JP2017027228A - Drive assist system, drive assist apparatus, and information transmission apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive assist system, a drive assist apparatus, and an information transmission apparatus for more appropriately notifying a driver of information about pedestrians and bicycles present around a subject vehicle.SOLUTION: A bicycle terminal 1 sequentially wirelessly transmits data indicating a position track within previous constant time from a current point of time of a bicycle mounting the bicycle terminal 1 as moving related data. Upon receiving the moving related data from the bicycle terminal 1, a drive assist apparatus 2 determines whether the transmission source bicycle is in a state of waiting for crossing on the basis of the received moving related data. To notify a driver of the transmission source bicycle determined to be in a state of waiting for crossing, the drive is notified in a manner in which the driver can recognize that the bicycle is highly likely in the state of waiting for crossing.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a driving support system, a driving support device, and an information transmission device for notifying a driver of information about a moving object existing around a vehicle.

  In recent years, a system has been proposed in which information such as a current position is shared by wireless communication directly between a wireless communication device mounted on a vehicle and a portable terminal carried by a pedestrian or the like. In addition, as a device used in such a system, a driving support device that supports a driver's driving operation based on information transmitted from a portable terminal has also been proposed.

  For example, Patent Document 1 discloses pedestrian side information such as the current position and traveling direction of a pedestrian acquired by wireless communication with a mobile terminal, and vehicle information of a vehicle (referred to as a host vehicle) on which a driving support device is mounted. Based on the above, a driving support device is disclosed that determines the degree of danger of the pedestrian and issues a warning corresponding to the determination result to the driver.

  Specifically, from the direction of travel of the pedestrian and the direction of travel of the host vehicle, it is determined whether or not the travel direction of the host vehicle intersects. The relative distance between the host vehicle and the pedestrian is calculated. When the relative distance is equal to or less than a predetermined threshold (determined threshold), the pedestrian is warned.

JP 2009-134759 A

  A pedestrian whose traveling direction is orthogonal to the traveling direction of the host vehicle is crossing the road on which the host vehicle is traveling (referred to as the traveling path of the host vehicle) or will cross the traveling path of the host vehicle. It may be. There are various behavior patterns of pedestrians crossing the road, and if there are pedestrians who stop the road before entering the road they are going to cross, and start crossing the road after confirming safety, stop. Some pedestrians begin to cross the road.

  In view of such circumstances, it is important information for the driver whether a pedestrian whose traveling direction is a direction orthogonal to the traveling direction of the host vehicle is currently moving or stopped. Pedestrians that are currently stopped can be expected to wait for a so-called crossing, and while it is unlikely to jump out ahead of the host vehicle, pedestrians that are moving are crossing or stopping. This is because there is a possibility of entering the road without going through.

  However, in the configuration of Patent Document 1, it has not been studied whether to change the warning mode or whether or not to perform the warning depending on the speed of the pedestrian itself. Therefore, in the configuration of Patent Document 1, the same warning is executed when the approaching speed is the same even when the pedestrian is moving or stopped. As a result, the driver cannot recognize whether the pedestrian is moving or stopped from the content of the warning.

  In the above, based on Patent Document 1, the case where the object that the driving support device alerts the driver is a pedestrian is described. However, the bicycle is also a mobile body that should alert the driver (to be notified). It corresponds to.

  The present invention has been made based on this situation, and the object of the present invention is to provide a driving support system and driving support for more appropriately notifying a driver of information about pedestrians and bicycles existing around the vehicle. It is to provide an apparatus and an information transmission apparatus.

  The invention of the driving support system for achieving the object relates to a notification object side device (1) carried or mounted on a predetermined moving object to be notified and a moving object to be mounted on a vehicle and to be notified. A driving support system (2) that performs a process of notifying the driver of the vehicle of the above information, and the notification target side device directly wirelessly communicates with the driving support device using radio waves in a predetermined frequency band. Data for the driving support device to estimate the moving state within a certain past time from the present time of the moving object carrying or mounting the notifying target side communication unit (14) and the notifying target side device for communication. A movement-related data generation unit (13) that sequentially generates movement-related data, and the notification target side communication unit transmits the movement-related data generated by the movement-related data generation unit, and the driving support device Carrying or mounting the vehicle-side communication unit (21) that receives movement-related data transmitted from the notification target side device, the vehicle information acquisition unit (24) that sequentially acquires the traveling direction of the vehicle, and the notification target side device When the vehicle-side communication unit receives the movement-related data when the vehicle-side communication unit receives the movement-related data, the movement-related data is obtained based on the received movement-related data. A source behavior estimation unit (22) that estimates a movement state within a certain period of time from the current time of the source mobile unit that is a mobile unit corresponding to the source of the source, and a source mobile unit estimated by the source behavior estimation unit Based on the moving state and the traveling direction of the vehicle, a transmission source state determination unit (25) that determines whether or not the transmission source moving body is in a crossing standby state waiting for crossing a road on which the vehicle is traveling. And be prepared In the case where the notification processing unit performs the notification about the transmission source mobile body determined to be in the crossing standby state by the transmission source state determination unit, the transmission source mobile body may be in the crossing standby state. The notification is made so that the driver can recognize that the price is high.

