When the alarm control unit determines that the alarm timing is set to the latest timing and the delay condition is not satisfied, the alarm control unit may determine that the driver is looking aside. The alarm is activated at the latest timing.

The fact that the alarm timing is set to the latest and latest timing among the multiple stages means that the driver is proficient in driving the vehicle, and the driver feels annoyed by the alarm when the alarm timing is early. ing. Therefore, in this embodiment, if the alarm timing is set to the latest timing and the delay condition is not satisfied, the alarm is activated at the latest timing even when it is determined that the driver is looking aside. .. Therefore, according to this aspect, it is possible to reduce the situation in which the driver feels the alarm annoying.

According to this vehicle alarm device, when the operation on the steering wheel is detected and it is determined that the delay condition is satisfied, the alarm is activated at a timing delayed from the predetermined alarm timing, so that the vehicle is operated. It is possible to reduce the situation where the person feels the alarm annoying.

It is a block diagram which shows schematic structure of the vehicle equipped with the vehicle alarm device. It is a figure which shows the example of the delay information which shows the establishment requirement of the delay condition generally. It is a figure which shows an example of the control information of an alarm timing schematicly. It is a flowchart which shows the operation example of the alarm timing control. It is a flowchart which shows the operation example of the alarm timing control.

(One aspect of the viewpoint according to the present disclosure)
First, one aspect of the point of view according to the present disclosure will be described. Generally, in a vehicle equipped with a driving support device, when a preceding vehicle is detected and the distance between the vehicle and the preceding vehicle is shortened, an alarm is activated to alert the driver before the automatic brake is activated. It is emitted. The timing at which the automatic brake is activated is predetermined according to the inter-vehicle distance to the preceding vehicle, the relative speed, and the like. On the other hand, the timing of operating the alarm may be accelerated according to, for example, the state of the driver, as in the technique described in Patent Document 1. However, as described above, the driver may find the alarm annoying because the timing of operating the alarm is advanced. Therefore, the present inventor determines the driver's intention, etc. from the driver's driving operation on the vehicle, respects the determined driver's intention, etc., and reduces the situation in which the driver feels annoyed by the alarm. I came up with an alarm device for vehicles that can be used.

(Embodiment)
Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In each figure, similar elements are designated by the same reference numerals, and description thereof will be omitted as appropriate.

(Constitution)
FIG. 1 is a block diagram schematically showing the configuration of a vehicle 100 equipped with the vehicle alarm device of the present embodiment. The vehicle 100 is, for example, a four-wheeled vehicle. As shown in FIG. 1, the vehicle 100 includes, for example, an obstacle detection unit 110, a driving operation detection unit 120, a driver monitor 130, an alarm 140, an alarm timing setting switch 141, a direction indicator light 142, a steering wheel 143, and an accelerator. It includes a pedal 144, a brake pedal 145, and an electronic control unit (ECU) 150. The ECU 150 controls the overall operation of the vehicle 100. The ECU 150 includes, for example, a central processing unit (CPU) 151, a memory 152, and other peripheral circuits.

The obstacle detection unit 110 detects an obstacle existing in front of the vehicle 100. The obstacle detection unit 110 includes, for example, an external camera 111, a radar 112, and a sonar 113. The vehicle exterior camera 111 is attached to the interior of the vehicle 100, for example, on the back side of a rearview mirror or near the upper end of the windshield so that the optical axis of the vehicle exterior camera 111 faces the front of the vehicle 100.

The vehicle exterior camera 111 captures an image of a fan-shaped imaging range centered on the optical axis at predetermined time intervals (for example, 1/60 second). The external camera 111 outputs the captured image data to the CPU 151 of the ECU 150 at predetermined time (for example, 1/60 second). Based on the image data output from the vehicle exterior camera 111, the CPU 151 walks in the vicinity of an obstacle existing in front of the vehicle 100, for example, a vehicle traveling ahead in front of the vehicle 100, or a traveling lane by, for example, template matching. Detects pedestrians, traffic signs installed on the side of the road, etc.

The radar 112 detects an obstacle in front of the vehicle 100 by emitting a millimeter wave, which is a radio wave having a wavelength of 1 to 10 mm, and receiving the reflected wave reflected by the emitted millimeter wave. The radar 112 is attached to the center of the front surface of the vehicle 100 (for example, the center of the front grill) so that the emission direction of millimeter waves faces the front of the vehicle 100. The sonar 113 emits sound waves and detects obstacles by receiving reflected waves reflected by the emitted sound waves. The sonar 113 is attached to the center of the front surface of the vehicle 100 (for example, the center of the lower part of the front window) so that the sound wave emission direction faces the front of the vehicle 100. The radar 112 and the sonar 113 each output a detection signal to the CPU 151.

