Vehicle position estimation device and program

Abstract

To provide a vehicle position estimation device capable of accurately estimating the running position of a vehicle on a road with a relatively simple configuration. [Solution] The vehicle position estimation device 100 includes a left acquisition unit 101 that acquires received data received using an antenna having directivity to the left of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a right acquisition unit 102 that acquires received data received using an antenna having directivity to the right of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a calculation unit 103 that calculates a first count which is the number of received data or terminal identification information with higher signal strength from the left acquisition unit 101 and a second count which is the number of received data or terminal identification information with higher signal strength from the right acquisition unit 102; and an estimation unit 104 that estimates the vehicle's traveling position based on the first count and the second count.

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle position estimation device and a program. [Background technology]

[0002] Electric scooters have been gaining attention in recent years, and the number of users is on the rise. In addition to selling them to the general public, electric scooter sharing services have also been launched.

[0003] In addition to electric scooters, other vehicles such as bicycles and electric bicycles are likely to drive close to pedestrians. For example, these vehicles can drive on sidewalks if certain conditions are met, and in such cases, of course, these vehicles will drive close to pedestrians. Furthermore, they are also likely to drive close to pedestrians on roads where there is no distinction between sidewalks and roadways.

[0004] Patent Document 1 discloses a technology for easily monitoring the density of people using a transmitter carried by a person that transmits a wireless signal, and a transceiver that receives the wireless signal from the transmitter and transmits the identification information in the received wireless signal to a monitoring device. According to Patent Document 1, the number of identification information pieces in the received wireless signal is calculated, making it possible to determine the density of people with a relatively simple system. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Publication No. 2022-180880 Summary of the Invention [Problem to be solved by the invention]

[0006] In particular, for vehicles that are likely to approach pedestrians as described above, it is necessary for the vehicle user (driver) to drive in an appropriate position depending on the situation of surrounding pedestrians for safety reasons. For example, when such vehicles drive on a road, it is desirable for them to drive on the edge of the road rather than in the center. However, Patent Document 1 does not take into consideration estimating the vehicle's driving position on the road based on a radio signal transmitted from a transmitter carried by a person.

[0007] In view of the above-mentioned problems, an object of the present disclosure is to provide a vehicle position estimation device and program that can accurately estimate the traveling position of a vehicle on a road with a relatively simple configuration. [Means for solving the problem]

[0008] A vehicle position estimation device according to the present disclosure includes: a left acquisition unit that acquires, at a predetermined period, received data received using an antenna having directionality in a left direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a right acquisition unit that acquires, at a predetermined period, received data received using an antenna having directivity in a right direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a calculation unit that compares the received data acquired by the left acquisition unit and the right acquisition unit over a predetermined period of time, and calculates a first count that is the number of received data or the number of terminal identification information pieces with a higher signal strength from the left acquisition unit, and a second count that is the number of received data or the number of terminal identification information pieces with a higher signal strength from the right acquisition unit; and an estimation unit that estimates the vehicle's traveling position on a road based on the first and second counts calculated by the calculation unit.

[0009] The program according to the present disclosure is a left acquisition step of acquiring, at a predetermined period, received data received using an antenna having directionality in a left direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a right acquisition step of acquiring, at a predetermined period, received data received using an antenna having directivity in a right direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a calculation step of comparing the received data acquired during a predetermined period in the left acquisition step and the right acquisition step, and calculating a first count which is the number of received data or the number of terminal identification information with a higher signal strength in the left acquisition step, and a second count which is the number of received data or the number of terminal identification information with a higher signal strength in the right acquisition step; and an estimating step of estimating a traveling position of the vehicle on a road based on the first and second counts calculated in the calculating step. [Effects of the Invention]

[0010] The vehicle position estimation device and program according to the present disclosure enable the vehicle's traveling position on a road to be estimated with high accuracy using a relatively simple configuration. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a functional block diagram of a vehicle position estimation device. [Figure 2] FIG. 2 is a flowchart showing the flow of processing performed by the vehicle position estimation device. [Figure 3] FIG. 3 is a diagram for schematically explaining the traveling position of a vehicle. [Figure 4] FIG. 4 is a diagram showing the environment around the vehicle. [Figure 5] FIG. 5 shows an example of a vehicle configuration. [Figure 6] FIG. 6 is a diagram showing an example of the configuration of the short-range communication units installed at the grip end portions on the left and right sides of the handlebars. [Figure 7] FIG. 7 is a functional block diagram of the vehicle. [Figure 8] FIG. 8 is an example of the terminal identification information history table. [Figure 9]FIG. 9 is a flowchart illustrating a process of estimating a traveling position of a vehicle according to the first embodiment. [Figure 10] FIG. 10 shows an example of the warning information displayed on the display unit. [Figure 11] FIG. 11 is a flowchart illustrating a process for issuing a warning based on the vehicle's traveling position and speed information. [Figure 12] FIG. 12 shows another example of the attention-calling information displayed on the display unit. [Figure 13] FIG. 13 is a specific example of a vehicle position estimation information list. [Figure 14] FIG. 14 is a diagram showing an example in which map information and position information recorded in vehicle position estimation information are displayed on the display unit. [Figure 15] FIG. 15 is a functional block diagram of the vehicle. [Figure 16] FIG. 16 is a schematic diagram illustrating a road where the sidewalk and the roadway are separated. [Figure 17] FIG. 17 is a diagram showing a reception state of the terminal identification information received by the left communication unit when a vehicle and a pedestrian are traveling in the same direction. [Figure 18] FIG. 18 is a diagram showing a reception state of the terminal identification information received by the left communication unit when the vehicle and the pedestrian are traveling in opposite directions. [Figure 19] FIG. 19 is a diagram showing a reception state of the terminal identification information received by the right communication unit when the vehicle and the automobile are traveling in the same direction. [Figure 20] FIG. 20 is a diagram showing a reception state of the terminal identification information received by the right communication unit when the vehicle and the automobile are traveling in opposite directions. [Figure 21] FIG. 21 is a flowchart illustrating a process of estimating a traveling position of a vehicle according to the second embodiment. [Figure 22] FIG. 22 shows an example of the warning information displayed on the display unit. [Figure 23] FIG. 23 is a flowchart illustrating a process of estimating a vehicle's traveling position in a modified example of the second embodiment. [Figure 24]FIG. 24 is a functional block diagram of a vehicle. [Figure 25] FIG. 25 is a diagram illustrating an example of the wireless LAN identification information table. [Figure 26] FIG. 26 is a flowchart illustrating a process of estimating a traveling position of a vehicle according to the third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In each drawing, the same or corresponding elements are designated by the same reference numerals. For clarity of explanation, duplicated explanations will be omitted as necessary.

[0013] <Basic Example> First, a vehicle position estimation device 100 according to the present disclosure will be described. This embodiment is a basic embodiment for the embodiments described later. Here, the basic embodiment according to the present disclosure will be described, and in the multiple embodiments shown later, more detailed configuration examples and operation examples will be described.

[0014] 1 is a functional block diagram of a vehicle position estimation device 100 according to this embodiment. The vehicle position estimation device 100 includes a left acquisition unit 101, a right acquisition unit 102, a calculation unit 103, and an estimation unit 104. The vehicle position estimation device 100 is installed in a vehicle.

[0015] The left acquisition unit 101 acquires, at a predetermined cycle, received data received using an antenna having directivity in the left direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices. Around the vehicle, there are terminal devices carried by pedestrians or users of other vehicles, and the terminal devices periodically transmit radio waves including terminal identification information. A receiver (left receiver) equipped with an antenna having directivity in the left direction of the vehicle receives the radio waves, and the left acquisition unit 101 acquires the data received from the left receiver (received data). In other words, the left acquisition unit 101 acquires, at a predetermined cycle, data (received data) including terminal identification information received using a receiver having directivity in the left direction of the vehicle and transmitted from surrounding terminal devices.

[0016] The right acquisition unit 102 acquires, at a predetermined cycle, received data that is received using an antenna having directivity in the right direction of the vehicle and includes terminal identification information transmitted from surrounding terminal devices. As described above, a receiver (right receiver) equipped with an antenna having directivity in the right direction of the vehicle receives radio waves from the terminal devices, and the right acquisition unit 102 acquires the data (received data) received from the right receiver. In other words, the right acquisition unit 102 acquires, at a predetermined cycle, data (received data) that is received using a receiver having directivity in the right direction of the vehicle and includes terminal identification information transmitted from surrounding terminal devices.

[0017] The left receiver and the right receiver are provided in the vehicle and are separate devices from the vehicle position estimation device 100, but they may be configured integrally with the vehicle position estimation device 100. That is, the vehicle position estimation device 100 shown in Fig. 1 may be configured to include a left receiver (left receiving unit) and a right receiver (right receiving unit).

[0018] The calculation unit 103 compares the received data acquired by the left acquisition unit 101 and the right acquisition unit 102 over a predetermined period, and calculates a first count which is the number of received data or the number of terminal identification information with a higher signal strength from the left acquisition unit 101, and a second count which is the number of received data or the number of terminal identification information with a higher signal strength from the right acquisition unit 102.

[0019] The estimation unit 104 estimates the vehicle's running position on the road based on the first and second counts calculated by the calculation unit 103.

[0020] The vehicle position estimation device 100 includes a processor, a memory, and a storage device (not shown). The storage device stores a computer program that implements the processing described herein. The processor can load the computer program from the storage device into the memory and execute the computer program. This allows the processor to realize the functions of a left acquisition unit 101, a right acquisition unit 102, a calculation unit 103, and an estimation unit 104.

[0021] Alternatively, the left acquisition unit 101, the right acquisition unit 102, the calculation unit 103, and the estimation unit 104 may be realized by dedicated hardware. Furthermore, some or all of the components of the vehicle position estimation device 100 may be realized by general-purpose or dedicated circuits, processors, etc., or a combination of these. These may be configured by a single chip, or by multiple chips connected via a bus. Some or all of the components of the vehicle position estimation device 100 may be realized by a combination of the above-mentioned circuits, etc., and programs. Furthermore, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), an FPGA (Field-Programmable Gate Array), a quantum processor (quantum computer control chip), etc., may be used as the processor.

[0022] The above-described configuration of the vehicle position estimation device 100 is merely an example and may be modified as appropriate. For example, when some or all of the components of the vehicle position estimation device 100 are realized by multiple information processing devices, circuits, etc., the multiple information processing devices, circuits, etc. may be centrally or decentralized. For example, the information processing devices, circuits, etc. may be realized as a client-server system, a cloud computing system, or the like, in a form in which each is connected via a communication network. Furthermore, some functions of the vehicle position estimation device 100 may be provided in a SaaS (Software as a Service) format.

[0023] The processing of the vehicle position estimation device 100 in this embodiment will be described with reference to Fig. 2. Fig. 2 is a flowchart showing the flow of processing of the vehicle position estimation device 100.

[0024] In S1, the left acquisition unit 101 acquires, at a predetermined period, received data received using an antenna having directivity in the left direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices.

[0025] In S2, the right acquisition unit 102 acquires, at a predetermined period, received data that is received using an antenna having directivity in the right direction of the vehicle and includes terminal identification information transmitted from surrounding terminal devices.

[0026] In S3, the calculation unit 103 compares the received data acquired during a predetermined period, and calculates a first count which is the number of received data or the number of terminal identification information with a higher signal strength from the left acquisition unit 101, and a second count which is the number of received data or the number of terminal identification information with a higher signal strength from the right acquisition unit 102. The following are examples of the first count and the second count, but the present invention is not limited to these.

[0027] Example 1) The number of received data whose signal strength at the left acquisition unit 101 is higher than the signal strength at the right acquisition unit 102 is defined as the first count, and the number of received data whose signal strength at the right acquisition unit 102 is higher than the signal strength at the left acquisition unit 101 is defined as the second count.

[0028] Example 2) The number of received data whose signal strength at the left acquisition unit 101 is higher than the signal strength at the right acquisition unit 102 by a predetermined value or more is defined as the first count, and the number of received data whose signal strength at the right acquisition unit 102 is higher than the signal strength at the left acquisition unit 101 by a predetermined value or more is defined as the second count.

[0029] Example 3) The number of pieces of terminal identification information that are included in the received data of the left acquisition unit 101 but not in the received data of the right acquisition unit 102 is defined as a first count, and the number of pieces of terminal identification information that are included in the received data of the right acquisition unit 102 but not in the received data of the left acquisition unit 101 is defined as a second count. Although this method does not explicitly use signal strength, it can be said that, for example, terminal identification information that can be acquired by the left acquisition unit 101 but not by the right acquisition unit 102 is terminal identification information for which the signal strength of the left acquisition unit 101 is higher. In other words, when this method is used, the received data acquired by the left acquisition unit 101 and the right acquisition unit 102 does not need to include information on signal strength.

[0030] Example 4) The number of terminal identification information pieces that are included in the received data of the left acquisition unit 101 with a signal strength equal to or greater than a predetermined value and that are not included in the received data of the right acquisition unit 102 with a signal strength equal to or greater than a predetermined value is defined as the first count, and the number of terminal identification information pieces that are included in the received data of the right acquisition unit 102 with a signal strength equal to or greater than a predetermined value and that are not included in the received data of the left acquisition unit 101 with a signal strength equal to or greater than a predetermined value is defined as the second count.

[0031] Example 5) For each terminal identification information, a first data number, which is the number of received data for which the signal strength of the left acquisition unit 101 is higher than the signal strength of the right acquisition unit 102, and a second data number, which is the number of received data for which the signal strength of the right acquisition unit 102 is higher than the signal strength of the left acquisition unit 101, are calculated, and the number of terminal identification information for which the first data number is greater than the second data number is taken as a first count, and the number of terminal identification information for which the second data number is greater than the first data number is taken as a second count.

[0032] Example 6) For each terminal identification information, a first data number, which is the number of received data for which the signal strength of the left acquisition unit 101 is higher by a predetermined value or more than the signal strength of the right acquisition unit 102, and a second data number, which is the number of received data for which the signal strength of the right acquisition unit 102 is higher by a predetermined value or more than the signal strength of the left acquisition unit 101, are calculated, and the number of terminal identification information for which the first data number is greater than the second data number is taken as the first count, and the number of terminal identification information for which the second data number is greater than the first data number is taken as the second count.

