Vehicle notification device

Abstract

To provide a vehicle notification device which appropriate alerts a passenger in a vehicle interior by determining a possibility that the vehicle interior is filled with carbon monoxide.SOLUTION: In a vehicle notification device 1, a controller 20 comprises: an obstacle detection section 21 which detects whether an obstacle exists in the vicinity of a muffler outlet connected to an exhaust pipe of an internal combustion engine; a catalyst temperature estimation section 22 which estimates a temperature of a catalyst installed on the exhaust pipe based on a load of the internal combustion engine before the same is stopped when a vehicle is stationary and the internal combustion engine is in an idling state; a setting section 23 which sets a first predetermined period with the period getting shorter as the catalyst temperature decreases based on the temperature of the catalyst estimated with the catalyst temperature estimation section; a determination section 24 which determines whether the obstacle detection section detects an obstacle for the duration of the first predetermined period, while the internal combustion engine is in the idling state; and a notification control section 25 which causes a notification unit 30 to alert a passenger of a vehicle when the determination section determines that the obstacle detection state lasts for the first predetermined period.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an alarm device for a vehicle. [Background technology]

[0002] There is known a technique for performing a warning process when the carbon monoxide concentration in the vehicle cabin is high. For example, Patent Document 1 discloses a vehicle rescue device that operates a plurality of rescue execution means in accordance with each of the carbon monoxide thresholds L1 to L3. This device is configured to open a ventilation port when the carbon monoxide concentration D is equal to or higher than a relatively low third threshold L3, to generate a warning when the carbon monoxide concentration D is equal to or higher than a medium second threshold L2, and to open a window when the carbon monoxide concentration D is equal to or higher than a relatively high first threshold L1. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2016-60429 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the device of the above-mentioned Patent Document 1, multiple threshold values ​​are set for the carbon monoxide concentration, but if each threshold value is set as a fixed value, it may not be possible to operate an execution means such as issuing a warning at an appropriate time. For example, if only a preset threshold value is used as a judgment criterion, when carbon monoxide rapidly fills the vehicle cabin in a situation where carbon monoxide is likely to fill the cabin, it may not be possible to issue a warning at an appropriate time.

[0005] The present invention has been made in consideration of the above-mentioned circumstances, and has an object to determine the possibility of carbon monoxide filling the vehicle cabin and to provide an appropriate alert to occupants in the vehicle cabin. [Means for solving the problem]

[0006] According to one aspect of the present invention, a vehicle alarm device includes an obstacle detection unit that detects whether an obstacle is present near the outlet of a muffler connected to an exhaust pipe of an internal combustion engine of the vehicle; a catalyst temperature estimation unit that estimates a catalyst temperature of a catalyst provided in the exhaust pipe based on the load of the internal combustion engine before the vehicle is stopped when the vehicle is stopped and the internal combustion engine is idling; a setting unit that sets a first predetermined time based on the catalyst temperature estimated by the catalyst temperature estimation unit so that the first predetermined time becomes shorter as the catalyst temperature becomes lower; a determination unit that determines whether the state in which the internal combustion engine is idling and an obstacle is detected by the obstacle detection unit has continued for the first predetermined time; and an alarm control unit that issues an alarm to an occupant of the vehicle via an alarm device when the determination unit determines that the state has continued for the first predetermined time. Effect of the Invention

[0007] According to the present invention, it is possible to determine the possibility that carbon monoxide will fill the vehicle interior, and to provide an appropriate warning to occupants in the vehicle interior. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a block diagram showing a configuration of a vehicle notification device according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a plan view showing a schematic diagram of a vehicle on which a vehicle notification device according to one embodiment is mounted. [Diagram 3] FIG. 3 is a model showing the relationship between the integrated engine speed and the catalyst temperature. [Figure 4] FIG. 4 is a model showing the relationship between the fuel injection amount and the catalyst temperature. [Diagram 5] FIG. 5 is a model showing the relationship between ignition timing and catalyst temperature. [Figure 6] FIG. 6 is a flowchart showing a control flow of the vehicle alarm device in one embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, a vehicle notification device according to an embodiment of the present invention will be described in detail with reference to the drawings. Fig. 1 is a block diagram showing the configuration of the vehicle notification device in this embodiment, and Fig. 2 is a plan view showing a vehicle equipped with the vehicle notification device in this embodiment. In Fig. 2, the front side of the vehicle is indicated by an arrow F, and the rear side of the vehicle is indicated by an arrow B.

