JPH10114251A - Rear-end collision prevention device - Google Patents
Rear-end collision prevention deviceInfo
- Publication number
- JPH10114251A JPH10114251A JP8269501A JP26950196A JPH10114251A JP H10114251 A JPH10114251 A JP H10114251A JP 8269501 A JP8269501 A JP 8269501A JP 26950196 A JP26950196 A JP 26950196A JP H10114251 A JPH10114251 A JP H10114251A
- Authority
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- Japan
- Prior art keywords
- vehicle
- end collision
- possibility
- collision prevention
- stop
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は追突防止装置、特に
交差点等における追突可能性評価の精度向上に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rear-end collision prevention device, and more particularly to an improvement in accuracy of rear-end collision evaluation at an intersection or the like.
【０００２】[0002]
【従来の技術】従来より、後続車との追突可能性を評価
し、追突の可能性がある場合には自車の運転者にその旨
報知する、あるいは加速して追突を回避する技術が提案
されている。2. Description of the Related Art Conventionally, there has been proposed a technique for evaluating the possibility of a rear-end collision with a following vehicle and, when there is a possibility of a rear-end collision, notifying the driver of the own vehicle or accelerating to avoid a rear-end collision. Have been.
【０００３】例えば、特開平５−８７９２１号公報に
は、自車と後続車との車間距離や相対速度、自車速等を
用いてファジイ推論により後続車との追突可能性を評価
し、追突の可能性有りと判定された場合には警報装置で
自車及び後続車の運転者に警報を与える技術が開示され
ている。For example, Japanese Unexamined Patent Publication No. Hei 5-87921 discloses that the possibility of collision with a succeeding vehicle is evaluated by fuzzy inference using the inter-vehicle distance, relative speed, own vehicle speed and the like between the own vehicle and the following vehicle. A technique is disclosed in which, when it is determined that there is a possibility, a warning is issued to a driver of the own vehicle and a following vehicle by an alarm device.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、交差点
やＴ路等、一般道の道路環境は種々であり、これに応じ
て自車や後続車の加減速パターンも種々存在し得る。従
って、たとえファジイ推論等を用いて追突の可能性を評
価しても、実際の運転者から見れば追突の可能性がほと
んどない状態にもかかわらずシステム側で追突の可能性
有りと評価して警報を出力してしまう場合があった。例
えば、前方の交差点に進入するために自車が減速し、後
続車との車間距離や相対速度から判断すると追突の可能
性がある場合でも、前方の信号機が黄色に変化した場合
には運転者によっては速やかに交差点を通過すべく自車
を加速する場合もある。このような場合、運転者にとっ
ては後続車との追突の可能性はほとんど無いと判断して
いるにもかかわらず、従来技術では無用な警報が与えら
れてしまう場合があり、運転者に無用な負担を与えるこ
とにもなる。However, general roads such as intersections and T roads have various road environments, and accordingly, there may be various acceleration / deceleration patterns of the own vehicle and the following vehicles. Therefore, even if the possibility of a rear-end collision is evaluated using fuzzy inference or the like, the system side evaluates that there is a possibility of a rear-end collision despite the fact that there is almost no possibility of a rear-end collision from the viewpoint of the actual driver. In some cases, an alarm was output. For example, if the vehicle decelerates to enter an intersection ahead and there is a possibility of a rear-end collision based on the distance between vehicles and the relative speed with the following vehicle, but the traffic light in front of the driver changes to yellow, Depending on the case, the vehicle may be accelerated to pass the intersection quickly. In such a case, although the driver determines that there is almost no possibility of a rear-end collision with the following vehicle, in the related art, an unnecessary warning may be given, and the driver may use unnecessary warning. It also gives a burden.
【０００５】本発明は上記従来技術の有する課題に鑑み
なされたものであり、その目的は、警報等の追突防止措
置を一層適当なタイミングで実行し、無用な警報を抑制
できる追突防止装置を提供することにある。SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems of the prior art, and has as its object to provide a rear-end collision prevention device which can execute rear-end collision prevention measures such as an alarm at a more appropriate timing and suppress unnecessary alarms. Is to do.
