JP2009251758A - Pedestrian-to-vehicle communication device and mobile terminal - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pedestrian-to-vehicle communication device for discriminating whether a pedestrian is walking or riding on a bicycle and giving suitable assistance to avoid abnormal approach between the vehicle and the pedestrian, and a mobile terminal. <P>SOLUTION: The pedestrian-to-vehicle communication device 100 assisting at least one of a possessor 13 of the mobile terminal 20 and a driver of a vehicle 11 to avoid abnormal approach between the possessor 13 and the vehicle 11 has a discriminating means 44 discriminating whether the possessor 13 is in a bicycle riding state, and assisting means 40, 26, 27, 35, 36 assisting the possessor 13 or the driver in different modes according to whether the possessor 13 is in the bicycle riding state. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an inter-pedestrian communication device and a portable terminal that detect a pedestrian and assist smooth driving of a vehicle occupant.

There has been proposed a traffic safety system that detects the position of a pedestrian so that the vehicle can move smoothly even on a road where the pedestrian and the vehicle move close to each other like a general road (for example, a patent) Reference 1). In Patent Document 1, there is a risk that the position of a pedestrian is detected by communicating with a portable terminal carried by the pedestrian, and the position of the pedestrian is compared with the position of the vehicle predicted from the steering angle and speed. If there is a traffic safety system that sounds an alarm sound is described. In addition, a roadside wireless transmission / reception device that reads a wireless tag attached to a moving body such as a pedestrian with a plurality of tag readers laid on the roadside and detects a moving direction and a moving speed of the pedestrian or the like has been proposed ( For example, see Patent Document 2.) In Patent Document 2, a low-speed moving body is detected by classifying pedestrians, bicycles, and wheelchairs into low-speed moving bodies and affixing their ID codes. In this case, a traffic safety support device is described that alerts a pedestrian or the like from a roadside device (display device) near a low-speed moving body.
JP 7-306995 A JP 2003-346297 A

  By the way, according to laws and regulations, it is recommended that the bicycle travel on the same roadway as the vehicle. In many cases, the vehicle needs information on not only the pedestrian but also the pedestrian riding the bicycle. It is considered that information that should be provided to the vehicle occupant differs between the bicycle and the pedestrian (for example, when riding a bicycle, attention to wrapping the bicycle when turning left, abnormal approach with the bicycle after turning right).

  However, Patent Document 1 does not describe a configuration that provides assistance suitable for discriminating between a bicycle and a pedestrian. Further, in Patent Document 2, it is conceivable to attach wireless tags with different IDs to bicycles and pedestrians. However, it is possible to distinguish between riding on a bicycle and pushing (carrying) it by hand. Therefore, there is a problem that it is not possible to determine this and provide appropriate information to the vehicle occupant.

  In view of the above problems, the present invention determines whether a pedestrian is walking or riding a bicycle, and provides appropriate support for each to avoid abnormal approach between the vehicle and the pedestrian. An object is to provide a communication device and a portable terminal.

  In view of the above problems, the present invention provides an inter-pedestrian communication device that supports at least one of a portable terminal owner and a vehicle driver so that an abnormal approach between the owner and the vehicle is avoided. It is characterized by having a discriminating means for discriminating whether or not the vehicle is in a state and a support unit for assisting the owner or the driver in a different manner depending on whether or not the owner is in a bicycle riding state.

  According to the present invention, in consideration of a difference in a moving region and a moving speed depending on whether or not a bicycle is in a bicycle, assistance suitable for each state can be provided to the owner and the driver of the vehicle.

  In one embodiment of the present invention, when it is determined that the owner is in the bicycle riding state, the support means accelerates the timing for assisting the owner or the driver as compared with the case where it is determined that the owner is not in the bicycle riding state. It is characterized by that.

  According to the present invention, an abnormal approach can be easily avoided by providing early support in consideration of the fact that a bicycle is less likely to stop than a pedestrian.

  Further, in one aspect of the present invention, when it is determined that the owner is in a bicycle riding state, the support means assists the driver so as to avoid the vehicle from being caught by the vehicle when the vehicle turns right or left. Or, when the vehicle turns right or left, it assists the owner to avoid being caught by the vehicle.

  According to the present invention, it is possible to assist the avoidance of entrainment in consideration of the possibility that the bicycle may travel on the road.

  Further, in one aspect of the present invention, the determining means determines whether the owner is in a bicycle riding state based on the moving speed of the owner and the slope information of the area in which the owner is moving. It is characterized by.

  According to the present invention, it is possible to automatically determine whether or not a pedestrian is riding a bicycle without operating a mobile terminal.

  In one embodiment of the present invention, the determining means determines whether the owner is in a bicycle riding state based on the moving speed of the owner and the periodicity of the vertical vibration of the portable terminal. .

  According to the present invention, it is determined whether or not the user is riding a bicycle by detecting the feature of a pedestrian called the upper and lower new road, so whether or not the user is riding the bicycle with higher accuracy than judging only by the moving speed. I can judge.

