JP2010039998A - Collision risk determination system for vehicle and communication terminal - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a collision risk determination system for a vehicle and a communication terminal for accurately determining the collision risk between a host vehicle and a warning target such as a pedestrian.
SOLUTION: A pedestrian presence information providing system 1 can communicate with a pedestrian detection device 3 mounted on a vehicle V and a pedestrian terminal 2 held by a pedestrian M existing around the vehicle V. A pedestrian presence information providing system that determines the degree of collision risk between V and pedestrian M, the presence determination unit 16 on the registered route of the pedestrian terminal 2 that predicts the movement route of the pedestrian M, and on this registered route The information provision determination part 36 of the pedestrian detection apparatus 3 which determines the collision risk degree of the vehicle V and the pedestrian M based on the movement path | route predicted by the presence determination part 16 is provided.
[Selection] Figure 1

Description

  The present invention relates to a vehicle collision risk determination system and a communication terminal.

2. Description of the Related Art Conventionally, there has been known an apparatus for determining a collision risk between a host vehicle and a pedestrian or the like existing around the host vehicle. For example, Patent Document 1 below discloses a pedestrian collision risk determination device for a vehicle that can ensure the collision protection between a vehicle and a pedestrian. This determination apparatus first sets an area within a predetermined distance from the host vehicle as a collision risk zone among the vehicle width zone and the pedestrian intrusion zone in which a pedestrian can enter the vehicle width zone. When the pedestrian is present in the collision risk zone, it is determined that the collision risk is high, and when it is not present, it is determined that the collision risk is low.
JP 2004-268829 A JP 2000-149198 A JP 2005-202893 A

  However, the determination device described in Patent Document 1 determines the collision risk based only on whether or not a pedestrian exists in a predetermined range called a collision risk zone. Behavior is not considered. That is, in the determination apparatus, the determination criterion for the collision risk is uniform. Therefore, even if the collision risk between the host vehicle and the pedestrian is actually very low (high) due to the behavior of the pedestrian, it is evaluated in the same way as when the collision risk is high (low), and the collision risk is accurate. Cannot be determined.

  The present invention has been made in order to solve the above-described problem. A collision risk determination system for a vehicle and a communication terminal for determining a collision risk between a subject vehicle and a warning target such as a pedestrian with high accuracy are provided. The purpose is to provide.

  The vehicle collision risk determination system according to the present invention is capable of communication between an in-vehicle device mounted on a vehicle and a communication terminal held by a warning object existing around the vehicle, and the collision risk between the vehicle and the warning object. A vehicle collision risk determination system for determining whether there is a collision risk between a vehicle and a warning object based on the route prediction means for predicting the movement route of the warning object and the movement route predicted by the route prediction means And determining means for performing the processing.

  According to such a vehicle collision risk determination system, the route predicting means predicts a moving route indicating how the alarm target holding the communication terminal will move in the future, and the determining means determines the predicted moving route. Based on this, the collision risk between the vehicle and the alert target is determined. Here, the collision risk is the magnitude of the risk of collision between the vehicle and the alert target or the level of possibility of collision. Thus, the accuracy of determination of the collision risk can be increased by considering the predicted behavior pattern of the warning object when determining the collision risk between the vehicle and the warning object. It should be noted that the alert target refers to an object that requires alert for the driver of the vehicle, such as a pedestrian, a bicycle, a car, and a motorcycle.

  In the vehicle collision risk determination system according to the present invention, the vehicle includes a recording unit that records specific route information of a warning target, and the route prediction unit predicts the movement route of the warning target based on the specific route information recorded in the recording unit. It is preferable to do.

  In this case, the movement route of the alert target is predicted based on the specific route information of the alert target already recorded. Here, the specific route information is information on a moving route that the warning target has passed or may pass in the past. By considering this specific route information, it is possible to predict the future movement route to be warned with higher accuracy. As a result, the risk of collision between the vehicle and the alert target can be determined with higher accuracy.

  The vehicle collision risk determination system of the present invention preferably includes providing means for providing information according to the collision risk determined by the determination means.

  In this case, information corresponding to the collision risk is provided. Here, the information corresponding to the collision risk is information reflecting the magnitude of the collision risk, and the information providing destination (for example, the driver of the vehicle or the communication terminal holder) receives the information to detect the collision risk. A thing that can grasp the magnitude of the degree. Accordingly, it is possible to accurately transmit information based on the collision risk level to the information providing destination, and to encourage the information providing destination to take a safe action or the like.

  In the vehicle collision risk determination system of the present invention, when the providing unit determines that the collision risk between the vehicle and the alert target is high by the determining unit, the determination unit determines the collision risk between the vehicle and the alert target. It is preferable to provide information that draws more attention than when it is determined that is low.

  In this case, when it is determined that the collision risk is high, information for calling attention is provided more than when it is determined that the collision risk is low. Based information can be transmitted.

  Note that implementations of the above-described route prediction unit, determination unit, recording unit, and providing unit are not limited. For example, a part of these means may be mounted on the in-vehicle device, and the remaining means may be mounted on the communication terminal. Moreover, you may mount these means in the roadside system which can communicate with a vehicle equipment or a communication terminal.

