FR3097676A1 - Vehicle approach notification device - Google Patents

Abstract

An approach notification device (10) of a vehicle (1) comprises: a radar unit (11) detecting an obstacle located within a detection radius (D) in a lateral direction rearward with respect to a vehicle ( 1); a control unit (12) changing the size of left side and right side detection radii (D1, D2); a notification unit (13) notifying the presence of the obstacle to a driver when the radar unit (11) detects the obstacle; and an information acquisition unit (14) acquiring information on a driving section of the vehicle (1), the control unit (12) changing the size of the left side and right side detection radii (D1 , D2) according to the information on the pipe section. The control unit (12) executes a detection radius setting routine (D) for changing the size of the left side and right side detection rays (D1, D2) according to the information on the cross section. conduct. Abstract figure: Figure 1

Description

Vehicle approach notification device

This disclosure relates to the field of a vehicle approach notification device which notifies the presence of an obstacle when an obstacle is detected within a detection radius in a laterally rearward direction of a vehicle.

A vehicle, such as an automobile or the like, may include a vehicle approach notification device installed in a host vehicle that notifies the presence of an obstacle upon detection of an obstacle, such as another vehicle or the like, located within a detection radius in a lateral rearward direction of the host vehicle. For example, when the host vehicle is traveling in one lane of a road and the other vehicle is approaching the host vehicle from a point in the lateral direction toward the rear of the host vehicle while it is traveling in another lanes, the approach notification device of the host vehicle can quickly notify the presence of the other vehicle. Thus, the driver of the host vehicle can execute lane changes and the like with greater safety through the approach notification device.

However, for example, when the host vehicle is driving in a center lane of a road having three lanes on one side, the driving speed of the other vehicle which is driving in a low-speed lane on one of the left and right with respect to the center lane, is different from the driving speed of the other vehicle driving in a passing lane on the other of the left and right sides with respect to the center lane. Therefore, for driving with greater safety, the approach notification device must notify the presence of the other vehicle traveling at high speed before the presence of the other vehicle traveling at low speed.

An example of the vehicle approach notification device suitable for this need includes a vehicle approach notification device configured to separately establish: a left side vehicle notification target area which is defined such that, when the other vehicle is located in a lateral rearward direction relative to the host vehicle, in the left lane of the host vehicle's driving lane, the presence of the other vehicle on the left side can be detected; and a right side vehicle notification target area which is defined such that, when the other vehicle is located in a rearward lateral direction relative to the host vehicle, in the right lane opposite of the driving lane of the host vehicle, the presence of the other vehicle on the right side can be detected, and making the widths of the left side and right side vehicle notification target areas different from each other the other. In such an approach notification device, for example, in a left-hand traffic environment in which the driving speed of the host vehicle is higher than the driving speed of another vehicle on the left side, and is lower than the driving speed of the other vehicle on the right side, the width of the left side vehicle notification target area is set to extend between both ends of the left lane in a width direction, and the width of the right side vehicle notification target area is set to extend between: the center of the host vehicle in the width direction; and the right end of the right lane in the width direction (for example, see JP 2003-118523).

However, road conditions change from time to time while the vehicle is in motion. For example, in a left-hand traffic environment, the driving speed of a vehicle in the right lane is higher than the driving speed of a vehicle in the left lane; in contrast, in a right-hand traffic environment, the driving speed of a vehicle in the left lane is higher than the driving speed of a vehicle in the right lane. Thus, when the vehicle crosses a national territorial boundary or border between a country where left-hand traffic applies and a country where right-hand traffic applies, the road conditions change due to the passage of left-hand traffic to the right-hand traffic or vice versa. In this case, as in the example of the vehicle approach notification device, when the detection radius of left side and right side, which are set such that other vehicles on the left side and right side can be detected separately, are designed to be different from each other, the left-side and right-side detection radius may not be set appropriately in relation to changes in road conditions.

In view of the above circumstances, the vehicle approach notification device must have the ability to appropriately notify the presence of an obstacle even if the road conditions change.

In order to solve the above problems, a vehicle approach notification device according to one aspect is a vehicle approach notification device comprising: a radar unit capable of detecting the presence or absence of an obstacle located within a detection radius in a laterally rearward direction of a vehicle; a control unit capable of separately modifying the size of left-side and right-side detection rays obtained by dividing the detection radius of the radar unit respectively into left and right rays according to an orientation towards the front of the vehicle; and a notification unit notifying the presence of the obstacle when the radar unit detects the obstacle, the vehicle approach notification device comprising an information acquisition unit acquiring information on a driving section in which the vehicle is driving, and the control unit changing the size of the left side and right side detection rays according to the driving section information acquired by the information acquisition unit.

In order to solve the above problems, a vehicle approach notification device according to another aspect is a vehicle approach notification device comprising: a radar unit capable of detecting the presence or absence of a obstacle located within a detection radius in a lateral rearward direction relative to a vehicle; a control unit adapted to separately execute a plurality of detection radius setting routines designed to change the size of left side and right side detection rays obtained by dividing the detection radius of the radar unit respectively into left and right spokes in an orientation towards the front of the vehicle; and a notification unit notifying the presence of the obstacle to a driver of the vehicle when the radar unit detects the obstacle, the vehicle approach notification device comprising an information acquisition unit acquiring information about a driving section in which the vehicle is driving, and the control unit executing one of the plurality of detection radius setting programs according to the information on the driving section acquired by the information acquisition unit .

The vehicle approach notification device according to either aspect can appropriately notify the presence of an obstacle even if the road conditions change.

According to another aspect, the control unit calculates a distance to a limit, from the vehicle to a limit between two regions having an autonomy according to the information on the driving section acquired by the information acquisition unit , and

the control unit equalizes the size of the left-side and right-side detection rays when the calculated value of the distance to a boundary is less than a first threshold.

According to another aspect, the control unit gradually reduces a size difference between the left side and right side detection rays when the calculated value of the distance to a boundary is equal to or greater than the first threshold, is less than a second threshold higher than the first threshold and decreases.