  To provide an inter-pedestrian communication device and a portable terminal that determine whether a pedestrian is walking or riding a bicycle and provide appropriate support for each to avoid abnormal approach between the vehicle and the pedestrian. Can do.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram for explaining an outline of determination as to whether or not a pedestrian 13 is riding on a bicycle 12. Hereinafter, a state in which the pedestrian 13 gets on the bicycle 12 and moves is referred to as a bicycle riding state, and a state in which the pedestrian 13 moves by walking is referred to as a walking state. In addition, the pedestrian 13 riding on the bicycle 12 may be referred to as a bicycle driver 15. The bicycle 12 includes a motorbike.

  The inter-pedestrian communication device 100 of the vehicle 11 can communicate with the pedestrian terminal 20 existing within a predetermined distance. Since the moving speed is different between a pedestrian and a pedestrian riding a bicycle (hereinafter referred to as a bicycle driver 15), it is conceivable to distinguish the pedestrian and the bicycle driver 15 from the moving speed based on the moving speed.

  For example, it is known that a pedestrian moves at a speed of 4 to 5 km / h per hour, and a bicycle moves at a speed of less than about 40 km / h. Therefore, the pedestrian and the bicycle driver 15 may be discriminated depending on the moving speed. However, since extremely fast pedestrians (for example, marathon runners, trotting pedestrians, etc. do not have to actually walk) and extremely slow bicycles may move at the same speed or reverse, only the moving speed Then, it cannot be determined whether the person is a pedestrian or a bicycle driver 15.

  For example, when a moving body with a moving speed of 5 km / h or less is used as a pedestrian, the determination result is determined whether the pedestrian moving at a speed of about 5 km / h is walking or riding a bicycle. (The determination result is not determined by hunting).

  Therefore, in this embodiment, it is determined whether the pedestrian 13 carrying the pedestrian terminal 20 is in a walking state or a bicycle riding state based on the moving speed and vibration information. The vibration information is used to determine whether or not the vertical vibration generated in the pedestal of the pedestrian 13 (particularly the portion below the waist) is periodically detected to the extent that it may be assumed that the user is walking. Information. There is a pedometer (pedometer (registered trademark)) as a sensor that uses vibration during walking. If it is detected from such vibration information that periodic vibration is generated in the pedestrian 13, walking is performed. It can be estimated that the person 13 is in a walking state.

  On the other hand, vibration information can also be detected when the user is on a train or traveling on a road with a bad road surface by an automobile or a bicycle 12. For this reason, in this embodiment, it is discriminate | determined with a moving speed whether it is a walking state. If it is the pedestrian 13, the moving speed is statistically considered to be 4 to 5 km / h or less, for example.

From the above, the inter-pedestrian communication device 100 of the present embodiment is
a) The moving speed is slow (5 km / h or less)
b) When all of the conditions that the pedestrian 13 is subject to periodic vertical vibrations are satisfied, it is determined as a walking state.
Also,
c) Fast moving speed (5 to 40 km / h)
d) When all the conditions that the pedestrian 13 does not generate periodic vertical vibrations are satisfied, it is determined that the bicycle is in the riding state. Note that the threshold value of the moving speed is an example, and can be variably set in a country, a region, or the like.

  FIG. 2 shows a schematic configuration diagram of an inter-pedestrian communication system 200 having a pedestrian terminal 20 and an inter-pedal communication device 100. The pedestrian terminal 20 includes a battery 21 that supplies power, a position detector 22 that detects a position, a communication device 24 that communicates with the inter-vehicle communication device 100, a non-volatile memory 25 such as a flash memory, and a vibration detector that detects vibration. 28. A changeover switch 29 for notifying the inter-vehicle communication device 100 of a walking state or a bicycle state, and a CPU 23 for controlling the whole.

  The position detector 22 detects the position of the pedestrian terminal 20. For example, position information consisting of latitude, longitude, and altitude is detected by GPS (Global Positioning System). Alternatively, the position may be detected from the radio field intensity of the mobile phone base station.

  This position information is used to calculate the moving speed of the walking vehicle 13, but the moving speed of the pedestrian 13 may be calculated from information other than the position information. For example, the moving speed itself of the pedestrian terminal 20 may be detected, or the inter-pedal communication device 100 may detect the moving speed of the pedestrian 13 using the Doppler effect, for example.

  The vibration detector 28 includes a movable part driven by an acceleration (for example, 0.4 G) that is greater than or equal to a predetermined value, a detection part that detects displacement of the movable part, and one each time the detection part detects displacement of the movable part. And a counter that counts up one by one. Such a configuration is implemented by a magnet connected to a spring and a magnetic sensor that detects movement of the magnet, or MEMS (micro electro mechanical systems). The vibration detector 28 repeats the work of counting up the counter every time vibration occurs. The counter returns to zero when the maximum count is reached. In this embodiment, the counter value stored in this counter is vibration information.

  The CPU 23 is connected to a memory 25 that stores an ID code. The ID code is identification information that does not overlap or is unlikely to overlap, such as a serial number or a product number of the pedestrian terminal 20. Therefore, each pedestrian 13 can be identified by this ID code.

