Alarm device

Abstract

An alarm device (1) comprises: a vehicle information acquisition unit (121) for acquiring the state of a direction indicator of the vehicle, the speed of the vehicle, the position of the vehicle, the azimuth angle of the vehicle and the yaw rate of the vehicle; an other vehicle information acquisition unit (123) for acquiring the position and azimuth angle of the other vehicle through inter-vehicle communication; a right turn determination unit (122) for determining that the vehicle will turn right when the state of the direction indicator is a right turn indication state and the vehicle speed is less than or equal to the creeping speed; an oncoming vehicle approach determination unit (124) for determining that the other vehicle is approaching the vehicle as an oncoming vehicle in response to determining that the vehicle will turn right, when a vehicle driving vector indicating the driving direction of the vehicle intersects with another vehicle driving vector indicating the driving direction of another vehicle and the position of the other vehicle is included in a predetermined angle range in front of the vehicle; and an output control unit (125) for outputting an alarm in response to determining that the other vehicle is approaching the vehicle, when the yaw rate of the vehicle is greater than or equal to a predetermined angular velocity.

Description

Technical Field

[0001] The present disclosure relates to an alarm device for notifying that a vehicle is approaching. Background Art

[0002] Patent document 1 discloses a system in which a VICS (trademark) (Vehicle Information and Communication System) transmitter disposed above a right turn lane transmits information indicating that an oncoming vehicle is approaching a vehicle traveling in the right turn lane, and a vehicle receiving the information outputs an alarm.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2000-113396 Summary of the invention

[0006] Technical problem to be solved by the invention

[0007] However, the above system cannot be applied to roads without VICS transmitters, so it cannot warn a vehicle intending to turn at an intersection that an oncoming vehicle is approaching.

[0008] Therefore, the present disclosure focuses on these points, and its object is to provide a technology that warns a vehicle intending to turn at an intersection that an oncoming vehicle is approaching.

[0009] Means used to solve problems

[0010] In a first aspect of the present disclosure, an alarm device is provided, comprising: a vehicle information acquisition unit, which acquires the state of a vehicle's turn signal, the vehicle's speed, the vehicle's position, the vehicle's azimuth angle, and the vehicle's yaw rate; an other vehicle information acquisition unit, which acquires the position and azimuth angle of other vehicles via inter-vehicle communication; a right turn determination unit, which is used to determine that the vehicle will turn right when the turn signal is in a right turn signal state and the vehicle speed is equal to or less than the creep speed; an oncoming vehicle approach determination unit, which, when the right turn determination unit determines that the vehicle will turn right, determines that the other vehicle is approaching the vehicle as an oncoming vehicle under the following circumstances: i) the vehicle travel vector generated to the right from the vehicle's position relative to the direction indicated by the vehicle's azimuth angle and ii) the other vehicle travel vector generated from the other vehicle's position along the direction indicated by the other vehicle's azimuth angle intersect with each other, and the other vehicle's position is included in a predetermined angle range including the direction indicated by the vehicle's azimuth angle; and an output control unit, which outputs an alarm when the oncoming vehicle approach determination unit determines that the other vehicle is approaching the vehicle and the yaw rate of the vehicle is equal to or greater than a predetermined angular velocity.

[0011] The vehicle information acquisition unit can also acquire the state of the vehicle's gear lever, and the right turn determination unit can determine that the vehicle will turn right under the following circumstances: the turn signal is in the right turn signal state; the vehicle speed is equal to or less than the creep speed; and the gear lever remains in the driving position until the turn signal enters the right turn signal state and the vehicle speed is equal to or less than the creep speed.

[0012] The right turn determination unit may determine that the vehicle will turn right when: the turn signal is in the right turn signal state; the vehicle speed is equal to or less than the creep speed; and a predetermined period of time has not passed since the vehicle speed is equal to or less than a predetermined vehicle speed less than the creep speed.

[0013] The right turn determination unit can determine that the vehicle will not turn right under the following circumstances: when the turn signal is in the right turn signal state and the vehicle speed is equal to or less than the creep speed, before the turn signal enters the right turn signal state and the vehicle speed becomes equal to or less than the creep speed, after the vehicle speed is equal to or less than the creep speed, the turn signal is in the left turn signal state, or the turn signal is in the emergency flashing state.

[0014] The vehicle information acquisition unit can also acquire the throttle opening degree of the vehicle, and the output control unit can output an alarm when the oncoming vehicle approach determination unit determines that another vehicle is approaching the vehicle and the throttle opening degree of the vehicle is greater than a predetermined opening degree and the yaw angular velocity is equal to or greater than a predetermined angular velocity.

[0015] The vehicle information acquisition unit can also acquire the braking status of the vehicle, and the output control unit can output an alarm when the oncoming vehicle approach determination unit determines that other vehicles are approaching the vehicle, after the braking status is canceled since the braking status is braking and the vehicle speed becomes zero, and when the throttle opening degree of the vehicle is greater than a predetermined opening degree and the yaw angular velocity is equal to or greater than a predetermined angular velocity.

[0016] The oncoming vehicle approach determination unit may generate the vehicle travel vector along the average direction indicated by the plurality of azimuth angles of the vehicle just acquired, and may generate the other vehicle travel vector along the average direction indicated by the plurality of azimuth angles of the other vehicle just acquired.

[0017] The vehicle information acquisition unit can acquire the accuracy of the vehicle's position and the accuracy of the vehicle's azimuth, the other vehicle information acquisition unit can acquire the accuracy of the other vehicle's position and the accuracy of the other vehicle's azimuth, and the oncoming vehicle approach determination unit can determine whether other vehicles are approaching the vehicle when the accuracy of the vehicle's position and the accuracy of the other vehicle's position are equal to or greater than a position accuracy determination threshold and the accuracy of the vehicle's azimuth and the accuracy of the other vehicle's azimuth are equal to or greater than an azimuth accuracy determination threshold.