The driving operation detection unit 120 detects the driving operation performed by the driver on the vehicle 100. The driving operation detection unit 120 includes, for example, a steering sensor 121, an accelerator opening sensor 122, a brake sensor 123, a yaw rate sensor 124, a winker switch 125, and a vehicle speed sensor 126. Each detection signal of the operation detection unit 120 is output to the CPU 151.

The steering sensor 121 detects the steering angle of the steering wheel 143 operated by the driver. The accelerator opening sensor 122 detects the amount of depression when the accelerator pedal 144 is depressed by the driver. The brake sensor 123 detects whether or not the driver is operating the brake pedal 145. The yaw rate sensor 124 is composed of, for example, a rate gyroscope, and detects the rotational angular velocity (yaw rate) of the vehicle 100 around the vertical axis. The yaw rate can also be said to be the speed at which the yaw angle, which indicates the relative direction of the vehicle 100 with respect to the road, changes.

The winker switch 125 is composed of, for example, a lever extending from a steering column and is operated by a driver. The CPU 151 blinks the direction indicator light 142 for displaying a left turn or a right turn according to the operation content of the winker switch 125. The vehicle speed sensor 126 detects the speed of the vehicle 100. The vehicle speed sensor 126 may detect the rotation speed of the wheels of the vehicle 100, and the CPU 151 may calculate the speed of the vehicle 100 based on the detected rotation speed of the wheels.

The driver monitor 130 determines the state of the driver. The driver monitor 130 includes, for example, a camera 131, a memory 132, and a CPU 133. The camera 131 images the driver of the vehicle 100 from the front. The camera 131 (corresponding to an example of the "imaging unit") is attached, for example, near the upper end of the windshield in front of the driver's seat of the vehicle 100 so that the optical axis of the camera 131 faces the driver's seat. The camera 131 outputs the captured image data to the CPU 133. As the camera 131, a plurality of cameras may be attached to the front pillar on the passenger side, the ceiling in the interior of the vehicle 100, or the like so that their optical axes face the driver's seat of the vehicle 100.

The memory 132 is composed of, for example, a semiconductor memory, a hard disk, or another storage element. The memory 132 includes, for example, a read-only memory (ROM), a random access memory (RAM), an electrically erasable and rewritable ROM (EEPROM), and the like. The memory 132 stores a control program for operating the CPU 133. The memory 132 may be composed of a single memory including an area for storing the control program and an area for temporarily storing the data.

The CPU 133 functions as a doze determination unit 135 and a line-of-sight determination unit 136 by operating according to a control program stored in the memory 132. The doze determination unit 135 determines the orientation of the driver's face, the degree of opening / closing of the eyes, etc. from the image data captured by the camera 131, and determines whether or not the driver is dozing based on the determination result. do. When the doze determination unit 135 determines that the driver is dozing, the doze determination unit 135 notifies the CPU 151 to that effect.

The line-of-sight determination unit 136 determines the direction of the driver's face, the position of the pupil, etc. from the image data captured by the camera 131, and based on the determination result, the driver's line-of-sight direction (that is, the driver visually recognizes). Area) is determined. The line-of-sight determination unit 136 determines whether or not the driver is looking aside from the determined line-of-sight direction of the driver. When the line-of-sight determination unit 136 determines that the driver is looking aside, the line-of-sight determination unit 136 counts the time during which the driver is looking aside. When the line-of-sight determination unit 136 continues the driver's inattentive time for a predetermined time (for example, 3 seconds), the line-of-sight determination unit 136 determines that the driver is inattentive driving and notifies the CPU 151 to that effect.

The alarm device 140 is a device for issuing an alarm to the driver. The alarm device 140 is composed of, for example, an electronic buzzer, a speaker, or a bell, and emits an alarm sound. Alternatively, the alarm 140 may be configured with an indicator such as an LED. The alarm device 140 may be provided with a plurality of devices such as an electronic buzzer, a bell, a speaker, and a display.

The alarm timing setting switch 141 is a switch operated by the driver to set the alarm timing for operating the alarm device 140. The alarm timing setting switch 141 may be configured by a mechanical switch provided on the vehicle 100. Alternatively, the alarm timing setting switch 141 may consist of buttons displayed on the touch panel display.

In the present embodiment, the driver of the vehicle 100 can select and set a favorite alarm timing from three stages of "early", "medium", and "slow" by the alarm timing setting switch 141. ing. Specifically, the alarm timing is set based on the collision prediction time (Time to Collection). The collision prediction time is the time until the limit collision that can avoid the collision with the obstacle in front by braking and steering. That is, if the braking and steering operations are started at the time when the predicted collision time is reached, the collision with the obstacle in front can be avoided on the verge.