  The display unit 26 is a display unit such as a liquid crystal or an organic EL, and is used, for example, to display a message that informs the pedestrian 13 of the approach of the vehicle 11. Further, a warning sound and a message notifying the approach of the vehicle 11 are output from the speaker 27.

  The changeover switch 29 is a switch operated by the pedestrian 13 and can select either a “walking state” or a “bicycle riding state” binary state. In the state in which the changeover switch 29 is operated in the “walking state”, information indicating that it is in the walking state is transmitted in response to the inquiry from the inter-vehicle communication device 100, and the changeover switch 29 is operated in the “bicycle riding state”. In the state, in response to the inquiry from the inter-pedal communication device 100, information indicating that the bicycle is in a riding state is transmitted. Therefore, as long as the changeover switch 29 is provided, it is not necessary to determine whether the inter-pedal communication device 100 is in a walking state or a bicycle riding state.

  A mode in which the pedestrian terminal 20 and the inter-pedestrian communication device 100 communicate includes a mode in which narrow area communication is performed directly and a mode in which wide area communication is performed via a base station. In the case of narrow-area communication, the pedestrian terminal 20 and the inter-pedestrian communication device 100 start communication by an access procedure that can be a master, and transmit and receive data according to a predetermined protocol, and the inter-pedal communication device 100 There is a mode of RF-ID (for example, wireless tag) to which the pedestrian terminal 20 responds only when there is a request from. The inter-pedestrian communication system 200 of the present embodiment can be realized in any of narrow-area communication and wide-area communication, and can be realized regardless of an access procedure or the like. For example, ETC (Electronic Toll Collection System) narrow range communication (DSRC: Dedicated Short Range Communication) may be used, and, similar to inter-vehicle communication, a one-to-one or one-to-N ad hoc network is realized. Communication may be performed using CSMA (Carrier Sense Multiple Access) as an access procedure. Further, communication standards such as Bluetooth, ZIGBEE, UWM (Ultra Wide Band) may be used.

  The communication device 24 performs low-noise signal amplification on the radio wave transmitted from the inter-vehicle communication device 100, and converts the frequency to IF (intermediate frequency) or baseband frequency. Then, the digital data (command data) obtained by AD converting the frequency-converted radio wave is protocol-processed, a pedestrian information transmission request is received and sent to the CPU 23.

  When the CPU 23 receives the pedestrian information transmission request, the CPU 23 reads the ID code from the memory 25, acquires the position information from the position detector 22, and acquires the vibration information (counter value) from the vibration detector 28. The CPU 23 sends these pedestrian information to the communication device 24.

  At the time of transmission, the communication device 24 performs protocol processing on the pedestrian information, then converts the signal into an analog signal by performing DA conversion, performs frequency conversion to high frequency and power amplification, and transmits to the pedestrian communication device 100 from the antenna. .

  In addition, since the structure of the pedestrian terminal 20 like FIG. 2 is contained in a mobile phone, it is suitable to comprise the pedestrian terminal 20 with a mobile phone. If it is a mobile phone, it also has a standard function for wide-area communication. The pedestrian terminal 20 may be a PHS (Personal Handyphone System), a PDA (Personal Data Assistance) equipped with the communication device 24, a personal computer, or the like.

  The inter-pedal communication device 100 is controlled by the control unit 34. The control unit 34 is connected to the communication device 31, the GPS receiver 32, the map DB 33, the display 35, the speaker 36, a CAN (controller area network), a dedicated line, and the like. It is connected. The communication device 31 transmits a transmission request for pedestrian information every predetermined cycle time, and receives the pedestrian information transmitted from the pedestrian terminal 20. The range where the transmission request of pedestrian information reaches is, for example, about 20 to 100 m, and pedestrian information can be received from all the pedestrian terminals 20 existing in this range.

  The GPS receiver 32 detects the position of the vehicle 11 based on the arrival time of radio waves transmitted from GPS satellites. The travel distance detected by the vehicle speed sensor at this position may be accumulated in the direction detected by the gyro sensor to estimate the position with high accuracy.

  The map DB 33 stores road map information in which links corresponding to actual roads and nodes representing intersections of links are associated with the position information. Since the table storing link information includes link length, width, connection node, connection direction, and the like, a road network can be formed from road map information. The map DB 33 stores altitude information for detecting the slope of the slope in the second embodiment.

  The display 35 is a display unit such as a liquid crystal, an organic EL, and a head-up display, and is used for displaying a road map, various operation menus, and the like. In addition, the speaker 36 outputs a voice message that prompts the user to operate the vehicle such as steering before the right or left turn to the destination and guides the user to the destination. When the control unit 34 detects the pedestrian 13 carrying the bicycle and the bicycle driver 15 riding the bicycle, the control unit 34 displays support information appropriate for each state on the display 35 and outputs the information from the speaker 36.

  The control unit 34 is a computer including a CPU, a RAM, a ROM, a nonvolatile memory, a communication unit between ECUs (electronic control units), and an input / output interface. For example, by using a navigation ECU that controls the navigation system as an entity, it is possible to save on-vehicle space and suppress vehicle weight. The control unit 34 executes a program by the CPU or is realized by hardware such as an ASIC (Application Specific Integrated Circuit), a pedestrian information acquisition unit 41, a speed calculation unit 42, a vibration cycle determination unit 43, a pedestrian state It has a determination unit 44 and support means 40. A pedestrian information storage unit 45 is stored in the nonvolatile memory of the control unit 34.

