JP2014215759A - Driving assist unit, driving assist apparatus, sensor unit, and portable terminal - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress unnecessary power consumption of a sensor unit while performing driving assist at a timing at which the driving assist is needed, on the basis of a result of detection by the sensor unit, of a physical quantity which arises along with a manipulation of an operating member of a vehicle.SOLUTION: If an assistance timing discrimination unit 370 discriminates a situation in which a decision to be made by an assistance decision unit 374 is needed, a handheld terminal 3 allows a transmission request unit 371 to issue a transmission request to a sensor unit 2. In response to the transmission request, the sensor unit 2 transmits a detection value, which is produced by an acceleration sensor 21 that detects an acceleration generated with a manipulation performed on a turn signal lever 5, to the handheld terminal 3. In the handheld terminal 3, based on a manipulated state of the turn signal lever 5 which a manipulated state identification unit 366 identifies according to the detection value sent from the sensor unit 2, the assistance decision unit 374 decides whether driving assistance should be given.

Description

  The present invention relates to a driving support unit that performs driving support, a driving support device and a sensor unit included in the driving support unit, and a portable terminal included in the driving support device.

  2. Description of the Related Art Conventionally, a technique for determining whether to perform driving support based on a detection result of an operation state of an operation member provided in a vehicle is known. For example, in Patent Document 1, the energization / disconnection state of the winker relay that is linked to the operation of the winker lever is output to the driving support device, and the driving support device determines that the direction indicator lamp is on. Techniques for initiating driving assistance are disclosed.

JP 2012-141655 A

  In the technique disclosed in Patent Document 1, in order to determine whether the direction indicator lamp is on or off, it is necessary for the driving support device to receive an input signal of the blinker relay. Therefore, when the user tries to retrofit the driving support device to the vehicle, there is a problem that the user has to perform wiring for receiving the input of this signal. In addition, when the signal standard differs depending on the vehicle manufacturer, there is a problem that a driving support device corresponding to the manufacturer is required.

  As a means to solve this problem, a sensor unit that detects a physical quantity generated in accordance with the operation of the winker lever is attached to the winker lever, and the driving support device receives the detection result of this sensor unit, and the turn-on / off of the direction indicator lamp The structure which judges this can be considered. According to this, since it is not necessary to use the signal of the blinker relay, the above-mentioned problem can be solved.

  In the configuration employing the above-described sensor unit, it is preferable to always output the detection result from the sensor unit to the driving support device so that the driving support can be performed at a timing when the driving support is necessary. However, when the detection result is constantly output from the sensor unit, wasteful power consumption in the sensor unit increases, and there is a demand to suppress this wasteful power consumption.

  The present invention has been made in view of the above-described conventional problems, and an object of the present invention is to require driving assistance based on a result of detecting a physical quantity generated according to operation of an operation member of a vehicle by a sensor unit. An object of the present invention is to provide a driving support unit, a driving support device, a sensor unit, and a portable terminal that can suppress useless power consumption of the sensor unit while enabling driving support at timing.

  The driving support unit of the present invention is used in a vehicle, and an assistance determination unit (374) that determines whether to provide driving assistance based on an operation state of an operation member (5) related to a change in the traveling direction of the vehicle. ) And a driving support unit (3, 4 and 6) provided with a driving support unit (375) that implements driving support when it is determined that the driving determination unit performs driving support. A physical quantity detection unit (21) that detects a physical quantity that is attached to the operation member and changes due to operation of the operation member, and a detection result transmission unit (22) that transmits a detection result of the physical quantity detection unit to the driving support device. The driving support device further includes a sensor unit (2), and includes a support timing determination unit (370) that determines whether or not the determination by the support determination unit is necessary, and a support timing determination unit Judgment When it is determined that the situation is necessary, a transmission request unit (371) for requesting transmission of a detection result to the sensor unit, and an operation state specification for specifying the operation state of the operation member from the detection result transmitted from the detection result transmission unit A support determination unit that determines whether to perform driving support based on the operation state of the operation member specified by the operation state specifying unit, and the sensor unit transmits from the transmission request unit Until a request is received, a detection result is not transmitted from the detection result transmission unit, and when a transmission request is received from the transmission request unit, a transmission control unit (234) that transmits the detection result from the detection result transmission unit is provided. It is a feature.

  According to this, since the support determination unit determines whether or not the driving support is performed based on the operation state of the operation member specified from the physical quantity detected by the physical quantity detection unit of the sensor unit, the operation of the operation member of the vehicle It is possible to perform driving support based on the result of detecting the physical quantity generated according to the sensor unit with the sensor unit. In addition, when the transmission control unit of the sensor unit does not transmit the detection result until a transmission request is received, and the detection result is transmitted when a transmission request is received, the detection result is periodically output from the sensor unit. Compared to the above, wasteful power consumption of the sensor unit can be suppressed. Furthermore, since the transmission request unit makes a transmission request when the support timing determination unit determines that the determination by the support determination unit is necessary, the detection result of the physical quantity detection unit is provided for driving support at the timing when driving support is required. The device can be obtained. And it becomes possible to determine whether driving assistance is implemented based on the operation state of the operation member specified from the physical quantity detected by the physical quantity detection unit at a timing when driving assistance is necessary.

  As a result, while it is possible to perform driving support at the necessary timing of driving support based on the detection result of the physical quantity generated according to the operation of the operation member of the vehicle, the use of the sensor unit is not wasted. It becomes possible to suppress excessive power consumption.

  In addition, since the driving support device, the sensor unit, and the portable terminal of the present invention are included in the driving support unit, a physical quantity generated according to the operation of the operation member is detected by the sensor unit attached to the operation member of the vehicle. Based on the result, it is possible to suppress driving power consumption of the sensor unit while enabling driving support to be performed at a timing required for driving support.

1 is a diagram illustrating an example of a schematic configuration of a driving support system 100. FIG. 2 is a diagram illustrating an example of a schematic configuration of a driving support unit 1. FIG. FIG. 4 is a schematic diagram for explaining a mounting position of the sensor unit 2. 4 is a functional block diagram illustrating an example of a schematic configuration of a sensor-side control unit 23. FIG. 3 is a functional block diagram illustrating an example of a schematic configuration of a mobile-side control unit in Embodiment 1. FIG. 3 is a functional block diagram illustrating an example of a schematic configuration of a communication device control unit 43. FIG. It is a flowchart which shows an example of the flow of the vehicle information transmission related process in the communication apparatus side control part 43. FIG. 5 is a flowchart illustrating an example of a flow of driving support related processing in a portable side control unit. It is a figure which shows an example of a schematic structure of the driving assistance unit 1a. FIG. 10 is a functional block diagram illustrating an example of a schematic configuration of a portable side control unit in Embodiment 2. It is a figure which shows an example of a schematic structure of the driving assistance system 100a. FIG. 10 is a functional block diagram illustrating an example of a schematic configuration of a portable side control unit in Embodiment 3.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Embodiment 1)
FIG. 1 is a diagram illustrating an example of a schematic configuration of a driving support system 100 to which the present invention is applied. A driving support system 100 shown in FIG. 1 includes a driving support unit 1 that is used one by one for each of a plurality of vehicles (vehicles A and B).

  Here, a schematic configuration of the driving support unit 1 will be described with reference to FIG. FIG. 2 is a diagram illustrating an example of a schematic configuration of the driving support unit 1. As shown in FIG. 2, the driving support unit 1 includes a sensor unit 2, a mobile terminal 3, and a communication device 4. The portable terminal 3 and the communication device 4 correspond to the driving support device in the claims.

  The sensor unit 2 is attached to the winker lever 5 of the own vehicle, and detects acceleration generated by the operation of the winker lever 5. The winker lever 5 is an operation member for showing the direction around when turning right or left or changing the course, and may be called a turn signal switch or a turn signal lever.