  In addition, the communication terminal according to the present invention is a communication terminal that can communicate with an in-vehicle device mounted on a vehicle and is held by a warning target existing around the vehicle, and predicts a movement path of the warning target. And a transmission means for transmitting the movement route predicted by the route prediction means to the in-vehicle device.

  According to such a communication terminal, the movement path to be warned holding the communication terminal is predicted in the communication terminal and transmitted to the in-vehicle device. Therefore, the in-vehicle device can determine the collision risk between the vehicle and the alert target with high accuracy in consideration of the predicted movement route.

  The communication terminal according to the present invention preferably includes recording means for recording the specific route information of the alert target, and the route prediction means predicts the movement route of the alert target based on the specific route information recorded in the recording means.

  In this case, in the communication terminal, the movement route of the warning target is predicted based on the specific route information of the warning target already recorded. By considering this specific route information, it is possible to predict the future movement route to be warned with higher accuracy and transmit it to the in-vehicle device. As a result, in the in-vehicle device, when the degree of collision risk between the vehicle and the alert target is determined using the predicted movement route, the accuracy of the determination can be further increased.

  In the communication terminal of the present invention, the receiving means for receiving the collision risk between the vehicle and the alert target that is transmitted from the vehicle-mounted device in response to the transmission of the movement route by the transmitting means, and the collision risk received by the receiving means It is preferable to provide provision means for providing information corresponding to the alert target.

  In this case, when the communication terminal transmits the travel route to the in-vehicle device, the risk of collision between the vehicle and the alert target considering the travel route is transmitted from the in-vehicle device, and information corresponding to the risk of collision is provided to the alert target. Is done. Since the information provided to the alert target corresponds to the collision risk level, information based on the collision risk level can be accurately transmitted to the alert target, and the alert target can be encouraged to take a safe action.

  According to such a vehicle collision risk determination system and a communication terminal, it is possible to determine the collision risk between the own vehicle and a warning target such as a pedestrian with high accuracy.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the present embodiment, the vehicle collision risk determination system according to the present invention is applied to a pedestrian presence information providing system. In the description of the drawings, the same or equivalent elements are denoted by the same reference numerals, and redundant description is omitted.

  First, the structure of the pedestrian presence information provision system 1 which concerns on embodiment is demonstrated using FIGS. 1-3. FIG. 1 is a diagram illustrating a configuration of a pedestrian presence information providing system 1 according to the embodiment. FIG. 2 is a diagram showing a functional configuration of the pedestrian terminal (communication terminal) 2 shown in FIG. FIG. 3 is a diagram showing a functional configuration of the pedestrian detection device (on-vehicle device) 3 shown in FIG.

  The pedestrian presence information providing system 1 determines the collision risk between the vehicle V on which the pedestrian detection device 3 is mounted and the pedestrian (guard target) M carrying (holding) the pedestrian terminal 2, In this system, information corresponding to the determined collision risk level is provided to the driver of the vehicle V and the pedestrian M. The pedestrian detection device 3 and the pedestrian terminal 2 can communicate with each other. The collision risk level is the level of danger that the vehicle V and the pedestrian M collide or the possibility of collision. In FIG. 1, only one pedestrian existing around the vehicle V is shown for simplicity, but the number of pedestrians carrying the pedestrian terminal is not limited to this.

  The pedestrian terminal 2 is a communication terminal that transmits / receives information to / from the pedestrian detection device 3 and provides the pedestrian M with information corresponding to the degree of collision risk. In particular, the pedestrian terminal 2 predicts the movement path of the pedestrian M and provides the predicted movement path to the pedestrian detection device 3. Therefore, the pedestrian terminal 2 includes an antenna 10, a GPS (Global Positioning System) receiver 11, an input unit 12, a registered route setting unit 13, a passage route memory 14, a registered route memory (recording means) 15, and a registered route. A determination unit (route prediction unit) 16, an information addition / detection unit 17, a transmission unit (transmission unit) 18, a reception unit (reception unit) 19, and an information provision unit (provision unit) 20 are provided.

  The antenna 10 transmits radio waves having a predetermined frequency in all directions. The radio wave transmitted from the antenna 10 can reach a predetermined range (for example, a range having a radius of several tens of meters). The antenna 10 can receive radio waves from all directions.

  The GPS receiver 11 acquires the current position of the pedestrian terminal 2 (pedestrian M). Specifically, position-positioning radio waves radiated from a plurality of GPS satellites (not shown) are received, and a latitude / longitude indicating the current position is obtained by calculating a difference in arrival times of the received radio waves. Then, the GPS receiver 11 outputs the acquired latitude and longitude as movement route information to the registered route setting unit 13 and the registered route presence determination unit 16 at regular intervals.

  The input unit 12 receives a movement route input by a pedestrian M operating the pedestrian terminal 2 and records the movement route in the registered route memory 15 as a registered route (specific route information). The movement route input from the input unit 12 is, for example, a route that the pedestrian M is scheduled to pass in the near future. In addition, the input method of a movement path | route and the apparatus which comprises the input part 12 are not limited. For example, the input unit 12 may include an interface such as a key operation unit or a pen input unit, or may include a port that can be connected to another input device.