  In the above configuration, the notification target side apparatus sequentially transmits wirelessly the movement related data for the driving support apparatus to estimate the movement state of the past certain time from the current time of the mobile object carrying or mounting the notification target side apparatus. To do. The term “within the past certain time from the present time” includes the present time (data transmission time).

  In addition, the driving support device is based on the movement related data transmitted from the notification target side device, from the current time of the transmission source mobile that carries or carries the notification target side device corresponding to the transmission source of the movement related data. The movement state of the past fixed time is estimated, and the transmission source state determination unit determines whether or not it is in a state of waiting for a crossing of the road on which the host vehicle is traveling (that is, a crossing standby state). In addition, the own vehicle here points out the vehicle carrying the driving assistance device.

  When the notification processing unit performs notification about the transmission source mobile body that is determined to be in the crossing standby state by the transmission source state determination unit, the driver may be in the crossing standby state of the transmission source mobile body Notify you that you can recognize that That is, according to the above configuration, the driver can recognize whether or not there is a high possibility that the moving object as the notification target is in the crossing standby state from the notification mode performed by the driving support device.

  In addition, when a bicycle or a pedestrian is adopted as a moving object to be notified in the above-described driving support system, the driving support device is determined to be in a crossing standby state by the transmission source state determination unit. For the driver to recognize that they are likely to be in a waiting state for crossing.

  Therefore, according to the above configuration, it is possible to more appropriately notify the driver of information about pedestrians and bicycles existing around the host vehicle.

  Moreover, the invention of the driving support apparatus for achieving the above object includes the function of the driving support apparatus used in the above driving support system.

  Furthermore, the invention of the information transmitting device for achieving the above object is characterized by including the function of the notification target side device used in the above-described driving support system.

  In addition, the code | symbol in the parenthesis described in the claim shows the correspondence with the specific means as described in embodiment mentioned later as one aspect, Comprising: The technical scope of this invention is limited is not.

It is a block diagram which shows an example of the schematic structure of the driving assistance system 100 which concerns on this embodiment. 2 is a block diagram illustrating an example of a schematic configuration of a bicycle terminal 1. FIG. It is a figure which shows the schematic structure of movement related data. 2 is a block diagram illustrating an example of a schematic configuration of a driving support device 2. FIG. It is a flowchart of the notification relevant process which the driving assistance apparatus 2 implements. FIG. 5 is a conceptual diagram for explaining the operation of the driving support device 2. It is a flowchart of the notification relevant process which the driving assistance apparatus 2 in a modification implements. It is a flowchart for demonstrating the process for orthogonal moving bodies. It is a block diagram which shows an example of the schematic structure of the bicycle terminal in a modification. It is a figure which shows the schematic structure of the movement related data in a modification. It is a conceptual diagram for demonstrating the action | operation of the driving assistance system 100 in a modification.

[Embodiment]
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram illustrating an example of a schematic configuration of a driving support system 100 according to the present embodiment. The driving support system 100 includes a bicycle terminal 1 mounted on a bicycle and a driving support device 2 mounted on a four-wheeled vehicle.

  Although only one bicycle terminal 1 is shown in FIG. 1, there may be a plurality of bicycle terminals 1. The bicycle terminal 1 corresponds to an example of a notification target side device and an information transmission device described in the claims, and the bicycle corresponds to an example of a mobile object to be notified as described in the claims.

  Hereinafter, this embodiment will be described by referring to a four-wheeled vehicle on which the driving support device 2 is mounted as a host vehicle. The driving support device 2 may be mounted on a two-wheeled vehicle.

<About bicycle terminal 1>
First, the configuration and operation of the bicycle terminal 1 will be described. As shown in FIG. 2, the bicycle terminal 1 includes a GNSS receiver 11, a detection result holding unit 12, a transmission data generation unit 13, and a wireless communication unit 14. For convenience, a bicycle on which the bicycle terminal 1 is mounted is referred to as a mounted bicycle.

  The GNSS receiver 11 detects the current position of the bicycle terminal 1 sequentially (for example, every 100 milliseconds) by receiving radio waves from a satellite (GNSS satellite) used in the GNSS (Global Navigation Satellite System). . The detection result of the GNSS receiver 11, that is, the position information indicating the current position of the bicycle terminal 1 may be represented by, for example, latitude and longitude. The detection result of the GNSS receiver 11 is stored in the detection result holding unit 12. The GNSS receiver 11 corresponds to the position information acquisition unit described in the claims. The GNSS satellite corresponds to the positioning satellite described in the claims.