  The blinker lever 5 is provided so as to be swingable from the neutral position in the vertical direction of the host vehicle so that the position of the operation knob changes at least in the vertical direction (that is, the gravitational acceleration direction). Further, the winker lever 5 is provided so that the movable range in the vertical direction of the own vehicle is less than several tens of degrees at the position of the other end with one end fixed to the vehicle as a fulcrum.

  The winker lever 5 is operated upward from the neutral position when turning to the left or changing the direction to the left, for example, and operated downward from the neutral position when changing the course to the right or right. Hereinafter, the state where the blinker lever 5 is operated upward is referred to as a left position, the state where the blinker lever 5 is operated downward is referred to as a right position, and the non-operation state is referred to as a neutral position.

  As shown in FIG. 3, the sensor unit 2 is attached to a stick-like blinker lever 5 extending from a steering column of the vehicle. The sensor unit 2 may be configured to be fixed to the winker lever 5, but is configured to be detachably mounted from the winker lever 5 so that the sensor unit 2 can be used even when the vehicle is changed as in car sharing. It is preferable. By attaching the sensor unit 2 to the winker lever 5, the position of the sensor unit 2 is also changed as the position of the operation knob of the winker lever 5 is changed by the operation of the winker lever.

  The sensor unit 2 includes an acceleration sensor 21, a sensor side Bluetooth (registered trademark, hereinafter referred to as BT) communication unit 22, and a sensor side control unit 23. It is assumed that power is supplied to the acceleration sensor 21, the sensor side BT communication unit 22, and the sensor side control unit 23 from a battery built in the sensor unit 2. In addition, although it is good also as a structure which supplies electric power from the external power supply of the sensor unit 2 like a cigarette power supply of a vehicle, the structure using a built-in battery from viewpoints, such as size reduction of the sensor unit 2 and wiring effort, is preferable.

  The acceleration sensor 21 is a sensor that detects acceleration as a physical quantity. For example, the acceleration sensor 21 is assumed to be a three-axis acceleration sensor that detects acceleration in three axes that are orthogonal to each other. The acceleration sensor 21 may be a uniaxial acceleration sensor or a biaxial acceleration sensor when the sensor unit 2 is attached to the winker lever 5 so that the acceleration in the vertical direction of the host vehicle can be detected. The acceleration sensor 21 detects the gravitational acceleration when the host vehicle is stopped and the winker lever 5 is not operated. The acceleration sensor 21 corresponds to a physical quantity detection unit in the claims.

  The sensor-side BT communication unit 22 includes a transmission / reception antenna, and exchanges information with the mobile terminal 3 of the vehicle by performing communication according to the Bluetooth standard (hereinafter referred to as BT communication). The sensor-side BT communication unit 22 corresponds to a detection result transmission unit in claims.

  The sensor-side control unit 23 is configured as a normal computer, and includes a well-known CPU, a memory such as a ROM, a RAM, and an EEPROM, an I / O, and a bus line for connecting these configurations (all not shown). Etc.). The sensor-side control unit 23 executes various processes by the CPU executing programs stored in advance in the ROM based on various information input from the acceleration sensor 21 and the sensor-side BT communication unit 22.

  As shown in FIG. 4, the sensor-side control unit 23 includes a detection value acquisition unit 231, a detection value storage unit 232, a request reception unit 233, and a detection value transmission processing unit 234 as functional blocks.

  The detection value acquisition unit 231 sequentially acquires acceleration detection values sequentially output from the acceleration sensor 21. The detection value acquisition unit 231 stores the acquired detection value in the detection value storage unit 232. When the detected value acquisition unit 231 stores the acquired detection value in the detection value storage unit 232, the detection value acquisition unit 231 stores the detected value time stamp in association with each other. Further, the detected value storage unit 232 may be configured to delete older information in order when the allocated memory capacity is exceeded. In addition, a configuration may be adopted in which a detection value that has been stored for a certain period of time has been deleted.

  The request receiving unit 233 receives a request such as a transmission request, a transmission frequency request, or a stop request, which will be described later, transmitted from the mobile side BT communication unit 31 of the mobile terminal 3 via the sensor side BT communication unit 22.

  The detection value transmission processing unit 234 performs processing according to the request from the mobile terminal 3 received by the request reception unit 233. For example, when a transmission request is received, the detection values for the latest multiple times stored in the detection value storage unit 232 are read. Then, the moving average of the read detection values for a plurality of times is calculated, and the calculated moving average value is transmitted from the sensor-side BT communication unit 22 as operation detection information of the blinker lever 5. Therefore, the detected value transmission processing unit 234 corresponds to the transmission control unit in the claims. It is assumed that the detection value transmission processing unit 234 does not transmit the operation detection information from the sensor side BT communication unit 22 as a default.

  The detection value transmission processing unit 234 is not limited to the configuration in which the above-described moving average value is transmitted from the sensor-side BT communication unit 22 as the operation detection information, but the most recent detection stored in the detection value storage unit 232 is performed. A value may be transmitted from the sensor-side BT communication unit 22.

  Further, when the detection value transmission processing unit 234 receives the transmission frequency request, the detection value transmission processing unit 234 sequentially transmits the operation detection information from the sensor-side BT communication unit 22 at the transmission frequency requested by the transmission frequency request. Furthermore, the detection value transmission process part 234 stops transmission of the operation detection information from the sensor side BT communication part 22, when a stop request | requirement is received.

  Returning to FIG. 2, the mobile terminal 3 makes a request for transmission of sensor information from the sensor unit 2 to the sensor unit 2, or relates to driving support for a vehicle in which the terminal is used (hereinafter, the host vehicle). Process. The mobile terminal 3 may be configured to use a multifunctional mobile phone such as a smartphone. The mobile terminal 3 includes a mobile side BT communication unit 31, a position detector 32, a display unit 34, an audio output unit 35, and a mobile side control unit 36.

  The portable-side BT communication unit 31 includes a transmission / reception antenna, and exchanges information by performing BT communication with the sensor unit 2 and the communication device 4 of the own vehicle. In the present embodiment, the configuration in which the communication between the mobile terminal 3 and the sensor unit 2 or the communication device 4 is performed by BT communication is shown, but the configuration is not necessarily limited thereto. For example, it may be configured to perform wireless communication according to short-range wireless communication standards such as ZigBee (registered trademark) or wireless LAN standards such as IEEE 802.11, or may be configured to perform wired communication such as USB communication.

  The position detector 32 is based on information obtained from a sensor such as a GPS receiver 33 for a GPS (global positioning system) that detects the current position of the terminal itself (hereinafter referred to as a terminal position) based on radio waves from an artificial satellite. In addition, the terminal position is sequentially detected. Note that a sensor other than the GPS receiver 33 may be used. Further, the terminal position is represented by latitude and longitude, for example.

  The display unit 34 is configured using a liquid crystal display, an organic EL display, or the like, and displays text and images in accordance with instructions from the portable control unit 36. The audio output unit 35 is configured using a speaker or the like, and outputs audio according to an instruction from the mobile-side control unit 36.

  The portable-side control unit 36 is configured as a normal computer, and includes a well-known CPU, a memory such as a ROM, a RAM, and an EEPROM, an I / O, and a bus line for connecting these configurations (all not shown). Etc.). The portable side control unit 36 executes various processes by the CPU executing programs stored in advance in the ROM based on various types of information input from the portable side BT communication unit 31 and the position detector 32.

  As illustrated in FIG. 5, the mobile side control unit 36 includes, as functional blocks, a terminal sensor information acquisition unit 361, a sensor information storage unit 362, a terminal sensor information transmission unit 363, a transfer information reception unit 364, and an operation detection information reception unit 365. , Operation state identification unit 366, object distance identification unit 367, obstacle presence / absence determination unit 368, right / left turn determination unit 369, support timing determination unit 370, transmission request unit 371, transmission frequency determination unit 372, transmission frequency request unit 373, A support determination unit 374, a driving support unit 375, a support end estimation unit 376, and a stop request unit 377 are provided.