[0010] 1, a vehicle notification device 1 in this embodiment includes an obstacle detection device 10, a controller 20, and a notification device 30. An engine control module (ECM) 40 for controlling an internal combustion engine is optionally connected to the controller 20 of the vehicle notification device 1.

[0011] The obstacle detection device 10 is provided at the rear of the vehicle and is configured to detect objects present at the rear of the vehicle, i.e., obstacles to the vehicle. Here, the obstacle is an object that is present near the outlet of a muffler connected to an exhaust pipe of an internal combustion engine of the vehicle, and is an object that may block the outlet of the muffler and cause carbon monoxide to fill the vehicle interior.

[0012] In this embodiment, the obstacle detection device 10 can be configured with a plurality of sonar sensors (ultrasonic sensors) that detect obstacles by emitting ultrasonic waves and receiving ultrasonic waves reflected from the object. Sonar sensors are generally used for short-distance object detection. Sonar sensors are usually capable of detecting the presence or absence of an object located at a distance of a preset minimum detection distance (e.g., about 10 to 20 centimeters) or more and the distance to the object, and are configured to be capable of detecting only the presence or absence of an object within a range less than the minimum detection distance.

[0013] For example, a vehicle equipped with a technology for reducing collision damage when reversing that automatically applies the brakes when the possibility of a collision with an object behind increases, thereby avoiding a collision or reducing damage when a collision occurs, is equipped with a plurality of sonar sensors for detecting objects behind. In this embodiment, the vehicle is configured to use such existing sonar sensors to detect obstacles that may cause carbon monoxide to fill the vehicle interior.

[0014] At the rear of the vehicle, for example, first to fourth sonar sensors 10a-10d for detecting obstacles in the rear area of ​​the vehicle are arranged side by side in the vehicle width direction as shown in Fig. 2. The first sonar sensor 10a is arranged on one side of the rear of the vehicle, and the fourth sonar sensor 10d is arranged on the other side of the rear of the vehicle. The second sonar sensor 10b is arranged in the center of the rear of the vehicle toward one side, and the third sonar sensor 10c is arranged in the center toward the other side.

[0015] A muffler outlet 41 connected to an exhaust pipe of an internal combustion engine of the vehicle is disposed between the first sonar sensor 10a and the second sonar sensor 10b in the vehicle width direction. In this embodiment, the first sonar sensor 10a and the second sonar sensor 10b disposed on either side of the muffler outlet 41 in the vehicle width direction can be used as an obstacle detection device 10 for detecting an obstacle present in the vicinity of the muffler outlet 41. Information on the obstacle detected by the obstacle detection device 10 is input to the controller 20.

[0016] The controller 20 is configured to receive detection signals from wheel speed sensors 11 that detect the wheel speeds of the wheels of the vehicle. The controller 20 is also configured to obtain information on the engine speed 12, the fuel injection amount 13, and the ignition timing 14, for example, via the ECM 40.

[0017] The controller 20 is configured, for example, by a computer including a ROM that stores programs and data, a CPU that performs arithmetic processing, a RAM that stores dynamic data and arithmetic processing results, an input / output interface, etc. The controller 20 is configured to execute the functions of an obstacle detection unit 21, a catalyst temperature estimation unit 22, a setting unit 23, a determination unit 24, a notification control unit 25, and a driving control unit 26, and to control the entire vehicle notification device 1.

[0018] The obstacle detection unit 21 is configured to determine whether or not an obstacle exists near the outlet 41 of the muffler connected to the exhaust pipe of the internal combustion engine, based on information input from the obstacle detection device 10. As described above, in this embodiment, the first and second sonar sensors 10a and 10b are used to detect an obstacle existing near the outlet 41 of the muffler. The obstacle detection unit 21 determines that an obstacle exists near the outlet 41 of the muffler when an obstacle is detected by both the first sonar sensor 10a and the second sonar sensor 10b.