[0033] Example 7) For each piece of terminal identification information, a first representative value that is a representative value of the signal strength of the left acquisition unit 101 and a second representative value that is a representative value of the signal strength of the right acquisition unit 102 are calculated, and the number of pieces of terminal identification information whose first representative value is higher (larger) than the second representative value is taken as a first count, and the number of pieces of terminal identification information whose second representative value is higher than the first representative value is taken as a second count. Note that the representative value may be an average value, a median value, a mode value, or the like.

[0034] In S4, the estimation unit 104 estimates the vehicle's traveling position on the road based on the calculated first and second counts. For example, if the difference between the first and second counts is small (e.g., less than a predetermined value), it means that there are approximately the same number of terminal devices on the left and right sides of the vehicle, so it can be estimated that the vehicle is likely traveling near the center of the road. Also, for example, if the difference between the first and second counts is large (e.g., greater than or equal to a predetermined value), it means that there are terminal devices unevenly distributed on either the left or right side of the vehicle, so it can be estimated that the vehicle is likely traveling on the edge of the road.

[0035] With this configuration, the vehicle position estimation device 100 according to this embodiment can accurately estimate the traveling position of a vehicle on a road with a relatively simple configuration.

[0036] Example 1 Next, a description will be given of Example 1. Example 1 is a specific example of the basic example described above. First, an overview of a vehicle (target vehicle) 3 in this example and terminal identification information transmitted by a mobile terminal (terminal device) 5 carried by a pedestrian 6 will be described.

[0037] FIG. 3 is a diagram for schematically explaining the traveling position of a vehicle 3 assumed in this embodiment. This diagram shows the traveling position of a vehicle 3 on a road. In this embodiment, an example is described in which a vehicle 3 travels on a road where there is no distinction between a carriageway and a sidewalk, but the present invention can also be applied to a case in which a vehicle 3 travels on a sidewalk. In this diagram, multiple vehicles 3 and multiple pedestrians 6 are shown on the road. Each pedestrian 6 carries a mobile terminal 5. The number of vehicles 3, mobile terminals 5, and pedestrians 6 is arbitrary. Note that only one reference symbol is assigned to each of the vehicle 3, mobile terminal 5, and pedestrian 6, and the others are omitted. Note that, although omitted in this diagram, other vehicles, including automobiles, may be present on the road.

[0038] The white arrow in this diagram indicates the direction of travel of vehicle 3. Also, the "○" mark in this diagram indicates the desired driving position for vehicle 3, and the "×" mark indicates a driving position other than the desired driving position. As shown in this diagram, it is desirable for vehicle 3 to drive on the edge of the road, not in the center of the road.

[0039] FIG. 4 is a diagram showing the environment around the vehicle 3 assumed in this embodiment. As shown in this figure, there is a pedestrian 6 around the vehicle 3. The vehicle 3 in this embodiment is, for example, an electric kick scooter, but is not limited to this. The vehicle 3 in this embodiment may be any vehicle that may travel close to the pedestrian 6, and may be, for example, a bicycle, electric bicycle, electric cart, electric motorcycle, motorcycle, etc. As shown in FIG. 4, the vehicle 3 is equipped with a short-range communication unit 11.

[0040] Furthermore, pedestrians 6 carry mobile terminals 5. The mobile terminals 5 are, for example, smartphones. Each mobile terminal 5 is capable of communicating with other devices (for example, earphones, headsets, car navigation systems, etc.) through short-range communication. For example, Bluetooth (registered trademark, the same applies hereinafter) may be used as the short-range communication, but is not limited to this. FIG. 4 is a simplified example, and the number of pedestrians 6 present around the vehicle 3 is arbitrary.

[0041] The mobile terminal 5 transmits terminal identification information (for example, Bluetooth advertising packets) at a predetermined period. The terminal identification information includes at least an identifier (terminal identifier) ​​that is individually set for each terminal, and may also include information such as a transmission output value. The terminal identifier may also be called terminal identification information. The short-range communication unit 11 of the vehicle 3 receives the terminal identification information transmitted from each mobile terminal 5.

[0042] 5 shows an example of the configuration of the vehicle 3 in this embodiment. In this example, two short-range communication units 11 (receivers) are installed at the left and right grip ends of the handlebar 111 of the vehicle 3. However, the present invention is not limited to this example configuration, and the vehicle 3 may be provided with two short-range communication units 11 for receiving radio waves in the left and right directions of the vehicle 3.

[0043] FIG. 6 is a diagram showing an example of the configuration of the short-range communication unit 11 installed on the left and right grip ends of the handlebar 111. This diagram shows the configuration of the short-range communication unit 11 installed on the left grip end. As shown in this diagram, the antenna 112 of the short-range communication unit 11 is installed outside the reflector 113. The reflector 113 reflects (attenuates) radio waves arriving from the right side. Therefore, the range (reception range) RA in which the antenna 112 can receive radio waves with normal received signal strength (RSSI: Received Signal Strength Indicator) is mainly the range to the left of the antenna 112, as shown by the dashed line. Normal received signal strength means, for example, that the received signal strength is equal to or greater than a predetermined value. Note that received signal strength is sometimes called "signal strength."

[0044] That is, the short-range communication unit 11 installed at the grip end portion on the left side of the handlebar 111 of the vehicle 3 receives the terminal identification information transmitted from the left side of the vehicle 3 with normal reception signal strength, and receives the terminal identification information transmitted from the right side of the vehicle 3 with attenuated reception signal strength. Similarly, the short-range communication unit 11 installed at the grip end portion on the right side of the handlebar 111 of the vehicle 3 receives the terminal identification information transmitted from the right side of the vehicle 3 with normal reception signal strength, and receives the terminal identification information transmitted from the left side of the vehicle 3 with attenuated reception signal strength. Note that such reception directivity characteristics of the short-range communication unit 11 may be realized by any method other than the reflector 113. For example, a parabolic antenna, an array antenna, or the like may be used to realize the desired reception directivity characteristics of the short-range communication unit 11.

[0045] 6 is merely an example, and the reception sensitivity does not necessarily have to be highest directly to the side of the vehicle 3 (in this figure, an angle rotated 90 degrees to the left with respect to the traveling direction of the vehicle 3). For example, the reception sensitivity may be highest in the left front of the vehicle 3 (for example, an angle rotated 45 degrees to the left with respect to the traveling direction of the vehicle 3). In other words, the vehicle 3 may be provided with a first short-range communication unit 11 on the left side of the vehicle 3 that has directional characteristics with relatively high reception sensitivity, and a second short-range communication unit 11 on the right side of the vehicle 3 that has directional characteristics with relatively high reception sensitivity.

[0046] In the following, for the sake of simplicity, the reception range RA within which the short-range communication unit 11 installed on the left and right grip ends of the handle 111 receives radio waves with sufficient reception signal strength is approximated as a semicircle with a predetermined radius (for example, 10 m).

[0047] 7 is a functional block diagram of the vehicle 3 in this embodiment. The vehicle 3 includes a left antenna (left-side antenna) 112L, a right antenna (right-side antenna) 112R, a control unit 10, a short-range communication unit 11, a timing unit 13, a memory unit 14, a display unit 15, an operation unit 16, an audio output unit 17, a vehicle speed detection unit 31, and a propulsion control unit 32.

[0048] The left antenna 112L has the configuration described in FIG. 5 and is an antenna for mainly receiving radio waves arriving from the left side of the vehicle 3. The left antenna 112L has directivity toward the left of the vehicle 3. The right antenna 112R has a similar configuration and is an antenna for mainly receiving radio waves arriving from the right side of the vehicle 3. The right antenna 112R has directivity toward the right of the vehicle 3. Note that the left antenna 112L and the right antenna 112R in FIG. 7 include the reflector 113 shown in FIG. 5.

[0049] The short-range communication unit 11 performs short-range communication such as Bluetooth, and includes two communication units, a left communication unit 11L and a right communication unit 11R. The left communication unit 11L is connected to a left antenna 112L and processes signals received by the left antenna 112L. The right communication unit 11R is connected to a right antenna 112R and processes signals received by the right antenna 112R. The left communication unit 11L and the right communication unit 11R have symmetrical receiving directivity characteristics and have equivalent receiving performance (for example, equivalent minimum receiving sensitivity).

[0050] The left communication unit 11L may be referred to as the "left receiving unit" or "first receiving unit," and the right communication unit 11R may be referred to as the "right receiving unit" or "second receiving unit." Furthermore, the left antenna 112L and the left communication unit 11L may be collectively referred to as the "left receiving unit" or "first receiving unit," and the right antenna 112R and the right communication unit 11R may be collectively referred to as the "right receiving unit" or "second receiving unit." Although the left communication unit 11L and the right communication unit 11R are connected to different antennas, they perform similar processing, and therefore will be described as the short-range communication unit 11 when there is no need to distinguish between them.

[0051] The short-range communication unit 11 periodically receives the terminal identification information periodically transmitted by the mobile terminal 5 at a detection period (predetermined period) T1. The transmission period of the mobile terminal 5 may differ for each device, but is, for example, approximately 100 milliseconds. In this embodiment, unless otherwise specified, the detection period T1 used by the short-range communication unit 11 is 1 second, but is of course not limited to this. The detection period T1 may be, for example, 500 milliseconds. The short-range communication unit 11 then outputs data (received data) including the terminal identification information to the control unit 10 at the detection period T1.

[0052] The vehicle speed detection unit 31 outputs information (speed information) indicating the traveling speed of the vehicle 3. The vehicle speed detection unit 31 may detect the speed based on the number of rotations of the wheels, or may detect the speed based on a temporal change in position information of the vehicle 3. For example, the vehicle 3 may be equipped with a GNSS (Global Navigation Satellite System) receiver or the like, and the speed may be detected based on position information (latitude, longitude, etc.) obtained using the receiver.

[0053] The propulsion control unit 32 controls the propulsion state of the vehicle 3. Specifically, it controls the motor, brakes, etc. of the vehicle 3 to keep the speed of the vehicle 3 constant or to stop the vehicle 3.

[0054] The clock unit 13 outputs the current date and time (time), which is measured in units of at least seconds, but may be measured in units of milliseconds.

[0055] The storage unit 14 stores various data and programs, as well as a terminal identification information history table (described later). At least a portion of the storage unit 14 is configured as a non-volatile memory so that necessary data is retained even when the power to the vehicle 3 is turned off.

[0056] The display unit 15 is an interface for displaying the speed of the vehicle 3 and warning information. The operation unit 16 is an interface for receiving operations from the user of the vehicle 3. The display unit 15 and the operation unit 16 may be integrated into one unit using a touch panel. The audio output unit 17 outputs a warning information message by voice or outputs a warning sound.

[0057] Although not shown in the figure, the vehicle 3 may be equipped with a long-distance communication unit such as a mobile phone line. The long-distance communication unit communicates with an external server or the like via, for example, a mobile phone network or the Internet.

[0058] The control unit 10 is an example of the left acquisition unit 101, the right acquisition unit 102, the calculation unit 103, and the estimation unit 104 described above.

[0059] The control unit 10 (left acquisition unit) acquires data (received data) including terminal identification information received using the left antenna 112L, which has directivity toward the left direction of the vehicle 3, from the left communication unit 11L at a predetermined cycle. This received data is also referred to as "left received information" or "left received data." The control unit 10 (right acquisition unit) acquires data (received data) including terminal identification information received using the right antenna 112R, which has directivity toward the right direction of the vehicle 3, from the right communication unit 11R at a predetermined cycle. This received data is also referred to as "right received information" or "right received data." When there is no need to distinguish between the left received information and the right received information, they are collectively referred to as "received information" or "received data."

[0060] The signals received by the left antenna 112L and the right antenna 112R are signals containing terminal identification information transmitted from nearby mobile terminals 5, and the received data also contains the terminal identification information. Furthermore, the received data preferably includes information indicating the signal strength at the time of reception (e.g., an RSSI value). However, it is also possible to omit the information indicating the signal strength from the received data acquired by the left and right acquisition units. For example, when using the method of Example 3 of the basic embodiment, it is also possible to omit the information indicating the signal strength. The short-range communication unit 11 may be controlled to output only received data whose signal strength is equal to or greater than a predetermined value (output threshold) and not to output received data whose signal strength is less than the predetermined value (output threshold). In other words, the left and right acquisition units may acquire only received data whose signal strength is equal to or greater than the predetermined value. In such a case, the method of Example 3 of the basic embodiment is equivalent to the method of Example 4, and it is also possible to omit the information indicating the signal strength from the received data. For example, the sensitivity of the short-range communication unit 11 may be adjusted or the output threshold may be adjusted so that the left acquisition unit acquires received data from a mobile terminal 5 located within a predetermined distance to the left of the vehicle 3, and the right acquisition unit acquires received data from a mobile terminal 5 located within a predetermined distance to the right of the vehicle 3.

[0061] The control unit 10 (calculation unit) compares the received data acquired by the left acquisition unit and the right acquisition unit over a predetermined period. The control unit 10 then calculates the number of received data or the number of terminal identification information pieces with a higher signal strength from the left acquisition unit as a first count. The control unit 10 also calculates the number of received data or the number of terminal identification information pieces with a higher signal strength from the right acquisition unit as a second count. The control unit 10 (estimation unit) estimates the traveling position of the vehicle 3 on the road based on the calculated first count and second count.

[0062] The control unit 10 also functions as a speed acquisition unit that acquires speed information indicating the traveling speed of the vehicle 3. The control unit 10 acquires the traveling speed of the vehicle 3 from the vehicle speed detection unit 31.

[0063] Furthermore, the control unit 10 functions as a warning issuing unit that issues a warning. For example, the control unit 10 issues a warning based on the estimated driving position. Specifically, the control unit 10 issues a warning when the estimated driving position is near the center of the road. For example, the control unit 10 outputs a warning from the display unit 15 and the audio output unit 17. The warning may be attention-calling information for urging the user of the vehicle 3 to be careful about the driving of the vehicle 3.

