JP3315996B2 - Vehicle safety equipment - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a safety device for a vehicle, and more particularly to a safety device for a vehicle that determines the possibility of a collision between a preceding vehicle and its own vehicle to avoid danger.

[0002]

2. Description of the Related Art Conventionally, as a safety device for a vehicle of this kind, for example, JP-B-39-2565 and JP-B-39
As disclosed in Japanese Patent No. -5668, etc., the distance and relative speed between the vehicle and an obstacle in front are continuously detected using an optical method or ultrasonic waves, and the detected The system determines whether there is a possibility of contact based on the distance and the relative speed between the vehicle and the obstacle in front, and if it is determined that there is a possibility of contact, activates the automatic braking device and activates each wheel. There is known one that applies a brake to prevent contact.

[0003]

However, in the above-described conventional vehicle safety device, the possibility of contact is determined based on only the distance and the relative speed between the host vehicle and the obstacle ahead of the host vehicle. Acceleration / deceleration or driver's accelerator /
No consideration is given to brake operation or the like. For this reason, depending on the situation, the automatic braking may be inadvertently actuated, causing discomfort to the driver and disrupting the traffic flow, which is a problem.

Accordingly, an object of the present invention is to provide a vehicle safety device capable of reducing a risk avoiding operation that gives a driver discomfort and preventing traffic turbulence to ensure safety. .

[0005]

In order to achieve the above object, a vehicle safety device according to the present invention comprises a detecting means for detecting a distance between a host vehicle and a preceding vehicle and a relative speed, and a detecting means for detecting a distance between the host vehicle and a preceding vehicle. Determining means for determining the possibility of collision based on the inter-vehicle distance and relative speed between the own vehicle and the preceding vehicle; and danger avoiding means for performing a risk avoiding operation when the possibility of collision is determined by the determining means. The avoiding means includes: first correcting means for correcting the inter-vehicle distance to start taking a danger avoidance operation based on the relative acceleration between the own vehicle and the preceding vehicle to set a first corrected inter-vehicle distance; And a second correction means for further correcting the first corrected inter-vehicle distance based on the accelerator and brake operations of the own vehicle and the preceding vehicle to set a second corrected inter-vehicle distance. Dangerous when the second corrected following distance is reached It is characterized by performing the 避動 operation.

[0006] In the safety device of the present invention configured as described above, the inter-vehicle distance at which the danger avoidance operation is started is corrected based on the relative acceleration between the own vehicle and the preceding vehicle, and further, the own vehicle and the preceding vehicle are corrected. Correction is performed based on acceleration / deceleration and accelerator and brake operations of the own vehicle and the preceding vehicle, and when the corrected inter-vehicle distance is reached, a danger avoidance operation is performed. Danger avoidance operation can be reduced.

In the present invention, preferably, the second correction means is set by a combination of acceleration / deceleration of the own vehicle, accelerator and brake operations of the own vehicle, acceleration / deceleration of the preceding vehicle, and accelerator and brake operations of the preceding vehicle. The first corrected inter-vehicle distance is further corrected according to the traveling pattern.

According to the present invention, danger avoidance is achieved by a running pattern set by a combination of acceleration / deceleration of the own vehicle, accelerator and brake operations of the own vehicle, acceleration and deceleration of the preceding vehicle, and accelerator and brake operations of the preceding vehicle. Since the inter-vehicle distance at which the operation starts is corrected, appropriate correction can be performed according to each traveling pattern.

[0009]

[0010]

An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a safety device of the present invention. In FIG. 1, reference numeral 1 denotes an ultrasonic radar unit provided at a front portion of a vehicle body. The ultrasonic radar unit 1 transmits an ultrasonic wave from a transmitting unit of a vehicle, which is not shown in detail in the drawing, as is well known. The arithmetic unit 2 receives signals from the radar unit 1 while transmitting toward an obstacle such as a vehicle ahead and receiving a reflected wave reflected by the front obstacle at a receiving unit. The distance and the relative speed between the host vehicle and the obstacle ahead are calculated based on the delay time (Doppler shift) from the transmission time of the radar reception wave. Reference numerals 3 and 4 denote a pair of radar head units provided on the left and right sides of the front part of the vehicle, respectively. Each of the radar head units 3 and 4 transmits a pulse laser beam from a transmitting unit to an obstacle in front of the own vehicle. In addition, the receiving unit receives the reflected wave reflected by the front obstacle, and the arithmetic unit 2 receives the signals from the radar head units 3 and 4 through the signal processing unit 5. The distance and the relative speed between the own vehicle and the obstacle ahead are calculated based on the delay time from the transmission time of the laser reception light. The arithmetic unit 2 gives priority to the calculation results of the distance and the relative speed by the systems of the radar head units 3 and 4, and uses the calculation results of the distance and the relative speed by the systems of the ultrasonic radar unit 1 in an auxiliary manner. Has become. These also constitute a distance / relative speed detecting means 6 for detecting the distance and the relative speed between the host vehicle and the obstacle ahead.

The transmitting and receiving directions of the pulse laser light by the radar head units 3 and 4 are provided so as to be changeable in the horizontal direction by a motor 7, and the operation of the motor 7 is controlled by the arithmetic unit 2. Numeral 8 denotes an angle sensor for detecting the transmission / reception direction of the pulse laser beam from the rotation angle of the motor 7. The detection signal of the angle sensor 8 is input to the arithmetic unit 2, and the radar head unit 3 and the The transmission and reception directions of the pulse laser light are added to the calculation of the distance and the relative speed by the four systems.

