CN114987453A - Vehicle, vehicle control method, and computer program - Google Patents

Abstract

The invention provides a vehicle, which enables a driver of a straddle type vehicle without carrying a sensor for detecting surrounding vehicles to recognize that the vehicle is running in a blind spot of other vehicles. The vehicle 1 includes: a peripheral vehicle detection means for detecting the motorcycle 9 traveling in the same direction as the host vehicle around the host vehicle; a vehicle-mounted communication unit capable of communicating with a two-wheeled vehicle communication device mounted on the motorcycle 9; and a control unit that calculates a vehicle blind spot retention time, which is a time when the motorcycle 9 is present in the vehicle blind spot BR1 or BL1, based on a detection result of the peripheral vehicle detection unit, and transmits a vehicle blind spot notification including the vehicle blind spot retention time or information generated based on the vehicle blind spot retention time from the vehicle-mounted communication unit to the two-wheeled vehicle communication device.

Description

Vehicle, vehicle control method, and computer program

Technical Field

The invention relates to a vehicle, a control method of the vehicle, and a computer program.

Background

In recent years, a travel support apparatus has been widely used which guides a driver of a host vehicle by monitoring a vehicle around the host vehicle using a sensor such as a camera or a radar so as to urge the driver to perform driving while avoiding contact with another vehicle. For example, in a travel support device shown in patent document 1, a blind spot of another vehicle is detected based on an image of the other vehicle obtained by a camera, and when the own vehicle exists in the blind spot of the other vehicle, the driver of the own vehicle is notified that the own vehicle exists in the blind spot of the other vehicle.

[ Prior art documents ]

[ patent document ]

[ patent document 1] Japanese patent application laid-open No. 2008-211309

Disclosure of Invention

[ problems to be solved by the invention ]

In order to prevent contact between the four-wheeled vehicle and the motorcycle, it is preferable that the travel support device of this type is also mounted on the motorcycle. However, since the conventional travel support device needs to mount a sensor such as a camera or a radar on the vehicle in order to detect another blind spot, the cost and weight of the motorcycle may increase.

The invention aims to provide a vehicle, a vehicle control method and a computer program, which can make a driver of a straddle-type vehicle without carrying a sensor for detecting surrounding vehicles recognize that the vehicle is running in a blind spot of other vehicles.

[ means for solving problems ]

(1) A vehicle (for example, a vehicle 1 described later) according to the present invention includes: peripheral vehicle detection means (for example, an on-vehicle sensor ECU (Electronic Control Unit) 22, a camera Unit 71, laser radar units 72a to 72e, and radar units 73a to 73e, which will be described later) for detecting a vehicle traveling in the same direction as the host vehicle around the host vehicle; vehicle-mounted communication means (for example, a vehicle-to-vehicle communication ECU25 and a second vehicle-mounted communication device 42 described later) capable of communicating with a straddle-type vehicle communication device (for example, a two-wheeled vehicle communication device 91 described later) mounted on a straddle-type vehicle (for example, a motorcycle 9 described later); and a control unit (for example, an automated driving ECU20 and a notification device ECU28 described later) that calculates a vehicle blind spot residence time, which is a time when the straddle-type vehicle is present in a vehicle blind spot, based on a detection result of the peripheral vehicle detection unit, and that transmits a vehicle blind spot notification including the vehicle blind spot residence time or information generated based on the vehicle blind spot residence time, from the vehicle-mounted communication unit to the straddle-type vehicle communication device.

(2) In this case, it is preferable that the control means transmit the vehicle blind spot notification from the vehicle-mounted communication means to the straddle-type vehicle communication device when the vehicle blind spot retention time exceeds a predetermined first time threshold.

(3) In this case, it is preferable that the control means calculates, as the own-vehicle blind-space retention time, a time during which the straddle-type vehicle traveling at a predetermined speed or higher is present in the own vehicle blind space.

(4) In this case, it is preferable that the control unit calculates a blind spot staying time of another vehicle, which is a time when the host vehicle exists in a blind spot of the other vehicle, based on a detection result of the surrounding vehicle detection unit, and notifies the driver of the host vehicle of the blind spot staying time of the other vehicle or information generated based on the blind spot staying time of the other vehicle.

(5) In this case, it is preferable that the control unit notify the driver of the host vehicle that the host vehicle is present in the another-vehicle blind spot when the another-vehicle blind spot staying time exceeds a predetermined second time threshold.

(6) In this case, it is preferable that the control unit calculates an accumulated other-vehicle dead-zone time as an accumulated value of each mileage of the other-vehicle dead-zone time, and notifies the driver of the host vehicle of the accumulated other-vehicle dead-zone time or information generated based on the accumulated other-vehicle dead-zone time when driving is completed.

[ Effect of the invention ]

(1) In the vehicle of the present invention, the control means calculates the own-vehicle blind spot retention time, which is the time when the straddle-type vehicle is present in the own-vehicle blind spot, based on the detection result of the surrounding vehicle detection means, and transmits the own-vehicle blind spot notification including the own-vehicle blind spot retention time or information generated based on the own-vehicle blind spot retention time, from the vehicle-mounted communication means to the straddle-type vehicle communication device. Thus, the driver of the saddle-ride type vehicle can recognize that the saddle-ride type vehicle driven by the driver is traveling in a blind spot of another vehicle. Therefore, according to the present invention, the driver of the straddle-type vehicle notified of the blind spot of the own vehicle can be prompted to drive away from the blind spot of the own vehicle, and therefore, contact between the own vehicle and the straddle-type vehicle can be prevented. Further, according to the present invention, even if a sensor such as a camera, a laser radar, or a radar is not mounted on the straddle-type vehicle, it is possible to recognize that the vehicle is traveling in a blind spot of another vehicle, and therefore, the cost and weight of the straddle-type vehicle can be reduced.

