Alarm device

Abstract

An alarm device (1) comprises: a vehicle information acquisition unit (121) for acquiring the position, azimuth and speed of a vehicle A; an other vehicle information acquisition unit (123) for acquiring the position and azimuth of other vehicles through inter-vehicle communication; a temporary stop determination unit (122) for determining that the vehicle A is in a temporary stop state when the speed of the vehicle A is below a predetermined speed for more than a predetermined period of time; an other vehicle approach determination unit (124) for determining that the vehicle A is in a temporary stop state, when the vehicle A travel vector from the position of the vehicle A along the direction of the vehicle A intersects with the other vehicle travel vector from the position of the other vehicle along the direction of the other vehicle, and the position of the other vehicle is included in a predetermined angle range on the side relative to the azimuth of the vehicle A, the other vehicle is approaching the vehicle A from the side of the vehicle A; and an output control unit (125) for causing the alarm output unit to output an alarm when the other vehicle is approaching the vehicle A and the vehicle A in the temporary stop state starts to move.

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 technology for outputting an alarm to prevent a collision when another vehicle traveling in a direction intersecting with the traveling direction of the own vehicle is approaching the own vehicle.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2016-126400 Summary of the invention

[0006] Technical problem to be solved by the invention

[0007] As a case where a plurality of roads intersect each other, there is an overpass where a plurality of roads intersect each other at different heights by making any of the plurality of roads an elevated bridge or an underground passage. In the above-mentioned technology, even if there is no risk of a possible collision between the vehicle and other vehicles traveling on the overpass, an alarm is issued under the assumption that the vehicle and other vehicles are approaching.

[0008] Therefore, the present disclosure focuses on these points with the goal of reducing false alarms of the host vehicle and other vehicles 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 position of the vehicle, the azimuth of the vehicle and the speed of the vehicle; an other vehicle information acquisition unit, which acquires the position and azimuth of other vehicles via inter-vehicle communication; a temporary stop determination unit, which determines that the vehicle is in a temporary stop state when the speed of the moving vehicle is equal to or less than a predetermined speed for more than a predetermined period of time; an other vehicle approach determination unit, which, when the temporary stop determination unit determines that the vehicle is in a temporary stop state, determines that other vehicles are approaching the vehicle when i) a driving vector of the vehicle starting from the position of the vehicle in a direction indicated by the azimuth of the vehicle and ii) a driving vector of other vehicles starting from the position of other vehicles in a direction indicated by the azimuth of other vehicles intersect each other and the position of other vehicles is included in a predetermined angle range laterally limited relative to the azimuth of the vehicle; and an output control unit, which, when the other vehicle approach determination unit determines that other vehicles are approaching the vehicle, causes the alarm output unit to output an alarm when the vehicle in the temporary stop state starts to move.

[0011] The vehicle information acquisition unit can also obtain information showing the operating position of the gear lever of the vehicle and whether the brakes of the vehicle are braked or not, and the temporary stop determination unit can determine that the vehicle is in a temporary stop state when the operating position of the gear lever has been in the driving position since or before the moment when the vehicle speed becomes equal to or less than the predetermined speed, and the vehicle speed is equal to or less than the predetermined speed for more than a predetermined time period and the brakes are braked.

[0012] The vehicle information acquisition unit can also obtain the throttle opening degree of the vehicle, and when it is determined that other vehicles are approaching the vehicle, the output control unit can output an alarm if the throttle opening degree becomes greater than zero after the brakes of the vehicle in a temporarily stopped state are released.

[0013] The other vehicle information acquisition unit can also acquire the vehicle speed of other vehicles, and the other vehicle approach determination unit can generate a running vector of the own vehicle, which is along the direction indicated by the azimuth angle of the own vehicle and has a predetermined length from the position of the own vehicle in a temporarily stopped state, and can generate other vehicle running vectors, which are from the position of other traveling vehicles along the direction indicated by the azimuth angle of the other vehicles and have a length obtained by multiplying the vehicle speed of the other vehicles by a predetermined time period, and if the generated running vector of the own vehicle and the generated running vector of the other vehicles intersect each other, and the position of the other vehicle is included in the predetermined angle range, it can be determined that the other vehicle is approaching the own vehicle from the side of the own vehicle.

[0014] The other vehicle approach determination unit may generate a host vehicle travel vector along an average direction indicated by a plurality of azimuth angles of the host vehicle just acquired, and may generate the other vehicle travel vector along an average direction indicated by a plurality of azimuth angles of the other vehicle just acquired.

[0015] When the temporary stop determination unit determines that the vehicle is in a temporary stop state, if the vehicle's driving vector intersects with the other vehicle's driving vectors, and the position of the other vehicle is included in the predetermined angle range that is located on the right side and is an obtuse angle relative to the vehicle's azimuth, the other vehicle approaching determination unit can determine that the other vehicle is approaching the vehicle from the right side of the vehicle, and if the position of the other vehicle is included in the predetermined angle range that is located on the left side and is an obtuse angle relative to the vehicle's azimuth, the other vehicle approaching determination unit can determine that the other vehicle is approaching the vehicle from the left side of the vehicle.

