JP4134803B2 - Automotive electronic devices - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an in-vehicle electronic device that controls an electronic device in which an operation while traveling is restricted, for example.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, an electronic device such as a navigation device cannot perform most button operations even when an occupant attempts to operate an operation switch in order to ensure safety during traveling of the vehicle.
[0003]
As this type of electronic device, there is a vehicle-mounted display control device that releases the restriction on the operation switch of a person other than the driver, for example, a person sitting in the passenger seat, even while traveling (for example, Patent Document 1).
[0004]
[Patent Document 1]
JP-A-5-164565
[0005]
[Problems to be solved by the invention]
In the above-described in-vehicle display control device, the operation limit of the operation switch by a person other than the driving driver is released, but the operation switch operation limitation by the driving driver is not released.
[0006]
And since the above-mentioned in-vehicle display control device restricts the operation switch of the electronic device based on whether or not the vehicle is running, for example, even if the inter-vehicle distance is sufficiently secured, The operation is limited and the driver becomes dissatisfied.
[0007]
The present invention has been made in view of the above problems, and an object of the present invention is to provide an in-vehicle electronic device that can operate an operation switch according to a safety level indicating a level of safe driving even during traveling.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, an electronic device (70) having an operation switch, in which operation of the operation switch during travel is restricted, and information on the surrounding situation of the vehicle are input. Safety level determination means (60) for calculating a safety level indicating the level of safe driving from this information, and the electronic device (70) includes the safety level determination means (60). The operation restriction release time of the operation switch is lengthened as the safety degree calculated by (2) increases, and the operation restriction release time of the operation switch is shortened as the safety degree decreases. It is characterized by doing. In this way, the electronic device (70) includes the safety degree determining means (60). The operation restriction release time of the operation switch is lengthened as the safety degree calculated by (1) increases, and the operation restriction release time of the operation switch is shortened as the safety degree becomes smaller. Therefore, even during traveling, the operation switch can be operated according to the safety level indicating the level of safe traveling.
[0009]
Also, The electronic device (70) can display the operation restriction release time on a display as in the invention described in claim 2, and the operation restriction release time as in the invention described in claim 3. Can also be notified by voice. Further, as in the invention according to claim 4, the electronic device (70) includes a number of operation switches that can be operated during traveling as the safety degree calculated by the safety degree determination means (60) increases. And the number of operation switches that can be operated while driving can be reduced as the safety degree decreases. it can.
[0010]
Claim 5 In the invention described in (1), the information processing apparatus includes a gateway (50) that checks the reliability of information about the surrounding situation of the vehicle and outputs only the highly reliable information. The safety level indicating the level of the safe driving is calculated from the highly reliable information input via the gateway (50). In this way, the degree of safety indicating the level of safe driving is calculated from highly reliable information about the surrounding situation of the vehicle. can do.
[0011]
In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 schematically shows the overall configuration of an in-vehicle electronic device according to an embodiment of the present invention. The on-vehicle electronic device includes a safety degree determination device 60 and an electronic device 70. Various types of information are input to the safety degree determination unit 60 from the visual support system 3 and various types of information from the road monitoring system receiver 10 and the inter-vehicle communication system 20 are input via the gateway 50. In addition, the safety level determination device 60 is connected to the electronic device 70, the vision support system 3, the gateway 50, the road monitoring system receiver 10, and the inter-vehicle communication system 20 through an in-vehicle LAN.
[0013]
The road monitoring system receiver 10 receives information such as traffic jam information, fallen object information, construction information, and weather information provided by the road monitoring system via a communication device installed on the road side or the like.
[0014]
The inter-vehicle communication system 20 performs direct communication with surrounding vehicles. Data input from the surrounding vehicles by the inter-vehicle communication system 20 includes time, absolute position of the surrounding vehicles, and position measurement accuracy (hereinafter referred to as position). Error), vehicle speed of surrounding vehicles, information indicating brake operation, and the like.