(2) In the present invention, the control unit transmits the vehicle blind spot notification from the vehicle-mounted communication unit to the straddle-type vehicle communication device when the vehicle blind spot staying time exceeds a first time threshold. Thus, the vehicle blind spot notification can be transmitted only when the straddle-type vehicle is traveling in the blind spot of the vehicle for a long time, that is, when the risk of contact between the vehicle and the straddle-type vehicle is high.

(3) In the present invention, the control means calculates, as the own-vehicle dead-zone staying time, a time during which a straddle-type vehicle traveling at a predetermined speed or higher is present in the own-vehicle dead zone. Therefore, according to the present invention, the following can be prevented: when a straddle-type vehicle has to be present in a blind spot of another vehicle during traffic congestion or parking, a vehicle blind spot notification is transmitted to the straddle-type vehicle.

(4) In the present invention, the control means calculates the other-vehicle-blind-spot retention time, which is the time existing in the other vehicle blind spot, based on the detection result of the peripheral-vehicle detection means, and notifies the driver of the vehicle of the other-vehicle-blind-spot retention time or information generated based on the other-vehicle-blind-spot retention time. According to the present invention, since the driver of the host vehicle can be prompted to drive the vehicle for a long time without staying in a blind spot of another vehicle, contact between the host vehicle and another vehicle can be prevented.

(5) In the present invention, the control unit notifies the driver of the host vehicle that the host vehicle is present in the blind spot of the other vehicle when the blind spot staying time of the other vehicle exceeds the second time threshold. Thus, only when the host vehicle is traveling in a blind spot of another vehicle for a long time, that is, only when the risk of contact between the host vehicle and another vehicle is high, it is possible to notify that the host vehicle is present in a blind spot of another vehicle and prompt the driver of the host vehicle to drive away from the blind spot of another vehicle.

(6) In the present invention, the control means calculates the cumulative other-vehicle dead-angle retention time, which is an integrated value of each mileage of the other-vehicle dead-angle retention time, and notifies the driver of the host vehicle of the cumulative other-vehicle dead-angle retention time or information generated based on the cumulative other-vehicle dead-angle retention time when driving is completed. According to the present invention, since the driver of the host vehicle can be prompted to drive the vehicle for a long time without staying in a blind spot of another vehicle, contact between the host vehicle and another vehicle can be prevented.

Drawings

Fig. 1 is a diagram schematically showing the configuration of a vehicle and a driving support system according to an embodiment of the present invention.

Fig. 2 is a flowchart showing a specific procedure of the driving guidance control.

Fig. 3 is a flowchart showing a specific procedure of the blind spot guidance processing of the vehicle.

Fig. 4 is a diagram showing an example of the range of the blind spot of the vehicle.

Fig. 5 is a flowchart showing a specific procedure of the other blind spot guidance processing.

Fig. 6 is a view showing an example of the range of another blind spot.

Detailed Description

Hereinafter, a configuration of a vehicle and a driving support system including the vehicle according to an embodiment of the present invention will be described with reference to the drawings.

Fig. 1 is a diagram schematically showing the configuration of a vehicle 1 according to the present embodiment and a driving support system S including the vehicle 1. The upper part of fig. 1 shows a plan view of the vehicle 1, and the lower part of fig. 1 shows a side view. In addition, the following description is made for the case where: the vehicle 1 is a four-wheeled vehicle having a so-called right rudder in which an operator's seat on which an operator sits is provided on the right side in the vehicle width direction as viewed in the traveling direction. The vehicle may be a so-called rudder-steer four-wheeled vehicle in which the driver's seat is provided on the left side in the vehicle width direction as viewed in the traveling direction. The driving support system S is constituted by a vehicle 1 and at least one motorcycle 9 as a saddle-ride type vehicle, and the motorcycle 9 travels around the vehicle 1 and can perform inter-vehicle communication with the vehicle 1 by wireless.

The vehicle 1 includes: an electric power steering apparatus 31 as a steering apparatus that steers the left and right front wheels Wf; a power plant 32 as a driving device that generates a driving force that rotates the front wheels Wf as driving wheels; a brake device 33 that generates a braking force for stopping the front wheels Wf and the rear wheels Wr; vehicle-mounted communication devices 41 and 42 that communicate with a communication device outside the vehicle by wireless; a lighting device group 5 composed of a plurality of lighting devices visible from the outside of the vehicle; a steering wheel 61 that is steered by a driver; an accelerator pedal 62 that is operated by the driver to accelerate and decelerate; a brake pedal 63 for deceleration operation by the driver; a lighter switch 64 for turning on and off the light of the lighter group 5 by the driver; a sensor unit 7 provided in the vehicle body; a notification device 8 that notifies the driver of various information; and a control unit 2 for controlling various in-vehicle devices such as the electric power steering device 31 and the power plant 32 based on a detection signal of the sensor unit 7, a driving operation of the driver, and the like.

The electric power steering device 31 includes: a gear box 31b for coupling the pinion shaft 31a extending from the steering wheel 61 to the left and right front wheels Wf; an electric motor 31c provided in the gear case 31 b; and a steering sensor 31d for detecting a steering angle or a steering speed of the steering wheel 61.

The gear case 31b includes a rack shaft extending in the vehicle width direction and meshing with the pinion shaft 31a, tie rods or the like connecting both end portions of the rack shaft to the left and right front wheels Wf, and converts the rotational movement of the steered wheels 61 caused by the steering operation of the driver into movement in the vehicle width direction, thereby steering the left and right front wheels Wf in the traveling direction. The electric motor 31c rotates in response to a control signal output from a steering ECU21, described later, of the control unit 2, and generates a driving force for assisting a steering operation by the driver or automatically steering the front wheels Wf. The steering sensor 31d detects the steering angle or steering speed of the steered wheels 61, and transmits a signal corresponding to the detected value to the steering ECU21 of the control unit 2.