  The registered route setting unit 13 records the travel route information input from the GPS receiver 11 in the travel route memory 14 in association with the current time. The registered route setting unit 13 records, in the registered route memory 15, the route that the pedestrian M has recently traveled at a predetermined frequency out of the routes recorded in the passage route memory 14 and is recorded in the registered route memory 15. The route that the pedestrian M does not pass recently is deleted from the existing routes.

  The traffic route memory 14 is a rewritable storage device that stores a route that the pedestrian M carrying the pedestrian terminal 2 is currently passing.

  The registered route memory 15 records, as a registered route (specific route information), a route that the pedestrian M carrying the pedestrian terminal 2 has recently passed at a predetermined frequency or a route that the pedestrian M may pass in the future. It is a rewritable storage device.

  The presence determination unit 16 on the registered route predicts a route on which the pedestrian M is likely to move based on the travel route information acquired by the GPS receiver 11 and the registered route recorded in the registered route memory 15. . Specifically, the presence determination unit 16 on the registered route is a predetermined distance from the current position of the pedestrian M in the past based on the current position information of the pedestrian M input from the GPS receiver 11 at regular intervals. A travel route to a point that has been traced back (hereinafter referred to as “the latest travel route”) is acquired. Then, the registered route presence determination unit 16 searches for a registered route that at least partially matches the latest travel route (for example, the route r in FIG. 1). If a registered route that at least partially matches is present, a predicted route signal indicating a route (hereinafter referred to as “predicted route”) of a point that is a predetermined distance from the current position in the registered route is added with information. Output to the detector 17. Note that the predicted paths are indicated as paths t1, t2, and t3 in FIG. 1, for example. The registered route presence determination unit 16 outputs a current position signal indicating the current position and a latest movement route signal indicating the latest movement route to the information addition / detection unit 17.

  The information addition / detection unit 17 creates pedestrian data to be transmitted to the pedestrian detection device 3. Specifically, the information adding / detecting unit 17 first obtains a predicted route from the predicted route signal input from the registered route existence determining unit 16. Further, the information adding / detecting unit 17 acquires the current position from the current position signal input in the same manner, and acquires the latest movement path from the latest movement path signal. Then, the information addition / detection unit 17 creates pedestrian data in which a terminal ID is added to the predicted route, the current position, and the latest movement route. In addition, when a predicted route signal is not input from the registered route presence determination unit 16, pedestrian data that does not include the predicted route is created. The information addition / detection unit 17 outputs the created pedestrian data to the transmission unit 18. Further, the information addition / detection unit 17 extracts an information provision level (collision risk level) and a terminal ID, which will be described later, from the information provision level data input from the reception unit 19. When the extracted terminal ID matches the terminal ID of the pedestrian terminal 2 itself, a provision level signal indicating the extracted information provision level is output to the information providing unit 20.

  The transmission unit 18 modulates the pedestrian data input from the information addition / detection unit 17. The modulated pedestrian data is transmitted via the antenna 10.

  The receiving unit 19 demodulates the radio wave from the pedestrian detection device 3 received by the antenna 10 and outputs the demodulated information provision level data to the information adding / detecting unit 17.

  The information providing unit 20 acquires the information providing level from the providing level signal input from the information adding / detecting unit 17 and outputs notification information corresponding to the information providing level. For this purpose, the information providing unit 20 reads in advance a correspondence between the information providing level and the broadcast information to be output from a memory (not shown). For example, the voice information (notification information) associated with a specific information provision level J1, “I will meet a car in the future. Please stop when crossing the road.” The voice information “Car is approaching. Be careful.” Associated with the information provision level J2 when it is determined that the collision risk is low is read. Thus, the notification information is set according to the magnitude of the collision risk.

  For example, when the information providing level acquired by the information providing unit 20 is J1, the information providing unit 20 outputs the above-described message by voice. Since the notification information is set in accordance with the magnitude of the collision risk, when it is determined that the collision risk between the vehicle V and the pedestrian M is high, the collision risk is determined to be low. The information providing unit 20 provides information for calling attention by the pedestrian M as compared with the above. Note that the type of notification information is not limited to this, and a warning sound may be sounded, a message may be displayed on the display, or a warning lamp may blink. Further, the notification information is not associated with the information provision level set when the collision risk is low, and nothing may be notified when the collision risk is low.

  The pedestrian detection device 3 is an in-vehicle device that transmits / receives information to / from the pedestrian terminal 2 and provides the driver of the vehicle V with information corresponding to the degree of collision risk. In particular, the pedestrian detection device 3 determines whether the vehicle V and the pedestrian M are based on the future positional relationship between the vehicle V and the pedestrian M based on the predicted route from the pedestrian terminal 2 and the current movement of the pedestrian M. Determine the collision risk. Therefore, the pedestrian detection device 3 includes an antenna 30, a vehicle speed sensor 31, a turn signal switch 32, a car navigation device 33, a reception unit 34, a pedestrian presence information provision area table 35, an information provision determination unit (determination means) 36, and transmission. A section 37 and an information providing section (providing means) 38 are provided.