[0064] The control unit 10 may issue a warning based on the estimated traveling position and the acquired speed information. For example, the control unit 10 issues a warning when the estimated traveling position is near the center of the road and the traveling speed of the vehicle 3 is equal to or greater than a first speed (e.g., 10 km / h). The control unit 10 also issues a warning when the estimated traveling position is not near the center of the road and the traveling speed of the vehicle 3 is equal to or greater than a second speed (e.g., 20 km / h). Here, the first speed is slower than the second speed. The processing of the control unit 10 will be specifically described below.

[0065] The control unit 10 records the terminal identification information received by the short-range communication unit 11 at every detection period T1 (for example, 1 second) in the terminal identification information history table of the storage unit 14 together with the date and time obtained from the clock unit 13.

[0066] FIG. 8 is an example of a terminal identification information history table. The reception time (reception date and time) is the date and time when the terminal identification information was received, and is recorded at least to the second, but may be recorded with finer time resolution such as to the millisecond. The terminal identifier is a unique identifier (terminal ID) for each terminal described in the terminal identification information. The left RSSI (dBm) is the value of the received signal strength (signal strength) of the terminal identification information received by the left communication unit 11L. The right RSSI (dBm) is the value of the received signal strength of the terminal identification information received by the right communication unit 11R. Note that the unit of signal strength in this figure is dBm.

[0067] For example, in the data on the first row of FIG. 8, the left RSSI is "-50 dBm" and the right RSSI is "-75 dBm," so the signal strength received by the left communication unit 11L is stronger. For simplicity of explanation below, when the signal received by the left communication unit 11L is stronger, it may be expressed as "the signal received by the left communication unit 11L" or "terminal identification information received by the left communication unit 11L." When such expressions are used, it does not mean that no signal is received at all by the right communication unit 11R.

[0068] The control unit 10 may automatically delete from the terminal identification information history table any record whose reception time is more than a predetermined period (for example, 10 minutes) from the current time, for all records recorded in the terminal identification information history table.

[0069] The control unit 10 refers to the terminal identification information history table in the storage unit 14 at predetermined intervals T2 (e.g., one minute) and extracts target records R1 (a set of records to be processed) from the current time up to a predetermined period D1 (e.g., one minute) in the past. The control unit 10 compares the left RSSI value and the right RSSI value of each record in the target records R1. If the left RSSI value is greater than or equal to the right RSSI value, the control unit 10 increments the variable LP.

[0070] Furthermore, if the right RSSI value is greater than the left RSSI value, the control unit 10 increments the variable RP. Note that, if the left RSSI value and the right RSSI value are equal, the control unit 10 does nothing. That is, the variables LP and RP become the number of data (number of records) of terminal identification information received with normal reception signal strength from the left and right sides of the vehicle 3, respectively. Note that, when updating the variable LP, the control unit 10 may increment the variable LP if the left RSSI value is greater than the right RSSI value by a predetermined value (for example, -10 dBm) or more.

[0071] Similarly, when updating the variable RP, the control unit 10 may increment the variable RP if the right RSSI value is greater than the left RSSI value by a predetermined value (for example, -10 dBm). In other words, the control unit 10 may not update the variables LP and RP if the difference between the left RSSI value and the right RSSI value is not so large (for example, if the difference is less than a predetermined value).

[0072] The control unit 10 compares the left RSSI value and the right RSSI value of all records in the terminal identification information history table, and then calculates the ratio PA using the following formula (1). In formula (1), the max function is a function that returns the maximum value among the arguments. In other words, max(LP, RP) is the larger of the values ​​of LP and RP. The ratio PA takes a value in the range of 50 to 100, and is 50 if LP and RP are the same number, and 100 if either one is "0". In other words, the larger the ratio PA, the larger the difference in the number of data received on the left and right sides of the vehicle 3, and the smaller the ratio PA, the smaller the difference in the number of data received on the left and right sides of the vehicle 3.

[0073] If both LP and RP are "0", PA can be set to "0" or "NULL" for convenience.

[0074]

number

[0075] When the ratio PA is equal to or greater than a predetermined value C1 (e.g., 70), the control unit 10 estimates that the vehicle 3 is traveling at the edge of the road because it is receiving a disproportionate number of pieces of terminal identification information from the left or right side. On the other hand, when the ratio PA is less than the predetermined value C1, the control unit 10 estimates that the vehicle 3 is traveling in the center of the road because it is receiving terminal identification information almost equally from the left and right sides. Similarly, when the vehicle 3 is traveling on a sidewalk, the control unit 10 may estimate that the vehicle 3 is traveling at the edge of the sidewalk if the ratio PA is equal to or greater than the predetermined value C1, and may estimate that the vehicle 3 is traveling in the center of the sidewalk if the ratio PA is less than the predetermined value C1.

[0076] 9 is a flowchart showing a process in this embodiment for estimating the traveling position of the vehicle 3. The control unit 10 periodically executes this process at predetermined intervals T2 (for example, every minute).

[0077] In S100, the control unit 10 initializes the ratio PA, the variables LP, and the variables RP to 0. Then, the process proceeds to S110.

[0078] In S110, the control unit 10 acquires the current time from the clock unit 13, then refers to the terminal identification information history table in the storage unit 14, extracts all records whose reception time is within a predetermined period D1 from the current time, and records these records in the storage unit 14 as records to be processed R1. In other words, the records to be processed R1 are a set of records to be processed, and the number of records is an arbitrary number equal to or greater than 0. The period D1 corresponds to a predetermined aggregation period. Then, the process proceeds to S120.

[0079] In S120, the control unit 10 determines whether or not a record (data) exists in the record R1 to be processed. If a record exists in the record R1 to be processed (S120: Yes), the process proceeds to S130. If a record does not exist in the record R1 to be processed (S120: No), the process proceeds to S190. Note that S120: No indicates that all data recorded in the record R1 to be processed has been processed.

[0080] In S130, the control unit 10 selects an arbitrary record RX from the target records R1, that is, selects one unprocessed record, and then proceeds to S140.

[0081] In S140, the control unit 10 determines whether the left RSSI value and the right RSSI value in the record RX are equal. Note that if the difference between the left RSSI value and the right RSSI value (absolute value of the difference) is less than a predetermined value (for example, less than -10 dBm), it may be determined that the left RSSI value and the right RSSI value are equal. If the left RSSI value and the right RSSI value in the record RX are equal (S140: Yes), the process proceeds to S180. If the left RSSI value and the right RSSI value in the record RX are not equal (S140: No), the process proceeds to S150.

[0082] In S150, the control unit 10 determines whether the left RSSI value in the record RX is greater than the right RSSI value. If the left RSSI value in the record RX is greater than the right RSSI value (S150: Yes), the process proceeds to S160. If the left RSSI value in the record RX is not greater than the right RSSI value (S150: No), the process proceeds to S170.

[0083] In S160, the control unit 10 increments the variable LP. Then, the process proceeds to S180. In S170, the control unit 10 increments the variable RP. Then, the process proceeds to S180.

[0084] In S180, the control unit 10 deletes the record RX from the target record R1, that is, deletes the processed record from the target record R1, and then returns to S120 to repeat the process.

[0085] In S190, the control unit 10 calculates the ratio PA based on the variables LP and RP. The variable LP stores the number of data (number of records) received from the mobile terminal 5 located on the left side of the vehicle 3 during the period D1. The variable LP also stores the number of data (number of records) received from the mobile terminal 5 located on the right side of the vehicle 3 during the period D1. In other words, the variable LP corresponds to a first coefficient, and the variable RP corresponds to a second coefficient. The control unit 10 calculates the ratio PA according to equation (1). Then, the process proceeds to S200.

[0086] In S200, the control unit 10 determines whether the ratio PA is equal to or greater than a predetermined value C1. If the ratio PA is equal to or greater than the predetermined value C1 (S200: Yes), the control unit 10 determines that the vehicle 3 is traveling on the edge of the road and ends the process. If the ratio PA is less than the predetermined value C1 (S200: No), the process proceeds to S210.

[0087] In S210, the control unit 10 estimates that the vehicle 3 is traveling in the center (near the center) of the road. Then, the process ends. Note that the control unit 10 may store information indicating that the vehicle 3 is traveling in the center of the road in the storage unit 14 in S210. Alternatively, the control unit 10 may store the determination result in S200 in the storage unit 14. For example, the storage unit 14 may store the processing date and time and the determination result (information indicating whether the vehicle 3 is traveling in the center of the road) in association with each other. Furthermore, the storage unit 14 may store the ratio PA in association with these. Furthermore, if the vehicle 3 is equipped with a GNSS receiver or the like, the storage unit 14 may store the processing date and time, position information, and the determination result in association with each other.

[0088] In the flowchart of FIG. 9, the variables LP and RP store the number of records that satisfy a predetermined condition (the left RSSI is greater than the right RSSI, or the right RSSI is greater than the left RSSI), i.e., the number of received data. That is, the processing of the flowchart of FIG. 9 corresponds to the method of Example 1 or Example 2 of the basic embodiment. Here, assuming that there are approximately the same number of mobile terminals 5 carried by pedestrians and mobile terminals 5 in automobiles in the vicinity, since the moving speed of pedestrians is slow and the moving speed of automobiles is fast, the terminal identification information of the mobile terminals 5 carried by pedestrians will be recorded more frequently (for a longer period of time) in the terminal identification information history table. Therefore, the variables LP and RP reflect the terminal identification information of the mobile terminals 5 carried by pedestrians with a stronger influence than the mobile terminals 5 in automobiles. Therefore, the processing of the flowchart of FIG. 9 is suitable for cases where it is desired to reduce the influence of surrounding automobiles or to estimate the traveling position of the vehicle 3 while placing more importance on the influence of surrounding pedestrians.

[0089] However, the present invention is not limited to the processing of the flowchart in FIG. 9. The variables LP and RP may store the number of terminal identifiers that satisfy a predetermined condition (the number of unique terminal identifiers) instead of the number of records (the number of data). That is, the number of terminal identification information may be set in the variables LP and RP, and the ratio PA may be calculated based on the number of terminal identification information. For example, the control unit 10 may refer to the terminal identification information history table, calculate the number of terminal identifiers recorded with the left RSSI greater than the right RSSI, and set this as the variable LP, and calculate the number of terminal identifiers recorded with the right RSSI greater than the left RSSI, and set this as the variable RP. If there is both data with the left RSSI greater than the right RSSI and data with the right RSSI greater than the left RSSI for the same terminal identifier, the data with the larger number of data may be used and counted as either the variable LP or the variable RP. This method corresponds to the method of Example 5 or Example 6 of the basic embodiment.

[0090] Alternatively, for example, the average left RSSI and the average right RSSI may be calculated for each terminal identifier, the number of terminal identifiers whose average left RSSI is greater than the average right RSSI may be set as the variable LP, and the number of terminal identifiers whose average right RSSI is greater than the average left RSSI may be set as the variable RP. Then, the ratio PA may be calculated by substituting LP and RP, which are the numbers of terminal identifiers that satisfy such a predetermined condition, into equation (1). This method corresponds to the method in example 7 of the basic embodiment. As described above, since a representative value may be used, it is not limited to the average value, and the median or mode may also be used. This method of setting the number of terminal identification information items in the variables LP and RP is suitable when it is desired to estimate the traveling position of vehicle 3 by treating pedestrians and automobiles equally.

[0091] The control unit 10 periodically executes the process of detecting the traveling position of the vehicle 3 shown in the flowchart of Figure 9, and displays warning information on the display unit 15 if it estimates that the vehicle 3 is traveling in the center of the road.

[0092] FIG. 10 shows an example of the warning information displayed on the display unit 15. For example, a message such as "It is dangerous to drive near the center of the road, so please drive on the edge of the road" may be displayed. Note that if it is estimated that there is a high possibility that the vehicle 3 is driving on a sidewalk based on the speed, driving mode, location information (latitude, longitude) of the vehicle 3, etc., a message such as "Please drive on the edge of the sidewalk" may be displayed. For example, if the vehicle 3 is an electric kick scooter and is set to a driving mode that limits the maximum speed to a predetermined value (e.g., 6 km / h) or less, such a message may be displayed.

[0093] In addition, after the processing shown in the flowchart of Figure 9, the control unit 10 may acquire speed information of the vehicle 3, perform a predetermined judgment process based on the traveling position and traveling speed of the vehicle 3, and display warning information according to the judgment result.

[0094] 11 is a flowchart showing a process for issuing a warning based on the traveling position and speed information of the vehicle 3. This process is executed after the process shown in the flowchart of FIG.

[0095] In S220, the control unit 10 acquires speed information from the vehicle speed detection unit 31. In S230, the control unit 10 determines whether the estimated traveling position is in the center of the road. This can be done by using the determination result of S200. For example, in S200, the control unit 10 stores information indicating whether the ratio PA is equal to or greater than a predetermined value C1, i.e., information indicating whether the traveling position is in the center of the road, in the storage unit 14, and reads this information in S230. If the traveling position is in the center of the road (S230: Yes), the process proceeds to S240. If the traveling position is not in the center of the road (S230: No), the process proceeds to S260.

[0096] In S240, the control unit 10 determines whether the traveling speed is equal to or greater than a speed V1 (first speed). The speed V1 may be set to a speed for determining whether the vehicle 3 is traveling or stopped. For example, the speed V1 may be set to the minimum speed at which the vehicle 3 can travel stably (for example, 4 km / h). The speed V1 is slower than the speed V2 used in S260.

[0097] If the traveling speed is equal to or greater than speed V1 (S240: Yes), the process proceeds to S250. If the traveling speed is less than speed V1 (S240: No), the process ends. In S250, the control unit 10 issues a warning to drive on the edge of the road. Then, the process proceeds to S260.

[0098] In S260, the control unit 10 determines whether the traveling speed is equal to or greater than speed V2 (second speed). Speed ​​V2 is a speed used to determine whether to issue a warning to the vehicle 3. For example, speed V2 may be set to a speed (e.g., 18 km / h) that is the target of a warning, taking into consideration safety when traveling on a road. Speed ​​V2 is faster than speed V1. Furthermore, as described above, when it is estimated that there is a high possibility that the vehicle 3 is traveling on a sidewalk based on the speed, traveling mode, position information (latitude, longitude), etc. of the vehicle 3, speeds V1 and V2 may be set to slower speeds. For example, speed V1 may be set to 2 km / h and speed V2 to 6 km / h.