[0015]
The gateway 50 performs protocol conversion of information that is input irregularly from each system of the road monitoring system receiver 10 and the inter-vehicle communication system 20 and checks reliability, and only secures highly reliable information. It outputs to the degree determination device 60.
[0016]
The vision support system 3 includes an in-vehicle periphery monitoring system 30 that monitors the surrounding conditions of the vehicle and an ACC (Adaptive Cruise Control) system 31 that keeps the distance between the vehicle and the vehicle ahead and follows the vehicle ahead. The on-vehicle periphery monitoring system 30 includes a camera system 30a and a radar system 30b.
[0017]
Although not shown in detail for the camera system 30a, the camera system 30a includes a plurality of cameras for photographing the front of the vehicle, a plurality of cameras for photographing the side of the vehicle, a CPU, a ROM, a RAM, and a frame memory. The CPU operates by reading and executing a program stored in the ROM, and writes and reads information to and from the RAM as necessary. The camera system 30a is configured as a so-called stereo camera, and can measure a relative distance and a relative speed with respect to an object from a photographed image and monitor a situation around the vehicle.
[0018]
The CPU of the camera system 30a instructs the plurality of cameras to periodically photograph the periphery of the vehicle, and accumulates image data periodically photographed by these cameras in a frame memory. Then, the past image data stored in the frame memory is compared with the latest image data to determine an object ahead of the vehicle, an ID number is assigned to the object, and the object is moved (position, size). To track. The CPU of the camera system 30a calculates the reliability according to the recognition status of the image data. When the CPU of the camera system 30a determines that “there is an object image”, the reliability is 90 to 100, and when it is determined that the presence or absence of the object image is not clear, that is, when it is determined that “there is an object image” The reliability is 80 to 90. When it is determined that “no object image”, the reliability is 0 to 80. Further, the CPU of the camera system 30a calculates a relative distance to the object, a relative speed with respect to the object, and a position error. And each information calculated with the ID number of the object is output. Note that the position error is calculated such that the longer the relative distance to the object, the larger the position error, and the shorter the relative distance to the object, the smaller the position error.
[0019]
Although the details of the radar system 30b are not shown, the radar system 30b includes a plurality of radars, a CPU, a ROM, and a RAM provided in front of the vehicle, corners, and the like. The CPU operates by reading and executing a program stored in the ROM, and writes and reads information to and from the RAM as necessary.
[0020]
The CPU of the radar system 30b periodically transmits electromagnetic waves or the like from a plurality of radars provided in front of the vehicle, corners, and the like, and analyzes the reflected waves reflected by the object, thereby determining the presence / absence and relative distance of the object, Relative speed, size, and position error are calculated, and a signal including each information calculated together with the ID number of the object is output. Further, the CPU of the radar system 30b calculates the reliability according to the object detection status. When the CPU of the radar system 30b determines that “there is an object”, the reliability is 90 to 100, and when it is determined that the presence or absence of the object is not clear as a result of analyzing the reflected wave, that is, “there is an object”. If it is determined, the reliability is 80 to 90, and if it is determined that “no object”, the reliability is 0 to 80. Further, the obstacle determination of the radar system 30b can monitor the situation around the vehicle up to a long distance as compared with an ultrasonic sensor that measures the distance to the obstacle.
[0021]
The ACC system 31 is a system that keeps the inter-vehicle distance from the preceding vehicle constant and follows the preceding vehicle based on the inter-vehicle distance information input from the radar system 30b, and is a system that reduces the driving operation of the driver.
[0022]
The safety degree determiner 60 includes a CPU 61, a ROM, a RAM, a data memory 62a, a memory 62b, and a communication circuit 63. The CPU 61 operates by reading out and executing a program stored in the ROM, and as a road monitoring system receiver 10, an inter-vehicle communication system 20, and an in-vehicle periphery monitoring system 30 connected by an in-vehicle LAN via a communication circuit 63. Various information is exchanged with the camera system 30a, the radar system 30b, and the electronic device 70. Further, the safety degree determiner 60 receives position information from the GPS and vehicle speed information from the vehicle speed sensor.