  The antenna 30 transmits radio waves having a predetermined frequency in all directions. The radio wave transmitted from the antenna 30 can reach a predetermined range (for example, a radius of several tens of meters). The antenna 30 can receive radio waves from all directions. In addition, since the vehicle V mainly travels forward, there is a high possibility of encountering a pedestrian existing in front of the vehicle V. Therefore, the antenna 30 may be a directional antenna having directivity on the front side of the vehicle V.

  The vehicle speed sensor 31 is a sensor that is provided on each of the four wheels and detects the rotational speed of each wheel. The pedestrian detection device 3 can acquire the value detected by the vehicle speed sensor 31. In addition, the kind of vehicle speed sensor, an installation form, etc. are not limited to this, A deformation | transformation is possible.

  The turn signal switch 32 is a switch for the driver to input a right direction instruction or a left direction instruction in order to blink the left and right turn signals. The blinker switch 32 can indicate the state of the switch (no operation, right direction instruction operation, left direction instruction operation), and the pedestrian detection device 3 can acquire the state of this switch.

  The car navigation device 33 detects the current position of the vehicle V using GPS or the like and performs various guidance to the travel destination. The car navigation device 33 holds a map information database in order to display a map around the current position of the vehicle V on the display, and acquires map information around the current position from the map information database. The pedestrian detection device 3 can acquire map information around the current position from the car navigation device 33. The method for acquiring the map information is not limited to this. For example, the pedestrian detection device 3 itself may store a road information database in an internal storage device or the like and acquire the map information from the database.

  The receiving unit 34 demodulates the radio wave from the pedestrian terminal 2 received by the antenna 30, and outputs the demodulated pedestrian data to the information provision determination unit 36.

  The pedestrian presence information provision area table 35 is a table showing a pedestrian presence information provision area EA corresponding to the vehicle speed and the turn signal information, and is stored in a memory (not shown) in the pedestrian detection device 3. The pedestrian presence information provision area EA is indicated by a predetermined shape based on the traveling state based on the vehicle speed of the vehicle V and the blinker information.

  For example, there are three types of information as turn signal information: straight ahead, right direction indication, and left direction indication. When the vehicle speed is set to four speed ranges of stop, low speed range, medium speed range, and high speed range, pedestrian presence information is provided. Twelve areas are set as the area. When the turn signal information is straight, an area centered on the center line is set in front of the vehicle V as shown in FIG. Further, when the turn signal information indicates a right direction, an area that includes the right front of the vehicle V is set, and when the turn signal information indicates a left direction, an area that includes the front left of the vehicle V is set. As the vehicle speed increases, an area that is narrower and longer along the traveling direction is set. When the vehicle V is stopped, a circle area having a radius of about several meters to 10 m is set around the vehicle V.

  The information provision determination unit 36 determines the risk of collision between the vehicle V and the pedestrian M based on the pedestrian data input from the reception unit 34. In order to make this determination, the information provision determination unit 36 uses information from the pedestrian presence information provision area table 35, the vehicle speed sensor 31, the blinker switch 32, and the car navigation device 33.

  Specifically, the information provision determination unit 36 acquires the detection value of the vehicle speed sensor 31 to calculate the vehicle speed, and acquires the turn signal information from the turn signal switch 32. Then, the information provision determination unit 36 refers to the pedestrian presence information provision area table 35 based on the vehicle speed and the turn signal information, and extracts the pedestrian presence information provision area EA corresponding to the acquired vehicle speed and the turn signal information. Furthermore, the information provision determination unit 36 acquires map information around the current position from the car navigation device 33, and corrects the pedestrian presence information provision area EA extracted based on the map information. For example, when the road on which the vehicle V is traveling is curved to the right ahead, the pedestrian presence information providing area EA is corrected to be curved rightward along the curve.

  And the information provision determination part 36 is based on the present position contained in pedestrian data, and the pedestrian M holding the pedestrian terminal 2 which is a transmission source exists in this pedestrian presence information provision area EA. Determine whether. Here, if the information provision determination part 36 determines that the pedestrian M exists in the pedestrian presence information provision area EA, the collision risk between the vehicle V and the pedestrian M is determined based on the pedestrian data. Specifically, the collision risk is determined based on the predicted route and the latest movement route of the pedestrian M included in the pedestrian data, and the traveling state of the vehicle V, and the information reflecting the determined collision risk. A provision level is set. The set information provision level is associated with the terminal ID of the pedestrian terminal 2 included in the pedestrian data, and is output to the transmission unit 37 as information provision level data, and the information provision unit 38 as a provision level signal. Is output.

  The transmission unit 37 modulates the information provision level data input from the information provision determination unit 36. The modulated information provision level data is transmitted via the antenna 30.

  The information providing unit 38 acquires the information providing level from the providing level signal input from the information providing determining unit 36, and outputs notification information corresponding to the information providing level. For this purpose, the information providing unit 38 reads in advance a correspondence between the information provision level and the broadcast information to be output from a memory (not shown). For example, the voice information (notification information) associated with the information provision level J1 “Pedestrians are about to cross the road in 50m ahead. The voice information “Pedestrian is 50m ahead. Please be careful.” Is read out, which is associated with the information provision level J2 when it is determined that the degree of risk is low. Thus, the notification information is set according to the magnitude of the collision risk.