A vehicle speed sensor 11 for detecting a vehicle speed;
12 is a road surface μ sensor for detecting a road surface friction coefficient (μ),
An accelerator sensor 13 detects the driver's accelerator operation, and a brake sensor 14 detects the driver's brake operation.
The detection signal from 14 is input to the control unit 21. The control unit 21 also receives signals of the distance and the relative speed between the host vehicle and the preceding vehicle, which is an obstacle in front, obtained by the arithmetic unit 2. Reference numeral 22 denotes an alarm display unit provided on an instrument panel in the vehicle compartment. The alarm display unit 22 is provided with a distance display unit 23 and an alarm buzzer 24, each receiving a signal from the control unit 21. The control unit 21 outputs signals to the automatic brake device 31 and the transmitter 32. The transmitter 32 is for transmitting a signal from the control unit 21 to another vehicle or ground equipment ahead or following.

Reference numeral 33 denotes a receiver.
3 is a transmitter 34 provided on the front car or on the ground equipment
It receives various information related to the preceding vehicle. Figure 2 shows the vehicle
This is a threshold value calculation map for preventing contact with the front vehicle.
You. Perform automatic braking to prevent contact between your vehicle and the front vehicle
At this time, various thresholds L₀, L_2,L_ThreeNeed to calculate
You. Threshold L₀Indicates that the vehicle can
Own vehicle that has the potential to start automatic braking to prevent contact
Is the distance between the car and the preceding car, and the threshold for starting automatic braking.
Value L₀Is calculated as shown in FIG.
This is done using a loop. Threshold L_TwoStarts automatic braking
A warning is issued in advance, indicating the distance between the vehicle and the preceding vehicle.
This alarm generation threshold L_TwoIs the above automatic braking start
Threshold L₀Is set to be larger by a predetermined amount. Also
Threshold L_ThreeEliminates the possibility of contact after the start of automatic braking
This is the distance between the vehicle and the preceding vehicle that releases the automatic braking,
This automatic braking release threshold L_ThreeStarts the above automatic braking
Threshold L ₀Is set to be larger by a predetermined amount.

Here, the threshold value calculation map for preventing contact between the own vehicle and the preceding vehicle shown in FIG. 2 will be described. In this map, the threshold line A indicates the inter-vehicle distance necessary to prevent contact with the preceding vehicle when the preceding vehicle comes into contact with the obstacle ahead and stops. always regardless of the size of _one, the front obstacle (preceding vehicle) is the same value as when a stationary object (i.e. when the relative velocity V ₁ is the same and the vehicle speed V ₀₎ (numeric expression V ₀ ^2/2 [mu] g Take). The threshold line B is a distance between vehicles (numerical expression V ₁ ···
(2V ₀ −V ₁ ) / 2 μg), and the threshold line C indicates the inter-vehicle distance necessary to prevent contact with the preceding vehicle when the preceding vehicle applies gentle braking with a deceleration of 2 μg, threshold line D shows the inter-vehicle distance (numerical formula V ₁ ² / 2μg) necessary to prevent contact between the preceding vehicle when the preceding vehicle is kept constant speed. Further, the threshold line E indicates an inter-vehicle distance where the contact with the preceding vehicle cannot be prevented even if the own vehicle applies automatic braking, but the impact force at the time of contact can be reduced. In the case of the present embodiment, the threshold line B is selected, and the threshold value L ₀ corresponding to the current relative speed V ₁ is obtained from the threshold line B. Furthermore the threshold L ₂ and the threshold L ₃ is obtained from the threshold L _0.

Next, control contents according to the first embodiment of the safety device of the present invention will be described with reference to the flowchart of FIG. In the following description, S indicates each step. First, in S1, the inter-vehicle distance L ₁ between the own vehicle and the preceding vehicle, the vehicle speed V ₀ , and the relative speed V ₁ between the own vehicle and the preceding vehicle are read. Next, in step S2, a threshold value for starting automatic braking is obtained from the read values of the vehicle speed V _{0 of} the own vehicle and the relative speed V ₁ of the own vehicle and the preceding vehicle using the threshold value calculation map of FIG. A value L ₀ , a threshold value L _{2 for} generating an alarm, and a threshold value L ₃ for releasing automatic braking are calculated.

[0016] In S3, determines the relative velocity V ₁ is whether zero or more, i.e. whether the vehicle is moving away or approaching the preceding vehicle. If the relative speed V ₁ is less than zero i.e. the vehicle is determined to be approaching the preceding vehicle, the process proceeds to S4,
The relative acceleration α ₁ between the own vehicle and the preceding vehicle is calculated from the relative speed V ₁ between the own vehicle and the preceding vehicle. Next, in S5, the corrected threshold value L ₂ of the alarm. FIG. 4 shows the relative acceleration α ₁ and the correction value C
The correction value C is obtained from the relative acceleration α ₁ using this map, and the threshold value L
Correct ₂

In S6, the following distance L₁Is S5
Corrected threshold value L for alarm occurrence _TwoLess than or not
Is determined. Inter-vehicle distance L₁Is the alarm generation threshold L_TwoYo
If it is determined that the alarm buzzer is smaller than
An alarm is issued by sounding 24 (see FIG. 1).
Then, in S8, the inter-vehicle distance L₁Starts automatic braking
Threshold L₀It is determined whether it is smaller than. Distance L
₁Is the threshold value L for starting automatic braking.₀Is determined to be smaller than
In this case, since it is the automatic braking start area,
And apply automatic braking.