  FIG. 3A shows an example of a functional block diagram of the control unit 34. The pedestrian information acquisition unit 41 stores the ID code, position information, and vibration information from the pedestrian information received from the pedestrian terminal 20 in the pedestrian information storage unit 45 in time series. FIG. 3B shows an example of pedestrian information stored in the pedestrian information storage unit 45.

  In FIG. 3B, position information is stored in time series for each ID code. The speed calculation unit 42 calculates the movement speed for each pedestrian 13 using the position information stored in the pedestrian information storage unit 45. The moving speed is calculated from, for example, {(immediate position information−latest position information) / time interval}. The speed calculation unit 42 calculates the moving speed every time position information is received, and stores it in the pedestrian information storage unit 45. In addition, when it becomes impossible to communicate with the same pedestrian 13 for a predetermined time, the pedestrian information acquisition unit 41 deletes the pedestrian information of the pedestrian 13 and determines that the distance from the pedestrian 13 is increased, and stores the nonvolatile memory. Open.

  The vibration cycle determination unit 43 determines the vibration cycle based on the increase rate of the vibration information. For example, if the vibration information increases once per second, the period of vibration is 1. Since the period of vibration during walking is, for example, 1-2, it is determined that there is periodicity when the period of vibration information is about 1-2.

  And the pedestrian state discrimination | determination part 44 discriminate | determines that the pedestrian 13 is a walking state, when both said conditions a) and b) are satisfy | filled. If both of the above conditions c) and d) are satisfied, it is determined that the pedestrian 13 is in a bicycle riding state.

  Since it is possible that the bicycle 12 travels on the road when it is determined that the bicycle is in the state of riding, the support means 40 can appropriately support the driver of the vehicle 11 to stop the bicycle 12 from being left-turned. Become. Further, since the bicycle 12 has a higher moving speed than the pedestrian 13, the support means 40 can start support from a distance farther than when the bicycle 12 is determined to be in a walking state. If it is determined that the vehicle is in a walking state, the pedestrian 13 does not move to the roadway in principle, so that it is possible to reduce the support for the driver and to prevent annoyance, and to prevent the guardrail or the curb from When a pedestrian 13 moving on a sidewalk that is not present is detected, appropriate assistance such as notifying the driver is possible. The presence or absence of a guardrail or curb is detected from a radar device, image analysis, and map information.

  Further, the support means 40 can support the bicycle driver 15. When the approach between the bicycle driver 15 and the vehicle 11 is detected, the support means 40 transmits information notifying the approach of the vehicle 11 to the pedestrian terminal 20, for example. The pedestrian terminal 20 sounds an alarm sound, displays a message such as “the vehicle is approaching from behind” on the display unit 26, and outputs a sound from the speaker 27. Either display or audio output may be used. An alarm sound may be sounded from the pedestrian terminal 20 to the bicycle driver 15.

  Further, when the vehicle 11 turns right or left, the pedestrian terminal 20 displays a message such as “The vehicle turns right (left). Please be careful not to get caught” on the display unit 26, or the speaker 27. Can output audio. An alarm sound may be sounded from the pedestrian terminal 20 to the bicycle driver 15.

  In FIGS. 2 and 3, the vehicle side, that is, the inter-pedal communication device 100, determines whether it is a walking state or a bicycle riding state, but the pedestrian terminal 20 can also determine the same. In this case, the pedestrian terminal 20 only needs to have the vibration cycle determination unit 43, the speed calculation unit 42, and the pedestrian state determination unit 44. The pedestrian terminal 20 is not a pedestrian information but a walking state or a bicycle riding state. Therefore, the amount of communication data can be suppressed.

[Operation procedure of the inter-vehicle communication device 100]
A procedure in which the inter-vehicle communication device 100 determines whether the pedestrian 13 is in a walking state or in a bicycle is described with reference to the flowchart of FIG. The flowchart of FIG. 4 is repeatedly executed, for example, every predetermined cycle time.

  The communication device 31 transmits a transmission request for pedestrian information every predetermined cycle time, and communication is established when the pedestrian terminal 20 responds (S10). Thereby, the communication apparatus 31 receives pedestrian information.

  The pedestrian information acquisition unit 41 stores the received pedestrian information in the pedestrian information storage unit 45 in time series for each ID code (S20). And the speed calculation part 42 calculates a moving speed, and the vibration period determination part 43 determines a period from vibration information.

  The pedestrian state determination unit 44 determines whether or not the moving speed is 5 [km / h] or less and the vibration has a periodicity that can be regarded as a walking state (S30). For example, when the moving speed is 5 [km / h] or less and the vibration period is about 1 to 2 (Yes in S30), the pedestrian state determination unit 44 determines that the pedestrian 13 is in a walking state (S40). ). Since it is determined that it is a walking state, the support means 40 starts support when it is determined that it is a walking state (S50).