In the present embodiment, the "early" warning timing is T1 seconds before the time when the predicted collision time is reached, and the "medium" warning timing is T2 seconds before the time when the predicted collision time is reached, and the "late" warning. The timing is T3 seconds before the time when the predicted collision time is reached. However, T1> T2> T3. In the present embodiment, the "late" alarm timing corresponds to an example of the "latest timing".

The fact that the alarm timing is set T1, T2, and T3 seconds before the time when the predicted collision time is reached means that T1, T2, and T2, respectively, are set from the time the alarm 140 is activated until the operation for avoiding the collision is performed. It means that there is a margin of T3 seconds. That is, in the present embodiment, the margin time until the time when the collision prediction time is reached becomes longer in the order of T1, T2, and T3.

In general, a driver who is proficient in driving feels annoyed when the alarm device 140 is activated, so it is considered that the alarm timing setting switch 141 is used to set the alarm timing to "slow". On the other hand, since the driver who is not accustomed to driving wants the alarm device 140 to operate earlier, it is considered that the alarm timing setting switch 141 is used to set the "early" alarm timing.

The memory 152 of the ECU 150 is composed of, for example, a semiconductor memory, a hard disk, or another storage element. The memory 152 includes, for example, a ROM, a RAM, an EEPROM, and the like. The memory 152 stores a control program for operating the CPU 151. The memory 152 may be composed of a single memory including an area for storing a control program and an area for temporarily storing data.

The CPU 151 functions as an advance request determination unit 155, a delay condition determination unit 156, and an alarm control unit 157 by operating according to a control program stored in the memory 152. The advancement request determination unit 155 notifies the alarm control unit 157 of an advancement request requesting an advancement of the alarm timing based on the signal from the CPU 133 of the driver monitor 130.

Specifically, when the early request determination unit 155 receives a notification from the doze determination unit 135 that the driver is dozing, the vehicle speed sensor 126 acquires the vehicle speed of the vehicle 100, and the vehicle 100 stops. Judge whether or not it is. If the vehicle 100 is not stopped (that is, if the vehicle 100 is running), the early-stage request determination unit 155 sets a first early-stage request flag 161 indicating whether or not there is an early-stage request based on drowsy driving as an alarm control unit. Output to 157.

Upon receiving a notification from the line-of-sight determination unit 136 that the driver is driving aside, the acceleration request determination unit 155 acquires the vehicle speed of the vehicle 100 from the vehicle speed sensor 126 and determines whether or not the vehicle 100 is stopped. To judge. If the vehicle 100 is not stopped (that is, if the vehicle 100 is running), the acceleration request determination unit 155 sets a second acceleration request flag 162 indicating whether or not there is an acceleration request based on inattentive driving as an alarm control unit. Output to 157.

The delay condition determination unit 156 determines whether or not the first delay condition is satisfied and the second delay condition is satisfied as the delay condition for delaying the alarm timing based on the driver's operation operation detected by the operation operation detection unit 120. It is determined whether or not it has been done. The delay condition determination unit 156 sets the first determination flag 165 indicating whether or not the first delay condition is satisfied and the second determination flag 166 indicating whether or not the second delay condition is satisfied with the alarm control unit 157. Output to.

FIG. 2 is a diagram schematically showing an example of delay information 200 representing a requirement for satisfying a delay condition. The delay information 200 is stored in the memory 152 as the control program of the present embodiment. When any of the fulfillment requirements shown in the leftmost column of the delay information 200 is satisfied, the delay condition determination unit 156 determines the first delay condition shown in the center column of the delay information 200 or the second delay shown in the rightmost column. Among the conditions, it is determined that the marked delay condition is satisfied.

Specifically, the delay condition determination unit 156 determines that the second delay condition is satisfied when the steering angle of the steering wheel 143 detected by the steering sensor 121 is equal to or greater than a predetermined angle.

The delay condition determination unit 156 calculates the turning radius R from the speed V of the vehicle 100 detected by the vehicle speed sensor 126 and the yaw rate ω detected by the yaw rate sensor 124 by the following equation R = V / ω.
Calculated by. The delay condition determination unit 156 determines that the second delay condition is satisfied when the calculated turning radius R is less than a predetermined radius.

The delay condition determination unit 156 calculates the angular velocity of the steering angle of the steering wheel 143 from the amount of change in the detection result of the steering sensor 121 per unit time. The delay condition determination unit 156 determines that the second delay condition is satisfied when the calculated angular velocity is equal to or higher than the predetermined angular velocity.