[0023]
In the data memory 62a, various information input through the communication circuit 63 is stored as input data, and various information output through the communication circuit 63 is stored as output data. Note that various information input via the communication circuit 63 includes a data ID indicating the content of the information.
[0024]
FIG. 2 shows an example of input data of the data memory 62a. As shown in the figure, the data memory 62a stores various information input from the road monitoring system receiver 10, the inter-vehicle communication system 20, the camera system 30a, the radar system 30b, the GPS, and the vehicle speed sensor as input data. The
[0025]
The input data of the data memory 62a is stored in a so-called TLV (tag, length, value) format. For example, when a vehicle speed of 36 km / h is expressed by 1 byte, a tag representing the vehicle speed is set to “velocity” and length is set to “1”. Further, 36 km / h is 10 ms, and when this 10 is expressed in hexadecimal, it becomes A, and this A corresponds to 41 in the ASCII code, so the length is 41. Then, it is stored in the data memory 62a as <velocity, 1, 41>.
[0026]
FIG. 3 shows an example of output data from the data memory 62a. As shown in the figure, the data memory 62a stores various information such as safety level, obstacle information, and lane travel position as output data.
[0027]
The relative position and the position error stored in the input / output data of the data memory 62a are stored as coordinate format data.
[0028]
The memory 62b stores data as a data dictionary and data as determination conditions. And the data of the safety | security degree determination table are memorize | stored in the memory 62b as one of the data as determination conditions.
[0029]
The data dictionary defines what kind of information the various information input through the communication circuit 63 is. The CPU 61 of the safety degree determiner 60 recognizes the contents of various information stored in the data memory 62a as input data in the TLV format with reference to this data dictionary.
[0030]
The safety degree determination table stores data for calculating the safety degree. In the safety degree determination table, for example, as shown in FIG. 4, the minimum inter-vehicle distance, which is the minimum inter-vehicle distance necessary for safe driving, is defined according to the own vehicle speed (traveling speed). In the region where the inter-vehicle distance is shorter than the distance, the safety degree is defined as zero. In addition, the upper limit of the safety level is set to 10 in consideration of the safety during driving, and as shown in the figure, the inter-vehicle distance at which the safety level becomes 10 is defined according to the own vehicle speed (traveling speed). Yes. In the figure, the safety degree is 10 in the region where the inter-vehicle distance is longer than the condition that the safety degree is 10.
[0031]
Here, calculation of the safety level by the CPU 61 of the safety level determination device 60 will be described. The safety level indicates the level of safe driving. In this embodiment, the safety level is a value calculated based on data stored in the own vehicle speed, the inter-vehicle distance, and the safety level determination table. The longer the inter-vehicle distance, the greater the safety level, and the shorter the inter-vehicle distance, the lower the safety level. The safety level is calculated by the safety level determination device 60, and the electronic device 70 relaxes the operation restriction according to the safety level calculated by the safety level determination device 60.
[0032]
First, the CPU 61 of the safety degree determiner 60 obtains the inter-vehicle distance from the preceding vehicle and the own vehicle speed (traveling speed) from various information stored as input data in the data memory 62a of the safety degree determiner 60. Then, the safety level corresponding to the inter-vehicle distance and the traveling speed is obtained with reference to the safety level determination table shown in FIG. In the safety level determination table, when the inter-vehicle distance is equivalent to between each line of safety level 0 and safety level 10, the traveling speed is fixed and the safety level 0 and safety level 10 are proportionally distributed. Ask for safety. For example, when the host vehicle speed is 100 km / m and the inter-vehicle distance is 100 m or less, the safety degree is zero. When the host vehicle speed is 100 km / m and the inter-vehicle distance is 200 m or more, the safety level is 10. Further, when the host vehicle speed is 100 km / m and the inter-vehicle distance is 150 m (point A in FIG. 4), the safety level is 5 because it is intermediate between the safety level 0 and the safety level 10.