[0099] If the traveling speed is equal to or greater than speed V2 (S260: Yes), the process proceeds to S270. If the traveling speed is less than speed V2 (S260: No), the process ends. In S270, the control unit 10 issues a warning to slow down the vehicle 3. Thereafter, the process ends.

[0100] The speeds V1 and V2 may be set according to the number of mobile terminals 5 around the vehicle 3. Specifically, the control unit 10 executes S221 (not shown) following S220. In S221, the control unit 10 refers to the terminal identification information history table, calculates the number of terminal identifiers (the number of unique terminal identifiers) detected in a predetermined period D1 (for example, the most recent one minute), and sets the number to the variable AP.

[0101] 9, if the variable LP stores the number of terminal identifiers whose average left RSSI is greater than the average right RSSI, and the variable RP stores the number of terminal identifiers whose average right RSSI is greater than the average left RSSI, the sum of the variables LP and RP may be calculated as the variable AP (AP=LP+RP). In either case, the variable AP indicates the number of mobile terminals 5 detected around the vehicle 3 during the predetermined period D1.

[0102] Then, the control unit 10 sets the speeds V1 and V2 based on the variable AP. Specifically, the larger the AP, the smaller (slower) the speeds V1 and V2 are set. For example, when AP=60, V1=2 km and V2=6 km; when AP=30, V1=4 km and V2=12 km; and when AP=10, V1=6 km and V2=20 km. In other words, the speed at which the warning is issued may be slower as the number of mobile terminals 5 detected around the vehicle 3 increases. By performing such processing, the safety of the vehicle 3 can be further improved. The process proceeds from S221 to S230, and the above-described processing is performed thereafter.

[0103] 12 shows another example of the attention-calling information displayed on the display unit 15. For example, a message such as "For safety reasons, please reduce your speed while driving" is displayed.

[0104] When the control unit 10 issues a warning, the audio output unit 17 may output a voice message or a warning sound for warning information. Furthermore, if the control unit 10 estimates multiple times that the vehicle 3 is traveling in the center of the road, that is, if the control unit 10 estimates that the vehicle 3 continues to travel in the center of the road even after displaying warning information multiple times on the display unit 15, the propulsion control unit 32 of the vehicle 3 may slow the speed of the vehicle 3 to a predetermined value (for example, 6 km / h) or stop the vehicle 3. In other words, the propulsion control unit 32 may control the speed of the vehicle 3. Note that speed control is a concept that includes stopping.

[0105] Note that other conditions may be used as conditions for issuing a warning or controlling speed. For example, as described above, in the process of FIG. 9, if the variable LP stores the number of terminal identifiers whose average left RSSI value is greater than the average right RSSI value and the variable RP stores the number of terminal identifiers whose average right RSSI value is greater than the average left RSSI value, then in S191 (not shown) after executing S190 of FIG. 9, a total value AP of the variables LP and RP is calculated. That is, AP = LP + RP. The process proceeds from S191 to S200. Then, in S200, if the ratio PA is less than a predetermined value C1 and the total value AP is equal to or greater than a predetermined value, a warning or speed control may be issued. That is, if the vehicle 3 is traveling near the center of the road and the number of surrounding mobile terminals 5 is greater than a predetermined standard, a warning or speed control may be issued.

[0106] According to this embodiment, by utilizing the difference in the received signal strength of the terminal identification information received by the left communication unit 11L and the right communication unit 11R, it is possible to accurately estimate the location where the vehicle 3 is traveling with a relatively simple system. If it is estimated that the vehicle 3 is traveling in the center of the road, it is possible to issue an appropriate warning. This makes it possible to improve the safety of the vehicle 3 when traveling on the road.

[0107] In the above description, when it is estimated that the vehicle 3 is traveling in the center of the road, a warning is issued and speed control is performed, but this is not limited to this. For example, the control unit 10 may record vehicle position estimation information in which the estimated date and time is associated with information indicating that the vehicle 3 has traveled in the center of the road in the storage unit 14.

[0108] Furthermore, if the vehicle 3 is equipped with a position acquisition unit (not shown) that acquires position information (latitude, longitude) of the vehicle 3 using GNSS (Global Navigation Satellite System) positioning or the like, vehicle position estimation information that associates the position information with the estimated date and time and information indicating that the vehicle has traveled in the center of the road may be recorded in the storage unit 14. The storage unit 14 stores a list of any number of pieces of vehicle position estimation information (vehicle position estimation information list).

[0109] FIG. 13 is a specific example of a vehicle position estimation information list. As shown in this figure, the vehicle position estimation information list is data that associates the date and time (travel date and time) when the vehicle 3 traveled in the center of the road with the travel position (latitude, longitude), and one row represents one travel history. In other words, when the vehicle 3 travels in the center of the road for the first time, new data (a new row) is added to the vehicle position estimation information list. Although omitted in FIG. 13, the ratio PA, travel speed, speed V1, speed V2, variable RP, variable LP, variable AP, etc. may also be recorded in the vehicle position estimation information list. The control unit 10 may store all previously generated vehicle position estimation information in the storage unit 14, or may store only data for a predetermined period (for example, the most recent three months) in the storage unit 14.

[0110] The control unit 10 may also read out the vehicle position estimation information list from the storage unit 14 at any timing and display it on the display unit 15. The control unit 10 may also have the user operate the operation unit 16 to select an item such as date and time or driving location, and sort the vehicle position estimation information list in ascending or descending order of the item selected by the user and display it on the display unit 15. By displaying the list in this manner, the user (driver) or manager (e.g., the operating company of the sharing service) of the vehicle 3 can easily understand the past driving conditions of the vehicle 3, which can lead to safer driving in the future. The control unit 10 may also accept an operation from the user via the operation unit 16 and sort the list displayed on the display unit 15 in ascending or descending order of the estimated date and time or location information.

[0111] In addition, when the vehicle position estimation information includes location information, the control unit 10 may refer to a map database stored in the memory unit 14, generate an image in which the point where the vehicle traveled in the center of the road is superimposed on the map, and display it on the display unit 15.

[0112] Fig. 14 is a diagram showing an example of map information and location information recorded in vehicle position estimation information displayed on the display unit 15. As shown in this figure, points where the vehicle 3 has previously traveled in the center of the road are indicated with a predetermined mark (here, an "!" mark), and the date and time of travel are also displayed. By displaying in this manner, the user or manager of the vehicle 3 can more intuitively and easily understand the past traveling conditions of the vehicle 3.

[0113] Furthermore, when the control unit 10 estimates that the vehicle 3 is traveling in the center of the road, the control unit 10 may transmit the vehicle position estimation information to a predetermined destination via a long-distance communication unit (not shown). In this case, it is desirable that the vehicle position estimation information include at least one of identification information for identifying the vehicle 3 and user identification information for identifying the user. The predetermined destination may be, for example, a sharing service operating company, an insurance company, or a security company.

[0114] For example, by receiving and storing such vehicle position estimation information, sharing service companies and insurance companies can increase the usage fee, restrict the rental of vehicles 3, and increase insurance premiums for users who frequently drive in the center of the road. Conversely, for users who infrequently drive in the center of the road, they can lower the usage fee, offer coupons or service vouchers, and lower insurance premiums. This can raise users' awareness of safe driving.

[0115] <Modification of Example 1> In the first embodiment, the vehicle 3 is configured to include the units (functional blocks) shown in Fig. 7, but this is not limiting. In this modification, a device including the functional blocks in Fig. 7 is called a "vehicle position estimation device 1", but the vehicle position estimation device 1 may be configured to be detachable from the vehicle 3.

[0116] 15 is a functional block diagram of the vehicle 3 in this modification. The vehicle 3 includes a vehicle speed detection unit 31 and a propulsion control unit 32. The first device A1, the second device A2, and the third device A3 are each configured to be detachably installed on the vehicle 3.

[0117] For example, the left antenna 112L and the left communication unit 11L may be configured as a first device A1 having a cylindrical housing, and the first device A1 may be placed over the left end of the steering wheel 111 of the vehicle 3 so that the first device A1 can be detachably installed. Similarly, the right antenna 112R and the right communication unit 11R may be configured as a second device A2 having a cylindrical housing, and the second device A2 may be placed over the right end of the steering wheel 111 of the vehicle 3 so that the second device A2 can be detachably installed. Furthermore, connectors for predetermined interfaces (wired communication) may be installed on the left and right sides of the steering wheel 111, and the first device A1 and the second device A2 may be connected to the respective connectors.

[0118] Furthermore, the third device A3, which includes the control unit 10, the short-range communication unit 11, the vehicle communication unit 12, the timing unit 13, the memory unit 14, the display unit 15, the operation unit 16, and the audio output unit 17, may be detachably installed in a cradle unit or an attachment unit installed in the center of the handlebar 111. Furthermore, the cradle unit or the attachment unit may be equipped with a connector for a predetermined interface (wired communication).

[0119] The third device A3 includes a vehicle communication unit 12 instead of the vehicle speed detection unit 31 and the propulsion control unit 32 of FIG. 7. The vehicle communication unit 12 communicates with the vehicle speed detection unit 31 provided in the vehicle 3 to acquire speed information of the vehicle 3. The third device A3 may include a GNSS receiver or the like and detect the speed of the vehicle 3 based on position information (latitude, longitude, etc.) obtained using the GNSS receiver. In that case, the vehicle speed detection unit 31 may be omitted. The vehicle communication unit 12 also communicates with the propulsion control unit 32 provided in the vehicle 3 to change the speed of the vehicle 3 or stop the vehicle 3. The short-range communication unit 11 of the third device A3 communicates with the first device A1 and the second device A2 via predetermined wireless or wired communication, and transmits and receives data therebetween.

[0120] The vehicle communication unit 12 and the short-range communication unit 11 may be configured as common hardware. The third device A3 may also be configured as a smartphone or a tablet terminal. The first device A1 to the third device A3 are combined to form the vehicle position estimation device 1. Alternatively, similar to the first embodiment, the vehicle 3 may be equipped with each unit (each function) of the first device A1 and the second device A2, and only the third device A3 may be configured to form the vehicle position estimation device 1. In any case, by combining the vehicle 3 and the vehicle position estimation device 1, it is possible to realize functions similar to those of the units of the vehicle 3 shown in FIG. 7, and to perform operations similar to those of the vehicle 3 described in the first embodiment.

[0121] According to this modification, the traveling position of the vehicle 3 on the road can be accurately estimated using the vehicle position estimation device 1 that can be easily attached / detached to the vehicle 3. Therefore, even if a vehicle 3 does not have such an estimation function at the time of manufacture, the estimation function can be easily added later. Furthermore, even if a part of the vehicle position estimation device 1 breaks down due to aging or the like, it can be easily replaced.

[0122] In addition, a smartphone or tablet terminal owned by a personal user can be used as the third device A3. Therefore, the vehicle position estimation device 1 is particularly suitable for installation in a vehicle 3 provided by a sharing service provider or a rental company.

[0123] <Example 2> In the first embodiment, the received signal strength of the terminal identification information received on the left and right sides of the vehicle 3 was compared, and appropriate attention-calling processing, etc. was performed when it was estimated that the vehicle 3 was traveling in the center of the road. In this embodiment, processing when traveling on a road where the sidewalk and the roadway are separated will be described. Furthermore, in this embodiment, it is assumed that the vehicle 3 receives terminal identification information transmitted from the mobile terminal 5 of the pedestrian 6 as well as terminal identification information transmitted from the mobile terminal 5 inside a car traveling on the roadway.

[0124] In this embodiment, the term "automobile" is used, but this automobile is a concept that includes a motorcycle (bike) that can travel at the same speed as an automobile. The functional block diagram of the vehicle 3 in this embodiment is the same as that in the first embodiment.

[0125] In this embodiment, the control unit 10 (calculation unit) calculates the number of predetermined terminal identification information items for received data acquired during a predetermined period. Specifically, the control unit 10 calculates the number of terminal identification information items for which the signal strength of the signal received using the left antenna 112L is higher and which have been acquired N or more times in succession (N is an integer equal to or greater than 1). The control unit 10 also calculates the number of terminal identification information items for which the signal strength of the signal received using the right antenna 112R is higher and which have been acquired N or more times in succession.

[0126] Furthermore, the control unit 10 (estimation unit) calculates an index based on the calculated number of the two types of terminal identification information, and estimates the traveling position of the vehicle 3 on the road depending on whether the index is included in a predetermined range or not.

[0127] The control unit 10 (calculation unit) further calculates, for signals acquired by the left antenna 112L and the right antenna 112R during a predetermined period, the number of terminal identification information pieces for which the signal strength received using the left antenna 112L is higher and the number of consecutive acquisitions is less than N. The control unit 10 also calculates the number of terminal identification information pieces for which the signal strength received using the right antenna 112R is higher and the number of consecutive acquisitions is less than N.

[0128] The control unit 10 (estimation unit) also calculates an index based on the calculated number of the four types of terminal identification information, and estimates the traveling position of the vehicle 3 on the road depending on whether the index is included in a predetermined range or not.

[0129] FIG. 16 is a schematic diagram illustrating a road where the sidewalk and roadway are separated. For convenience of explanation, the sidewalk is drawn large, and does not represent the actual size relationship between the sidewalk and roadway. In this diagram, the driving positions are represented as position A (the sidewalk on the building 8 side), position B (the center of the sidewalk), and position C (the roadway side of the sidewalk and the sidewalk side of the roadway). The number of vehicles 3, pedestrians 6, mobile devices 5 of pedestrians 6, automobiles 7, mobile devices 5 of automobiles 7, and buildings 8 is arbitrary. Note that only one reference symbol is assigned to each of vehicles 3, pedestrians 6, mobile devices 5 of pedestrians 6, automobiles 7, mobile devices 5 of automobiles 7, and buildings 8, and the others are omitted.

[0130] When the sidewalk and roadway are separated, vehicles 3 such as electric kick scooters and bicycles can travel on the sidewalk if certain conditions are met, but even in such cases, vehicles 3 generally need to travel on the sidewalk closer to the roadway, as shown in position C in the figure. Furthermore, when traveling on the roadway, it is desirable for vehicles 3 to travel on the roadway closer to the sidewalk, i.e., position C.