【０００６】[0006]
【課題を解決するための手段】上記目的を達成するため
に、第１の発明は、後続車との車間距離や走行状態に基
づいて自車と後続車との追突の可能性を評価する評価手
段を備え、評価結果に基づいて所定の追突防止措置を実
行する追突防止装置であって、自車が停止状態を含む所
定値以下の速度で走行するか否かを判定する判定手段
と、自車が前記所定値を越える速度で走行すると判定さ
れた場合に前記追突防止措置を禁止する制御手段とを有
することを特徴とする。これにより、例えば交差点等で
自車が停止等する意思がなく迅速に交差点を通過しよう
とする場合には警報等の不要な追突防止措置が採られる
ことがなく、運転者に負担を与えることもない。なお、
「所定値以下の速度」とは、いわゆる徐行速度を含む速
度である。In order to achieve the above object, a first aspect of the present invention is an evaluation for evaluating the possibility of a rear-end collision between a host vehicle and a following vehicle based on the inter-vehicle distance to the following vehicle and the running state. Means for determining whether or not the vehicle travels at a speed equal to or less than a predetermined value including a stop state, the determination means including: Control means for prohibiting the rear-end collision prevention measure when it is determined that the vehicle runs at a speed exceeding the predetermined value. As a result, for example, if the vehicle does not intend to stop at an intersection or the like and intends to quickly pass through the intersection, unnecessary measures for preventing a rear-end collision such as an alarm are not taken, and a burden is given to the driver. Absent. In addition,
The “speed equal to or lower than the predetermined value” is a speed including a so-called slow speed.
【０００７】また、第２の発明は、第１の発明におい
て、前記追突防止措置は、前記後続車への警報を含むこ
とを特徴とする。単に自車の運転者に警報を与えるのみ
ならず、後続車にも警報を与えることで、より確実に追
突を防止することができる。According to a second aspect of the present invention, in the first aspect, the rear-end collision prevention measure includes an alarm to the following vehicle. By not only giving a warning to the driver of the own vehicle but also giving a warning to the following vehicle, it is possible to more reliably prevent a rear-end collision.
【０００８】また、第３の発明は、第１または第２の発
明において、前記判定手段は、自車前方の信号機が黄色
かつ自車が減速しているか否か、もしくは自車前方の信
号機が赤色か否かに基づいて自車が停止するか否かを判
定することを特徴とする。これにより、前方の信号機が
黄色であっても自車が停止しようとしない限り警報等が
与えられることがなく、システムの信頼性がより向上す
る。In a third aspect based on the first or second aspect, the determination means determines whether or not the traffic light in front of the own vehicle is yellow and the own vehicle is decelerating, or whether the traffic light in front of the own vehicle is It is characterized in that it is determined whether or not the vehicle stops based on whether or not the vehicle is red. As a result, even if the traffic light in front is yellow, an alarm or the like is not given unless the own vehicle attempts to stop, and the reliability of the system is further improved.
【０００９】また、第４の発明は、第１または第２の発
明において、前記判定手段は、自車が右左折するか否か
を判定することを特徴とする。右左折する場合には、一
般に所定値以下の速度まで減速するので追突の可能性が
高いと評価できる。In a fourth aspect based on the first or second aspect, the determining means determines whether or not the vehicle turns right or left. When making a right or left turn, the vehicle generally decelerates to a speed equal to or lower than a predetermined value.
【００１０】また、第５の発明は、第１〜第４の発明に
おいて、前記判定手段は、さらに前方車の有無に基づい
て自車が前方停止線で停止するか否かを判定し、前記評
価手段は、前方車が存在しない場合には自車が前方停止
線で停止するとして追突可能性を評価することを特徴と
する。自車から停止線までの間に車両（前方車）が存在
する場合には、自車が正確にどの位置で停止するかは不
明である一方（少なくとも前方車の後ろであることはわ
かるが）、前方車が存在しない場合には、自車は交差点
等の停止線で停止するものと予想できる。従って、前方
車が存在しない場合には、自車の停止位置を予め既知の
停止線位置と設定することで、より迅速かつ確実に追突
の可能性を評価でき、不要な警報等を排除できる。In a fifth aspect based on the first to fourth aspects, the determining means further determines whether or not the own vehicle stops at a forward stop line based on the presence or absence of a forward vehicle. The evaluation means is characterized in that when there is no preceding vehicle, the own vehicle stops at a front stop line and evaluates the possibility of a rear-end collision. If there is a vehicle (vehicle ahead) between the vehicle and the stop line, it is unclear exactly where the vehicle will stop (although it is at least behind the vehicle ahead). If there is no preceding vehicle, the own vehicle can be expected to stop at a stop line such as an intersection. Therefore, when there is no preceding vehicle, by setting the stop position of the own vehicle as a known stop line position in advance, it is possible to more quickly and reliably evaluate the possibility of a rear-end collision, and eliminate unnecessary warnings and the like.
【００１１】[0011]
【発明の実施の形態】以下、図面に基づき本発明の実施
形態について説明する。Embodiments of the present invention will be described below with reference to the drawings.