[0033]
As described above, the CPU 61 of the safety level determination unit 60 calculates the safety level based on the own vehicle speed (traveling speed), the inter-vehicle distance from the preceding vehicle, and the data stored in the safety level determination table.
[0034]
The electronic device 70 is specifically a navigation device, and includes an operation switch such as a display for displaying a map, a touch switch, or a mechanical switch in addition to a CPU, a RAM, a ROM, a disk reading device, and the like. . In addition, the vehicle speed from the vehicle speed sensor and the safety level from the safety level determination unit 60 are input to the electronic device 70. When the electronic device 70 determines that the vehicle is traveling based on the vehicle speed, the electronic device 70 restricts the operation of the operation switch, and relaxes the operation restriction of the operation switch during traveling according to the safety level input from the safety level determination unit 60. . Specifically, even when the vehicle is traveling, the operation restriction release time of the operation switch is increased as the safety degree from the safety degree determination device 60 increases, and the operation restriction release time of the operation switch is increased as the safety degree decreases. shorten. In addition, the electronic device 70 displays the operation restriction release time on the display. For example, when the safety level input from the safety level determination device 60 is “5”, the switch operation can be performed for 5 seconds from the first switch operation by the driver, and during this time, the operation restriction release time is 5 seconds. Content indicating that it is present is displayed.
[0035]
By the way, each information output from the camera system 30a and the radar system 30b of the in-vehicle periphery monitoring system 30 includes the reliability calculated according to the object detection status. The CPU 61 of the safety level determiner 60 selects a system used for calculating the safety level according to the reliability.
[0036]
FIG. 5 shows combinations of control statuses of the camera system 30a and the radar system 30b. In the present embodiment, the control status is classified into three levels of “OK”, “Question”, and “Unknown” according to the reliability input from each system of the camera system 30a and the radar system 30b. When the reliability is 90-100, the control status is classified as “OK”, when the reliability is 80-90, the control status is “question”, and when the reliability is 0-80, the control status is classified as “OK”. The
[0037]
When the control statuses of the camera system 30a and the radar system 30b are “OK”, the CPU 61 of the safety degree determiner 60 receives information from the system with the higher reliability among the information of the camera system 30a and the radar system 30b. The degree of safety is calculated using the information.
[0038]
Further, when the control status of the camera system 30a is “question” and the control status of the radar system 30b is “OK”, the information from the camera system 30a is not used, and the information of only the highly reliable radar system 30b is used. To calculate the safety level.
[0039]
When the control statuses of the camera system 30a and the radar system 30b are “question”, the safety degree is calculated using information with higher reliability of information from the camera system 30a and the radar system 30b. Do.
[0040]
Although description of other combinations is omitted, FIG. 6 summarizes the system selection based on the combination of the control statuses of the in-vehicle periphery monitoring system 30, and the CPU 61 of the safety degree determination device 60 is shown in FIG. As described above, the system used for calculating the safety degree is selected according to the combination of the control statuses of the camera system 30a and the radar system 30b.
[0041]
Next, the processing of the CPU 61 of the safety degree determiner 60 will be described with reference to the flowchart shown in FIG.
[0042]
When the ignition switch is turned on by the driver's operation, the safety degree determiner 60 includes a road monitoring system receiver 10, an inter-vehicle communication system 20, a camera system 30 a as an in-vehicle periphery monitoring system 30, and various types from the radar system 30 b Information is input via the communication circuit 63. These various types of information are sequentially stored as input data in the data memory 62a. The CPU 61 refers to the data dictionary in the memory 62a and recognizes the content of information stored as input data in the data memory 62a. Then, the operation status is inquired to each system of the in-vehicle periphery monitoring system 30, that is, the camera system 30a and the radar system 30b, and it is determined whether or not there is a normally operating system in the in-vehicle periphery monitoring system 30. (S100). Here, when it is determined that there is a normally operating system in the in-vehicle periphery monitoring system 30 (YES in S100), it is determined whether there is a system that is not operating normally in the in-vehicle periphery monitoring system 30. Determine (S102). When all systems of the in-vehicle periphery monitoring system 30 are operating (determined as NO in S102), which information of which system of the road monitoring system receiver 10, the inter-vehicle communication system 20 and the in-vehicle periphery monitoring system 30 is used. Whether to calculate the safety level is set (S108). Here, description will be made assuming that each relative position and each reliability input from the camera system 30a and the radar system 30b are set as information used for calculation of the safety degree. The CPU 61 stores each relative position and each reliability input from the camera system 30a and the radar system 30b from various information stored as input data in the data memory 62a via the in-vehicle LAN (in-vehicle network). (S110).