The power plant 32 is a driving force generation source that generates driving force that rotates the front wheels Wf as driving wheels in order to advance or retreat the vehicle 1 in the traveling direction. Hereinafter, a case will be described in which an engine that generates a driving force in accordance with a control signal output from the control unit 2 by consuming fuel stored in a fuel tank, not shown, and a transmission that shifts the output of the engine and transmits the output to the front wheels Wf are used as the power plant 32, but the present invention is not limited to this. As the power plant 32, a drive motor that consumes electric power supplied from a high-voltage battery or a fuel cell stack, not shown, and generates driving force for rotating the front wheels Wf may be used in addition to the engine and the transmission.

The brake device 33 includes a disc brake device that generates a braking force for decelerating or stopping rotation of each wheel Wf, Wr by fastening a disc provided on an axle of each wheel Wf, Wr mainly during driving, in accordance with a deceleration operation of a brake pedal 63 by a driver, a control signal output from the control unit 2, and the like, and a parking brake (parking brake) that generates a braking force for maintaining a state in which rotation of each wheel Wr, Wf is stopped mainly during parking.

The group 5 of torches is composed of a front torch 51, a rear torch 52, a direction indicator 53, and the like. The front flasher 51 is constituted by a headlight, a position light, and the like provided on both sides in the vehicle width direction in the front portion of the vehicle 1. The rear lamp 52 is constituted by a tail lamp, a stop lamp, or the like provided on both sides in the vehicle width direction in the rear portion of the vehicle 1. The direction indicator 53 includes: a front right direction indicator provided on the right side when viewed in the traveling direction in the front portion of the vehicle 1, a rear right direction indicator provided on the right side when viewed in the traveling direction in the rear portion of the vehicle 1, a front left direction indicator provided on the left side when viewed in the traveling direction in the front portion of the vehicle 1, and a rear left direction indicator provided on the left side when viewed in the traveling direction in the rear portion of the vehicle 1. The front igniter 51, the rear igniter 52, and the direction indicator 53 are turned on based on a control signal or the like output from the igniter ECU27 of the control unit 2.

The sensor unit 7 includes a camera unit 71, a plurality of (e.g., 5) laser radar units 72a, 72b, 72c, 72d, and 72e, a plurality of (e.g., 5) radar units 73a, 73b, 73c, 73d, and 73e, a gyro sensor 74, and a GPS (Global Positioning System) sensor 75.

The camera unit 71 is a camera that photographs the front of the vehicle 1. The camera unit 71 is attached to, for example, a roof of the vehicle 1 at a position closer to a front window in a vehicle interior. The image captured by the camera unit 71 is sent to an in-vehicle sensor ECU22, described later, of the control unit 2.

The laser radar units 72a to 72e are each a laser radar (LIDAR) for detecting an object around the vehicle 1 by measuring scattered Light from the object irradiated with laser Light emitted in a pulse shape. The first laser radar unit 72a is provided on the right-hand side of the front portion of the vehicle 1 as viewed in the traveling direction, and detects an object slightly to the front right of the periphery of the vehicle 1. The second laser radar unit 72b is provided on the left-hand side of the front portion of the vehicle 1 as viewed in the traveling direction, and detects an object slightly to the left of the front of the periphery of the vehicle 1. The third laser radar unit 72c is provided at the center in the vehicle width direction in the rear portion of the vehicle 1, and detects an object behind the periphery of the vehicle 1. The fourth laser radar unit 72d is provided on the rear side in the right side portion of the vehicle 1, and detects an object slightly rearward of the right side portion around the vehicle 1. The fifth laser radar unit 72e is provided on the rear side in the left side portion of the vehicle 1, and detects an object slightly behind the periphery of the vehicle 1 on the left side. The detection signals of these laser radar units 72a to 72e are sent to the in-vehicle sensor ECU22 of the control unit 2.

Each of the radar units 73a to 73e is a microwave radar, and detects an object around the vehicle 1 by measuring a reflected wave from the object with respect to the microwave irradiation. The first radar unit 73a is provided on the right-hand side of the front portion of the vehicle 1 as viewed in the direction of travel, and detects an object slightly to the front right of the periphery of the vehicle 1. The second radar unit 73b is provided on the left-hand side of the front portion of the vehicle 1 as viewed in the traveling direction, and detects an object slightly to the left of the front of the periphery of the vehicle 1. The third radar unit 73c is provided at the center in the vehicle width direction in the front portion of the vehicle 1, and detects an object ahead of the periphery of the vehicle 1. The fourth radar unit 73d is provided on the right-hand side of the rear portion of the vehicle 1 as viewed in the traveling direction, and detects an object slightly to the right behind the periphery of the vehicle 1. The fifth radar unit 73e is provided on the left-hand side of the rear portion of the vehicle 1 as viewed in the traveling direction, and detects an object slightly to the left behind the periphery of the vehicle 1. Detection signals of the radar units 73a to 73e are sent to the in-vehicle sensor ECU22 of the control unit 2.

The gyro sensor 74 transmits a signal corresponding to a rotational motion of the vehicle 1 to a navigation ECU24, which will be described later, of the control unit 2. The GPS sensor 75 sends a signal corresponding to the current position of the vehicle 1 to the navigation ECU24 of the control unit 2.

