Warning device

Abstract

This prevents moving objects that could potentially come into contact with a vehicle's door from being excluded from the warning system when the vehicle is parked diagonally to the road's white line. [Solution] The warning device includes a region setting unit 14 that sets a warning target area to the rear side of the vehicle 1, and a warning unit 15 that notifies the vehicle occupants of a warning when it is expected that a moving object located in the warning target area will come into contact with the vehicle door. The region setting unit 14 sets a predetermined range in the vehicle coordinate system based on the vehicle as the warning target area, and corrects the predetermined range when the vehicle is parked diagonally with respect to the white lines on the road.

Description

[Technical Field]

[0001] This invention relates to a warning device. [Background technology]

[0002] Conventionally, there are known technologies for alerting occupants to the presence of a moving object approaching a vehicle when they may be disembarking. In the technology described in Patent Document 1, a warning area is set with the side of a stationary vehicle as the boundary, and a warning is given to the occupants of the vehicle when a moving object within the warning area is expected to come into contact with the vehicle's door. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-048511 [Overview of the project] [Problems that the invention aims to solve]

[0004] However, vehicles do not always stop parallel to the white lines on the road. If a vehicle stops at an angle to the white lines on the road, the position of the warning area in the invention described in Patent Document 1 changes according to the stopping angle of the vehicle. As a result, a moving object that could come into contact with the vehicle's door may move out of the warning area, and a moving object that should be subject to a warning may be excluded from the warning.

[0005] Therefore, in view of the above problems, the object of the present invention is to prevent a moving object that may come into contact with the door of a vehicle when the vehicle is parked at an angle to the white line on the road from being excluded from the warning system. [Means for solving the problem]

[0006] The gist of this disclosure is as follows:

[0007] (1) A warning device comprising: an area setting unit for setting a warning target area to the rear side of a vehicle; and a warning unit for notifying the occupants of the vehicle of a warning when it is expected that a moving object located in the warning target area will come into contact with the door of the vehicle, wherein the area setting unit sets a predetermined range in a vehicle coordinate system based on the vehicle as the warning target area, and corrects the predetermined range when the vehicle is parked at an angle to the white line of the road.

[0008] (2) The warning device according to (1) above, wherein the area setting unit expands the predetermined range when the vehicle is parked diagonally with respect to the white line.

[0009] (3) The warning device according to (2) above, wherein the predetermined range is defined by a vehicle-side boundary line that forms a predetermined angle with respect to a virtual line parallel to the side of the vehicle, and when the vehicle is parked diagonally with respect to the white line, the area setting unit expands the predetermined range such that the vehicle-side boundary line forms a correction angle greater than the predetermined angle with respect to the virtual line, and the correction angle is the sum of an increment angle that is less than or equal to the angle the vehicle makes with respect to the white line and the predetermined angle.

[0010] (4) The warning device according to (2) above, wherein the predetermined area is defined by a crossing determination line extending away from the vehicle in the width direction of the vehicle, and a vehicle-side boundary line extending behind the vehicle from the vehicle-side endpoint of the crossing determination line, and the area setting unit extends the crossing determination line toward the vehicle so that when the vehicle is parked diagonally with respect to the white line, the endpoint of the vehicle-side boundary line opposite to the vehicle approaches the corresponding endpoint of the warning target area assuming that the vehicle is parked parallel to the white line.

[0011] (5) The warning device according to (1) above, wherein when the vehicle is parked diagonally with respect to the white line, the area setting unit rotates the predetermined range by a predetermined rotation angle so that the predetermined area overlaps with the warning target area assuming the vehicle is parked parallel to the white line, and the rotation angle is less than or equal to the angle the vehicle makes with respect to the white line.

Effect of the Invention

[0012] According to the present invention, when a vehicle is parked obliquely with respect to a white line on a road, it is possible to suppress the exclusion of a moving object that may come into contact with the vehicle door from a warning target.

Brief Description of the Drawings

[0013] [Figure 1] FIG. 1 is a schematic configuration diagram of a warning system 100 including a warning device according to an embodiment of the present invention. [Figure 2] FIG. is a view showing the rear part of the vehicle. [Figure 3] FIG. is a view showing a predetermined range set in a warning target area. [Figure 4] FIG. is a view for explaining a problem that occurs when the vehicle 1 is parked obliquely with respect to a white line on a road. [Figure 5] FIG. is a view showing a specific example of a method for correcting a predetermined range. [Figure 6] FIG. is a view showing a specific example of a method for correcting a predetermined range. [Figure 7] FIG. is a view showing a specific example of a method for correcting a predetermined range. [Figure 8] FIG. is a flowchart showing a control routine related to warning processing in the present embodiment.