[0018] In a second aspect of the present disclosure, an alarm device is provided, comprising: a vehicle information acquisition unit, which acquires the state of a vehicle's turn signal, the vehicle's speed, the vehicle's position, the vehicle's azimuth angle, and the vehicle's yaw rate; an other vehicle information acquisition unit, which acquires the position and azimuth angle of other vehicles via inter-vehicle communication; a left turn determination unit, which determines that the vehicle will turn left when the turn signal is in a left turn signal state and the vehicle speed is equal to or less than the creep speed; an oncoming vehicle approach determination unit, which determines that the other vehicle is approaching the vehicle as an oncoming vehicle when the left turn determination unit determines that the vehicle will turn left under the following circumstances: i) a vehicle travel vector generated to the left from the vehicle's position relative to the direction indicated by the vehicle's azimuth angle and ii) other vehicle travel vectors generated from the other vehicle's position along the direction indicated by the other vehicle's azimuth angle intersect with each other, and the other vehicle's position is included in a predetermined angle range including the direction indicated by the vehicle's azimuth angle; and an output control unit, which outputs an alarm when the oncoming vehicle approach determination unit determines that the other vehicle is approaching the vehicle and the yaw rate of the vehicle is equal to or greater than a predetermined angular velocity.

[0019] Effects of the Invention

[0020] According to the present disclosure, it is possible to warn a vehicle that intends to turn at an intersection that an oncoming vehicle is approaching. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 The configuration of a vehicle according to the embodiment is schematically shown.

[0022] Figure 2 The figure schematically shows the change of vehicle speed over time when the vehicle turns right.

[0023] Figure 3 This is a diagram for explaining a process of determining whether another vehicle is approaching the vehicle as an oncoming vehicle.

[0024] Figure 4 is a flowchart showing an example of a process of determining whether the vehicle turns right.

[0025] Figure 5 : is a flowchart showing an example of a process of determining whether another vehicle is approaching the vehicle as an oncoming vehicle.

[0026] Figure 6 is a flowchart illustrating an example of a process of outputting an alarm. DETAILED DESCRIPTION

[0027] <Configuration of Vehicle A>

[0028] Figure 1The configuration of a vehicle A according to the embodiment is schematically shown. The vehicle A includes an alarm device 1 , various sensors 2 , a communication section 3 , and a turn signal 4 .

[0029] The various sensors 2 include a plurality of sensors that detect information about the vehicle A. For example, the various sensors 2 include a vehicle speed sensor that detects the vehicle speed of the vehicle A, and a yaw rate sensor that detects the yaw rate of the vehicle A.

[0030] The various sensors 2 detect the position of the vehicle A. For example, the various sensors 2 include a global positioning system (GPS) receiver, and specify coordinates indicating the position of the vehicle A. The various sensors 2 may include not only a GPS receiver, but also a receiver that receives information sent from other positioning systems. For example, the other positioning system is a quasi-zenith satellite system (called Michibiki). In addition, the various sensors 2 may specify the detection accuracy of the position of the vehicle A. The various sensors 2 include a geomagnetic sensor that detects the azimuth of the vehicle A, detects the azimuth of the vehicle A relative to the north, and specifies the detection accuracy of the azimuth. The various sensors 2 output the detection information about the target vehicle to the alarm device 1.

[0031] The communication unit 3 is a wireless communication module that transmits and receives information to and from other vehicles around the vehicle A via inter-vehicle communication. For example, the wireless communication standard is dedicated short range communication (DSRC), but is not limited thereto. The communication unit 3 receives information about other vehicles from other vehicles around the vehicle A, and outputs the received information about other vehicles to the alarm device 1.

[0032] The turn signal 4 is a front turn signal (light) provided on the left and right sides of the front of the vehicle A so as to indicate the direction of left / right turn and route change to adjacent vehicles. According to the operation performed by the driver of the vehicle A, the turn signal 4 enters a right turn signal state (in which the right front turn signal flashes), a left turn signal state (in which the left front turn signal flashes), an emergency flashing state (in which both the left and right front turn signals flash), and a standby state (in which neither the left front nor the right front turn signal flashes).

[0033] The alarm device 1 determines whether the vehicle A is turning based on the information about the vehicle A acquired by the various sensors 2. Next, if it is determined that the vehicle A is turning, the alarm device 1 determines whether any of the plurality of other vehicles is approaching the vehicle A as an oncoming vehicle based on the information about the plurality of other vehicles acquired via the communication section 3. Then, in the case where the other vehicles are approaching the vehicle A as oncoming vehicles, when the vehicle A starts turning, the alarm device 1 outputs an alarm. Hereinafter, a so-called left-side traffic situation will be described in which a vehicle travels on the left side of a road divided by a center.

[0034] <Configuration of Alarm Device 1>

[0035] The alarm device 1 includes an alarm output section 10, a storage section 11, and a control section 12. The alarm output section 10 includes a speaker or a buzzer, and outputs an alarm audio under the control of the control section 12, for example.

[0036] The storage section 11 includes a storage medium such as a read-only memory (ROM), a random access memory (RAM), and a hard disk. The storage section 11 stores a program executed by the control section 12.

[0037] The control unit 12 is a computing resource including a processor such as a central processing unit (CPU). By executing the program stored in the storage unit 11, the control unit 12 functions as a vehicle information acquisition unit 121, a right turn determination unit 122, another vehicle information acquisition unit 123, an oncoming vehicle approach determination unit 124, and an output control unit 125.

[0038] The vehicle information acquisition unit 121 sequentially acquires information about the vehicle A detected by the various sensors 2. For example, the vehicle information acquisition unit 121 acquires the vehicle speed of the vehicle A and the yaw rate of the vehicle A. In addition, the vehicle information acquisition unit 121 acquires coordinates indicating the position of the vehicle A and the azimuth of the vehicle A. In addition, the vehicle information acquisition unit 121 acquires the state of the turn signal 4 of the vehicle A from the turn signal 4. The vehicle information acquisition unit 121 specifies whether the turn signal 4 is in a right turn signal state, a left turn signal state, or an emergency flashing state (i.e., a so-called "dangerous" state). In addition, the vehicle information acquisition unit 121 can specify whether the turn signal 4 is in a standby state.