The delay condition determination unit 156 determines when the product (speed x steering angle) of the speed of the vehicle 100 detected by the vehicle speed sensor 126 and the steering angle of the steering wheel 143 detected by the steering sensor 121 is equal to or greater than a predetermined value. It is determined that the second delay condition is satisfied.

The delay condition determination unit 156 determines that the accelerator pedal 144 has been turned off when the amount of depression of the accelerator pedal 144 detected by the accelerator opening sensor 122 is zero, and determines that the second delay condition is satisfied. When the brake sensor 123 detects that the brake pedal 145 is turned on, the delay condition determination unit 156 determines that the second delay condition is satisfied.

The delay condition determination unit 156 determines that the first delay condition is satisfied when the acceleration requested by the driver is equal to or greater than the predetermined acceleration. The required acceleration by the driver corresponds to the amount of depression of the accelerator pedal 144 detected by the accelerator opening sensor 122. That is, the delay condition determination unit 156 determines that the first delay condition is satisfied when the depression amount of the accelerator pedal 144 detected by the accelerator opening sensor 122 is equal to or greater than the predetermined depression amount. The required acceleration by the driver means the acceleration of the vehicle 100 intended by the driver. That is, at the time when the delay condition determination unit 156 determines that the required acceleration by the driver is equal to or higher than the predetermined acceleration, the acceleration of the vehicle 100 has not yet reached the required acceleration by the driver.

The delay condition determination unit 156 determines that the first delay condition is satisfied when the winker switch 125 is turned on and the speed of the vehicle 100 detected by the vehicle speed sensor 126 is equal to or higher than the predetermined speed V1 [km / h]. The delay condition determination unit 156 determines that the second delay condition is satisfied when the winker switch 125 is turned on and the speed of the vehicle 100 detected by the vehicle speed sensor 126 is less than the predetermined speed V1 [km / h]. The predetermined speed V1 is empirically determined. The predetermined speed V1 may be set to a value satisfying, for example, 50 ≦ V1 ≦ 70.

The meanings of the establishment requirements shown in the leftmost column of the delay information 200 are as follows. "The steering angle of the steering wheel is equal to or greater than the predetermined angle", "The turning radius R is less than the predetermined radius", "The angular speed of the steering angle of the steering wheel is equal to or greater than the predetermined angular speed", and "(Speed x steering angle) is equal to or greater than the predetermined value". Regarding the requirements, the delay condition determination unit 156 determines that the vehicle 100 is traveling on the curved road, and determines that the second delay condition is satisfied.

Regarding the requirements for establishing "accelerator pedal 144 is off" and "brake pedal 145 is on", the delay condition determination unit 156 determines that the vehicle 100 is running at a constant speed or decelerating, and the second delay condition is satisfied. It is determined that the vehicle has been used. Regarding the requirement for establishing "the winker switch 125 is on and the speed of the vehicle 100 is less than the predetermined speed V1 [km / h]", the delay condition determination unit 156 determines that the vehicle 100 is turning left or right at the intersection. Therefore, it is determined that the second delay condition is satisfied.

Regarding the requirements for establishing "the acceleration required by the driver is equal to or higher than the predetermined acceleration" and "the winker switch 125 is on and the speed of the vehicle 100 is equal to or higher than the predetermined speed V1 [km / h]", the delay condition determination unit 156 determines the vehicle 100. Is intended to overtake the vehicle in front, and then it is determined that the operation represents the steering intention of the driver to steer the steering wheel 143, and it is determined that the first delay condition is satisfied.

Returning to FIG. 1, the alarm control unit 157 controls the alarm timing for operating the alarm device 140. Specifically, when the alarm control unit 157 receives the first advance request flag 161 indicating that there is an advance request based on the drowsy operation from the advance request determination unit 155, the alarm control unit 157 is set by using the alarm timing setting switch 141. Change to "early" alarm timing regardless of alarm timing.

Further, the alarm control unit 157 sets the second acceleration request flag 162 input from the acceleration request determination unit 155, the first determination flag 165 and the second determination flag 166 input from the delay condition determination unit 156. Based on this, the alarm timing set by using the alarm timing setting switch 141 is changed or maintained.

FIG. 3 is a diagram schematically showing an example of alarm timing control information 300. This control information 300 is stored in the memory 152 as the control program of the present embodiment. The alarm control unit 157 determines the alarm timing as shown in the control information 300. In the control information 300, the setting timing 301 set by the alarm timing setting switch 141, the presence / absence of the early request 302 based on the inattentive operation, the success / failure 303 of the first delay condition, and the success / failure 304 of the second delay condition are , The alarm timing has been decided.