Next, in S3, the own vehicle moves away from the preceding vehicle.
If it is determined that the vehicle distance L
₁Is the threshold L for automatic braking release_ThreeJudge whether it is smaller than
Set. If not, proceed to S11 and release the braking.
You. In the first embodiment of the present invention, in S4
Relative acceleration α between own vehicle and front vehicle ₁And in S5, this
Relative acceleration α₁Alert threshold based on the value of
L_TwoIs corrected. Therefore, this first
According to the embodiment, for example, the driver notices the front car and decelerates
If you do, you will not be alerted
It does not cause discomfort to the driver.

In the first embodiment, the relative acceleration α
Based on the value of _1, but so as to correct the threshold value L ₂ of the alarm, likewise, based on the value of the relative acceleration alpha _1, to correct the threshold value L ₀ of the automatic braking start It may be. Next, with reference to a flowchart shown in FIG. 5, the control content of the vehicle safety device according to the second embodiment of the present invention will be described. In the following description, PA indicates each step.

In the second embodiment, PA1 to PA
5 and the contents of each step of PA20 to PA25 are the same as those of the first embodiment shown in FIG. 3, and therefore the description of those contents is omitted. In this second embodiment, the PA5, the alarm due to the relative acceleration alpha ₁ threshold L ₂
After correcting, in response to acceleration or deceleration and preceding vehicle deceleration of the vehicle, so that further corrects the threshold value L ₂ of the alarm. That is, in PA6, it is determined whether the vehicle is accelerating, traveling at a constant speed, or decelerating. If the own vehicle is accelerating, the process proceeds to PA7, and similarly, it is determined whether the preceding vehicle is accelerating, traveling at a constant speed, or decelerating. Similarly, if the own vehicle is traveling at a constant speed, the process proceeds to PA8, and it is determined whether the preceding vehicle is accelerating, traveling at a constant speed, or decelerating. Further, if the own vehicle is decelerating, the process proceeds to PA9, and it is determined whether the preceding vehicle is accelerating, traveling at a constant speed, or decelerating.

FIG. 6 is a map showing a running pattern (running state) determined by the relationship between the acceleration / deceleration of the own vehicle and the acceleration / deceleration of the preceding vehicle. FIG. 7 shows the relationship between each running pattern and the correction value D. It is a map shown. In FIG. 7, for example, the case where the own vehicle is accelerating and the preceding vehicle is decelerating (driving pattern 3)
Is determined to be the most dangerous, the correction amount is set large so that the alarm is generated earlier.

Based on the traveling patterns determined in PA6 to PA9, PA10 to PA19 are used in FIG.
With, we obtain the correction value D of the threshold L ₂ of the alarm. In PA19, the correction value D based on the running pattern calculated in this way, to set the threshold L ₂ final alarm. This alarm generation threshold L
₂ , the same control as in the first embodiment is performed for the PA 20 and thereafter.

In the second embodiment, the relative acceleration α
In addition to the correction of the threshold L ₂ of the alarm by _1, so that further corrects the threshold value L ₂ of the alarm in response to acceleration or deceleration and preceding vehicle deceleration of the vehicle. Therefore, it is possible to reduce the number of alarms that occur when the driver is aware of the vehicle in front, thereby further reducing discomfort to the driver.

Referring to a flow chart shown in FIG. 8, control contents of the vehicle safety device according to the third embodiment of the present invention will be described. In the following description, PB indicates each step. Second embodiment described above, the relative acceleration alpha _1, depending on the acceleration or deceleration and preceding vehicle deceleration of the vehicle, but is obtained so as to correct the threshold value L ₂ of the alarm generation, the third examples are relative acceleration alpha _1, depending on the acceleration or deceleration and preceding vehicle deceleration of the vehicle, in which so as to correct the threshold value L ₀ of the automatic braking start. Therefore, the description of the steps for performing the same control as in the second embodiment is omitted.

[0025] In PB4, if the inter-vehicle distance L ₁ is determined alarm and threshold L ₂ smaller, PB5
To generate an alarm by sounding an alarm buzzer 24 (see FIG. 1). Thereafter, the PB6, calculates a relative acceleration alpha ₁ of the vehicle and the vehicle in front, in PB7, obtains the correction value C by using the map of FIG. 4, the threshold L ₀ of the automatic braking initiated by the correction value C to correct.

Next, in PB8 to PB20, as in the second embodiment, the respective running patterns shown in the map of FIG. 6 are determined based on the acceleration / deceleration of the own vehicle and the acceleration / deceleration of the preceding vehicle, and the map shown in FIG. calculating a correction value D based on the travel pattern of the threshold L ₀ of the automatic braking start Te. In PB21, the correction value D based on the travel pattern, sets the threshold value L ₀ of the final automatic braking start. Subsequent control contents are the same as in the second embodiment.