[0043]
The CPU 61 reads the data stored in the RAM (S112), selects a system to be used in preference to the calculation of the safety degree from the reliability of the read data (S114), and information from the selected system. Is used to calculate the safety level.
[0044]
Here, there is a vehicle ahead, the ACC system 31 follows this vehicle at a certain distance, and the relative position obtained by the camera system 30a as the in-vehicle periphery monitoring system 30 and the radar system 30b. It is assumed that the reliability of each relative position is between 90 and 100 and each control status is “OK”. The CPU 61 uses information from both the camera system 30a and the radar system 30b for calculation of the safety degree in accordance with the system selection diagram shown in FIG. Specifically, the CPU 61 reads the relative position obtained by the camera system 30a and the relative position obtained by the radar system 30b from the memory 62b (S116), and obtains the relative distance (inter-vehicle distance) (S118). Here, it is assumed that the relative distance obtained by the radar system 30b is shorter than the relative position obtained by the camera system 30a, and the CPU 61 uses the relative distance obtained by the radar system 30b for calculation of the safety degree. And
[0045]
Next, the CPU 61 reads the vehicle speed from the vehicle speed sensor stored in the data memory 62a (S120), and calculates the safety level based on the data stored in the host vehicle speed, the inter-vehicle distance, and the safety level determination table ( In step S122, the calculated safety level is stored as output data in the data memory 62a (step S124). In this way, the processing from step 110 to step 124 is repeated.
[0046]
The safety level stored as output data in the data memory 62 a is input to the electronic device 70 connected to the in-vehicle LAN via the communication circuit 63. Even when the electronic device 70 is running, the electronic device 70 releases the operation switch operation restriction for a certain period of time and displays the operation restriction release time on the display according to the safety degree from the safety degree determination device 60.
[0047]
In step 100, if none of the in-vehicle periphery monitoring system 30 is operating normally (NO in S100), the process returns to step 100.
[0048]
In step 102, if there is a system that is not operating normally in the in-vehicle periphery monitoring system 30 (YES in S102), the fact that there is a system that is not operating is stored in the RAM (S104). It is determined whether there is another safety determination software that uses only another system that operates normally as the monitoring system 30 (S106). Here, if there is another safety determination software, the process is switched to another safety determination software and the process of step 108 is performed. For example, when an ultrasonic system is mounted on a vehicle as the in-vehicle periphery monitoring system 3 and the operation state of the ultrasonic system is abnormal, obstacle detection during a low-speed backward movement using the ultrasonic system is performed. It is determined whether there is another safety determination software that does not perform (S106). If there is safety determination software, it is switched to another safety determination software, and the process of step 108 is performed. If there is no other safety determination software in step 106, the process is terminated.
[0049]
Next, the operation of the CPU of the electronic device 70 will be described with reference to FIG. The operation of the CPU of the electronic device 70 will be described as the electronic device 70.