According to another aspect, the control unit gradually increases a difference in size between the left side and right side detection rays when the calculated value of the distance to a boundary is equal to or greater than a third threshold greater than the first threshold and increases.

In another aspect, the control unit changes the size of the left side and right side detection beams depending on the number of lanes of a road ahead for the vehicle in the acquired driving section information by the information acquisition unit.

In another aspect, the control unit begins to gradually reduce the difference in size between the left side and right side detection rays when a decrease in the number of lanes is observed.

According to another aspect, the control unit prohibits a change in the size of the left side and right side detection rays during a period ranging from a time when the size of the left side and right side detection rays right side is equalized at a time when a forward movement of a predetermined distance has been performed or at a time when a predetermined time has elapsed.

According to another aspect, the control unit begins to gradually increase the difference in size between the left side and right side detection rays when an increase in the number of lanes is still observed at a time when a movement towards the before a predetermined distance has been completed or at a time when a predetermined time has elapsed, from a time when the increase in the number of lanes is noted.

Other features, details and advantages will be presented in the following detailed description and in the figures in which:

Fig. 1

is a block diagram schematically illustrating a vehicle comprising a vehicle approach notification device according to a first embodiment;

Fig. 2

is a rear perspective view schematically illustrating the vehicle including the vehicle approach notification device according to the first embodiment;

Fig. 3

is a front perspective view schematically illustrating the vehicle including the vehicle approach notification device according to the first embodiment;

Fig. 4

is a perspective view schematically illustrating a front part of a driver's seat in a passenger compartment of the vehicle comprising the vehicle approach notification device according to the first embodiment;

Fig. 5

is a plan view schematically illustrating a situation in which the vehicle having the vehicle approach notification device according to the first embodiment is driving in a left-hand traffic environment;

Fig. 6

is a plan view schematically illustrating a situation in which the vehicle having the vehicle approach notification device according to the first embodiment is driving in a right-hand traffic environment;

Fig. 7

is a timing diagram to describe that the size of the left-side and right-side detection rays are changed when the vehicle changes from a right-hand traffic region to a left-hand traffic region by crossing a boundary between them. ci in the first embodiment;

Fig. 8

is a timing chart to describe that the size of the left-side and right-side detection rays are changed as the number of lanes increases or decreases while the vehicle is driving in the left-hand traffic region in the first embodiment ;

Fig. 9

is a timing chart to describe that a change in the size of the left-side and right-side detection rays is prohibited when the number of lanes increases only temporarily while the vehicle is driving in the left-hand traffic region in the first embodiment;

Fig. 10

is a flowchart to describe that the size of the left-side and right-side detection rays are changed when the vehicle changes from a right-hand traffic region to a left-hand or right-hand traffic region while crossing a boundary therebetween in the first embodiment;

Fig. 11

is a flowchart for explaining that the size of the left-side and right-side detection rays are changed as the number of lanes decreases while the vehicle is driving in the left-hand traffic region in the first embodiment;

Fig. 12

is a flowchart to describe that the size of the left-side and right-side detection rays are changed as the number of lanes increases while the vehicle is driving in the left-hand traffic region in the first embodiment.

The figures and the detailed description below essentially contain precise elements. They can be used to enhance understanding of the disclosure and also to define the invention if necessary.

A vehicle approach notification device according to each of the first and second embodiments, as well as a vehicle in which the same is installed, are described below. Note that it is assumed that the vehicle having the vehicle approach notification device according to the present embodiment is an automobile. However, the vehicle is not limited to an automobile. For example, the vehicle may be a motorcycle or the like. The description of the present application is made on the assumption that the left and the right indicate the left and the right according to an orientation towards the front of the vehicle.

First embodiment

The vehicle approach notification device according to the first embodiment will be described.

Overview of vehicle and approach notification device

With reference to Figures 1 to 10, an overview of an approach notification device 10 installed on a vehicle 1 is presented. As shown in Figure 1, vehicle 1 includes approach notification device 10. As shown in Figures 1 and 2, approach notification device 10 includes radar unit 11. As shown in Figure 1 , the approach notification device 10 comprises a control unit 12. As illustrated in Figures 1, 3 and 4, the approach notification device 10 comprises a notification unit 13.

As shown in Figures 5 and 6, the radar unit 11 can detect the presence or absence of an obstacle G located within a detection radius D in a lateral rearward direction relative to the vehicle 1. It it should be noted that, when it is assumed that the vehicle 1 on board which the approach notification device 10 is installed is a host vehicle 1, the obstacle G can be a vehicle other than the host vehicle 1, c i.e. another vehicle G. The following description assumes that the obstacle G is the other vehicle G.

The control unit 12 can separately change the size E1, E2 of a left side detection ray D1 and a right side detection ray D2 respectively obtained by dividing the detection ray D into left and right rays according to a forward orientation (indicated by the arrow A) of the vehicle 1. When the radar unit 11 detects another vehicle G, the notification unit 13 notifies the presence of the other vehicle G.

As shown in Fig. 1, the approach notification device 10 includes the information acquisition unit 14. The information acquisition unit 14 acquires information on a driving section in which the vehicle is traveling. 1. The control unit 12 changes the size E1, E2 of the left side and right side detection beams D1 and D2 according to the driving section information.

Further, the approach notification device 10 can be configured as follows. As shown in Figure 1, the control unit 12 calculates a distance at a boundary, from vehicle 1 to a boundary B between two regions having autonomy, based on information about the driving section. It should be noted that, when the region having autonomy is a country, the limit B is a national territorial limit or border. It should also be noted that, in the description of the present application, when the region having autonomy is a region in which traffic rules require the vehicle 1 to drive on the left, the region is called "left-hand traffic region L". . It should also be noted that, in the description of the present application, when the region having autonomy is a region in which traffic rules require the vehicle 1 to drive on the right, the region is called "right-hand traffic region R". .

As shown in Figure 7, when the calculated value C of the distance to a boundary is less than a first threshold C1, the control unit 12 equalizes the size E1, E2 of the left side and right side detection rays D1 and D2. When the calculated value C of the distance to a limit is equal to or greater than the first threshold C1, is less than a second threshold C2 and decreases, the control unit 12 progressively reduces the difference F (hereinafter called "difference between the detection rays” as necessary) between the size E1 and the size E2 of the left side and right side detection rays D1 and D2. It should be noted that the second threshold C2 is greater than the first threshold C1.