In the third embodiment, the relative acceleration α
_1, depending on the acceleration or deceleration and preceding vehicle deceleration of the vehicle, and corrects the threshold value L ₀ of the automatic braking start. For this reason, the inadvertent operation of the automatic brake is further reduced, and the discomfort given to the driver can be further reduced. With reference to the flowchart shown in FIG. 9, the control content of the vehicle safety device according to the fourth embodiment of the present invention will be described.
In the following description, RA indicates each step.

The second embodiment described above, the relative acceleration alpha _1, depending on the acceleration or deceleration and preceding vehicle deceleration of the vehicle, but is obtained so as to correct the threshold value L ₂ of the alarm, This fourth
Examples are relative acceleration alpha _1, in addition to the acceleration and deceleration and preceding vehicle deceleration of the vehicle, further in view of the accelerator and brake operation by the vehicle driver, to correct the threshold value L ₂ of the alarm It is like that.

First, in RA1, the distance L ₁ between the own vehicle and the preceding vehicle, the vehicle speed V ₀ , the relative speed V ₁ between the own vehicle and the preceding vehicle, and the accelerator / brake operation by the driver of the own vehicle are read. Put in. Next, in RA2, based on the read values of the vehicle speed V _{0 of} the own vehicle and the relative speed V ₁ of the own vehicle and the preceding vehicle, a threshold for starting automatic braking is obtained using the threshold value calculation map of FIG. A value L ₀ , a threshold value L _{2 for} generating an alarm, and a threshold value L ₃ for releasing automatic braking are calculated.

In RA3, the relative speed V₁Is greater than or equal to zero
No, that is, whether your vehicle is approaching or
Is determined. Relative speed V₁Is zero or more, that is, own vehicle
If it is determined that the vehicle is approaching the preceding vehicle, proceed to RA4.
And the relative speed V between the own vehicle and the preceding vehicle ₁From the vehicle and the front vehicle
Speed α₁Is calculated. Next, at RA5,
Threshold L_TwoIs corrected. That is, using the map of FIG.
And the relative acceleration α₁The correction value C is obtained from
Threshold L_TwoIs corrected.

In the fourth embodiment, the relative acceleration α
₁The correction value C is obtained from_TwoCorrect
After that, further acceleration / deceleration of own vehicle and driver of own vehicle
Depending on the accelerator / brake operation and acceleration / deceleration of the front vehicle,
Further, the threshold value L for generating an alarm _TwoI am trying to correct
You. That is, the vehicle is accelerating in RA6
To determine whether the vehicle is traveling at a constant speed or decelerating.
You. If the vehicle is accelerating, proceed to RA7 and
Whether the cell is ON or the accelerator / brake is OFF
Determines whether the brake is on. In addition, the access
If it is ON, proceed to RA8 and the preceding car is accelerating
To determine whether the vehicle is traveling at a constant speed or decelerating.
You. Similarly, in RA7, the accelerator and brake
If it is FF, proceed to RA9 and check if the preceding vehicle is accelerating
It is determined whether the vehicle is traveling at a constant speed or decelerating. Ma
In RA7, if the brake is ON, RA1
Go to 0, the preceding vehicle is accelerating or running at a constant speed
Or whether the vehicle is decelerating.

FIG. 10 is a map showing a running pattern (running state) determined by the relationship between the acceleration / deceleration of the own vehicle, the accelerator / brake operation, and the acceleration / deceleration of the preceding vehicle.
Is a map showing the relationship between each traveling pattern and the correction value D. In FIG. 11, for example, when the own vehicle is accelerating, the accelerator is on, and the preceding vehicle is further decelerating (driving pattern 7), it is determined that the danger is the most dangerous. The amount is set large.

According to RA6 to RA10, the running pattern 7
To 9, 16, 18, or 25 to 27 are selected.
Based on each of the selected driving patterns, RA11 to RA11 are used.
In RA19, a correction value D corresponding to each traveling pattern is set from the map of FIG. Next, when it is determined in RA6 that the vehicle is traveling at a constant speed,
Proceed to RA20. In RA20, detailed description of each step is omitted, but similarly to RA7 to RA10, first, it is determined whether the accelerator of the own vehicle is ON, the accelerator / brake is OFF, or the brake is ON, Next, for each of these cases, it is determined whether the preceding vehicle is accelerating, traveling at a constant speed, or decelerating. In this way, the running patterns 4 to 6, 13 to 15, 22 to
24, and a correction value D corresponding to each running pattern is set from the map of FIG. 12 based on each of the selected running patterns.

If it is determined in RA6 that the vehicle is decelerating, the process proceeds to RA21. This RA2
Similarly, in the case of 1, the accelerator of the own vehicle is first turned on,
Accelerator / brake is OFF or brake is O
N, and then, for each of these cases, it is determined whether the preceding vehicle is accelerating, traveling at a constant speed, or decelerating. In this way, the traveling patterns 1-3, 1
0 to 12, 19 to 21 are selected, and based on each of the selected driving patterns, a map shown in FIG.
A correction value D corresponding to each traveling pattern is set.