[0016] The vehicle information acquisition unit can acquire the accuracy of the position of the vehicle and the accuracy of the azimuth of the vehicle, and the other vehicle information acquisition unit can acquire the accuracy of the position of other vehicles and the accuracy of the azimuth of other vehicles, and when the accuracy of the position of the vehicle and the accuracy of the position of other vehicles 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 other vehicles are equal to or greater than the azimuth accuracy judgment threshold, the other vehicle approach judgment unit can determine whether other vehicles are approaching the vehicle.

[0017] Effects of the Invention

[0018] According to the present disclosure, it is possible to reduce false alarms when the host vehicle and another vehicle approach each other. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 The configuration of the host vehicle according to the embodiment is schematically shown.

[0020] Figure 2 This is a graph for explaining changes in the accelerator opening degree, brake application / non-application, and vehicle speed from when the vehicle enters a temporary stop state while traveling to when the vehicle starts traveling.

[0021] Figure 3 This is a diagram for explaining a process of determining whether another vehicle is approaching the vehicle from the right side of the vehicle.

[0022] Figure 4 Detailed Description of the Invention This is a flowchart showing an example of a process for determining whether a traveling host vehicle has entered a temporary stop state.

[0023] Figure 5 Detailed Description of the Invention This is a flowchart showing an example of a process of determining whether another vehicle is approaching the vehicle from the right.

[0024] Figure 6 is a flowchart illustrating an example of a process of outputting an alarm. DETAILED DESCRIPTION

[0025] <Configuration of vehicle A according to an embodiment of the present invention>

[0026] Figure 1 The configuration of a host vehicle A according to the embodiment is schematically shown. The host vehicle A includes an alarm device 1 , various sensors 2 , a communication component 3 , a shift lever 4 , a brake 5 , and an accelerator pedal 6 .

[0027] 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. The various sensors 2 include a global positioning system (GPS) receiver that detects the position of the vehicle A and specifies coordinates indicating the position of the vehicle A. In addition, the various sensors 2 can 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, and detects the azimuth of the vehicle A relative to the north to specify the detection accuracy of the azimuth. The various sensors 2 output the detection information about the vehicle to the alarm device 1.

[0028] The communication unit 3 is a wireless communication module that transmits and receives information to and from other vehicles around the host 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 host vehicle A, and outputs the received information about other vehicles to the alarm device 1.

[0029] The driver of the vehicle A can select the shift state of the vehicle A by operating the shift lever 4. The shift lever 4 outputs the operation position selected by the driver to the alarm device 1. For example, the operation position is a driving position, a neutral position, or a parking position.

[0030] The driver of the vehicle A can decelerate the vehicle A by applying force to the brake 5. The brake 5 is, for example, a foot brake or an air brake. The brake 5 outputs information indicating whether the brake 5 is applied or not applied to the alarm device 1.

[0031] The driver of vehicle A can accelerate vehicle A by pressing the accelerator pedal 6. The throttle opening degree output by the accelerator pedal 6 corresponds to the amount of depression by the driver. When the accelerator pedal 6 is not pressed, the throttle opening degree is set to zero, and when the accelerator pedal 6 is pressed to the maximum, the throttle opening degree is set to 100.

[0032] The alarm device 1 determines whether the vehicle A, which is traveling, is in a temporary stop state based on information about the vehicle A acquired by various sensors 2. Next, if the vehicle A is in a temporary stop state, the alarm device 1 determines whether each of a plurality of other vehicles is approaching the vehicle A from the side based on information about a plurality of other vehicles traveling around the vehicle A. Then, when other vehicles approach the vehicle A from the side, if the vehicle A ends the temporary stop to start traveling, the alarm device 1 outputs an alarm indicating that the other vehicles are approaching the vehicle A. Thus, if the driver of the vehicle A ends the temporary stop to start traveling when other vehicles approach the vehicle A from the left or right side, the alarm device 1 outputs an alarm to alert the driver. Hereinafter, a situation in which a vehicle travels on the left side of a road divided by a center, i.e., a so-called left-side traffic situation, will be described.

[0033] <Configuration of Alarm Device 1>

[0034] 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 audio alarm under the control of the control section 12, for example.

[0035] 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.

[0036] 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 temporary stop determination unit 122, another vehicle information acquisition unit 123, another vehicle approach determination unit 124, and an output control unit 125.

[0037] 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. Furthermore, the vehicle information acquisition unit 121 acquires coordinates indicating the position of the vehicle A and the azimuth of the vehicle A.

[0038] The vehicle information acquisition unit 121 acquires the operation position of the shift lever 4 of the vehicle A from the shift lever 4. For example, the vehicle information acquisition unit 121 acquires information indicating whether the operation position of the shift lever 4 of the vehicle A is the driving position, the neutral position, or the parking position. In addition, the vehicle information acquisition unit 121 acquires information indicating whether the brake 5 of the vehicle A is braking or not braking from the brake 5. In addition, the vehicle information acquisition unit 121 acquires the throttle opening degree of the vehicle A from the accelerator pedal 6.