[0019] The obstacle detection unit 21 is provided to determine whether or not there is an obstacle that may block the muffler outlet 41, and does not need to detect the distance to the obstacle. Therefore, when the first sonar sensor 10a and the second sonar sensor 10b are configured to be able to detect only the presence or absence of an object within a range less than a preset minimum detection distance, the obstacle detection unit 21 may determine that an obstacle exists near the muffler outlet 41 when both the first sonar sensor 10a and the second sonar sensor 10b detect the presence of an obstacle within a range less than the minimum detection distance. This makes it possible to detect an obstacle that exists very close to the muffler outlet 41.

[0020] The catalyst temperature estimation unit 22 is configured to calculate the catalyst temperature of a catalyst (not shown) based on the load of the internal combustion engine before the vehicle is stopped when the internal combustion engine is idling after the vehicle is stopped. The catalyst (catalytic converter) is provided in the exhaust pipe of the internal combustion engine as an exhaust gas purification device for purifying exhaust gas. The catalyst usually has the property of not functioning sufficiently at low temperatures. That is, the amount of carbon monoxide emissions contained in the exhaust gas varies depending on the catalyst temperature, and the purification rate of carbon monoxide varies depending on the catalyst temperature. When the catalyst temperature is high, the purification rate improves and the amount of carbon monoxide emissions decreases, whereas when the catalyst temperature is low, the purification rate decreases and the amount of carbon monoxide emissions increases. The calculation of the catalyst temperature by the catalyst temperature estimation unit 22 will be described later.

[0021] The setting unit 23 sets a first predetermined time D1, which serves as a threshold for determining whether or not to perform a notification process for an occupant, based on the catalyst temperature calculated by the catalyst temperature estimation unit 22. In addition, the setting unit 23 sets a second predetermined time D2, which serves as a threshold for determining whether or not to forcibly stop the operation of the internal combustion engine, based on the catalyst temperature calculated by the catalyst temperature estimation unit 22.

[0022] As described above, the purification rate of carbon monoxide changes depending on the catalyst temperature. Therefore, the setting unit 23 variably sets the first predetermined time D1 and the second predetermined time D2 based on the catalyst temperature. Specifically, the first predetermined time D1 and the second predetermined time D2 are set to be longer as the catalyst temperature increases, and the first predetermined time D1 and the second predetermined time D2 are set to be shorter as the catalyst temperature decreases. The second predetermined time D2 is set to be longer than the first predetermined time D1. In other words, the second predetermined time D2 set for a certain catalyst temperature is longer than the first predetermined time D1 set for the same catalyst temperature.

[0023] Here, the first predetermined time D1 is set to an appropriate value in advance to prevent unnecessary notification due to erroneous detection of an obstacle, etc. The second predetermined time D2 is set to an appropriate value in advance to enable the engine to be stopped quickly when the possibility that the vehicle cabin is filled with carbon monoxide increases after the notification to the occupants.

[0024] When the vehicle is stopped and the internal combustion engine of the vehicle is idling, the determination unit 24 determines whether to notify the vehicle occupants and whether to stop the operation of the internal combustion engine based on the state of obstacle detection by the obstacle detection unit 21. The determination unit 24 determines, for example, whether the state in which the internal combustion engine is idling and an obstacle present in the vicinity of the muffler outlet 41 is detected by the obstacle detection unit 21 continues for a first predetermined time D1 or a second predetermined time D2.

[0025] If the state in which an obstacle is detected during idling continues for a first predetermined time D1, the determination unit 24 determines that the muffler outlet 41 is blocked by an obstacle, and that exhaust gas containing carbon monoxide may enter the vehicle interior and fill the vehicle interior with carbon monoxide, and determines to execute a process to notify the occupant. If the state in which an obstacle is detected during idling continues for a second predetermined time D2, the determination unit 24 determines that the occupant has not taken any voluntary measures (for example, the driver voluntarily stopping the engine or moving the vehicle to change the environment) even if the occupant has been notified, and determines to execute a process to forcibly stop the engine.

[0026] Whether the vehicle is stopped and the internal combustion engine is idling can be determined based on, for example, the detection value of the wheel speed sensor 11. When the detection value of the wheel speed sensor 11 is 0, the vehicle is stopped, and the internal combustion engine is operating without load, the determination unit 24 can determine that the internal combustion engine is idling. It is also possible to determine whether the internal combustion engine is idling based on information from the ECM 40.