【００１２】図１には本実施形態の構成ブロック図が示
されている。電子制御装置ＥＣＵ１０はマイクロコンピ
ュータから構成され、各種の信号を入力して自車と後続
車との追突の可能性を評価する。ＥＣＵ１０に対する入
力系としては、路車間通信機１２、後方監視装置１４、
ターンシグナルスイッチ（ウインカ）１６、ナビゲーシ
ョンシステム１８、前方監視装置２０、車速センサ２
２、ブレーキセンサ２４が設けられている。路車間通信
機１２は交差点手前に設置されており、自車前方に存在
する交差点の信号機に関する情報（青、黄色、赤のいず
れであるか）や自車前方の一時停止情報、停止線の位置
情報（路車間通信機１２から停止線までの距離）等のイ
ンフラ側情報を供給する。具体的には、路側に設けられ
たビーコンと光や電波でデータを送受信する送受信器で
構成することができる。後方監視装置１４は、後続車と
の車間距離や相対速度を検出してＥＣＵ１０に供給す
る。具体的には、レーダやＣＣＤカメラ等で構成され
る。なお、相対速度は車間距離を時間微分して得ること
ができ、自車の速度や加速度が分かれば後続車の速度や
加速度も算出することができる。ターンシグナルスイッ
チ１６やナビゲーションシステム１８は、自車が右左折
するか否かについての情報をＥＣＵ１０に供給する。す
なわち、ターンシグナルがＯＮである場合には自車は右
左折すると判定でき、ナビゲーションシステム１８の算
出した案内経路（目的地に至るまでの推奨経路であり、
予め算出されてメモリに記憶されている）が前方の交差
点を右折あるいは左折することを示している場合にはＥ
ＣＵ１０は自車が右左折すると判定できる。ターンシグ
ナルスイッチ１６及びナビゲーションシステム１８は自
車が右左折するか否かを判定するための一例に過ぎず、
任意の情報源を用いることが可能である。前方監視装置
２０は前方車の有無を検出するためのものであり、後方
監視装置１４と同様にレーザレーダやＣＣＤカメラで構
成することができる。車速センサ２２からの速度情報
は、後方監視装置１４からのデータとともに後続車との
追突の可能性を評価する際の基本データとなるものであ
り、ブレーキセンサ２４は自車が減速しているか否かを
判定するために用いられる。もちろん、ブレーキセンサ
２４を用いずに車速センサ２２のみで減速の有無を判定
することも可能である。FIG. 1 is a block diagram showing the configuration of this embodiment. The electronic control unit ECU10 is constituted by a microcomputer and receives various signals to evaluate the possibility of a collision between the own vehicle and a following vehicle. The input system for the ECU 10 includes a road-vehicle communication device 12, a rear monitoring device 14,
Turn signal switch (blinker) 16, navigation system 18, forward monitoring device 20, vehicle speed sensor 2
2. A brake sensor 24 is provided. The roadside-to-vehicle communication device 12 is installed in front of the intersection, and information on a traffic light at the intersection existing in front of the own vehicle (whether it is blue, yellow, or red), temporary stop information in front of the own vehicle, the position of the stop line Infrastructure side information such as information (distance from road-to-vehicle communication device 12 to stop line) is supplied. Specifically, it can be composed of a beacon provided on the roadside and a transceiver for transmitting and receiving data by light and radio waves. The rear monitoring device 14 detects the inter-vehicle distance and the relative speed with a following vehicle and supplies the detected distance to the ECU 10. Specifically, it is composed of a radar, a CCD camera, and the like. Note that the relative speed can be obtained by differentiating the inter-vehicle distance with time, and if the speed and acceleration of the own vehicle are known, the speed and acceleration of the following vehicle can also be calculated. The turn signal switch 16 and the navigation system 18 supply information on whether or not the vehicle turns right or left to the ECU 10. That is, when the turn signal is ON, it can be determined that the vehicle turns right and left, and the guidance route calculated by the navigation system 18 (the recommended route to the destination,
If E is calculated beforehand and stored in the memory), it indicates that the vehicle is to turn right or left at the intersection in front of the vehicle.
The CU 10 can determine that the vehicle turns right or left. The turn signal switch 16 and the navigation system 18 are only examples for determining whether the vehicle turns right or left,
Any source can be used. The forward monitoring device 20 is for detecting the presence or absence of a forward vehicle, and can be configured by a laser radar or a CCD camera, similarly to the backward monitoring device 14. The speed information from the vehicle speed sensor 22 serves as basic data when evaluating the possibility of a rear-end collision with the following vehicle together with the data from the rear monitoring device 14, and the brake sensor 24 determines whether or not the own vehicle is decelerating. Is used to determine whether Of course, it is also possible to determine the presence or absence of deceleration only by the vehicle speed sensor 22 without using the brake sensor 24.
