JPH0765295A - Vehicle hazard detection device - Google Patents

Abstract

(57) [Abstract] [Purpose] The potential danger level is obtained based on the primary and secondary danger levels by accurately recognizing the driving environment of the vehicle with various detection elements, and the potential for the driver is calculated accordingly. It shall be able to give an effective warning to draw attention to the danger. [Structure] Based on an environment recognition output signal obtained from an environment recognition section 11, a primary danger processing section 12 and a secondary danger processing section 13
The primary / secondary risk integration unit 14 that calculates the potential risk by integrating the primary risk and the secondary risk respectively calculated by
And an alarm generation unit 17 that issues an alarm in accordance with the potential risk level obtained by the primary / secondary risk integration unit 14.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION The present invention is mounted on an automobile,
The present invention relates to a vehicle hazard detection device that senses a vehicle hazard under a constantly changing driving environment and alerts a driver of the vehicle of the hazard that has been sensed.

[0002]

2. Description of the Related Art Normally, when a vehicle is in a traveling state, the traveling environment in which the vehicle is placed changes from moment to moment, so that the risk factors related to the vehicle in motion are constantly changing. It will be. In such an automobile, some safety measures have been proposed to ensure safety by detecting danger factors in advance while driving and avoiding encounters with them.

For example, as described in Japanese Patent Application Laid-Open No. 2-202700, it is supposed to be mounted on a vehicle, the distance from the vehicle to an obstacle located in front of the vehicle is measured, and the measured vehicle is measured. When the distance from the vehicle to the obstacle becomes smaller than the safe inter-vehicle distance that is set according to the condition of the vehicle in motion, an alarm is issued and the driver of the vehicle is informed of that fact to alert the driver. There is known an anti-collision warning device. Such a conventionally proposed alarm device for an automobile treats each of various dangerous elements related to the vehicle individually, issues an alarm according to the situation of the targeted dangerous element, and informs the driver of the automobile. It is supposed to call attention to the risk factors. That is, the potential danger (potential danger) of the running vehicle is detected based on the evaluation result of one of various risk factors related to the vehicle.

[0004]

However, the actual degree of potential danger of a running vehicle (potential risk) is based on the state in which various risk factors related to the vehicle influence each other. The potential risk associated with individual risk factors is low,
Overall, there is a possibility that the potential danger level is considered to be considerably high. Furthermore, the actual potential danger level of a running vehicle is not limited to the degree of primary danger that may occur directly due to various risk factors, but also to avoid the primary danger of the driver of the vehicle. It is considered appropriate that the degree of secondary danger that may occur with action is also considered to be involved.

Therefore, the state of the latent danger of the running vehicle is more accurately determined, and an alarm is issued in accordance with the result of the determination so that the running vehicle is surely prevented from falling into an emergency state. In order to do so, under the condition that the potential danger level of a running car is influenced by various risk factors related to the car,
Moreover, not only the degree of the primary danger that may directly occur due to various risk factors, but also the secondary danger that may occur with actions for avoiding the primary danger of the vehicle driver. It is desired that the degree be taken into consideration, but in the past, no proposal has been found that would satisfy such a demand.

In view of such a point, the present invention recognizes the potential danger level of a running vehicle by accurately recognizing the running environment of the vehicle by various detecting elements and determining the primary risk and the secondary risk. Potential hazards of a vehicle that can be accurately obtained based on their respective degrees, and that can give an effective warning to alert the driver of the vehicle to the potential danger according to the obtained degree of potential danger. An object is to provide a detection device.

[0007]

In order to achieve the above-mentioned object, a potential danger detecting apparatus for an automobile according to the present invention comprises an environment recognizing unit for recognizing a traveling environment of the automobile by a plurality of detecting elements, and an environment recognizing unit. Based on the obtained environmental recognition output signal, the primary danger processing unit that performs the processing for the primary danger that may occur in the recognized traveling environment and obtains the primary danger level, and the primary danger processed by the primary danger processing unit A secondary risk processing unit that performs a process for a secondary risk that may occur with the action to avoid the secondary risk and obtains a secondary risk level, and a primary risk level and a secondary risk processing determined by the primary risk processing unit. The primary / secondary risk integration unit that calculates the potential risk by integrating the secondary risk calculated by the department and the alarm generation that issues an alarm according to the potential risk calculated by the primary / secondary risk integration unit Department Configured to include a.

[0008] Then, for example, the primary risk degree obtained by the primary danger processing unit is set for each of a plurality of types of primary risks, and the secondary risk degree obtained by the secondary risk processing unit is set for a plurality of types. The secondary risk of each of the above, and the potential risk degree calculated by the primary / secondary risk integrated unit is determined according to the plurality of primary risk degrees and the plurality of secondary risk degrees.

[0009]

In the potential danger detecting apparatus for an automobile according to the present invention having the above-described structure, the primary danger processing section may possibly occur at that time based on the environment recognition output signal obtained from the environment recognition section. For example, the primary risk, which is the degree of occurrence for each of multiple types of primary dangers such as lane departure, obstacle collision, skid condition, etc., is required, and at the same time, the primary danger is avoided in the secondary danger processing unit. A secondary risk level, which is the degree of occurrence of each secondary risk that may occur due to an action to be taken, such as an acceleration operation, a deceleration operation, or a lane change operation by a driver of an automobile, is required. In the primary / secondary risk integration section, the potential risk level, which is the degree of potential danger related to automobiles, is determined by all of the primary risk levels obtained by the primary risk processing section or the primary risk processing section. Selected from among the multiple primary risk levels determined by the above, and all of the multiple secondary risk levels determined by the secondary risk processing unit, or multiple secondary risk levels determined by the secondary risk processing unit. It is derived based on the selected one of the secondary risks. Then, in the alarm generation unit, an alarm is issued to alert the driver of the vehicle to the danger that may occur, in accordance with the potential danger level obtained in the primary / secondary risk integration unit.

By doing so, according to the potential danger detecting apparatus for a vehicle according to the present invention, the degree of potential danger of a running vehicle is accurately recognized by the driving environment of the vehicle with various detecting elements. Under this condition, not only based on the primary risk level but also based on both the primary risk level and the secondary risk level, it is possible to accurately obtain the alarm. It is extremely effective in inducing the driver of a vehicle to pay attention to the potential danger of an ever-changing vehicle, and as a result, a moving vehicle may fall into an emergency state. This will surely result in a condition that can be avoided.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a first example of a vehicle potential danger detecting apparatus according to the present invention.

The example shown in FIG. 1 is supposed to be mounted on an automobile, and basically, an environment recognition unit 1 for recognizing the traveling environment of the automobile on which it is mounted by a plurality of detection elements.
1. Based on a plurality of environment recognition output signals obtained from the environment recognition unit 11, a primary risk degree that is a degree of occurrence for each of a plurality of types of primary dangers that may occur in the traveling environment at that time is obtained. Danger processing unit 12, degree of occurrence of each of a plurality of types of secondary dangers that may occur with actions to avoid the primary danger, that is, various operations performed by the driver to avoid the primary danger The secondary risk processing unit 13 for determining the secondary risk level, which is the primary risk processing unit 12, and the primary risk level calculated by the primary risk processing unit 12 and the secondary risk level calculated by the secondary risk processing unit 13 are integrated to obtain the latent risk level. Comparing the potential risk calculated by the primary / secondary risk integration unit 14 and the primary / secondary risk integration unit 14 with the reference value from the reference value setting unit 15 setting the reference value for the potential risk 16, and is configured to include an alarm unit 17 for issuing an alarm in response to the output of the comparator unit 16.

The environment recognition unit 11 is specifically, for example,
As shown in FIG. 2, the detection output signal (vehicle speed signal) that detects the traveling speed of the automobile and represents the detected traveling speed
A small image pickup device (CCD) having a vehicle speed sensor 21 that sends out SA, a light receiving / photoelectric conversion unit that is installed facing the front of the vehicle, for example, that performs charge transfer by a charge coupled device (CCD) Video camera)
And the front camera 22, which sends out the imaging output signal SB,
A front infrared camera 23 which is also installed facing the front of the vehicle and sends out a thermal image output signal SC, and a CCD video camera which is installed facing towards the left side of the car, and which is on the left side sending out the imaging output signal SD The camera 24 is a CCD video camera installed facing the right side of the automobile, and the right side camera 2 sends out the image pickup output signal SE.
5, a CCD video camera that is installed facing the rear of the vehicle, that is, the rear camera 26 that outputs the image pickup output signal SF, detects the steering angle that changes with the steering operation of the vehicle, and detects the detected steering angle. A steering angle sensor 27 that outputs a detection output signal (steering angle signal) SG that represents the lateral acceleration of the vehicle, and a lateral acceleration sensor 2 that detects a lateral acceleration of the vehicle and sends a detection output signal (lateral acceleration signal) SH that represents the detected lateral acceleration.
8. A road surface friction sensor (road surface μ) is detected, and a road surface μ sensor 29 that sends out a detection output signal (road surface μ signal) SI representing the detected road surface friction coefficient and a brain wave of a driver of an automobile are detected. An electroencephalogram detection electrode group 30 for transmitting the electroencephalogram signal group SJ is included.