In FIG. 3, the “delayed” alarm timing is further later than the “late” alarm timing set by the alarm timing setting switch 141, and is T4 seconds (T3> T4) before the time when the collision prediction time is reached. .. Therefore, when the alarm timing of "delay" is determined, the alarm 140 does not operate until T4 seconds before the time when the predicted collision time is reached. Therefore, if the collision avoidance operation is performed 4 seconds before the time when the collision prediction time is reached and the time until the collision prediction time is reached is extended, the alarm 140 can be avoided from operating. As a result, it is possible to reduce the situation in which the driver feels annoyed by the operation of the alarm device 140.

In the control information 300 shown in FIG. 3, the alarm timing is determined based on the following two ideas. First, when there is an early request 302 based on inattentive operation and the success or failure 303 of the first delay condition is satisfied.
(Early request)> (1st delay condition)
The priority is set to be higher in the order of. That is, even when the success / failure 303 of the first delay condition is satisfied, if there is an early request 302 based on the inattentive operation, the early request based on the inattentive operation is prioritized.

As described above, when the delay condition determination unit 156 determines that the vehicle 100 intends to overtake the vehicle in front and then the driver has a steering intention to steer the steering wheel 143, the first 1 It is determined that the delay condition is satisfied. If the driver intends to overtake the vehicle in front and the vehicle in front suddenly slows down while the driver is looking aside, there is a high possibility of a rear-end collision. Therefore, in the present embodiment, even when the success / failure 303 of the first delay condition is satisfied, if there is an early request 302 based on the inattentive operation, the early request based on the inattentive operation is prioritized.

Further, when there is an early request 302 based on inattentive operation and the success / failure 304 of the second delay condition is satisfied,
(Second delay condition)> (Early request)
The priority is set to be higher in the order of. That is, even if there is an early request 302 based on inattentive operation, if the success / failure 304 of the second delay condition is satisfied, the second delay condition has priority.

As described above, the delay condition determination unit 156 indicates that the vehicle 100 is traveling on a curved road, the vehicle 100 is traveling at a constant speed or decelerating, or the vehicle 100 is turning left or right at an intersection. If it is determined, it is determined that the second delay condition is satisfied. When the vehicle 100 is traveling in this way, it is determined that the driver is driving aside because the driver directs his / her line of sight to an area other than the front in order to visually recognize the surrounding situation of the vehicle 100. It is highly possible that it was done. Therefore, in the present embodiment, even if there is an early request 302 based on inattentive operation, if the success / failure 304 of the second delay condition is satisfied, the establishment of the second delay condition is prioritized. As described above, in the control information 300 of FIG.
(Second delay condition)> (Advance request)> (First delay condition)
The priority is set to be higher in the order of.

Secondly, in the control information 300 of FIG. 3, when the setting timing 301 by the alarm timing setting switch 141 is the "late" alarm timing, even if there is an early request 302 based on inattentive operation, this early request is made. Is ignored. That is, even if there is an early request 302 based on inattentive operation and the success / failure 304 of the second delay condition is negative, when the setting timing 301 by the alarm timing setting switch 141 is the "late" alarm timing, it is "medium". The "late" alarm timing is maintained without being advanced to the "" alarm timing. As described above, a driver who is proficient in driving feels annoyed when the alarm device 140 is activated, so it is considered that the alarm timing setting switch 141 is used to set the alarm timing to "late". Therefore, in the present embodiment, when the alarm timing setting switch 141 is set to the "late" alarm timing, the "late" alarm timing is set even if there is an early request 302 based on inattentive operation. Respecting the will of the driver, the early request is ignored.

In the control information 300 of FIG. 3, the column of success / failure 303 of the first delay condition describes the alarm timing when the second delay condition is not satisfied, and the column of success / failure 304 of the second delay condition. Describes the alarm timing when the first delay condition is not satisfied. Therefore, the alarm timing in the column where the success / failure 303 of the first delay condition is negative and the alarm timing in the column where the success / failure 304 of the second delay condition is negative are the same.

Further, when the success / failure 303 of the first delay condition is satisfied and the success / failure 304 of the second delay condition is satisfied, that is, when both the first delay condition and the second delay condition are satisfied, the above priority is given. Based on the idea, the success or failure 304 of the second delay condition is prioritized.

Specifically, in the control information 300 of FIG. 3, the alarm timing is determined as follows. First, when the success / failure 304 of the second delay condition is satisfied, the second delay condition has the highest priority based on the above first idea, so the presence / absence of the early request 302 based on the inattentive operation and the first delay Regardless of the success or failure of the condition 303, the alarm timing is determined to be "delayed" later than the setting timing 301 by the alarm timing setting switch 141. In the present embodiment, the "delayed" alarm timing corresponds to an example of the "delayed timing".