[0039] The right turn determination unit 122 determines whether the vehicle A is going to turn right based on the information about the vehicle A acquired by the vehicle information acquisition unit 121. The right turn determination unit 122 determines that the vehicle A is going to turn right when the turn signal 4 is in the right turn signal state and the vehicle speed of the vehicle A is equal to or less than the creep speed. Figure 2 The figure schematically shows the change of vehicle speed over time when vehicle A turns right. Figure 2 , the horizontal axis represents time t, and the vertical axis represents vehicle speed V. The right turn determination unit 122 determines that the vehicle A will turn right when the turn signal 4 is in the right turn signal state at or after time t1 when the vehicle speed V changes to the creeping speed M. For example, the creeping speed M is a speed at which the vehicle can stop within one meter. For example, a specific value of the speed at which the vehicle can stop within one meter is 10 kilometers per hour.

[0040] The right turn determination unit 122 can determine that the vehicle A will turn right when the turn signal 4 is in the right turn signal state, the vehicle speed V is equal to or less than the creep speed M, and the predetermined conditions are met. For example, the right turn determination unit 122 can determine whether the vehicle A is going to turn right based on the state of the gear lever of the vehicle A. In this case, the vehicle information acquisition unit 121 acquires the state of the gear lever of the vehicle A. Then, the right turn determination unit 122 determines that the vehicle A will turn right when the turn signal 4 is in the right turn signal state, the vehicle speed V is equal to or less than the creep speed M, and the gear lever is kept in the driving position before the turn signal 4 enters the right turn signal state and the vehicle speed becomes equal to or less than the creep speed M. The right turn determination unit 122 determines that the vehicle A will not turn right when the position of the gear lever is moved to a position different from the driving position even once (for example, a neutral position or a parking position) after the turn signal 4 has become the right turn signal state and the vehicle speed has become equal to or less than the creep speed M. In this way, if the shift lever is moved to the neutral position or the parking position different from the driving position, it is assumed that the vehicle is stopped, and thus the right turn determination section 122 can determine that the vehicle A will not turn right.

[0041] If after it is determined that vehicle A is going to turn right due to the satisfaction of the above conditions, a predetermined time period has not passed since the vehicle speed V is equal to or less than a predetermined vehicle speed N which is less than the creeping speed M, the right turn determination unit 122 determines that vehicle A will turn right. For example, the predetermined vehicle speed N is three kilometers per hour. Specifically, the right turn determination unit 122 continues to determine that vehicle A will turn right until a predetermined time period has passed since time t2 when the vehicle speed V becomes equal to or less than the predetermined vehicle speed N after it is determined that vehicle A will turn right. Then, after the predetermined time period has passed, the right turn determination unit 122 determines that vehicle A will not turn right. The predetermined time period can be determined based on the time required for the display of the traffic light to complete its cycle, and a specific value of the predetermined time period is, for example, 150 seconds. Therefore, the right turn determination unit 122 can prevent the accidental determination that vehicle A will turn right when vehicle A is unlikely to turn right because the vehicle A stops for a longer time than the time vehicle A waits at the traffic light.

[0042] Even if the turn signal 4 is in the right turn signal state and the vehicle speed V is equal to or less than the creeping speed M, the right turn determination unit 122 determines that the vehicle A will not turn right if it is unlikely that the vehicle A will turn right. For example, if the turn signal 4 is in the left turn signal state or in the emergency flashing state before the moment when the turn signal 4 changes to the right turn signal state and the vehicle speed V is equal to or less than the creeping speed M, the right turn determination unit 122 determines that the vehicle A will not turn right. Figure 2 As shown, if the turn signal 4 enters the left turn signal state or the emergency flashing state even once at or after time t1 when the vehicle speed V becomes equal to or less than the creep speed M, the right turn determination section 122 determines that the vehicle A will not turn right.

[0043] In this way, if vehicle A changes its route (for example, if vehicle A moves to the left and then turns back to avoid an obstacle on the right side of vehicle A, etc.), the right turn determination unit 122 can determine that vehicle A will not turn right. In addition, the right turn determination unit 122 determines that vehicle A will not turn right in the case where vehicle A, which has stopped on the shoulder of the road, starts to move. Specifically, if vehicle A starts to move after stopping, and the hazard warning lights are turned on so that the turn signal 4 is in an emergency flashing state, the right turn determination unit 122 determines that vehicle A will not turn right. As a result, the right turn determination unit 122 can prevent the determination that vehicle A will turn right in the case where vehicle A will not turn right, such as when vehicle A changes its route or when the stopped vehicle A starts to move.

[0044] The other vehicle information acquisition unit 123 acquires information about other vehicles from other vehicles traveling around the vehicle A via the communication unit 3 through inter-vehicle communication. Specifically, the other vehicle information acquisition unit 123 acquires the vehicle speed of the other vehicle and the coordinates and azimuth indicating the position where the other vehicle is detected by the other vehicle.

[0045] The oncoming vehicle approach determination unit 124 determines whether any of a plurality of other vehicles traveling around the vehicle A is approaching the vehicle A as an oncoming vehicle. For example, if the vehicle A turns right, the oncoming vehicle approach determination unit 124 determines whether the other vehicles traveling around the vehicle A are approaching the vehicle A as an oncoming vehicle based on information about the other vehicles. Specifically, if a vehicle travel vector indicating the direction in which the right-turning vehicle A is traveling and other vehicle travel vectors indicating the directions in which the other vehicles are traveling intersect each other, and the other vehicles exist ahead of the traveling direction of the vehicle A, the oncoming vehicle approach determination unit 124 determines that the other vehicles are approaching the vehicle A as an oncoming vehicle.

[0046] Figure 3 1 is a diagram for explaining a process of determining whether another vehicle is approaching vehicle A as an oncoming vehicle. Here, another vehicle B will be described as an example of another vehicle, but for Figure 3 The other vehicle C shown performs similar processing.

[0047] First, the oncoming vehicle approach determination unit 124 generates a vehicle travel vector RA to the right from the position PA of the vehicle A relative to the direction indicated by the azimuth angle of the vehicle A (hereinafter referred to as the vehicle direction LA). The position PA from which the vehicle travel vector RA starts is the position of the GPS receiver installed in the vehicle A. Specifically, the oncoming vehicle approach determination unit 124 generates a vehicle travel vector RA that is 90 degrees to the right from the position PA of the vehicle A relative to the vehicle direction LA and has a predetermined length. The specific value of the predetermined length can be appropriately set and may be, for example, 10 meters.