Further, in the environment recognition section 11 shown in FIG. 2, the image pickup output signal SB obtained from the front camera 22 and the thermal image output signal SC obtained from the front infrared camera 23.
, An image processing unit 32 to which the image pickup output signal SD obtained from the left camera 24 is supplied,
An image processing unit 33 to which the imaging output signal SE obtained from the right side camera 25 is supplied, an image processing unit 34 to which the imaging output signal SF obtained from the rear camera 26 is supplied, and an electroencephalogram obtained from the electroencephalogram detection electrode group 30. An electroencephalogram processing unit 35 to which the signal group SJ is supplied is also included.

In the image processing section 31, various processes are performed based on the image represented by the image pickup output signal SB and the thermal image represented by the thermal image output signal SC,
Lane signal DA indicating the position of the left and right lane ends (including road edges), preceding vehicle signal DB indicating the distance to the preceding vehicle,
Encounter vehicle signal DC, which indicates the distance to the vehicle entering the front of the road, crossing pedestrian signal DD, which indicates the distance to the pedestrian who crosses the front of the road, and distance to the pedestrian who walks on the shoulder in front of the road. Is a roadside pedestrian signal DE,
A front obstacle signal DF indicating a distance to an obstacle located in front and a front road shape signal DG indicating a straight curve state of the front traveling road are formed. In addition, the image processing unit 32
In the above, various processes based on the image represented by the image pickup output signal SD are performed to represent the distance to the vehicle running in parallel on the left side, the left parallel running vehicle signal DH, and the distance to the obstacle located on the left side. The left-side obstacle signal DI is formed, and in the image processing unit 33, the imaging output signal S
Various processes based on the image represented by E are performed, and the right parallel vehicle signal DJ represents the distance to the vehicle running in parallel on the right side, the right obstacle signal DK represents the distance to the obstacle located on the right side, Further, an oncoming vehicle signal DL representing the distance to the oncoming vehicle traveling in the oncoming lane is formed.
Further, in the image processing unit 34, the image pickup output signal SF
Various processes are performed on the basis of the image represented by, to form the following vehicle signal DM indicating the distance to the following vehicle and the rear obstacle signal DN indicating the distance to the obstacle located behind.

On the other hand, in the electroencephalogram processing unit 35, based on the electroencephalogram signal group SJ, α waves (8 to 13 Hz) and β waves in the electroencephalogram.
(13 to 30 Hz), γ wave (1 to 3 Hz) and θ wave (3 to 6 Hz), an α wave signal DO, a β wave signal DP, a γ wave signal DQ and a θ wave signal DR are formed.

As described above, the vehicle speed signal SA from the vehicle speed sensor 21, the steering angle signal SG from the steering angle sensor 27, the lateral acceleration signal SH from the lateral acceleration sensor 28, and the road surface μ sensor 29 obtained by the environment recognition unit 11 are obtained. Road signal μ from S
I, lane signal DA from the image processing unit 31, preceding vehicle signal D
B, the meeting vehicle signal DC, the crossing pedestrian signal DD, the shoulder pedestrian signal DE, the front obstacle signal DF, the front road shape signal DG, the left parallel vehicle signal DH from the image processing unit 32, and the left obstacle Signal DI, right parallel traveling vehicle signal DJ from image processing unit 33, right-side obstacle signal DK and oncoming vehicle signal DL, succeeding vehicle signal DM and rearward obstacle signal D from image processing unit 34
N, and the α wave signal DO, the β wave signal DP, the γ wave signal DQ, and the θ wave signal DR from the electroencephalogram processing unit 35 are sent from the environment recognition unit 11 as the environment recognition signal group SCG. Then, the environment recognition signal group SC sent from the environment recognition unit 11
G is supplied to each of the primary risk processing unit 12 and the secondary risk processing unit 13.

In the primary danger processing unit 12, as a primary danger that may occur in the automobile, for example, a lane departure risk that the vehicle may fly out of the traveling lane at that time, or a rear-end collision with a preceding vehicle. The risk of collision with a preceding vehicle, the risk of collision with a following vehicle that will result in a collision with a following vehicle, the risk of a side-by-side vehicle collision with a vehicle traveling in parallel on the left or right side, and the collision with an oncoming vehicle There is a risk of collision with an oncoming vehicle, a collision risk of encountering a car entering the front of the road (a meeting vehicle), and a collision with a pedestrian crossing the front of the road. Front-to-person collision risk, pedestrian collision risk of colliding with a pedestrian walking on the shoulder ahead of the road, collision with an obstacle in front Danger of collision with frontal obstacles, risk of collision with roadside obstacles that will cause collision with obstacles on the left or right side, risk of collision with rear obstacles that will cause collision with obstacles behind, driving Danger of drowsiness when a person falls into a drowsiness state, carelessness that a driver falls into a careless state, danger of excessive curve entry speed that causes the vehicle to enter a curved road with excessive traveling speed, and drifting A total of 16 types of dangers are set, namely, a drift danger that results in the following, and a spin danger that causes a spin state. Then, the environment recognition signal group SC sent from the environment recognition unit 11
Based on G, the degree of danger, which is the degree of occurrence of each of these 16 types of primary danger, is determined as the primary risk as follows. In the following, the “future position” means the position of the vehicle after a predetermined time, for example, 2 seconds, when the vehicle travels while maintaining the state at that time, based on the time when the degree of risk is required. I shall.

[0019] (1) Primary risk U1 for primary risk U1 lane departure risk for lane departure risk, wherein: U1 = K1 · ^{[(1 / Ld) 2 · 1} /2 + (1 / R
d) ² · 1/2]. Where K1 is a constant and Ld
Represents the distance to the left end of the road at the "future position", and Rd represents the distance to the right end of the road at the "future position". Each of the distance Ld and the distance Rd is calculated based on the lane signal DA, the vehicle speed signal SA, and the steering angle signal SG.

(2) Primary risk degree U2 regarding the rear-end collision risk of the preceding vehicle The primary risk degree U2 regarding the rear-end collision risk of the preceding vehicle is obtained according to the equation: U2 = K2 · (1 / Hf) ² · 1/2. Here, K2 is a constant and Hf
Is the time obtained by dividing the distance to the preceding vehicle at the “future position” by the relative speed with respect to the preceding vehicle. The time Hf is calculated based on the preceding vehicle signal DB, the vehicle speed signal SA, and the steering angle signal SG.

(3) Primary risk degree U3 for rear-end collision risk of the following vehicle The primary risk degree U3 for rear-end collision risk of the following vehicle is obtained according to the equation: U3 = K3 · (1 / Hr) ² · 1/2. Here, K3 is a constant and Hr
Is the time to the following vehicle at the "future position" divided by the relative speed to the following vehicle. The time Hr is calculated based on the following vehicle signal DM, the vehicle speed signal SA, and the steering angle signal SG.

[0022] (4) parallel running vehicle collision primary risk U4 parallel running vehicle collision primary risk of the dangers of the danger U4 has the formula: U4 = K4 · (1 / Hs) determined in accordance with ² · 1/21-N4 To be Where K4 is a constant and N4
Is a correction constant, and Hs is a time obtained by dividing the distance to the left or right side parallel vehicle at the “future position” by the relative speed with respect to the left or right side parallel vehicle. The time Hs is calculated based on the left parallel traveling vehicle signal DH or the right parallel traveling vehicle signal DJ, the vehicle speed signal SA, and the steering angle signal SG.

[0023] (5) primary risk U5 for unsafe primary risk U5 oncoming vehicle collision for oncoming danger, the formula: U5 = K5 · (1 / Ho) is determined according to ² · ^1/2-N5. Where K5 is a constant and N5
Is a correction constant, and Ho is the time obtained by dividing the distance to the oncoming vehicle at the “future position” by the relative speed with respect to the oncoming vehicle. The time Ho is calculated based on the oncoming vehicle signal DL, the vehicle speed signal SA, and the steering angle signal SG.