[0039] Based on the information about the vehicle A acquired by the vehicle information acquisition unit 121, the temporary stop determination unit 122 determines whether the traveling vehicle A is in a temporary stop state. For example, if the vehicle speed of the traveling vehicle A is equal to or less than the predetermined speed for more than a predetermined time period, the temporary stop determination unit 122 determines that the vehicle A is in a temporary stop state. For example, the specific value of the predetermined speed is three kilometers per hour. For example, the specific value of the predetermined time period is one second. Specifically, if the vehicle speed of the vehicle A, which was previously traveling at a speed greater than a predetermined speed (three kilometers per hour), decelerates to a speed equal to or less than the predetermined speed, and the vehicle speed of the vehicle A continues to be equal to or less than the predetermined speed for more than a predetermined time period (one second), the temporary stop determination unit 122 determines that the traveling vehicle A enters a temporary stop.

[0040] Figure 2It is a graph for explaining changes in the accelerator opening degree E, braking / non-braking of the brake 5 , and the vehicle speed V from when the traveling vehicle A enters a temporary stop state to when the traveling vehicle A starts traveling. Figure 2 (a) to Figure 2 The horizontal axis of (c) represents time t. Figure 2 The vertical axis of (a) represents the accelerator opening degree E. Figure 2 The vertical axis of (b) in FIG. 1 represents the state of a flag F indicating whether the brake 5 is engaged or disengaged. Figure 2 The vertical axis of (c) represents the vehicle speed V.

[0041] Figure 2 (a) in FIG. 1 schematically shows the change of the throttle opening degree E of the vehicle A over time. Figure 2 In (a), the accelerator opening degree E remains constant from time t0 to time t1. Therefore, from time t0 to time t1, the vehicle speed V increases (see Figure 2 (c) in the figure.

[0042] At time t1, the driver of vehicle A stops depressing the accelerator pedal 6, and gradually reduces the amount of depression of the accelerator pedal 6 from time t1 to time t2. Therefore, from time t1 to time t2, the throttle opening degree E decreases (see Figure 2 (a) in ), so the vehicle speed V decreases (see Figure 2 (c) in the figure.

[0043] Then, the driver of the vehicle A applies force to the brake 5 to turn it “on” at time t3, so that the vehicle A enters a temporary stop state. Figure 2 As shown in (b) in FIG. 1 , the flag F of the brake 5 is switched from “off” to “on” at time t3. Figure 2 As shown in (c) in FIG. 1 , from time t3 to the moment when the vehicle speed V becomes zero, the rate at which the vehicle speed V decreases is greater than when the brake 5 is not applied.

[0044] If the state where the vehicle speed V is equal to or less than the predetermined speed M continues from time t4 when the vehicle speed V decreases to be equal to or less than the predetermined speed M under the braking of the brake 5 to time t5 when the predetermined time period D has passed since time t4, the temporary stop determination section 122 determines that the host vehicle A is in the temporary stop state. For example, the specific value of the predetermined speed M is three kilometers per hour. For example, the specific value of the predetermined time period D is one second.

[0045] In addition, the temporary stop determination unit 122 can further determine whether the vehicle A is in a temporary stop state based on the operating position of the shift lever 4. For example, if the operating position of the shift lever 4 is the driving position, it is assumed that the driver of the vehicle A will soon start driving the vehicle. Therefore, if the operating position of the shift lever 4 is the driving position, the temporary stop determination unit 122 determines that the vehicle A is in a temporary stop state. Specifically, in a case where the operating position of the shift lever 4 continues to be in the driving position from the time t4 at or before when the vehicle speed V of the vehicle A decreases to a state equal to or less than the predetermined speed M, when the state of the vehicle speed V being equal to or less than the predetermined speed M continues for more than a predetermined time period D, the temporary stop determination unit 122 determines that the vehicle A is in a temporary stop state. In this way, the temporary stop determination unit 122 can accurately determine whether the vehicle A is in a temporary stop state compared to the case where the operating position of the shift lever 4 is not considered.

[0046] The other vehicle information acquisition unit 123 acquires information about other vehicles from each of the multiple other vehicles traveling around the vehicle A through the communication unit 3 via inter-vehicle communication. Specifically, the other vehicle information acquisition unit 123 acquires the speed of the other vehicles and the coordinates and azimuth indicating the position where the other vehicles are detected by the other vehicles. Therefore, the other vehicle information acquisition unit 123 can directly acquire information about other vehicles from other vehicles whose information has been detected. Therefore, compared with the case where information about other vehicles is acquired by other methods (for example, a method of acquiring information about other vehicles by analyzing captured images, or a method of acquiring information about other vehicles by analyzing signals detected by light detection and ranging (LIDAR)), the other vehicle information acquisition unit 123 can acquire information about other vehicles.

[0047] Next, a process in which the other vehicle approach determination section 124 determines whether each of a plurality of other vehicles traveling around the own vehicle A is approaching the own vehicle A from the right side thereof will be described. Figure 3 2 is a diagram for explaining a process of determining whether another vehicle is approaching the vehicle A from the right side. Figure 3 In the figure, the vehicle A traveling on the road intersecting the priority road in the left and right directions of the figure temporarily stops in front of the intersection (the speed V of the vehicle A is zero). Here, it is assumed that the vehicle A is about to enter the priority road. Although the other vehicle B is described as an example of other vehicles, Figure 3 The other vehicle C shown performs similar processing.