  The sensor information storage unit 362 is assumed to be constructed in an electrically rewritable memory such as a RAM or an EEPROM. Here, for the sake of convenience, among the configurations related to the functions of a general multi-function mobile phone, those not necessary for the description of the present invention are not described.

  The terminal sensor information acquisition unit 361 accumulates terminal sensor information such as terminal positions sequentially detected by the position detector 32 in the sensor information accumulation unit 362. When terminal sensor information is stored in the sensor information storage unit 362, time information (that is, a time stamp) when each terminal sensor information is detected is linked and stored. Further, the sensor information storage unit 362 may be configured to delete older information in order when the allocated memory capacity is exceeded. In addition, it is good also as a structure which erase | eliminates the terminal sensor information which passed for a fixed time since memorize | stored.

  When the terminal sensor information transmission unit 363 receives an acquisition request for terminal sensor information from the communication device 4 of the own vehicle via the portable-side BT communication unit 31, the terminal sensor information transmission unit 363 stores a plurality of times stored in the sensor information storage unit 362. Read terminal sensor information along with time stamp. Then, the read terminal sensor information and time stamp are transmitted to the communication device 4 via the portable-side BT communication unit 31. As an example, the aforementioned terminal positions and their time stamps are transmitted. Note that the terminal position may be read multiple times.

  The transfer information receiving unit 364 receives vehicle information (described later) received by the communication device 4 of the own vehicle from the communication device 4 of the other vehicle via the portable BT communication unit 31. The communication device 4 of the other vehicle corresponds to a communication device outside the host vehicle.

  The operation detection information receiving unit 365 receives the operation detection information transmitted from the sensor side BT communication unit 22 of the sensor unit 2 of the own vehicle via the portable side BT communication unit 31. The operation detection information is a detection value of the acceleration sensor 21 and its time stamp.

  The operation state specifying unit 366 specifies the operation state of the winker lever 5 based on the operation detection information received by the operation detection information receiving unit 365 (that is, the acceleration detection value of the acceleration sensor 21). As an example, the following may be performed. For example, the operation state specifying unit 366 previously acquires the acceleration detection value of the acceleration sensor 21 when the winker lever 5 is in the neutral position, and stores the acceleration detection value (hereinafter referred to as a reference value) in the vertical direction of the host vehicle. deep. Then, when the acceleration detection value in the vertical direction of the host vehicle indicated by the operation detection information received by the operation detection information receiving unit 365 is larger than the reference value by a predetermined value or more, the right position is specified, and when it is smaller than the predetermined value, the left position is specified. .

  In addition, the acceleration detection value of the acceleration sensor 21 when the winker lever 5 is moved from the neutral position to the left position and the right position may be stored in the operation state specifying unit 366 in advance. In this case, the operation of the blinker lever 5 depends on whether the acceleration detection value in the vertical direction of the host vehicle indicated by the operation detection information received by the operation detection information receiving unit 365 is close to these values or the reference value. What is necessary is just to specify a state.

  The object distance specifying unit 367, the obstacle presence / absence determination unit 368, the right / left turn determination unit 369, the support timing determination unit 370, the transmission request unit 371, the transmission frequency determination unit 372, the transmission frequency request unit 373, the support determination unit 374, The driving support unit 375, the support end estimation unit 376, and the stop request unit 377 will be described in detail later.

  Returning to FIG. 2, the communication device 4 transmits and receives information to and from the communication device 4 of another vehicle by wireless communication. The communication device 4 is not limited to the configuration mounted on the vehicle, but may be configured such that what can be carried by a user (that is, a person) is brought into the vehicle. The communication device 4 includes a communication device side BT communication unit 41, an outside communication unit 42, and a communication device side control unit 43.

  The communication device side BT communication unit 41 includes a transmission / reception antenna, and exchanges information by performing BT communication with the mobile terminal 2 of the own vehicle.

  The outside-vehicle communication unit 42 includes a transmission / reception antenna, and transmits / receives information to / from the communication device 4 of another vehicle by, for example, broadcast type wireless communication without using a communication network. That is, vehicle-to-vehicle communication is performed. In the case of wireless communication using a 700 MHz band radio wave, inter-vehicle communication is performed with the communication device 4 of another vehicle existing in a radius range of, for example, about 1 km around the position of the vehicle, and the 5.9 GHz band. In the case of wireless communication using the above-mentioned radio wave, inter-vehicle communication is performed with the communication device 4 of another vehicle existing in a range of a radius of, for example, about 500 m centered on the own vehicle position. The vehicle exterior communication unit 42 transmits information at a transmission cycle in accordance with an instruction from the communication device side control unit 43.

  The communicator-side control unit 43 is configured as a normal computer, and has a well-known CPU, memory such as ROM, RAM, and EEPROM, I / O, and a bus line for connecting these configurations (both shown in the figure). (Not shown). The communicator-side control unit 43 executes various processes by the CPU executing programs stored in advance in the ROM based on various information input from the communicator-side BT communication unit 41 and the outside-vehicle communication unit 42. .

  As shown in FIG. 6, the communication device side control unit 43 includes a terminal sensor information reception unit 431, a vehicle information transmission unit 432, a vehicle information reception unit 433, and a vehicle information transfer unit 434 as functional blocks.

  The terminal sensor information receiving unit 431 receives terminal sensor information transmitted from the mobile terminal 3 of the own vehicle via the communication device side BT communication unit 41. The vehicle information transmission unit 432 generates vehicle information of the host vehicle from the terminal sensor information received by the terminal sensor information reception unit 431, and transmits the generated vehicle information via the external communication unit 42.

  The vehicle information receiving unit 433 receives the above-described vehicle information transmitted from the communication device 4 of the other vehicle via the vehicle outside communication unit 42. The vehicle information corresponds to the position determination information in the claims, and the vehicle information reception unit 433 corresponds to the reception unit in the claims. The vehicle information transfer unit 434 transmits the vehicle information of the other vehicle received by the vehicle information reception unit 433 to the mobile terminal 3 of the own vehicle via the communication device side BT communication unit 41.

  Here, with reference to the flowchart of FIG. 7, processing related to transmission of vehicle information in the communication device side control unit 43 of the communication device 4 (hereinafter, vehicle information transmission related processing) will be described. The flowchart in FIG. 7 may be configured to start when the power of the communication device 4 is turned on.

  First, in step S1, the terminal sensor information receiving unit 431 performs a terminal sensor information receiving process, and proceeds to step S2. In the terminal sensor information reception process, the terminal sensor information acquisition request is transmitted to the mobile terminal 3 via the communication device side BT communication unit 41, and the terminal sensor information returned from the mobile terminal 3 in response to the acquisition request is transmitted. And received via the communication device side BT communication unit 41.

  The terminal sensor information receiving unit 431 does not necessarily have to be configured to transmit a terminal sensor information acquisition request from the communication device 4 to the mobile terminal 3 and receive terminal sensor information returned in response to the acquisition request. For example, the latest terminal sensor information stored in the sensor information storage unit 362 is transmitted from the mobile terminal 3 at regular intervals, and the terminal sensor information reception unit 431 sequentially receives the transmitted terminal sensor information. Also good.

  In step S2, the vehicle information transmission unit 432 performs transmission vehicle information generation processing, and proceeds to step S3. In the transmission vehicle information generation process, vehicle information to be transmitted by inter-vehicle communication is generated from the terminal sensor information received by the terminal sensor information reception unit 431.

  In the transmission vehicle information generation process, vehicle information is generated with the terminal position as the vehicle position of the host vehicle. In the transmission vehicle information generation process, the direction and speed of the own vehicle may be generated as vehicle information.