The first in-vehicle communication device 41 wirelessly communicates with a server that provides map information, traffic information, or the like, acquires these pieces of information, and transmits them to the navigation ECU24 of the control unit 2. The second vehicle-mounted communication device 42 wirelessly communicates with a motorcycle communication device 91 mounted on the motorcycle 9 that travels around the vehicle 1, and exchanges information between the vehicle 1 and the motorcycle 9.

The notification device 8 includes: an audio output device 81 that notifies the driver of information in a form that can be recognized by auditory sense, such as voice or warning sound; and a display device 82 for informing the driver of information in a visually recognizable form such as an image or a warning lamp. The display device 82 is, for example, an instrument panel disposed on the front surface of the driver's seat.

The control unit 2 includes a plurality of ECUs 20 to 29 communicably connected via an in-vehicle network. Each of the ECUs 20 to 29 is a computer including a processor represented by a CPU (Central Processing Unit), a memory device such as a semiconductor memory, and an interface with an external device. The memory devices of the ECUs 20 to 29 store computer programs executed by the processors, data used by the processors for processing, and the like. Each ECU 20-29 may also include a plurality of processors, memory devices, interfaces, and the like. Hereinafter, the functions of the ECUs 20 to 29 will be described. The number of ECUs and the functions of the ECUs 20 to 29 may be appropriately designed, or may be further subdivided or combined as compared with the present embodiment.

The automated driving ECU20 is a computer mainly responsible for control related to automated driving of the vehicle 1. During the automatic driving, at least one of steering, acceleration/deceleration, inter-vehicle communication with another vehicle, and the like of the vehicle 1 is automatically controlled. Specific examples of the automated driving control by the automated driving ECU20 include: lane keeping control, lane departure suppression control (lane departure suppression control), lane change control, preceding vehicle following control, contact avoidance control, false start suppression control, driving guidance control, and the like.

The lane maintenance control is one of position control of the vehicle 1 for a lane, and is control for causing the vehicle 1 to automatically (independently of a driving operation by a driver) travel on a travel track set in the lane. The lane departure suppression control is one of position controls of the vehicle 1 in the lane, and detects a white line or a center separation zone, and automatically steers the vehicle so that the vehicle 1 does not cross the white line or the center separation zone. As such, the lane departure suppression control and the lane maintenance control have different functions.

The lane change control is control for automatically moving the vehicle 1 from the lane in which the vehicle 1 is traveling to the adjacent lane. The preceding vehicle following control is control for automatically following another vehicle traveling ahead of the vehicle 1. The false start suppression control is control for limiting acceleration of the vehicle 1 and suppressing a sudden start when the acceleration operation by the driver is equal to or more than a predetermined amount in the stopped state of the vehicle 1.

The contact avoidance control is a control in which: when a predetermined operating condition relating to the possibility of contact with an object (an obstacle or another vehicle including the parallel two-wheeled vehicle 9) in front of or on the side of the vehicle 1 is satisfied, at least one or more of the power unit 22, the brake device 33, and the electric power steering device 31 are automatically operated so as to avoid or reduce contact between the object and the vehicle. In the contact avoidance control, the automated driving ECU20 calculates a predicted contact time, which is a time taken until the object and the vehicle come into contact with each other, based on the detection results such as the position and speed of the object and the distance from the vehicle to the object obtained by the vehicle-mounted sensor ECU22 and the like, and starts the automatic operation in response to the predicted contact time being equal to or shorter than a predetermined contact time threshold (that is, in response to the satisfaction of the operation condition).

The driving guidance control is control for notifying drivers of the host vehicle and other vehicles of various information to urge driving for avoiding contact between the host vehicle and other vehicles, as will be described later with reference to fig. 2, is constituted by the own-vehicle blind spot guiding process (refer to step ST2 of fig. 2), the other-vehicle blind spot guiding process (refer to step ST3 of fig. 2), and the end-time driving diagnosis process (refer to step ST4 of fig. 2), the blind spot guiding process transmits various information about the blind spot of the vehicle to other vehicles traveling in the blind spot of the vehicle 1 while the vehicle is traveling, the blind spot guiding process is a process for informing the driver of the vehicle of various information about the blind spot to the driver using the informing device 8 while the vehicle 1 is traveling, the end-time driving diagnosis process evaluates the driving skill of the driver of the vehicle for one mileage before the end of the driving of the vehicle 1. The specific sequence of the host vehicle blind spot guidance processing, the other vehicle blind spot guidance processing, and the end-time driving diagnosis processing will be described in detail below with reference to fig. 2 to 6.

The steering ECU21 is a computer mainly responsible for the control of the electric power steering apparatus 31. The steering ECU21 assists the driver in steering the steering wheel 61 by inputting a control signal generated based on the steering angle or the steering speed detected by the steering sensor 31d to the electric motor 31 c. When the driving state of the vehicle 1 is the automatic driving, the steering ECU21 generates a driving force for automatically steering the front wheels Wf by inputting a control signal generated in accordance with a command from the automatic driving ECU20 to the electric motor 31c, and controls the traveling direction of the vehicle 1.

The in-vehicle sensor ECU22 controls the camera unit 71, the laser radar units 72a to 72e, and the radar units 73a to 73e of the sensor unit 7 that detect objects around the vehicle 1, and performs information processing using detection results of these units 71, 72a to 72e, and 73a to 73 e.

More specifically, the in-vehicle sensor ECU22 detects the position of an object (an obstacle or another vehicle including the motorcycle 9) around the vehicle, detects the distance from the vehicle to the object, detects the speed of the object, extracts the outline of the object, or extracts a separation line (white line or the like) of a lane on the road by analyzing the image captured by the camera unit 71 or the detection signals of the laser radar units 72a to 72e and the radar units 73a to 73 e. Therefore, in the present embodiment, the vehicle-surrounding detection means for detecting another vehicle traveling in the same direction as the own vehicle around the own vehicle is configured by the vehicle-mounted sensor ECU22, the camera unit 71, the laser radar units 72a to 72e, and the radar units 73a to 73 e.