  The detection result holding unit 12 is a storage device realized by a rewritable storage medium such as a flash memory or a RAM (Random Access Memory). The detection result holding unit 12 stores the detection result of the GNSS receiver 11 a predetermined number of times (for example, 50 times) from a new one. The detection results of the GNSS receiver 11 at a plurality of time points may be sorted and stored in chronological order so that the latest detection result is at the top of the list, for example.

  Based on the data stored in the detection result holding unit 12, the transmission data generating unit 13 causes the driving support device 2 to estimate the movement state of the mounted bicycle at each time point within the past certain time (including the current time) from the current time point. To generate movement related data. The moving state of the mounted bicycle here corresponds to the current traveling direction, whether the mounted bicycle is moving, or the like.

  In this embodiment, as an example, the movement-related data generated by the transmission data generation unit 13 includes a terminal ID indicating a transmission source communication terminal, a transmission time, and position information time-series data, as shown in FIG. Including configuration.

  The terminal ID is a unique identification number assigned in advance to the bicycle terminal 1 and is used by the driving support device 2 to identify the plurality of bicycle terminals 1. The terminal ID may be stored in a non-volatile memory (not shown). The transmission time indicates the time when the movement-related data is generated. The bicycle terminal 1 has a clock function that identifies the current time based on the radio wave received by the GNSS receiver 11, and the transmission time is determined based on time information measured by the clock function. The movement related data may not include the transmission time.

  The position information time-series data is data in which detection results (that is, position information of the bicycle terminal 1) of the GNSS receiver 11 for a certain period of time from the present time are arranged in time series. Note that the detection results of the GNSS receiver 11 for a certain period of time from the current time are, in other words, the detection results for the most recent M times. M is an integer representing the number of detection results to be included in the movement-related data, and may be designed as appropriate. For example, if the interval at which the GNSS receiver 11 detects the current position is 100 milliseconds, and M = 50, the position information time-series data is the detection result of the GNSS receiver 11 for the past 5 seconds from the present time. Will be included.

  Note that the position information (1) shown in FIG. 2 is information representing the latest detection result (that is, the current position) of the GNSS receiver 11, and the position information (2) is the detection immediately before the latest detection result. It is information representing the result. The position information (M) represents the detection result M-1 previous to the latest detection result (that is, the position a predetermined time before the current time).

  This position information time-series data includes, as metadata, a sampling interval that is an interval at which the GNSS receiver 11 acquires position information, or each position information includes time information at which the position information was acquired. It is preferable that (so-called time stamp) is given.

  The transmission data generation unit 13 generates the above movement-related data at a constant transmission interval (for example, 200 milliseconds), and outputs the generated movement-related data to the wireless communication unit 14. The transmission data generation unit 13 may be realized by software using a CPU or may be realized by hardware using one or a plurality of ICs. The transmission data generation unit 13 corresponds to the movement related data generation unit described in the claims.

  The wireless communication unit 14 is a communication module for directly transmitting the movement-related data input from the transmission data generation unit 13 to the driving support device 2. The wireless communication unit 14 generates a signal obtained by performing predetermined processing such as encoding and modulation on the movement-related data input from the transmission data generation unit 13 and radiates the signal from the antenna 14A to the space as a radio wave.

  The wireless communication unit 14 may be configured to comply with a predetermined short-range wireless communication standard such that the reach of the signal transmitted from the antenna 14A is at most about several tens of meters to 50 meters. As the short-range wireless communication standard here, for example, Bluetooth Low Energy (Bluetooth is a registered trademark), Wi-Fi (registered trademark), or the like can be adopted. When the communication standard exemplified above is adopted, the communication between the bicycle terminal 1 and the driving support device 2 is realized using radio waves in the UHF (Ultra High Frequency) band. Not exclusively. Communication between the bicycle terminal 1 and the driving support device 2 may be realized using radio waves in other frequency bands.

  The antenna 14 </ b> A is an antenna for transmitting radio waves in a frequency band used for communication between the bicycle terminal 1 and the driving support device 2. The antenna 14A is an omnidirectional antenna in the present embodiment, but may be a directional antenna having directivity in a predetermined direction. In this case, the bicycle terminal 1 is installed on the mounted bicycle so that the center of directivity of the antenna 14A coincides with the front direction of the mounted bicycle.

  The installation position of the bicycle terminal 1 on the on-board bicycle may be appropriately designed in consideration of the directivity of the antenna 14A. For example, it may be provided in the vicinity of a frame portion (for example, a down tube), a front fork, or a handle. The wireless communication unit 14 corresponds to the notification target side communication unit described in the claims.