  As for the direction of the own vehicle, vehicle information is generated with the direction in which the approximate line obtained by the least square method extends from a plurality of terminal positions arranged in time series as the direction of the own vehicle (that is, the traveling direction). Here, although the structure which calculates | requires the azimuth | direction of the own vehicle from a terminal position was shown, it does not necessarily restrict to this. For example, when the mobile terminal 3 includes a geomagnetic sensor and the detection result of the geomagnetic sensor can be used, the configuration may be such that the direction of the vehicle is obtained using the detection result of the geomagnetic sensor.

  As for the vehicle speed of the host vehicle, the travel distance per unit time of the host vehicle using the host terminal is obtained from a plurality of terminal positions arranged in time series, and the travel distance per unit time is calculated as the vehicle speed.

  In this embodiment, although the structure which produces | generates vehicle information from the terminal sensor information obtained from the portable terminal 3 of the own vehicle was shown, it does not necessarily restrict to this. For example, when the communication device 4 includes at least a satellite positioning system receiver such as the GPS receiver 33, the vehicle information is generated from the position of the communication device 4 of the own vehicle that can be detected using this receiver. It is good. In this case, the direction of the host vehicle and the vehicle speed of the host vehicle may be calculated from the position of the communication device 4 of the host vehicle by using a method similar to the above-described method of calculating from the terminal position.

  In step S3, the vehicle information transmission part 432 performs a vehicle information transmission process, and moves to step S4. In the vehicle information transmission process, the vehicle information generated in the transmission vehicle information generation process is transmitted via the outside communication unit 42. Transmission of vehicle information shall be performed according to the transmission cycle of the vehicle-to-vehicle communication in the communication apparatus 4, such as every 100 msec.

  The vehicle information transmitted in the vehicle information transmission process includes the vehicle position of the own vehicle, this time stamp, and identification information for specifying the transmission source vehicle. As identification information, vehicle ID for specifying the own vehicle and apparatus ID for specifying the communication device 4 of the own vehicle can be used. In addition, when transmitting the direction and speed of the own vehicle as vehicle information, these time stamps may be included in the vehicle information.

  In step S4, if it is the end timing of the vehicle information transmission related process (YES in step S4), the flow is ended. On the other hand, if it is not the end timing of the vehicle information transmission related process (NO in step S4), the process returns to step S1 to repeat the flow. An example of the end timing of the vehicle information transmission related process is when the power of the communication device 4 is turned off.

  Next, processing related to driving support (hereinafter referred to as driving support-related processing) in the mobile-side control unit 36 of the mobile terminal 2 will be described using the flowchart of FIG. The flowchart of FIG. 8 shows the vehicle information received by the communication device 4 of the own vehicle from the communication device 4 of the other vehicle in the state where the application program for driving support (hereinafter referred to as the driving support application) is activated. What is necessary is just to set it as the structure started when receiving via the side BT communication part 31. FIG. The driving support application may be configured to be activated by a user operation on an operation input unit (not shown) of the mobile terminal 2.

  First, in step S21, the support timing determination unit 370 performs support timing determination processing, and proceeds to step S22. In the support timing determination process, it is determined whether or not the determination by the support determination unit 374 is necessary, that is, whether or not it is a state to prepare for driving support (hereinafter referred to as support timing). In the support timing determination process, as an example, it is determined based on the processing results in the obstacle presence / absence determination unit 368 and the right / left turn determination unit 369 whether or not the support timing is reached.

  For example, when it is determined whether or not it is the support timing based on the processing result in the obstacle presence / absence determination unit 368, it is as follows. The obstacle presence / absence determination unit 368 determines whether the vehicle position and direction of the other vehicle received from the communication device 4 of the other vehicle and the vehicle position and direction of the own vehicle from the left and right sides of the own vehicle to the rear side. Determine if there is another vehicle. The support timing determination unit 370 determines the support timing when the obstacle presence / absence determination unit 368 determines that there is another vehicle, while the support timing determination unit 368 determines the support timing when the obstacle presence / absence determination unit 368 determines that there is no other vehicle. It is determined that it is not. Note that the direction of the other vehicle may be calculated from the approximate line obtained by the communication device side control unit 43 using the least-squares method from the vehicle positions of the other vehicle multiple times.

  The determination by the obstacle presence / absence determination unit 368 may be configured as follows as an example. For example, the coordinates of the vehicle position of the host vehicle (latitude = y coordinate, longitude = x coordinate) are set as the origin, and the vehicle of the other vehicle is set to the coordinates of the two-dimensional coordinate system in which the direction indicated by the host vehicle is the positive direction of the y-axis. Replace position and orientation. The y coordinate of the vehicle position of the other vehicle is not less than a predetermined negative value and not more than a predetermined positive value, and the x coordinate of the vehicle position of the other vehicle is not less than a predetermined negative value and not more than a predetermined positive value. In such a case, a configuration may be adopted in which it is determined that there is another vehicle from the left and right sides to the rear side of the own vehicle.

  The predetermined positive value and predetermined negative value of the y coordinate, and the predetermined positive value and negative value of the x coordinate are within a range where it can be said that there is another vehicle from the left and right sides of the host vehicle to the rear side. It is a value that falls within the range and can be arbitrarily set.

  As the vehicle position of the own vehicle used in the obstacle presence / absence determination unit 368, the time of the vehicle position of the other vehicle received from the communication device 4 of the other vehicle among the terminal positions accumulated in the sensor information accumulation unit 362 of the own terminal. What is necessary is just to use the structure which reads and uses the terminal position to which the time stamp nearest to the stamp was given.

  The direction of the vehicle used in the obstacle presence / absence determination unit 368 may be obtained as follows. First, among the terminal positions stored in the sensor information storage unit 362 of the own terminal, a time series having a time stamp that is closer to the time stamp of the vehicle position of the other vehicle received from the communication device 4 of the other vehicle is provided. The terminal positions of a plurality of points arranged in line are read out. And the direction where the approximate line calculated | required by the least squares method from the terminal position of several points read out is acquired as a bearing of the own vehicle.

  Moreover, when determining whether it is a support timing based on the processing result in the right-left turn determination part 369, it is as follows. The right / left turn determination unit 369 determines the presence / absence of a right / left turn sign from the vehicle speed of the host vehicle or the vehicle position on the map. When the support timing determination unit 370 determines that there is a sign of right / left turn by the right / left turn determination unit 369, the support timing determination unit 369 determines that the support timing is determined, while when the right / left turn determination unit 369 determines that there is no sign of right / left turn, It is determined that it is not support timing.

  Regarding the vehicle speed of the host vehicle, the travel distance per unit time of the host vehicle using the host terminal is determined from a plurality of terminal positions arranged in time series among the terminal positions stored in the sensor information storage unit 362 of the host terminal. What is necessary is just to set it as the structure which calculates | requires and calculates this moving distance per unit time as a vehicle speed. When the vehicle position on the map is used, the mobile terminal 3 may acquire or hold known map data.

  The determination by the right / left turn determination unit 369 may be configured as follows as an example. For example, when the vehicle speed of the own vehicle is equal to or lower than a predetermined speed, it is determined that there is an indication that the own vehicle is turning left or right. In addition, the distance to the intersection ahead of the course of the vehicle (hereinafter referred to as the intersection distance) is calculated from the vehicle position of the vehicle and the map data, the calculated intersection distance is equal to or less than the predetermined distance, and the vehicle speed of the vehicle is predetermined. It is good also as a structure which determines with the sign of the left-right turn of the own vehicle when it is below speed. The predetermined speed and the predetermined distance mentioned here are arbitrary values. For example, the predetermined speed may be 20 km / h, the predetermined distance may be 30 m, and the like. In addition, when it is specified from the vehicle position of the own vehicle and the map data that the own vehicle is located in the right turn lane or the left turn lane, it may be determined that there is an indication of the left or right turn of the own vehicle. .