[0048] The oncoming vehicle approach determination unit 124 determines the average direction indicated by a plurality of azimuths of the vehicle A detected in the past as the vehicle direction LA. For example, the oncoming vehicle approach determination unit 124 determines the direction indicated by the average value of a plurality of azimuths of the vehicle A detected within 30 meters from the position PA of the vehicle A as the vehicle direction LA. It should be noted that the azimuth of the vehicle A is detected every two meters. Therefore, for example, the oncoming vehicle approach determination unit 124 can specify the direction of the vehicle A more appropriately in the case of a curved road.

[0049] Next, the oncoming vehicle approaching determination unit 124 generates an other vehicle driving vector RB from the position PB of the other vehicle B along the direction indicated by the azimuth of the other vehicle B (hereinafter referred to as the other vehicle direction LB). For example, the oncoming vehicle approaching determination unit 124 generates an other vehicle driving vector RB having a predetermined length starting from the position PB of the other vehicle B. Specifically, the oncoming vehicle approaching determination unit 124 generates an other vehicle driving vector RB having a predetermined length obtained by multiplying the speed of the other vehicle B by a predetermined time period. The position PB where the other vehicle driving vector RB starts is the position of a GPS receiver installed in the other vehicle B. The specific value of the predetermined time period can be appropriately set, and is, for example, five seconds. Then, the oncoming vehicle approaching determination unit 124 determines whether the generated vehicle driving vector RA and the other vehicle driving vector RB intersect with each other.

[0050] It should be noted that if the other vehicle direction LB is opposite to the vehicle direction LA, the oncoming vehicle approach determination unit 124 may determine whether the vehicle travel vector RA and the other vehicle travel vector RB intersect each other. Specifically, if the other vehicle direction LB is within a direction determination range D defined with respect to the azimuth angle of the indicated vehicle direction LA, the oncoming vehicle approach determination unit 124 determines that the other vehicle direction LB is opposite to the vehicle direction LA. The direction determination range D is a range from positive 135 degrees to positive 225 degrees with respect to the azimuth angle of the indicated vehicle direction LA.

[0051] If the other vehicle direction LB indicated by the average value of the multiple azimuth angles of the other vehicle B just obtained is within the direction determination range D (see Figure 3 ), the oncoming vehicle approaching determination unit 124 can determine that the other vehicle direction LB is opposite to the vehicle direction LA. In this case, the oncoming vehicle approaching determination unit 124 sets the direction indicated by the average value of the 10 azimuth angles of the other vehicle B just obtained as the other vehicle direction LB. In this way, the oncoming vehicle approaching determination unit 124 can more appropriately detect the direction of the other vehicle in the case of a curved road, for example.

[0052] exist Figure 3, the direction determination range D is a range filled with positive oblique lines. Since the other vehicle direction LB of the other vehicle B is included in the direction determination range D, the oncoming vehicle approach determination unit 124 determines that the other vehicle direction LB of the other vehicle B is opposite to the vehicle direction LA. On the other hand, since the other vehicle direction LC of the other vehicle C is not included in the direction determination range D, the oncoming vehicle approach determination unit 124 determines that the other vehicle direction LC of the other vehicle C is not opposite to the vehicle direction LA.

[0053] The oncoming vehicle approach determination unit 124 determines whether the other vehicle is ahead of the traveling direction of the vehicle A. For example, if the position of the other vehicle is included in the predetermined angle range including the vehicle direction LA, the oncoming vehicle approach determination unit 124 determines that the other vehicle B is ahead of the traveling direction of the vehicle A. For example, the predetermined angle range E is a range from negative 75 degrees to positive 75 degrees with respect to the azimuth indicating the vehicle direction LA. Figure 3 , the predetermined angle range E is a range filled with backslashes. Since the position PB of the other vehicle B is included in the predetermined angle range E, the oncoming vehicle approach determination unit 124 determines that the other vehicle B exists in front of the vehicle A in the traveling direction. On the other hand, since the position PC of the other vehicle C is not included in the predetermined angle range E, the oncoming vehicle approach determination unit 124 determines that the other vehicle C is not in front of the vehicle A in the traveling direction.

[0054] It should be noted that if it is determined that the other vehicle B exists ahead of the vehicle A in the traveling direction, the oncoming vehicle approach determination section 124 continues to determine that the other vehicle B exists ahead of the vehicle A in the traveling direction until the position PB of the other vehicle B is no longer included in the exclusion determination range wider than the predetermined angle range E. For example, the exclusion determination range is a range from negative 135 degrees to positive 135 degrees with respect to the azimuth indicating the vehicle direction LA.

[0055] If the accuracy of the position and the accuracy of the azimuth are high, the oncoming vehicle approach determination unit 124 can determine whether the other vehicle B is approaching vehicle A as an oncoming vehicle. In this case, the vehicle information acquisition unit 121 acquires the detection accuracy of the position PA of vehicle A and the detection accuracy of the azimuth from various sensors 2. For example, the vehicle information acquisition unit 121 acquires any value between 0 and 15 as the detection accuracy of the position PA of vehicle A. The larger the value, the higher the detection accuracy is assumed to be. It should be noted that the detection accuracy of the azimuth is assumed to be the same as the detection accuracy of the position. In addition, the other vehicle information acquisition unit 123 acquires the detection accuracy of the position PB and the detection accuracy of the azimuth from the other vehicle B via inter-vehicle communication. The detection accuracy of the position PB and the detection accuracy of the azimuth of the other vehicle B are the same as the detection accuracy of the position PA of vehicle A and the detection accuracy of the azimuth, respectively.