  For example, when the moving speed is not 5 km / h or less, or the vibration cycle is not about 1 to 2 (No in S30), the pedestrian state determination unit 44 has a moving speed of 40 km / h or less and vibration is not generated. It is determined whether the cycle is not about 1 to 2 (S60). When the moving speed is 40 km / h or less and the vibration period is not about 1 to 2 (Yes in S60), the pedestrian state determination unit 44 determines that the pedestrian 13 is in a bicycle riding state (S70). . Since it is determined that the state is a bicycle state, the support means 40 starts support when it is determined that the state is a walking state (S50).

  Note that the determination in step S60 is “No” because the pedestrian terminal 20 of the pedestrian 13 who is moving by car or train has responded because the movement is faster than 40 km / h. The process ends.

  According to the present embodiment, since information characteristic of the pedestrian 13 that is vibration information is used, it is possible to accurately detect whether the pedestrian 13 is in a walking state or in a bicycle riding state. Further, as described in the third embodiment, appropriate support can be provided to the driver and the pedestrian 13 (bicycle driver 15) depending on whether the user is in a walking state or a bicycle riding state.

  In this embodiment, the bicycle carrying state in which the pedestrian 13 pushes and moves without riding the bicycle 12 and the pedestrian 13 in the bicycle riding state are accurately discriminated, and the driver and the pedestrian 13 (bicycle driver) The inter-pedestrian communication device 100 that provides appropriate support to 15) will be described.

  FIG. 5 is a diagram for explaining an outline of determination as to whether or not the pedestrian 13 is riding on the bicycle 12. In FIG. 5, the vehicle 11 and the bicycle driver 15 are moving in substantially the same direction. When the bicycle driver 15 reaches the entrance of the hill, the pedestrian 13 gets off the bicycle 12 and enters the bicycle carrying state. At this time, since the moving speed of the pedestrian 13 temporarily becomes zero, by monitoring the moving speed of the pedestrian 13, it can be determined that the pedestrian 13 is in a bicycle carrying state. Therefore, the support means 40 can provide support when the pedestrian 13 is regarded as a bicycle carrying state and is determined to be in a walking state.

  In addition, when the pedestrian 13 climbs the hill, the pedestrian 13 gets on the bicycle 12 and enters the bicycle riding state. At this time, the speed of the pedestrian 13 temporarily becomes zero, and then the movement speed of the bicycle driver 15 increases rapidly. Therefore, it can be determined from this speed change that the bicycle has been boarded. The support means 40 provides support when it is determined that the bicycle is in the riding state.

  As described above, the inter-pedal communication device 100 according to the present embodiment accurately determines whether the pedestrian 13 who can ride the bicycle 12 is in the bicycle riding state or the bicycle carrying state, and the vehicle 11 is in an appropriate manner according to each state. The driver and the pedestrian 13 (bicycle driver 15) are supported.

  The schematic configuration diagram of the inter-vehicle communication system 200 is the same as that in FIG. The pedestrian terminal 20 of the present embodiment may not have the vibration detector 28. The inter-vehicle communication device 100 according to the present embodiment stores altitude information in the map DB 33 in order to detect a slope. Since the Geographical Survey Institute publishes elevation information for each 50 [m] mesh, the elevation of each node can be estimated by interpolating this elevation information at the node position. The value obtained by dividing the elevation difference between nodes by the link length is the slope. When contour line information is registered in the map DB 33, the presence / absence of a slope and the slope of the slope can be calculated by comparing the positions of the start point node and the end point node of each link with the contour line information.

  FIG. 6 shows an example of a functional block diagram of the control unit 34. In FIG. 6, the same parts as those in FIG. In FIG. 6, it has the inclination detection part 46 which reads altitude information from map DB33.

  The slope detection unit 46 refers to the map DB 33 based on the position information of the pedestrian 13 and detects whether there is a slope on the road on which the pedestrian 13 moves, and if there is a slope, detects the slope. Since the road on which the pedestrian 13 moves is clear from the position information, the corresponding link is extracted from the map DB 33. The slope detection unit 46 calculates the elevations of the start and end nodes of the link, and calculates the slope by dividing the elevation difference by the link length. It is assumed that the map DB 33 stores the start position and end position of the slope, or the start position and end position of the slope coincide with the start point node or the end point node of the link.

  The pedestrian state determination unit 44 determines that the pedestrian 13 has shifted from the bicycle riding state to the bicycle carrying state when the movement speed of the bicycle driver 15 rapidly decelerates at the starting position of the slope (may be zero). Determine. Further, when the moving speed of the pedestrian 13 carrying the bicycle at the end position of the slope becomes almost zero and then accelerates rapidly, it is determined that the pedestrian 13 has shifted from the carrying state to the riding state.

  In FIG. 6, it is determined whether the vehicle side, that is, the inter-pedestrian communication device 100 is in a walking state or a bicycle riding state. In this case, the pedestrian terminal 20 only needs to include the inclination detection unit 46, the speed calculation unit 42, and the pedestrian state determination unit 44. The pedestrian terminal 20 is not a pedestrian information but a walking state or a bicycle riding state. Therefore, the amount of communication data can be suppressed. The pedestrian terminal 20 receives elevation information of the moving road from, for example, a server, and detects the inclination.