Next, when the success / failure 303 of the first delay condition is satisfied, the success / failure 304 of the second delay condition is negative, and there is no early request 302 based on inattentive operation, the alarm timing setting switch 141 Regardless of the setting timing 301 by, the alarm timing of "delay" is determined. In this way, when the success / failure 303 of the first delay condition is satisfied, and when there is no early request 302 based on inattentive operation, it is determined that the driver is actively performing the driving operation. Respecting the driver's intention, the alarm control unit 157 determines the alarm timing as the "delayed" alarm timing.

Next, the case where the success / failure 303 of the first delay condition is satisfied, the case where the success / failure 304 of the second delay condition is negative, and the case where there is an early request 302 based on the inattentive operation will be described. When the setting timing 301 by the alarm timing setting switch 141 is the "early" or "medium" alarm timing, the early request 302 based on the inattentive operation is prioritized based on the first concept. Therefore, when the setting timing 301 by the alarm timing setting switch 141 is the "early" alarm timing, the "early" alarm timing is maintained because no earlier timing is set, and when the alarm timing is "medium". , "Early" alarm timing is advanced. On the other hand, when the setting timing 301 by the alarm timing setting switch 141 is the "late" alarm timing, the "late" alarm timing is maintained based on the second concept.

Next, when the success / failure 303 of the first delay condition is negative, the success / failure 304 of the second delay condition is negative, and there is no early request 302 based on inattentive operation, that is, when all are negative or none. As a matter of course, the alarm timing is determined according to the setting timing 301 by the alarm timing setting switch 141. The alarm timing set by the alarm timing setting switch 141 corresponds to an example of "predetermined alarm timing".

Finally, if the success / failure 303 of the first delay condition is negative, the success / failure 304 of the second delay condition is negative, and there is an early request 302 based on inattentive operation, the setting timing 301 by the alarm timing setting switch 141 is set. , When the "early" alarm timing is set, the "early" alarm timing is maintained because no earlier timing is set, and when the "medium" alarm timing is set, the "early" alarm timing is advanced. On the other hand, when the "late" alarm timing is used, the "late" alarm timing is maintained based on the second concept. In the control information 300 shown in FIG. 3, the alarm timing is determined as described above.

(motion)
4 and 5 are flowcharts schematically showing an operation example of alarm timing control. For example, when the engine of the vehicle 100 is started, the operations shown in FIGS. 4 and 5 are executed at predetermined time intervals (for example, 50 msec). The alarm timing setting switch 141 is operated in advance by the driver, and the alarm timing set by the driver is stored in the memory 152.

In step S1000, the alarm control unit 157 determines whether or not an obstacle exists in front of the vehicle 100 based on the detection signal from the obstacle detection unit 110. If there is an obstacle in front of the vehicle 100 (YES in step S1000), the process proceeds to step S1005. On the other hand, if there is no obstacle in front of the vehicle 100 (NO in step S1000), the operation of FIG. 4 ends.

In step S1005, the alarm control unit 157 determines whether or not the first acceleration request flag 161 indicating that there is an acceleration request based on dozing has been input from the acceleration request determination unit 155. If the first early-stage request flag 161 indicating that there is an early-stage request based on dozing is input from the early-stage request determination unit 155 (YES in step S1005), the process proceeds to step S1010. On the other hand, if the first advance request flag 161 indicating that there is an advance request based on doze is not input from the advance request determination unit 155 (NO in step S1005), the process proceeds to step S1015. In step S1010, the alarm control unit 157 changes the alarm timing to an "early" alarm timing. After that, the operation of FIG. 4 ends.

In step S1015, the alarm control unit 157 determines whether or not the second acceleration request flag 162 indicating that there is an acceleration request based on the inattentive operation has been input from the acceleration request determination unit 155. If the second advance request flag 162 indicating that there is an advance request based on the inattentive operation is input from the advance request determination unit 155 (YES in step S1015), the process proceeds to step S1020. On the other hand, if the second advance request flag 162 indicating that there is an advance request based on the inattentive operation is not input from the advance request determination unit 155 (NO in step S1015), the process proceeds to step S1100 of FIG.

In step S1020, the alarm control unit 157 determines whether or not the second determination flag 166 indicating that the second delay condition has been satisfied has been input from the delay condition determination unit 156. If the second determination flag 166 indicating that the second delay condition is satisfied is input from the delay condition determination unit 156, that is, if the second delay condition is satisfied (YES in step S1020), the process is step S1025. Proceed to. On the other hand, if the second delay condition is not satisfied (NO in step S1020), the process proceeds to step S1030. In step S1025, the alarm control unit 157 changes the alarm timing to a “delayed” alarm timing. After that, the operation of FIG. 4 ends.