(6) Primary danger degree U6 regarding the collision risk at the head-end collision The primary risk degree U6 regarding the danger at the head-on collision collision is obtained according to the equation: U6 = K6. (1 / Hc) ² 1/2. Here, K6 is a constant and Hc
Is the time obtained by dividing the distance to the vehicle (entrance / departure vehicle) entering the road ahead in the "future position" by the relative speed with respect to the encounter vehicle. The time Hc is calculated based on the meeting vehicle signal DC, the vehicle speed signal SA, and the steering angle signal SG.

(7) Primary danger degree U7 for front-to-person collision risk The primary danger degree U7 for front-to-person collision risk is obtained according to the equation: U7 = K7 · (1 / Hp) ² · 1/2. Here, K7 is a constant and Hp
Is the time obtained by dividing the distance to the pedestrian crossing the road ahead at the "future position" by the running speed. Time Hp is
It is calculated based on the crossing pedestrian signal DD, the vehicle speed signal SA, and the steering angle signal SG.

(8) Primary danger degree U8 for pop-out collision danger The primary danger degree U8 for pop-out collision danger is obtained according to the equation: U8 = K8 · (1 / Hq) ² · 1/2. Here, K8 is a constant and Hq
Is the time obtained by dividing the distance to the pedestrian walking on the shoulder in front of the road in the "future position" by the running speed. Time H
q is a roadside pedestrian signal DE, a vehicle speed signal SA, a steering angle signal S
It is calculated based on G.

(9) Primary risk U9 for frontal obstacle collision risk The primary risk U9 for frontal obstacle risk is obtained according to the equation: U9 = K9 · (1 / Hb) ² · 1/2. Here, K9 is a constant and Hb
Is the time to the front obstacle at the "future position" divided by the traveling speed. Time Hb is the front obstacle signal D
It is calculated based on F, the vehicle speed signal SA, and the steering angle signal SG.

(10) Primary risk degree U10 for roadside obstacle collision risk The primary risk degree U10 for roadside obstacle collision risk is obtained according to the equation: U10 = K10 · (1 / He) ² · 1/2. Here, K10 is a constant, and H
e is the time obtained by dividing the distance to the left or right obstacle at the "future position" by the traveling speed. The time He is the left obstacle signal DI or the right obstacle signal DK, the vehicle speed signal SA,
It is calculated based on the steering angle signal SG.

(11) Primary risk degree U11 for rear-end obstacle collision risk The primary risk degree U11 for rear-end obstacle risk is obtained according to the equation: U11 = K11 · (1 / Hd) ² · 1/2. Here, K11 is a constant and H
d is the time obtained by dividing the distance to the rear obstacle at the "future position" by the traveling speed. The time Hd is calculated based on the rear obstacle signal DN, the vehicle speed signal SA, and the steering angle signal SG.

(12) Primary Danger Level U for Drowsiness Danger
12 The primary risk U12 regarding the doze danger is expressed by the formula: U12 = K12 · (A1 · Pα + A2 · Pβ + A3
・ Pγ + A4 ・ Pθ + A5) Here, each of K12 and A1 to A5 is a constant, and Pα, Pβ, Pγ, and Pθ are the past predetermined time of the brain wave α wave, the brain wave β wave, the brain wave γ wave, and the brain wave θ wave, for example, 10 It is the average amount of energy per minute. Average energy amounts Pα, Pβ, Pγ and Pθ
Is an α-wave signal DO, a β-wave signal DP, a γ-wave signal DQ and θ.
It is calculated based on the wave signal DR.

(13) Primary risk U for careless danger
13 The primary risk U13 regarding careless danger is obtained according to the equation: U13 = K13 · T. Here, K13 is a constant and T
Is a frequency of steering operation for performing a correction steering (for example, steering of 6 degrees or more) after a non-steering state for a predetermined time, for example, one second or more. The frequency T is calculated based on the steering angle signal SG.

(14) Primary risk degree U14 regarding the risk of excessive curve entry speed U14 Primary risk degree U14 regarding the risk of excessive curve entry speed
Is calculated according to the equation: U14 = K14 · Ya / μ. Here, K14 is a constant, and Y
a is a lateral acceleration when traveling on a curved road at the "future position", and µ is a road surface friction coefficient. The curved road is estimated based on the front road shape signal DG, the lateral acceleration Ya is calculated based on the lateral acceleration signal SH, the vehicle speed signal SA, and the steering angle signal SG, and the road surface friction coefficient μ is the road surface friction signal SI. Obtained based on.

(15) Primary Danger Level U15 for Drift Danger The primary risk level U15 for drift risk is obtained according to the equation: U15 = K15.Qd / μ. Here, K15 is a constant, and Q
d is a drift occurrence probability coefficient, and μ is a road surface friction coefficient. The drift occurrence probability coefficient Qd is the lateral acceleration signal SH.
The lateral acceleration represented by the steering angle and the steering angle represented by the steering angle signal SG are obtained by referring to a preset skid generation map for the understeer characteristic. Further, the road surface friction coefficient μ is obtained based on the road surface friction signal SI.

(16) Primary risk U for spin danger
16 The primary risk U16 for spin danger is calculated according to the equation: U16 = K16 · Qs / μ. Here, K16 is a constant and Q
s is a spin generation probability coefficient, and μ is a road surface friction coefficient. The spin occurrence probability coefficient Qs is obtained by referencing a lateral acceleration represented by the lateral acceleration signal SH and a steering angle represented by the steering angle signal SG with reference to a preset skid generation map for oversteer characteristics. Further, the road surface friction coefficient μ is obtained based on the road surface friction signal SI.

As described above, the primary risk processing units that obtain the primary risk levels U1 to U16 for each of the 16 types of primary risk are the primary risk level signals SU1 to SU16 representing the primary risk levels U1 to U16, respectively. Are sent, and they are supplied to the primary / secondary risk integration unit 14.

On the other hand, in the secondary danger processing unit 13, there is a possibility that the behavior for avoiding the above-mentioned primary danger, that is, the secondary danger that may occur with various operations by the driver for avoiding the above-mentioned primary danger. Dangers include, for example, acceleration danger that may occur due to acceleration, deceleration risk that may occur due to deceleration, lane change risk that may occur due to lane change, and traveling. Five types of dangers are set: a vehicle speed maintenance risk that may occur when the speed is not changed and a lane maintenance risk that may occur when the lane is not changed. And
The environment recognition signal group SCG sent from the environment recognition unit 11 supplied to the secondary danger processing unit 13 is
Acceleration environment estimation unit 41 and deceleration environment estimation unit 4 provided inside
2, lane change environment estimation unit 43, vehicle speed maintenance environment estimation unit 44
And the lane keeping environment estimation unit 45.

In the acceleration environment estimation unit 41, in consideration of the situation in which acceleration is performed to avoid the primary danger, for example, when the traveling state of the vehicle at that time is accelerating, the acceleration is increased by 50%. Further, a state in which a predetermined acceleration is performed when the vehicle is traveling at a constant speed, and a state in which the vehicle is traveling at a constant speed when the vehicle is decelerating is assumed as an acceleration environment, and the environment recognition signal from the environment recognition unit 11 is used. The group SCG is changed to the acceleration environment recognition signal group SACG which is estimated to be obtained under the assumed acceleration environment. Then, the acceleration environment recognition signal group SACG obtained from the acceleration environment estimation unit 41 is supplied to the danger processing unit 46.

In the danger processing unit 46 to which the accelerated environment recognition signal group SACG is supplied, the primary danger processing unit 12 causes the respective primary danger levels U1 based on the environment recognition signal group SCG.
~ U16 are set to 16 kinds of dangers corresponding to 16 kinds of primary dangers, respectively, and the degree of danger for each of the 16 kinds of dangers is recognized by the primary danger processing unit 12 as primary danger degrees U1 to U16. The acceleration environment recognition signal group SAC is obtained in the same manner as when it is obtained based on the signal group SCG.
It is calculated based on G. Then, an average value regarding the degree of danger for each of the 16 types of danger obtained is calculated, and the degree of risk representing the average value is set as the secondary degree of danger V1 regarding the acceleration risk. V1
The secondary danger level signal SV1 representing the above is supplied from the danger processing unit 46 to the primary / secondary risk integration unit 14.