[0056] If the detection accuracy of the position PA of vehicle A and the detection accuracy of the position PB of other vehicle B are equal to or greater than the position accuracy determination threshold, and the detection accuracy of the azimuth of vehicle A and the detection accuracy of the azimuth of other vehicle B are equal to or greater than the azimuth accuracy determination threshold, the oncoming vehicle approach determination unit 124 determines whether the other vehicle B is approaching vehicle A as an oncoming vehicle. If any of the above conditions is not satisfied, the oncoming vehicle approach determination unit 124 does not determine whether the other vehicle B is approaching vehicle A as an oncoming vehicle. For example, the specific value of the position accuracy determination threshold is 10. For example, the specific value of the azimuth accuracy determination threshold is 4. As described above, since the oncoming vehicle approach determination unit 124 does not determine whether the other vehicle B is approaching when one of the accuracy of the position and the accuracy of the azimuth is relatively low, it is possible to prevent erroneous determinations due to relatively low accuracy of the position or the azimuth.

[0057] If the vehicle travel vector RA and the other vehicle travel vector RB intersect each other, the vehicle direction LA and the other vehicle direction LB are opposite to each other, and the other vehicle B exists in front of the travel direction of the vehicle A, the oncoming vehicle approach determination unit 124 determines that the other vehicle B is approaching the vehicle A as an oncoming vehicle. In this way, since the oncoming vehicle approach determination unit 124 can exclude the other vehicle C that is not approaching the vehicle A as an oncoming vehicle, the probability of specifying the other vehicle B approaching the vehicle A as an oncoming vehicle from among the plurality of other vehicles traveling around the vehicle A can be increased.

[0058] In the case where another vehicle B is approaching vehicle A as an oncoming vehicle, if vehicle A starts to turn right, the output control section 125 causes the alarm output section 10 to output an alarm indicating that another vehicle B is approaching vehicle A as an oncoming vehicle. For example, if the yaw angular velocity of vehicle A detected by the vehicle information acquisition section 121 is equal to or greater than a predetermined angular velocity, it is determined that vehicle A has started to turn right, and the output control section 125 causes the alarm output section 10 to output an alarm. The predetermined angular velocity can be appropriately set by experiments or the like, and is, for example, 1.5 degrees per second.

[0059] In addition, in the case where another vehicle B is approaching vehicle A as an oncoming vehicle, if the throttle opening degree of vehicle A is greater than a predetermined opening degree and the yaw angular velocity is equal to or greater than a predetermined angular velocity, the output control unit 125 can output an alarm. In this case, the vehicle information acquisition unit 121 acquires the throttle opening degree of vehicle A. The predetermined opening degree can be set to a value that allows determination of whether the driver has stepped on the accelerator pedal. For example, if the state in which the accelerator pedal is stepped on to the maximum extent is set to 100%, the specific value of the predetermined opening degree is 5%. By doing so, even if another vehicle B is approaching vehicle A as an oncoming vehicle, if the driver of vehicle A steps on the accelerator pedal to start turning right, the output control unit 125 can cause the alarm output unit 10 to output an alarm.

[0060] Normally, when vehicle A enters an intersection, vehicle A stops before the intersection and then enters the intersection. Therefore, if vehicle A stops temporarily when it is determined that vehicle A will turn right, vehicle A is very likely to turn right at the intersection soon. Therefore, when the temporarily stopped vehicle A starts to turn right when another vehicle B is approaching vehicle A as an oncoming vehicle, the output control unit 125 outputs an alarm. In this case, the vehicle information acquisition unit 121 also acquires the braking state of vehicle A.

[0061] If another vehicle B is approaching vehicle A as an oncoming vehicle in a state where it is determined that vehicle A will turn right, the output control unit 125 determines whether the braking state is braking and whether the vehicle speed is already equal to or less than a predetermined speed. The predetermined speed is a value that allows determination that vehicle A has temporarily stopped. For example, a specific value that allows determination that vehicle A has temporarily stopped is 3 kilometers per hour, but it may also be zero kilometers per hour. Next, the output control unit 125 determines whether the braking state is canceled after the vehicle speed has become equal to or less than a value that allows determination that vehicle A has temporarily stopped when the braking state is braking. Then, after the braking state is canceled, if the throttle opening degree of the vehicle is greater than the predetermined opening degree and the yaw angular velocity is equal to or greater than the predetermined angular velocity, the output control unit 125 outputs an alarm.

[0062] In this way, in the case where vehicle A starts to turn right when another vehicle B is approaching vehicle A as an oncoming vehicle and a warning is needed, the output control section 125 can output an alarm indicating that another vehicle B is approaching vehicle A as an oncoming vehicle. As a result, the output control section 125 can enhance the safety of vehicle A. In addition, if vehicle A is unlikely to enter the intersection and turn right, or if another vehicle B is not approaching as an oncoming vehicle, the output control section 125 does not output an alarm. This can reduce false alarms.

[0063] <Processing for Determining Whether Vehicle A Will Turn Right>

[0064] Figure 4 is a flowchart showing an example of a process for determining whether vehicle A is about to turn right. The right turn determination unit 122 executes Figure 4 The process shown is performed while the vehicle A is started. In addition, it is assumed that the vehicle information acquisition section 121 acquires various types of information on the vehicle A in sequence.

[0065] First, the right turn determination unit 122 determines whether the vehicle speed V of the vehicle A acquired by the vehicle information acquisition unit 121 has become equal to or less than the creeping speed M (S1). Specifically, if the vehicle speed V just acquired is greater than the creeping speed M, and the newly acquired vehicle speed V is equal to or less than the creeping speed M, the right turn determination unit 122 determines that the vehicle speed V has become equal to or less than the creeping speed M. If the vehicle speed V is not equal to or less than the creeping speed M ("No" in S1), the right turn determination unit 122 determines that the vehicle A will not turn right, and returns to S1.

[0066] If the vehicle speed V has become equal to or less than the creep speed M ("Yes" in S1), the right turn determination unit 122 determines whether the turn signal 4 is in the left turn signal state (S2). For example, if the turn signal 4 of the vehicle A is turned to the left turn signal position, the right turn determination unit 122 determines that the turn signal 4 is in the left turn signal state. If the turn signal 4 is in the left turn signal state ("Yes" in S2), the right turn determination unit 122 determines that the vehicle A will not turn right, and returns to S1.

[0067] If the turn signal 4 is not in the left turn signal state (No in S2), the right turn determination unit 122 determines whether the turn signal 4 is in the emergency flashing state (S3). For example, if the switch (hazard light switch) for setting the turn signal 4 of the vehicle A to the emergency flashing state is turned on, the right turn determination unit 122 determines that the turn signal 4 is in the emergency flashing state. If the turn signal 4 is in the emergency flashing state (Yes in S3), the right turn determination unit 122 determines that the vehicle A will not turn right, and returns to S1.