[Operation procedure of the inter-vehicle communication device 100]
A procedure for the inter-vehicle communication device 100 to determine whether the pedestrian 13 is in a bicycle carrying state or a bicycle riding state will be described with reference to a flowchart of FIG. 7 and a diagram showing the pedestrian 13 moving on a slope in FIG. .

<Phase 1>
For example, the case where the vehicle 11 approaches from the back to the pedestrian 13 who got off from the bicycle 12 in the vicinity of the starting position of a slope is assumed. The inter-pedal communication device 100 starts communication with the pedestrian 13 near the starting position of the slope (S210). The pedestrian terminal 20 of the pedestrian 13 transmits the pedestrian information to the inter-pedestrian communication device 100 in response to the transmission request for the pedestrian information of the inter-pedestrian communication device 100. In addition, since vibration information is not used in a present Example, ID code and position information should just be included in pedestrian information.

  The pedestrian information acquisition unit 41 of the inter-pedestrian communication device 100 stores the ID code and position information in the pedestrian information storage unit 45. Since the pedestrian terminal 20 transmits pedestrian information one after another in response to the transmission request, the pedestrian information acquisition unit 41 stores the ID code and the position information in time series.

  Next, the speed calculation unit 42 calculates the moving speed of the pedestrian 13 every time the ID code and the position information are received, and stores them in the pedestrian information storage unit 45 (S220). At this time, the inclination detecting unit 46 detects that the pedestrian 13 is moving near the start position of the slope based on the position information.

  The pedestrian state determination unit 44 determines that the pedestrian 13 is in a bicycle riding state near the start position of the slope because the pedestrian 13 has rapidly decelerated based on the moving speed or the moving speed has become zero. To do. If it is determined that the bicycle is being carried, the support means 40 provides support when it is determined that the bicycle is walking (S230).

  As a support when the pedestrian 13 is detected, the support means 40 displays a message such as “a pedestrian carrying a bicycle is walking in front” on the display 35 or outputs a voice from the speaker 36. . Either display or audio output may be used. Since the inter-pedestrian communication device 100 often has sufficient processing capability as compared with the pedestrian terminal 20, a picture or an icon representing the pedestrian 13 may be displayed on the display 35.

  Further, the support means 40 can provide information on the vehicle 11 toward the pedestrian 13. For example, when the support means 40 transmits information notifying the approach of the vehicle 11 to the pedestrian terminal 20, the pedestrian terminal 20 sounds an alarm sound or displays a message such as “the vehicle is approaching from behind”. The message is displayed on the unit 26 or the message is output from the speaker 27. Either display or audio output may be used.

<Determination of Phase1 → Phase2>
The pedestrian state determination unit 44 monitors the position information and the moving speed of the pedestrian 13 in the state of carrying the bicycle, the pedestrian 13 is moving near the end position of the hill based on the position information, and the pedestrian 13 It is determined whether or not the movement speed of the vehicle has become almost zero (the pedestrian 13 has stopped) (S240). When the pedestrian 13 is not moving near the end position of the hill or the moving speed of the pedestrian 13 is not substantially zero (No in S240), the pedestrian state determination unit 44 indicates that the pedestrian 13 is in the state of carrying the bicycle. It is determined that it exists (S280). For example, even if the speed is zero, if the pedestrian 13 has not reached the vicinity of the end position of the hill, it is considered that the pedestrian 13 is resting in the middle of the hill. In this case, the support means 40 continues the support so far with the pedestrian 13 carrying the bicycle (S290).

  When the pedestrian 13 is moving near the end position of the slope and the moving speed of the pedestrian 13 becomes almost zero (Yes in S240), the pedestrian state determination unit 44 determines that the moving speed of the pedestrian 13 is It is determined whether or not it has increased rapidly (whether or not the acceleration is greater than or equal to a predetermined value) (S250). Based on the determination in step S50, it is possible to determine whether the pedestrian 13 that has stopped once near the end position of the slope has carried the bicycle 12 again or has taken the bicycle 12.

  When the moving speed does not increase rapidly (No in S250), the pedestrian state determination unit 44 determines that the pedestrian 13 is in a bicycle carrying state (S280). In addition, the reference | standard of whether the moving speed increased rapidly is based on the deviation between the latest moving speed and the average of several moving speeds in the past (for example, before 2 to 3 seconds). This is a case of 10 km / h or more. In addition, since the slope may go down after climbing, if the slope is downhill from the end position of the slope, the movement speed increases more rapidly. Therefore, when it is a downhill from the end position of a slope, it can discriminate | determine that it is a bicycle riding state more reliably.

<Phase2>
When the moving speed increases rapidly (Yes in S250), the pedestrian state determining unit 44 determines that the bicycle carrying state has shifted to the bicycle riding state (S260). Thereby, the support means 40 provides support when it is determined that the bicycle is in the riding state (S270).