In the deceleration environment estimation unit 42, in consideration of the situation where deceleration is performed to avoid the primary danger, for example, when the traveling state of the vehicle at that time is accelerating, the vehicle will travel at a constant speed. It is assumed that the deceleration environment is a state in which a predetermined deceleration is performed when the vehicle is traveling at a constant speed, and a state in which the deceleration is increased by 50% when the vehicle is decelerating. The signal group SCG is changed to the deceleration environment recognition signal group SBCG which is estimated to be obtained under the assumed deceleration environment. Then, the deceleration environment recognition signal group SBCG obtained from the deceleration environment estimation unit 42 is supplied to the danger processing unit 47.

In the danger processing section 47 to which the deceleration environment recognition signal group SBCG is supplied, the primary danger processing section 12 determines the respective primary danger levels U1 based on the environment recognition signal group SCG.
~ U16 are set to 16 kinds of dangers corresponding to 16 kinds of primary dangers, respectively, and the degree of danger for each of the 16 kinds of dangers is recognized by the primary danger processing unit 12 as primary danger degrees U1 to U16. The deceleration environment recognition signal group SBC is obtained in the same manner as when the signal group SCG is obtained.
It is calculated based on G. Then, an average value of the degree of danger for each of the 16 types of danger thus obtained is calculated, and the degree of danger representing the average value is set as the secondary degree of danger V2 for deceleration risk. V2
The secondary danger level signal SV2 representing the above is supplied from the danger processing section 47 to the primary / secondary danger integration section 14.

In the lane change environment estimating unit 43, in consideration of the situation in which the lane is changed in order to avoid the primary danger, for example, the traveling state (vehicle speed, acceleration, etc.) of the vehicle at that time is set to another adjacent lane. Is assumed as the lane change environment, and the environment recognition signal group SCG from the environment recognition unit 11 is changed to the lane change environment recognition signal group SCCG which is estimated to be obtained under the assumed lane change environment. Be punished. Then, the lane change environment recognition signal group SCCG obtained from the lane change environment estimation unit 43 is supplied to the danger processing unit 48.

In the danger processing unit 48 to which the lane change environment recognition signal group SCCG is supplied, the primary danger processing unit 12 obtains the respective primary danger levels U1 to U16 based on the environment recognition signal group SCG, and 16 types of primary orders. When 16 kinds of dangers corresponding to the respective dangers are set and the danger degree for each of the 16 kinds of dangers is obtained in the primary danger processing unit 12 from the primary danger degrees U1 to U16 based on the environmental recognition signal group SCG. In the same manner as above, it is obtained based on the lane change environment recognition signal group SCCG. Then, an average value regarding the degree of danger for each of the 16 types of danger obtained is calculated, and the degree of danger representing the average value is set as the secondary degree of danger V3 regarding the lane change risk. The secondary risk signal SV3 representing the degree V3 is supplied from the risk processing unit 48 to the primary / secondary risk integration unit 14.

In the vehicle speed maintenance environment estimation unit 44, in consideration of the situation in which the vehicle speed is maintained in order to avoid the primary danger,
The state in which the vehicle speed of the vehicle at that time cannot be changed is assumed as the vehicle speed maintaining environment, and the environment recognition unit 1
The environment recognition signal group SCG from 1 is changed to the vehicle speed maintenance environment recognition signal group SDCG which is estimated to be obtained under the assumed vehicle speed maintenance environment. Then, the vehicle speed maintenance environment recognition signal group SD obtained from the vehicle speed maintenance environment estimation unit 44
The CG is supplied to the danger processing unit 49.

In the danger processing unit 49 to which the vehicle speed maintenance environment recognition signal group SDCG is supplied, the primary danger processing unit 12 determines the respective primary danger levels U1 to U16 on the basis of the environment recognition signal group SCG. When 16 kinds of dangers corresponding to the respective dangers are set and the danger degree for each of the 16 kinds of dangers is obtained in the primary danger processing unit 12 from the primary danger degrees U1 to U16 based on the environmental recognition signal group SCG. In the same manner as above, it is obtained based on the vehicle speed maintenance environment recognition signal group SDCG. Then, an average value regarding the degree of danger for each of the 16 types of determined dangers is calculated, and the degree of danger representing the average value is set as the secondary degree of danger V4 regarding the vehicle speed maintenance risk. The secondary danger level signal SV4 representing the degree V4 is supplied from the danger processing section 49 to the primary / secondary danger integration section 14.

The lane keeping environment estimating unit 45 considers a situation in which the lane is kept to avoid the primary danger, and the lane keeping environment is a state in which the lane at that time cannot be changed. Assumed, environment recognition unit 1
The environment recognition signal group SCG from 1 is changed to the lane maintenance environment recognition signal group SECG which is estimated to be obtained under the assumed lane maintenance environment. Then, the lane keeping environment recognition signal group SE obtained from the lane keeping environment estimating unit 45
The CG is supplied to the danger processing unit 50.

In the danger processing unit 50 to which the lane keeping environment recognition signal group SECG is supplied, the 16 types of primary danger levels U1 to U16 are calculated by the primary danger processing unit 12 based on the environment recognition signal group SCG. When 16 kinds of dangers corresponding to the respective dangers are set and the danger degree for each of the 16 kinds of dangers is obtained in the primary danger processing unit 12 from the primary danger degrees U1 to U16 based on the environmental recognition signal group SCG. In the same manner as above, it is obtained based on the lane keeping environment recognition signal group SECG. Then, an average value regarding the degree of danger for each of the 16 types of determined dangers is calculated, and the degree of risk representing the average value is set as the secondary degree of danger V5 regarding the lane keeping risk. The secondary risk signal SV5 representing the degree V5 is supplied from the risk processing unit 50 to the primary / secondary risk integration unit 14.

As a result, the secondary risk processing unit 13 supplies the secondary risk signals SV1 to SV5 representing the secondary risk levels V1 to V5 to the primary / secondary risk integration unit 14, respectively. . In the primary / secondary risk integration unit 14, the primary risk degree signals SU1 to SU1 from the primary risk processing unit 12
The primary risk levels U1 to U16 represented by 6 and the secondary risk levels V1 to V5 respectively represented by the secondary risk level signals SV1 to SV5 from the secondary risk processing unit 13 are integrated to obtain the potential risk level X. .

In integrating the primary risks U1 to U16 and the secondary risks V1 to V5 in the primary / secondary risk integrating section 14, for example, the following several integration modes are adopted.

(1) Under the assumption that all of the primary risks U1 to U16 and the secondary risks V1 to V5 are used, the primary risks U1 to U16 are multiplied by the weighting factors WP1 to WP16, respectively, and the secondary risks are calculated. Weighting factor W for degrees V1 to V5, respectively
S1 to WS5 are multiplied and weighted, and the primary risks U1 to U16 weighted by the weighting factors WP1 to WP16 and the secondary risk levels V1 to V5 weighted by the weighting factors WS1 to WS5 are added together. ,
The latent risk level X is required. That is, the potential risk X is expressed by the formula: X = WP1 · U1 + WP2 · U2 + ... + W
P16 / U16 + WS1 / V1 + WS2 / V2 + ...
・ ・ + WS5 ・ V5 will be obtained.

In this case, it is considered that the secondary danger may occur due to the action of avoiding the primary danger, and the occurrence probability of the secondary danger becomes lower than the occurrence probability of the primary danger. The upper limit of the value that each of the weighting factors WS1 to WS5 can take is smaller than the upper limit of the value that each of the weighting factors WP1 to WP16 can take. Furthermore, the weighting factor WP1
Each value of WP16 to WP16 is appropriately set in consideration of the characteristics of each of the 16 types of primary danger, and the weighting factors WS1 to
Each value of WS5 is also appropriately set in consideration of the characteristics of each of the five types of secondary dangers.