[0068] If the turn signal 4 is not in the emergency flashing state ("No" in S3), the right turn determination unit 122 determines whether the shift lever of the vehicle A is in the driving position (S4). For example, if the shift lever is kept in the driving position after the vehicle speed V has become equal to or less than the creep speed M, the right turn determination unit 122 determines that the shift lever is in the driving position. If the shift lever is moved to a position other than the driving position (e.g., a neutral position or a parking position) after the vehicle speed V has become equal to or less than the creep speed M ("No" in S4), the right turn determination unit 122 determines that the vehicle A will not turn right, and returns to step S1.

[0069] If the shift lever is in the driving position ("Yes" in S4), the right turn determination unit 122 determines whether the turn signal 4 is in the right turn signal state (S5). If the turn signal 4 switch of the vehicle A is turned to the right turn signal position, the right turn determination unit 122 determines that the turn signal 4 is in the right turn signal state. If the turn signal 4 is not in the right turn signal state ("No" in S5), the right turn determination unit 122 determines that the vehicle A will not turn right, and returns to S1.

[0070] If the turn signal 4 is in the right turn signal state ("Yes" in S5), the right turn determination unit 122 determines whether the vehicle speed V of vehicle A has become equal to or less than the predetermined vehicle speed N (S6). For example, if the state in which the vehicle speed V is equal to or less than the predetermined vehicle speed N continues for a predetermined time period, the right turn determination unit 122 determines that the vehicle speed V has become equal to or less than the predetermined vehicle speed N. For example, the predetermined time period is one second. In addition, the right turn determination unit 122 can determine whether the vehicle speed has become zero to stop vehicle A. If the vehicle speed V of vehicle A is greater than the predetermined vehicle speed N ("No" in S6), the right turn determination unit 122 determines that vehicle A will not turn right and returns to S1. If the vehicle speed V of vehicle A has become equal to or less than the predetermined vehicle speed N ("Yes" in S6), the right turn determination unit 122 determines that vehicle A will turn right (S7).

[0071] <Processing of Determining Whether Other Vehicle B Is Approaching Vehicle A as an Oncoming Vehicle>

[0072] Figure 5 1 is a flowchart showing an example of a process for determining whether another vehicle B is approaching the vehicle A as an oncoming vehicle. The oncoming vehicle approach determination unit 124 executes Figure 5 The process shown in FIG. 1 and FIG. 2 is a process for determining whether the vehicle A will turn right. In addition, it is assumed that the other vehicle information acquisition unit 123 sequentially acquires various types of information about the other vehicle B.

[0073] First, the oncoming vehicle approaching determination unit 124 determines whether the vehicle A will turn right (S11). For example, the oncoming vehicle approaching determination unit 124 determines whether the right turn determination unit 122 determines that the vehicle A will turn right. If the vehicle A will not turn right ("No" in S11), the oncoming vehicle approaching determination unit 124 returns to S11.

[0074] If the vehicle A is about to turn right (Yes in S11), the oncoming vehicle approach determination unit 124 determines whether the vehicle direction LA indicated by the azimuth of the vehicle A and the other vehicle direction LB indicated by the azimuth of the other vehicle B are opposite to each other (S12). For example, if the other vehicle direction LB is within the predetermined direction determination range D (see Figure 3 ), the oncoming vehicle approach determination unit 124 determines that the other vehicle direction LB is opposite to the vehicle direction LA. If the vehicle direction LA and the other vehicle direction LB are not opposite to each other ("No" in S12), the oncoming vehicle approach determination unit 124 determines that the other vehicle B is not approaching the vehicle A as an oncoming vehicle, and returns to S11.

[0075] If the vehicle direction LA and the other vehicle direction LB are opposite to each other ("Yes" in S12), the oncoming vehicle approaching determination unit 124 generates a vehicle travel vector RA and an other vehicle travel vector RB (S13). Specifically, the oncoming vehicle approaching determination unit 124 generates a vehicle travel vector RA from the position PA of the vehicle A to the right with respect to the vehicle direction LA and having a predetermined length. In addition, the oncoming vehicle approaching determination unit 124 generates an other vehicle travel vector RB along the other vehicle direction LB and having a length obtained by multiplying the vehicle speed of the other vehicle B by a predetermined time period.

[0076] The oncoming vehicle approaching determination unit 124 determines whether the generated vehicle driving vector RA and the other vehicle driving vector RB intersect with each other (S14). If the vehicle driving vector RA and the other vehicle driving vector RB do not intersect with each other (No in S14), the oncoming vehicle approaching determination unit 124 determines that the other vehicle B is not approaching the vehicle A as an oncoming vehicle, and returns to S11.

[0077] If the vehicle travel vector RA and the other vehicle travel vector RB intersect each other ("Yes" in S14), the oncoming vehicle approach determination unit 124 determines whether the position PB of the other vehicle B is included in the predetermined angle range E (S15). For example, the oncoming vehicle approach determination unit 124 determines whether the position PB of the other vehicle B is included in the predetermined angle range E defined with the position PA of the vehicle A as the starting point (see Figure 3 ). If the position PB of the other vehicle B is not included in the predetermined angle range E ("No" in S15), the oncoming vehicle approach determination unit 124 determines that the other vehicle B is not approaching the vehicle A as an oncoming vehicle, and returns to S11. If the position PB of the other vehicle B is included in the predetermined angle range E ("Yes" in S15), the oncoming vehicle approach determination unit 124 determines that the other vehicle B is approaching the vehicle A as an oncoming vehicle. It should be noted that the oncoming vehicle approach determination unit 124 performs the above-mentioned processing for each of the multiple other vehicles traveling around the vehicle A.

[0078] <Processing of output alarm>

[0079] Figure 6 is a flowchart showing an example of the process of outputting an alarm. The output control unit 125 executes Figure 6 In the process shown, the right turn determination unit 122 simultaneously executes a process for determining whether the vehicle A will turn right.