When the calculated value C of the distance to a limit is equal to or greater than a third threshold C3 and increases, the control unit 12 progressively increases the difference between the detection radii F. It should be noted that the third threshold C3 is greater than the first threshold C1. It is possible to ensure that the third threshold C3 is equal to the second threshold C2. The third threshold can however also be higher or lower than the second threshold.

The information acquisition unit 14 can output an acquired value N (N is an integer equal to 1 or more) of the number of lanes on a road ahead. It should be noted that the description of the present application assumes that the road ahead designates a traffic road comprising a lane in which the vehicle 1 is traveling forward. For example, when vehicle 1 is driving forward on a one-way road or a two-way road, the road ahead refers to the one-way road or two-way road. When vehicle 1 is traveling forward on a one-side N-lane traffic road, the road ahead refers to the one-side N-lane traffic road.

In Figure 7, the horizontal axis P indicates a calculated value P of the distance forward of the vehicle 1. Each of the two horizontal axes C indicates the calculated value C of the distance to a boundary. Specifically, the horizontal axis C, on the left side of the drawing relative to the 0 (zero) reference, indicates the calculated value C of the distance to a boundary in the right-hand traffic region R. The horizontal axis C, on the right side of the drawing with respect to the reference 0 (zero), indicates the calculated value C of the distance to a boundary in the left-hand traffic region L.

The vertical axis F indicates the difference between the detection rays F. When the difference between the detection rays F is a positive value, it means that the size E2 of the right side detection ray D2 is larger than the size E1 of the left side detection radius D1. When the difference between the detection rays F is a negative value, it means that the size E1 of the left side detection ray D1 is larger than the size E2 of the right side detection ray D2. When the solid line J1 extends along the broken line L, it means that vehicle 1 is driving in the left-hand traffic region L. When the solid line J1 extends along the broken line R, it means that the vehicle 1 is driving in the right-hand traffic region R. The solid line J2 indicates a relationship between each calculated value C of the distance to a boundary and the difference between the detection radii F. This Figure 7 presents a timing diagram as example, in which the vehicle 1 passes from the right-hand traffic region R to the left-hand traffic region L while crossing the boundary B. However, in each of the boundary crossing cases 1 to 4, the unit of Control 12 can modify the size E1, E2 of the left side and right side detection beams D1 and D2 as described above. The boundary crossing case 1 is a case of changing from the right-hand traffic region R to the left-hand traffic region L by crossing the boundary B. The boundary crossing case 2 is a case of changing from the region of left-hand traffic L to right-hand traffic region R while crossing boundary B. Boundary crossing case 3 is a case of changing from right-hand traffic region R to right-hand traffic region R while crossing boundary B. The boundary crossing case 4 is a case of moving from the left-hand traffic region L to the left-hand traffic region L by crossing the boundary B. Note that only in each of the boundary crossing cases boundary 1 and 2, the controller 12 can change the size of the left side and right side detection beams as described above.

As shown in Figures 8 and 9, the control unit 12 changes the size E1, E2 of the left side and right side detection rays D1 and D2 according to an acquired value N of the number of lanes. As illustrated in Figure 8, when a decrease in the acquired value N of the number of channels is observed, the control unit 12 begins to gradually reduce the difference between the detection rays F. The control unit 12 prohibits a change in the size E1, E2 of the left side and right side detection rays D1 and D2 during a period from when the size E1, E2 of the left side and right side detection rays D1 and D2 is equalized at a time when forward movement a first forward distance P1 has been made. As shown in Figures 8 and 9, when an increase in the acquired value N of the number of lanes is still observed at a time when a forward movement over a second forward distance P2 has been made from the when the increase in the acquired value N of the number of channels is observed, the control unit 12 begins to gradually increase the difference between the detection rays F.

In Figures 8 and 9, the horizontal axis P indicates the calculated value P of the distance to the front of vehicle 1. The vertical axis N indicates the acquired value N of the number of lanes. The vertical axis F indicates the difference between the detection rays F. When the difference between the detection rays F is a positive value, it means that the size E2 of the right side detection ray D2 is larger than the size E1 of the left side detection radius D1. When the difference between the detection rays F is a negative value, it means that the size E1 of the left side detection ray D1 is larger than the size E2 of the right side detection ray D2. The solid line J3 indicates a relationship between the calculated value P of the forward distance and the acquired value N of the number of lanes. The solid line J4 indicates a relationship between the calculated value P of the forward distance and the difference between the detection rays F.

As an example, Figure 8 shows a change in the size E1, E2 of the left side and right side detection rays D1 and D2 when the acquired value N of the number of channels increases or decreases between 1 and 2 while the vehicle 1 is driving in the left-hand traffic region L. However, the control unit 12 can change the size E1, E2 of the left-side and right-side detection rays D1 and D2 when the acquired value N of the number of lanes increases or decreases as vehicle 1 travels in each of the left and right traffic regions L and R.

As an example, Figure 9 illustrates that when the number of lanes only temporarily increases from 1 to 2 while vehicle 1 is driving in the left-hand traffic region L, a change in size E1, E2 of the left side and right side detection rays D1 and D2 is prohibited. However, the control unit 12 can maintain the difference between the detection radii F when the acquired value N of the lane number increases temporarily while the vehicle 1 is driving in each of the left and right traffic regions L and R.

Radar unit details

Referring to Figures 1, 2, 5 and 6, the details of the radar unit 11 can be configured as follows. Radar unit 11 is electrically connected to control unit 12. Radar unit 11 includes two radar sensors 11a and 11b. Each of the radar sensors 11a and 11b may be a millimeter wave radar sensor.

One of the two radar sensors 11a and 11b is a left side radar sensor 11a located in a left side area 1b of a rear part 1a of the vehicle 1. The left side radar sensor 11a can detect the presence or absence of another vehicle G located within the left side detection radius D1. The other of the two radar sensors 11a and 11b is a right side radar sensor 11b located in a right side area 1c of the rear part 1a of the vehicle 1. The right side radar sensor 11b can detect the presence or absence of another vehicle G located within the right side detection radius D2.