<About the driving support device 2>
Next, the configuration and operation of the driving support device 2 will be described. As shown in FIG. 4, the driving support device 2 includes a wireless communication unit 21, a transmission source behavior estimation unit 22, an estimation result holding unit 23, a vehicle information acquisition unit 24, a warning necessity determination unit 25, and a notification processing unit 26. Prepare.

  The driving support device 2 includes various sensors (referred to as in-vehicle sensors) mounted on the host vehicle, a position detector, a display, and the like via a network built in the host vehicle (referred to as an in-vehicle network). In addition, communication is possible with a speaker or the like. Examples of the in-vehicle sensor include a vehicle speed sensor that detects the traveling speed of the vehicle, an acceleration sensor that detects acceleration acting in the longitudinal direction of the vehicle (referred to as longitudinal acceleration), and a steering angle sensor that detects the steering angle. A position detector is a device that detects the current position of the host vehicle. The position detector may be realized using a GNSS receiver similar to the GNSS receiver 11 included in the bicycle terminal 1.

  The wireless communication unit 21 is a communication module for communicating with the bicycle terminal 1. The wireless communication unit 21 includes an antenna 21A for receiving a signal in a frequency band used for wireless communication with the bicycle terminal 1, and performs predetermined reception such as demodulation and decoding on the signal received by the antenna 21A. By performing the processing, data corresponding to the received signal is generated and provided to the transmission source behavior estimation unit 22. The data corresponding to the received signal is movement related data transmitted from the bicycle terminal 1, for example. That is, the wireless communication unit 21 receives the movement-related data transmitted from the bicycle terminal 1 and provides it to the transmission source behavior estimation unit 22.

  Note that the wireless communication range of the wireless communication unit 21 may be designed as appropriate. For example, the radio communication range within the line-of-sight may be designed to be about 50 m in the vehicle front-rear direction and about 20 m on the left and right in the vehicle width direction. Although only one antenna 21A is shown in FIG. 4, a plurality of antennas 21A may be provided. The wireless communication unit 21 corresponds to the vehicle-side communication unit described in the claims.

  Based on the movement-related data provided from the wireless communication unit 21, the transmission source behavior estimation unit 22 starts from the current time of a bicycle (referred to as a transmission source bicycle) equipped with a bicycle terminal corresponding to the transmission source of the movement-related data. Estimate the movement state of the on-board bicycle at each point in time in the past.

  Specifically, the movement trajectory of the transmission source bicycle is calculated based on the received position information time-series data of the movement-related data, and the current traveling direction of the transmission source bicycle is estimated. For example, if the transmission source behavior estimation unit 22 regards the direction from the position indicated by one or more past position information as compared to the latest position information to the position indicated by the latest position information as the traveling direction of the transmission source bicycle. Good. The traveling direction may be represented by 360 degrees so that the north is 0 degrees and the east is 90 degrees, for example. Note that the method of estimating the current traveling direction from the position information at a plurality of time points arranged in time series is not limited to the method described above, and a known method may be adopted as appropriate.

  Further, the transmission source behavior estimation unit 22 moves at a plurality of points in time in the past based on the position information at each point included in the position information time-series data of the movement-related data and the sampling interval of the position information in the bicycle terminal 1. Estimate speed. For example, the moving speed from a certain time point (referred to as the first time point) to the next certain time point (second time point) is the position indicated by the position information at the first time point and the position indicated by the position information at the second time point. The distance can be obtained by dividing by the time interval from the first time point to the second time point.

  The transmission source behavior estimation unit 22 applies the above-described arithmetic processing to the position information at each time point included in the position information time-series data by using the position information one past from the target time point, The moving speed at each time point is calculated. The time interval between the two time points may be a sampling interval (100 milliseconds). Then, the transmission source behavior estimation unit 22 generates speed time-series data by arranging the calculated movement speeds at the respective time points in order of time series so that the movement speed at the latest time point becomes the head. The movement speed at multiple time points constituting the speed time series data indicates whether or not the transmission source bicycle is currently moving, and whether or not there was a time point that was moving within a certain time from the current time. It functions as index information for the warning necessity determination unit 25 to determine.

  The current traveling direction and speed time-series data of the transmission source bicycle estimated and generated by the transmission source behavior estimation unit 22 as described above are the terminal ID and position information indicated in the received movement-related data. Along with the latest position information indicated in the series data, the warning necessity determination unit 25 is provided. For convenience, the current traveling direction, speed time-series data, latest position information, and terminal ID of the transmission source bicycle are collectively referred to as transmission source information.