  If it is determined in step S22 that the support timing is determined in the support timing determination process (YES in step S22), the process proceeds to step S23. On the other hand, if it is determined in the support timing determination process that the support timing is not reached (NO in step S22), the process proceeds to step S28.

  In step S23, the transmission request unit 371 performs transmission request processing, and proceeds to step S24. In the transmission request process, a transmission request for requesting the sensor unit 2 to transmit operation detection information is transmitted to the sensor unit 2 via the portable-side BT communication unit 31. When a transmission request is transmitted from the portable terminal 3, that is, when a transmission request is made, operation detection information including a detection value of the acceleration sensor 21 is transmitted from the sensor unit 2.

  In step S24, the support determination unit 374 performs a support execution determination process, and proceeds to step S25. In the support execution determination process, the driving support process described later in the driving support unit 375 is performed according to the operation state of the winker lever 5 specified by the operation state specifying unit 366 based on the operation detection information transmitted from the sensor unit. Determine whether or not to implement.

  As an example, the operation state of the winker lever 5 specified by the operation state specifying unit 366 is the above-described right position, and the obstacle presence / absence determination unit 368 is the other vehicle on the rear side from the right side of the own vehicle. If it is determined that there is, it is determined that the driving support process is performed. Further, the operation state of the winker lever 5 specified by the operation state specifying unit 366 is the above-mentioned left position, and the obstacle presence / absence determination unit 368 has another vehicle on the rear side from the left side of the own vehicle. If it has been determined, it is determined that the driving support process is to be performed.

  Further, when the operation state of the winker lever 5 specified by the operation state specifying unit 366 is the neutral position described above, or when there is no other vehicle on the rear side from the left and right sides of the own vehicle in the obstacle presence / absence determination unit 368. If it is determined, it is not determined that the driving support process is performed. Further, when the left and right of the moving direction of the own vehicle indicated by the operation state of the blinker lever 5 and the direction determined by the obstacle presence / absence determining unit 368 from the side of the own vehicle to the presence of another vehicle on the rear side are different. However, it is not determined that the driving support process is performed.

  In step S25, if it is determined in the support execution determination process that the driving support process is performed (YES in step S25), the process proceeds to step S26. On the other hand, if the driving support process is performed and the determination is not made in the support execution determination process (NO in step S25), the process proceeds to step S29.

  In step S26, the driving support unit 375 performs driving support processing, and the process proceeds to step S27. In the driving support process, the display unit 34 and the audio output unit 35 notify the user that there is another vehicle in the direction in which the vehicle is turning left or right or changing the lane.

  In step S27, it is estimated whether the support end estimation part 376 is the timing which complete | finishes a driving assistance process. In other words, the timing for ending the driving support process is a state in which the driving support process is no longer necessary. And when it is estimated that it is the timing which complete | finishes a driving assistance process (it is YES at step S27), it moves to step S28. On the other hand, when it is not estimated that the driving support process is finished (NO in step S27), the process returns to step S26 to repeat the flow.

  The estimation by the support end estimation unit 376 may be configured as follows as an example. For example, for the own vehicle, an approximate curve of a trajectory connecting a plurality of nearest vehicle positions is obtained, and when the radius of curvature of the obtained approximate curve becomes less than a predetermined value and then becomes a predetermined value or more again, the driving support processing Is estimated to be the timing of ending. The predetermined value mentioned here may be a value that can be said to indicate that the vehicle is traveling straight. In addition, when the operation state of the winker lever 5 specified by the operation state specifying unit 366 becomes a neutral position, it may be configured to estimate the timing to end the driving support process.

  In step S28, the stop request unit 377 performs stop request processing, and proceeds to step S33. In the stop request process, a stop request for requesting the sensor unit 2 to stop transmitting the operation detection information is transmitted to the sensor unit 2 via the portable-side BT communication unit 31. When a stop request is transmitted from the portable terminal 3, that is, when a stop request is made, transmission of operation detection information from the sensor unit 2 is stopped.

  In step S29, as in step S21, the support timing determination unit 370 performs support timing determination processing, and the process proceeds to step S30. In step S30, when it is determined that the support timing is determined in the support timing determination process (YES in step S30), the process proceeds to step S31. On the other hand, if it is determined in the support timing determination process that the support timing is not reached (NO in step S30), the process proceeds to step S28.

  In step S31, the transmission frequency determination unit 372 performs a transmission frequency determination process, and proceeds to step S32. In the transmission frequency determination process, the transmission frequency at which the operation detection information is transmitted from the sensor unit 2 is determined based on the identification result in the object distance identification unit 367. The object distance specifying unit 367 calculates a linear distance between the own vehicle and the other vehicle from the vehicle position of the other vehicle received from the communication device 4 of the other vehicle and the vehicle position of the own vehicle. Specify the distance to the car (hereinafter referred to as self-other distance).

  In the transmission frequency determination process, the transmission frequency at which the operation detection information is transmitted from the sensor unit 2 is determined to be higher as the own-other distance specified by the object distance specifying unit 367 becomes shorter. As an example, the transmission frequency is associated in advance for each of the distances divided into a plurality of stages, and the transmission frequency is determined according to which stage the self-other distance specified by the object distance specifying unit 367 corresponds to do it. In addition, when there are a plurality of other vehicles, the self-other distance with the other vehicle closest to the own vehicle is used.

  As the other vehicle is farther from the host vehicle, it is considered less necessary to start the support execution determination process and the driving support process quickly. Therefore, according to the necessity, the transmission frequency for transmitting the operation detection information from the sensor unit 2 is set. It is possible to suppress the power consumption of the sensor unit 2.

  In step S32, the transmission frequency request unit 373 performs transmission frequency request processing, returns to step S24, and repeats the flow. In the transmission frequency request process, a transmission frequency request for requesting the sensor unit 2 to transmit the detection value of the acceleration sensor 21 at the transmission frequency determined in the transmission frequency determination process is sent via the portable BT communication unit 31. Transmit to the sensor unit 2. When a transmission frequency request is transmitted from the portable terminal 3, that is, when a transmission frequency request is made, operation detection information is transmitted from the sensor unit 2 at the requested transmission frequency.

  In step S33, when it is the end timing of the driving support related process (YES in step S33), the flow is ended. On the other hand, if it is not the end timing of the driving support related process (NO in step S33), the process returns to step S21 to repeat the flow. An example of the end timing of the driving support related process is when the driving support application ends.

  According to the configuration of the first embodiment, the detection value transmission processing unit 234 of the sensor unit 2 does not transmit the operation detection information until a transmission request is received from the mobile terminal 3, and the operation detection information is received when the transmission request is received. Since transmission is performed, wasteful power consumption of the sensor unit 2 can be suppressed as compared with a case where operation detection information is periodically output from the sensor unit 2 periodically. Further, since the transmission request from the portable terminal 3 is made when it is determined that the support timing is determined in the support timing determination process, the detection value of the acceleration sensor 21 is not carried for the first time when it is ready to prepare for driving support. The terminal 3 can be obtained. Then, it is possible to determine whether or not to provide driving support based on the operation state of the blinker lever 5 identified from the detection value of the acceleration sensor 21 at the timing when preparation for driving support is reached. become.

  As a result, while it is possible to perform driving support at a timing required for driving support based on the result of detection by the sensor unit 2 of the acceleration generated according to the operation of the winker lever 5 of the vehicle, the sensor unit It is possible to suppress wasteful power consumption of 2.

  Further, according to the configuration of the first embodiment, after the driving support process is started, when the support end estimation unit 376 estimates that the driving support process is no longer necessary, the mobile terminal 2 stops at the sensor unit 2. Since the request is made, it is possible to suppress wasteful power consumption of the sensor unit 2 after driving support is no longer necessary.