The navigation ECU24 is a computer that controls the gyro sensor 74, the GPS sensor 75, and the first vehicle-mounted communication device 41, and processes the detection results or the information processing results of the gyro sensor 74, the GPS sensor 75, and the first vehicle-mounted communication device 41. More specifically, the navigation ECU24 acquires the current forward road, the current traveling position, and the like of the vehicle 1 based on the detection results of the gyro sensor 74 and the GPS sensor 75 and the database 78 of map information constructed in the storage device. The navigation ECU24 may search for a route from the current position to the destination based on the map information, the traffic information, and the like acquired via the first in-vehicle communication device 41.

The vehicle-to-vehicle communication ECU25 is a computer mainly responsible for the control of the second on-vehicle communication device 42. When the motorcycle 9 is present around the vehicle 1 and the motorcycle communication device 91 capable of performing the vehicle-to-vehicle communication with the second vehicle-mounted communication device 42 by the wireless method is mounted on the motorcycle 9, the vehicle-to-vehicle communication ECU25 transmits various information to the motorcycle communication device 91 by the wireless communication via the second vehicle-mounted communication device 42. Therefore, in the present embodiment, the vehicle-mounted communication means capable of communicating with the motorcycle communication device 91 mounted on the motorcycle 9 traveling around the own vehicle is constituted by the vehicle-to-vehicle communication ECU25 and the second vehicle-mounted communication device 42.

The power plant ECU26 is a computer primarily responsible for control of the power plant 32. The power plant ECU26 controls the output of the engine based on the acceleration and deceleration operation of the accelerator pedal 62 by the driver, and switches the gear position of the transmission based on information such as the vehicle speed detected by a vehicle speed sensor, not shown. When the driving state of the vehicle 1 is the automated driving, the power plant ECU26 automatically controls the power plant 32 based on a command from the automated driving ECU20 to control acceleration and deceleration of the vehicle 1.

The lighter ECU27 is a computer primarily responsible for the control of the lighter cluster 5. The ignitor ECU27 turns on and off various igniters constituting the ignitor group 5 in response to the lighting and lighting-off operation of the ignitor switch 64 by the driver while the vehicle 1 is traveling. When the driving state of the vehicle 1 is the automatic driving, the lighting device ECU27 turns on or off various lighting devices constituting the lighting device group 5 based on a command from the automatic driving ECU 20.

The notification device ECU28 is a computer mainly responsible for the control of the notification device 8. Notification device ECU28 notifies the driver of various information by operating sound output device 81 and display device 82 based on a command transmitted from autopilot ECU20 while vehicle 1 is traveling and when the driving of vehicle 1 is finished.

The brake ECU29 is a computer that is mainly responsible for controlling the brake device 33 or the parking lock mechanism of the transmission. The brake ECU29 controls the disc brake device based on the deceleration operation of the brake pedal 63 by the driver. When the driving state of the vehicle 1 is the automated driving, the brake ECU29 automatically controls the disc brake device based on a command from the automated driving ECU20 to decelerate and stop the vehicle 1. When the vehicle 1 is parked, the brake device ECU29 operates the parking brake based on the operation of a parking brake button, not shown, by the driver, and operates a parking lock mechanism provided in the transmission based on the operation of a shift lever, not shown, by the driver.

The motorcycle 9 includes: a two-wheeled vehicle communication device 91 that can wirelessly communicate with the second vehicle-mounted communication device 42 of the vehicle 1; and a notification device 92 connected to the two-wheeled vehicle communication device 91. The notification device 92 notifies the driver of the content of the information received by the two-wheeled vehicle communication device 91 in a form recognizable by the driver of the motorcycle 9. Hereinafter, a case will be described in which an indicator (indicator) that displays a message corresponding to information received by the two-wheeled vehicle communication device 91 or lights a warning lamp is used as the notification device 92, but the present invention is not limited to this. The notification device 92 may be a head cover that generates a sound corresponding to the information received by the two-wheel vehicle communication device 91. The notification device 92 may be an excitation device that independently vibrates the left and right grips of the motorcycle 9 in a form corresponding to the information received by the motorcycle communication device 91.

Fig. 2 is a flowchart showing a specific procedure of the driving guidance control. After the process shown in fig. 2 starts vehicle 1 in response to the on operation of the start switch, the control means including autopilot ECU20 and notification device ECU28 is repeatedly executed at predetermined cycles until vehicle 1 is stopped in response to the off operation of the start switch. Each step shown in fig. 2 is realized by the control unit executing a computer program stored in a memory device, not shown.

First, in step ST1, the control section determines whether or not the start switch is turned off. If the determination result at step ST1 is NO (NO), that is, if the vehicle 1 is traveling, the control unit proceeds to step ST 2.

In step ST2, the control unit executes a vehicle blind spot guidance process of transmitting various information about the vehicle blind spot to another vehicle traveling in the vehicle blind spot, and proceeds to step ST 3. In general, a straddle-type vehicle is not provided with a sensor for detecting another vehicle traveling in a blind spot in many cases. Therefore, in the vehicle blind spot guiding process in step ST2, the motorcycle 9, which is mounted with the motorcycle communication device 91 as described above among various vehicles that are likely to travel in the blind spot of the vehicle, is targeted, and various information is transmitted to the motorcycle 9.

Fig. 3 is a flowchart showing a specific procedure of the blind spot guidance processing of the vehicle.