However, the radar unit is not limited to this. The radar unit may include at least one radar sensor. For example, when the radar unit comprises a radar sensor, this radar sensor can be located in a central zone of the rear part of the vehicle. The radar sensor may be a sensor other than a millimeter wave radar sensor. For example, the radar sensor can be a LIDAR ( Laser Imaging, Detection And Ranging , or detection and ranging by light waves) or the like.

Notification unit details

Referring to Figures 1 to 4, the details of the notification unit 13 can be configured as follows. As illustrated in Figures 1 through 4, notification unit 13 is electrically connected to control unit 12. Notification unit 13 may be connected to control unit 12 so as to allow electrical communication by through communication on the CAN network (from the English Controller Area Network , or multiplexing network). However, the notification unit can also be connected to the control unit so as to allow electrical communication by means of a method other than CAN network communication.

The notification unit 13 has two indicator lights 13a and 13b. Each of the indicator lights 13a and 13b is designed to turn on when the radar unit 11 detects another vehicle G. One of the two indicator lights 13a and 13b is a left side indicator light 13a attached to a left side mirror 1d of the vehicle 1. The other of the two indicator lights 13a and 13b is a right side indicator light 13b attached to the right side mirror 1e of the vehicle 1.

When a turn signal lever (not shown in the drawings) is operated to indicate a left turn in a situation in which the left side indication lamp 13a is lit, a change can be made so that the left side indication 13a flashes. When a turn signal lever (not shown in the drawings) is operated to indicate a right turn in a situation in which the right side indication lamp 13b is lit, a change can be made so that the right side indication 13b flashes.

However, the indicator light is not limited to this. The notification unit may include at least one indicator light. The at least one indicator light may be located in a location visible to a driver of the vehicle.

As illustrated in Figures 1 and 4, the notification unit 13 comprises a display device 13c and a loudspeaker 13d. The display device 13c can be a liquid crystal display device. However, the display device is not limited to this. For example, the display device may be an organic electroluminescent or similar display device.

The display device 13c and the loudspeaker 13d can be installed on a dashboard located in front of the driver's seat. The display device 13c can turn on a part of the display device 13c when the radar unit 11 detects another vehicle G. Such a part of the display device 13c can be turned on so as to display a predetermined symbol. The speaker 13d can emit sound when the radar unit 11 detects another vehicle G.

Details of the information acquisition unit

Referring to Figure 1, the details of the information acquisition unit 14 can be configured as follows. The information acquisition unit 14 is electrically connected to the control unit 12. The information acquisition unit 14 can be connected to the control unit 12 so as to allow electrical communication by the via communication on the CAN network. However, the information acquisition unit can also be connected to the control unit so as to enable electrical communication by means of a method other than CAN network communication.

The information acquisition unit 14 can acquire position information on a current position of the vehicle 1. The information acquisition unit 14 can acquire position information on the boundary B. information acquisition 14 can acquire traffic rule information indicating whether the current position of the vehicle 1 corresponds to left-hand traffic or right-hand traffic. The information acquisition unit 14 can acquire information on the number of lanes on the road ahead from the current position of the vehicle 1. The information acquisition unit 14 can acquire the driving speed of vehicle 1, that is to say information on the speed of the vehicle. The driving section information may include: position information on the current position of the vehicle 1; position information on boundary B; information on traffic rules; and information on the number of lanes of the road ahead.

The information acquisition unit 14 includes a GPS unit 14a which can acquire information about the driving section via a GPS ( Global Positioning System ) satellite. Such a GPS unit 14a can acquire: position information on the current position of vehicle 1; position information on boundary B; information on traffic rules; and information on the number of lanes of the road ahead.

However, the information acquisition unit is not limited to this. The information acquisition unit can acquire the distance to the boundary, between the current position of the vehicle and the boundary. The information acquisition unit can acquire the traffic rule information in a region on the opposite side to the current position with respect to the boundary. The information acquisition unit may include the GPS unit which can acquire the position information of the current position of the vehicle, the position information of the boundary and the information of the traffic rules; and an imaging unit which can acquire the information of the number of lanes of the road ahead. The imaging unit can obtain images of the area in front of the vehicle. The imaging unit may be a camera.

Control unit details

Referring to Figures 1 and 5 to 9, the details of the control unit 12 can be configured as follows. The control unit 12 can be configured to include electronic components, such as a central processing unit (CPU), a random access memory (RAM, English Random Access Memory ), a Read- Only Memory (ROM), a flash memory, an input interface and an output interface; and an electrical circuit in which these electronic components are arranged. Such a control unit 12 may be a blind spot monitoring controller configured to be split into two parts. Note that the details of the control unit 12 in this case will be described later. However, the control unit is not limited to this.

As shown in Fig. 1, the control unit 12 can calculate the forward distance of the vehicle 1 based on the vehicle speed acquired by the information acquisition unit 14, i.e. to say the acquired value of the speed of the vehicle, and of an elapsed time. In other words, the control unit 12 can provide the calculated value P of the forward distance. However, the control unit can provide the calculated value of the forward distance based on a change in position information about the current position.

The control unit 12 can calculate the distance to a boundary based on the position information on the current position and the position information on the boundary. In other words, the control unit 12 can provide the calculated value C of the distance to a limit.

As described above, the control unit 12 can modify the difference between the detection rays F according to information on the pipe section. Here, as shown in Figures 5 and 6, the size E1, E2 of the left side and right side detection radii D1 and D2 may be a length in the front-rear direction of the vehicle E1, E2 respectively in the radii of detection of left side and right side D1 and D2. In other words, the difference between the detection radii F may be the difference F between the length E1 and the length E2 in the front-rear direction of the vehicle in the left side and right side detection radii D1 and D2 . However, the size of the left side and right side detection rays may also be a length in the width direction of the vehicle respectively of the left side and right side detection rays.