  When the pedestrian 13 is walking, the speed difference between the vehicle 11 and the pedestrian 13 is large, so that the pedestrian 13 can be passed in a short time. Therefore, the vehicle 11 and the bicycle driver 15 move without leaving a large distance for a relatively long time. Accordingly, by determining that the bicycle is in the bicycle riding state, it is possible to accelerate the timing of assistance or to provide assistance specific to the bicycle riding state to the driver and the bicycle driver 15 (Example 3).

  The pedestrian communication device 100 according to the present embodiment accurately detects whether the pedestrian 13 is in a bicycle carrying state or a bicycle riding state by paying attention to the fact that the moving speed changes at the start position and the end position of the slope. it can. Further, appropriate support can be provided to the driver and the pedestrian 13 (bicycle driver 15) depending on whether the user is walking or riding a bicycle.

  A specific example of support according to whether the user is walking or riding a bicycle will be described. Note that the discrimination method may be either the first embodiment or the second embodiment.

  FIG. 9A is a diagram schematically showing assistance provided to the driver of the vehicle 11 or the pedestrian 13 according to the relative positional relationship between the vehicle 11 and the bicycle driver 15, and FIG. The flowchart figure which shows the procedure which supports 13 or a driver | operator is each shown.

  As shown in FIG. 9A, the pedestrian 13 gets on the bicycle 12, and the inter-pedal communication device 100 determines that the pedestrian 13 is in the bicycle riding state (S310). Thereafter, the bicycle driver 15 runs alongside the vehicle 11 with a slight delay from the vehicle 11, but the bicycle driver 15 may move on the sidewalk or on the road.

  The inter-pedal communication device 100 determines whether the pedestrian 13 is moving on the roadway or on the sidewalk from the position information of the pedestrian 13 stored in the pedestrian information storage unit 45 (S320). When moving along the roadway (Yes in S320), the inter-pedal communication device 100 alerts the driver of the vehicle 11 (S330). This warning alerts the driver of the vehicle 11 of the presence of the bicycle driver 15 moving on the roadway. For example, a message such as “Bicycle is running behind” is output by voice, 35.

  Next, the inter-pedal communication device 100 calculates a relative distance from the pedestrian 13 from the position information of the pedestrian 13 and the position information of the vehicle 11 stored in the pedestrian information storage unit 45 (S340). The relative distance is determined as a distance between two points.

  Then, the inter-vehicle communication device 100 determines whether or not the relative distance is equal to or less than a predetermined value (S350). The predetermined value is, for example, about 20 to 30 [m] so that the vehicle 11 and the bicycle driver 15 do not approach abnormally. When the relative distance is equal to or smaller than the predetermined value (Yes in S350), the inter-pedal communication device 100 alerts the driver of the vehicle 11 (S360). This alert alerts the driver of the vehicle 11 that there is a risk of abnormally approaching the bicycle driver 15 moving on the roadway. For example, “Please note that the bicycle is approaching from behind. ”Or the like is output as a voice or displayed on the display 35. Since the bicycle driver 15 moves faster than the pedestrian 13, the warning timing 20 to 30 [m] is earlier than when the inter-pedal communication device 100 determines that the walking state is in the walking state.

  Therefore, the inter-pedestrian communication device 100 according to the present embodiment accurately determines whether the pedestrian 13 is in a bicycle carrying state or a bicycle riding state, and determines that the bicycle driver 15 is in a bicycle riding state, the bicycle driver 15 The driver of the vehicle 11 can be appropriately alerted in consideration of the case of moving the vehicle.

  Note that the bicycle driver 15 can also be alerted. In this case, since it is difficult for the bicycle driver 15 to visually recognize the display unit 26 of the pedestrian terminal 20, it is preferable to output a voice message from the speaker 27. By receiving the warning at an early stage, the bicycle driver 15 moving at a higher speed than the pedestrian can cope with a margin.

  Subsequently, as shown in FIG. 9 (b), when a bicycle driver 15A moving on the sidewalk or a bicycle driver 15B moving on the roadway is detected (referred to as bicycle driver 15 if not distinguished), the vehicle The support when 11 turns right and left will be described.

  Returning to step S320, when the pedestrian 13 is not moving on the roadway (No in S320), the inter-pedal communication device 100 determines whether the vehicle 11 turns right or left (S370). For example, the inter-pedal communication device 100 determines whether or not the vehicle 11 makes a right turn or a left turn from the operation information of the blinker switch and the route that leads to the destination. If the vehicle does not turn right or left (No in S370), the process ends without assisting the driver and the bicycle driver 15.

  When the vehicle 11 turns right or left (Yes in S370), the inter-pedal communication device 100 predicts the position of the bicycle driver 15 at the time of turning right or left from the movement vector of the bicycle driver 15 (S380). The inter-vehicle communication device 100 reads the position of the intersection just before the traveling direction from the map DB 33, and predicts the time to turn right or left at the intersection from the vehicle speed of the vehicle 11 and the distance to the intersection. Further, the inter-pedal communication device 100 reads the position information and average speed of the bicycle driver 15 from the pedestrian information storage unit 45, determines the movement vector, and the bicycle driver 15 at the time when the vehicle 11 turns right or left. Predict the position of.