In RA22, the obtained
The final correction value D based on each traveling pattern
Alarm generation threshold L_TwoSet. Next to RA23
And the distance L between vehicles₁Is corrected in RA22
Occurrence threshold L_TwoIt is determined whether it is smaller than. Between cars
Distance L₁Is the alarm generation threshold L_TwoJudged less than
If an alarm is issued, the process proceeds to RA24, and the alarm buzzer 24 (see FIG. 1)
(T) to sound an alarm. Then RA
25, the inter-vehicle distance L₁Is the threshold for starting automatic braking
L₀It is determined whether it is smaller than. Distance L ₁Is automatic
Threshold L for starting braking₀When judged to be smaller than
Is the automatic braking start area, so in RA26,
Apply automatic braking.

[0036] Next, in RA3, when the vehicle is determined to be moving away the preceding vehicle, the process proceeds to RA27, headway distance L ₁ is determined whether the threshold value L ₃ is smaller than or not automatic brake release . If not, proceed to RA28 to release the braking. In the fourth embodiment, in addition to the relative acceleration α ₁ , the acceleration / deceleration of the own vehicle and the acceleration / deceleration of the preceding vehicle, the threshold value L _{2 for} generating an alarm is taken into account in consideration of the accelerator / brake operation by the driver of the own vehicle. Is corrected. For this reason, it is possible to more accurately prevent the generation of an alarm that gives the driver discomfort.

With reference to a flowchart shown in FIG. 14, the control contents of the fifth embodiment of the safety device of the present invention will be described. In the following description, RB indicates each step. 4th above
Examples are relative acceleration alpha _1, the vehicle acceleration and deceleration, in accordance with the accelerator and brake operations and preceding vehicle deceleration by the vehicle driver, which has to be corrected threshold L ₂ of the alarm However, in the fifth embodiment, the relative acceleration α ₁ ,
Vehicle acceleration and deceleration, in accordance with the accelerator and brake operations and preceding vehicle deceleration by the vehicle driver, in which so as to correct the threshold value L ₀ of the automatic braking start. Therefore,
The description of the steps for performing the same control as in the fourth embodiment is omitted.

[0038] In RB4, if the inter-vehicle distance L ₁ is determined to be the threshold value L ₂ is smaller than the alarm, RB5
To generate an alarm by sounding an alarm buzzer 24 (see FIG. 1). Thereafter, the RB6, calculates a relative acceleration alpha ₁ of the vehicle and the vehicle in front, the RB7, obtains the correction value C by using the map of FIG. 4, the threshold L ₀ of the automatic braking initiated by the correction value C to correct.

Next, in RB8, it is determined whether the vehicle is accelerating, traveling at a constant speed, or decelerating. If the vehicle is accelerating, the process proceeds to RB9 to determine whether the accelerator of the vehicle is ON, the accelerator / brake is OFF, or the brake is ON. Further, if the accelerator of the own vehicle is ON, the process proceeds to RB10 to determine whether the preceding vehicle is accelerating, traveling at a constant speed, or decelerating. Similarly, in RB9, the accelerator / brake is
If it is FF, proceed to RB10, and determine whether the preceding vehicle is accelerating, traveling at a constant speed, or decelerating. In RB9, if the brake is ON,
Proceeding to RB12, it is determined whether the preceding vehicle is accelerating, traveling at a constant speed, or decelerating.

The running pattern 7 is determined by RB8 to RB12.
To 9, 16, 18, or 25 to 27 are selected.
Based on each of the selected driving patterns, RB13-
In the RB 21, a correction value D corresponding to each traveling pattern is set from the map of FIG. Next, when it is determined in RB8 that the vehicle is traveling at a constant speed,
Proceed to RB22. In the RA20, any of the travel patterns 4 to 6, 13 to 15, and 22 to 24 is similarly selected, and based on each of the selected travel patterns, the map of FIG. The corresponding correction value D is set.

If it is determined in RB8 that the vehicle is decelerating, the process proceeds to RB23. This RB2
3, the running patterns 1-3, 10-1
Any one of 2, 19 to 21 is selected, and a correction value D corresponding to each traveling pattern is set from the map of FIG. 13 based on each selected traveling pattern. In the RB 24, a final threshold value L ₀ for starting automatic braking is set based on the correction value D based on each running pattern thus obtained. The subsequent control contents are the same as in the fourth embodiment.

In the fifth embodiment, the relative acceleration α
_1, in addition to the acceleration and deceleration and preceding vehicle deceleration of the vehicle, further in view of the accelerator and brake operation by the vehicle driver, in which so as to correct the threshold value L ₀ of the automatic braking start . Therefore, it is possible to more accurately prevent the occurrence of the automatic braking that gives the driver discomfort. With reference to a flowchart shown in FIG. 15, control contents of the vehicle safety device according to the sixth embodiment of the present invention will be described. In the following description, RA indicates each step.

[0043] The fourth embodiment described above, the relative acceleration alpha _1, the vehicle acceleration and deceleration, in accordance with the accelerator and brake operations and preceding vehicle deceleration by the driver, to correct the threshold value L ₂ of the alarm In this sixth embodiment,
In addition to the relative acceleration α ₁ , acceleration / deceleration of the own vehicle, accelerator / brake operation by the driver and acceleration / deceleration of the front vehicle, a threshold value L _{2 for} generating an alarm in consideration of accelerator / brake operation by the driver of the front vehicle. Is corrected.