[0048] like Figure 3As shown, the distance between the host vehicle A entering the intersection from the road intersecting with the priority road and the other vehicle B approaching the host vehicle A from the right side is shorter than the distance between the host vehicle A and the other vehicle C approaching the host vehicle A from the left side. If the driver recognizes the other vehicle B approaching the host vehicle A from the right side after entering the intersection, the driver has a short time to perform an operation to avoid the other vehicle B. Therefore, if the other vehicle approaches the host vehicle A from the right side, the driver of the host vehicle A should be warned that the other vehicle B is approaching from the right side.

[0049] On the other hand, the distance between the other vehicle C approaching from the left side of the own vehicle A and the own vehicle A is longer than the distance between the other vehicle B approaching from the right side of the own vehicle A and the own vehicle A. Therefore, even if the driver recognizes the other vehicle C approaching the own vehicle A from the left side after entering the intersection, the driver has a longer time to perform an operation to avoid the other vehicle C. Therefore, if the other vehicle C approaches the own vehicle A from the left side, it is not necessary to warn the driver of the own vehicle A that the other vehicle C is approaching from the left side.

[0050] Here, when the traveling vehicle A is in a temporary stop state, the other vehicle approach determination unit 124 determines whether each of a plurality of other vehicles existing near the vehicle A is approaching the vehicle A from the right side of the vehicle A based on the information about the other vehicles. Specifically, when the vehicle A is in a temporary stop state, if the vehicle travel vector indicating the travel direction of the vehicle A and the other vehicle travel vector indicating the travel direction of the other vehicle intersect each other, and the other vehicle is on the right side of the vehicle A, the other vehicle approach determination unit 124 determines that the other vehicle is approaching the vehicle A from the right side of the vehicle A.

[0051] First, the other vehicle approach determination section 124 generates a host vehicle travel vector RA having a predetermined length starting from the position PA of the host vehicle A in the temporarily stopped state, along the direction indicated by the azimuth angle of the host vehicle A (hereinafter referred to as the host vehicle direction LA). The position PA from which the host vehicle travel vector RA starts is the position of the GPS receiver installed in the host vehicle A. The specific value of the predetermined length can be appropriately set, and may be, for example, 10 meters.

[0052] It should be noted that the other vehicle approach determination unit 124 determines the average direction indicated by the multiple azimuths of the host vehicle A just acquired as the host vehicle direction LA. For example, the other vehicle approach determination unit 124 determines the direction indicated by the average value of the multiple azimuths of the host vehicle A detected within a predetermined distance (for example, 30 meters) from the current position PA of the host vehicle A as the host vehicle direction LA. The azimuth of the host vehicle A is detected every two meters.

[0053] Next, the other vehicle approaching determination unit 124 generates the other vehicle running 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 other vehicle approaching determination unit 124 generates the other vehicle running vector RB starting from the position PB of the other vehicle B and having a predetermined length. Specifically, the other vehicle approaching determination unit 124 generates the other vehicle running vector RB having a predetermined length obtained by multiplying the speed of the other vehicle B in motion by a predetermined estimated time period. The position PB from which the other vehicle running vector RB starts is the position of the GPS receiver installed in the other vehicle B. The specific value of the predetermined estimated time period can be set appropriately, and is, for example, five seconds. Alternatively, the other vehicle approaching determination unit 124 can use the direction indicated by the average value of the 10 azimuths of the other vehicle B just acquired as the direction of the other vehicle B. In this way, since the other vehicle approaching determination unit 124 generates the other vehicle running vector RB using the information about the other vehicle B acquired directly from the other vehicle B by the other vehicle information acquisition unit 123, it is possible to generate a more accurate other vehicle running vector RB than in the case where the information about the other vehicle is acquired by other methods.

[0054] Then, the other vehicle approaching determination unit 124 determines whether the other vehicle B is approaching from the right side of the vehicle A. For example, the other vehicle approaching determination unit 124 determines whether the generated vehicle travel vector RA and the generated other vehicle travel vector RB intersect with each other, thereby determining whether the other vehicle B is approaching from the right side of the vehicle A. As described above, since the other vehicle approaching determination unit 124 can generate an accurate other vehicle travel vector RB by using accurate information about other vehicles, it is possible to improve the accuracy of determining whether the vehicle travel vector RA and the other vehicle travel vector RB intersect with each other. Therefore, the other vehicle approaching determination unit 124 can improve the accuracy of determining whether the other vehicle B is approaching from the right side of the vehicle A, and can prevent the other vehicle B from being accidentally determined to be approaching when the other vehicle B is not approaching from the right side of the vehicle A.

[0055] exist Figure 3 , the other vehicle approach determination unit 124 determines that the other vehicle B is approaching the host vehicle A from the right side of the host vehicle A because the other vehicle travel vector RB and the host vehicle travel vector RA of the other vehicle B intersect with each other. On the other hand, the other vehicle approach determination unit 124 determines that the other vehicle C is not approaching the host vehicle A from the right side because the other vehicle travel vector RC and the host vehicle travel vector RA of the other vehicle C do not intersect with each other.