  For example, when the information providing level acquired by the information providing unit 38 is J1, the above message is output from the information providing unit 38 by voice. Since the notification information is set in accordance with the magnitude of the collision risk, when it is determined that the collision risk between the vehicle V and the pedestrian M is high, the collision risk is determined to be low. The information providing unit 38 provides information for calling attention by the driver of the vehicle V as compared with the above. Note that the type of notification information is not limited to this, and a warning sound may be sounded, a message may be displayed on the display, or a warning lamp may blink. Further, the notification information is not associated with the information provision level set when the collision risk is low, and nothing may be notified when the collision risk is low.

  Next, with reference to FIGS. 4-6, the operation | movement in the pedestrian presence information provision system 1 is demonstrated. 4 is a flowchart showing the process of the registered route setting unit 13 shown in FIG. 2, and FIG. 5 is a flowchart showing the process of the registered route existence determining unit 16 shown in FIG. FIG. 6 is a flowchart showing processing of the information provision determination unit 36 shown in FIG.

  In the pedestrian terminal 2, the GPS receiver 11 acquires the current position (movement route) of the pedestrian terminal 2 (pedestrian M) at regular time intervals. The registered route setting unit 13 records the current travel route in the travel route memory 14 based on the current position input from the GPS receiver 11 (step S10). Thereafter, the registered route setting unit 13 updates the registered route. For this purpose, the registration route setting unit 13 reads and holds the unit set distance R1, the set number S, and the set time T from a memory (not shown). Here, the unit set distance R1 is a walking distance that is necessary and sufficient to determine whether or not to register the current travel route in the registered route memory 15 as a route that the pedestrian M has frequently traveled recently. The set number of times S is the number of times necessary and sufficient for determining whether or not to register in the registered route memory 15 as a route that the pedestrian M frequently passes recently. Furthermore, the set time T is an elapsed time that is necessary and sufficient to determine whether or not to delete the registered route from the registered route memory 15 as a route that the pedestrian M has not recently traveled.

  In order to update the specific route, the registered route setting unit 13 first searches the passage route memory 14 on the condition of the current travel route, and overlaps the travel route with the unit set distance R1 by the set number S or more. It is determined whether or not a route exists, that is, whether or not a pedestrian M (pedestrian terminal 2) has passed a specific route having a distance of R1 or more in the past (step S11). At this time, if the requirement is satisfied (step S11; YES), the registered route setting unit 13 records the current travel route as a registered route in the registered route memory 15 (records specific route information) (step S12). If the requirement is not satisfied, the registered route setting unit 13 proceeds to step 13 (step S11; NO).

  Next, the registered route setting unit 13 searches the registered route memory 15 and determines whether or not there is a registered route in which the pedestrian M (pedestrian terminal 2) does not pass for the set time T or longer for each unit set distance R1. (Step S13). At this time, if such a registered route exists (step S13; YES), the registered route setting unit 13 deletes the registered route from the registered route memory 15 (step 14), and such a registered route exists. If not, the registered route setting unit 13 ends the process (step S13; NO).

  Next, in the pedestrian terminal 2, a future movement route of the pedestrian M is predicted by the registered route presence determination unit 16. For this purpose, the registration path presence determination unit 16 previously reads and holds the determination distance R2 and the predicted distance R3 from a memory (not shown). Here, the determination distance R2 is the nearest movement distance of the pedestrian M that is necessary and sufficient for predicting the future movement route (predicted route) of the pedestrian M. The predicted distance R3 is the length of the predicted route that is necessary and sufficient for determining the collision risk between the vehicle V and the pedestrian M.

  First, the registration path presence determination unit 16 acquires the latest movement path from the current position to a point that has been traced back by the determination distance R2 in the past based on the current position information input from the GPS receiver 11 at regular intervals ( Step S20). Next, the registration path presence determination unit 16 searches the registration path memory 15 to check whether there is a registration path that at least partially matches the latest movement path (step S21). At this time, if there is a registered route that at least partially matches (step S21; YES), the registered route presence determination unit 16 selects a route from the current position to the point ahead of the predicted distance R3 in the registered route. The predicted route is output to the information addition / detection unit 17 (step S22). On the other hand, when there is no registered route that partially matches the latest travel route, the registered route presence determination unit 16 proceeds to step 23 (step S21; NO). Thereafter, the presence determination unit 16 on the registered route outputs a current position signal indicating the current position and a latest movement route signal indicating the latest movement route to the information addition / detection unit 17 (step S23).

  In the pedestrian terminal 2, the information addition / detection unit 17 then creates pedestrian data in which the terminal ID is added to the predicted route, the current position, and the latest movement route. This pedestrian data is output to the transmission unit 18 and transmitted from the transmission unit 18 via the antenna 10.

  The pedestrian data transmitted from the pedestrian terminal 2 is received by the reception unit 34 of the pedestrian detection device 3 mounted on the vehicle V existing within the predetermined range of the pedestrian M and output to the information provision determination unit 36. Is done.