In the sixth embodiment, TA2 to TA
5 and the contents of each step of TA20 to TA25 are the same as those of the fourth embodiment shown in FIG. 9, and the description of those contents will be omitted. In the sixth embodiment, at TA1, the inter-vehicle distance L ₁ between the own vehicle and the preceding vehicle, the vehicle speed V _{0 of the} own vehicle,
And the relative speed V ₁ between the own vehicle and the preceding vehicle, and the accelerator / brake operation is read by the driver of the own vehicle, and the accelerator / brake operation is read by the driver of the preceding vehicle.

Further, at TA5, the relative acceleration α ₁
The after correcting the threshold L ₂ of the alarm, the vehicle acceleration or deceleration, the accelerator and brake operations by the driver, in accordance with the preceding vehicle deceleration and the accelerator and brake operation by the preceding vehicle drivers further alarm occurrence and corrects the threshold L _2. That is, in TA6, it is determined whether the vehicle is accelerating, traveling at a constant speed, or decelerating. If the vehicle is accelerating, proceed to TA7 and check whether the accelerator of the vehicle is ON or the accelerator / brake is O.
It is determined whether the FF or the brake is ON. Also,
In TA6, when it is determined that the own vehicle is traveling at a constant speed, the process proceeds to TA8, and similarly, the accelerator of the own vehicle is set to O.
N, whether the accelerator / brake is OFF, or whether the brake is ON is determined. Further, in TA6, when it is determined that the own vehicle is decelerating, the process proceeds to TA9,
Similarly, it is determined whether the accelerator of the own vehicle is ON, the accelerator / brake is OFF, or the brake is ON.

By these steps, nine running areas (A), (B), (C), (D), (E), (F),
One of (G), (H), and (I) is selected. A travel area (A) is set in TA10, and the travel area (A) is defined as travel patterns 7, 16, 25, 34, 43, 52, 61, 70, 7 shown in the map of FIG.
9 inclusive. In this TA10, it is determined whether the preceding vehicle is accelerating, traveling at a constant speed, or decelerating. Next, in each of these cases, the accelerator of the preceding vehicle is set to O.
N, whether the accelerator / brake is OFF, or whether the brake is ON, determines the travel area (A).
Running patterns 7, 16, 25, 34, 43, 5
2, 61, 70, or 79 is selected. Further, in TA10, a correction value D corresponding to each traveling pattern is set from the map of FIG. 17 based on each selected traveling pattern.

A travel area (B) is set in TA11, and this travel area (B) corresponds to travel patterns 8, 17, 26, 35, 44, 53, and 6 shown in the map of FIG.
2,71,80. Similarly, in this TA11, the running patterns 8, 1 in this running area (B) are also used.
7, 26, 35, 44, 53, 62, 71, or 80 is selected. Further, also in this TA11, a correction value D corresponding to each traveling pattern is set from the map of FIG. 18 based on each selected traveling pattern.

A running area (C) is set in TA12, and the running area (C) is defined by running patterns 9, 18, 27, 36, 45, 54, and 6 shown in the map of FIG.
3,72,81. Also in this TA12, similarly, the running patterns 9 and 1 in this running area (C) are used.
One of 8, 27, 36, 45, 54, 63, 72 and 81 is selected. Further, also in this TA 12, a correction value D corresponding to each traveling pattern is set from the map of FIG. 19 based on each selected traveling pattern.

A traveling area (D) is set in TA13, and this traveling area (D) is defined by traveling patterns 4, 13, 22, 31, 40, 49, and 5 shown in the map of FIG.
8, 67, and 76. Similarly, in TA13, traveling patterns 4 and 1 in this traveling area (D) are also used.
One of 3, 22, 31, 40, 49, 58, 67 and 76 is selected. Further, also in this TA13, a correction value D corresponding to each traveling pattern is set from the map of FIG. 20 based on each selected traveling pattern.

A traveling area (E) is set in the TA 14, and the traveling area (E) is defined by the traveling patterns 5, 14, 23, 32, 41, 50, and 5 shown in the map of FIG.
9, 68 and 77 are included. Similarly, in TA14, traveling patterns 5, 1 in this traveling area (E) are also used.
4, 23, 32, 41, 50, 59, 68, or 77 is selected. Further, also in the TA 14, a correction value D corresponding to each traveling pattern is set from the map of FIG. 21 based on each selected traveling pattern.

A travel area (F) is set in TA15, and the travel area (F) is defined by the travel patterns 6, 15, 24, 33, 42, 51, and 6 shown in the map of FIG.
0, 69, 78. Similarly, in the TA15, the travel patterns 6, 1 in the travel area (F) are also used.
5, 24, 33, 42, 51, 60, 69 or 78 is selected. Further, also in this TA15, a correction value D corresponding to each traveling pattern is set from the map of FIG. 22 based on each selected traveling pattern.

A travel area (G) is set in TA16, and the travel area (G) is defined by travel patterns 1, 10, 19, 28, 37, 46, and 5 shown in the map of FIG.
5, 64, 73. Similarly, in TA16, traveling patterns 1 and 1 in this traveling area (G) are also used.
One of 0, 19, 28, 37, 46, 55, 64 and 73 is selected. Further, also in this TA16, a correction value D corresponding to each traveling pattern is set from the map of FIG. 23 based on each selected traveling pattern.