[0131] As shown in the figure, when vehicle 3 is traveling upward at position A, it receives from the right side the terminal identification information transmitted from the mobile terminal 5 of pedestrian 6 and the terminal identification information transmitted from the mobile terminal 5 inside automobile 7. When vehicle 3 is traveling downward at position A, it receives from the left side the terminal identification information transmitted from the mobile terminal 5 of pedestrian 6 and the terminal identification information transmitted from the mobile terminal 5 inside automobile 7. When vehicle 3 is traveling at position B, it receives the terminal identification information transmitted from the mobile terminal 5 of pedestrian 6 almost equally on the left and right sides.

[0132] On the other hand, when the vehicle 3 is traveling upward at position C, the vehicle 3 receives the terminal identification information transmitted from the mobile terminal 5 of the pedestrian 6 from the left side, and receives the terminal identification information transmitted from the mobile terminal 5 inside the automobile 7 from the right side. Also, when the vehicle 3 is traveling downward at position C, the vehicle 3 receives the terminal identification information transmitted from the mobile terminal 5 of the pedestrian 6 from the right side, and receives the terminal identification information transmitted from the mobile terminal 5 inside the automobile 7 from the left side.

[0133] That is, when the vehicle 3 is traveling at position A, the terminal identification information transmitted from the mobile terminal 5 of the pedestrian 6 and the terminal identification information transmitted from the mobile terminal 5 inside the automobile 7 are both received disproportionately by either the left communication unit 11L or the right communication unit 11R. On the other hand, when the vehicle 3 is traveling at position C, the terminal identification information transmitted from the mobile terminal 5 of the pedestrian 6 is received disproportionately by either the left communication unit 11L or the right communication unit 11R, and the terminal identification information transmitted from the mobile terminal 5 inside the automobile 7 is received disproportionately by the other (opposite) communication unit. In this embodiment, such a characteristic (phenomenon) is utilized to estimate the traveling position of the vehicle 3 in more detail.

[0134] In this embodiment, it is estimated whether or not the vehicle 3 is traveling at position C. As described above, position C in this embodiment is a concept that includes both a position on the sidewalk close to the roadway and a position on the roadway close to the sidewalk.

[0135] Using Figures 17 to 20, we will explain the situation in which a vehicle 3 receives terminal identification information transmitted from a mobile terminal 5 carried by a pedestrian 6, and the situation in which a vehicle 3 receives terminal identification information transmitted from a mobile terminal 5 inside an automobile 7.

[0136] In particular, when receiving terminal identification information from the mobile terminal 5 of a pedestrian 6, we will assume a case (condition) where the number of receptions is the smallest, and when receiving terminal identification information transmitted from the mobile terminal 5 inside the automobile 7, we will assume a case (condition) where the number of receptions is the largest. In other words, the number of receptions of terminal identification information transmitted from a fast-moving automobile 7 will generally be smaller than the number of receptions of terminal identification information transmitted from a slow-moving pedestrian 6, but we will clarify that a difference still exists between the two even when comparing under conditions (strictest conditions) where the difference between the two is least likely to appear.

[0137] In the following description, the traveling speed of vehicle 3 is assumed to be 5 m / s per second (18 km / h), the walking speed of pedestrian 6 to be 1.3 m / s per second (4.8 km / h), and the traveling speed of automobile 7 to be 15 m / s per second (54 km / h), but of course these speeds are not limited to these. Also, the semicircle shown by the dashed line with vehicle 3 at its center in each drawing indicates the range in which short-range communication unit 11 of vehicle 3 can receive terminal identification information transmitted from mobile terminal 5.

[0138] In this embodiment, the receivable radius is set to 10 m, but of course it is not limited to this. In reality, it is not necessarily the case that reception is possible if the distance between the vehicle 3 and the pedestrian 6 / car 7 is 10 m or less, and reception is impossible if the distance is even slightly greater than 10 m (for example, 10.1 m), but for the sake of simplicity, the explanation will be simplified as such.

[0139] 17 is a diagram showing the reception state of terminal identification information received by the left communication unit 11L when the vehicle 3 and pedestrian 6 are traveling in the same direction. In this figure, a triangular mark (▲) indicates the vehicle 3, and a circular mark (◯) indicates the pedestrian 6, showing a state in which the vehicle 3 and pedestrian 6 are traveling in the same direction from left to right. However, as will be described later, the position of the pedestrian 6 from which the vehicle 3 cannot receive terminal identification information is indicated by an "X" mark.

[0140] In Figure 17, a coordinate system is used in which the direction of travel of vehicle 3 (to the right in this figure) is the X axis, and the perpendicular, upward direction in this figure is the Y axis. The unit of this coordinate system is meters. The same coordinate system is used in Figures 17 to 20. The position of vehicle 3 at time t0 is KT0, and the position of vehicle 3 at time t1, a detection period T1 (here, 1 second) later, is KT1, and so on. The position of pedestrian 6 at time t0 is PT0, and the position of vehicle 3 at time t1 is PT1, and so on.

[0141] The position KT1 of vehicle 3 at time t1 is the origin of the coordinate system, i.e., (0,0), and the position KT0 of vehicle 3 at time t0 is a position 5 m to the left of that, i.e., (-5,0). In the following explanation, it is assumed that pedestrian 6 moves through a position Y=2. That is, pedestrian 6 moves in the positive direction of the X axis to a position 2 m away on the left side of the traveling direction of vehicle 3.

[0142] Also, assume that at time t1, vehicle 3 receives the terminal identification information of pedestrian 6 for the first time, but at the time t0 immediately prior to that (the time the detection period T1 is earlier), vehicle 3 has not received the terminal identification information of pedestrian 6. Under these conditions, the number of times the terminal identification information is received will be smallest when pedestrian 6 is located just outside (to the right of) the reception range at time t0.

[0143] On the other hand, at time t0, pedestrian 6 will be just within the reception range if he is at position Y=2 on a circle with a radius of 10m and centered at KT0=(-5,0). This position corresponds to the length of the base of a right triangle with a hypotenuse of 10m and a height of 2m, so according to equation (2), the coordinates are (4.8(=-5+9.8),2.0).

[0144]

number

[0145] If pedestrian 6 is slightly to the right of this position, he or she will not be within the reception range at time t0, so the position of pedestrian 6 at time t0 is set to PT0 = (4.9, 2.0). In this case, the distance between KT0 and PT0 is approximately 10.1 m according to equation (3), so he or she will not be within the reception range. Note that the following distance calculations are also omitted because they are the same as equation (3).

[0146]

number

[0147] At time t1, the position of vehicle 3 becomes KT1=(0,0), and pedestrian 6 moves 1.3 m to the right from PT0, so PT1=(6.2,2.0). The distance between KT1 and PT1 is approximately 6.5 m, so they are within the reception range.

[0148] At time t2, vehicle 3 moves 5 m to the right from KT1, so KT2 = (5, 0), and pedestrian 6 moves 1.3 m to the right from PT1, so PT2 = (7.5, 2.0). The distance between KT2 and PT2 is approximately 3.2 m, so they are within the reception range.

[0149] At time t3, vehicle 3 moves 5 m to the right from KT2, so KT3 = (10, 0), and pedestrian 6 moves 1.3 m to the right from PT2, so PT3 = (8.8, 2.0). The distance between KT3 and PT3 is approximately 2.3 m, so they are within the reception range.

[0150] At time t4, vehicle 3 moves 5 m to the right from KT3, so KT4 = (15, 0), and pedestrian 6 moves 1.3 m to the right from PT3, so PT4 = (10.1, 2.0). The distance between KT4 and PT4 is approximately 5.3 m, so they are within the reception range.

[0151] At time t5, vehicle 3 moves 5 m to the right from KT4, so KT5 = (20, 0), and pedestrian 6 moves 1.3 m to the right from PT4, so PT5 = (11.4, 2.0). The distance between KT5 and PT5 is approximately 8.8 m, so they are within the reception range.

[0152] At time t6, vehicle 3 moves 5 m to the right from KT5, so KT6 = (25, 0), and pedestrian 6 moves 1.3 m to the right from PT5, so PT6 = (12.7, 2.0). The distance between KT6 and PT6 is approximately 12.5 m, so they are outside the reception range.

[0153] From the above results, when the vehicle 3 and pedestrian 6 move in the same direction at the above speed and under the condition of the smallest number of receptions, the vehicle 3 can receive the terminal identification information five times in succession from t1 to t5.

[0154] If the position of pedestrian 6 at time t0 is slightly to the left of the above, for example, if PT0 = (4.8, 2.0), the distance between KT0 and PT0 will be 10 m, so pedestrian 6 will just barely be within the reception range. At time t1, PT1 = (6.1, 2.0), and the distance between KT1 and PT1 will be approximately 6.4 m, so pedestrian 6 will be within the reception range. Calculating similarly, pedestrian 6 will be within the reception range up to time t5, but will not be within the reception range at time t6. In this case, terminal identification information can be received six times in a row from time t0 to time t5.

[0155] That is, when the vehicle 3 and the pedestrian 6 are traveling in the same direction, the vehicle 3 can receive the terminal identification information at least five times in succession.

[0156] Next, a situation in which the vehicle 3 and the pedestrian 6 are traveling in opposite directions will be described with reference to FIG. 18. FIG. 18 is a diagram showing the reception state of the terminal identification information received by the left communication unit 11L when the vehicle 3 and the pedestrian 6 are traveling in opposite directions. As in FIG. 17, a triangle mark (▲) indicates the vehicle 3, and a circle mark (◯) indicates the pedestrian 6. However, as will be described later, the position of the pedestrian 6 from whom the vehicle 3 cannot receive the terminal identification information is indicated by an "x" mark. In FIG. 18, the vehicle 3 is moving from left to right (in the positive direction of the X axis), and the pedestrian 6 is moving from right to left (in the negative direction of the X axis). Also, as in FIG. 17, the vehicle 3 moves through a position Y=0, and the pedestrian 6 moves through a position Y=2. In other words, the pedestrian 6 moves 2 m to the left of the traveling direction of the vehicle 3 and passes the vehicle 3.

[0157] Also, assume that at time t1, vehicle 3 receives the terminal identification information of pedestrian 6 for the first time, but at the time t0 immediately prior to that (the time the detection period T1 is earlier), vehicle 3 has not received the terminal identification information of pedestrian 6. Under these conditions, the number of times the terminal identification information is received will be smallest when pedestrian 6 is located just outside (to the right of) the reception range at time t0.

[0158] On the other hand, at time t0, pedestrian 6 will be just within the reception range if he or she is at position Y=2 on the circumference of a circle with a radius of 10 m and centered at KT0=(-5,0). This position corresponds to the length of the base of a right triangle with a hypotenuse of 10 m and a height of 2 m, so as mentioned above, its coordinates are (4.8,2.0). If pedestrian 6 were slightly to the right of this position, he or she would not be within the reception range at time t0, so the position of pedestrian 6 at time t0 is set to PT0=(4.9,2.0). In this case, the distance between KT0 and PT0 is approximately 10.1 m, so he or she will not be within the reception range.

[0159] At time t1, the position of vehicle 3 becomes KT1=(0,0), and pedestrian 6 moves 1.3 m to the left from PT0, so PT1=(3.6,2.0). The distance between KT1 and PT1 is approximately 4.1 m, so they are within the reception range.

[0160] At time t2, vehicle 3 moves 5 m to the right from KT1, so KT2 = (5, 0), and pedestrian 6 moves 1.3 m to the left from PT1, so PT2 = (2.3, 2.0). The distance between KT2 and PT2 is approximately 3.4 m, so they are within the reception range.

[0161] At time t3, vehicle 3 moves 5 m to the right from KT2, so KT3 = (10, 0), and pedestrian 6 moves 1.3 m to the right from PT2, so PT3 = (1.0, 2.0). The distance between KT3 and PT3 is approximately 9.2 m, so they are within the reception range.

[0162] At time t4, vehicle 3 moves 5 m to the right from KT3, so KT4 = (15, 0), and pedestrian 6 moves 1.3 m to the right from PT3, so PT4 = (-0.3, 2.0). The distance between KT4 and PT4 is approximately 15.4 m, so they are outside the reception range.

[0163] From the above results, when the vehicle 3 and the pedestrian 6 move in opposite directions at the above-mentioned speed and under the condition of the fewest number of receptions, the vehicle 3 can receive the terminal identification information three times in succession from t1 to t3.

[0164] If the position of pedestrian 6 at time t0 is slightly to the left of the above, for example, if PT0 = (4.8, 2.0), the distance between KT0 and PT0 will be 10 m, so pedestrian 6 will just barely be within the reception range. At time t1, PT1 = (3.5, 2.0), and the distance between KT1 and PT1 will be approximately 4.0 m, so pedestrian 6 will be within the reception range. Calculating similarly, pedestrian 6 will be within the reception range up to time t3, but will not be within the reception range at time t4. In this case, terminal identification information can be received four times consecutively from time t0 to time t3.

[0165] That is, when the vehicle 3 and the pedestrian 6 are traveling in opposite directions, the vehicle 3 can receive the terminal identification information at least three times in succession.

[0166] Next, a situation in which the vehicle 3 and the automobile 7 are traveling in the same direction will be described using Figure 19. Figure 19 is a diagram showing the reception state of the terminal identification information received by the right communication unit 11R when the vehicle 3 and the automobile 7 are traveling in the same direction. In this figure, a triangular mark (▲) indicates the vehicle 3, and a square mark (□) indicates the automobile 7. However, as will be described later, the position of the automobile 7 from which the vehicle 3 cannot receive the terminal identification information is indicated by an "x" mark.

[0167] FIG. 19 shows a state in which vehicle 3 and car 7 are traveling in the same direction (positive direction of the X axis) from left to right. Also, assume that vehicle 3 moves through a position of Y=0, and car 7 moves through a position of Y=-2. In other words, car 7 moves in the same direction from a position 2m to the right of vehicle 3's direction of travel. Also, the position of car 7 at time t1 is CT1, the position of car 7 at time t2 is CT2, and so on.