(2) Of the primary risks _{U1 to} U16, the primary risks U _{U1 to} U _UN and the secondary risks V1 to V5 selected as taking a value equal to or greater than a preset reference value.
Among them, the secondary risk levels V _{U1 to} V _UM selected to take values greater than or equal to a preset reference value are used, and the primary risk levels U _{U1 to} U _UN have weighting factors WP _{U1 to} WP _UN , respectively. The secondary risk levels V _{U1 to} V _UM are respectively multiplied by the weighting factor W.
S _{U1 to} WS _UM are multiplied and weighted, and the primary risk U is weighted by weighting factors WP _{U1 to} WP _UN.
U1 ~U _UN and by weighting by the weighting factor WS _U1 to WS _UM is summed and secondary risk V _U1 ~V _UM was made, potential risk X is obtained. That is, the potential risk X is expressed by the formula: X = WP _U1 · U _U1 + ... + WP _UN · U _UN + W
S _U1・ V _U1 ＋ ・ ・ ・ ・ ・ ＋ WS _UM・ V _UM

Even in such a case, it is considered that the secondary danger may occur due to the action of avoiding the primary danger, and the occurrence probability of the secondary danger becomes lower than the occurrence probability of the primary danger. is, from the upper limit of the respective possible values of the primary risk U _U1 ~U _UN to multiplied is the weighting factor WP _U1 to WP _UN, the weighting factor is multiplied to the secondary risk V _U1 ~V _UM WS _U1 ~WS
The upper limit of the value that each _UM can take is smaller.

(3) The primary risk Umx and the secondary risk V which take the maximum value among the primary risks U1 to U16
Secondary risk V that takes the minimum value from 1 to V5
mn is used, and the weighting factor WPx is added to the primary risk Umx.
And the secondary risk Vmn is weighted by a weighting factor W.
The primary danger degree Umx and the weighting coefficient W are multiplied by Sn and weighted, and are weighted by the weighting coefficient WPx.
The secondary risk Vmn weighted by Sn is added to obtain the potential risk X. That is, the potential risk X is obtained according to the formula: X = WPx · Umx + WSn · Vmn.

Even in such a case, it is considered that the secondary danger may occur due to the action of avoiding the primary danger, and the probability of occurrence of the secondary danger becomes lower than the probability of occurrence of the primary danger. The value of the weighting factor WSn by which the secondary risk Vmn is multiplied is smaller than the value of the weighting factor WPx by which the primary risk Umx is multiplied.

In this way, the primary / secondary risk integration section 14 for which the potential risk X is obtained supplies the potential risk signal SX representing the calculated potential risk X to the comparison section 16. The comparison unit 16 is also supplied with the reference value signal SXR representing the reference value regarding the potential risk from the reference value setting unit 15, and in the comparison unit 16, the potential risk X represented by the potential risk signal SX and the reference value signal SXR. When the potential risk X is equal to or higher than the reference value, the positive level that changes according to 0 level or the difference is taken, and when the potential risk X is less than the reference value, the negative level is taken. The alarm signal CP is sent to the alarm generation unit 17. The alarm generator 17 issues a predetermined alarm according to the 0 level or the positive level of the alarm signal CP, whereby
It draws attention to the potential danger to motorists.

FIG. 3 shows a second example of the potential danger detecting apparatus for an automobile according to the present invention. This example has a portion configured similarly to the first example shown in FIG. 1, and in FIG. 3, a portion and a signal corresponding to each portion and each signal shown in FIG. 1 are denoted by the same reference numerals, and duplicate description thereof will be omitted.

In the example shown in FIG. 3, in addition to the primary risk processing unit 12 and the secondary risk processing unit 13, the primary risk processing unit 51 and the secondary risk processing unit 51 which are similar to the primary risk processing unit 12 are used. A secondary danger processing unit 52 similar to the danger processing unit 13 is provided. Then, the primary risk processing unit 51
The environment recognition signal group SCG sent from the environment recognition unit 11 is supplied to each of the secondary danger processing units 52. In addition, the primary danger processing unit 51 includes a determination characteristic information supply unit 53.
Is supplied with an information signal ID representing information regarding a judgment characteristic with respect to an inter-vehicle distance, an arrival time at a specific position, etc., which a driver of an automobile generally has, and further, the secondary danger processing unit 52 is provided with an operation limit. From the characteristic information supply unit 54,
An information signal IA is supplied, which represents information regarding the judgment characteristics such as the minimum required time (operation limit time) for each operation performed by the driver of the vehicle to avoid the primary danger.

In the primary danger processing unit 51, in the primary danger processing unit 12, based on the environment recognition signal group SCG sent from the environment recognition unit 11, there is a lane departure risk, a preceding vehicle collision risk, a following vehicle collision risk, and a parallel running. Car collision risk, oncoming vehicle collision risk, head-on collision risk, front-to-person collision risk, jumping collision risk, frontal obstacle collision risk, roadside obstacle collision risk,
The danger level for each of 16 types of primary dangers, which are a rear-end obstacle collision risk, a drowsiness risk, a carelessness risk, a curve approach speed excess risk, a drift risk, and a spin risk, is obtained as the primary risk levels U1 to U16. Similarly to the above, the environment recognition signal group SC sent from the environment recognition unit 11
Based on G, the degree of danger for each of the 16 types of primary danger is obtained, and at that time, the information signal ID represents,
Information regarding the judgment characteristics with respect to the inter-vehicle distance, arrival time at a specific position, etc., which a driver of an automobile generally has, is referred to. Thereby, the degree of danger based on the environment recognition signal group SCG is obtained according to the information represented by the information signal ID, and these are the degree of danger for the 16 types of primary danger that the driver of the vehicle actually perceives. As the primary sensation risk levels U1 ′ to U16 ′. Then, the primary sensory danger level signals SU1 ′ to SU16 ′ representing the primary sensory danger levels U1 ′ to U16 ′, respectively, are supplied to the primary / secondary sensory risk integration unit 55.

Further, in the secondary danger processing unit 52, in the secondary danger processing unit 13, based on the environment recognition signal group SCG sent from the environment recognition unit 11, acceleration danger, deceleration danger, lane change danger, vehicle speed maintenance. An environment recognition signal group sent from the environment recognition unit 11 in the same manner as the degree of danger for each of the five types of secondary dangers, which are considered to be danger and lane keeping risk, is obtained as the secondary risk degrees V1 to V5. Based on the SCG, the degree of danger for each of the five types of secondary dangers is obtained. At that time, the minimum required time for each operation performed by the driver of the vehicle to avoid the primary danger, which is indicated by the information signal IA. Reference is made to the information regarding the judgment characteristics of the above. Thereby, the degree of danger based on the environment recognition signal group SCG is obtained according to the information represented by the information signal IA, which may occur when the driver of the vehicle actually takes action to avoid the primary danger. It will be obtained as a risk level for the 5 types of secondary dangers
Secondary sensation risk levels V1 'to V5' are set. Then, the secondary sensory danger level signals SV1 ′ to SV5 ′ representing the secondary sensory danger levels V1 ′ to V5 ′, respectively, are supplied to the primary / secondary sensory risk integration unit 55.

In the primary / secondary sensory danger integrating section 55, in the primary / secondary danger integrating section 14, the primary danger levels U1 to U16 respectively represented by the primary danger level signals SU1 to SU16.
16 and the secondary risk levels V1 to V5 represented by the secondary risk signals SV1 to SV5, respectively, are integrated to obtain the latent risk level X, in the same manner as in the primary risk processing unit 51. SU1 ′ to SU16 ′ respectively represent primary sensory danger levels U1 ′ to U16 and secondary sensory risk signals SV1 ′ to SV5 ′ from the secondary risk processing unit 52 respectively represent secondary sensory risk levels V1 ′ to V5 ′. Are integrated to obtain the latent perception danger level X ′.

In this way, from the primary / secondary sensory danger integration section 55 for which the latent sensory danger level X'is determined, the latent sensory danger level signal SX 'representing the calculated latent sensory risk level X'is compared with the comparison section. 56. The comparison unit 56 is also supplied with a reference value signal SXR ′ representing the reference value relating to the latent sensation risk degree from the reference value setting unit 57, and the comparison unit 56 indicates in the comparison unit 56 the latent sensation risk X indicated by the latent sensation risk signal SX ′. 'Is compared with the reference value represented by the reference value signal SXR', and when the latent sensation risk level X'is equal to or greater than the reference value, a 0 level or a positive level that changes according to the difference is taken to determine the latent sensation risk level X '. When is smaller than the reference value, the alarm signal CS having a negative level is sent to the alarm generation unit 17.

In the alarm generation unit 17, the alarm generation operation according to both the alarm signal CP from the comparison unit 16 and the alarm signal CS from the comparison unit 56 is such that the alarm is emphasized depending on the condition of the alarm signal CS. Is carried out in the manner that At that time, the alarm generating unit 17 performs the alarm generating operation by executing the control program represented by the flowchart of FIG. 4, for example.