Note that, in Figure 5, if the traffic rules correspond to left-hand traffic and the right-side detection radius D2 is greater than the left-side detection radius D1, an extended part H2 of the detection radius right-side detection radius D2, extended with respect to the left-side detection radius D1, is indicated by a plurality of diagonal hatch lines. In Figure 6, if the traffic rules correspond to right-hand traffic and the left side detection radius D1 is greater than the right side detection radius D2, an extended part H1 of the left side detection radius D1, extended with respect to the right side detection radius D2, is indicated by a plurality of diagonal hatch lines.

As illustrated in Figures 7 to 9, the control unit 12 can gradually reduce and gradually increase the difference between the detection rays F as the calculated value P of the forward distance increases. However, the control unit can also gradually reduce or gradually increase the difference between the detection rays as time passes.

As described above, the control unit 12 can change the size E1, E2 of the left side and right side detection rays D1 and D2 according to the acquired value N of the number of lanes. For example, when the acquired value N of the number of channels is 1, the control unit 12 can set the difference between the detection rays F to be approximately 0 (zero). When the traffic rules correspond to left-hand traffic and the acquired value N of the number of lanes is 2 or more, the control unit 12 can make the size E2 of the right side detection radius D2 larger than the height E1 of the left side detection radius D1. When the traffic rules correspond to right-hand traffic and the acquired value N of the number of lanes is 2 or more, the control unit 12 can make the size E1 of the left side detection radius D1 larger than the size E2 of the right side detection radius D2.

Further, as shown in Figs. 5 to 9, when the acquired value N of the number of channels is 2 or more, the control unit 12 can set the difference between the detection rays F to targeted differences (hereinafter called “target differences”) F1 and F2. For example, when the traffic rules correspond to right-hand traffic and the acquired value N of the number of lanes is 2 or more, the control unit 12 can set the difference between the detection rays F to the side target difference left side F1 with which the size E1 of the left side detection radius D1 is greater than the size E2 of the right side detection radius D2. Further, when the traffic rules correspond to left-hand traffic and the acquired value N of the number of lanes is 2 or more, the control unit 12 can set the difference between the detection rays F to the side target difference right side F2 with which the size E2 of the right side detection radius D2 is larger than the size E1 of the left side detection radius D1. The target differences F1 and F2 can be constant.

However, the relationship between the acquired value of the number of channels and the difference between the detection rays is not limited to this. Especially in the cases of boundary crossing 1 to 4, when the traffic rules correspond to left-hand traffic and the learned value of the number of lanes is 1, the control unit can also make the size of the radius right side detection radius is larger than the size of the left side detection radius. Similarly, in boundary crossing cases 1 to 4, when the traffic rules are right-hand traffic and the learned value of the number of lanes is 1, the control unit can also make the size of the left side detection radius is larger than the size of the right side detection radius. When the acquired value of the number of channels is 2 or more, the control unit can also increase the difference between the detection rays as the acquired value of the number of channels increases.

As illustrated in Figures 7 to 9, when it is determined that the calculated value C of the distance to a boundary is less than the first threshold C1, the control unit 12 sets the difference between the detection radii F to approximately 0 (zero). When it is determined that the calculated value C of the distance to a boundary is equal to or greater than the first threshold C1, is less than the second threshold C2 and decreases, the control unit 12 gradually reduces the difference between the detection rays F Specifically, when it is determined that the traffic rules correspond to left-hand traffic and the calculated value C of the distance to a boundary is equal to or greater than the first threshold C1, is less than the second threshold C2 and decreases, the control unit 12 gradually reduces the difference between the detection radii F of the right side target difference F2 to approximately 0 (zero) as the calculated value C of the distance to a boundary approaches the first threshold C1. Further, when it is determined that the traffic rules correspond to right-hand traffic and the calculated value C of the distance to a boundary is equal to or greater than the first threshold C1, is less than the second threshold C2 and decreases, the control unit 12 gradually reduces the difference between the detection radii F of the left side target difference F1 to approximately 0 (zero) as the calculated value C of the distance to a boundary approaches the first threshold C1.

When it is determined that the calculated value C of the distance to a boundary is equal to or greater than the third threshold C3 and increases, the control unit 12 gradually increases the difference between the detection rays F. Specifically, when it is determined that the traffic rules correspond to left-hand traffic and the calculated value C of the distance to a limit is equal to or greater than the third threshold C3 and increases, the control unit 12 gradually increases the difference between the detection radii F from approximately 0 (zero) towards the right side target difference F2 as the calculated value C of the distance to a boundary increases from the third threshold C3. Further, when it is determined that the traffic rules correspond to right-hand traffic and the calculated value C of the distance to a limit is equal to or greater than the third threshold C3 and increases, the control unit 12 gradually increases the difference between the detection radii F from approximately 0 (zero) towards the left side target difference F1 as the calculated value C of the distance to a boundary increases from the third threshold C3.

When it is determined that the acquired value N of the number of channels has decreased, the control unit 12 begins to gradually reduce the difference between the detection rays F. For example, when it is determined the acquired value N of the number number of lanes has decreased so that it has become 1, the control unit 12 can begin to gradually reduce the difference between the detection rays F so that the difference between the detection rays F becomes approximately 0 ( zero).

The control unit 12 prohibits a change in the size E1, E2 of the left side and right side detection rays D1 and D2 during a period from a time when the acquired value N of the number of lanes has reached 1 and the difference between the detection rays F reached approximately 0 (zero) at a time when a forward movement over the first forward distance P1 was performed. As a variant, the control unit 12 can also prohibit a modification of the size E1, E2 of the left-side and right-side detection rays D1 and D2 during the period from a moment when the acquired value N of the number of channels has reached 1 and the difference between the detection rays F has reached approximately 0 (zero) at a time when a first time has elapsed.