[0168] As explained above, we also assume that at time t1, vehicle 3 receives the terminal identification information of mobile terminal 5 inside automobile 7 for the first time, but at the previous time t0 (the time just prior to that, detection period T1), vehicle 3 has not received the terminal identification information of automobile 7. Under these conditions, the number of times the terminal identification information is received is greatest when, at time t1, automobile 7 is located on the circumference of a semicircle centered at KT1=(0,0) and at the leftmost position. The coordinates of this position are CT1=(-9.8,-2.0).

[0169] As is clear from the fact that CT1 is on the circumference, the distance between KT1 and CT1 is 10 m, so that car 7 is just within the reception range.

[0170] At time t2, vehicle 3 moves 5 m to the right from KT1, so KT2 = (5, 0), and car 7 moves 15 m to the right from CT1, so CT2 = (5.2, -2.0). The distance between KT2 and CT2 is approximately 2.0 m, so car 7 enters the reception range.

[0171] At time t3, vehicle 3 moves 5 m to the right from KT2, so KT3 = (10, 0), and car 7 moves 15 m to the right from CT2, so CT3 = (20.2, -2.0). The distance between KT3 and CT3 is approximately 10.4 m, so car 7 is not within the reception range.

[0172] From the above results, when the vehicle 3 and the automobile 7 move in the same direction at the above speed and under the condition that the number of receptions is greatest, the vehicle 3 can receive the terminal identification information twice consecutively from t1 to t2.

[0173] If, at time t1, the position CT1 of car 7 is slightly to the left of the above, for example, if CT1 = (-9.9, -2.0), the distance between KT1 and CT1 will be approximately 10.1 m, so car 7 will not be within the reception range. At time t2, CT2 = (5.1, -2.0), and the distance between KT2 and CT2 will be approximately 2.0 m, so car 7 will be within the reception range. At time t3, CT3 = (20.1, -2.0), and the distance between KT3 and CT3 will be approximately 10.3 m, so car 7 will not be within the reception range. In this way, if the condition for the highest number of receptions is slightly deviated from, the number of receptions will be one.

[0174] That is, when the vehicle 3 and the automobile 7 are traveling in the same direction, the vehicle 3 can receive the terminal identification information no more than twice.

[0175] Next, a situation in which the vehicle 3 and the automobile 7 are traveling in opposite directions will be described using Figure 20. Figure 20 is a diagram showing the reception state of the terminal identification information received by the right communication unit 11R when the vehicle 3 and the automobile 7 are traveling in opposite directions. In this figure, a triangular mark (▲) indicates the vehicle 3, and a square mark (□) indicates the automobile 7. However, as will be described later, the position of the automobile 7 from which the vehicle 3 cannot receive the terminal identification information is indicated by an "x" mark.

[0176] In this diagram, vehicle 3 is moving from left to right (positive direction of the X axis), and car 7 is moving from right to left (negative direction of the X axis). Furthermore, vehicle 3 is moving through a position of Y=0, and car 7 is moving through a position of Y=-2. In other words, car 7 is moving in the opposite direction from a position 2m to the right of vehicle 3's direction of travel, and passes vehicle 3. Furthermore, the position of car 7 at time t1 is denoted as CT1, and the position of car 7 at time t2 is denoted as CT2, and so on.

[0177] As explained above, we also assume that at time t1, vehicle 3 receives the terminal identification information of mobile terminal 5 inside automobile 7 for the first time, but at the previous time t0 (the time just prior to that, detection period T1), vehicle 3 has not received the terminal identification information of automobile 7. Under these conditions, the number of times the terminal identification information is received is greatest when, at time t1, automobile 7 is located on the circumference of a semicircle centered at KT1=(0,0) and at the rightmost position. The coordinates of this position are CT1=(9.8,-2.0).

[0178] As is clear from the fact that CT1 is on the circumference, the distance between KT1 and CT1 is 10 m, so that car 7 is just within the reception range.

[0179] At time t2, vehicle 3 moves 5 m to the right from KT1, so KT2 = (5, 0), and car 7 moves 15 m to the left from CT1, so CT2 = (-5.2, -2.0). The distance between KT2 and CT2 is approximately 10.4 m, so car 7 is not within the reception range.

[0180] From the above results, under the condition that the vehicle 3 and the automobile 7 are moving in opposite directions at the above-mentioned speed and the number of receptions is greatest, the vehicle 3 can receive the terminal identification information only once at time t1.

[0181] If, at time t1, the position CT1 of automobile 7 is slightly to the right of the above, for example, if CT1 = (9.9, -2.0), the distance between KT1 and CT1 is 10.1 m, and automobile 7 is not within the reception range. In this case, at time t2, CT2 = (-5.1, -2.0), and the distance between KT2 and CT2 is approximately 10.4 m, automobile 7 is not within the reception range. In this way, when vehicle 3 and automobile 7 are traveling in opposite directions, the number of receptions may be zero.

[0182] That is, when the vehicle 3 and the automobile 7 are traveling in opposite directions, the vehicle 3 can receive the terminal identification information only once or less.

[0183] To summarize the above explanation, the number of times that vehicle 3 can receive the terminal identification information of mobile terminal 5 carried by pedestrian 6 is lowest when vehicle 3 and pedestrian 6 are moving in opposite directions, in which case the number of receptions is three. On the other hand, the number of times that vehicle 3 can receive the terminal identification information of mobile terminal 5 inside automobile 7 is highest when vehicle 3 and automobile 7 are moving in the same direction, in which case the number of receptions is two.

[0184] That is, if the vehicle 3 receives the same terminal identification information a predetermined number of times in succession (three times in this case) or more, it can be estimated that there is a high possibility that the mobile terminal 5 is being carried by a pedestrian 6. On the other hand, if the vehicle 3 receives the same terminal identification information less than the predetermined number of times in succession, it can be estimated that there is a high possibility that the mobile terminal 5 is inside an automobile 7. Note that, hereinafter, this predetermined number of times will also be referred to as a predetermined value P.

[0185] In the example of the terminal identification information history table of Figure 8 of Example 1, for the mobile terminal 5 with terminal identifier "1000", the short-range communication unit 11 of vehicle 3 receives the terminal identification information five consecutive times at each detection period T1 (here, 1 second) at reception times "2023 / 09 / 14 10:35:02", "2023 / 09 / 14 10:35:03", "2023 / 09 / 14 10:35:04", "2023 / 09 / 14 10:35:05", and "2023 / 09 / 14 10:35:06", with the left communication unit 11L receiving the terminal identification information with stronger radio waves (left RSSI > right RSSI). Therefore, it can be estimated that the person carrying the mobile terminal 5 with terminal identifier "1000" is likely a pedestrian 6 traveling in the same direction as vehicle 3 on the left side of vehicle 3.

[0186] Furthermore, for the mobile terminal 5 with terminal identifier "4000", the short-range communication unit 11 of vehicle 3 received the terminal identification information three times in a row at reception times "2023 / 09 / 14 10:35:03", "2023 / 09 / 14 10:35:04", and "2023 / 09 / 14 10:35:05", with the right communication unit 11R receiving the terminal identification information with stronger radio waves (left RSSI < right RSSI). Therefore, it can be estimated that the person carrying the mobile terminal 5 with terminal identifier "4000" is likely a pedestrian 6 who is traveling in the opposite direction to vehicle 3 on the right side of vehicle 3.

[0187] Furthermore, for the mobile terminal 5 with terminal identifier "5000", the short-range communication unit 11 of the vehicle 3 received the terminal identification information only once at the reception time "2023 / 09 / 14 10:35:03" with the left communication unit 11L using stronger radio waves (left RSSI > right RSSI). Therefore, it can be estimated that the person carrying the mobile terminal 5 with terminal identifier "5000" is likely an occupant of a car 7 traveling on the left side of the vehicle 3 in the same direction as the vehicle 3 or in the opposite direction. In this way, in this embodiment, the traveling position of the vehicle 3 is estimated with high accuracy based on information on which of the left communication unit 11L and the right communication unit 11R has received a stronger signal and how many times in a row.

[0188] 21 is a flowchart showing a process in this embodiment for estimating the traveling position of the vehicle 3. The control unit 10 periodically executes the process of the flowchart in FIG. 21 at predetermined intervals T2.

[0189] In S300, the control unit 10 refers to the terminal identification information history table in the storage unit 14 and extracts past records R2 to be processed within a predetermined period D2 (for example, one minute) from the current time, and then proceeds to S310.

[0190] Note that the processing in the flowchart of Fig. 21 may be executed following the processing in the flowchart of Fig. 9. In that case, when target record R1 is extracted in S110, a copy of it may be created as target record R2. In that case, the processing in S300 may be omitted, and if S200: Yes is estimated, the process may proceed to S310.

[0191] In S310, the control unit 10 refers to the record R2 to be processed and counts (calculates) the number LW of terminal identification information (terminal identifiers) that was received consecutively at least a predetermined number P of times (three times in this example) when the signal strength of the left receiving unit was stronger. In other words, the number of terminal identification information that satisfies the condition that the signal strength of the left receiving unit was stronger and that was received consecutively at least a predetermined number P of times is counted. Since it can be assumed that the terminal identification information that satisfies this condition was transmitted from a mobile terminal 5 carried by a pedestrian 6 located on the left side of the vehicle 3, LW can be said to be the number of pedestrians 6 on the left side of the vehicle 3. For example, in the example of FIG. 8, five records with the terminal identifier "1000" satisfy this condition. In such a case, the terminal identification information "1000" in the five records is counted as one piece of terminal identification information.

[0192] Alternatively, for each terminal identifier, the average signal strength of the left receiving unit and the average signal strength of the right receiving unit may be calculated, and LW may be the number of terminal identifiers for which the average signal strength of the left receiving unit is stronger and which have been received consecutively a predetermined number P or more times. Similar processing may be performed in the following steps S320 to S340. LW is one of the first counts, and more precisely, it is the first count corresponding to pedestrian 6.

[0193] In S320, the control unit 10 refers to the record R2 to be processed and counts the number RW of terminal identification information in which the signal from the right receiving unit is stronger and has been received consecutively a predetermined number P times or more. Terminal identification information that meets this condition can be presumed to have been transmitted from a mobile terminal 5 carried by a pedestrian 6 located on the right side of the vehicle 3, so RW can be said to be the number of pedestrians 6 on the right side of the vehicle 3. For example, in the example of FIG. 8, three records with terminal identifier "4000" meet this condition. In such a case, the terminal identification information "4000" in the three records is counted as one piece of terminal identification information.

[0194] It is possible that the same terminal identification information may be counted as both LW and RW (for example, when a pedestrian 6 crosses the path of the vehicle 3 and changes its position as seen from the vehicle 3 along the way), but in that case, processing may be carried out as is. Alternatively, the larger of the number of consecutive receptions or the total number of receptions may be used, and the same terminal identification information may be counted as either LW or RW without being duplicated. RW is one of the second counts, or more precisely, it is the second count corresponding to the pedestrian 6.

[0195] In S330, the control unit 10 refers to the record R2 to be processed and counts the number of terminal identification information LC for which the signal from the left receiving unit is stronger and the number of consecutive receptions is less than a predetermined value P. Terminal identification information that meets this condition can be presumed to have been transmitted from a mobile terminal 5 inside an automobile 7 located on the left side of the vehicle 3, so LC can be said to be the number of automobiles 7 on the left side of the vehicle 3. For example, in the example of FIG. 8, one record with a terminal identifier "5000" meets this condition. In such a case, the terminal identification information "5000" in one record is counted as one piece of terminal identification information. LC is one of the first counts, or more precisely, the first count corresponding to the automobile 7. The first count corresponding to the automobile 7 may also be referred to as the third count or the second first count.

[0196] In S340, the control unit 10 refers to the record R2 to be processed and counts the number of terminal identification information RC for which the signal from the right receiving unit is stronger and the number of consecutive receptions is less than a predetermined value P. Terminal identification information that meets this condition can be assumed to have been transmitted from a mobile terminal 5 inside a vehicle 7 located to the right of the vehicle 3, so RC can be said to be the number of vehicles 7 on the right side of the vehicle 3. For example, in the example of Figure 8, two records with terminal identifier "8000" meet this condition. In such a case, the terminal identification information "8000" in the two records is counted as one piece of terminal identification information. RC is one of the second counts, or more precisely, the second count corresponding to the vehicle 7. The second count corresponding to the vehicle 7 is sometimes called the fourth count or the second second count.

[0197] In S350, the control unit 10 calculates a pedestrian position index SW based on the number of pedestrians 6 calculated in S310 to S320. Specifically, the control unit 10 calculates the pedestrian position index SW according to equation (4). The pedestrian position index SW takes a value in the range of -1 to +1, and the pedestrian position index SW takes a larger value (positive value) as the number LW of pedestrians 6 on the left side of the vehicle 3 increases, and takes a smaller value (negative value) as the number RW of pedestrians 6 on the right side of the vehicle 3 increases. For example, if pedestrians 6 are present only on the left side of the vehicle 3, the index is +1, and if pedestrians 6 are present only on the right side of the vehicle 3, the index is -1.

[0198]

number

[0199] In S360, the control unit 10 calculates a vehicle position index SC based on the number of vehicles 7 calculated in S330 to S340. Specifically, the control unit 10 calculates the vehicle position index SC according to equation (5). The vehicle position index SC takes a value in the range of -1 to +1, and the greater the number RC of vehicles 7 on the right side of the vehicle 3, the greater the value (positive value), and the greater the number LC of vehicles 7 on the left side of the vehicle 3, the smaller the value (negative value). For example, if there are only vehicles 7 on the right side of the vehicle 3, the index is +1, and if there are only vehicles 7 on the left side of the vehicle 3, the index is -1.

[0200]

number

[0201] In S370, the control unit 10 calculates the overall index SA according to equation (6) based on the pedestrian position index SW and the vehicle position index SC. The overall index SA takes a value in the range of -2 to +2. The overall index SA takes a large value (positive value) when there are many pedestrians 6 on the left side of the vehicle 3 and many vehicles 7 on the right side, and takes a small value (negative value) when there are many pedestrians 6 on the right side of the vehicle 3 and many vehicles 7 on the left side. For example, if there are only pedestrians 6 on the left side of the vehicle 3 and only vehicles 7 on the right side, the overall index SA is +2, and if there are only pedestrians 6 on the right side of the vehicle 3 and only vehicles 7 on the left side, the overall index SA is -2.