In step S1030, the alarm control unit 157 determines whether or not the setting timing by the alarm timing setting switch 141 is the “medium” alarm timing. If the alarm timing set by the alarm timing setting switch 141 is “medium” alarm timing (YES in step S1030), the process proceeds to step S1035. On the other hand, if the setting timing by the alarm timing setting switch 141 is “early” or “late” alarm timing (NO in step S1030), the process proceeds to step S1040.

In step S1035, the alarm control unit 157 changes the alarm timing to an "early" alarm timing. After that, the operation of FIG. 4 ends. In step S1040, if the alarm timing set by the alarm timing setting switch 141 is "early", the alarm control unit 157 maintains the "early" alarm timing because no earlier timing is set. Further, if the alarm timing set by the alarm timing setting switch 141 is "late", the "late" alarm timing is maintained with respect for the driver's intention as described above. As described above, in step S1040, the alarm control unit 157 maintains the alarm timing at the set timing by the alarm timing setting switch 141 regardless of whether the setting timing by the alarm timing setting switch 141 is “early” or “late”. .. After that, the operation of FIG. 4 ends.

In step S1100 of FIG. 5, the alarm control unit 157 determines whether or not the second determination flag 166 indicating that the second delay condition has been satisfied has been input from the delay condition determination unit 156. If the second determination flag 166 indicating that the second delay condition is satisfied is input from the delay condition determination unit 156, that is, if the second delay condition is satisfied (YES in step S1100), the process is step S1105. Proceed to. On the other hand, if the second delay condition is not satisfied (NO in step S1100), the process proceeds to step S1110. In step S1105, the alarm control unit 157 changes the alarm timing to a “delayed” alarm timing. After that, the operations of FIGS. 4 and 5 are completed.

In step S1110, the alarm control unit 157 determines whether or not the first determination flag 165 indicating that the first delay condition has been satisfied has been input from the delay condition determination unit 156. If the first determination flag 165 indicating that the first delay condition is satisfied is input from the delay condition determination unit 156, that is, if the first delay condition is satisfied (YES in step S1110), the process is step S1105. Proceed to. On the other hand, if the first delay condition is not satisfied (NO in step S1110), the process proceeds to step S1115. In step S1115, the alarm control unit 157 maintains the alarm timing at the set timing by the alarm timing setting switch 141. After that, the operations of FIGS. 4 and 5 are completed.

(effect)
As described above, in the present embodiment, even if the line-of-sight determination unit 136 determines that the driver is looking aside, if it is determined that the second delay condition is satisfied, the driver looks aside. Instead, the alarm control unit 157 changes the alarm timing to a "delayed" alarm timing, judging that the surrounding situation is being visually recognized. Therefore, according to the present embodiment, it is possible to avoid a situation in which the alarm device 140 operates quickly and the driver feels annoyed.

Further, in the present embodiment, even if it is determined that the first delay condition is satisfied, if the line-of-sight determination unit 136 determines that the driver is looking aside, the alarm control unit 157 sets the alarm timing. The "medium" alarm timing has been changed to the "early" alarm timing. Therefore, according to the present embodiment, the alarm device 140 can be activated quickly to warn the driver when necessary.

Further, in the present embodiment, when the "slow" alarm timing is set by the alarm timing setting switch 141, the "slow" alarm is given even when the line-of-sight determination unit 136 determines that the driver is looking aside. Timing is maintained. Therefore, according to the present embodiment, by respecting the driver's intention, it is possible to avoid a situation in which the alarm device 140 operates quickly and the driver feels annoyed.

Further, in the present embodiment, when the line-of-sight determination unit 136 determines that the driver is dozing, the alarm control unit 157 sets the alarm timing to "earlier" regardless of the setting timing of the alarm timing setting switch 141. The alarm timing has been changed. Therefore, according to the present embodiment, the alarm device 140 can be activated quickly to warn the driver when necessary.

(Transformed embodiment)
(1) In the above embodiment, the CPU 151 may further function as an obstacle calculation unit 180 (FIG. 1) by operating according to a control program stored in the memory 152. The obstacle calculation unit 180 calculates the collision prediction time with the obstacle in front (for example, the preceding vehicle) detected by the obstacle detection unit 110. The alarm control unit 157 further activates the alarm device 140 when the alarm timing (that is, T1 second, T2 seconds, T3 seconds, or T4 seconds before the time when the collision prediction time is reached) is reached. According to this modified embodiment, the alarm 140 can be activated at an appropriate timing.