[0080] First, the output control unit 125 determines whether the other vehicle B is approaching the vehicle A as an oncoming vehicle (S21). For example, the output control unit 125 determines whether the other vehicle approach determination unit 124 determines that the other vehicle B is approaching the vehicle A as an oncoming vehicle. If the other vehicle B is not approaching the vehicle A as an oncoming vehicle ("No" in S21), the output control unit 125 returns to S21.

[0081] If the other vehicle B is approaching the vehicle A as an oncoming vehicle (Yes in S21), the output control unit 125 determines whether the braking state of the vehicle A is canceled (S22). If the braking state of the vehicle A is braking (No in S22), the output control unit 125 returns to S21.

[0082] If the braking state of vehicle A is canceled ("Yes" in S22), the output control unit 125 determines whether the throttle opening degree of vehicle A is greater than a predetermined opening degree (S23). For example, the output control unit 125 determines whether the throttle opening degree of vehicle A is greater than zero, assuming that the predetermined opening degree is zero. If the throttle opening degree is equal to or less than the predetermined opening degree ("No" in S23), the output control unit 125 returns to S21.

[0083] If the accelerator opening degree of vehicle A is greater than the predetermined opening degree ("Yes" in S23), the output control unit 125 determines whether the vehicle speed V of vehicle A is greater than zero (S24). If the vehicle speed V of vehicle A is zero (i.e., vehicle A is stopped) ("No" in S24), the output control unit 125 returns to S21.

[0084] If the vehicle speed V is greater than zero ("Yes" in S24), the output control unit 125 determines whether the yaw rate of the vehicle A is equal to or greater than a predetermined angular velocity (S25). When the yaw rate of the vehicle A is less than the predetermined angular velocity ("No" in S25), the output control unit 125 determines that the vehicle A does not turn right, and returns to S21.

[0085] If the yaw rate is equal to or greater than the predetermined rate (Yes in S25), the output control section 125 determines that the vehicle A has started to turn right while another vehicle B is approaching the vehicle A as an oncoming vehicle, and then outputs an alarm (S26).

[0086] <Effects of the alarm device 1 according to the embodiment of the present invention>

[0087] As described above, the alarm device 1 according to the embodiment acquires the state of the turn signal 4 of the vehicle A, the vehicle speed V of the vehicle A, the position PA of the vehicle A, the azimuth angle of the vehicle A, and the yaw rate of the vehicle A, and acquires the position PB and azimuth angle of the other vehicle B via inter-vehicle communication. Next, if the turn signal 4 is in the right turn signal state, and the vehicle speed V is equal to or less than the creep speed M, the alarm device 1 determines that the vehicle A will turn right. Subsequently, if the vehicle A will turn right, when i) the vehicle travel vector RA generated to the right from the position PA of the vehicle A relative to the vehicle direction LA indicated by the azimuth angle of the vehicle A and ii) the other vehicle travel vector RB starting from the position PB of the other vehicle B along the other vehicle direction LB indicated by the azimuth angle of the other vehicle B intersect each other, and the position PB of the other vehicle B is included in the predetermined angle range E, the alarm device 1 determines that the other vehicle B is approaching the vehicle A as an oncoming vehicle. If the other vehicle B is approaching the vehicle A as an oncoming vehicle, and the yaw rate of the vehicle A is equal to or greater than the predetermined angular velocity, the alarm device 1 outputs an alarm.

[0088] Therefore, in the case where vehicle A starts to turn right when another vehicle B is approaching vehicle A as an oncoming vehicle and a warning is required, the alarm device 1 can output an alarm. This allows the alarm device 1 to issue an alarm to the driver of vehicle A, thereby enhancing the safety of vehicle A. On the other hand, if vehicle A will not turn right or if another vehicle B is not approaching as an oncoming vehicle, the alarm device 1 does not output an alarm. In addition, the alarm device 1 does not output an alarm when vehicle A has not started to turn right. Therefore, since the alarm device 1 does not output an alarm when a warning is not required, false alarms can be reduced.

[0089] In the above-mentioned embodiment, a situation in which a vehicle is traveling on the left side of a road divided by a center, i.e., a so-called left-side traffic situation has been described. The present disclosure is not limited thereto, and may also be applied to a so-called right-side traffic situation, i.e., a vehicle is traveling on the right side of a road divided by a center. In this case, the right-turn determination unit according to the embodiment is used as a left-turn determination unit, and if the turn signal is in a left-turn signal state and the vehicle speed is equal to or less than the creep speed, it is determined that the vehicle will turn left. If it is determined that the vehicle will turn left, the oncoming vehicle approaching determination unit generates a vehicle travel vector to the left from the direction indicated by the position of the vehicle relative to the azimuth angle of the vehicle. Therefore, in the case where vehicle A starts to turn left when another vehicle B is approaching vehicle A as an oncoming vehicle and a warning is required, the alarm device 1 can output an alarm.

[0090] The present disclosure is described based on exemplary embodiments. The technical scope of the present disclosure is not limited to the scope described in the above embodiments, and various changes and modifications can be made within the scope of the present disclosure. For example, all or part of the device can be configured with any functionally or physically dispersed or integrated units. In addition, new exemplary embodiments generated by any combination of them are also included in the exemplary embodiments. In addition, the effects of the new exemplary embodiments brought about by the combination also have the effects of the original exemplary embodiments.

[0091] Description of Reference Numerals

[0092] 1Alarm device

[0093] 2 Various sensors

[0094] 3 Ministry of Communications

[0095] 4 Turn Signals

[0096] 10Alarm output unit

[0097] 11 Storage

[0098] 12 Control Unit

[0099] 121 Vehicle Information Acquisition Department

[0100] 122 Right turn determination unit

[0101] 123 Other vehicle information acquisition department

[0102] 124 Oncoming vehicle approaching determination unit

[0103] 125 Output control unit.