  In addition, the current traveling direction and speed time-series data of the transmission source bicycle estimated or generated by the transmission source behavior estimation unit 22 as described above are, for example, the terminal ID and reception received in the received movement-related data. What is necessary is just to preserve | save in the estimation result holding | maintenance part 23 matched with time and position information time series data.

  The estimation result holding unit 23 is a storage device realized by a rewritable storage medium such as a flash memory or a RAM (Random Access Memory). The estimation result holding unit 23 stores the estimation result of the transmission source behavior estimation unit 22 in association with the movement-related data that is the basis of the estimation, and stores a predetermined number of times (for example, 10 times). The estimation result may be stored separately for each terminal ID, that is, for each transmission source bicycle.

  The vehicle information acquisition unit 24 acquires various information (vehicle information) indicating the state of the vehicle from various sensors connected to the driving support device 2 via the in-vehicle network. The vehicle information includes, for example, the traveling speed of the host vehicle, the traveling direction, the longitudinal acceleration, the steering angle, and the shift position.

  Note that the traveling direction of the host vehicle may be estimated based on the temporal change of the position information detected by the position detector, or may be detected by a direction sensor that detects the direction of the host vehicle. Similarly to the traveling direction of the transmission source bicycle, the traveling direction of the host vehicle may be represented by 360 degrees so that the north is 0 degrees and the east is 90 degrees. The vehicle information acquired by the vehicle information acquisition unit 24 is provided to the warning necessity determination unit 25.

  Based on the vehicle information provided from the vehicle information acquisition unit 24 and the transmission source information provided from the transmission source behavior estimation unit 22, the warning necessity determination unit 25 determines the state of the transmission source bicycle (details will be described later). judge. Based on the determination result, it is determined whether or not it is necessary to notify the driver of the host vehicle of information about the transmission source bicycle. The specific operation of the warning necessity determination unit 25 will be described later separately. The warning necessity determination unit 25 corresponds to the transmission source state determination unit described in the claims.

  The notification processing unit 26 performs processing (hereinafter also referred to as notification processing) for notifying the driver of the host vehicle of a bicycle existing around the host vehicle via a display, a speaker, or the like mounted on the host vehicle. Do. In addition, the medium used for the notification process to the driver of the own vehicle is not limited to a display or a speaker. An indicator such as an LED or a vibrator that generates vibration may be used. The display may be a head-up display. The specific operation of the notification processing unit 26 will also be described later.

<Notification-related processing>
Next, the notification related process which the driving assistance apparatus 2 implements is demonstrated using the flowchart shown in FIG. The notification related process is a series of processes for notifying the driver of the host vehicle about a bicycle existing around the host vehicle. The flowchart illustrated in FIG. 5 may be started when the wireless communication unit 21 receives movement-related data, for example. Of course, the implementation conditions for the notification-related processing may be appropriately designed. Moreover, you may add that the own vehicle is drive | working as implementation conditions of the said notification related process.

  First, in step S101, the transmission source behavior estimation unit 22 determines the current traveling direction of the transmission source bicycle and the movement speeds at a plurality of points in the past fixed time based on the movement related data received by the wireless communication unit 21. Estimate and move to step S102.

  In step S102, the warning necessity determination unit 25 determines whether the traveling direction of the host vehicle and the traveling direction of the transmission source moving body are orthogonal to each other. The term “orthogonal” here is not limited to a state in which the traveling directions of each other are at right angles. When the absolute value Δθ of the difference in the traveling direction is within the range of 45 degrees to 135 degrees, it may be determined that the traveling direction of the host vehicle and the traveling direction of the transmission source moving body are orthogonal to each other. . However, when the absolute value Δθ exceeds 180 degrees, when the value obtained by subtracting the absolute value Δθ from 360 degrees is within the range of 45 degrees to 135 degrees, the traveling direction of the host vehicle It is determined that the traveling direction of the transmission source mobile body is orthogonal. That is, when the absolute value Δθ is within a range from 45 degrees to 135 degrees or a range from 225 degrees to 315 degrees, the traveling direction of the host vehicle and the traveling direction of the transmission source moving body are orthogonal to each other. What is necessary is just to determine with it.

  If it is determined in step S102 that the traveling direction of the host vehicle and the traveling direction of the transmission source mobile body are orthogonal, step S102 is affirmed and the process proceeds to step S103. On the other hand, when it determines with the advancing direction of the own vehicle and the advancing direction of a transmission source mobile body not orthogonal, step S102 is negatively determined and this flow is complete | finished.

  In step S103, the warning necessity determination unit 25 determines whether or not the transmission source bicycle and the host vehicle are in a positional relationship in which they are close to each other. Geometrically, the positional relationship between the transmission source bicycle and the host vehicle is geometrically defined as a half straight line extending from the current position of the transmission source bicycle in the traveling direction of the transmission source bicycle and the current position of the host vehicle. This is a positional relationship where a half line extending in the traveling direction intersects.