Embodiments for Carrying Out the Invention

[0014] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same reference numerals are assigned to similar components.

[0015] FIG. 1 is a schematic configuration diagram of a warning system 100 including a warning device according to an embodiment of the present invention. The warning system 100 is mounted on a vehicle 1 and notifies a warning to an occupant (for example, a driver) of the vehicle 1 as necessary. In the present embodiment, the vehicle 1 is a four-wheel automobile.

[0016] As shown in FIG. 1, the warning system 100 includes a rear side radar 2, a front camera 3, a vehicle speed sensor 4, an output device 5, and an electronic control unit (ECU) 10. The rear side radar 2, the front camera 3, the vehicle speed sensor 4, and the output device 5 are electrically connected to the ECU 10 via an in-vehicle network conforming to a standard such as CAN (Controller Area Network) or Ethernet.

[0017] The rear side radar 2 irradiates millimeter waves to the rear side of the vehicle 1 and acquires reflected waves of the millimeter waves as data for detecting an object on the rear side of the vehicle 1. In the present embodiment, as shown in FIG. 2, the rear side radar 2 has a right rear side radar 2a and a left rear side radar 2b. The right rear side radar 2a is provided at the right rear corner of the vehicle 1 and irradiates millimeter waves to the right rear side of the vehicle 1. The left rear side radar 2b is provided at the left rear corner of the vehicle 1 and irradiates millimeter waves to the left rear side of the vehicle 1. The output of the rear side radar 2, that is, the data of the reflected waves acquired by the rear side radar 2 is transmitted to the ECU 10.

[0018] The front camera 3 photographs the front of the vehicle 1 and generates an image of the front of the vehicle 1. For example, the front camera 3 is provided above the rearview mirror of the vehicle 1 or at the upper center of the windshield. The output of the front camera 3, that is, the image generated by the front camera 3 is transmitted to the ECU 10.

[0019] The vehicle speed sensor 4 detects the speed of the vehicle 1. For example, the vehicle speed sensor 4 detects the speed of the vehicle 1 by detecting the rotational speed of the wheels of the vehicle 1. The output of the vehicle speed sensor 4, that is, the data of the speed of the vehicle 1 detected by the vehicle speed sensor 4 is transmitted to the ECU 10.

[0020] The output device 5 notifies the occupants of the vehicle 1. The output device 5 includes at least one of a display, a warning light, a speaker, a buzzer, and a vibration unit. The output device 5 notifies the user of an output according to a signal transmitted from the ECU 10.

[0021] The ECU 10 performs various controls on the vehicle 1. As shown in Figure 1, the ECU 10 includes a communication interface 11, a memory 12, and a processor 13. The communication interface 11 and the memory 12 are connected to the processor 13 via signal lines. In this embodiment, one ECU 10 is provided, but multiple ECUs may be provided for each function. Furthermore, the communication interface 11, the memory 12, and the processor 13 may be configured as a single integrated circuit, or they may be configured as separate circuits.

[0022] The communication interface 11 has an interface circuit for connecting the ECU 10 to the in-vehicle network. The ECU 10 is connected to other in-vehicle equipment via the communication interface 11. The communication interface 11 transmits signals received from the rear-side radar 2, the front camera 3, and the vehicle speed sensor 4 to the processor 13. The communication interface 11 also transmits signals output from the processor 13 to the output device 5.

[0023] Memory 12 includes, for example, volatile semiconductor memory (e.g., DRAM (Dynamic Random Access Memory), SRAM (Static Random Access Memory), etc.) and non-volatile semiconductor memory (e.g., ROM (Read Only Memory), EEPROM (Electrically Erasable Programmable Read Only Memory), flash memory, etc.). Memory 12 stores temporary data, computer programs used for various processes by the processor 13 (control programs for the ECU 10), ECU 10 setting data, log data, vehicle information, etc.