  In Embodiment 1, although the structure which performs the process of step S29-step S32 was shown, it does not necessarily restrict to this. For example, the process of step S29 to step S32 is not performed, and if the driving support process is performed in step S25 and the determination is not made in the support execution determination process, the configuration may be changed to step S28 (hereinafter, modified example 1). .

  In the first exemplary embodiment, the detection value transmission processing unit 234 of the sensor unit 2 stops transmission of the operation detection information when a stop request is received from the mobile terminal 3, but the present invention is not necessarily limited thereto. For example, a configuration in which the detection value transmission processing unit 234 stops transmission of operation detection information when an elapsed time after receiving a transmission request reaches a predetermined time without using the above-described stop request (hereinafter, modified) Example 2) is also possible. The predetermined time here is a time that can be arbitrarily set. In the case of adopting the configuration of the modified example 2, the configuration in which the process of step S28 in the flow of FIG. 8 is omitted may be adopted.

  In the first embodiment, in the driving support system 100, the configuration in which the driving support unit 1 is used for both the own vehicle and the other vehicles is shown, but the present invention is not necessarily limited thereto. For example, for other vehicles, it is not necessary to use the driving support unit 1 as long as a communication device capable of transmitting the vehicle information is used. Moreover, it is good also as a structure which uses information, such as a pedestrian's position transmitted from the communication apparatus carried by a pedestrian, similarly to the above-mentioned vehicle information. That is, the present invention is applicable not only to inter-vehicle communication but also to inter-vehicle communication.

(Embodiment 2)
The present invention is not limited to the above-described first embodiment, and the following second embodiment is also included in the technical scope of the present invention. Hereinafter, the second embodiment will be described. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The driving support unit 1a of the second embodiment includes an obstacle detection device 6 that functions as an autonomous sensor of the own vehicle, instead of the communication device 4 for performing wireless communication with the communication device 4 of another vehicle. In addition, the driving support unit 1 according to the first embodiment is the same as the driving support unit 1 except that the processing in the portable control unit 36 is partially different.

  Here, a schematic configuration of the driving support unit 1a will be described with reference to FIG. As shown in FIG. 9, the driving support unit 1 a includes a sensor unit 2, a mobile terminal 3, and an obstacle detection device 6. The portable terminal 3 and the obstacle detection device 6 correspond to the driving support device in the claims.

  The obstacle detection device 6 detects obstacles around the host vehicle. The obstacle detection device 6 includes an obstacle sensor 61, an obstacle detection side BT communication unit 62, and an obstacle detection side control unit 63.

  The obstacle sensor 61 is an autonomous sensor that detects an obstacle around the host vehicle. The obstacle sensor 61 is, for example, a well-known laser radar, which irradiates a predetermined range around the own vehicle with laser light, receives the reflected light, and detects the presence of an obstacle around the own vehicle or relative to the obstacle. The position is detected and output to the obstacle detection side control unit 63. The obstacle sensor 61 corresponds to the distance measuring sensor in the claims. The detection of the presence or relative position of the obstacle may be performed by the obstacle detection side control unit 63 based on the signal from the obstacle sensor 61.

  The relative position of the obstacle may be detected by using, for example, a phase monopulse radar device as the obstacle sensor 61. Specifically, the configuration may be such that the azimuth of the obstacle is detected based on the phase difference between the transmission and reception waves of the laser light, and the relative position of the obstacle is detected from this azimuth and the distance to the obstacle. Further, as the obstacle sensor 61, other sensors such as a millimeter wave radar and a camera that can be used for detecting the relative position of the obstacle may be used.

  The obstacle detection side BT communication unit 62 includes a transmission / reception antenna, and exchanges information by performing BT communication with the mobile terminal 3 of the own vehicle. The communication between the obstacle detection device 6 and the portable terminal 3 is not limited to BT communication, but is configured to be performed by wireless communication in accordance with a short-range wireless communication standard such as ZigBee or a wireless LAN standard such as IEEE 802.11. Alternatively, it may be configured to perform wired communication such as USB communication.

  The obstacle detection side control unit 63 is configured as a normal computer, and includes a well-known CPU, a memory such as a ROM, a RAM, and an EEPROM, an I / O, and a bus line for connecting these configurations (all of them). (Not shown). The obstacle detection side control unit 63 performs various processes by executing a program stored in advance in the ROM based on various information input from the obstacle sensor 61 and the obstacle detection side BT communication unit 61. Run. The obstacle detection side control unit 63 transmits obstacle information such as the relative position of the obstacle around the vehicle detected by the obstacle sensor 61 to the mobile terminal 3 via the obstacle detection side BT communication unit 62.

  As illustrated in FIG. 10, the mobile-side control unit 36 includes, as functional blocks, a terminal sensor information acquisition unit 361, a sensor information storage unit 362, a terminal sensor information transmission unit 363, an operation detection information reception unit 365, and an operation state identification unit 366. , Object distance identification unit 367, obstacle presence / absence determination unit 368, right / left turn determination unit 369, support timing determination unit 370, transmission request unit 371, transmission frequency determination unit 372, transmission frequency request unit 373, support determination unit 374, driving A support unit 375, a support end estimation unit 376, a stop request unit 377, and an obstacle information reception unit 378 are provided.

  The obstacle information receiving unit 378 receives the above-described obstacle information transmitted from the obstacle detection device 6 of the own vehicle via the portable-side BT communication unit 31.

  The object distance specifying unit 367 according to the second embodiment determines the vehicle and the obstacle from the relative position of the obstacle in the obstacle information received from the obstacle detection device 6 of the own vehicle and the vehicle position of the own vehicle. Is calculated, and the distance from the vehicle to the obstacle is specified. The transmission frequency determination unit 372 according to the second embodiment determines the transmission frequency for transmitting the operation detection information from the sensor unit 2 based on the distance from the own vehicle to the obstacle instead of the self-other distance.

  The obstacle presence / absence determination unit 368 according to the second embodiment determines the left and right sides of the own vehicle from the relative position of the obstacle in the obstacle information received from the obstacle detection device 6 of the own vehicle, and the vehicle position and direction of the own vehicle. The presence or absence of obstacles from the side to the rear is determined.

  The determination by the obstacle presence / absence determination unit 368 may be configured as follows as an example. For example, the coordinates of the vehicle position (latitude = y coordinate, longitude = x coordinate) of the own vehicle are used as the origin, and the relative direction of the obstacle is set to the coordinates of the two-dimensional coordinate system in which the direction indicated by the direction of the own vehicle is the positive direction of the y axis Replace position. The y coordinate of the relative position of the obstacle is not less than a predetermined negative value and not more than a predetermined positive value, and the x coordinate of the relative position of the obstacle is not less than a predetermined negative value and not more than the predetermined positive value. If it is, it is determined that there is an obstacle from the left and right sides of the vehicle to the rear side.

  The predetermined positive value and predetermined negative value of the y coordinate, and the predetermined positive value and negative value of the x coordinate are within a range where it can be said that there is an obstacle from the left and right sides of the vehicle to the rear side. It is a value that falls within the range and can be arbitrarily set.

  In addition, the obstacle presence / absence determination unit 368 according to the second embodiment is based on an image within an imaging range from the left and right sides to the rear side of the own vehicle when the obstacle detection device 6 of the own vehicle is a camera. What is necessary is just to set it as the structure which determines with the obstruction from the right and left side of the own vehicle to the back side when an obstacle is recognized by the image recognition technique.

  As an example, the support timing determination unit 370 according to the second embodiment determines the support timing when the obstacle presence / absence determination unit 368 determines that there is an obstacle, while the obstacle presence / absence determination unit 368 determines that there is no obstacle. In this case, it is determined that it is not the support timing.

  The configuration of the second embodiment uses the obstacle information around the own vehicle detected by the obstacle detection device 6 instead of using the vehicle information of the other vehicle received by the communication device 4. Even when such a configuration is adopted, driving assistance is carried out at a necessary timing of driving assistance based on the result of detection by the sensor unit 2 of the acceleration generated according to the operation of the winker lever 5 of the vehicle. This makes it possible to suppress wasteful power consumption of the sensor unit 2.