[0202]

number

[0203] Here, the relationship between the traveling position of the vehicle 3 and the overall index SA will be described with reference to FIG.

[0204] [1] Vehicle 3 is traveling at position A (the sidewalk on the side of building 8) When vehicle 3 is traveling upward in the figure, both mobile device 5 of pedestrian 6 and mobile device 5 of car 7 are received from the right side of vehicle 3, so SW<0, SC>0, and the absolute value of the overall index SA is relatively small. On the other hand, when vehicle 3 is traveling downward in the figure, both mobile device 5 of pedestrian 6 and mobile device 5 of car 7 are received from the left side of vehicle 3, so SW>0, SC<0, and the absolute value of the overall index SA is relatively small.

[0205] [2] When vehicle 3 is traveling at position C (the road side of the sidewalk and the sidewalk side of the road). When vehicle 3 is traveling upward in the figure, the mobile device 5 of pedestrian 6 receives from the left side and the mobile device 5 of car 7 receives from the right side, so SW > 0, SC > 0, and the overall index SA takes a relatively large positive value. On the other hand, when vehicle 3 is traveling downward in the figure, the mobile device 5 of pedestrian 6 receives from the right side and the mobile device 5 of car 7 receives from the left side, so SW < 0, SC < 0, and the overall index SA takes a relatively small negative value (a negative value with a large absolute value).

[0206] In this way, the traveling position of the vehicle 3 on the road can be determined (estimated) based on the value of the overall index SA or a combination of the values ​​of the pedestrian position index SW and the vehicle position index SC.

[0207] Returning to FIG. 21, in S380, the control unit 10 determines whether the overall index SA is included (fits within) a predetermined range (predetermined range W1). For example, the control unit 10 may define the predetermined range W1 as "greater than or equal to -1 and less than or equal to +1," and determine that the overall index SA is included in the predetermined range W1 if "-1≦SA≦+1" holds, and determine that the overall index SA is not included in the predetermined range W1 if "SA<-1 or SA>+1." Alternatively, the control unit 10 may calculate the absolute value of SA, and determine that the overall index SA is included in the predetermined range W1 if the absolute value of SA is less than or equal to 1, and determine that the overall index SA is not included in the predetermined range if the absolute value of SA is greater than 1.

[0208] If SA is within the predetermined range W1 (S380: Yes), the process proceeds to S390, and if SA is not within the predetermined range W1 (S380: No), the process proceeds to S400.

[0209] As described above, when the vehicle 3 is traveling at position A, the absolute value of the overall index SA is relatively small, and therefore SA is determined to be within the predetermined range W1. On the other hand, when the vehicle 3 is traveling at position C, the absolute value of the overall index SA is relatively large, and therefore SA is determined not to be within the predetermined range W1.

[0210] In S390, the control unit 10 estimates that the vehicle 3 is traveling at position A. Then, the process ends. In S400, the control unit 10 estimates that the vehicle 3 is traveling at position C. Then, the process ends.

[0211] In the flowchart of FIG. 21, when the control unit 10 estimates that the vehicle 3 is traveling at position A (the sidewalk on the building 8 side) shown in FIG.

[0212] FIG. 22 is an example of a display of attention-calling information displayed on the display unit 15. For example, a message such as "When riding on a sidewalk, please ride on the edge of the roadway." may be displayed. The audio output unit may also output an attention-calling message or a warning sound. The propulsion control unit 32 may also perform speed control (including stopping).

[0213] The control unit 10 may perform the process shown in the flowchart of Fig. 11 and issue a warning based on the estimated traveling position and the acquired speed information, as in the first embodiment. In addition, the control unit 10 may display warning information as shown in Fig. 12 on the display unit 15.

[0214] As in the description of Example 1, when it is estimated that the vehicle 3 is traveling at position A on the sidewalk, the control unit 10 may not only issue a warning or control the speed, but may also record in the memory unit 14, for example, a vehicle position estimation information list that associates the estimated date and time, the traveling position (latitude, longitude), and information indicating that the vehicle has traveled at position A on the sidewalk.

[0215] The vehicle position estimation information list may also include information indicating whether the vehicle is traveling at position A or position C on the sidewalk. The vehicle position estimation information list may also include at least some values ​​of the pedestrian position index SW, the vehicle position index SC, and the overall index SA. Alternatively, the display unit 15 may display the vehicle position estimation information list in a table format or on a map. The control unit 10 may also transmit the vehicle position estimation information list to a predetermined destination via a long-distance communication unit (not shown).

[0216] According to this embodiment, the control unit 10 calculates a first count and a second count corresponding to the pedestrian 6 and calculates a pedestrian position index SW based on the first and second counts. In other words, the control unit 10 estimates the number of pedestrians on the left and right sides of the vehicle 3, and calculates the pedestrian position index SW, which indicates the balance between the number of pedestrians 6 on the left and right sides, based on the estimated values. The control unit 10 also calculates a first count and a second count corresponding to the automobiles 7 and calculates a automobile position index SC based on the first and second counts. In other words, the control unit 10 estimates the number of automobiles on the left and right sides of the vehicle 3 and calculates the automobile position index SC, which indicates the balance between the number of automobiles 7 on the left and right sides, based on the estimated values. The control unit 10 then calculates an index (overall index SA) indicating whether the pedestrians 6 and the automobiles 7 are concentrated on the same side of the vehicle 3 or on opposite sides of the vehicle 3, and can accurately estimate the traveling position of the vehicle 3 on the road based on the index. Accurately estimating the traveling position of the vehicle 3 makes it possible to output appropriate warning information and perform appropriate speed control.

[0217] <Modification of Example 2> In the second embodiment, it is estimated whether the vehicle 3 is traveling at position A or position C. In this modified example, it is estimated whether the vehicle 3 is traveling at position A, position B, or position C on the sidewalk.

[0218] 23 is a flowchart showing a process for estimating a vehicle's traveling position in this modified example. The control unit 10 periodically executes the process of the flowchart in FIG. 23 at predetermined intervals T2.

[0219] 21. In S580, the control unit 10 determines whether the pedestrian position index SW is included (fits) within the predetermined range W2. As described above, the pedestrian position index SW takes a value in the range of -1 to +1, and the pedestrian position index SW takes a larger value (positive value) as the number LW of pedestrians 6 on the left side of the vehicle 3 increases, and takes a smaller value (negative value) as the number RW of pedestrians 6 on the right side of the vehicle 3 increases. Furthermore, when the number LW of pedestrians 6 on the left side and the number RW of pedestrians 6 on the right side are approximately the same (in the case of position B), the pedestrian position index SW takes a value close to 0.

[0220] On the other hand, if a pedestrian 6 is present on only one side of the vehicle 3 (in the case of position A or position C), the value will be close to +1 or -1. Therefore, for example, if the predetermined range W2 is set to "-0.5 or more and +0.5 or less," and the pedestrian position indicator SW is included (fits) within the predetermined range W2, it can be estimated that the vehicle 3 is traveling at position B. In other words, if the absolute value of the pedestrian position indicator SW is equal to or less than a predetermined value (e.g., 0.5), it can be estimated that the vehicle 3 is traveling at position B. If the pedestrian position indicator SW is included in the predetermined range W2 (S580: Yes), the process proceeds to S590. If the pedestrian position indicator SW is not included in the predetermined range W2 (S580: No), the process proceeds to S600.

[0221] In S590, the control unit 10 estimates that the vehicle 3 is traveling at position B. Then, the process ends. Steps S600 to S620 are the same as steps S380 to S400 in FIG. 21, respectively.

[0222] Note that in S380 and S600, it is determined whether "the overall index SA is within the predetermined range W1," but instead the control unit 10 may determine whether "the positive and negative signs of the pedestrian position index SW and the vehicle position index SC are different." For example, if SW>0 and SC<0, the signs of the two are different, so S380 and S600 are determined as Yes, and the process proceeds to S390 or S610. Also, for example, if SW>0 and SC>0, the signs of the two are the same, so S380 and S600 are determined as No, and the process proceeds to S400 or S620.

[0223] Furthermore, in S380 and S600, the control unit 10 may determine "Yes" if SW is equal to or greater than the first threshold and SC is equal to or less than the second threshold, or if SW is equal to or less than the third threshold and SC is equal to or greater than the fourth threshold. Here, for example, the first threshold may be +0.5, the second threshold may be -0.5, the third threshold may be -0.5, and the fourth threshold may be +0.5. For example, if SW=0.8 and SC=-0.9, the determination is "Yes," and the process proceeds to S390 or S610. For example, if SW=0.8 and SC=0.9, the determination is "No," and the process proceeds to S400 or S620.

[0224] According to this modification, the number of pedestrians on the left and right sides of the vehicle 3 is estimated, and based on the estimated values, a pedestrian position index SW is calculated that indicates the balance between the left and right numbers of pedestrians 6. Using such a pedestrian position index allows the position of the vehicle 3 on the road to be estimated with high accuracy.

[0225] That is, the radio waves from the portable terminal 5 carried by the pedestrian 6 and the radio waves from the portable terminal 5 inside the automobile 7 are distinguished (distinguished) and an index showing the degree of left-right bias for each of the pedestrians and automobiles around the vehicle 3 is calculated. Therefore, even in a situation where the vehicle 3 receives radio waves from the portable terminal 5 inside the automobile 7, the traveling position of the vehicle 3 on the road can be estimated with high accuracy.

[0226] Example 3 16, there are many cases where a building 8 (such as a store or a house) is located adjacent to a sidewalk, and there is a high possibility that a wireless LAN (Local Area Network) access point (wireless LAN base station) is present within the building 8. In this embodiment, processing is performed using radio waves from such a wireless LAN access point. More specifically, radio waves transmitted from the wireless LAN access point are received by the second short-range communication unit 11-2, and processing is performed using the information received.

[0227] Fig. 24 is a functional block diagram of the vehicle 3 in this embodiment. The difference from the configuration shown in Fig. 7 is that it is equipped with a second left antenna 112L-2, a second right antenna 112R-2, and a second short-range communication unit 11-2, but the rest is the same as Fig. 7.

[0228] The second short-range communication unit 11-2 further includes two communication units: a second left communication unit 11L-2 and a second right communication unit 11R-2. The second left communication unit 11L-2 is connected to the second left antenna 112L-2 and processes signals received by the second left antenna 112L-2. The second right communication unit 11R-2 is connected to the second right antenna 112R-2 and processes signals received by the second right antenna 112R-2.

[0229] The second left communication unit 11L-2 may also be referred to as the "second left receiving unit" or "third communication unit," and the second right communication unit 11R-2 may also be referred to as the "second right receiving unit" or "fourth communication unit." The second left communication unit 11L-2 and the second right communication unit 11R-2 are connected to different antennas but perform similar processing, so when there is no need to distinguish between the two, they will be described as the second short-range communication unit 11-2.

[0230] The second short-range communication unit 11-2 receives wireless LAN identification information transmitted from a wireless LAN access point (a wireless LAN base station). The wireless LAN identification information is, for example, an SSID (Service Set Identifier). The wireless LAN identification information may also be called base station identification information.

[0231] In this embodiment, the control unit 10 (second left acquisition unit) acquires, at a predetermined cycle, reception data of a signal received using the second left antenna 112L-2 having directivity in the left direction of the vehicle 3. The control unit 10 (second right acquisition unit) also acquires, at a predetermined cycle, reception data of a signal received using the second right antenna 112R-2 having directivity in the right direction of the vehicle 3. The signals received by the second left antenna 112L-2 and the second right antenna 112R-2 are signals including base station identification information transmitted from surrounding wireless LAN base stations.

[0232] The control unit 10 (calculation unit) calculates the number of predetermined base station identification information items for signals acquired by the second left antenna 112L-2 and the second right antenna 112R-2 during a predetermined period. Specifically, the control unit 10 calculates the number of base station identification information items for signals received using the second left antenna 112L-2 with higher signal strength, and the number of base station identification information items for signals received using the second right antenna 112R-2 with higher signal strength.

[0233] Furthermore, the control unit 10 (estimation unit) calculates an index based on the number of the two types of terminal identification information described in the first and second embodiments and the number of the two types of base station identification information calculated in this embodiment, and estimates the traveling position of the vehicle 3 on the road depending on whether the index is included in a predetermined range. The processing of the control unit 10 will be specifically described below.

[0234] When the control unit 10 receives the wireless LAN identification information via the second left communication unit 11L-2 and the second right communication unit 11R-2, the control unit 10 records the information in a wireless LAN identification information table in the storage unit 14. The control unit 10 records the wireless LAN identification information received by the second short-range communication unit 11-2 at every detection period T3 (for example, 1 second) in the wireless LAN identification information history table in the storage unit 14 together with the date and time obtained from the clock unit 13.

[0235] Fig. 25 is a diagram showing an example of a wireless LAN identification information table. As shown in this figure, the wireless LAN identification information table is data that associates reception time, wireless LAN identification information, left RSSI, and right RSSI. The reception time (reception date and time) is the date and time when the wireless LAN identification information was received, and is recorded at least to the second, but may also be recorded with a finer time resolution such as to the millisecond. The wireless LAN identifier is information that identifies the wireless LAN access point (base station), and is, for example, an SSID.

[0236] The left RSSI (dBm) is the value of the received signal strength (signal strength) of the wireless LAN identification information received by the second left communication unit 11L-2. The right RSSI (dBm) is the value of the received signal strength of the wireless LAN identification information received by the second right communication unit 11R-2. In the example shown in this figure, all records in the figure indicate a situation in which the left RSSI is stronger than the right RSSI, indicating a situation in which wireless LAN access points are concentrated on the left side of the vehicle 3. Of course, this is just one example, and there may be situations in which the right RSSI is stronger than the left RSSI in all records, or there may be a mixture of records with strong left RSSI and records with strong right RSSI.

[0237] Fig. 26 is a flowchart showing a process for estimating a vehicle's traveling position in this embodiment. The control unit 10 periodically executes the process of the flowchart in Fig. 26 at predetermined intervals T2. S700 is the same as S500 (S300).