[0027] The notification control unit 25 is configured to issue a notification (warning, warning) to the vehicle occupants via the notification device 30 when the judgment unit 24 determines that the state in which an obstacle is detected while the vehicle is idling has continued for a first predetermined time D1, that is, when it determines that there is a possibility that carbon monoxide will fill the vehicle cabin.

[0028] When the judgment unit 24 determines that the state in which an obstacle is detected while the vehicle is idling continues for a second predetermined time D2 that is longer than the first predetermined time D1, the driving control unit 26 determines that no voluntary action has been taken by the driver, sends an engine stop command to the ECM 40, and executes engine stop processing.

[0029] The notification device 30 is configured to issue a notification in response to a command from the controller 20. The notification device 30 may have, for example, a display, an indicator light, a speaker, etc. arranged on an instrument panel at the front of the vehicle, and may provide information to the occupant visually and / or aurally. The notification device 30 may also be configured to issue a notification via, for example, a tactile sense.

[0030] The vehicle alarm device 1 according to this embodiment has the above-described configuration and is configured to alert occupants in the vehicle cabin when it is determined, based on the conditions around the vehicle, that the vehicle is in an environment where carbon monoxide may fill the vehicle cabin.

[0031] Here, in a situation where an obstacle is present near the muffler outlet 41 and the muffler outlet 41 is at least partially covered by the obstacle, carbon monoxide may enter and fill the vehicle interior. However, the time it takes for carbon monoxide to fill the vehicle interior after the muffler outlet 41 is blocked by an obstacle is not uniform but varies depending on various conditions. In this embodiment, focusing on the relationship between the catalyst temperature and the carbon monoxide purification rate, a first predetermined time D1 for determining whether or not to perform a notification process for the occupants and a second predetermined time D2 for determining whether or not to perform an engine stop process are variably set.

[0032] As described above, when the catalyst temperature is high, the purification rate of the catalyst increases and the amount of carbon monoxide emissions decreases, whereas when the catalyst temperature is low, the purification rate of the catalyst decreases and the amount of carbon monoxide emissions increases. In this embodiment, the catalyst temperature is modeled based on the load (operating state) of the internal combustion engine, thereby estimating the amount of carbon monoxide emissions.

[0033] Catalyst temperature estimation unit 22 creates a model of the catalyst temperature using engine speed 12, fuel injection amount 13, and ignition timing 14 as factors representing the operating state of the internal combustion engine that affect the catalyst temperature. Figures 3 to 5 show examples of a model representing the relationship between the integrated engine speed and the catalyst temperature, a model representing the relationship between the fuel injection amount and the catalyst temperature, and a model representing the relationship between the ignition timing and the catalyst temperature.

[0034] The horizontal axis of Fig. 3 indicates the integrated value of engine speed, and the vertical axis indicates catalyst temperature. As shown in Fig. 3, when the vehicle is stopped and the internal combustion engine is idling, the catalyst temperature increases as the integrated value of engine speed increases. Based on the model in Fig. 3, it can be estimated that the higher the engine speed when the vehicle is stopped, the higher the catalyst temperature.

[0035] The horizontal axis of Figure 4 indicates the fuel injection amount, and the vertical axis indicates the catalyst temperature. As shown in Figure 4, the catalyst temperature gradually increases with respect to the fuel injection amount when the fuel injection amount is small, peaks at a point where the fuel injection amount is slightly less than the theoretical air-fuel ratio shown by the dashed line, and the catalyst temperature tends to gradually decrease as the fuel injection amount increases. Based on the model in Figure 4, it can be estimated that the catalyst temperature is high when the engine is operated with a small fuel injection amount, and low when the engine is operated with a large fuel injection amount.

[0036] The horizontal axis of Figure 5 indicates the ignition timing, and the vertical axis indicates the catalyst temperature. As shown in Figure 5, the catalyst temperature with respect to the ignition timing tends to increase as the ignition timing becomes more retarded from the base timing indicated by the dashed line, and decrease as the ignition timing becomes more advanced. Based on the model in Figure 5, it can be estimated that the catalyst temperature is high when the ignition timing is retarded, and low when the ignition timing is advanced.