[0056] Furthermore, if the direction indicated by the other vehicle travel vector RB is included in the predetermined range H defined relative to the own vehicle travel vector RA (see Figure 3), the other vehicle approaching determination unit 124 determines that the other vehicle B is approaching from the right side of the host vehicle A. Figure 3 , the range H is a range filled with backslashes. Specifically, if the azimuth indicating the direction of the other vehicle travel vector RB (indicated by the average of a plurality of azimuths (e.g., 10 azimuths) of the other vehicle B just acquired) is included in a predetermined range H of -135 degrees to -45 degrees relative to the azimuth indicating the own vehicle travel vector RA, the other vehicle approaching determination unit 124 determines that the other vehicle B is approaching from the right side of the own vehicle A.

[0057] Next, the other vehicle approach determination section 124 determines whether the other vehicle B exists on the right side of the own vehicle A, depending on whether the other vehicle B is included in the predetermined angle range G on the side of the own vehicle A. For example, if the position PB of the other vehicle B is included in the predetermined angle range G, the other vehicle approach determination section 124 determines that the other vehicle B exists on the right side of the own vehicle A. The predetermined angle range G is an obtuse angle, and is, for example, from +15 degrees to +165 degrees with respect to the azimuth indicating the own vehicle direction LA.

[0058] exist Figure 3 , the predetermined angle range G is a range filled with positive slashes. Since the position PB of the other vehicle B is included in the predetermined angle range G, the other vehicle approach determination unit 124 determines that the other vehicle B exists on the right side of the host vehicle A. On the other hand, since the position PC of the other vehicle C is not included in the predetermined angle range G, the other vehicle approach determination unit 124 determines that the other vehicle C does not exist on the right side of the host vehicle A.

[0059] If both the accuracy of the position and the accuracy of the azimuth are high, the other vehicle approach determination unit 124 can determine whether the other vehicle B is approaching the vehicle A. In this case, the vehicle information acquisition unit 121 acquires the detection accuracy of the position PA of the vehicle A and the detection accuracy of the azimuth of the vehicle A 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 the 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. 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 and the detection accuracy of the azimuth of the vehicle A, respectively.

[0060] If the detection accuracy of the position PA of the own vehicle A and the detection accuracy of the position PB of the other vehicle B are equal to or greater than the position accuracy determination threshold, and the detection accuracy of the azimuth of the own vehicle A and the detection accuracy of the azimuth of the other vehicle B are equal to or greater than the azimuth accuracy determination threshold, the other vehicle approach determination unit 124 determines whether the other vehicle B is approaching the own vehicle A. If any of the above conditions is not satisfied, the other vehicle approach determination unit 124 does not determine whether the other vehicle B is approaching the own vehicle A. 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 other 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.

[0061] If the own vehicle travel vector RA and the other vehicle travel vector RB intersect each other, and the other vehicle B exists on the right side of the own vehicle A, the other vehicle approach determination unit 124 determines that the other vehicle B is approaching the own vehicle A from the right side. In addition, if the own vehicle travel vector RA and the other vehicle travel vector RB do not intersect each other, or if the other vehicle B does not exist on the right side of the own vehicle A, the other vehicle approach determination unit 124 determines that the other vehicle B is not approaching the own vehicle A from the right side. In this way, the other vehicle approach determination unit 124 can exclude other vehicles that are not approaching the own vehicle A from the right side ( Figure 3 other vehicles C in the vehicle A), thereby increasing the probability of identifying the other vehicle B approaching the vehicle A from the right side from among the multiple other vehicles traveling around the vehicle A.

[0062] If the vehicle A starts to travel while the other vehicle B is approaching the vehicle A, the output control unit 125 causes the alarm output unit 10 to output an alarm indicating that the other vehicle B is approaching the vehicle A. For example, if the vehicle A in the temporary stop state starts to travel while the other vehicle B is approaching the vehicle A from the right, the output control unit 125 causes the alarm output unit 10 to output an alarm. Specifically, when it is determined that the other vehicle B is approaching the vehicle A from the right, after the brake 5 of the vehicle A in the temporary stop state has been released, if the accelerator opening degree E becomes greater than a predetermined opening degree, the output control unit 125 outputs an alarm. For example, the specific value of the predetermined opening degree is 0.

[0063] Thus, if the driver of the own vehicle A starts to depress the accelerator pedal 6 to drive the own vehicle A while the other vehicle B is approaching the own vehicle A from the right, the output control unit 125 can cause the alarm output unit 10 to output an alarm. In this way, in a case where the driver has little time to perform an operation to avoid the other vehicle B approaching the own vehicle A from the right and a warning is required, the output control unit 125 can output an alarm indicating that the other vehicle B is approaching the own vehicle A from the right. As a result, the output control unit 125 can enhance the safety of the own vehicle A.

[0064] In addition, when the vehicle A is not in a temporary stop state, the output control unit 125 does not output an alarm even if other vehicles are approaching the vehicle A from the right side of the vehicle A. The state in which other vehicles are approaching the vehicle A and the vehicle A is not temporarily stopped can be conceived as a situation in which the vehicle A is traveling on an overpass and the vehicle A and other vehicles B are traveling on different roads. Therefore, since the output control unit 125 does not output an alarm when the vehicle A is traveling on an overpass, it is possible to prevent a false alarm from being issued when there is no risk of collision, in which the vehicle A and other vehicles are traveling on the overpass. In addition, if the other vehicle is not approaching the vehicle A from the right side, the output control unit 125 does not output an alarm. In other words, in a situation in which the other vehicle is approaching the vehicle A from the left side, the output control unit 125 does not output an alarm, which means that the driver has a long time to perform operations to avoid other vehicles. As a result, the output control unit 125 can prevent unnecessary alarms from being issued.