In the control program shown in FIG. 4, the control program is started every predetermined period, and after the start, in step 61, the alarm signal CP and the alarm signal CS are fetched. In the following step 62, it is judged whether or not the alarm signal CP has the 0 level or the positive level. If the alarm signal CP has the 0 level or the positive level, the alarm signal CS is determined in the step 63. It is determined whether the level is 0 level or positive level. As a result, if the alarm signal CS is at a negative level, in step 64, an operation of generating a strong and early emphasized alarm is performed.

As a result of the judgment in step 63, the alarm signal C
If S has a 0 level or a positive level, in step 65, a normal alarm is issued.

On the other hand, if the result of determination in step 62 is that the alarm signal CP has a negative level, it is determined in step 66 whether the alarm signal CS has a 0 level or a positive level. to decide. As a result, when the alarm signal CS has a 0 level or a positive level, in step 67, an operation for generating a weak and gentle alarm is performed. Further, as a result of the determination in step 66, when the alarm signal CS has a negative level, the control program is terminated without performing the operation of issuing an alarm.

By doing so, the alarm signal C
When the warning signal CS takes a negative level while P takes a 0 level or a positive level, that is, the driver of the vehicle actually feels the vehicle even though the potential risk of the vehicle is relatively high. When the potential sensory danger level to be grasped as a result is relatively low and there is a risk that the driver's attention to the potential danger level may be insufficient, the alarm emphasized by the alarm generation unit 17 is issued. It will be issued and the driver will be effectively alerted to the potential danger level.

FIG. 5 shows a third example of the vehicle potential danger detecting apparatus according to the present invention. This example also has a part configured similarly to the first example shown in FIG. 1, and in FIG. 5, parts and signals corresponding to the parts and signals shown in FIG. 1 are denoted by the same reference numerals, and duplicate description thereof will be omitted.

In the example shown in FIG. 5, the environment recognition signal group SCG sent from the environment recognition unit 11 and the primary danger degree signals SU1 to SU16 obtained from the primary danger processing unit 12.
Is supplied with the urgency detection unit 58, the primary danger processing unit 12
A switch 59 having a movable contact 59a to which the primary danger level signals SU1 to SU16 obtained from the switch 59 are provided, and an alarm signal forming section 60 connected to a selection contact 59b of the switch 59 is provided. Contact 59c
Is connected to the primary / secondary risk integration unit 14.

The urgency detection unit 58 obtains the change gradients for each of the primary risk signals SU1 to SU16, and based on the obtained change gradients and the environment recognition signal group SCG, the occurrence of each primary danger. The time margin to the limit is estimated and the time margin is set as the urgency. Then, there is one that takes a value smaller than the reference value for the preset urgency level among the urgency levels for each primary risk (those with a small time margin and a high degree of urgency). In the case where there is no emergency signal SS which takes a high level and which takes a value smaller than a preset reference value for an emergency level among the urgency levels for each primary danger, an emergency signal SS is formed. , Its emergency signal SS
Are supplied to the switch 59.

In the switch 59, when the emergency signal SS is high level, the movable contact 59a is the selection contact 59.
It is assumed that the movable contact 59a is connected to the selection contact 59c when the emergency signal SS has a low level. As a result, if there is a value that is smaller than the reference value among the urgency levels regarding the primary danger set in the urgency level detection unit 58 (there is a primary risk with a small time margin), the primary The primary risk signals SU1 to SU16 obtained from the risk processing unit 12 are supplied to the alarm signal forming unit 60 via the switch 59 without being supplied to the primary / secondary risk integrating unit 14, while detecting the urgency level. If none of the urgency levels regarding the primary danger set in the section 58 is smaller than the reference value, the primary danger level signals SU1 to SU16 obtained from the primary danger processing section 12 are
It is supplied to the primary / secondary danger integration unit 14 through the switch 59.

In the alarm signal forming unit 60, when the primary danger level signals SU1 to SU16 are supplied through the switch 59, the alarm signal SEW is formed in accordance with the supply, and the alarm signal SEW is supplied to the alarm generating unit 17. . As a result, the alarm generation unit 17 issues an alarm according to the alarm signal SEW, and the driver is in a state of being alerted to the emergency primary danger.

On the other hand, if there is no urgency level for the primary danger set in the urgency level detecting section 58 that takes a value smaller than the reference value (there is no primary risk with a small time margin). The primary risk signals SU1 to SU16 obtained from the primary risk processing unit 12 are supplied to the primary / secondary risk integrating unit 14 through the switch 59, and under the condition shown in FIG. The same operation is performed as in the case.

FIG. 6 shows a fourth example of the potential danger detecting apparatus for an automobile according to the present invention. This example also has a part configured similarly to the first example shown in FIG. 1, and in FIG. 6, parts and signals corresponding to the parts and signals shown in FIG. 1 are denoted by the same reference numerals, and duplicate description thereof will be omitted.

In the example shown in FIG. 6, the minimum secondary danger detecting section 71 to which the secondary danger level signals SV1 to SV5 obtained from the secondary danger processing section 13 are supplied is provided.
In the minimum secondary risk detecting section 71, the secondary risk signal S
Secondary risk signals SV1 to SV based on V1 to SV5
The one having the smallest value among the secondary risks V1 to V5 represented by 5 is selected as the minimum secondary risk Vmin, and the signal SVmin representing the minimum secondary risk Vmin is supplied to the action detection unit 72. To be done.

In the action detector 72, the signal SVmi
One of the five secondary hazards, namely the acceleration hazard, the deceleration hazard, the lane change hazard, the vehicle speed maintenance hazard, and the lane maintenance hazard, for which the minimum secondary hazard level Vmin represented by n is required. Avoiding the primary risk of the driver, which may be detected and may lead to the secondary risk causing the minimum secondary risk, that is, the secondary risk having the minimum secondary risk. The operation for doing is detected as the least dangerous action. Then, the minimum risk behavior signal ST representing the detected minimum risk behavior is supplied from the behavior detection unit 72 to the behavior comparison unit 73.

Further, in the example shown in FIG. 6, the detection output signal SK sent from the accelerator sensor 74 for detecting the operation of the accelerator pedal and the operation of the brake pedal are detected. Detection output signal SL sent from the brake sensor 75 and steering
The detection output signal SM sent from the steering sensor 76 that detects that the wheel has been rotated over a predetermined angle is supplied to the execution motion recognition unit 77. The execution motion recognition unit 77 detects the operation states of the accelerator pedal, the brake pedal, and the steering wheel by the driver based on the detection output signals SK, SL, and SM, and the actual action of the driver is detected. Be recognized. Then, the execution motion signal SN representing the recognized actual behavior of the driver
Are supplied from the execution motion recognition unit 77 to the behavior comparison unit 73.

In the action comparing section 73, the minimum dangerous action represented by the minimum dangerous action signal ST and the actual action of the driver represented by the execution motion signal SN are compared to determine the minimum dangerous action and the actual action of the driver. A comparison output signal CA that takes "1" when they match and takes "0" when the minimum risk behavior and the actual behavior of the driver do not match is sent, and the comparison output signal CA generates an alarm. It is supplied to the section 17.

In the alarm generation section 17, the behavior comparison section 7
The alarm generation operation in accordance with both the comparison output signal CA from 3 and the alarm signal CP from the comparison unit 16 is the comparison output signal C.
It will be conducted under the condition that the situation of A is prioritized. At that time, the alarm generation unit 17 performs the alarm generation operation by executing the control program represented by the flowchart of FIG. 7, for example.

In the control program shown in FIG. 7, the control program starts every predetermined period, and after the start, in step 81, the comparison output signal CA and the alarm signal CP are fetched. In the following step 82, the comparison output signal CA
Is in the state of taking "1", and if the comparison output signal CA is in the state of taking "1", the control program is terminated without issuing an alarm.

If the comparison output signal CA is not "1" but "0" as a result of the determination in step 82, the alarm signal CP is set to 0 level in step 83. Alternatively, it is determined whether or not it is a positive level. As a result, if the alarm signal CP has a 0 level or a positive level, step 8
In 4, the alarm generation operation is performed, and when the alarm signal CP has a negative level, the control program is terminated without issuing an alarm.

By doing so, when it is said that the actual behavior of the driver may lead to a secondary danger in which the secondary risk is the smallest,
Even if the danger level is above the standard value, it means that the driver has already taken appropriate action to avoid the danger and causes the driver to call attention to the danger. Since the alarm mainly for that purpose is unnecessary, the alarm generation operation by the alarm generation unit 17 is prevented from being performed, and the inconvenience that the driver feels troublesome is not brought about.