  Specifically, in step S103, the warning necessity determination unit 25 determines, based on the current position of the transmission source bicycle, the current traveling direction, and the current position of the host vehicle, the traveling direction side of the transmission source bicycle as viewed from the transmission source bicycle. It is determined whether or not the own vehicle exists. Further, it is determined whether or not the transmission source bicycle exists on the traveling direction side of the own vehicle as seen from the own vehicle.

  If the host vehicle is present on the traveling direction side of the source bicycle when viewed from the transmitting source bicycle and the source bicycle is present on the traveling direction side of the host vehicle when viewed from the own vehicle, step S103 is affirmed. Determine and move to step S104. On the other hand, if the host vehicle does not exist on the traveling direction side when viewed from the transmission source bicycle, or if the transmission source bicycle does not exist on the traveling direction side of the host vehicle when viewed from the own vehicle, a negative determination is made in step S103. This flow ends.

  Note that the case where the traveling direction of the transmission source bicycle and the own vehicle are orthogonal to each other and the own vehicle exists on the traveling direction side when viewed from the transmission source bicycle is, for example, the road on which the own vehicle is traveling (the own vehicle) This represents a state in which the transmission source bicycle is approaching toward the travel path. That is, it shows a state where the transmission source bicycle may cross the own vehicle travel path.

  In addition, when the traveling direction of the transmission source bicycle and the own vehicle are orthogonal and the own vehicle does not exist on the traveling direction side when viewed from the transmission source bicycle, the transmission source bicycle can cross the own vehicle traveling path from now on. It shows a state without sex. The state in which the transmission source bicycle has no possibility of crossing the own vehicle traveling path is, for example, a case where the transmission source bicycle has already crossed the own vehicle traveling path.

  In step S104, the warning necessity determination unit 25 determines whether or not the current movement speed Vn of the transmission source bicycle is equal to or higher than a predetermined movement determination threshold value Vth. The movement determination threshold value Vth used here is a threshold value for determining whether the transmission source bicycle is moving or stopped, and a specific value may be designed as appropriate. For example, the movement determination threshold value Vth may be a value corresponding to 1 km / h.

  If the current movement speed Vn of the transmission source bicycle is equal to or higher than the movement determination threshold value Vth, an affirmative determination is made in step S104 and the process proceeds to step S105. On the other hand, if the current movement speed Vn of the transmission source bicycle is less than the movement determination threshold value Vth, a negative determination is made in step S104, and the process proceeds to step S107. Note that determining whether or not the current movement speed Vn of the transmission source bicycle is equal to or higher than the movement determination threshold value Vth corresponds to determining whether or not the transmission source bicycle is currently moving.

  In step S105, it is determined that the transmission source bicycle is crossing the own vehicle traveling path, and the process proceeds to step S106. The crossing state here is not limited to the state in which the transmission source bicycle exists on the own vehicle traveling path, that is, the state that is actually crossing at the present time. It also includes a state where the vehicle is moving at a moving speed larger than a predetermined movement determination threshold value Vth toward a point intersecting the own vehicle traveling path on a road orthogonal to the own vehicle traveling path. That is, it includes a state where there is a relatively high possibility that the vehicle will actually be crossing within a predetermined time.

  Of course, as another aspect, the fact that the current position of the transmission source bicycle is in the vicinity of the own vehicle traveling path may be added as a condition for determining that the transmission source bicycle is crossing. However, in general, it is difficult to receive a radio wave transmitted from a bicycle terminal that exists at a position relatively distant from the intersection before the host vehicle enters the intersection.

  That is, there is a high possibility that the transmission source of the signal received by the wireless communication unit 21 of the host vehicle in the state before entering the intersection is the bicycle terminal 1 that exists near the intersection (for example, within 5 to 10 m). Therefore, based on the current position of the transmission source bicycle, the wireless communication unit 21 of the own vehicle exists at a position where it can be received without separately determining whether or not the transmission source bicycle is near the own vehicle traveling path. It can be considered that the bicycle terminal 1 moving in the orthogonal direction exists near the intersection.

  In step S106, the notification processing unit 26 performs the crossing moving object notification process and ends this flow. The moving body notification process during crossing is a process for causing the driver to recognize the presence of the transmission source bicycle determined to be crossing by the warning necessity determination unit 25.

  For example, the notification processing unit 26 displays text or an image on the display indicating that there is a bicycle that is crossing the vehicle's driving path or is about to cross the vehicle as the moving body notification process during crossing, The message is output from the speaker.