A travel area (H) is set in the TA 17, and the travel area (H) is defined by the travel patterns 2, 11, 20, 29, 38, 47, and 5 shown in the map of FIG.
6, 65, 74. Similarly, in TA17, traveling patterns 2 and 1 in this traveling area (H) are also used.
One of 1, 20, 29, 38, 47, 56, 65 and 74 is selected. Further, also in this TA 17, a correction value D corresponding to each traveling pattern is set from the map of FIG. 24 based on each selected traveling pattern.

A travel area (I) is set in the TA 18, and the travel area (I) is defined by the travel patterns 3, 12, 21, 30, 39, 48, and 5 shown in the map of FIG.
7, 66, and 75. Similarly, in TA18, traveling patterns 3 and 1 in this traveling region (I) are used.
2, 21, 30, 39, 48, 57, 66, or 75 is selected. Further, also in the TA 18, a correction value D corresponding to each traveling pattern is set from the map of FIG. 25 based on each selected traveling pattern.

[0055] In this way, obtains a correction value D corresponding to each travel pattern, and you to TA19, to set the threshold L ₀ of the final alarm. This alarm generation threshold L
Based on ₀ , the same control as in the fourth embodiment is performed after TA20. In the sixth embodiment, in addition to the relative acceleration α ₁ , acceleration / deceleration of the own vehicle, accelerator / brake operation by the driver, acceleration / deceleration of the front vehicle, and an accelerator / brake operation by the driver of the front vehicle, an alarm is issued. Occurrence threshold L
₂ is corrected. For this reason, it is possible to more accurately prevent the generation of an alarm that gives the driver discomfort.

Referring to a flowchart shown in FIG. 26, the control contents of the seventh embodiment of the safety device of the present invention will be described. In the following description, TB indicates each step. In the sixth embodiment, the alarm is generated according to the relative acceleration α ₁ , acceleration / deceleration of the own vehicle, accelerator / brake operation by the driver of the own vehicle, acceleration / deceleration of the preceding vehicle, and accelerator / brake operation by the driver of the preceding vehicle. of it is obtained so as to correct the threshold value L _2, the seventh embodiment, the relative acceleration alpha _1,
Vehicle acceleration and deceleration, the accelerator and brake operation by the vehicle driver, in accordance with the accelerator and brake operation by the preceding vehicle acceleration or deceleration and the preceding vehicle driver, and to correct the threshold value L ₀ of the automatic braking start Things. Therefore, the sixth
A description of steps for performing the same control as in the embodiment is omitted.

[0057] In TB4, if the inter-vehicle distance L ₁ is determined to be the threshold value L ₂ is smaller than the alarm, TB5
To generate an alarm by sounding an alarm buzzer 24 (see FIG. 1). Thereafter, in TB6, calculates a relative acceleration alpha ₁ of the vehicle and the vehicle in front, in TB7, obtains the correction value C by using the map of FIG. 4, the threshold L ₀ of the automatic braking initiated by the correction value C to correct.

Next, at TB8, it is determined whether the vehicle is accelerating, traveling at a constant speed, or decelerating. If the vehicle is accelerating, the process proceeds to TB9, and it is determined whether the accelerator of the vehicle is ON, the accelerator / brake is OFF, or the brake is ON. If it is determined in TB8 that the vehicle is traveling at a constant speed, T
Proceeding to B10, similarly, it is determined whether the accelerator of the own vehicle is ON, the accelerator / brake is OFF, or the brake is ON. Further, in TB8, when it is determined that the own vehicle is decelerating, the process proceeds to TB11, and similarly,
Accelerator of own vehicle is ON or accelerator / brake is OFF
Or whether the brake is ON.

By these steps, nine running areas (A), (B), (C), (D), (E), (F),
One of (G), (H), and (I) is selected. Next, in TB12 to TB20, as described in the sixth embodiment, these travel regions (A),
(B), (C), (D), (E), (F), (G),
Traveling patterns 1 to 81 included in (H) and (I)
(See FIG. 16), and a correction value D corresponding to each traveling pattern is set from the maps of FIGS. 17 to 25 based on each selected traveling pattern.

At TB21, a final threshold value L ₀ for starting automatic braking is set based on the correction value D based on each running pattern thus obtained. The subsequent control contents are the same as in the fifth embodiment. In the seventh embodiment, in addition to the relative acceleration α ₁ , acceleration / deceleration of the own vehicle, accelerator / brake operation by the driver of the own vehicle, acceleration / deceleration of the preceding vehicle, and accelerator / brake operation by the driver of the preceding vehicle are further considered. to, in which so as to correct the threshold value L ₀ of the automatic braking start. Therefore, it is possible to more accurately prevent the occurrence of the automatic braking that gives the driver discomfort.

FIG. 27 is a map showing another example of the correction value based on the running pattern. That is, FIG.
FIGS. 13 and 17 to 25 show maps of diagrams showing the correction values D corresponding to the respective traveling patterns, but it is also possible to use the diagram shown in FIG. 27 instead of this diagram. Good.

[0062]

As described above, according to the present invention, it is possible to reduce a danger avoiding operation that may cause discomfort to a driver and to prevent traffic turbulence to ensure safety.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a safety device of the present invention.

FIG. 2 is a threshold value calculation map used in the safety device of the present invention.