[0238] In S710, the control unit 10 refers to the wireless LAN identification information table in the storage unit 14 and extracts past records R3 to be processed within a predetermined period D2 (for example, one minute) from the current time.

[0239] In S720, the control unit 10 refers to the record R3 to be processed and counts the number LB of pieces of wireless LAN identification information for which the signal from the left receiving unit is received strongly. LB is one of the first counts, and more precisely, it is the first count corresponding to the building 8. The first count corresponding to the building 8 may also be called the fifth count or the third first count.

[0240] In S730, the control unit 10 refers to the record R3 to be processed and counts the number RB of pieces of WLAN identification information for which the signal from the right receiving unit was received strongly. RB is one of the second counts, and more precisely, it is the second count corresponding to the building 8. The second count corresponding to the building 8 may also be called the sixth count or the third second count.

[0241] At S740, the control unit 10 calculates a wireless LAN position index SB according to equation (7) based on the number of pieces of wireless LAN identification information calculated at S720 and S730. The wireless LAN position index SB takes a value in the range of -1 to +1, and the larger the number LB of pieces of wireless LAN identification information received from the left side of the vehicle 3, the larger the value (positive value), and the larger the number RB of pieces of wireless LAN identification information received from the right side of the vehicle 3, the smaller the value (negative value). For example, if there are wireless LAN access points only on the left side of the vehicle 3, the index is +1, and if there are wireless LAN access points only on the right side of the vehicle 3, the index is -1.

[0242]

number

[0243] Here, the relationship between the traveling position of vehicle 3 and wireless LAN position indicator SB will be described with reference to Fig. 16. Generally, wireless LAN identification information is likely to be transmitted from inside building 8 (such as a store or residence) on the left side of the figure. Therefore, if SB>0, it can be estimated that there is a high possibility that there is a building 8 on the left side of vehicle 3 and a roadway on the right side of vehicle 3, and if SB<0, it can be estimated that there is a high possibility that there is a building 8 on the right side of vehicle 3 and a roadway on the left side of vehicle 3.

[0244] S750 to S760 are the same as S510 to S520 (S310 to S320), respectively. S770 is the same as S550 (S350). S780 to S790 are the same as S580 to S590, respectively. That is, if the pedestrian position indicator SW is within the predetermined range W2 (S780: Yes), it is estimated that the vehicle 3 is traveling at position B. If the pedestrian position indicator SW is not within the predetermined range W2 (S780: No), proceed to S800.

[0245] In S800, the control unit 10 determines whether the signs of the pedestrian position index SW and the wireless LAN position index SB are different. For example, if SW<0 and SB>0, the signs of the two are different, so the determination is Yes, and if SW>0 and SB>0, the signs of the two are the same, so the determination is No.

[0246] 16, when vehicle 3 travels to position A in the upward direction in the figure, SW<0 and SB>0, so the result is determined as Yes, and when vehicle 3 travels to position A in the downward direction in the figure, SW>0 and SB<0, so the result is determined as Yes. On the other hand, when vehicle 3 travels to position C in the upward direction in the figure, SW>0 and SB>0, so the result is determined as No, and when vehicle 3 travels to position C in the downward direction in the figure, SW<0 and SB<0, so the result is determined as No.

[0247] That is, the control unit 10 can estimate whether the vehicle 3 is traveling at position A or position C by determining whether the positive and negative signs of the pedestrian position indicator SW and the wireless LAN position indicator SB are different. If the signs of SW and SB are different (S800: Yes), proceed to S810; if not (S800: No), end the processing. Note that if S800: No, it is estimated that the vehicle 3 is traveling at position C.

[0248] S810 is the same as S610 (S390). That is, the control unit 10 estimates that the vehicle 3 is traveling at position A. Then, the process ends.

[0249] S820 is the same as S620 (S400). That is, the control unit 10 estimates that the vehicle 3 is traveling at position C. Then, the process ends.

[0250] According to this embodiment, the first and second coefficients corresponding to the building 8 are calculated, and the wireless LAN position index SB is calculated based on these. Therefore, the position of the vehicle 3 on the road can be estimated with high accuracy. Furthermore, since the terminal identification information transmitted from the mobile terminal 5 inside the automobile 7 is not used, the position of the vehicle 3 on the road can be estimated with high accuracy even if the vehicle 3 does not receive radio waves from the mobile terminal 5 inside the automobile 7.

[0251] Furthermore, when the vehicle 3 receives radio waves from the mobile terminal 5 in the automobile 7, the second embodiment or the modified example of the second embodiment may be executed, and when the vehicle 3 receives radio waves from a wireless LAN access point, the third embodiment may be executed. That is, the second embodiment (or the modified example of the second embodiment) and the third embodiment may be executed in combination.

[0252] Furthermore, when the vehicle 3 receives radio waves from the mobile terminal 5 in the automobile 7, the second embodiment or a modified example of the second embodiment may be executed; when the vehicle 3 receives radio waves from a wireless LAN access point, the third embodiment may be executed; and when the vehicle 3 receives neither radio waves from the mobile terminal 5 in the automobile 7 nor radio waves from a wireless LAN access point, the first embodiment may be executed. That is, the first embodiment, the second embodiment (or a modified example of the second embodiment), and the third embodiment may be executed in combination. By combining the embodiments in this way, the traveling position of the vehicle 3 can be estimated with high accuracy even in a wider range of situations.

[0253] Each functional component of the above-described vehicle position estimation device 100, vehicle position estimation device 1, first device A1, second device A2, third device A3, and vehicle 3 may be realized by hardware (e.g., hardwired electronic circuits) that realizes each functional component, or may be realized by a combination of hardware and software (e.g., a combination of an electronic circuit and a program that controls it). For example, any process in the present disclosure can be realized by having a CPU execute a computer program.

[0254] The program includes instructions (or software code) that, when loaded into a computer, cause the computer to perform one or more functions described in the embodiments. The program may be stored on various types of non-transitory computer-readable medium or tangible storage medium. By way of example and not limitation, non-transitory computer-readable medium or tangible storage medium includes random-access memory (RAM), read-only memory (ROM), flash memory, solid-state drive (SSD) or other memory technology, CD-ROM, digital versatile disc (DVD), Blu-ray disc or other optical disk storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage device. The program may also be transmitted on various types of transitory computer-readable medium or communication medium. By way of example and not limitation, transitory computer-readable medium or communication medium includes electrical, optical, acoustic, or other forms of propagated signals.

[0255] The present disclosure is not limited to the above-described embodiments, and can be modified as appropriate without departing from the spirit and scope of the present disclosure. In addition, the above-described embodiments can be combined in any manner.

[0256] Some or all of the above embodiments may be described as, but are not limited to, the following supplementary notes. (Appendix 1) a left acquisition unit that acquires, at a predetermined period, received data received using an antenna having directionality in a left direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a right acquisition unit that acquires, at a predetermined period, received data received using an antenna having directivity in a right direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a calculation unit that compares the received data acquired by the left acquisition unit and the right acquisition unit over a predetermined period of time, and calculates a first count that is the number of received data or the number of terminal identification information pieces with a higher signal strength from the left acquisition unit, and a second count that is the number of received data or the number of terminal identification information pieces with a higher signal strength from the right acquisition unit; an estimation unit that estimates a traveling position of the vehicle on a road based on the first and second counts calculated by the calculation unit; Vehicle position estimation device. (Appendix 2) further comprising a warning issuing unit that issues a warning; The warning generation unit generates a warning when the estimated traveling position is near the center of the road. 2. A vehicle position estimation device according to claim 1. (Appendix 3) a speed acquisition unit that acquires speed information indicating a traveling speed of the vehicle; a warning issuing unit that issues a warning, the warning generation unit generates a warning when the estimated traveling position is near the center of the road and the traveling speed of the vehicle is equal to or greater than a first speed, and generates a warning when the estimated traveling position is other than near the center of the road and the traveling speed of the vehicle is equal to or greater than a second speed; The first speed is slower than the second speed. 2. A vehicle position estimation device according to claim 1. (Appendix 4) the calculation unit calculates, for received data acquired by the left acquisition unit and the right acquisition unit over a predetermined period, the number of pieces of terminal identification information for which the signal strength of the left acquisition unit is higher and which have been acquired a predetermined number of times or more in succession as a first count, and calculates the number of pieces of terminal identification information for which the signal strength of the right acquisition unit is higher and which have been acquired a predetermined number of times or more in succession as a second count; The estimation unit calculates an index based on the first count and the second count calculated by the calculation unit, and estimates the traveling position depending on whether the index is within a predetermined range. 4. A vehicle position estimation device according to any one of appendixes 1 to 3. (Appendix 5) the calculation unit further calculates, for the received data acquired by the left acquisition unit and the right acquisition unit over a predetermined period, the number of pieces of terminal identification information for which the signal strength of the left acquisition unit is higher and the number of times of continuous acquisition is less than the predetermined number as a third count, and calculates the number of pieces of terminal identification information for which the signal strength of the right acquisition unit is higher and the number of times of continuous acquisition is less than the predetermined number as a fourth count; The estimation unit calculates the index based on the first to fourth counts calculated by the calculation unit, and estimates the traveling position depending on whether the index is included in a predetermined range. 5. A vehicle position estimation device according to claim 4. (Appendix 6) a second left acquisition unit that acquires, at a predetermined period, received data received using an antenna having directivity in a left direction of the vehicle, the received data including base station identification information transmitted from surrounding wireless LAN (Local Area Network) base stations; a second right acquisition unit that acquires, at a predetermined cycle, received data received using an antenna having directivity in a right direction of the vehicle, the received data including base station identification information transmitted from surrounding wireless LAN base stations; the calculation unit calculates, for received data acquired by the second left acquisition unit and the second right acquisition unit over a predetermined period, the number of base station identification information pieces for which the second left acquisition unit has a higher signal strength as a fifth count, and calculates the number of base station identification information pieces for which the second right acquisition unit has a higher signal strength as a sixth count; The estimation unit calculates an index based on the first count, the second count, the fifth count, and the sixth count calculated by the calculation unit, and estimates the traveling position depending on whether the index is included in a predetermined range. 4. A vehicle position estimation device according to any one of appendixes 1 to 3. (Appendix 7) a left acquisition step of acquiring, at a predetermined period, received data received using an antenna having directionality in a left direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a right acquisition step of acquiring, at a predetermined period, received data received using an antenna having directivity in a right direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a calculation step of comparing the received data acquired during a predetermined period in the left acquisition step and the right acquisition step, and calculating a first count which is the number of received data or the number of terminal identification information with a higher signal strength in the left acquisition step, and a second count which is the number of received data or the number of terminal identification information with a higher signal strength in the right acquisition step; an estimation step of estimating a traveling position of the vehicle on a road based on the first and second counts calculated in the calculation step. program. [Explanation of symbols]

[0257] 3 vehicles 5. Mobile devices 6. Pedestrians 7. Automobiles 8. Building 10 Control Unit 11 Near Field Communication Department 11-2 2nd Near Field Communication Department 11L Left communication unit 11L-2 2nd left communication department 11R Right Communication Unit 11R-2 Second Right Communication Department 12 Vehicle Communication Unit 13 Timing section 14 Storage section 15 Display 16 Control section 17 Audio output section 31 Vehicle speed detection unit 32 Propulsion control unit 100 Vehicle position estimation device 101 Left acquisition section 102 Right acquisition section 103 Calculation Unit 104 Estimation part 111 Handle 112 Antenna 112L left antenna 112L-2 Second left antenna 112R Right Antenna 112R-2 Second right antenna 113 Reflector A1 First device A2 2nd device A3 3rd device RA reception range

Claims

1. a left acquisition unit that acquires, at a predetermined period, received data received using an antenna having directionality in a left direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a right acquisition unit that acquires, at a predetermined period, received data received using an antenna having directivity in a right direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a calculation unit that compares the received data acquired by the left acquisition unit and the right acquisition unit over a predetermined period of time, and calculates a first count that is the number of received data or terminal identification information with a higher signal strength from the left acquisition unit, and a second count that is the number of received data or terminal identification information with a higher signal strength from the right acquisition unit; an estimation unit that estimates a traveling position of the vehicle on a road based on the first and second counts calculated by the calculation unit; Vehicle position estimation device.

2. further comprising a warning issuing unit that issues a warning; The warning generation unit generates a warning when the estimated traveling position is near the center of the road. The vehicle position estimation device according to claim 1 .

3. a speed acquisition unit that acquires speed information indicating a traveling speed of the vehicle; a warning issuing unit that issues a warning, the warning generation unit generates a warning when the estimated traveling position is near the center of the road and the traveling speed of the vehicle is equal to or greater than a first speed, and generates a warning when the estimated traveling position is other than near the center of the road and the traveling speed of the vehicle is equal to or greater than a second speed; The first speed is slower than the second speed. The vehicle position estimation device according to claim 1 .

4. the calculation unit calculates, for received data acquired by the left acquisition unit and the right acquisition unit over a predetermined period, the number of pieces of terminal identification information for which the signal strength of the left acquisition unit is higher and which have been acquired a predetermined number of times or more in succession as a first count, and calculates the number of pieces of terminal identification information for which the signal strength of the right acquisition unit is higher and which have been acquired a predetermined number of times or more in succession as a second count; The estimation unit calculates an index based on the first count and the second count calculated by the calculation unit, and estimates the traveling position depending on whether the index is within a predetermined range. The vehicle position estimation device according to any one of claims 1 to 3.

5. a left acquisition step of acquiring, at a predetermined period, received data received using an antenna having directionality in a left direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a right acquisition step of acquiring, at a predetermined period, received data received using an antenna having directivity in a right direction of the vehicle, the received data including terminal identification information transmitted from surrounding terminal devices; a calculation step of comparing the received data acquired during a predetermined period in the left acquisition step and the right acquisition step, and calculating a first count which is the number of received data or the number of terminal identification information with a higher signal strength in the left acquisition step, and a second count which is the number of received data or the number of terminal identification information with a higher signal strength in the right acquisition step; an estimation step of estimating a traveling position of the vehicle on a road based on the first and second counts calculated in the calculation step. program.

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