[0050]
When the ignition switch is turned on by the operation of the driver and the operation switch of the electronic device 70 is turned on, the electronic device 70 starts to operate. The electronic device 70 reads the own vehicle speed (S200), and determines whether the own vehicle speed is equal to or higher than a certain speed (S202). Here, when the vehicle is stopped and the own vehicle speed is not equal to or higher than a certain speed, the operation of the operation switch is not restricted (S212). In step 202, if the vehicle speed is equal to or higher than a certain speed, the safety level is read (S204), and it is determined whether the safety level is 0 (S206). Here, for example, when the inter-vehicle distance is shorter than the minimum inter-vehicle distance and the safety degree is 0, the operation of the operation switch is restricted (S208). In step 206, when the safety level is not 0, the operation limit of the operation switch is relaxed according to the safety level. Specifically, even when the vehicle is traveling, the operation restriction release time of the operation switch is increased as the safety degree from the safety degree determination device 60 increases, and the operation restriction release time of the operation switch is increased as the safety degree decreases. shorten.
[0051]
As described above, the electronic device 70 relaxes the operation limit of the operation switch during traveling in accordance with the safety level from the safety level determination device 60. Therefore, the safety level indicating the level of safe driving even during driving. Accordingly, the operation switch can be operated, and the dissatisfaction of the driver can be solved.
[0052]
Further, since the CPU 61 of the safety degree determination device 60 recognizes the contents of various information stored as input data in the data memory 62a with reference to the data dictionary, the visual support system 3 is used. Even if a new device is added or information input via the communication circuit 63 is newly added, the CU 61 of the safety degree determiner 60 can be used as the vision support system 3 only by adding data in the data dictionary. Since the contents of new information input via a new device or communication circuit 63 can be identified, the expandability is high.
[0053]
In the above-described embodiment, the safety degree determination unit 60 obtains the inter-vehicle distance and the own vehicle speed (traveling speed) with the preceding vehicle, refers to the safety degree determination table, and the safety degree according to the inter-vehicle distance and the traveling speed. However, this is merely an example. For example, the relative speed with the preceding vehicle is obtained, and the minimum inter-vehicle distance is reached from the relative speed and the minimum inter-vehicle distance stored in the safety determination table. The estimated time may be reflected in the safety degree by estimating the time.
[0054]
The safety degree determination unit 60 recognizes vehicle speeds and brake operations of surrounding vehicles based on information indicating vehicle speeds and brake operations of surrounding vehicles input via the inter-vehicle communication system 20, and determines the vehicle speeds of these surrounding vehicles. Brake operation may be set as a determination condition and reflected in the safety level. In such a case, for example, a vehicle in which the inter-vehicle communication system 20 is not mounted is more suitable than a vehicle in which the inter-vehicle communication system 20 is mounted, even if the vehicle speed and the inter-vehicle distance with the preceding vehicle are the same. Alternatively, the safety degree may be calculated to be small. Further, for example, a vehicle having a brake system with a low brake performance may be less safe than a vehicle having a brake system with a high brake performance.
[0055]
In the above embodiment, an example in which the camera system 30a and the radar system 30b are provided as the in-vehicle periphery monitoring system 30 has been described. However, the present invention is not limited to the camera system 30a and the radar system 30b, and for example, an ultrasonic sensor is used. The relative position with respect to the object may be measured.
[0056]
In the above-described embodiment, an example in which the camera system 30a and the radar system 30b obtain the relative positions of the objects in front of the vehicle has been described. However, the present invention is not limited to the front of the vehicle. The relative position may be obtained.
[0057]
In addition, the safety degree determination device 60 estimates, for example, that an oncoming vehicle protrudes from the center line and approaches from the information input via the in-vehicle periphery monitoring system 30, or an obstacle moves to the travel route. If it is estimated that the vehicle is being operated, the safety level may be set to 0 and a warning may be issued immediately to notify the driver. In this case, the steering wheel operation may be automatically performed to travel away from the center line.
[0058]
Further, the safety level determination unit 60 may calculate the safety level using the position information of other vehicles input from the inter-vehicle communication system 20. In this case, the current inter-vehicle distance or the positional relationship can be estimated from the time information of the position information of the own vehicle and the position coordinates of the other vehicle, and the safety degree can be obtained from this estimated value.