[0024] The processor 13 has one or more CPUs (Central Processing Units) and their peripheral circuits. The processor 13 executes computer programs stored in the memory 12. The processor 13 may also have other arithmetic circuits such as a logical operation unit, a numerical operation unit, or a graphics processing unit.

[0025] In this embodiment, the ECU 10 functions as a warning device that notifies the occupants of the vehicle 1 of a warning. In particular, in this embodiment, the ECU 10 notifies the occupants of the vehicle 1 of a warning when the vehicle 1 is stationary and it is expected that a moving object on the rear side of the vehicle 1 will come into contact with the door of the vehicle 1. Therefore, the ECU 10 assists the occupants of the vehicle 1 in getting out of the vehicle 1 by notifying them of a warning. Note that the ECU 10 is just one example of a warning device.

[0026] As shown in Figure 1, the processor 13 of the ECU 10 has a region setting unit 14 and a warning unit 15. The region setting unit 14 and the warning unit 15 are functional modules that are realized by the processor 13 of the ECU 10 executing a computer program stored in the memory 12 of the ECU 10. These functional modules may also be realized by dedicated arithmetic circuits provided in the processor 13.

[0027] The area setting unit 14 sets a warning target area to the rear side of the vehicle 1, and the warning unit 15 notifies the occupants of the vehicle 1 of a warning when it is expected that a moving object located in the warning target area set by the area setting unit 14 will come into contact with the door of the vehicle 1. The moving object is an object that may pass to the side of the vehicle 1 (the vehicle itself), and includes, for example, automobiles, motorcycles, bicycles, pedestrians, etc. In this embodiment, the moving object is detected based on the output of the rear side radar 2. In addition to the output of the rear side radar 2, or instead of the output of the rear side radar 2, the moving object may be detected based on at least one of the image generated by a rear camera that photographs the rear of the vehicle 1 and the output of a sonar (ultrasonic sensor) that emits ultrasonic waves to the rear of the vehicle 1.

[0028] The area setting unit 14 sets a predetermined range in the vehicle coordinate system, which is based on the vehicle 1, as the warning area. In the vehicle coordinate system, the X axis represents the direction of travel (longitudinal direction) of the vehicle 1, and the Y axis represents the width direction (short direction) of the vehicle 1, which is perpendicular to the direction of travel of the vehicle 1. In this embodiment, the origin of the vehicle coordinate system is set at the right rear end point of the vehicle 1. However, the origin of the vehicle coordinate system may be set at another position, such as the center of the rear end of the vehicle 1.

[0029] Figure 3 shows a predetermined range PA set as the warning area. The predetermined range PA is set to the rear side of the vehicle 1, and in this embodiment, it is set to the right rear side of the vehicle 1. The predetermined range PA is defined by the intersection determination line JL, the vehicle side boundary line VBL, the space side boundary line SBL, and the connecting line CL, and the intersection determination line JL, the vehicle side boundary line VBL, the space side boundary line SBL, and the connecting line CL form a rectangle.

[0030] The intersection detection line JL extends away from vehicle 1 in the width direction (Y-axis direction) of vehicle 1. In this embodiment, as shown in Figure 3, the intersection detection line JL starts from the origin of the vehicle coordinate system, i.e., the right rear end point of vehicle 1, and extends away from vehicle 1. That is, the vehicle 1 side endpoint of the intersection detection line corresponds to the right rear end point of vehicle 1.

[0031] The vehicle-side boundary line VBL is an edge adjacent to the intersection detection line JL, and extends from the vehicle-side endpoint of the intersection detection line JL toward the rear of vehicle 1. In this embodiment, in order to also warn of moving objects approaching vehicle 1 at an oblique angle, the vehicle-side boundary line VBL forms a first angle θ1 with a virtual line parallel to the side of vehicle 1. That is, the vehicle-side boundary line VBL forms a first angle θ1 with respect to the X-axis and extends diagonally to the left and rear.

[0032] The spatial boundary line SBL is an adjacent edge to the intersection detection line JL and extends behind vehicle 1 from the endpoint of the intersection detection line JL opposite to vehicle 1. In this embodiment, in order to also warn of moving objects approaching vehicle 1 at an oblique angle, the spatial boundary line SBL forms a second angle θ2 with a virtual line parallel to the side of vehicle 1. That is, the spatial boundary line SBL forms a second angle θ2 with respect to the X-axis and extends diagonally to the right and rear. In this embodiment, the lengths of the vehicle boundary line VBL and the spatial boundary line SBL are equal, and the absolute values ​​of the first angle θ1 and the second angle θ2 are equal.