  In addition, it is good also as a structure which combines the structure of Embodiment 1 and the structure of Embodiment 2, and uses the communication apparatus 4 and the obstruction detection apparatus 6 together.

(Embodiment 3)
The present invention is not limited to the first and second embodiments described above, and the following third embodiment is also included in the technical scope of the present invention. Hereinafter, the third embodiment will be described. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The driving support system 100a of Embodiment 3 does not receive information transmitted from the communication device 4 used in a moving body such as another vehicle or a pedestrian, but from the communication device 7 used in a roadside device installed at an intersection. Except for receiving the transmitted information, it is the same as the driving support system 100 of the first embodiment. More specifically, the point that the communication device 7 is included instead of the communication device 4 of the other vehicle, and the processing at the portable side control unit 36 of the portable terminal 3 and the communication device side control unit 43 of the communication device 4 of the own vehicle is one. Except for the differences, it is the same as the driving support system 100 of the first embodiment.

  Here, a schematic configuration of the driving support system 100a according to the third embodiment will be described with reference to FIG. A driving support system 100a shown in FIG. 11 includes a driving support unit 1 used for a host vehicle (see A in the figure) and a communication device 7 used for a roadside device installed at an intersection.

  The communication device 7 transmits the traffic signal information of the traffic signal 8 at the intersection where the roadside device using the communication device 7 is installed, for example, by broadcast-type wireless communication without going through the communication network. The traffic signal information may be configured to include “signal information” and “signal event expression information”. “Signal information” is signal control information of the traffic light 8, such as a lamp color state of the traffic light 8 including an arrow presented simultaneously with a red signal. “Signal event expression information” includes the position coordinates of the stop line of the intersection where the traffic light 8 is installed, the position coordinates of the center of the intersection, and the like.

  In Embodiment 3, the vehicle exterior communication part 42 of the communication apparatus 4 of the own vehicle receives the signal transmitted from the communication apparatus 7 via a transmission / reception antenna. That is, road-to-vehicle communication is performed. Hereinafter, an intersection where a roadside device using the communication device 7 is installed is referred to as a target intersection.

  In addition, the vehicle information receiving unit 433 of the communication device 4 of the own vehicle receives the above-described signal information transmitted from the communication device 7 via the outside communication unit 42. The vehicle information transfer unit 434 transmits the traffic signal information received by the vehicle information reception unit 433 to the portable terminal 3 of the own vehicle via the communication device side BT communication unit 41.

  In the third embodiment, as shown in FIG. 12, the mobile side control unit 36 includes, as functional blocks, a terminal sensor information acquisition unit 361, a sensor information storage unit 362, a transfer information reception unit 364, and an operation detection information reception unit 365. , Operation state specifying unit 366, object distance specifying unit 367, right / left turn determination unit 369, support timing determination unit 370, transmission request unit 371, transmission frequency determination unit 372, transmission frequency request unit 373, support determination unit 374, driving support 375, a support end estimation unit 376, and a stop request unit 377.

  The transfer information receiving unit 364 in the third embodiment receives the traffic signal information received from the communication device 7 by the communication device 4 of the own vehicle via the portable side BT communication unit 31.

  The object distance specifying unit 367 according to the third embodiment determines whether the subject vehicle and the subject intersection are based on the stop line of the subject intersection in the traffic signal information received from the communication device 7, the position coordinates of the intersection center, and the vehicle position of the subject vehicle. A straight line distance is calculated, and the distance from the vehicle to the target intersection (that is, the intersection distance) is specified. The transmission frequency determination unit 372 according to the third embodiment determines the transmission frequency for transmitting the operation detection information from the sensor unit 2 based on the distance from the vehicle to the target intersection instead of the self-other distance.

  As an example, the support timing determination unit 370 according to the third embodiment determines the support timing when the intersection distance specified by the object distance specifying unit 367 is equal to or less than a predetermined distance, while the intersection specified by the object distance specifying unit 367. When the distance is longer than the predetermined distance, it is determined that it is not the support timing. The predetermined distance here is a value that can be arbitrarily set, and may be several tens of meters, for example.

  The support execution determination process in the support determination unit 374 according to the third embodiment may be performed as follows as an example. For example, the lamp color state of the traffic signal information received from the communication device 7 is a right-pointing arrow that is presented simultaneously with the red signal, and the operation state of the blinker lever 5 specified by the operation state specifying unit 366 is described above. When it is the left position or the neutral position, it is determined that the driving support process is performed. Further, the lamp color state of the traffic signal information received from the communication device 7 is a right-pointing arrow that is presented simultaneously with the red signal, and the operation state of the blinker lever 5 specified by the operation state specifying unit 366 is described above. When the vehicle is in the right position, it is not determined that the driving support process is performed.

  As an example, the driving support processing in the driving support unit 375 in the third embodiment is performed from the display unit 34 and the audio output unit 35 to notify the user that the traffic light 8 at the intersection ahead of the route is a red signal. It is sufficient to adopt a configuration that allows

  The configuration of the third embodiment uses signal information received by the communication device 4 instead of using vehicle information of other vehicles received by the communication device 4. Even when such a configuration is adopted, driving assistance is carried out at a necessary timing of driving assistance based on the result of detection by the sensor unit 2 of the acceleration generated according to the operation of the winker lever 5 of the vehicle. This makes it possible to suppress wasteful power consumption of the sensor unit 2.

  In the third embodiment, the configuration in which the support timing determination process and the support execution determination process are performed based on the traffic signal information transmitted from the communication device 7 has been described. However, the configuration is not necessarily limited thereto. For example, when the communication device 7 relays and transmits vehicle information of other vehicles, a configuration that performs support timing determination processing and support execution determination processing based on the vehicle information transmitted from the communication device 7 (hereinafter, referred to as the following) Modification 3) may be employed. In addition, when the position of a pedestrian or vehicle around the intersection is detected by the sensor of the roadside device using the communication device 7, the support timing determination is made based on the detection result of the sensor transmitted from the communication device 4. It is good also as a structure (henceforth modification 4) which performs a process and support implementation determination process.

  Even in the configurations of the third and fourth modifications, the driving assistance is performed at the timing when the driving assistance is necessary based on the detection result of the acceleration generated by the operation of the winker lever 5 of the vehicle by the sensor unit 2. This makes it possible to suppress wasteful power consumption of the sensor unit 2. Moreover, it is good also as a structure which combined Embodiment 1, Embodiment 2, and Embodiment 3. FIG.

  In the above-described first to third embodiments, the configuration in which the operation detection information is not transmitted from the sensor-side BT communication unit 22 until a transmission request is made has been described, but the configuration is not necessarily limited thereto. For example, the power supply to the acceleration sensor 21 may be cut off and the sensing with the acceleration sensor 21 may be stopped until a transmission request is made. This can be realized from the following configurations of the first to third embodiments.

  The sensor unit 2 of the first to third embodiments is attached to a winker lever 5 provided so that the position of the other end changes at least in the direction of gravitational acceleration during operation with one end fixed to the vehicle as a fulcrum. . Therefore, it is possible to determine an acceleration detection value that serves as a reference for specifying the operation state. And since the acceleration detection value used as a reference | standard can be defined, even if the sensing of the acceleration sensor 21 is interrupted temporarily, based on the acceleration detection value used as a reference | standard, the portable terminal 3 Thus, the operating state of the blinker lever 5 can be specified.