[0065] <Processing for Determining Whether the Traveling Vehicle A Has Entered a Temporary Stop State>

[0066] Figure 4 is a flowchart showing an example of processing for determining whether the traveling vehicle A has entered a temporary stop state. The temporary stop 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 unit 121 acquires various types of information on the vehicle A in sequence.

[0067] The temporary stop determination unit 122 determines whether the accelerator opening degree E is zero (S1). If the accelerator opening degree E is not zero (No in S1), the temporary stop determination unit 122 determines that the vehicle A is not in a temporary stop state and returns to S1.

[0068] If the accelerator opening degree E becomes zero ("Yes" in S1), the temporary stop determination unit 122 determines whether the operation position of the shift lever 4 has been the driving position (S2). For example, if the operation position of the shift lever 4 has been the driving position from the time when the accelerator opening degree E becomes zero or the time before to the current time, the temporary stop determination unit 122 determines that the operation position of the shift lever 4 has been the driving position. Alternatively, if the operation position of the shift lever 4 has not been the driving position, or if the operation position of the shift lever 4 is moved to a position other than the driving position (neutral position or parking position) after the accelerator opening degree E becomes zero ("No" in S2), the temporary stop determination unit 122 returns to S1.

[0069] If the shift lever 4 is kept in the driving position ("Yes" in S2), the temporary stop determination unit 122 determines whether the vehicle speed V is equal to or less than the predetermined speed M (S3). If the vehicle speed V acquired by the vehicle information acquisition unit 121 is greater than the predetermined speed M ("No" in S3), the temporary stop determination unit 122 determines that the vehicle A is not in the temporary stop state, and returns to S1.

[0070] If the vehicle speed V is equal to or less than the predetermined speed M ("Yes" in S3), the temporary stop determination unit 122 calculates the time period that has passed since the moment when the vehicle speed V is determined to be equal to or less than the predetermined speed M. Then, the temporary stop determination unit 122 determines whether a predetermined time period D has passed since the moment when the vehicle speed V is determined to become equal to or less than the predetermined speed M (step S4). If the predetermined time period D has not passed since the vehicle speed V became equal to or less than the predetermined speed M ("No" in S4), the temporary stop determination unit 122 determines that the vehicle A is not in a temporary stop state and returns to S1. If the predetermined time period D has passed since the vehicle speed V became equal to or less than the predetermined speed M ("Yes" in S4), the temporary stop determination unit 122 determines that the vehicle A is in a temporary stop state (S5).

[0071] <Processing of Determining Whether Another Vehicle B is Approaching Vehicle A from the Right>

[0072] Figure 5 This is a flowchart showing an example of a process for determining whether another vehicle B is approaching the host vehicle A from the right. The other vehicle approach determination unit 124 sequentially executes Figure 5 In the process shown in FIG. 1 , the temporary stop determination unit 122 performs a process of determining whether the traveling vehicle A has entered a temporary stop state. In addition, it is assumed that the other vehicle information acquisition unit 123 sequentially acquires various types of information on the other vehicle B.

[0073] First, the other vehicle approaching determination unit 124 determines whether the traveling vehicle A is in a temporary stop state (S11). For example, the other vehicle approaching determination unit 124 determines whether the temporary stop determination unit 122 has determined that the vehicle A is in a temporary stop state. If the vehicle A is not in a temporary stop state ("No" in S11), the other vehicle approaching determination unit 124 returns to S11.

[0074] If the vehicle A is in a temporary stop state ("Yes" in S11), the other vehicle approaching determination unit 124 generates a vehicle travel vector RA (S12). Specifically, the other vehicle approaching determination unit 124 generates a vehicle travel vector RA, which starts from the position PA of the vehicle A along the vehicle direction LA and has a length of 10 meters. Subsequently, the other vehicle approaching determination unit 124 generates an other vehicle travel vector RB (S13). Specifically, the other vehicle approaching determination unit 124 generates an other vehicle travel vector RB having a length obtained by multiplying the speed of the other vehicle B by a predetermined time period (5 seconds). Alternatively, the other vehicle approaching determination unit 124 may first perform the processing of S12 or the processing of S13, or may perform both processing in parallel.

[0075] The other vehicle approaching determination unit 124 determines whether the generated own vehicle driving vector RA and the other vehicle driving vector RB intersect with each other (S14). If the own vehicle driving vector RA and the other vehicle driving vector RB do not intersect with each other ("No" in S14), the other vehicle approaching determination unit 124 determines that the other vehicle B is not approaching the own vehicle A, and returns to S11.

[0076] If the own vehicle travel vector RA and the other vehicle travel vector RB intersect each other ("Yes" in S14), the other vehicle approach determination unit 124 determines whether the position PB of the other vehicle B is included in the predetermined angle range G (S15). For example, the other vehicle approach determination unit 124 determines whether the position PB of the other vehicle B is included in the predetermined angle range G, which is an obtuse angle set relative to the azimuth indicating the own vehicle direction LA.