[0033] The connecting line CL is an adjacent side to the vehicle-side boundary line VBL and the spatial-side boundary line SBL, connecting the endpoint of the vehicle-side boundary line VBL opposite to vehicle 1 and the endpoint of the spatial-side boundary line SBL opposite to vehicle 1. Since the vehicle-side boundary line VBL and the spatial-side boundary line SBL extend toward the rear of vehicle 1 so as to move away from each other, the length of the connecting line CL is longer than the length of the intersection determination line JL. In this embodiment, the intersection determination line JL and the connecting line CL, which are a pair of opposite sides, are parallel, and the intersection determination line JL, the vehicle-side boundary line VBL, the spatial-side boundary line SBL, and the connecting line CL form a trapezoid.

[0034] Figure 4 illustrates the problems that arise when vehicle 1 is parked diagonally to the white line WL on the road. In the diagram shown in Figure 4(a), vehicle 1 is parked parallel to the white line WL. That is, the direction of travel of vehicle 1 coincides with the direction of extension of the white line WL. In this case, the intersection determination line JL extends perpendicular to the white line WL, and the vehicle-side boundary line VBL extends diagonally to the white line WL. As a result, a portion of other vehicles 200 located on the same side (left side) as vehicle 1 with respect to the white line WL are included in the predetermined area PA, and the other vehicles 200 become the target of a warning.

[0035] On the other hand, in the diagram shown in Figure 4(b), vehicle 1 is parked diagonally with respect to the white line WL. Specifically, vehicle 1 is located to the left of the white line WL, and is parked diagonally with respect to the white line WL such that the front end of vehicle 1 is away from the white line WL and the rear end of vehicle 1 is close to the white line WL. In this case, since the predetermined range PA is defined relative to the vehicle coordinate system, the position of the predetermined range PA relative to the white line WL changes according to the parking angle of vehicle 1. Specifically, the intersection determination line JL extends diagonally with respect to the white line WL, and the vehicle side boundary line VBL extends approximately parallel to the white line WL. As a result, other vehicle 200 located on the same side (left side) as vehicle 1 with respect to the white line WL is not included in the predetermined range PA, and other vehicle 200 is excluded from the warning target. Therefore, any moving object that may come into contact with the door of vehicle 1 is excluded from the warning target.

[0036] In view of the above issues, in this embodiment, the area setting unit 14 corrects the predetermined range PA set as the warning target area when the vehicle 1 is parked diagonally with respect to the white line WL. This makes it possible to prevent moving objects that may come into contact with the door of the vehicle 1 from being excluded from the warning target when the vehicle 1 is parked diagonally with respect to the white line WL.

[0037] Figures 5 to 7 show specific examples of methods for correcting a predetermined range PA. In the correction method shown in Figures 5 and 6, the area setting unit 14 expands the predetermined range PA when the vehicle 1 is parked diagonally with respect to the white line WL. This allows moving objects that may come into contact with the door of the vehicle 1 to be included in the warning area, even when the vehicle 1 is parked diagonally with respect to the white line WL. Each correction method will be described in detail below.

[0038] Figure 5(a) is similar to Figure 4(b), and Figure 5(a) shows the predetermined range PA0 before correction. On the other hand, Figure 5(b) shows the predetermined range PA after correction, and the area of ​​the corrected predetermined range PA is larger than the area of ​​the predetermined range PA0 before correction. In Figure 5(b), the vehicle-side boundary line VBL0 that defines the predetermined range PA before correction is shown by a dashed line.

[0039] In the correction method shown in Figure 5(b), when the vehicle 1 is parked diagonally with respect to the white line WL, the area setting unit 14 expands a predetermined range PA such that the vehicle-side boundary line VBL forms a correction angle θ' greater than the first angle θ1 with respect to the imaginary line IL parallel to the side of the vehicle 1. As shown in Figure 5(b), the correction angle θ' is the sum of the increment angle Δθ and the first angle θ1. Therefore, the area setting unit 14 expands the predetermined range PA by rotating the vehicle-side boundary line VBL0 before correction clockwise by an increment angle Δθ with respect to the origin of the vehicle coordinate system (the right rear end point of the vehicle 1 in this embodiment) as the rotation center.