  First, the information provision determination unit 36 acquires the vehicle speed, turn signal information, and map information of the vehicle V (step S30) and also acquires pedestrian data (step S31). At this time, if the pedestrian data is not acquired (that is, if there is no pedestrian M around the vehicle V), the information provision determination unit 36 ends the process (step S32; NO). When the information provision determination part 36 can acquire pedestrian data (step S32; YES), the information provision determination part 36 refers to the pedestrian presence information provision area table 35 based on the vehicle speed of the vehicle V and the blinker information. The pedestrian presence information provision area EA is acquired (step S33). At this time, the information provision determination part 36 correct | amends the pedestrian presence information provision area EA acquired using map information as needed. And the information provision determination part 36 compares this pedestrian presence information provision area EA and the present position contained in pedestrian data, and determines whether the pedestrian M exists in the pedestrian existence information provision area EA. Determination is made (step S34). Here, when the pedestrian M does not exist in the pedestrian presence information provision area EA, the information provision determination part 36 complete | finishes a process (step S34; NO).

  When the pedestrian M exists in the pedestrian presence information provision area EA (step S34; YES), the collision risk between the vehicle V and the pedestrian M is determined, and the information provision level Sj is set based on this determination. Is done. Specifically, first, the information provision determination unit 36 determines whether or not the predicted route is included in the pedestrian data (step S35). Here, when the predicted route is included (step S35; YES), the information provision level Sj is set based on the predicted route and the latest moving route included in the pedestrian data, and the predicted route is included. If not (step S35; NO), the information provision level Sj is set based only on the latest travel route.

  When the predicted route is included in the pedestrian data, there is a risk that the information provision determination unit 36 may collide the vehicle V and the pedestrian M at the destination of the moving route based on the predicted route and the traveling direction of the vehicle V. Whether or not (step S36). For example, as shown by a route t1 in FIG. 1, when a predicted route is set such that a pedestrian crosses a road in front of the vehicle V, there is a risk that the vehicle V and the pedestrian M collide. judge. Further, when the vehicle V is going to turn left at the intersection ahead, as shown by the route t2 in FIG. 1, the same applies when a predicted route is set such that the pedestrian M walks the left crossing pedestrian crossing. Judge that there is a risk of. On the other hand, as shown by a route t3 in FIG. 1, when a predicted route is set such that the pedestrian makes a right turn, it is determined that there is no risk that the vehicle V and the pedestrian M collide. Note that the criterion for determining the risk of collision between the vehicle V and the pedestrian M based on the predicted route is not limited to this, and other determinations based on the traveling state of the vehicle V, the walking state of the pedestrian M, road conditions, traffic conditions, and the like. A reference may be provided.

  When it is determined that there is a risk that the vehicle V and the pedestrian M will collide with each other on the moving route (step S36; YES), the information provision determination unit 36 further adds the pedestrian data while assuming the presence of the risk. It is determined whether or not there is a risk of collision between the vehicle V and the pedestrian M in consideration of the included latest movement route (step S37). That is, the collision risk is determined in consideration of not only the predicted route but also the current movement of the pedestrian M.

  For example, when the pedestrian M is predicted to cross the road in front of the vehicle V, if the pedestrian M is just starting to cross (see the route u1 in FIG. 1), the vehicle V is actually It is determined that the risk of collision with the pedestrian M is considerably high (step S37; YES). Then, the information provision determination unit 36 sets the information provision level Sj to a level J1 indicating that the risk of collision is very high (step S39). On the other hand, when it cannot be determined that the pedestrian M crosses but there is no danger of collision (see the route u2 and the route u3 in FIG. 1), there is a risk that the vehicle V and the pedestrian M will collide. It is determined that it is relatively low (step S37; NO). Then, the information provision determination unit 36 sets the information provision level Sj to the level J2 indicating that the collision risk is lower than the level J1 (step S40). Note that the criteria for determining the risk of collision between the vehicle V and the pedestrian M based on the most recent movement route is not limited to this, and other criteria depending on the traveling status of the vehicle V, the walking status of the pedestrian M, the road status, the traffic status, and the like. A determination criterion may be provided.

  When the predicted route is not included in the pedestrian data (step S35; NO), or when it is determined that there is no danger of collision at the moving route destination in the determination of the collision risk based on the predicted route (step S36; NO), the information provision determination unit 36 determines whether or not there is a risk that the vehicle V and the pedestrian M collide based on the latest movement route (step S38).

  For example, when the pedestrian M has just started to cross (see the route u1 in FIG. 1), the information provision determination unit 36 determines that there is a high risk that the vehicle V and the pedestrian M actually collide (step S38; YES). And the information provision determination part 36 sets information provision level Sj to the level J3 which shows that a collision risk is comparatively high (step S41). On the other hand, for example, when the pedestrian M is walking along the sidewalk (see the route u2 in FIG. 1) or when the pedestrian M starts walking away from the road (see the route u3 in FIG. 1). The information provision determination unit 36 determines that the risk of collision between the vehicle V and the pedestrian M is low (step S38; NO). And the information provision determination part 36 sets information provision level Sj to the level J4 which shows that a collision risk is lower than level J3 (step S42). In this case as well, the criterion for determining the risk of collision between the vehicle V and the pedestrian M based on the latest travel route is not limited to this, and the traveling status of the vehicle V, the walking status of the pedestrian M, the road status, and the traffic status Other determination criteria may be provided.