When it is initially determined that the acquired value N of the number of lanes has increased, and it is again determined that the acquired value N of the number of lanes increases further at a time when a forward movement on the second forward distance P2 has been made after the initial time of determination, the control unit 12 begins to gradually increase the difference between the detection rays F. For example, when it is initially determined that the acquired value N of the number of lanes has increased by 1 to 2 or more, and it is determined again that the acquired value N of the number of lanes increases further at a time when a forward movement over the second forward distance P2 has been made after the initial determination time, the control unit 12 begins to gradually increase the difference between the detection rays F. Alternatively, when it is initially determined that the acquired value N of the number of channels has increased by 1 to 2 or more, and it is determined again that the acquired value N of the number of channels increases further at a time when a second time has elapsed after the initial time of determination, the control unit 12 can also begin to gradually increase the difference between the detection rays F. Note that the second forward distance P2 may be greater than the first forward distance. However, the second forward distance may also be substantially equal to the first forward distance or less than the first forward distance.

In particular, although not specifically illustrated, in a case where the control unit 12 is a blind spot monitor controller, the control unit 12 may include left side and rear control units. right side correspondingly located with respect to the left side and right side radar sensors 11a and 11b respectively. The left side control unit may include the left side radar sensor 11a and the right side control unit may include the right side radar sensor 11b. The functions of control unit 12 described above can be split between left and right side control units.

The left side and right side control units are electrically connected to each other. The left and right side control units can be connected to each other to enable electrical communication through CAN network communication. However, the left-side and right-side control units can also be connected to each other to allow electrical communication through a method other than CAN network communication.

Approach notification device control method

With reference to Figures 10 to 12, an example of a method of controlling the approach notification device 10 according to the present embodiment will be described.

Referring to Figure 10, the description begins with a process of changing the size E1, E2 of the left-side and right-side detection rays D1 and D2 when the vehicle 1 passes from the right-hand traffic region R to the left-hand traffic region L or right-hand traffic region R while crossing the boundary B. The current position of vehicle 1 is in the right-hand traffic region R (Step S1). In the vehicle 1, the difference between the detection rays F is set to the left side target difference F1 (Step S2). It is determined whether the calculated value C of the distance to a boundary decreases or not (Step S3).

If the calculated value C of the distance to a boundary does not decrease (NO), the difference between the detection rays F is maintained at the left side target difference F1 (Step S2). If the calculated value C of the distance to a boundary decreases (YES), it is determined whether or not the calculated value C of the distance to a boundary is equal to or greater than the first threshold C1 and less than the second threshold C2 (Step S4). If it is not determined that the calculated value C of the distance to a boundary is equal to or greater than the first threshold C1 and is less than the second threshold C2 (NO), the difference between the detection radii F is maintained at the left side target difference F1 (Step S2). If it is determined that the calculated value C of the distance to a boundary is equal to or greater than the first threshold C1 and is less than the second threshold C2 (YES), the difference between the detection rays F is made to decrease gradually from the left side target difference F1 (Step S5).

It is determined whether or not the calculated value C of the distance to a boundary is less than the first threshold C1 (Step S6). If the calculated value C of the distance to a boundary is not less than the first threshold C1 (NO), it is made that the difference between the detection radii F gradually decreases from the left side target difference F1 (Step S5). If the calculated value C of the distance to a boundary is less than the first threshold C1 (YES), it is made that the size E1, E2 of the left side and right side detection rays D1 and D2 are essentially the same (Step S7). It is determined whether the calculated value C of the distance to a boundary increases or not (Step S8). If the calculated value C of the distance to a boundary does not increase (NO), it is made that the size E1, E2 of the left-side and right-side detection rays D1 and D2 are essentially the same (Step S7). If the calculated boundary distance value C increases (YES), it is determined whether or not the calculated boundary distance value C is equal to or greater than the third threshold C3 (Step S9).

If the calculated value C of the distance to a boundary is not equal to or greater than the third threshold C3 (NO), it is ensured that the size E1, E2 of the left side and right side detection rays D1 and D2 is essentially the same (Step S7). If the calculated value C of the distance to a boundary is equal to or greater than the third threshold C3 (YES), it is determined whether or not the traffic rules correspond to left-hand traffic (Step S10). If the traffic rules do not correspond to left-hand traffic, i.e. correspond to right-hand traffic (NO), it is made that the difference between the detection radii F gradually increases towards the difference left side target F1 (Step S11). If the traffic rules correspond to left-hand traffic (YES), the difference between the detection rays F is made to gradually increase towards the right-side target difference F2 (Step S12).

Hereinafter, with reference to Figure 11, the description focuses on a process of changing the size E1, E2 of the left side and right side detection rays D1 and D2 when the number of lanes decreases from 2 to 1. while the vehicle 1 is driving in the left-hand traffic region L. The acquired value N of the lane number is 2 and the difference between the detection radii F is the right-side target difference F2 (Step S21). It is determined whether the acquired value N of the number of lanes has decreased or not (Step S22). If the acquired value N of the lane number has not decreased (NO), the difference between the detection rays F is maintained at the right side target difference F2 (Step S21). If the acquired value N of the number of lanes has decreased (YES), it is made that the difference between the detection rays F begins to gradually decrease towards approximately 0 (zero) (Step S23).

Further, with reference to Figure 12, the description focuses on a process of changing the size E1, E2 of the left side and right side detection rays D1 and D2 when the number of lanes increases from 1 to 2 during vehicle 1 is driving in the left-hand traffic region L. The acquired value N of the number of lanes is 1 and the difference between the detection radii F is approximately 0 (zero) (Step S31). It is determined whether the acquired value N of the channel number has increased or not (Step S32).

If the acquired value N of the number of lanes has not increased (NO), the difference between the detection rays F is maintained at approximately 0 (zero) (Step S31). If the acquired value N of the number of lanes has increased (YES), it is determined whether or not the vehicle 1 has made a movement over the first forward distance P1 from a moment when the difference between the detection rays F is set to approximately 0 (zero) (Step S33). If the vehicle 1 has not traveled the first forward distance P1 from a time when the difference between the detection rays F is set to approximately 0 (zero) (NO), the difference between the detection rays F is maintained at approximately 0 (zero) (Step S31).