(2) In the above embodiment, the vehicle 100 may include a map data storage unit 170 (FIG. 1). The map data storage unit 170 stores data related to the road. The CPU 151 may determine the position of the vehicle 100 using, for example, the Global Positioning System (GPS). The CPU 151 may acquire the turning radius of the road on which the vehicle 100 is traveling from the determined position of the vehicle 100 and the data on the road stored in the map data storage unit 170. In this case, the vehicle 100 does not have to include the yaw rate sensor and the vehicle speed sensor.

(3) In the above embodiment, the operation detection unit 120 may further include a wiper switch 171 (FIG. 1). The vehicle 100 may further include a wiper 172 (FIG. 1) that operates when the wiper switch 171 is turned on. When the wiper switch 171 is turned on, the delay condition determination unit 156 determines that it is raining, and regardless of the establishment requirements shown in the leftmost column of the delay information 200, the first delay condition and the first delay condition and It may be determined that neither of the second delay conditions is satisfied. According to this modified embodiment, the alarm timing is not delayed when it rains, so that the alarm device 140 can be operated at an appropriate alarm timing.

(4) In the above embodiment, the position where the CPU is arranged, the number of CPUs, and the like are not limited to the configuration shown in FIG. For example, in the above embodiment, the driver monitor 130 includes the CPU 133, but the driver monitor 130 does not include the CPU, and the ECU 150 may include a CPU that performs the same function as the CPU 133. In this case, the camera 131 may output the captured driver data to the ECU 150. For example, in the above embodiment, the ECU 150 includes one CPU, but the present invention is not limited to this, and the ECU 150 may include a plurality of CPUs. For example, in the above embodiment, the obstacle detection unit 110 does not include a CPU, but the obstacle detection unit 110 may include a CPU.

110 Obstacle detection unit 111 Outside camera 112 Radar 113 Sonar 120 Driving operation detection unit 121 Steering sensor 122 Accelerator opening sensor 123 Brake sensor 124 Yaw rate sensor 125 Winker switch 126 Vehicle speed sensor 130 Driver monitor 131 Camera 132 Memory 133 CPU
135 Doze Judgment Unit 136 Line-of-sight Judgment Unit 140 Alarm 142 Alarm Timing Setting Switch 150 ECU
151 CPU
152 Memory 155 Acceleration request judgment unit 156 Delay condition judgment unit 157 Alarm control unit

Claims (4)

It is a vehicle alarm device that activates an alarm at a predetermined alarm timing when it is determined that there is a possibility of collision with an obstacle existing in front of the vehicle.
An obstacle detection unit that detects the obstacle and
A driving operation detection unit that detects a driver's driving operation on the vehicle,
Based on the detection result of the operation operation detection unit, a delay condition determination unit that determines whether or not the delay condition for delaying the alarm timing is satisfied, and a delay condition determination unit.
An imaging unit that captures the driver
A line-of-sight determination unit that determines the direction of the driver's line of sight from the captured image of the driver and determines whether or not the driver is looking aside.
An alarm control unit that controls the alarm
With
The driving operation detection unit includes a steering sensor that detects an operation on the steering wheel of the vehicle as the driving operation.
When the operation on the steering wheel is detected, the delay condition determining unit determines that the delay condition is satisfied, and determines that the delay condition is satisfied.
The alarm control unit
When it is determined that the delay condition is satisfied, the alarm is activated at a timing delayed from the alarm timing regardless of the determination result of whether or not the driver is looking aside .
If it is determined that the delay condition is not satisfied and the driver is looking aside, the alarm is activated at the alarm timing or at a timing earlier than the alarm timing .
If it is determined that the delay condition is not satisfied and the driver is not looking aside, the alarm is activated at the alarm timing.
Vehicle alarm device. Further equipped with a vehicle speed sensor for detecting the speed of the vehicle,
The driving operation detection unit detects the operation of the direction indicator switch for operating the direction indicator of the vehicle as the driving operation.
The delay condition determination unit determines that the delay condition is satisfied when the operation of the direction indicator switch is detected and the speed of the vehicle is detected to be less than a predetermined speed.
The vehicle alarm device according to claim 1. A memory that stores in advance the timings of a plurality of stages of different speeds as the alarm timing, and
An alarm timing setting switch operated by the driver to set the alarm timing to any one of the plurality of stages.
Further prepare
The memory stores in advance a timing later than the latest latest timing among the plurality of stages of timing as the delayed timing.
When it is determined that the delay condition is not satisfied, the alarm control unit operates the alarm device at the timing set by the alarm timing setting switch, and when it is determined that the delay condition is satisfied, the memory The alarm is activated at the delayed timing read from.
The vehicle alarm device according to claim 1 or 2. When the alarm control unit determines that the alarm timing is set to the latest timing and the delay condition is not satisfied, the alarm control unit may determine that the driver is looking aside. The alarm is activated at the latest timing.
The vehicle alarm device according to claim 3.

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