  In the present embodiment, the information provision determination unit 36 sets the level J1 so that the risk of collision is higher than the level J3, but the setting content of the information provision level is not limited. For example, in the information provision determination unit 36, the level J1 and the level J3 may be set to the same level. That is, when it is determined that the collision risk is high based on the latest travel route regardless of the presence or absence of the predicted route, the information provision determination unit 36 may determine that the collision risk is very high. Further, the relationship between the level J2 and the level J4 is not limited to the above content, similarly to the relationship between the level J1 and the level J3.

  When the information provision level Sj is set, the information provision determination unit 36 outputs the information provision level Sj to the information provision unit 38 (step S43). Then, the information providing unit 38 outputs information according to the input information providing level Sj. Moreover, the information provision determination part 36 outputs the information provision level data which matched terminal ID contained in the pedestrian data determined with the set information provision level Sj to the transmission part 37 (step S44). Then, the transmission unit 37 transmits the information provision level data.

  The information provision level data transmitted from the pedestrian detection device 3 is received by the reception unit 19 of the pedestrian terminal 2 held by the pedestrian M existing within the predetermined range of the vehicle V, and is output to the information addition / detection unit 17. Is done. The information addition / detection unit 17 extracts the terminal ID from the information provision level data, and the information provision level included in the information provision level data when the terminal ID matches the terminal ID of the pedestrian terminal 2 itself. Sj is output to the information providing unit 20. Then, the information providing unit 20 outputs information corresponding to the input information providing level Sj.

  According to the pedestrian presence information providing system 1 according to the present embodiment, since a predicted route where the pedestrian M is likely to pass is considered, the future positional relationship between the vehicle V and the pedestrian M is predicted in detail. As a result, the collision risk between the vehicle V and the pedestrian M can be determined with high accuracy. Furthermore, according to the pedestrian presence information providing system 1, since the current movement of the pedestrian M is also taken into consideration, it is possible to determine the collision risk between the vehicle V and the pedestrian M with higher accuracy.

  In addition, according to the pedestrian presence information providing system 1 according to the present embodiment, the predicted route acquired by the presence determination unit 16 on the registered route of the pedestrian terminal 2 is based on the recent traffic pattern of the pedestrian M. There is high accuracy. Therefore, it is possible to further increase the accuracy of the collision risk determination based on the predicted route.

  Further, according to the pedestrian presence information providing system 1 according to the present embodiment, the registered route can be registered via the input unit 12 of the pedestrian terminal 2, so that a route that has not been passed in the past is also stored in advance. It becomes possible to handle it as a predicted route by registering. As a result, even when the pedestrian M passes the road for the first time, the accuracy of the collision risk can be further increased.

  In addition, according to the pedestrian presence information providing system 1 according to the present embodiment, information based on the collision risk is accurately transmitted to the driver and the pedestrian M of the vehicle V that is the information providing destination, and the driver of the vehicle V Alternatively, the pedestrian M can be encouraged to take safe actions and actions. For example, it can be expected that the driver of the vehicle V reduces the speed of the vehicle V or looks more closely at the front by the notification information. In addition, it can be expected that the pedestrian M carefully confirms the left and right before crossing by the notification information or stops dangerous crossing.

  In addition, according to the pedestrian presence information providing system 1 according to the present embodiment, the notification information is output so as to attract more attention as the collision risk increases, so that the driver of the vehicle V or the pedestrian M is notified. Thus, more detailed and accurate information according to the collision risk can be transmitted.

  The present invention has been described in detail based on the embodiments. However, the present invention is not limited to the above embodiment. The present invention can be modified in various ways as described below without departing from the scope of the invention.

  In the said embodiment, although the pedestrian terminal 2 was used as a communication terminal used with the pedestrian presence information provision system 1 and this pedestrian terminal 2 was made into the form hold | maintained by the pedestrian M, the communication terminal to be used and the said communication terminal However, the object that holds the symbol (a subject of caution) is not limited to this. For example, a communication terminal having the same function as the pedestrian terminal 2 may be held on a bicycle, a motorcycle, an automobile, or the like.

  In the above embodiment, the future movement route of the pedestrian M is predicted by the presence determination unit 16 on the registered route of the pedestrian terminal 2, and the collision risk is determined by the information provision determination unit 36 of the pedestrian detection device 3. It is not limited how to implement the prediction of the movement path of the alert target and the determination of the collision risk. For example, the pedestrian terminal 2 may obtain travel information of the vehicle V from the pedestrian detection device 3 and then predict the movement route of the pedestrian M and determine the collision risk. In addition, a roadside system that is communicable with the in-vehicle device or the communication terminal and that is independent of the in-vehicle device and the communication terminal receives the alarm target registration route and the latest movement route from the communication terminal, and the vehicle travel information from the in-vehicle device. May be received to predict the movement route to be warned and to determine the collision risk.