【００１３】一方、ＥＣＵ１０からの出力系としては警
報音発生器２６及びハザードランプ２８が設けられてい
る。後述の判定処理を実行してＥＣＵ１０が後続車との
追突の可能性有りと判定した場合には、ＥＣＵ１０は警
報音発生器２６を駆動して自車の運転者に追突の危険を
報知するとともに、ハザードランプ２８を点灯させて後
続車の運転者に対しても警報を与える。なお、警報音発
生器２６とハザードランプ２８は時間的にずらして駆動
することも可能であり、例えば、まず警報音発生器２６
を駆動して自車運転者に警報を与え、運転者が何らかの
追突回避動作を行わなかった場合にハザードランプ２８
を駆動して後続車の運転者に警報を与えるようにしても
よい。もちろん、ハザードランプ２８に加えブレーキラ
ンプを強制的に点灯させる等の構成を採ることも可能で
ある。On the other hand, as an output system from the ECU 10, an alarm sound generator 26 and a hazard lamp 28 are provided. When the ECU 10 determines that there is a possibility of a collision with a following vehicle by executing a determination process described later, the ECU 10 drives the alarm sound generator 26 to notify the driver of the own vehicle of the danger of the collision, and Then, the hazard lamp 28 is turned on to warn the driver of the following vehicle. Note that the alarm sound generator 26 and the hazard lamp 28 can be driven at staggered times.
To give an alarm to the driver of the own vehicle, and if the driver does not perform any rear-end collision avoiding operation, the hazard lamp 28
To give a warning to the driver of the following vehicle. Of course, it is also possible to adopt a configuration in which the brake lamp is forcibly turned on in addition to the hazard lamp 28.
【００１４】以下、図２のフローチャートを用いて交差
点近傍を走行する場合のＥＣＵ１０の処理を詳細に説明
する。Hereinafter, the processing of the ECU 10 when traveling near an intersection will be described in detail with reference to the flowchart of FIG.
【００１５】まず、ＥＣＵ１０は、路車間通信機１２か
ら各種インフラ情報（前方直近の信号機の表示色情報や
前方直近の交差点における停止位置までの距離情報等）
を取得するとともに、後方監視装置１４から後続車との
車間距離や相対速度データを取得する（Ｓ１０１）。こ
のデータ取得は、所定タイミング毎に常に行われる。次
に、取得した後続車との車間距離データに基づき、後続
車が自車から一定距離（例えば３０ｍ）以内に存在する
か否かを確認する（Ｓ１０２）。この処理は、以降の追
突判定処理が必要でない程後続車が十分に離れているか
否かを確認するためである。後続車が一定距離内に存在
する場合には、次に自車が右左折を行うか否かを判定す
る（Ｓ１０３）。この判定は、具体的にはターンシグナ
ルスイッチ１６がＯＮされているか否か、あるいはナビ
ゲーションシステム１８から自車が右折あるいは左折す
べきである旨のデータが供給されたか否かで行うことが
でき、右左折する場合には自車は減速して所定値（例え
ば時速２０ｋｍ／ｈ）以下で走行すると予想できる。一
方、自車が右左折を行わないと判定された場合には、次
に路車間通信機１２から取得したデータに基づいて前方
直近の信号機が黄色信号であるか否かを判定する（Ｓ１
０４）。前方が黄色信号である場合には、自車が停止す
る可能性があるため、さらに運転者の停車意思を確認す
る（Ｓ１０５）。この確認は、車速センサ２２からの車
速データやブレーキセンサ２４からの信号に基づいて行
われ、例えば運転者がブレーキを操作した場合には信号
機の黄色に応じて停車する意思があると判定できる。ま
た、前方の信号機が黄色でなく赤である場合にはブレー
キ操作等の減速の有無にかかわらず、自車は停止すると
判定することができる（Ｓ１１５）。First, the ECU 10 sends various kinds of infrastructure information from the road-to-vehicle communication device 12 (display color information of a traffic signal immediately in front of the vehicle, distance information to a stop position at an intersection immediately in front of the vehicle).
, And data on the following distance and the relative speed with the following vehicle are acquired from the rear monitoring device 14 (S101). This data acquisition is always performed at every predetermined timing. Next, based on the acquired inter-vehicle distance data with the following vehicle, it is confirmed whether or not the following vehicle exists within a certain distance (for example, 30 m) from the own vehicle (S102). This process is for confirming whether or not the following vehicle is far enough away that subsequent collision determination processing is not necessary. If the following vehicle is within a certain distance, it is next determined whether or not the own vehicle makes a right or left turn (S103). This determination can be made based on whether the turn signal switch 16 is turned on or whether data indicating that the vehicle should make a right or left turn is supplied from the navigation system 18, When making a right or left turn, it can be expected that the vehicle will decelerate and run at a predetermined value (for example, 20 km / h) or less. On the other hand, when it is determined that the own vehicle does not make a right or left turn, it is next determined whether or not the traffic light in front of the vehicle is a yellow signal based on data acquired from the road-to-vehicle communication device 12 (S1).
04). If the front is a yellow traffic light, there is a possibility that the host vehicle will stop, so the driver's intention to stop is further confirmed (S105). This confirmation is performed based on the vehicle speed data from the vehicle speed sensor 22 and the signal from the brake sensor 24. For example, when the driver operates the brake, it can be determined that the driver intends to stop according to the yellow color of the traffic light. When the traffic light ahead is red instead of yellow, it can be determined that the own vehicle stops regardless of the presence or absence of deceleration such as a brake operation (S115).