  More specifically, the notification processing unit 26 displays, as notification processing, an image in which an icon image representing a relative position of the bicycle to which the driver should pay attention to the next vehicle is superimposed on a map image around the host vehicle. The icon image corresponding to the bicycle in the crossing state can be distinguished from the bicycle in the other state, and the color or the color that can recognize that the bicycle is in the crossing state. Just design.

  The crossing moving body notification process is preferably performed in a manner that gives the driver a sense of urgency and a sense of crisis rather than a crossing standby moving body notification process described later.

  In step S107, the warning necessity determination unit 25 sequentially compares the movement speeds at a plurality of time points indicated in the speed time-series data with the movement determination threshold value Vth, and the movement speed Vp of the transmission source bicycle is determined within the past certain time. It is determined whether or not there is a time point that is equal to or greater than the movement determination threshold Vth. If there is a point in time when the movement speed Vp of the transmission source bicycle is equal to or higher than the movement determination threshold value Vth within a certain past time, an affirmative determination is made in step S107 and the process proceeds to step S108. On the other hand, when the movement speed Vp of the transmission source bicycle in the past fixed time is less than the movement determination threshold value Vth, a negative determination is made in step S107 and this flow is ended. This step S107 corresponds to a process of determining whether or not there is a point in time when the transmission source mobile body has moved within the past certain time.

  In step S108, the warning necessity determination unit 25 determines that the transmission source bicycle is in a state where the transmission source bicycle is stopped in order to cross the own vehicle traveling path (set to a crossing standby state), and the process proceeds to step S109. Move. A bicycle whose moving speed Vp within the past certain time is equal to or higher than the movement determination threshold Vth is currently stopped. A bicycle that has moved to cross the vehicle traveling path is waiting to cross. This is because there is a high possibility of being in a state (crossing standby state).

  In step S109, the notification processing unit 26 performs a crossing standby moving body notification process and ends this flow. The crossing standby moving body notification process is a process for causing the driver to recognize the presence of the transmission source bicycle determined to be in the crossing standby state by the warning necessity determination unit 25. For example, the notification processing unit 26 displays an image indicating that there is a bicycle in a waiting state for crossing on the display, or outputs a voice message having the same content from a speaker as a crossing waiting moving body notification process. At that time, the notification processing unit 26 notifies the driver in a manner in which the driver can recognize that the notified bicycle is highly likely to be in a crossing standby state.

  For example, when the notification processing unit 26 notifies the driver of the existence of a bicycle that the driver should pay attention by displaying an icon image of a bicycle existing around the host vehicle on the display, The icon image corresponding to the bicycle may have a display mode (color or design) different from the icon image for notifying the bicycle in the crossing state. In addition, when notifying about a bicycle in a waiting state for crossing by voice, a voice message such as “There is a possibility of waiting for crossing” may be output from the speaker.

  In the case where the crossing standby moving body notification process and the crossing moving body notification process are not performed in parallel (that is, simultaneously), the notification processing unit 26 moves more during the crossing than the crossing standby moving body notification process. The body notification process may be preferentially executed. That is, at the time of moving to step S109, when the crossing moving body notification process is executed for another bicycle, the crossing waiting mobile body notification process is executed after the crossing moving body notification process is completed, Alternatively, the execution of the crossing waiting mobile body notification process is stopped.

  In general, a bicycle in a crossing state is more likely to come into contact with the host vehicle than a bicycle in a crossing standby state. That is, for the driver of the own vehicle, the bicycle in the crossing state should be more careful than the bicycle in the crossing standby state. Therefore, according to the above configuration, it is possible to preferentially notify the presence that should be relatively noted by the driver.

<Summary of Embodiment>
The operation of the driving support apparatus 2 in the driving support system 100 described above will be described with reference to FIG. FIG. 6 shows a situation where a plurality of bicycles Bk1 to Bk1 each equipped with a bicycle terminal 1 are about to enter an intersection where a vehicle (that is, the host vehicle) V on which the driving support device 2 is about to enter. In addition, all the bicycles Bk1 to 3 are assumed to be present at positions where movement-related data transmitted from the bicycles Bk1 to 3 is received by the host vehicle V. For the sake of convenience, the upward direction in the figure is north.

  More specifically, the host vehicle V travels north on a road extending south from the intersection, and the bicycle Bk1 moves east on a road extending west from the intersection. The vehicle is traveling at a moving speed equal to or higher than the determination threshold Vth. The bicycle Bk2 is traveling southward on a road extending north from the intersection at a movement speed equal to or higher than the movement determination threshold Vth.

  The bicycle Bk3 exists near the intersection of the road extending east from the intersection. The bicycle Bk3 is stopped at the present time while there is a time when the moving speed within a certain fixed time from the current time is equal to or higher than the movement determination threshold Vth.