  Further, the implementation form of the function for providing information according to the collision risk is not limited. For example, the roadside system may determine the content of the notification information and transmit it to the communication terminal and the in-vehicle device, and the communication terminal and the in-vehicle device may simply output the received notification information.

  Moreover, in the said embodiment, after determining the collision risk in the information provision determination part 36, although both the pedestrian terminal 2 and the pedestrian detection apparatus 3 output the notification information according to the collision risk. The processing after the collision risk determination is not limited to this. For example, the vehicle may be controlled on the vehicle side according to the collision risk. Specifically, when it is determined that the risk of collision between the vehicle and the alert target is high, the vehicle may be decelerated or stopped. Moreover, it is good also as a collision risk judgment system which performs even the collision risk judgment.

  In the above-described embodiment, the predicted route is derived when the latest moving route of a predetermined distance matches at least a part of the registered route. However, the method of deriving the predicted route is not limited to this. For example, when the latest movement route on which the warning target has moved and the registered route are close to each other at a predetermined distance (when the route is relatively close to the registered route), a part of the registered route is predicted. It may be derived as a route. Further, the predicted route may be derived without using the registered route. For example, it is conceivable to derive a predicted route of the pedestrian M by comparing the latest movement route of the pedestrian M with a typical traffic pattern of a general pedestrian in an area where the pedestrian M currently exists.

  Moreover, in the said embodiment, after determining a collision risk, the information provision level Sj reflecting the said collision risk is set, and the information provision part 20 and 38 outputs the alerting | reporting information corresponding to this information provision level. However, the determined collision risk may be directly associated with the notification information. In this case, for example, the pedestrian terminal 2 receives the collision risk and outputs notification information corresponding to the received collision risk.

  Moreover, in the said embodiment, when it determines with the collision risk degree being high in the information provision determination part 36, it alerts more than the case where it is determined with the information provision parts 20 and 38 that the collision risk degree is low. Although the notification information to be output is output, the alerting degree of the notification information may not be matched with the magnitude of the collision risk. For example, uniform notification information may be output when the risk of collision becomes a predetermined level or higher.

  In the above embodiment, each part other than the antenna and the sensors is configured by hardware. However, all or a part of each part may be configured by software using a microcomputer.

1 is a diagram illustrating a configuration of a vehicle collision risk determination system according to an embodiment. It is a figure which shows the function structure of the pedestrian terminal shown in FIG. It is a figure which shows the function structure of the pedestrian detection apparatus shown in FIG. It is a flowchart which shows the process of the registration path | route setting part shown in FIG. It is a flowchart which shows the process of the registration path presence determination part shown in FIG. It is a flowchart which shows the process of the information provision determination part shown in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Pedestrian presence information provision system, 2 ... Pedestrian terminal (communication terminal), 3 ... Pedestrian detection apparatus (vehicle equipment) 10, 30 ... Antenna, 11 ... GPS receiver, 12 ... Input part, 13 ... Registration Route setting unit, 14 ... Traffic route memory, 15 ... Registered route memory (recording unit), 16 ... Registration route existence determination unit (route prediction unit), 17 ... Information addition / detection unit, 18, 37 ... Transmission unit (transmission) Means), 19 ... receiving unit (receiving unit), 20, 38 information providing unit (providing unit), 31 ... vehicle speed sensor, 32 ... turn signal switch, 33 ... car navigation device, 34 ... receiving unit, 35 ... pedestrian presence Information provision area table, 36... Information provision determination unit (determination means)

Claims (7)

A vehicle collision risk determination system that can communicate with an in-vehicle device mounted on a vehicle and a communication terminal that is held by a warning target existing around the vehicle, and determines a collision risk between the vehicle and the warning target. Because
Route prediction means for predicting the movement route of the alert target;
A collision risk determination system for a vehicle, comprising: determination means for determining a collision risk between the vehicle and the alert target based on a movement route predicted by the route prediction means. Comprising recording means for recording the specific route information of the alert target;
The vehicle collision risk determination system according to claim 1, wherein the route prediction unit predicts a movement route of the alert target based on specific route information recorded in the recording unit.   The vehicle collision risk determination system according to claim 1 or 2, further comprising providing means for providing information according to the collision risk determined by the determination means.   The providing means determines that the risk of collision between the vehicle and the alert target is low by the determination means when the risk of collision between the vehicle and the alert target is determined by the determining means 4. The collision risk determination system for a vehicle according to claim 3, wherein information for calling attention is provided in comparison with a case. A communication terminal that is communicable with an in-vehicle device mounted on a vehicle, and is held by an alert target existing around the vehicle,
Route prediction means for predicting the movement route of the alert target;
A communication terminal comprising: a transmission unit that transmits the movement route predicted by the route prediction unit to the in-vehicle device. Comprising recording means for recording the specific route information of the alert target;
The communication terminal according to claim 5, wherein the route predicting unit predicts a movement route to be warned based on specific route information recorded in the recording unit. Receiving means for receiving a collision risk between the vehicle and the alert target, transmitted from the in-vehicle device in response to transmission of a movement route by the transmitting means;
The communication terminal according to claim 5, further comprising providing means for providing information corresponding to a collision risk received by the receiving means to the alert target.

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