[0040] Furthermore, the increment angle Δθ is the angle θ that vehicle 1 makes with respect to the white line WL. WL The following is set: Increment angle Δθ is set to angle θ WL By doing the following, it is possible to prevent moving objects that should be subject to warning from being excluded from the warning list, while also avoiding including moving objects that are extremely unlikely to come into contact with the door of vehicle 1 in the warning list. In the example in Figure 5(b), the increment angle Δθ is the angle θ WL It is equal to.

[0041] Figure 6(a) is similar to Figure 4(b), and Figure 6(a) shows the predetermined range PA0 before correction. On the other hand, Figure 6(b) shows the predetermined range PA after correction, and the area of ​​the corrected predetermined range PA is larger than the area of ​​the predetermined range PA0 before correction. In Figure 6(b), the vehicle-side boundary line VBL0 that defines the predetermined range PA before correction is shown by a dashed line, and the vehicle-side boundary line VBL' when it is assumed that vehicle 1 is parked parallel to the white line WL is shown by a dashed line. The position of vehicle 1 when it is assumed that vehicle 1 is parked parallel to the white line WL is determined by rotating vehicle 1 at an angle θ with the origin of the vehicle coordinate system (the right rear end point of vehicle 1 in this embodiment) as the center of rotation. WL It is obtained by rotating it clockwise.

[0042] In the correction method shown in Figure 6(b), when vehicle 1 is parked diagonally to the white line WL, the area setting unit 14 extends the intersection determination line JL toward vehicle 1 so that the endpoint LEP on the opposite side of vehicle 1 of the vehicle-side boundary line VBL approaches the corresponding endpoint of the warning target area (the endpoint LEP' on the opposite side of vehicle 1 of the vehicle-side boundary line VBL') when vehicle 1 is parked parallel to the white line WL. By expanding the predetermined range PA so that endpoint LEP is located within the range up to endpoint LEP', it is possible to suppress the exclusion of moving objects that should be subject to warning from the warning target, while avoiding the inclusion of moving objects that are unlikely to come into contact with the door of vehicle 1 in the warning target. In the example in Figure 6(b), the intersection determination line JL is extended toward vehicle 1 so that endpoint LEP coincides with endpoint LEP'.

[0043] In the correction method shown in Figure 5(b), the length of the vehicle-side boundary line VBL is the same before and after the correction, but the angle that the vehicle-side boundary line VBL makes with the intersection determination line JL is different before and after the correction. On the other hand, in the correction method shown in Figure 6(b), the angle that the vehicle-side boundary line VBL makes with the intersection determination line JL is the same before and after the correction, but the length of the vehicle-side boundary line VBL is different before and after the correction. Also, in the correction method shown in Figure 5(b), the length of the intersection determination line JL is the same before and after the correction, but in the correction method shown in Figure 6(b), the length of the intersection determination line JL is different before and after the correction.

[0044] Furthermore, in the examples of Figures 5(b) and 6(b), the connecting line CL consists of a straight line connecting the endpoint LEP on the opposite side of Vehicle 1 of the corrected vehicle-side boundary line VBL to the endpoint MEP on the opposite side of Vehicle 1 of the uncorrected vehicle-side boundary line VBL0, and a straight line connecting the endpoint MEP to the endpoint REP on the opposite side of Vehicle 1 of the spatial-side boundary line SBL. However, the connecting line CL may also be a line connecting the endpoint LEP and the endpoint RLP with a smooth curve, or a line connecting the endpoint LEP and the endpoint RLP with a straight line, etc.

[0045] FIG. 7(a) is the same as FIG. 4(b), and in FIG. 7(a), a predetermined range PA0 before correction is shown. On the other hand, in FIG. 7(b), a predetermined range PA after correction is shown. In the correction method shown in FIG. 7, the area setting unit 14 corrects the predetermined range PA by changing the position of the predetermined range PA without changing the area of the predetermined range PA. Therefore, the area of the predetermined range PA after correction is equal to the area of the predetermined range PA0 before correction.