[0037] When the vehicle stops and the internal combustion engine is in an idling state, the catalyst temperature estimation unit 22 acquires, for example, an integrated value of the engine speed 12 for two minutes immediately before the vehicle is stopped from the ECM 40, and estimates the catalyst temperature when the vehicle stops and the internal combustion engine is in an idling state by referring to the model of Fig. 3. When the vehicle stops and the internal combustion engine is in an idling state, the catalyst temperature estimation unit 22 acquires, for example, information on the fuel injection amount 13 before the vehicle is stopped from the ECM 40, and estimates the catalyst temperature when the vehicle stops and the internal combustion engine is in an idling state by referring to the model of Fig. 4. When the vehicle stops and the internal combustion engine is in an idling state, the catalyst temperature estimation unit 22 acquires, for example, information on the ignition timing 14 before the vehicle is stopped from the ECM 40, and estimates the catalyst temperature when the vehicle stops and the internal combustion engine is in an idling state by referring to the model of Fig. 5.

[0038] In this way, by using at least one of the models of catalyst temperature shown in Fig. 3 to Fig. 5, when the vehicle is stopped and the internal combustion engine is in an idling state, the catalyst temperature estimation unit 22 can estimate the catalyst temperature based on the load of the internal combustion engine before the vehicle is stopped. The load of the internal combustion engine before the vehicle is stopped means the load state of the internal combustion engine in a certain time range (for example, about 2 minutes) until the wheel speed becomes 0. The catalyst temperature estimation unit 22 may estimate the catalyst temperature based on any one of the engine speed 12, the fuel injection amount 13, and the ignition timing 14, or may estimate the average value of the catalyst temperature based on the engine speed 12, the fuel injection amount 13, and the ignition timing 14 as the catalyst temperature.

[0039] A flow of notification control by the vehicle notification device 1 in this embodiment will be described in detail below with reference to the flowchart of Fig. 6. The controller 20 periodically executes the notification control process shown in Fig. 6 at regular intervals.

[0040] First, in step S101, it is determined whether or not the vehicle equipped with the vehicle notification device 1 is idling and stopped. When the vehicle is stopped based on a detection signal from the wheel speed sensor 11 and the internal combustion engine is operating without load, the determination unit 24 determines that the vehicle is idling and stopped, and proceeds to step S102. When the vehicle is not idling and stopped, this process is terminated.

[0041] In step S102, the obstacle detection unit 21 determines whether or not an obstacle present near the muffler outlet 41 has been detected by the obstacle detection device 10. If it is determined that an obstacle present near the muffler outlet 41 has been detected, the process proceeds to step S103, and if it is determined that an obstacle has not been detected, the process returns to step S101.

[0042] In step S103, the determination unit 24 increments an obstacle detection counter (not shown) that indicates the elapsed time since an obstacle present in the vicinity of the muffler outlet 41 was detected while the vehicle was idling and stopped.

[0043] In step S104, catalyst temperature estimation unit 22 refers to the models shown in Figures 3 to 5 and estimates the catalyst temperature when the vehicle stops and the internal combustion engine enters an idling state, based on engine speed 12, fuel injection amount 13, and / or ignition timing immediately before the vehicle stops.

[0044] In step S105, the setting unit 23 sets a first predetermined time D1 for determining whether or not to perform a notification process for the occupants, and a second predetermined time D2 for determining whether or not to forcibly stop the operation of the internal combustion engine, based on the catalyst temperature estimated in step S104.

[0045] In step S106, the determination unit 24 determines whether or not a second predetermined time D2 has elapsed since an obstacle was detected near the muffler outlet 41 while the vehicle was idling, based on the value of the obstacle detection counter. If the second predetermined time D2 has not yet elapsed since an obstacle was detected while the vehicle was idling, the process proceeds to step S107, where it is determined whether or not a first predetermined time D1 has elapsed since an obstacle was detected while the vehicle was idling.

[0046] If the first predetermined time D1 has elapsed since the obstacle was detected in the idling state, the process proceeds to step S108, and the notification control unit 25 controls the notification device 30 to notify the occupant. If the first predetermined time D1 has not elapsed, the process returns to step S101.

[0047] If it is determined in step S106 that the second predetermined time D2 has elapsed since the obstacle was detected in the idling state, the process proceeds to step S109, where the driving control unit 26 transmits an engine stop command to the ECM 40 and executes the engine stop process. In step S110, the obstacle detection counter is reset, and this process ends.

[0048] The above-described vehicle alarm device 1 according to the present embodiment can provide the following advantageous effects.