If vehicle 1 has made a move the first forward distance P1 from a time when the difference between the detection rays F is set to approximately 0 (zero) (YES), vehicle 1 is making a move over the second forward distance P2 from a time when the increase in the number of lanes is determined as described above (Step S34). It is then determined again whether the acquired value N of the channel number has increased or not (Step S35). If it is again determined that the acquired value N of the channel number has not increased (NO), the difference between the detection rays F is maintained at approximately 0 (zero) (Step S31). If it is again determined that the acquired value N of the number of channels has increased (YES), it is made that the difference between the detection rays F begins to gradually increase towards the right-side target difference F2 (Step S36).

As described above, the approach notification device 10 according to the present embodiment can produce the following effects. The approach notification device 10 according to the present embodiment changes the size E1, E2 of the left side and right side detection rays D1 and D2 according to the driving section information acquired by the reporting unit. information acquisition 14. Since the information on such a driving section changes according to changes in the road conditions, the left side and right side detection radii D1 and D2 can be changed appropriately according to the changes road conditions. Thus, the approach notification device 10 according to the present embodiment can appropriately notify the presence of another vehicle G, even if the road conditions change.

In the approach notification device 10 according to the present embodiment, the control unit 12 calculates the distance at a limit, from the vehicle 1 to the limit B according to information on the driving section and, furthermore, the control unit 12 equalizes the size E1, E2 of the left-side and right-side detection rays D1 and D2 if the calculated value C of the distance to a limit is lower than the first threshold C1. Therefore, immediately before and after the vehicle 1 crosses the boundary B between two regions having autonomy, the situation in which the left-side and right-side detection radii D1 and D2 are equalized is maintained. Thus, the present embodiment can avoid the occurrence of a situation where the size E1, E2 of the left side and right side detection rays D1 and D2 are inadequately unequal around the boundary B. For example, immediately after entering the right-hand traffic region R from the left-hand traffic region L by crossing the boundary B, the present embodiment can prevent the difference between the detection rays F from being incorrectly set so that that the size E2 of the right side detection ray D2 is greater than the size E1 of the left side detection ray D1. Therefore, the present embodiment can avoid the occurrence of an inappropriate situation, such as an incorrect notification by the notification unit 13, for example the incorrect instantaneous turning on or off of the left side and right side indicator lights 13a and 13b and the like.

In the approach notification device 10 according to the present embodiment, when the calculated value C of the distance to a boundary is equal to or greater than the first threshold C1, is less than the second threshold C2 and decreases, the control unit 12 gradually reduces the difference between the detection rays F. In addition, when the calculated value C of the distance to a limit is equal to or greater than the third threshold C3 and increases, the control unit 12 gradually increases the difference between the rays detection beam F. For example, even if the size E1, E2 of the left side and right side detection beams D1 and D2 is changed in a situation where another vehicle G is detected, the approach notification device 10 can continue to appropriately detect the other vehicle G while avoiding the occurrence of a situation in which the size E1, E2 of the left side and right side detection rays D1 and D2 is inadequate nt uneven.

In the approach notification device 10 according to the present embodiment, the control unit 12 modifies the size E1, E2 of the left side and right side detection rays D1 and D2 according to the acquired value N of the number of lanes. Thus, the present embodiment can change the size E1, E2 of the left side and right side detection rays D1 and D2 depending on an increase or decrease in the number of lanes on the road. Thus, the present embodiment can avoid the occurrence of a situation where the size E1, E2 of the left side and right side detection rays D1 and D2 are inadequately unequal in a case where the number of lanes on the road increases or decreases.

In the approach notification device 10 according to the present embodiment, when a decrease in the acquired value N of the number of lanes is observed, the control unit 12 begins to gradually reduce the difference between the detection rays F Thus, the present embodiment can change the size E1, E2 of the left side and right side detection beams D1 and D2 according to the decrease in the number of lanes on the road. Thus, the present embodiment can avoid the occurrence of a situation where the size E1, E2 of the left side and right side detection rays D1 and D2 are inadequately unequal in a case where the number of lanes on the road decreases.

Here, in the situation that the size E1, E2 of the left side and right side detection rays D1 and D2 are equalized, the size of the left side and right side detection rays D1 and D2 are likely to be unstablely modified. On the other hand, in the approach notification device 10 according to the present embodiment, the control unit 12 prohibits a modification of the size E1, E2 of the left side and right side detection rays D1 and D2 during a period from a time when the size E1, E2 of the left-side and right-side detection rays D1 and D2 are equalized to a time when a movement over the first forward distance P1 has been performed, or a time when the first beat has elapsed. Thus, the present embodiment can prevent the size of the left side and right side detection rays D1 and D2 from being changed unstably.

For example, in a situation in which the number of lanes temporarily increases, such as a situation in which a temporary passing lane, an entrance lane or the like appears, it is inappropriate to excessively change the size E1, E2 of the detection rays left side and right side D1 and D2. On the other hand, in the approach notification device 10 according to the present embodiment, when an increase in the acquired value N of the number of lanes is still observed at a time when a forward movement over the second distance towards before P2 has been performed or at a time when the second time has elapsed, from a time when the increase in the acquired value N of the number of channels is observed, the control unit 12 begins to gradually increase the difference between the detection rays F. Thus, the present embodiment can eliminate excessive change in the size E1, E2 of the left side and right side detection rays D1 and D2.

Second embodiment

A vehicle approach notification device according to a second embodiment will be described.

Although not specifically illustrated, the approach notification device according to the present embodiment comprises a radar unit, a notification unit and an information acquisition unit, which are configured in the same way respectively as the radar unit 11, the notification unit 13 and the information acquisition unit 14 of the approach notification device 10 according to the first embodiment. Further, the approach notification device according to the present embodiment includes a control unit configured as described below.

In the present embodiment, as in the control unit of the approach notification device according to the first embodiment, the control unit includes a plurality of detection radius setting routines capable of changing the size left-side and right-side detection beams. The control unit executes one of the plurality of detection radius setting programs based on information about the pipe section acquired by the information acquisition unit.

The plurality of detection radius setting schedules may include an equalization schedule, a reduction schedule, an increase schedule, and an inhibition schedule. The equalization program equalizes the size of the left and right side detection beams. The reduction program gradually reduces the difference between the detection rays. The increase program gradually increases the difference between the detection rays. The interdiction program prohibits a change in the size of the left-side and right-side detection beams.