Claims

1. An alarm device, comprising: a vehicle information acquisition unit, which acquires the state of the vehicle's turn signal, the vehicle's speed, the vehicle's position, the vehicle's azimuth angle, and the vehicle's yaw rate; Another vehicle information acquisition unit, which acquires the position and azimuth of another vehicle via inter-vehicle communication; a right turn determination unit that determines that the vehicle will turn right if the turn signal is in a right turn signal state and a predetermined period of time has not elapsed since the vehicle speed became equal to or less than a predetermined vehicle speed that is less than a creeping speed, and determines that the vehicle will not turn right if the predetermined period of time has elapsed since the vehicle speed became equal to or less than the predetermined vehicle speed before the vehicle starts to turn right; an oncoming vehicle approach determination unit that, when the right turn determination unit determines that the vehicle is about to turn right, determines that the other vehicle is approaching the vehicle as an oncoming vehicle if i) a vehicle travel vector generated rightward from the position of the vehicle relative to the direction indicated by the azimuth angle of the vehicle and ii) another vehicle travel vector starting from the position of the other vehicle in the direction indicated by the azimuth angle of the other vehicle intersect each other and the position of the other vehicle is included in a predetermined angle range including the direction indicated by the azimuth angle of the vehicle; as well as An output control section outputs an alarm when the oncoming vehicle approach determination section determines that the other vehicle is approaching the vehicle and the yaw angular velocity of the vehicle is equal to or greater than a predetermined angular velocity.

2. The alarm device according to claim 1, wherein The vehicle information acquisition unit further acquires a state of a gear lever of the vehicle, and The right turn determination unit determines that the vehicle will turn right in the following cases: The turn signal is in the right turn signal state; The vehicle speed is equal to or less than the creep speed; and The shift lever is maintained at the driving position until the turn signal enters the right turn signal state and the vehicle speed becomes equal to or less than the creep speed.

3. The alarm device according to claim 2, wherein After the vehicle speed becomes equal to or less than the creep speed, when the shift lever is maintained in the driving position, the right turn determination unit continues to determine that the vehicle will turn right, and when the position of the shift lever is moved to a position different from the driving position, the right turn determination unit determines that the vehicle will not turn right.

4. The alarm device according to claim 1, wherein The right turn determination unit determines that the vehicle will not turn right in the following cases: When the turn signal is in the right turn signal state and the vehicle speed is equal to or less than the creep speed, before the turn signal enters the right turn signal state and the vehicle speed becomes equal to or less than the creep speed, the turn signal is in the left turn signal state, or the turn signal is in the emergency flashing state.

5. The alarm device according to any one of claims 1 to 3, wherein The vehicle information acquisition unit further acquires the throttle opening degree of the vehicle, and When the oncoming vehicle approach determination unit determines that the other vehicle is approaching the vehicle, the output control unit outputs the alarm if the accelerator opening degree of the vehicle is greater than a predetermined opening degree and the yaw angular velocity is equal to or greater than the predetermined angular velocity.

6. The alarm device according to claim 5, wherein The vehicle information acquisition unit further acquires the braking state of the vehicle, and When the oncoming vehicle approach determination unit determines that the other vehicle is approaching the vehicle, after the braking state is canceled since the braking state is braking and the vehicle speed becomes zero, the output control unit outputs the alarm when the throttle opening degree of the vehicle is greater than the predetermined opening degree and the yaw angular velocity is equal to or greater than the predetermined angular velocity.

7. The alarm device according to any one of claims 1 to 3, wherein The oncoming vehicle approaching determination unit: Generate the vehicle travel vector along the average direction indicated by the multiple azimuth angles of the vehicle just acquired; and The other vehicle travel vector is generated along the average direction indicated by the multiple azimuth angles of the other vehicle just obtained.

8. The alarm device according to any one of claims 1 to 3, wherein The vehicle information acquisition unit acquires the accuracy of the position of the vehicle and the accuracy of the azimuth of the vehicle, The other vehicle information acquisition unit acquires the accuracy of the position of the other vehicle and the accuracy of the azimuth of the other vehicle, and When the accuracy of the position of the vehicle and the accuracy of the position of the other vehicle are equal to or greater than the position accuracy judgment threshold, and the accuracy of the azimuth of the vehicle and the accuracy of the azimuth of the other vehicle are equal to or greater than the azimuth accuracy judgment threshold, the oncoming vehicle approach judgment unit determines whether the other vehicle is approaching the vehicle.

9. An alarm device, comprising: a vehicle information acquisition unit, which acquires the state of the vehicle's turn signal, the vehicle's speed, the vehicle's position, the vehicle's azimuth angle, and the vehicle's yaw rate; Another vehicle information acquisition unit, which acquires the position and azimuth of another vehicle via inter-vehicle communication; a left turn determination unit that determines that the vehicle will turn left if the turn signal is in a left turn signal state and a predetermined period of time has not elapsed since the vehicle speed became equal to or less than a predetermined vehicle speed that is less than a creeping speed, and determines that the vehicle will not turn left if the predetermined period of time has elapsed since the vehicle speed became equal to or less than the predetermined vehicle speed before the vehicle starts to turn left; an oncoming vehicle approach determination unit that determines that the other vehicle is approaching the vehicle as an oncoming vehicle when i) a vehicle travel vector generated to the left from the position of the vehicle relative to the direction indicated by the azimuth angle of the vehicle and ii) a travel vector of the other vehicle from the position of the other vehicle in the direction indicated by the azimuth angle of the other vehicle intersect each other and the position of the other vehicle is included in a predetermined angle range including the direction indicated by the azimuth angle of the vehicle, when the left turn determination unit determines that the vehicle is about to turn left; as well as An output control section outputs an alarm when the oncoming vehicle approach determination section determines that the other vehicle is approaching the vehicle and the yaw angular velocity of the vehicle is equal to or greater than a predetermined angular velocity.

10. The alarm device according to claim 9, wherein The vehicle information acquisition unit further acquires a state of a gear lever of the vehicle, and The left turn determination unit determines that the vehicle will turn left in the following cases: The turn signal is in the left turn signal state; The vehicle speed is equal to or less than the creep speed; and The shift lever is kept in the driving position until the turn signal enters the left turn signal state and the vehicle speed becomes equal to or less than the creep speed, and After the vehicle speed becomes equal to or less than the creep speed, in a case where the shift lever is kept in the driving position, the left turn determination unit continues to determine that the vehicle will turn left, and The left turn determination unit determines that the vehicle will not turn left when the position of the shift lever is moved to a position different from the driving position.

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