[0049] (1) The vehicle alarm device 1 includes an obstacle detection unit 21 that detects whether an obstacle is present near an outlet 41 of a muffler connected to an exhaust pipe of the vehicle's internal combustion engine, a catalyst temperature estimation unit 22 that estimates a catalyst temperature of a catalyst provided in the exhaust pipe based on the load of the internal combustion engine just before the vehicle is stopped and the internal combustion engine is idling, a setting unit 23 that sets a first predetermined time D1 based on the catalyst temperature estimated by the catalyst temperature estimation unit 22 so that the first predetermined time D1 becomes shorter as the catalyst temperature becomes lower, a judgment unit 24 that judges whether the state in which the internal combustion engine is idling and an obstacle is detected by the obstacle detection unit 21 has continued for the first predetermined time D1, and an alarm control unit 25 that issues an alarm to vehicle occupants via the alarm device 30 when the judgment unit 24 judges that the first predetermined time D1 has continued.

[0050] The relationship between the catalyst temperature and the carbon monoxide purification rate is that the lower the catalyst temperature, the lower the purification rate and the greater the amount of carbon monoxide emission. In a situation where the catalyst temperature is low and the amount of carbon monoxide emission increases, carbon monoxide is likely to fill the vehicle interior, the first predetermined time D1, which is a threshold for determining whether or not to perform the notification process for the occupants, can be set to be short, so that the occupants can be notified promptly. On the other hand, in a situation where the catalyst temperature is high and the amount of carbon monoxide emission decreases, the first predetermined time D1 can be set to be long, so that unnecessary notification can be suppressed when the vehicle interior is not filled with carbon monoxide. In this way, by focusing on the relationship between the catalyst temperature and the carbon monoxide purification rate and variably setting the first predetermined time D1 from when an obstacle is detected near the muffler outlet 41 in an idling state to when the notification process for the occupants is started according to the catalyst temperature, the possibility of carbon monoxide filling the vehicle interior can be determined and the occupants can be notified at an appropriate timing.

[0051] (2) The vehicle warning device 1 further includes a driving control unit 26 that controls the operating state of the internal combustion engine. The setting unit 23 sets a second predetermined time D2 that is longer than the first predetermined time D1 based on the catalyst temperature. The determination unit 24 determines whether the state in which the internal combustion engine is in an idling state and an obstacle is detected by the obstacle detection unit 21 continues for the second predetermined time D2, and the driving control unit 26 stops the operation of the internal combustion engine when the determination unit 24 determines that the state in which the obstacle is detected in an idling state continues for the second predetermined time D2. When the determination unit 24 determines that the state in which the obstacle is detected in an idling state continues for the second predetermined time D2, the determination unit 24 determines that the occupant has not taken any voluntary measures (for example, the driver voluntarily stops the engine or moves the vehicle to change the environment) even if the occupant is notified, and executes a forced engine stop process by the driving control unit 26. This makes it possible to further prevent carbon monoxide from entering the passenger compartment. In addition, since the second predetermined time D2 is set according to the catalyst temperature, it is possible to determine whether the amount of carbon monoxide emissions is high and whether the vehicle cabin is prone to becoming filled with carbon monoxide, and perform engine stop processing at an appropriate timing.

[0052] -Variations- (1) In the above-described embodiment, the catalyst temperature when the vehicle stops and the internal combustion engine is in an idling state is estimated by focusing on the relationship between the catalyst temperature and the purification rate of carbon monoxide. Here, the catalyst temperature after the vehicle is in an idling state is affected by the conditions around the vehicle. For example, if the outside air temperature is high after the vehicle is in an idling state, the catalyst temperature is considered to gradually decrease, but the lower the outside air temperature is after the vehicle is in an idling state, the more quickly the catalyst temperature decreases due to the influence of the outside air temperature, and the purification rate of the catalyst decreases accordingly. Therefore, the first predetermined time D1 can be adjusted according to the rate of decrease (decrease rate) of the catalyst temperature after the vehicle is in an idling state. For example, the greater the decrease rate of the catalyst temperature, the shorter the first predetermined time D1 can be.

[0053] For example, the setting unit 23 may be adjusted such that the first predetermined time D1 becomes shorter as the outside air temperature decreases when the vehicle stops and the internal combustion engine is in the idling state. For example, a coefficient K1 (0 < K1 < 1) that becomes smaller as the outside air temperature decreases is set, and the adjustment value Dc1 of the first predetermined time D1 can be calculated by multiplying the first predetermined time D1 based on the catalyst temperature by the coefficient K1.