FIG. 3 is a flowchart showing control contents according to the first embodiment of the safety device of the present invention.

FIG. 4 is a map showing a relationship between a relative acceleration and a correction value used in the safety device of the present invention.

FIG. 5 is a flowchart showing control contents according to a second embodiment of the safety device of the present invention.

FIG. 6 is a map showing a traveling pattern of a front vehicle and a host vehicle used in a second embodiment and a third embodiment of the safety device of the present invention.

FIG. 7 is a map showing a relationship between each traveling pattern and a correction value used in the second and third embodiments of the safety device of the present invention.

FIG. 8 is a flowchart showing control contents according to a third embodiment of the safety device of the present invention.

FIG. 9 is a flowchart showing control contents according to a fourth embodiment of the safety device of the present invention.

FIG. 10 is a map showing a traveling pattern between a front vehicle and a host vehicle used in a fourth embodiment and a fifth embodiment of the safety device of the present invention.

FIG. 11 is a map showing a relationship between each running pattern and a correction value used in a fourth embodiment and a fifth embodiment of the safety device of the present invention.

FIG. 12 is a map showing a relationship between each running pattern and a correction value used in a fourth embodiment and a fifth embodiment of the safety device of the present invention.

FIG. 13 is a map showing a relationship between each running pattern and a correction value used in the fourth and fifth embodiments of the safety device of the present invention.

FIG. 14 is a flowchart showing control contents according to a fifth embodiment of the safety device of the present invention.

FIG. 15 is a flowchart showing control contents according to a sixth embodiment of the safety device of the present invention.

FIG. 16 is a map showing a traveling pattern of a front vehicle and a host vehicle used in a sixth embodiment and a seventh embodiment of the safety device of the present invention.

FIG. 17 is a map showing a relationship between each traveling pattern and a correction value used in the sixth and seventh embodiments of the safety device of the present invention.

FIG. 18 is a map showing a relationship between each running pattern and a correction value used in the sixth and seventh embodiments of the safety device of the present invention.

FIG. 19 is a map showing a relationship between each running pattern and a correction value used in the sixth and seventh embodiments of the safety device of the present invention.

FIG. 20 is a map showing a relationship between each traveling pattern and a correction value used in the sixth and seventh embodiments of the safety device of the present invention.

FIG. 21 is a map showing a relationship between each running pattern and a correction value used in the sixth and seventh embodiments of the safety device of the present invention.

FIG. 22 is a map showing a relationship between each traveling pattern and a correction value used in the sixth and seventh embodiments of the safety device of the present invention.

FIG. 23 is a map showing a relationship between each traveling pattern and a correction value used in the sixth and seventh embodiments of the safety device of the present invention.

FIG. 24 is a map showing a relationship between each running pattern and a correction value used in the sixth and seventh embodiments of the safety device of the present invention.

FIG. 25 is a map showing a relationship between each running pattern and a correction value used in the sixth and seventh embodiments of the safety device of the present invention.

FIG. 26 is a flowchart showing control contents according to a seventh embodiment of the safety device of the present invention.

FIG. 27 is another map showing a relationship between each traveling pattern used by the safety device of the present invention and a correction value.

[Explanation of symbols]

 6 Distance / relative speed detecting means 11 Vehicle speed sensor 13 Outsell sensor 14 Brake sensor 21 Control unit 24 Alarm buzzer 31 Automatic brake device 33 Receiver

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-3-132434 (JP, A) JP-A-3-92437 (JP, A) JP-A-56-157647 (JP, A) JP-A-3- 79446 (JP, A) JP-A-51-55529 (JP, A) JP-A-4-372442 (JP, A) JP-A-5-166097 (JP, A) JP-A-2-133800 (JP, U) (58) Field surveyed (Int. Cl. ⁷ , DB name) B60T 7/12 B60R 21/00 G08G 1/16

Claims (2)

(57) [Claims] 1. A detecting means for detecting an inter-vehicle distance and a relative speed between a host vehicle and a preceding vehicle, and a determining means for determining a possibility of collision based on the inter-vehicle distance and a relative speed between the host vehicle and the preceding vehicle detected by the detecting means. And danger avoiding means for performing a risk avoiding operation when the possibility of collision is determined by the determining means, wherein the risk avoiding means performs the risk avoiding operation based on a relative acceleration between the own vehicle and the preceding vehicle. Correct the inter-vehicle distance to start taking first
A first correction means for setting a corrected inter-vehicle distance; and a second corrected inter-vehicle distance by further correcting the first corrected inter-vehicle distance based on acceleration / deceleration of the own vehicle and the preceding vehicle and accelerator and brake operations of the own vehicle and the preceding vehicle. A safety device for a vehicle, comprising: a second correcting means for setting the vehicle speed and performing a danger avoidance operation when the inter-vehicle distance between the host vehicle and the preceding vehicle reaches the second corrected inter-vehicle distance. 2. The vehicle control system according to claim 2, wherein the second correction unit is configured to perform acceleration / deceleration of the own vehicle, accelerator and brake operations of the own vehicle, acceleration / deceleration of the front vehicle, and a traveling pattern set by a combination of accelerator and brake operations of the front vehicle. 2. The vehicle safety device according to claim 1, wherein the first corrected inter-vehicle distance is further corrected.