[0046] When the vehicle 1 is parked obliquely with respect to the white line WL, the area setting unit 14 rotates the predetermined range PA by a predetermined rotation angle θ so that the predetermined range PA overlaps with the warning target area when it is assumed that the vehicle 1 is parked parallel to the white line WL. r Specifically, the area setting unit 14 rotates the predetermined range PA by a predetermined rotation angle θ with the origin of the vehicle coordinate system (the right rear end point of the vehicle 1 in this embodiment) as the rotation center. r Just rotate and move.

[0047] The predetermined rotation angle θ r Is set to be less than or equal to the angle θ WL formed by the vehicle 1 with respect to the white line WL. By this, it is possible to avoid including a moving object with an extremely low possibility of contacting the door of the vehicle 1 in the warning target while suppressing the exclusion of the moving object to be warned from the warning target. In the example of FIG. 7(b), the predetermined rotation angle θ r Is equal to the angle θ WL And the predetermined area PA after correction coincides with the warning target area when it is assumed that the vehicle 1 is parked parallel to the white line WL.

[0048] As shown in FIGS. 5 to 7, the other vehicle 200 behind the vehicle 1 is located outside the predetermined range PA0 before correction and inside the predetermined range PA after correction. Therefore, by correcting the predetermined range PA using the correction method as shown in FIGS. 5 to 7, it is possible to include the other vehicle 200 that may contact the door of the vehicle 1 in the warning target area.

[0049] The following describes the processing flow for executing the control described above, with reference to Figure 8. Figure 8 is a flowchart of the control routine related to warning processing in this embodiment. This control routine is repeatedly executed by the processor 13 of the ECU 10, for example, according to a computer program stored in the memory 12 of the ECU 10.

[0050] First, in step S101, the warning unit 15 of the processor 13 determines whether or not vehicle 1 is stationary. For example, the warning unit 15 determines whether or not vehicle 1 is stationary based on the output of the vehicle speed sensor 4. In this case, the warning unit 15 determines that vehicle 1 is stationary when the speed of vehicle 1 detected by the vehicle speed sensor 4 is zero. If it is determined that vehicle 1 is not stationary, this control routine terminates. On the other hand, if it is determined that vehicle 1 is stationary, this control routine proceeds to step S102.

[0051] In step S102, the warning unit 15 determines whether or not there is a moving object approaching the vehicle 1. For example, the warning unit 15 determines whether or not there is a moving object based on the output of the rear-side radar 2. If it is determined that there is no moving object, this control routine terminates. On the other hand, if it is determined that there is a moving object, this control routine proceeds to step S103.

[0052] In step S103, the region setting unit 14 of the processor 13 determines whether or not a white line WL exists near the vehicle 1. For example, the region setting unit 14 detects the presence or absence of a white line WL using image analysis techniques such as machine learning models based on the output of the front camera 3. If it is determined that a white line WL exists, the control routine proceeds to step S104.

[0053] In step S104, the region setting unit 14 determines whether the vehicle 1 is parked diagonally to the white line. For example, based on the output of the front camera 3, the region setting unit 14 uses image analysis techniques such as a machine learning model to detect the position of the white line WL relative to the vehicle 1. If it is determined that the vehicle 1 is parked diagonally to the white line, the control routine proceeds to step S105.

[0054] In step S105, the area setting unit 14 corrects the predetermined range PA and sets the corrected predetermined range PA as the warning target area. When correcting the predetermined range PA, the area setting unit 14 uses one of the correction methods shown in Figures 5 to 7, for example.

[0055] On the other hand, if it is determined in step S103 that there is no white line WL, or if it is determined in step S104 that vehicle 1 is stopped parallel to the white line WL, the control routine proceeds to step S106. In step S106, the area setting unit 14 sets the predetermined range PA to the warning area without correcting the predetermined range PA.

[0056] After step S105 or S106, the control routine proceeds to step S107. In step S107, the warning unit 15 determines whether the moving object is located in the warning area set in step S105 or S106. In this embodiment, the warning unit 15 determines that the moving object is located in the warning area if at least a part of the moving object is included in the warning area. If it is determined that the moving object is not located in the warning area, the control routine terminates. On the other hand, if it is determined that the moving object is located in the warning area, the control routine proceeds to step S108.

[0057] In step S108, the warning unit 15 determines whether or not contact with the door of vehicle 1 by the moving object is expected. For example, the warning unit 15 determines whether or not contact with the door of vehicle 1 by the moving object is expected based on the speed of the moving object, the direction of movement of the moving object, the open / closed state of the door of vehicle 1, etc. If it is determined that contact with the door is not expected, this control routine ends. On the other hand, if contact with the door of vehicle 1 by the moving object is expected, this control routine proceeds to step S109.