FIG. 8 shows a fifth example of the potential danger detecting apparatus for an automobile according to the present invention. This example also has a portion configured similarly to the first example shown in FIG. 1, and in FIG. 8, portions and signals corresponding to the respective portions and signals shown in FIG. 1 are denoted by the same reference numerals, and duplicate description thereof will be omitted.

In the example shown in FIG. 8, the alarm signal C
A switch 85 is provided between the comparison unit 16 to which P is sent and the alarm generation unit 17. Also, the alarm prohibition operation unit 8
6 is provided, and when the alarm prohibition operation unit 86 is operated, an alarm prohibition signal CWP for prohibiting the alarm generation operation in the alarm generation unit 17 from the alarm prohibition operation unit 86.
Is started, and the alarm inhibition signal CWP is supplied to one of the pair of input terminals of the timer section 87 and the NAND circuit 88. The timer unit 87 is the alarm prohibition operation unit 8
When the alarm prohibiting signal CWP from 6 is supplied, a predetermined time set in advance is measured, and the high level is output during the period of the measurement, and the low level is output during other periods. Send the signal STM. The output signal STM from the timer unit 87 is supplied to the other of the pair of input terminals in the NAND circuit 88 and also to the alarm prohibition operation unit 86, and the alarm prohibition signal CWP is sent from the alarm prohibition operation unit 86. Is stopped in response to the level change of the output signal STM. Further, the output signal SND obtained from the NAND circuit 88 is supplied to the switch 85 as a control signal.

Under the circumstances, under the condition that the alarm prohibition signal CWP is not sent from the alarm prohibition operation unit 86 and the timer unit 87 is not performing the time measuring operation, the NAND circuit 88 is Since the output signal STM from the timer unit 87 which takes a low level is supplied and the alarm prohibition signal CWP from the alarm prohibition operation unit 86 is not supplied,
The output signal SND obtained from the NAND circuit 88 is set to "1", whereby the switch 85 is maintained in the ON state. Therefore, the alarm signal CP sent from the comparison unit 16 is supplied to the alarm generation unit 17 through the switch 85, and the alarm generation unit 17 performs an alarm generation operation according to the alarm signal CP.

When the alarm prohibition operation unit 86 is operated to start the transmission of the alarm prohibition signal CWP, the NAND circuit 88 is supplied with the alarm prohibition signal CWP and the timer unit 87 performs a predetermined time measuring operation. During this period, the output signal STM having a high level is supplied to the NAND circuit 88 during that period. Therefore, the timer unit 87
The output signal SND obtained from the NAND circuit 88 is set to "0" during a predetermined period during which the time measurement operation is being performed, thereby maintaining the switch 85 in the off state. As a result, the alarm signal CP sent from the comparison unit 16 is blocked by the switch 85 and is not supplied to the alarm generation unit 17, and the alarm generation operation according to the alarm signal CP in the alarm generation unit 17 is not performed. Become.

After that, when the time measuring operation in the timer section 87 is completed, the output signal ST from the timer section 87 is output.
M changes to the low level, and as a result, the output signal SND obtained from the NAND circuit 88 is set to "1", which causes the switch 85 to return to the ON state and again to compare. The alarm signal CP sent from the unit 16 is supplied to the alarm generation unit 17 through the switch 85, and the alarm generation unit 17 returns to a state in which the alarm generation operation according to the alarm signal CP is performed. Further, the output signal STM from the timer unit 87 supplied to the alarm prohibition operation unit 86 changes from one having a high level to one having a low level, whereby the alarm prohibition signal CWP from the alarm prohibition operation unit 86 is changed. Delivery is stopped.

By doing so, the alarm prohibiting operation unit 86 is operated, so that the alarm is not issued from the alarm generating unit 17 for a predetermined period set in advance, and then the predetermined period is set. After a lapse of time, the alarm is automatically returned from the alarm generation unit 17 to the state in which the alarm is issued according to the alarm signal CP from the comparison unit 16. Therefore, when the driver gives an annoyance to the alarm issued by the alarm generator 17, the driver can operate the alarm prohibition operation unit 86 to release the annoyance.

In any of the above-mentioned examples shown in FIG. 1, FIG. 3, FIG. 5, FIG. 6 and FIG. 8, the alarm generation unit 17 stores a history of alarm states and stores it in the history. Based on this, when a condition that a specific alarm is frequently issued or a condition that a specific alarm is continuously issued for a relatively long time is detected, the subsequent alarm is emphasized. It is supposed to be possible. In such a case, the alarm generation unit 17 performs the alarm generation operation by executing the control program represented by the flowchart of FIG. 9, for example.

In the control program shown in FIG. 9, after the start, in step 91, it is determined whether or not there is an alarm state. If not in the alarm state, the determination in step 91 is repeated. If the result of determination in step 91 is that there is an alarm state, in step 92, based on the history of alarm states that have been stored, it is determined whether or not the specific alarm occurrence frequency FX is greater than or equal to a predetermined reference value FXR. To judge. As a result, the occurrence frequency FX of the specific alarm is the predetermined reference value FXR.
If the above is the case, the alarm is emphasized in step 93, and the process returns to step 91.

Further, as a result of the judgment in step 92, when the occurrence frequency FX of the specific alarm is less than the predetermined reference value FXR, in step 94, the specific alarm is determined based on the history of the alarm state stored. It is determined whether or not the alarm duration time TX is equal to or longer than a predetermined reference time TXR. As a result, the duration TX of the specific alarm is the predetermined reference time TXR.
In the case of the above, the process proceeds to step 93 and the alarm is emphasized, and the process returns to step 91. If the result of determination in step 94 is that the duration TX of the specific alarm is less than the predetermined reference time TXR, step 95.
At, the alarm is regarded as normal and the process returns to step 91.

Further, the alarm generation unit 17 in any of the examples shown in FIGS. 1, 3, 5, 6, and 8 described above provides a visual alarm for alerting the driver to the potential danger. Vibrating to those that emit a sound, those that issue a warning with a pseudo sound that calls the driver's attention to the potential danger, or the operation unit equipped in the vehicle that may perform an operation that increases the potential danger. Is provided to give an alarm, or to give a warning by giving vibration to a seat or a vehicle body provided in an automobile.

When the visual alarm is to be issued, specifically, for example, by controlling the lamps provided in each part of the automobile, or a head-up display provided in the automobile. An alarm is activated by controlling the device. In addition, when it is assumed that a warning is issued by a pseudo sound, specifically, it is assumed that a plurality of speakers provided in the vehicle are used, and the pseudo sound from the speaker is generated depending on the content of the potential danger. The generation direction is changed. Further, when the alarm is to be issued by applying vibration to the operation unit, specifically, the steering wheel, the brake pedal, the accelerator pedal, etc. are made to vibrate according to the situation. .

[0093]

As is apparent from the above description, the potential danger detecting device for a vehicle according to the present invention is based on the environmental recognition output signal, and detects each of a plurality of primary dangers that may occur at that time. The degree of primary danger is required, and along with that, the degree of secondary danger for each of the secondary hazards that may occur with the operation performed by the driver to avoid the primary hazard is also required. The degree of potential danger involved, that is, the potential risk is all of the multiple primary risks, or a selected one of the multiple primary risks, and all or multiple of the multiple secondary risks. Is derived based on the selected one of the secondary risk levels, and an alarm is issued to alert the driver to the danger that may occur, depending on the potential risk level.

Therefore, according to the potential danger detecting device for an automobile of the present invention, the primary danger of the potential risk of a moving automobile is recognized when the traveling environment of the automobile is accurately recognized by various detecting elements. Since it will be accurately determined based on both the primary risk and the secondary risk, not based only on the degree of danger, an alarm will be issued to the driver every moment according to the calculated potential risk. Be extremely effective in raising the attention to be paid to the potential dangers of a changing car, resulting in a state in which a running car can be reliably prevented from falling into an emergency. become.

[Brief description of drawings]

FIG. 1 is a first diagram showing a potential danger detection device for an automobile according to the present invention.
It is a block diagram showing an example of.

FIG. 2 is a block configuration diagram showing a specific example of an environment recognition unit in the example shown in FIG.

FIG. 3 is a second view of a potential danger detection device for an automobile according to the present invention.
It is a block diagram showing an example of.