  Then, the inter-pedal communication device 100 determines whether or not the bicycle driver 15 abnormally approaches within a predetermined distance when turning right or left (S390). If the vehicle 11 and the bicycle driver 15 do not abnormally approach (No in S390), the vehicle 11 may be able to make a right turn or a left turn, and thus the process ends.

  When the vehicle 11 and the bicycle driver 15 approach abnormally (Yes in S390), the inter-pedal communication device 100 alerts the driver of the vehicle 11 (S400). The situation where the alert is issued in step S300 includes a case where the bicycle driver 15 is moving on the sidewalk and a case where the bicycle driver 15 is moving on the road. When moving on the sidewalk, for example, a message such as “There is a possibility of abnormally approaching the bicycle when turning right” (when turning left) is output as voice or displayed on the display 35. In addition, when moving on the roadway, there is a possibility that the bicycle driver 15 may be involved. For example, a message such as “Be careful about the bicycle on the left (right) behind” is output to the voice or the display 35 is displayed. indicate. Therefore, the inter-pedal communication device 100 can appropriately call attention depending on whether the bicycle driver 15 is moving on the sidewalk or the roadway.

  Further, for the bicycle driver 15, the support means 40 outputs a message such as “the vehicle will turn right (turns left)” from the speaker 27 or displays it on the display unit 26.

  As described above, the inter-pedestrian communication device 100 according to the present embodiment accurately discriminates between the pedestrian 13 carrying the bicycle and the pedestrian 13 riding the bicycle, and in a manner appropriate for each situation, the vehicle 11 The driver and the pedestrian 13 (bicycle driver 15) can be supported so as not to abnormally approach each other.

(Example 1) which is a figure explaining the outline | summary of the discrimination | determination whether the pedestrian is riding the bicycle. An example of the schematic block diagram of the communication system between steps which has a pedestrian terminal and the communication apparatus between steps is shown. It is a figure which shows an example of the functional block diagram of a communication apparatus between pedestrians, and pedestrian information, respectively. It is a flowchart figure which shows the procedure in which an inter-pedal communication apparatus discriminate | determines whether a pedestrian is a walk state or a bicycle riding state. (Example 2) which is a figure explaining the outline | summary of the discrimination | determination whether the pedestrian is riding the bicycle. It is a figure which shows an example of the functional block diagram of the communication apparatus between steps. It is a flowchart figure which shows the procedure in which an inter-pedal communication apparatus discriminate | determines whether a pedestrian is a bicycle carrying state or a bicycle riding state. It is an example of the figure which shows the pedestrian who moves on a slope. It is an example of the figure which shows typically the assistance provided to the driver or pedestrian of a vehicle. It is an example of the flowchart figure which shows the procedure which assists a pedestrian or a driver | operator.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Vehicle 12 Bicycle 13 Pedestrian 15 Bicycle driver 20 Pedestrian terminal 24, 31 Communication apparatus 42 Speed calculation part 43 Vibration period determination part 44 Pedestrian state discrimination | determination part 45 Pedestrian information storage part 46 Inclination degree detection part 100 Inter-vehicle communication Device 200 inter-vehicle communication system

Claims (8)

In an inter-pedestrian communication device for assisting at least one of a portable terminal owner and a vehicle driver so that an abnormal approach between the owner and the vehicle is avoided,
Discriminating means for discriminating whether or not the holder is in a bicycle riding state;
A support means for supporting the owner or the driver in a different manner depending on whether the owner is in a state of riding a bicycle;
A pedestrian-to-vehicle communication device comprising: When it is determined that the owner is in a bicycle riding state, the support means advances the timing for supporting the owner or the driver earlier than when it is determined that the vehicle is not in a bicycle riding state.
The inter-vehicle communication apparatus according to claim 1, wherein If it is determined that the owner is in a state of riding a bicycle, the support means assists the driver so as to prevent the vehicle from being caught by the vehicle when the vehicle turns right or left, or
Assisting the owner to avoid being caught by the vehicle when the vehicle turns right or left,
The inter-vehicle communication apparatus according to claim 1, wherein The discrimination means includes
Based on the moving speed of the holder and the slope information of the area in which the holder is moving, it is determined whether or not the holder is in a bicycle riding state.
The inter-vehicle communication device according to any one of claims 1 to 3, wherein The discrimination means includes
Based on the traveling speed of the holder and the periodicity of vertical vibration of the mobile terminal, it is determined whether or not the holder is in a bicycle riding state.
The inter-vehicle communication device according to any one of claims 1 to 3, wherein A portable terminal that is carried by the owner and communicates with the vehicle,
Discriminating means for discriminating whether or not the holder is in a bicycle riding state;
Transmitting means for transmitting a determination result based on the determination result to the vehicle;
A portable terminal characterized by comprising: The discrimination means includes
Based on the moving speed of the holder and the slope information of the area in which the holder is moving, it is determined whether or not the holder is in a bicycle riding state.
The mobile terminal according to claim 6. The discrimination means includes
Based on the traveling speed of the holder and the periodicity of vertical vibration of the mobile terminal, it is determined whether or not the holder is in a bicycle riding state.
The mobile terminal according to claim 6.

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