【００１６】以上のようにして、自車が停止状態を含む
所定値以下の速度で走行すると判定された場合、すなわ
ち交差点等で右左折する場合や信号機が黄あるいは赤の
ため停止する場合には、後続車との追突の可能性が高ま
ることとなるが、本実施形態ではさらに前方監視装置２
０により検出した前方車までの車間距離と路車間通信機
１２から受信した停止線までの距離に基づき停止線まで
の間における前方車の有無を判定する（Ｓ１０６）。こ
の判定は、前方監視装置２０からのデータに基づいて行
われ、前方車が存在しない場合にはＥＣＵ１０は自車が
一律に交差点の停止線で停止するものとみなし（たとえ
右左折するだけで実際には停止しなくても同様）（Ｓ１
０７）、この条件下で後続車との追突の可能性を評価す
る（Ｓ１０８）。追突の可能性評価は、予めＥＣＵ１０
のＲＯＭに格納された評価プログラムを実行することに
より行われ、具体的には以下の方法がある。As described above, when it is determined that the vehicle travels at a speed equal to or lower than a predetermined value including the stop state, that is, when the vehicle turns right or left at an intersection or the like and when the traffic light stops due to yellow or red, In this embodiment, the possibility of a rear-end collision with the following vehicle is increased.
Based on the inter-vehicle distance to the preceding vehicle detected by 0 and the distance to the stop line received from the roadside-to-vehicle communication device 12, it is determined whether there is a preceding vehicle until the stop line (S106). This determination is made based on the data from the forward monitoring device 20. If there is no preceding vehicle, the ECU 10 assumes that the vehicle stops uniformly at the stop line at the intersection (even if the vehicle turns right and left, (Even if it does not stop)
07) Under this condition, the possibility of a collision with the following vehicle is evaluated (S108). The possibility of a rear-end collision is determined in advance by the ECU
This is performed by executing an evaluation program stored in the ROM, and specifically, there are the following methods.
【００１７】＜処理方法＞後続車の速度をＶb、同加速
度をαb、後続車と停止線までの距離をＬb、自車の車両
長さをＬ0とした場合、ｔ秒後の後続車の車速Ｖ（ｔ）
及び進む距離Ｌ（ｔ）は、<Processing method> If the following vehicle speed is Vb, the acceleration is αb, the distance between the following vehicle and the stop line is Lb, and the vehicle length of the own vehicle is L0, the vehicle speed of the following vehicle after t seconds V (t)
And the traveling distance L (t) are
【数１】Ｖ（ｔ）＝Ｖb＋αb・ｔV (t) = Vb + αb · t
【数２】Ｌ（ｔ）＝Ｖb・ｔ＋１／２・αb・ｔ2 である。Ｖ（ｔ）＝０となるまでに後続車が（Ｌb−Ｌ
0）以上進む場合には、追突の可能性有りと判定する。
すなわち、Ｖ（ｔ）＝０となるｔをＬ（ｔ）に代入する
ことにより、L (t) = Vb · t + ／ · αb · t 2 By the time V (t) = 0, the following vehicle is (Lb-L)
0) When proceeding more than that, it is determined that there is a possibility of a rear-end collision.
That is, by substituting t for which V (t) = 0 into L (t),
【数３】 Ｌ（−Ｖb／αb）＝−Ｖb2／２αb＞（Ｌb−Ｌ0） を満たす場合に追突の可能性有りと評価する。なお、Ｌ
bは、（停止線までの自車の距離）＋（自車の長さＬ0）
＋（自車と後続車との車間距離）で求めることができる
ので、（Ｌb−Ｌ0）は停止線までの自車の距離が分かれ
ば算出することができる。なお、停止線までの距離は前
述の如く路車間通信機１２から取得されているので、こ
れを用いればよい。Equation 3] L (-Vb / αb) = - Vb 2 / 2αb> evaluates that there is a possibility of collision if satisfying (Lb-L0). Note that L
b is (distance of own vehicle to stop line) + (length of own vehicle L0)
Since it can be obtained by + (the distance between the own vehicle and the following vehicle), (Lb-L0) can be calculated if the distance of the own vehicle to the stop line is known. Note that the distance to the stop line is obtained from the road-to-vehicle communication device 12 as described above, and may be used.
【００１８】もちろん、処理方法は前述の方法に限定さ
れず、様々な方法が可能である。例えば、停車の意思あ
りと判定したら前方車の有無にかかわらず自車と後続車
との相対加速度があるしきい値より大きい場合に追突の
可能性有りとして警告する等の処理も考えられる。Of course, the processing method is not limited to the method described above, and various methods are possible. For example, if it is determined that there is an intention to stop, regardless of the presence or absence of a preceding vehicle, if the relative acceleration between the own vehicle and the following vehicle is larger than a certain threshold, a process of warning that there is a possibility of a rear-end collision can be considered.