FIG. 4 is a flowchart showing an example of a control program executed by the alarm generation unit in the example shown in FIG. 3 during an alarm generation operation.

FIG. 5 is a third view of the potential hazard detection device for an automobile according to the present invention.
It is a block diagram showing an example of.

FIG. 6 is a fourth diagram showing a potential danger detection device for an automobile according to the present invention.
It is a block diagram showing an example of.

FIG. 7 is a flowchart showing an example of a control program executed by the alarm generation unit in the example shown in FIG. 6 during an alarm generation operation.

FIG. 8 is a fifth example of the potential hazard detection device for an automobile according to the present invention.
It is a block diagram showing an example of.

9 is a flowchart showing an example of a control program executed by an example of the alarm generation unit in each of the examples shown in FIGS. 1, 3, 5, 6, and 8 in the alarm generation operation.

[Explanation of symbols]

 11 Environment Recognition Section 12,51 Primary Danger Processing Section 13,52 Secondary Danger Processing Section 14 Primary / Secondary Danger Integrated Section 15,57 Reference Value Setting Section 16,56 Comparison Section 17 Alarm Generation Section 41 Acceleration Environment Estimation Section 42 Deceleration Environment estimation unit 43 Lane change environment estimation unit 44 Vehicle speed maintenance environment estimation unit 45 Lane maintenance environment estimation unit 46, 47, 48, 49 50 Danger processing unit 53 Judgment characteristic information supply unit 54 Operation limit characteristic information supply unit 55 Primary / secondary Sensory danger integration unit 58 Urgency detection unit 59,85 Switch 60 Warning signal formation unit 71 Minimum secondary danger detection unit 72 Behavior detection unit 73 Behavior comparison unit 77 Execution motion recognition unit 86 Alarm prohibition operation unit 87 Timer unit 88 Nand circuit

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Keiji Kanno 3-1, Shinchi Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Masaki Chiba 3-1-1 Shinchu, Fuchu-cho, Hiroshima Prefecture Mazda Co., Ltd. Within

Claims (21)

[Claims] 1. An environment recognition unit for recognizing a traveling environment of an automobile with a plurality of detection elements, and an environment recognition output signal obtained from the environment recognition unit,
A primary risk processing unit that performs a process for a primary risk that may occur in a recognized driving environment to obtain a primary risk level, and an action that is performed by the primary risk processing unit to avoid the primary risk. The secondary risk processing unit that performs secondary risk processing to determine the secondary risk, the primary risk calculated by the primary risk processing unit, and the secondary risk calculated by the secondary risk processing unit. A primary / secondary risk integration unit that integrates the next risk level to obtain a potential risk, and an alarm generation unit that issues an alarm according to the potential risk calculated by the primary / secondary risk integration unit. A potential hazard detection device for automobiles. 2. The primary / secondary risk integration section weights each of the primary risk and the secondary risk, and adds the weighted primary risk and secondary risk to the latent risk. The potential hazard detection device for an automobile according to claim 1, wherein the degree is obtained. 3. The primary risk processing unit obtains a primary risk degree for each of a plurality of types of primary risks, and the secondary risk processing unit obtains a secondary risk degree for each of a plurality of types of secondary dangers. 3. The potential danger detection of a vehicle according to claim 2, wherein the primary / secondary risk integration unit obtains the potential risk by adding together all of the plurality of primary risks and the plurality of secondary risks. apparatus. 4. The primary risk processing unit obtains a primary risk degree for each of a plurality of types of primary dangers, and the secondary risk processing unit obtains a secondary risk degree for each of a plurality of types of secondary dangers. The primary / secondary risk integration unit performs addition for those having a first predetermined value or more among a plurality of primary risks and those having a second predetermined value or more for a plurality of secondary risks. The potential danger detection device for an automobile according to claim 2, wherein the potential danger level is obtained. 5. The primary risk processing unit obtains a primary risk degree for each of a plurality of types of primary risks, and the secondary risk processing unit obtains a secondary risk degree for each of a plurality of types of secondary dangers. It is characterized in that the primary / secondary risk integration section calculates the potential risk by adding together the maximum of the plurality of primary risks and the minimum of the plurality of secondary risks. The potential hazard detection device for an automobile according to claim 2. 6. Based on an environment recognition output signal obtained from an environment recognition unit, a judgment about a primary danger that may occur in a recognized driving environment is made with reference to a judgment characteristic of a driver of an automobile. By referring to the primary sensation risk processing unit that determines the primary sensation risk level and the operation limit characteristics of the driver described above, it is possible to determine the secondary risk that may occur with the action of avoiding the primary risk. The secondary sensory danger processing unit that performs the secondary sensory risk degree by performing the primary sensory risk degree calculated by the primary sensory danger processing unit and the secondary sensory risk degree calculated by the secondary sensory risk processing unit. It is equipped with a primary / secondary sensory danger integration section that integrates to obtain the sensory risk level, and the alarm generation section uses the latent risk level obtained by the primary / secondary risk integration section and the above-mentioned primary / secondary sensory risk integration section. Sensed danger required Motor vehicle theft of hazard detecting apparatus according to claim 1, characterized in that it is intended to issue an alarm in response to. 7. The potential danger detection device for an automobile according to claim 6, wherein the warning generation unit changes the warning mode according to the respective values of the potential danger level and the sensory danger level. 8. An urgent level detection unit for detecting the urgency level of the primary risk determined by the primary risk processing unit, wherein the alarm generation unit has an urgent level detected by the urgency level detection unit equal to or higher than a predetermined level. The potential danger detection device for an automobile according to claim 1, wherein an alarm is immediately issued at a certain time. 9. The urgency detection unit is configured to detect the urgency level regarding the primary risk based on the change gradient of the primary risk level obtained by the primary risk processing unit. The potential hazard detection device for a vehicle described above. 10. An execution motion recognition section for recognizing an actual operation behavior of a driver of a vehicle is provided, and an alarm generation section issues an alarm according to the actual operation behavior recognized by the execution motion recognition section. The potential hazard detection device for an automobile according to claim 1, wherein 11. The secondary risk processing unit obtains a secondary risk level for each of a plurality of types of secondary risks, and among the plurality of secondary risk levels obtained by the secondary risk processing unit. An action detection unit that detects an avoidance action related to the smallest one,
The alarm generation unit includes an action comparison unit that compares the avoidance action detected by the action detection unit with the actual operation action recognized by the execution motion recognition unit, and the alarm generation unit is responsive to the comparison result obtained from the action comparison unit. The potential hazard detection device for an automobile according to claim 10, wherein the device is configured to issue an alarm. 12. An alarm prohibition operation unit that is operated to prohibit the alarm generation unit from generating an alarm, and the alarm generation unit issues an alarm for a predetermined period when the alarm prohibition operation unit is operated. The potential hazard detection device for an automobile according to claim 1, wherein the occurrence of the above is prohibited. 13. A timer unit for measuring a predetermined period from when the alarm prohibition operation unit is operated, and the alarm generation unit,
13. The potential danger detection device for an automobile according to claim 12, wherein the alarm is returned from the prohibited state to the alarm according to the measurement output signal obtained from the timer unit. 14. The potential danger detection of an automobile according to claim 1, wherein the alarm generation unit stores a history relating to an alarm generation state, and changes the alarm mode according to the stored history. apparatus. 15. The potential danger detection device for a vehicle according to claim 1, wherein the alarm generation unit issues a visual alarm to alert the driver of the vehicle to the potential danger. 16. The potential danger detection device for an automobile according to claim 15, wherein the alarm generation unit issues a visual alarm by controlling lamps provided in the automobile. 17. The potential danger detection device for an automobile according to claim 15, wherein the alarm generation unit issues a visual alarm by controlling a head-up display device provided in the automobile. 18. The potential danger detection device for an automobile according to claim 1, wherein the alarm generation unit issues an alarm with a pseudo sound that alerts the driver of the automobile of the potential danger. 19. The potential danger detection of a vehicle according to claim 18, wherein the alarm generation unit changes the direction of generation of the pseudo sound according to the potential danger degree obtained by the primary / secondary danger integration unit. apparatus. 20. The alarm generator vibrates, of the operation units provided in the automobile, one that may perform an operation for increasing the potential risk determined by the primary / secondary danger integration unit. The potential hazard detection device for an automobile according to claim 1, wherein an alarm is issued by the above. 21. The potential danger detection device for a vehicle according to claim 20, wherein the alarm generator issues an alarm by vibrating a seat or a vehicle body provided in the vehicle.