[0054] Also, the second predetermined time D2 may be adjusted according to the rate of decrease (decrease rate) of the catalyst temperature after the idling state. For example, the second predetermined time D2 can be adjusted based on the outside air temperature when the vehicle stops and the internal combustion engine is in the idling state. Also in this case, for example, a coefficient K2 (0 < K2 < 1) that becomes smaller as the outside air temperature decreases is set, and the adjustment value Dc2 of the second predetermined time D2 can be calculated by multiplying the second predetermined time D2 based on the catalyst temperature by the coefficient K2.

[0055] By adjusting the first predetermined time D1 and / or the second predetermined time D2 in this way, it becomes possible to determine the possibility that carbon monoxide fills the passenger compartment in consideration of the influence of the decrease in the catalyst temperature due to the situation around the vehicle, and to perform notification at an appropriate timing.

[0056] (2) In the above-described embodiment, the first predetermined time D1 and the second predetermined time D2 are set in the setting unit 23, and the vehicle notification device 1 is configured to perform a notification process and an engine stop process. However, the present invention is not limited to this, and the engine stop process may be omitted, and the vehicle notification device 1 may be configured to perform only the notification process. In this case, the operation control unit 26 of the controller 20 can be omitted, and further, the setting of the second predetermined time D2 in the setting unit 23 can be omitted.

[0057] (3) In the above-described embodiment, the existing first sonar sensor 10a and second sonar sensor 10b are used as the obstacle detection device 10. However, the present invention is not limited to this, and for example, a different type of sensor configured to detect an object by transmitting laser light or millimeter waves and receiving reflected waves, or a camera configured to capture an image of the rear area of ​​the vehicle, may be used as the obstacle detection device 10. Alternatively, instead of the obstacle detection device 10, a carbon monoxide detection sensor that detects the carbon monoxide concentration in the vehicle cabin may be used. In this case, the determination unit 24 can determine whether a first predetermined time D1 or a second predetermined time D2 corresponding to the catalyst temperature has elapsed since the carbon monoxide concentration in the vehicle cabin exceeded a predetermined value in an idling state.

[0058] Although several embodiments of the present invention have been described above, it should be noted that the present invention is not limited to the above-described embodiments, and various modifications and variations are possible within the scope of the present invention. [Explanation of symbols]

[0059] 1 Vehicle warning device 10 Obstacle detection device 20 controller, 21 obstacle detection unit, 22 catalyst temperature estimation unit, 23 setting unit, 24 determination unit, 25 notification control unit, 26 operation control unit 30. Notification device 41 Muffler outlet

Claims

1. an obstacle detection unit that detects whether an obstacle is present near an outlet of a muffler connected to an exhaust pipe of an internal combustion engine of a vehicle; a catalyst temperature estimation unit that estimates a catalyst temperature of a catalyst provided in the exhaust pipe based on a load of the internal combustion engine before the vehicle is stopped, when the vehicle is stopped and the internal combustion engine is in an idling state; a setting unit that sets the first predetermined time period based on the catalyst temperature estimated by the catalyst temperature estimation unit so that the first predetermined time period becomes shorter as the catalyst temperature becomes lower; a determination unit that determines whether a state in which the internal combustion engine is in an idling state and an obstacle is detected by the obstacle detection unit continues for the first predetermined time; a notification control unit that notifies an occupant of the vehicle by a notification device when the determination unit determines that the first predetermined time period has continued; A vehicle alarm device comprising:

2. An operation control unit that controls an operating state of the internal combustion engine is further provided. The setting unit sets a second predetermined time longer than the first predetermined time based on the catalyst temperature, The determination unit determines whether a state in which the internal combustion engine is in an idling state and the obstacle is detected by the obstacle detection unit continues for the second predetermined time, The vehicle warning device according to claim 1 , wherein the operation control unit stops the operation of the internal combustion engine when the determination unit determines that the second predetermined time period has continued.

3. 3 . The vehicle warning device according to claim 1 , wherein the setting unit is configured to set the first predetermined time period to be shorter as the outside air temperature decreases, based on the outside air temperature when the vehicle is stopped and the internal combustion engine is in an idling state.

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