【００１９】以上の方法を用いて追突の可能性を評価
し、追突の可能性有りと判定された場合には、ＥＣＵ１
０は警報音発生器２６及びハザードランプ２８を駆動し
て警報音を鳴らすとともにハザードランプを点灯する
（Ｓ１０９）。追突の可能性なしと判定された場合に
は、警報音発生器２６及びハザードランプ２８ともに駆
動しない（Ｓ１１４）。このように、前方車が存在しな
い場合には、自車の停止位置を交差点等の停止線位置に
設定することで、迅速に、かつ高精度に追突の可能性を
評価できる。これは、自車や後続車の車速や相対速度に
基づいて自車が現在の減速度を維持して停止した場合に
後続車が追突することなく停止できるか否かを判定する
ロジック（従来の判定方法）では、自車の減速度が一定
であるとの前提に立っているため実際の走行状況と異な
る場合が多い（運転者によっては減速度を徐々に大きく
する、あるいは小さくする等様々である）のに対し、本
実施形態では種々変化し得る自車の加速度を判定ロジッ
クに用いておらず、一律に停止線位置を基準としている
ことによる。The possibility of a rear-end collision is evaluated using the method described above, and if it is determined that there is a possibility of a rear-end collision, the ECU 1
0 drives the alarm sound generator 26 and the hazard lamp 28 to sound an alarm sound and turns on the hazard lamp (S109). If it is determined that there is no possibility of a rear-end collision, neither the alarm sound generator 26 nor the hazard lamp 28 is driven (S114). As described above, when there is no preceding vehicle, by setting the stop position of the own vehicle to a stop line position such as an intersection, it is possible to quickly and accurately evaluate the possibility of a rear-end collision. This is based on the vehicle speed and the relative speed of the own vehicle and the following vehicle. When the own vehicle stops while maintaining the current deceleration, it is determined whether or not the following vehicle can stop without collision (the conventional logic). Judgment method) is based on the premise that the deceleration of the own vehicle is constant, and therefore often differs from the actual driving situation (depending on the driver, the deceleration may be gradually increased or decreased, for example. On the other hand, in the present embodiment, the acceleration of the host vehicle, which can be varied in various ways, is not used in the determination logic, and the stop line position is uniformly used as a reference.
【００２０】一方、Ｓ１０６でＹＥＳ、すなわち前方車
が存在する場合には、さらに前方車の車速や加速度から
前方車が停止する意思があるか否かを判定する（Ｓ１１
１）。例えば、前方車の速度が一定値以下（例えば２０
ｋｍ／ｈ）で加速度も負、すなわち減速している場合に
は前方車は停止すると判定でき、この場合には上述した
Ｓ１０７と異なり自車が停止線で停止することがないの
で（前方車が停止線で停止すると予想される）、ＲＯＭ
に格納された別の評価プログラムを起動して後続車との
追突の可能性を評価する（Ｓ１１２）。この追突評価
は、基本的には自車と後続車の車速、加速度に基づき行
われる。なお、前方車が停止しないと判定された場合に
は、上述したＳ１０７以降の処理を行う。これは、前方
車が停止しない場合には実質的に前方車が存在しない場
合と同じであり、自車が停止線位置で停止すると考えら
れるからである。Ｓ１１２での追突評価は具体的には以
下のように行われる。すなわち、自車の速度をＶ0、加
速度をα0、後続車の速度をＶb、加速度をαb、自車と
後続車の車間距離をＬobとし、後続車の現在位置を基準
として進行方向に距離の座標Ｌをとると（図３参照）、
ｔ秒後の自車は、On the other hand, if YES in S106, that is, if there is a preceding vehicle, it is further determined from the speed and acceleration of the preceding vehicle whether or not there is an intention to stop the preceding vehicle (S11).