[0077] If the position PB of the other vehicle B is not included in the predetermined angle range G ("No" in S15), the other vehicle approach determination unit 124 determines that the other vehicle B is not approaching the host vehicle A from the right, and returns to S11. If the position PB of the other vehicle B is included in the predetermined angle range G ("Yes" in S15), the other vehicle approach determination unit 124 determines that the other vehicle B is approaching the host vehicle A from the right. It should be noted that the other vehicle approach determination unit 124 performs the above-mentioned processing for each of the multiple other vehicles traveling around the host 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 temporary stop determination unit 122 executes a process for determining whether the traveling vehicle A has entered a temporary stop state.

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

[0081] If the other vehicle B is approaching the vehicle A from the right ("Yes" in S21), the output control unit 125 determines whether the brake 5 of the vehicle A is not applied (S22). If the brake 5 of the vehicle A is applied ("No" in S22), the output control unit 125 returns to S21.

[0082] If the brake 5 of the vehicle A is not applied ("Yes" in S22), the output control unit 125 determines whether the throttle opening degree E of the vehicle A is greater than a predetermined opening degree (S23). For example, the output control unit 125 determines whether the throttle opening degree of the 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 (that is, the throttle opening degree E is zero) ("No" in S23), the output control unit 125 returns to S21.

[0083] If the accelerator opening degree E of the host vehicle A is greater than the predetermined opening degree (YES in S23), the output control section 125 regards the host vehicle A as having ended the temporary stop to start traveling, and then outputs an alarm (S24).

[0084] <Effects of the alarm device 1 according to the embodiment of the present invention>

[0085] As described above, the alarm device 1 according to the embodiment of the present invention acquires the position of the host vehicle A, the azimuth angle of the host vehicle A, and the vehicle speed V of the host vehicle A, and acquires the position PB and azimuth angle of the other vehicle B via inter-vehicle communication. Next, if the state in which the vehicle speed V of the host vehicle A in motion is equal to or less than the predetermined speed M continues for more than the predetermined time period D, the alarm device 1 determines that the host vehicle A is in a temporarily stopped state. Next, when the host vehicle A is in a temporarily stopped state, if the host vehicle travel vector in the direction indicated by the azimuth angle of the host vehicle A from the position PA of the host vehicle A and the other vehicle travel vector in the direction indicated by the azimuth angle of the other vehicle B from the position PB of the other vehicle B intersect each other, and the position PB of the other vehicle B is included in the predetermined angle range on the right side relative to the azimuth angle of the host vehicle A, the alarm device 1 determines that the other vehicle B is approaching the host vehicle A from the right side of the host vehicle A. Then, if the host vehicle A in the temporarily stopped state starts to travel while the other vehicle B is approaching the host vehicle A, the alarm device 1 outputs an alarm.

[0086] In this way, if the vehicle A in a temporary stop state starts to move when another vehicle B is approaching the vehicle A from the right side, the alarm device 1 outputs an alarm. Therefore, the alarm device 1 outputs an alarm only in a case where the driver has little time to perform an operation to avoid another vehicle approaching the vehicle A from the right side and needs to be warned. On the other hand, if the vehicle A is not in a temporary stop state but is moving, the alarm device 1 does not output an alarm even if another vehicle B is approaching the vehicle A from the right side. Therefore, if there is no risk of collision between the other vehicle B and the vehicle A traveling on, for example, an overpass, the alarm device 1 does not output an alarm. This can reduce false alarms.

[0087] In the above-mentioned embodiment, a so-called left-side traffic situation has been described, in which a vehicle travels on the left side on a road divided by a center. The present disclosure is not limited to this, and can also be applied to a so-called right-side traffic situation, in which a vehicle travels on the right side on a road divided by a center. In this case, the other vehicle approaching determination unit 124 determines whether each of a plurality of other vehicles traveling around the vehicle A is approaching the vehicle A from the left side of the vehicle A. For example, if the position of the other vehicle is included in a predetermined angle range that is set to the left side and is an obtuse angle relative to the azimuth LA of the vehicle A, the other vehicle approaching determination unit 124 determines that the other vehicle is approaching the vehicle A from the left side of the vehicle A. In addition, if the azimuth indicating the direction indicated by the other vehicle driving vector RB is included in the range from +45 degrees to +135 degrees relative to the azimuth indicating the vehicle driving vector RA, the other vehicle approaching determination unit 124 determines that the other vehicle B is approaching from the left side of the vehicle A.

[0088] 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.

[0089] Description of Reference Numerals

[0090] 1Alarm device

[0091] 2 Various sensors

[0092] 3 Ministry of Communications

[0093] 4-speed gear lever

[0094] 5. Brakes

[0095] 6 Accelerator pedal

[0096] 10Alarm output unit

[0097] 11 Storage

[0098] 12 Control Unit

[0099] 121 Vehicle information acquisition unit

[0100] 122 Temporary suspension judgment department

[0101] 123 Other vehicle information acquisition department

[0102] 124 Other vehicle approaching judgment unit

[0103] 125 Output control unit.