First, in step ST11, the control unit determines whether or not the value of a detection flag indicating that the motorcycle 9 is detected in the blind spot of the vehicle is "1". The value of the during-detection flag is set to "1" in step ST13 described later, and is reset to "0" in step ST19 described later. If the determination result at step ST11 is no, the control unit proceeds to step ST12, and if YES (YES), the control unit proceeds to step ST 14.

In step ST12, the control unit determines whether the motorcycle 9 is present in the blind spot of the vehicle based on the detection result of the surrounding vehicle detection unit.

Fig. 4 is a diagram showing an example of the range of the blind spot of the own vehicle of the vehicle 1 as the own vehicle. In fig. 4, reference symbols BR1 and BL1 denote vehicle blind spots, which are ranges in which the driver of the vehicle 1 cannot see directly or via a mirror while heading in the traveling direction. That is, a right blind spot BR1 is a portion of the right side rear and the right side rear of the driver of the vehicle 1 viewed from the driver, and a left blind spot BL1 is a portion of the left side rear and the left side rear of the driver viewed from the driver. Fig. 4 shows a case where the motorcycle 9 travels in the left blind spot BL1 of the vehicle 1.

Returning to fig. 3, if the determination result at step ST12 is yes, that is, if the motorcycle 9 is present in the own-vehicle blind spot BL1 or BR1, the control unit proceeds to step ST13, sets the value of the in-detection flag to "1", and then proceeds to step ST3 of fig. 2. If the determination result in step ST12 is negative, that is, if the motorcycle 9 is not present in the own-vehicle blind spot BL1 or BR1, the value of the during-detection flag is set to "0", and the routine proceeds to step ST3 in fig. 2.

In step ST14, the control unit determines whether the motorcycle 9 is present in the blind spot of the vehicle based on the detection result of the surrounding vehicle detection unit. If the determination result at step ST14 is yes, the control unit proceeds to step ST15, and if not, the control unit proceeds to step ST 19. In step ST19, the control unit resets the value of the in-detection flag to "0", and then proceeds to step ST 20.

In step ST15, the control unit determines whether or not the speed of the own vehicle and the motorcycle 9 present in the blind spot of the own vehicle is equal to or higher than a predetermined speed based on the detection result of the surrounding vehicle detection unit. If the determination result at step ST15 is yes, the control unit proceeds to step ST16, sums up the dead-angle staying time of the vehicle corresponding to the time during which the motorcycle 9 traveling at the predetermined speed or higher continues to be present in the dead angle of the vehicle, and proceeds to step ST 17. If the determination result at step ST15 is negative, the control unit proceeds to step ST20, resets the value of the own-vehicle dead-angle retention time to "0", and then proceeds to step ST3 of fig. 2.

In step ST17, the control unit determines whether or not the own-vehicle dead-angle dwell time is greater than a first time threshold. If the determination result at step ST17 is yes, the control unit proceeds to step ST18, and if no, the control unit proceeds to step ST3 of fig. 2. In step ST18, the control unit transmits a vehicle blind spot notification including the vehicle blind spot retention time or information generated based on the vehicle blind spot retention time from the vehicle-mounted communication unit to the two-wheel vehicle communication device 91 mounted on the motorcycle 9, and then proceeds to step ST3 in fig. 2. The two-wheel vehicle communication device 91 of the two-wheel vehicle 9 receives the vehicle blind spot notification, and the notification device 92 displays a message corresponding to the received vehicle blind spot notification or turns on a warning lamp, thereby notifying the driver of the two-wheel vehicle 9 that the two-wheel vehicle 9 driving by himself is traveling in the blind spot of the adjacent vehicle 1.

Returning to fig. 2, in step ST3, the control unit executes another blind spot guide processing for notifying the driver of the own vehicle of various information about another blind spot using the notification device 8, and ends the processing shown in fig. 2.

Fig. 5 is a flowchart showing a specific procedure of the other blind spot guidance processing.

First, in step ST31, the control unit determines whether or not the value of a blind spot traveling flag indicating that the vehicle is traveling in a blind spot of another vehicle is "1". The value of the dead-angle running flag is set to "1" in step ST34 described later, and is reset to "0" in step ST40 described later. If the determination result at step ST31 is no, the control unit proceeds to step ST32, and if yes, the control unit proceeds to step ST 35.

In step ST32, the control means determines whether or not another vehicle is present around the own vehicle based on the detection result of the surrounding vehicle detection means. If the determination result at step ST32 is yes, the control unit proceeds to step ST33, and if not, the control unit returns to step ST11 in fig. 2.

In step ST33, the control unit determines whether the vehicle 1 as the own vehicle is present in another blind spot of another vehicle detected in step ST32, based on the detection result of the surrounding vehicle detection unit.

Fig. 6 is a diagram showing an example of the range of the blind spot of the motorcycle 9 as another vehicle. In fig. 6, reference numerals BR2 and BL2 denote blind spots, which are ranges where the driver of the motorcycle 9 cannot see directly or through the rear view mirror while pointing in the traveling direction. That is, a right blind spot BR2 is a portion of the right side rear and the right side rear of the driver of the motorcycle 9 as viewed from the driver, and a left blind spot BL2 is a portion of the left side rear and the left side rear as viewed from the driver. Fig. 6 shows a case where the vehicle 1 as the host vehicle travels in a right blind spot BR2 of the motorcycle 9.

Returning to fig. 5, if the determination result at step ST33 is yes, that is, if the vehicle is present in another vehicle blind spot BR2 or BL2, the control unit proceeds to step ST34, sets the value of the blind-corner running flag to "1", and then proceeds to step ST1 of fig. 2. If the determination result at step ST33 is no, that is, if the own vehicle is not present in the blind spot BR2 or BL2, the value of the blind spot driving flag is set to "0", and the routine proceeds to step ST1 in fig. 2.