1). For example, if the speed of the preceding vehicle is below a certain value (for example, 20
(km / h), the acceleration is negative, that is, when the vehicle is decelerating, it can be determined that the preceding vehicle stops. In this case, unlike the above-described S107, the own vehicle does not stop at the stop line. Expected to stop at stop line), ROM
Is activated to evaluate the possibility of a rear-end collision with the following vehicle (S112). This rear-end collision evaluation is basically performed based on the vehicle speed and acceleration of the own vehicle and the following vehicle. If it is determined that the preceding vehicle does not stop, the above-described processing after S107 is performed. This is because the case where the preceding vehicle does not stop is substantially the same as the case where there is no preceding vehicle, and the own vehicle is considered to stop at the stop line position. The rear-end collision evaluation in S112 is specifically performed as follows. That is, the speed of the own vehicle is V0, the acceleration is α0, the speed of the following vehicle is Vb, the acceleration is αb, the distance between the own vehicle and the following vehicle is Lob, and the coordinates of the distance in the traveling direction with respect to the current position of the following vehicle. Taking L (see FIG. 3),
After t seconds,
【数４】速度Ｖ0（ｔ）＝Ｖ0＋α0・ｔ## EQU4 ## Speed V0 (t) = V0 + .alpha.0.t
【数５】 位置Ｌ0（ｔ）＝Ｌob＋Ｖ0・ｔ＋１／２・α0・ｔ2 となり、ｔ秒後の後続車は、Equation 5] position L0 (t) = Lob + V0 · t + 1/2 · α0 · t 2 , and the following vehicle after t seconds,
【数６】速度Ｖb（ｔ）＝Ｖ0＋α0・ｔ## EQU6 ## Speed Vb (t) = V0 + α0 · t
【数７】 位置Ｌb（ｔ）＝Ｖb・ｔ＋１／２・αb・ｔ2 となる。従って、ｔ秒後の車間距離Ｌob（ｔ）は、(7) The position Lb (t) = Vb · t + ・ · αb · t 2 . Therefore, the inter-vehicle distance Lob (t) after t seconds is
【数８】 Ｌob（ｔ）＝Ｌ0（ｔ）−Ｌb（ｔ） ＝Ｌob＋（Ｖ0−Ｖb）ｔ＋１／２・（α0−αb）ｔ2 となる。自車が停止した時、つまりＶ0（ｔ）＝０の時
にＬob（ｔ）が０または負の場合には追突の可能性があ
るから、結局[Equation 8] a Lob (t) = L0 (t ) -Lb (t) = Lob + (V0-Vb) t + 1/2 · (α0-αb) t 2. If Lob (t) is 0 or negative when V0 (t) = 0 when the vehicle stops, there is a possibility of a rear-end collision,
【数９】Ｌob（−Ｖ0／α0）＝Ｌob−Ｖ0（Ｖ0−Ｖb）
／α0＋Ｖ02（α0−αb）／２α02≦０ の時に追突の可能性有りと評価する。そして、追突の可
能性有りと評価された場合には警報音及びハザードラン
プをともに駆動し（Ｓ１０９）、追突の可能性なしと評
価された場合には警報音やハザードランプをＯＦＦのま
ま維持する（Ｓ１１４）。以上の処理は自車が交差点を
通過するまで繰り返し実行される（Ｓ１１０）。## EQU9 ## Lob (-V0 / .alpha.0) = Lob-V0 (V0-Vb)
/ Α0 + V0 2 (α0- αb) / 2α0 evaluates that there is a possibility of collision at the time of 2 ≦ 0. When it is evaluated that there is a possibility of a rear-end collision, both the alarm sound and the hazard lamp are driven (S109), and when it is evaluated that there is no possibility of a rear-end collision, the alarm sound and the hazard lamp are kept OFF. (S114). The above processing is repeatedly executed until the vehicle passes the intersection (S110).
【００２１】このように、本実施形態では、単に自車と
後続車との車間距離や相対速度に基づいて追突の可能性
を評価するのではなく、信号機の情報や右左折の情報も
加味して追突の可能性を評価するので、例えば信号機が
青から黄色に変化して自車が速やかに交差点を通過しよ
うとする場合に不要な警報が与えられることを防止する
ことができる。また、本実施形態では、さらに前方車の
有無により自車の停止位置を予め予想して追突の可能性
を評価するので、単に自車と後続車との関係のみに基づ
いて評価する場合に比べより精度良く評価して警報を与
えることができる。As described above, the present embodiment does not simply evaluate the possibility of a rear-end collision based on the inter-vehicle distance and the relative speed between the own vehicle and the following vehicle, but also takes into account information on traffic signals and information on right and left turns. Since the possibility of a rear-end collision is evaluated, it is possible to prevent an unnecessary warning from being given, for example, when the traffic light changes from blue to yellow and the own vehicle tries to pass the intersection promptly. Further, in the present embodiment, the possibility of a rear-end collision is evaluated by predicting the stop position of the own vehicle in advance based on the presence or absence of the preceding vehicle, so that it is compared with a case where the evaluation is performed based only on the relationship between the own vehicle and the following vehicle. It is possible to evaluate more accurately and give an alarm.
【００２２】なお、本実施形態では、交差点近傍を走行
する場合について示したが、自車が所定値以下の速度で
走行する可能性がある地点、例えばＴ字路や分岐点ある
いは踏切等でも同様に適用できることは言うまでもな
く、また、このような地点を走行していない場合には、
従来と同様に後続車との車間距離や相対速度に基づいて
追突の可能性を評価すればよい。停止線までの距離はナ
ビゲーションの地図Ｄ／Ｂと検出した自車位置とから計
算して求めてもよい。In this embodiment, the case where the vehicle travels in the vicinity of an intersection has been described. However, the same applies to a point where the vehicle may travel at a speed lower than a predetermined value, such as a T-junction, a junction, or a level crossing. Needless to say, and if you are not traveling in such a location,
It is sufficient to evaluate the possibility of a rear-end collision based on the inter-vehicle distance to the following vehicle and the relative speed as in the related art. The distance to the stop line may be calculated from the navigation map D / B and the detected vehicle position.