Claims

1. An alarm device, comprising: A vehicle information acquisition unit, which acquires the position of the vehicle, the azimuth of the vehicle and the speed of the vehicle; Another vehicle information acquisition unit, which acquires the position and azimuth of another vehicle via inter-vehicle communication; a temporary stop determination unit for determining that the vehicle is in a temporary stop state when a state in which the vehicle speed is equal to or less than a predetermined speed continues for a predetermined period of time or longer; an other vehicle approach determination unit for determining that the other vehicle is approaching the vehicle when the temporary stop determination unit determines that the vehicle is in the temporary stop state, if i) a travel vector of the vehicle in a direction indicated by the azimuth of the vehicle from the position of the vehicle and ii) a travel vector of the other vehicle in a direction indicated by the azimuth of the other vehicle from the position of the other vehicle intersect each other, and the position of the other vehicle is included in a predetermined angle range defined laterally with respect to the azimuth of the vehicle; as well as an output control unit that, when the other vehicle approach determination unit determines that the other vehicle is approaching the host vehicle, causes the alarm output unit to output an alarm when the host vehicle in the temporarily stopped state starts to travel, 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 own 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 own vehicle and the accuracy of the azimuth of the other vehicle are equal to or greater than the azimuth accuracy judgment threshold, the other vehicle approaching judgment unit determines whether the other vehicle is approaching the own vehicle.

2. The alarm device according to claim 1, wherein The own vehicle information acquisition unit further acquires information indicating an operation position of a shift lever of the own vehicle and whether a brake of the own vehicle is applied or not applied, and The temporary stop determination unit determines that the vehicle is in the temporary stop state when the operating position of the shift lever has been in the driving position since or before the time when the vehicle speed becomes equal to or less than the predetermined speed, and the state in which the vehicle speed is equal to or less than the predetermined speed continues for more than the predetermined time period and the brake is applied.

3. The alarm device according to claim 2, wherein The vehicle information acquisition unit further acquires the throttle opening degree of the vehicle, and When it is determined that the other vehicle is approaching the host vehicle, the output control section outputs the alarm if the accelerator opening degree becomes greater than zero after the brake of the host vehicle in the temporary stop state has been released.

4. The alarm device according to any one of claims 1 to 3, wherein The other vehicle information acquisition unit further acquires the vehicle speed of the other vehicle, and The other vehicle approaching determination unit: generating the own vehicle travel vector, the own vehicle travel vector being along the direction indicated by the azimuth angle of the own vehicle and having a predetermined length from the position of the own vehicle in the temporarily stopped state; generating the other vehicle travel vector, which is from the position of the other vehicle in travel, along the direction indicated by the azimuth of the other vehicle, and has a length obtained by multiplying the vehicle speed of the other vehicle by a predetermined time period; and When the generated own vehicle travel vector and the generated other vehicle travel vector intersect each other and the position of the other vehicle is included in the predetermined angle range, it is determined that the other vehicle is approaching the own vehicle from the side of the own vehicle.

5. The alarm device according to claim 4, wherein The other vehicle approaching determination unit: Generate the vehicle travel vector along the average direction indicated by the multiple azimuth angles of the vehicle just obtained; and The other vehicle travel vector is generated along the average direction indicated by the multiple azimuth angles of the other vehicle just obtained.

6. The alarm device according to any one of claims 1 to 3, wherein When the temporary stop determination unit determines that the host vehicle is in the temporary stop state, the other vehicle approach determination unit determines that the other vehicle is approaching the host vehicle from the right side, in the case where the host vehicle travel vector and the other vehicle travel vector intersect each other and the position of the other vehicle is included in the right side angle range which is an obtuse angle as a predetermined angle range located on the right side with respect to the azimuth of the host vehicle, and When the position of the other vehicle is within a predetermined angle range that is located on the left side and is an obtuse angle with respect to the vehicle, the other vehicle approach determination unit determines that the other vehicle is approaching the vehicle from the left side of the vehicle.

7. The alarm device according to any one of claims 1 to 3, wherein The temporary stop determination unit determines that the traveling vehicle enters a temporary stop state when the vehicle speed is equal to or less than the predetermined speed and continues to be equal to or less than the predetermined speed for more than the predetermined period of time after the vehicle decelerates from the predetermined speed to the predetermined speed.

8. The alarm device according to any one of claims 1 to 3, wherein The other vehicle approaching determination unit: In the case where at least one of the detection accuracy of the position of the own vehicle and the detection accuracy of the position of the other vehicle is less than a position accuracy determination threshold, or at least one of the detection accuracy of the azimuth angle of the own vehicle and the detection accuracy of the azimuth angle of the other vehicle is less than an azimuth angle accuracy determination threshold, whether the other vehicle is approaching the own vehicle is not determined, and When the detection accuracy of the position of the own vehicle and the detection accuracy of the position of the other vehicle are equal to or greater than the position accuracy judgment threshold, and the detection accuracy of the azimuth angle of the own vehicle and the detection accuracy of the azimuth angle of the other vehicle are equal to or greater than the azimuth angle accuracy judgment threshold, it is determined whether the other vehicle is approaching the own vehicle.

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