[0059]
In the above embodiment, an example in which the in-vehicle electronic device is applied to a vehicle equipped with the ACC system 31 as a driving support system has been described. However, a so-called stop in which a brake control function is added to the function of the ACC system 31. -It may be applied to a vehicle equipped with an & go system. Since this stop-and-go system is capable of fully automatic operation, determination conditions suitable for the stop-and-go system are set as safety degree determination table data, and the operation time limit of the operation switch is set to 1 for example. You may cancel in minutes.
[0060]
In the above-described embodiment, the safety degree determination unit 60 has shown an example in which the system used for calculation of the safety degree is selected based on the reliability of various information input from the in-vehicle periphery monitoring system 30. You may make it select the system used for calculation of a safety degree by an error.
[0061]
In the above embodiment, the camera system 30a or the radar system 30b has shown an example of performing processing for tracking an object or determining the presence / absence of an object and the distance to the object. However, an image from the camera system 30a or the radar system 30b is shown. Data may be output, and the safety degree determination unit 60 may track the object or perform processing for determining the presence of the object and the distance to the object.
[0062]
In addition, even when the electronic device 70 is traveling, an example in which the operation restriction of the operation switch is released for a certain time and the operation restriction release time is displayed on the display according to the safety degree from the safety degree determination device 60 is shown. However, the driver may be informed of the operation restriction release time by voice. Further, the number of operation switches that can be operated may be increased as the safety level increases, and the number of operation switches that can be operated may be decreased as the safety level decreases.
[0063]
The gateway 50 can be omitted when the road monitoring system receiver 10 and the inter-vehicle communication system 20 perform processing for outputting only highly reliable information.
[0064]
Further, the travel degree of other vehicles may be received by inter-vehicle communication, and the position information of the other vehicles may be grasped from the travel route of other vehicles to obtain the safety degree.
[Brief description of the drawings]
FIG. 1 is a diagram schematically showing an overall configuration of an in-vehicle electronic device according to an embodiment of the present invention.
FIG. 2 is a diagram illustrating an example of input data of a data memory.
FIG. 3 is a diagram illustrating an example of output data of a data memory.
FIG. 4 is a diagram illustrating an example of data in a safety degree determination table.
FIG. 5 is a diagram showing combinations of control statuses of the camera system and the radar system.
FIG. 6 is an explanatory diagram of system selection by a combination of control statuses of the in-vehicle periphery monitoring system.
FIG. 7 is a diagram illustrating processing of a CPU of a safety degree determiner.
FIG. 8 is a diagram illustrating processing of a CPU of the electronic device.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Road monitoring system receiver, 20 ... Inter-vehicle communication system 20,
3 ... Vision support system, 30a ... Camera system, 30b ... Radar system,
31 ... ACC system, 50 ... Gateway, 60 ... Safety level judgment device,
61 ... CPU, 62a ... data memory, 62b ... memory, 63 ... communication circuit,
70: Electronic equipment.

Claims (5)

An electronic device (70) having an operation switch, and the operation of the operation switch while traveling is restricted
Safety degree determination means (60) for calculating the safety level indicating the level of safe driving from the information about the vehicle surroundings,
The electronic device (70) prolongs the operation restriction release time of the operation switch as the safety degree calculated by the safety degree determination means (60) increases, and increases the operation switch as the safety degree decreases. An in-vehicle electronic device characterized by shortening the operation restriction release time . The in-vehicle electronic device according to claim 1, wherein the electronic device (70) displays the operation restriction release time on a display . The in-vehicle electronic device according to claim 1, wherein the electronic device (70) notifies the operation restriction release time by voice . The electronic device (70) increases the number of operation switches that can be operated during traveling as the safety degree calculated by the safety degree judging means (60) increases, and travels as the safety degree decreases. The in- vehicle electronic device according to claim 1 , wherein the number of operation switches that can be operated is reduced . A gateway (50) for checking the reliability of the information about the surrounding situation of the vehicle and outputting only the highly reliable information,
The safety level determination means (60) calculates a safety level indicating the level of safe driving from the highly reliable information input via the gateway (50). 4. The vehicle-mounted electronic device according to any one of 4 above.

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