【００２３】[0023]
【発明の効果】以上説明したように、本発明の追突防止
装置によれば、追突可能性評価をより高精度に行い、適
切なタイミングで警報等の追突防止措置を実行すること
ができる。As described above, according to the rear-end collision prevention apparatus of the present invention, the rear-end collision possibility can be evaluated with higher accuracy, and the rear-end collision prevention measures such as an alarm can be executed at an appropriate timing.
【図１】 本発明の実施形態の構成ブロック図である。FIG. 1 is a configuration block diagram of an embodiment of the present invention.
【図２】 ＥＣＵ（電子制御装置）の処理フローチャー
トである。FIG. 2 is a processing flowchart of an ECU (electronic control device).
【図３】 追突評価処理を説明するための自車と後続車
の関係を示す概念図である。FIG. 3 is a conceptual diagram illustrating a relationship between a host vehicle and a following vehicle for explaining a rear-end collision evaluation process.
１０ ＥＣＵ（電子制御装置）、１２ 路車間通信機、
１４ 後方監視装置、１６ ターンシグナルスイッチ、
１８ ナビゲーションシステム、２０ 前方監視装置、
２２ 車速センサ、２４ ブレーキセンサ、２６ 警報
音発生器、２８ハザードランプ。10 ECU (electronic control unit), 12 road-to-vehicle communication device,
14 backward monitoring device, 16 turn signal switch,
18 navigation system, 20 forward monitoring device,
22 vehicle speed sensor, 24 brake sensor, 26 alarm sound generator, 28 hazard lamp.
Claims (5)
て自車と後続車との追突の可能性を評価する評価手段を
備え、評価結果に基づいて所定の追突防止措置を実行す
る追突防止装置であって、 自車が停止状態を含む所定値以下の速度で走行するか否
かを判定する判定手段と、 自車が前記所定値を越える速度で走行すると判定された
場合に前記追突防止措置を禁止する制御手段と、 を有することを特徴とする追突防止装置。1. A rear-end collision device that includes an evaluation unit that evaluates a possibility of a rear-end collision between the host vehicle and a following vehicle based on an inter-vehicle distance to a following vehicle and a traveling state, and executes a predetermined rear-end collision prevention measure based on the evaluation result. Determining means for determining whether or not the own vehicle runs at a speed equal to or lower than a predetermined value including a stop state; and determining whether the own vehicle runs at a speed exceeding the predetermined value. A rear-end collision prevention device, comprising: control means for prohibiting prevention measures.
報を含むことを特徴とする請求項１記載の追突防止装
置。2. The rear-end collision prevention device according to claim 1, wherein the rear-end collision prevention measure includes an alarm for the following vehicle.
色かつ自車が減速しているか否か、もしくは自車前方の
信号機が赤色か否かに基づいて自車が停止するか否かを
判定することを特徴とする請求項１または請求項２記載
の追突防止装置。3. The determination means determines whether the own vehicle is stopped based on whether the traffic light in front of the own vehicle is yellow and the own vehicle is decelerating, or whether the own traffic signal in front of the own vehicle is red. 3. The rear-end collision prevention device according to claim 1, wherein:
かを判定することを特徴とする請求項１または請求項２
記載の追突防止装置。4. The apparatus according to claim 1, wherein the determination unit determines whether the vehicle turns right or left.
Rear-end collision prevention device as described.
基づいて自車が前方停止線で停止するか否かを判定し、
前記評価手段は、前方車が存在しない場合には自車が前
方停止線で停止するとして追突可能性を評価することを
特徴とする請求項１、請求項２、請求項３、請求項４の
いずれかに記載の追突防止装置。5. The determining means further determines whether or not the own vehicle stops at a forward stop line based on the presence or absence of a preceding vehicle,
5. The vehicle according to claim 1, wherein the evaluation unit evaluates the possibility of a rear-end collision assuming that the vehicle stops at a front stop line when there is no preceding vehicle. 6. The rear-end collision prevention device according to any of the above.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8269501A JPH10114251A (en) | 1996-10-11 | 1996-10-11 | Rear-end collision prevention device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8269501A JPH10114251A (en) | 1996-10-11 | 1996-10-11 | Rear-end collision prevention device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH10114251A true JPH10114251A (en) | 1998-05-06 |
Family
ID=17473312
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8269501A Pending JPH10114251A (en) | 1996-10-11 | 1996-10-11 | Rear-end collision prevention device |
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|---|---|
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