[0058] In step S109, the warning unit 15 notifies the occupant of the vehicle 1 (e.g., the driver) of a warning via the output device 5. For example, the warning unit 15 notifies the occupant of the vehicle 1 of at least one of a visual warning via the display or warning light of the output device 5 and an auditory warning via the speaker or buzzer of the output device 5. After step S109, this control routine terminates.

[0059] Step S108 may be omitted. That is, the warning unit 15 may determine that the moving body is expected to come into contact with the door if the moving body is located in the warning area. Alternatively, in step S107, the warning unit 15 may determine that the moving body is not included in the warning area if the proportion of the moving body included in (overlapping with) the warning area is less than or equal to a predetermined value (for example, 10% to 40%).

[0060] Although preferred embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims. For example, the area setting unit 14 may determine that the vehicle 1 is parked diagonally to the white line when the angle that the vehicle 1 makes with respect to the white line WL is greater than or equal to a predetermined value (for example, 5° to 10°), and may determine that the vehicle 1 is parked parallel to the white line when the angle that the vehicle 1 makes with respect to the white line WL is less than the predetermined value.

[0061] Furthermore, although the above-described embodiment assumes a right-hand drive vehicle 1 traveling on a left-hand traffic road, the present invention is also applicable to a left-hand drive vehicle 1 traveling on a right-hand traffic road. In this case, for example, the predetermined range PA is set to the left rear side of the vehicle 1, and the origin of the vehicle coordinate system is set to the left rear end point of the vehicle 1. Also, assuming that the vehicle 1 is parked parallel to the white line WL, the position of the vehicle 1 is determined by rotating the vehicle 1, which is parked diagonally to the white line WL, at an angle θ with the origin of the vehicle coordinate system as the center of rotation. WL It is obtained by rotating it counterclockwise.

[0062] Furthermore, the computer program that enables a computer to implement the functions of each part of the processor 13 of the ECU 10 may be provided in the form of a recording medium readable by a computer, or in the form of a computer program product. The recording medium readable by a computer may be, for example, a magnetic recording medium, an optical recording medium, or a semiconductor memory. [Explanation of Symbols]

[0063] 1 vehicle 10. Electronic Control Unit (ECU) 13 processors 14 Area setting section 15 Warning part

Claims

1. A region setting unit for setting the warning target area on the rear side of the vehicle, A warning unit notifies the occupant of the vehicle of a warning when it is expected that a moving object located in the warning area will come into contact with the door of the vehicle. Equipped with, The area setting unit sets a predetermined range in a vehicle coordinate system based on the vehicle as the warning target area, and corrects the predetermined range when the vehicle is parked diagonally with respect to the white lines on the road.

2. The warning device according to claim 1, wherein the area setting unit expands the predetermined range when the vehicle is parked diagonally with respect to the white line.

3. The predetermined range is defined by a vehicle-side boundary line that forms a predetermined angle with respect to a virtual line parallel to the side of the vehicle. When the vehicle is parked diagonally with respect to the white line, the area setting unit expands the predetermined range so that the vehicle-side boundary line forms a correction angle greater than the predetermined angle with respect to the virtual line. The warning device according to claim 2, wherein the correction angle is the sum of an increment angle that is less than or equal to the angle the vehicle makes with respect to the white line and the predetermined angle.

4. The predetermined region is defined by an intersection determination line extending away from the vehicle in the width direction of the vehicle, and a vehicle-side boundary line extending from the vehicle-side endpoint of the intersection determination line toward the rear of the vehicle. The warning device according to claim 2, wherein when the area setting unit is parked diagonally with respect to the white line, the crossing determination line is extended toward the vehicle so that the endpoint of the vehicle-side boundary line opposite to the vehicle approaches the corresponding endpoint of the warning target area assuming that the vehicle is parked parallel to the white line.

5. When the vehicle is parked diagonally to the white line, the area setting unit rotates the predetermined range by a predetermined rotation angle so that the predetermined area overlaps with the warning target area assuming the vehicle is parked parallel to the white line. The warning device according to claim 1, wherein the rotation angle is less than or equal to the angle the vehicle makes with respect to the white line.

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