In step ST35, the control unit determines whether the own vehicle is present in another blind spot of another vehicle detected in step ST32, based on the detection result of the surrounding vehicle detection unit. If the determination result at step ST35 is yes, the control unit proceeds to step ST36, and if not, the control unit proceeds to step ST 40. In step ST40, the control unit resets the value of the dead-angle running flag to "0", and then proceeds to step ST 41.

In step ST36, the control means determines whether or not the speed of the vehicle and the other vehicle is equal to or higher than a predetermined speed, based on the detection result of the surrounding vehicle detection means. If the determination result at step ST36 is yes, the control unit proceeds to step ST37, sums up the other-vehicle-blind-spot retention time corresponding to the time during which the vehicle continues to be present in the other-vehicle blind spot of the other vehicle traveling at the predetermined speed or higher, and then proceeds to step ST 38. If the determination result at step ST36 is no, the control unit proceeds to step ST41, updates the integrated other-vehicle-blind-spot residence time, which is the integrated value of each mileage of the other-vehicle-blind-spot residence time, and resets the value of the other-vehicle-blind-spot residence time to "0", and then proceeds to step ST1 of fig. 2. More specifically, the control unit updates the accumulated other-vehicle dead-zone time by adding the current other-vehicle dead-zone time to the previous value of the accumulated other-vehicle dead-zone time.

In step ST38, the control unit determines whether or not the other-vehicle dead zone staying time is greater than a second time threshold. If the determination result at step ST38 is yes, the control unit proceeds to step ST39, and if no, the control unit proceeds to step ST1 of fig. 2. In step ST39, the control unit uses the notification device 8 to notify the driver of the fact that the host vehicle is traveling in the blind spot of another vehicle together with the blind spot residence time of another vehicle or information generated based on the residence time of another vehicle, and then proceeds to step ST1 of fig. 2.

Returning to fig. 2, if the determination result at step ST1 is yes, that is, if the driving of the vehicle is ended, the control unit proceeds to step ST 4. At step ST4, when the driving of the vehicle 1 is finished, the control unit performs a finish-time driving diagnosis process for evaluating the driving skill of the driver for one mileage before the finish, and then ends the driving guidance control shown in fig. 2. In the end-time driving diagnosis process, the control unit preferably uses the notification device 8 to notify the driver of the vehicle of the accumulated other vehicle blind spot residence time accumulated in step ST41 or information generated based on the accumulated other vehicle blind spot residence time.

According to the vehicle 1 and the control method thereof of the present embodiment, the following effects are exhibited.

(1) In the vehicle 1, the control means calculates the own-vehicle blind spot retention time, which is the time when the motorcycle 9 is present in the own-vehicle blind spot BR1 or BL1, based on the detection result of the peripheral vehicle detection means, and transmits an own-vehicle blind spot notification including the own-vehicle blind spot retention time or information generated based on the own-vehicle blind spot retention time from the vehicle-mounted communication means to the two-wheeled vehicle communication device 91. Thus, the driver of the motorcycle 9 can recognize that the motorcycle 9 driving by himself is traveling in a blind spot of the vehicle 1 as another vehicle. Therefore, according to the present embodiment, the driver of the motorcycle 9 notified of the blind spot of the vehicle can be prompted to drive away from the blind spots BR1 and BL1 of the vehicle, and thus contact between the vehicle and the motorcycle 9 can be prevented. Further, according to the present embodiment, even if a sensor such as a camera, a laser radar, or a radar is not mounted on the motorcycle 9, it is possible to recognize that the motorcycle is traveling in a blind spot of another vehicle, and thus the cost and weight of the motorcycle 9 can be reduced.

(2) When the own vehicle blind spot staying time exceeds the first time threshold, the control unit transmits an own vehicle blind spot notification from the vehicle-mounted communication unit to the two-wheel vehicle communication device 91. Thus, the vehicle blind spot notification is transmitted only when the motorcycle 9 is traveling in the vehicle blind spot BR1 or BL1 for a long time, that is, when the risk of contact between the vehicle and the motorcycle 9 is high.

(3) The control unit calculates the time when the motorcycle 9 traveling at the predetermined speed or higher is present in the own-vehicle dead angle BR1 or BL1 as the own-vehicle dead angle staying time. Therefore, according to the present embodiment, it is possible to prevent the following: when the motorcycle 9 has to be present in the vehicle blind spot BR1 or BL1 during a traffic jam or parking, the vehicle blind spot notification is transmitted to the motorcycle 9.

(4) The control unit calculates the other-vehicle-blind-corner retention time, which is the time existing in the other vehicle blind-corners BR2 and BL2, based on the detection result of the peripheral-vehicle detection unit, and notifies the driver of the host vehicle of the other-vehicle-blind-corner retention time or information generated based on the other-vehicle-blind-corner retention time. According to the present embodiment, since the driver of the host vehicle can be prompted to drive the vehicle for avoiding staying in the blind spot BR2 or BL2 for a long time, contact between the host vehicle and another vehicle can be prevented.

(5) When the other-vehicle-blind-spot retention time exceeds the second time threshold, the control unit notifies the driver of the host vehicle of the presence of the host vehicle in the other-vehicle blind spots BR2 and BL 2. Thus, only when the host vehicle is traveling in the other dead space BR2 or BL2 for a long time, that is, when the risk of contact between the host vehicle and the other vehicle is high, it is notified that the host vehicle is present in the other dead space BR2 or BL2, and the driver of the host vehicle is prompted to drive away from the other dead space.