When the calculated value of the distance to a boundary is less than the first threshold, the control unit executes the equalization program. When the calculated value of the distance to a boundary is equal to or greater than the first threshold, less than the second threshold and decreases, the control unit executes the reduction program. When the calculated value of the distance to a boundary is equal to or greater than the third threshold and increases, the control unit executes the increase program.

When a decrease in the number of lanes is observed, the control unit begins to execute the reduction program. The control unit executes the prohibition program during a period from a time when the size of the left side and right side detection rays are equalized to a time when a forward movement on a predetermined distance has been completed or at a time when a predetermined time has elapsed. The control unit starts executing the increase program when an increase in the number of lanes is still observed at a time when a forward movement of a predetermined distance has been performed or at a time when a predetermined time s elapsed, from a time when the increase in the number of lanes is noted.

It should be noted that the conditions of execution of the programs of equalization, reduction, increase and inhibition can be provided so as to be the same as the corresponding conditions of execution of the operations of control of the unit. control 12 according to the first embodiment. The details of the equalizing, reducing, boosting and inhibiting programs can be provided to be the same as the corresponding details of the control unit 12 according to the first embodiment.

The control method of the approach notification device according to the present embodiment may be the same as the control method of the approach notification device according to the first embodiment, except that one of the plurality of detection ray setting routines execute the change of the size of the left side and right side detection rays. Further, the approach notification device according to the present embodiment can produce the same effects as the approach notification device according to the first embodiment.

The embodiments of the present invention have been described above, but the present invention is not limited to the embodiments described above, and various modifications and changes may be made based on the technical idea of the present invention.
- 1: Vehicle (host vehicle) - 10: Approach notification device - 11: Radar unit - 12: Control unit - 13: Notification unit - 14: Information acquisition unit - L: Region of left-hand traffic - R: Right-hand traffic region - B: Limit - G: Obstacle (other vehicle) - D: Detection radius - D1: Left-side detection radius - D2: Right-side detection radius - E1, E2: Size - F: Vertical axis, difference between the detection rays (difference) - C: Horizontal axis, calculated value of the distance to a limit - C1: First threshold - C2: Second threshold - C3: Third threshold - N: Vertical axis, acquired value of the number of lanes - P: Horizontal axis, calculated value of the forward distance - P1: First distance forward - P2: Second distance forward

Claims (9)

Vehicle (1) approach notification device (10) comprising:
a radar unit (11) capable of detecting the presence or absence of an obstacle located within a detection radius (D) in a lateral direction rearward with respect to the vehicle (1);
a control unit (12) adapted to separately change the size of left-side and right-side detection rays (D1, D2) obtained by dividing the detection radius (D) of the radar unit (11) respectively into left and right spokes in an orientation towards the front of the vehicle (1); and
a notification unit (13) notifying the presence of the obstacle when the radar unit (11) detects the obstacle, wherein
the vehicle (1) approach notification device (10) further comprising an information acquisition unit (14) acquiring information on a driving section in which the vehicle (1) is driving, and
the control unit (12) changing the size of the left side and right side detection rays (D1, D2) according to the driving section information acquired by the information acquisition unit (14) . A vehicle (1) approach notification device (10) according to claim 1, wherein:
the control unit (12) calculates a distance from a boundary of the vehicle (1) to a boundary between two regions having range based on the driving section information acquired by the information acquisition unit (14), and
the control unit (12) equalizes the size of the left-side and right-side detection rays (D1, D2) when the calculated value of the distance to a boundary is less than a first threshold (C1). A vehicle (1) approach notification device (10) according to claim 2, wherein:
the control unit (12) gradually reduces a difference in size between the left side and right side detection rays (D1, D2) when the calculated value of the distance to a boundary is equal to or greater than the first threshold, is lower than a second threshold (C2) higher than the first threshold (C1) and decreases. A vehicle (1) approach notification device (10) according to claim 2 or 3, wherein:
the control unit (12) gradually increases a difference in size between the left side and right side detection rays (D1, D2) when the calculated value of the distance to a boundary is equal to or greater than a third threshold ( C3) greater than the first threshold (C1) and increases. A vehicle (1) approach notification device (10) according to any one of claims 1 to 4, wherein:
the control unit (12) changes the size of the left side and right side detection beams (D1, D2) according to the number of lanes of a road ahead for the vehicle (1) in the information on the pipe section acquired by the information acquisition unit (14). A vehicle (1) approach notification device (10) according to claim 5, wherein:
the control unit (12) begins to gradually reduce the difference in size between the left side and right side detection rays (D1, D2) when a decrease in the number of lanes is observed. A vehicle (1) approach notification device (10) according to claim 6, wherein:
the control unit (12) prohibits a change in the size of the left side and right side detection rays (D1, D2) during a period from when the size of the side detection rays left and right sides (D1, D2) is equalized at a time when forward movement of a predetermined distance has been performed or at a time when a predetermined time has elapsed. A vehicle (1) approach notification device (10) according to claim 6 or 7, wherein:
the control unit (12) begins to gradually increase the difference in size between the left side and right side detection rays (D1, D2) when an increase in the number of lanes is still observed at a time when a displacement forward a predetermined distance has been made or at a time when a predetermined time has elapsed, from a time when the increase in the number of lanes is noticed. Vehicle (1) approach notification device (10) comprising:
a radar unit (11) capable of detecting the presence or absence of an obstacle located within a detection radius (D) in a lateral direction rearward with respect to the vehicle (1);
a control unit (12) adapted to separately execute a plurality of detection ray setting programs (D) designed to change the size of left-side and right-side detection rays (D1, D2) obtained by dividing the detection radius (D) of the radar unit (11) respectively in left and right rays according to an orientation towards the front of the vehicle (1); and
a notification unit (13) notifying the presence of the obstacle to a driver of the vehicle (1) when the radar unit (11) detects the obstacle,
the vehicle (1) approach notification device (10) comprising an information acquisition unit (14) acquiring information on a driving section in which the vehicle (1) is driving, and
the control unit (12) executing one of the plurality of detection radius setting programs (D) according to the driving section information acquired by the information acquisition unit (14).