  In addition, when the sensor unit 2 is attached to a device that rotates 360 degrees, such as a steering wheel, only a momentary acceleration detection value indicates, for example, a state rotated 10 degrees clockwise and a state rotated 370 degrees Cannot be distinguished by the portable terminal 3. However, since the winker lever 5 is provided such that the movable range of the other end position with the one end fixed to the vehicle as a fulcrum is less than 360 degrees, the mobile terminal 3 can detect even the instantaneous acceleration detection value. The operation state can be specified. Therefore, even if the sensing of the acceleration sensor 21 is temporarily interrupted, the operation state of the blinker lever 5 can be specified by the portable terminal 3 from the instantaneous acceleration detection value.

  If not only the operation detection information is transmitted from the sensor-side BT communication unit 22 but also the sensing by the acceleration sensor 21 is stopped, it is more preferable because power consumption can be suppressed accordingly.

  In addition, in this embodiment, although the driving assistance apparatus of the claim showed the structure which consists of the communication apparatus 4, the obstruction detection apparatus 6, and the portable terminal 3, it does not necessarily restrict to this. For example, it is good also as a structure which implement | achieves the driving assistance apparatus of a claim with an integrated apparatus, and it is good also as a structure which uses a car navigation apparatus instead of the portable terminal 3.

  Further, in the above-described embodiment, the configuration in which the acceleration generated by the operation of the winker lever 5 is detected by the sensor unit 2 and the operation state of the winker lever 5 is specified has been described. For example, the present invention may be applied to a shift lever or the like that is provided so that the position of the lever changes at least in the direction of gravitational acceleration during operation. In the case where the present invention is applied to the above-described shift lever, the driving assistance may be performed depending on whether the shift position is the forward position or the reverse position. As an example, it may be configured such that driving assistance such as urging attention when there is an obstacle ahead of the start and the shift position is the forward position is sufficient.

  In addition, a physical quantity other than the acceleration generated by the operation of the winker lever 5 may be detected by the sensor unit 2 and the operation state of the winker lever 5 may be specified.

  The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and the technical means disclosed in different embodiments can be appropriately combined. Such embodiments are also included in the technical scope of the present invention.

1 driving support unit, 2 sensor unit, 3 mobile terminal (driving support device), 4 communication device (driving support device), 5 winker lever (operation member), 6 obstacle detection device (driving support device), 21 acceleration sensor ( Physical quantity detection unit), 22 sensor-side BT communication unit (detection result transmission unit), 366 operation state identification unit, 370 support timing determination unit, 371 transmission request unit, 374 support determination unit, 375 driving support unit,

Claims (15)

A support determination unit (374) that is used in a vehicle and determines whether or not driving support is performed based on an operation state of an operation member (5) related to a change in the traveling direction of the vehicle, and the support determination unit A driving support unit (1) including a driving support device (3, 4, 6) including a driving support unit (375) that executes the driving support when it is determined that the driving support is performed in
Attached to the operating member;
A physical quantity detection unit (21) for detecting a physical quantity that changes due to an operation of the operation member;
A sensor unit (2) further comprising a detection result transmission unit (22) that transmits a detection result of the physical quantity detection unit to the driving support device;
The driving support device includes:
A support timing determination unit (370) for determining whether or not the determination by the support determination unit is necessary;
A transmission request unit (371) that makes a transmission request for the detection result to the sensor unit when the support timing determination unit determines that the determination by the support determination unit is necessary;
An operation state specifying unit (366) for specifying an operation state of the operation member from the detection result transmitted from the detection result transmission unit;
The support determination unit determines whether to perform driving support based on the operation state of the operation member specified by the operation state specifying unit,
The sensor unit is
Until the transmission request is received from the transmission request unit, the detection result is not transmitted from the detection result transmission unit. When the transmission request is received from the transmission request unit, the detection result is transmitted from the detection result transmission unit. A driving support unit comprising a transmission control unit (234) for transmitting In claim 1,
The operating member is provided so that one end fixed to the vehicle serves as a fulcrum and the position of the other end changes at least in the direction of gravitational acceleration during operation, and the one end fixed to the vehicle serves as a fulcrum. The movable range of the position of the other end is provided to be less than 360 degrees,
The physical quantity detection unit detects an acceleration applied to the operation member. In claim 1 or 2,
The driving support device includes:
A support end estimation unit (376) for estimating whether or not the driving support is no longer necessary after the driving support is performed by the driving support unit;
A stop request unit (377) for making a stop request for requesting the sensor unit to stop transmitting the detection result when the support end estimation unit estimates that the driving support is no longer necessary.
The driving support unit, wherein the transmission control unit of the sensor unit stops transmission of the detection result from the detection result transmission unit when the stop request is received from the stop request unit. In any one of Claims 1-3,
The driving support device includes:
An object distance specifying unit (367) for specifying a distance from the own vehicle to an object around the own vehicle;
When performing the transmission request from the transmission request unit, a transmission frequency request for requesting a high frequency of transmitting the detection result from the sensor unit according to a decrease in the distance specified by the object distance specifying unit. A transmission frequency request unit (373) to perform,
The transmission control unit of the sensor unit causes the detection result to be transmitted at a frequency according to the transmission frequency request from the transmission frequency request unit when transmitting the detection result from the detection result transmission unit. A driving support unit. In claim 4,
The driving support device includes:
A receiver (433) for receiving information transmitted by wireless communication from a communication device outside the vehicle;
The object distance specifying unit receives the position determination information when receiving the position determination information, which is information that can determine the position of the object using the communication device, from the communication device by the receiving unit. A driving support unit characterized in that the distance from the own vehicle to the object is specified as the distance from the own vehicle to an obstacle around the own vehicle. In claim 4,
The object distance specifying unit is configured to detect a distance from the own vehicle to an object around the own vehicle from a detection result of a distance measuring sensor (61) that detects a distance from the own vehicle to the obstacle as the object around the own vehicle. A driving support unit characterized by specifying a distance. In any one of Claims 1-6,
The driving support device includes:
An obstacle presence / absence determination unit (368) for determining the presence / absence of at least one obstacle on the left side and the right side of the host vehicle,
The support determination unit determines whether or not to implement driving support based on an operation state of the operation member related to a change in the traveling direction of the vehicle to the left and right.
The said assistance timing determination part determines with the situation which needs the determination by the said assistance determination part, when it determines with the said obstacle presence determination part having the said obstacle, The driving assistance unit characterized by the above-mentioned. In any one of Claims 1-7,
The driving support device includes:
A right / left turn determination unit (369) for determining the presence / absence of a right / left turn sign of the vehicle;
The support determination unit determines whether or not to implement driving support based on an operation state of the operation member related to a change in the traveling direction of the vehicle to the left and right.
The driving support unit, wherein the support timing determination unit determines that the determination by the support determination unit is necessary when the right / left turn determination unit determines that there is a sign of a left / right turn of the vehicle. In any one of Claims 1-8,
The driving support device includes:
A receiver (433) for receiving information transmitted by wireless communication from a communication device outside the vehicle;
The driving support unit, wherein the support timing determination unit determines whether or not the determination by the support determination unit is necessary based on information received from the communication device by the reception unit. In claim 9,
The driving support device includes:
A receiving unit (433) for receiving information transmitted by wireless communication from a communication device provided at an intersection;
Whether the support timing determination unit needs to be determined by the support determination unit based on the traffic signal information when the reception unit receives the traffic signal information of the intersection transmitted from the communication device. A driving support unit characterized by determining whether or not. In any one of Claims 1-10,
The driving support unit, wherein the sensor unit is attached to a winker lever as the operation member of the vehicle.   A driving support device used in the driving support unit (1) according to any one of claims 1 to 11. In claim 12,
A portable terminal (3) comprising at least the support determination unit (374), the driving support unit (375), the support timing determination unit (370), the transmission request unit (371), and the operation state specifying unit (366). A driving support device comprising:   It is used with the driving assistance unit in any one of Claims 1-11, The sensor unit characterized by the above-mentioned.   A portable terminal used in the driving support device (3, 4, 6) according to claim 13.

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