(6) The control unit calculates an accumulated other-vehicle dead-zone retention time that is an accumulated value for each mileage of the other-vehicle dead-zone retention time, and notifies the driver of the host vehicle of the accumulated other-vehicle dead-zone retention time or information generated based on the accumulated other-vehicle dead-zone retention time when driving is completed. According to the present embodiment, since the driver of the host vehicle can be prompted to drive the vehicle for avoiding staying in the blind spot BR2 or BL2 for a long time, contact between the host vehicle and another vehicle can be prevented.

While one embodiment of the present invention has been described above, the present invention is not limited to this. The detailed configuration may be appropriately modified within the scope of the present invention.

In the above embodiment, the motorcycle is described as an example of the saddle-ride type vehicle, but the present invention is not limited to this. The saddle-ride type vehicle includes, in addition to a motorcycle, a saddle-ride type three-wheeled vehicle, a bicycle with a prime mover, and the like.

In the above embodiment, the following case is explained: as the on-vehicle communication means for transmitting the vehicle blind spot notification to the two-wheeled vehicle communication device 91 mounted on the parallel two-wheeled vehicle 9, the second on-vehicle communication device 42 capable of performing inter-vehicle communication with the two-wheeled vehicle communication device 91 by a direct wireless method is used, but the present invention is not limited thereto. Although it takes time compared with the inter-vehicle communication using the second on-vehicle communication device 42, the own-vehicle blind spot notification may be transmitted to the two-wheel vehicle communication device 91 via a server not shown.

Reference numerals

S: driving support system

1: vehicle with a steering wheel

2: control unit

20: automatic driving ECU (control unit)

22: vehicle sensor ECU (surrounding vehicle detecting parts)

25: vehicle communication ECU (vehicle communication parts)

28: informing device ECU (control unit)

42: second vehicle communication device (vehicle communication component)

7: sensor unit

71: camera unit (surrounding vehicle detecting parts)

72a to 72 e: laser radar unit (surrounding vehicle detecting parts)

73a to 73 e: radar unit (surrounding vehicle detecting parts)

8: notification device

81: sound output device

82: display device

9: automatic tumbrel (straddle type vehicle)

91: two-wheel vehicle communication device (straddle type vehicle communication device)

92: notification device

Claims (8)

1. A vehicle is provided with:

a peripheral vehicle detection unit that detects a vehicle traveling in the same direction as a host vehicle around the host vehicle; and

an in-vehicle communication unit that is capable of communicating with a straddle-type vehicle communication device mounted on a straddle-type vehicle, the vehicle being characterized by comprising:

and a control unit that calculates a vehicle blind spot retention time, which is a time when the straddle-type vehicle is present in a vehicle blind spot, based on a detection result of the peripheral vehicle detection unit, and that transmits a vehicle blind spot notification including the vehicle blind spot retention time or information generated based on the vehicle blind spot retention time, from the vehicle-mounted communication unit to the straddle-type vehicle communication device.

2. The vehicle of claim 1,

the control unit transmits the vehicle blind spot notification from the vehicle-mounted communication unit to the straddle-type vehicle communication device when the vehicle blind spot residence time exceeds a predetermined first time threshold.

3. The vehicle according to claim 1 or 2,

the control means calculates, as the vehicle blind spot retention time, a time when the straddle-type vehicle traveling at a predetermined speed or higher is present in the blind spot of the vehicle.

4. The vehicle according to any one of claims 1 to 3,

the control unit calculates a blind spot staying time of another vehicle as a time during which the host vehicle is present in a blind spot of the other vehicle based on a detection result of the surrounding vehicle detection unit, and notifies a driver of the host vehicle of the blind spot staying time of the other vehicle or information generated based on the blind spot staying time of the other vehicle.

5. The vehicle of claim 4,

the control unit notifies a driver of the host vehicle of the presence of the host vehicle in the blind spot of the other vehicle when the blind spot staying time of the other vehicle exceeds a predetermined second time threshold.

6. The vehicle according to claim 4 or 5,

the control unit calculates an accumulated other-vehicle dead-zone retention time that is an accumulated value for each mileage of the other-vehicle dead-zone retention time, and notifies the driver of the host vehicle of the accumulated other-vehicle dead-zone retention time or information generated based on the accumulated other-vehicle dead-zone retention time when driving is completed.

7. A control method for a vehicle, the vehicle comprising:

a peripheral vehicle detection unit that detects a vehicle traveling in the same direction as a host vehicle around the host vehicle; and

an in-vehicle communication unit capable of communicating with a straddle-type vehicle communication device mounted on a straddle-type vehicle, the vehicle control method comprising:

calculating a dead-angle-of-vehicle retention time, which is a time during which the straddle-type vehicle is present in a dead angle of the vehicle, based on a detection result of the surrounding vehicle detection means; and

and transmitting a vehicle blind spot notification including the vehicle blind spot retention time or information generated based on the vehicle blind spot retention time from the vehicle-mounted communication unit to the straddle-type vehicle communication device.

8. A computer program for causing an onboard computer of a vehicle to execute the steps of:

a peripheral vehicle detection unit that detects a vehicle traveling in the same direction as a host vehicle around the host vehicle; and

a vehicle-mounted communication unit capable of communicating with a straddle-type vehicle communication device mounted on a straddle-type vehicle,

the steps are as follows:

calculating a dead-angle-of-vehicle retention time, which is a time during which the straddle-type vehicle is present in a dead angle of the vehicle, based on a detection result of the surrounding vehicle detection means; and

and transmitting a vehicle blind spot notification including the vehicle blind spot retention time or information generated based on the vehicle blind spot retention time from the vehicle-mounted communication unit to the straddle-type vehicle communication device.

Images