  In such a situation, when the driving support device 2 receives movement-related data from the bicycle terminal 1 mounted on the bicycle Bk1, the driving direction of the bicycle Bk1 and the current direction of travel are determined based on the movement-related data. The moving speeds at a plurality of points in time within the past fixed time are estimated (step S101).

  Here, since the bicycle Bk1 is moving at a speed equal to or higher than the movement determination threshold Vth so as to be orthogonal to the host vehicle V and is about to enter the intersection where the host vehicle is about to enter, steps S102 to S104. Is affirmatively determined, and the warning necessity determination unit 25 determines that the vehicle is in a crossing state (step S105).

  As a result, the notification processing unit 26 performs a crossing moving body notification process for the bicycle Bk1. That is, the notification processing unit 26 notifies the presence of the bicycle Bk1 so that the driver can recognize that the bicycle Bk1 is crossing.

  In addition, when the driving support device 2 receives the movement-related data from the bicycle terminal 1 mounted on the bicycle Bk2, the driving support device 2 is based on the movement-related data and the current traveling direction of the bicycle Bk2 and within a certain period of time from the current time. The movement speeds at a plurality of points in time are estimated (step S101). Here, since the bicycle Bk2 is moving in the direction facing the host vehicle V, the warning necessity determination unit 25 determines that the traveling direction is not orthogonal (NO in step S102), and the notification-related processing is performed. Is terminated.

  In addition, when the driving support device 2 receives the movement-related data from the bicycle terminal 1 mounted on the bicycle Bk3, the driving support device 2 is based on the movement-related data, and the current traveling direction of the bicycle Bk3 and within a certain period in the past from the current time. The movement speeds at a plurality of points in time are estimated (step S101).

  Here, the traveling direction of the bicycle Bk3 is a direction orthogonal to the host vehicle V, and the positional relationship between the bicycles Bk3 is a positional relationship in which contact can occur from now on. Is done. However, as described above, the bicycle Bk3 has a time when the moving speed within the past fixed time from the current time exceeds the movement determination threshold value Vth, but is stopped at the current time. Thus, it is determined that the vehicle is in a crossing standby state (step S108).

  As a result, the notification processing unit 26 performs a crossing standby moving body notification process for the bicycle Bk3. That is, the notification processing unit 26 notifies the presence of the bicycle Bk3 so that the driver can recognize that the bicycle Bk3 is likely to be waiting for crossing.

  Therefore, according to the above configuration, the bicycle is notified so that the driver can recognize the state of the bicycle (crossing standby state, etc.) in the vicinity of the host vehicle. That is, according to the above configuration, it is possible to more appropriately notify the driver of information about the bicycle existing around the host vehicle.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment, The following embodiment is also contained in the technical scope of this invention, and also the summary other than the following is also included. Various modifications can be made without departing from the scope.

[Modification 1]
In the above, the notification processing unit 26 exemplifies the aspect of performing the process of notifying the driver about a bicycle that is crossing the vehicle traveling path or is in a crossing standby state, but is not limited thereto. For example, the notification may be given for a bicycle that has been stopped for a certain period of time or a bicycle that is moving in a direction not orthogonal to the host vehicle. Hereinafter, as a first modification, an example of such a mode will be described with reference to FIG.

  FIG. 7 is a flowchart for explaining notification-related processing performed by the driving support device 2 in the first modification. The flowchart shown in FIG. 7 may be started when the wireless communication unit 21 receives movement-related data, as in the above-described embodiment.

  First, in step S201, the transmission source behavior estimation unit 22 determines the current traveling direction of the transmission source bicycle and a plurality of data within a predetermined past time based on the movement-related data received by the wireless communication unit 21, as in step S101. The moving speed at the time is estimated, and the process proceeds to step S202. In step S202, the warning necessity determination unit 25 determines whether the traveling direction of the transmission source bicycle and the traveling direction of the host vehicle are orthogonal to each other. If the traveling direction of the transmission source bicycle is orthogonal to the traveling direction of the host vehicle, an affirmative determination is made in step S202 and the process proceeds to step S203.

  On the other hand, if the traveling direction of the transmission source bicycle is not orthogonal to the traveling direction of the host vehicle, a negative determination is made in step S202 and the process proceeds to step S204. Note that when the traveling direction of the transmission source bicycle and the traveling direction of the host vehicle are not orthogonal, the traveling direction of the transmission source bicycle and the traveling direction of the host vehicle are parallel (including substantially parallel). means.

  In step S203, based on the current position of the transmission source bicycle, the current traveling direction, and the current position of the own vehicle, whether or not the own vehicle exists on the traveling direction side of the transmission source bicycle as viewed from the transmission source bicycle. And it is determined whether there exists a transmission origin bicycle in the advancing direction side of the own vehicle seeing from the own vehicle.

  If the host vehicle is present on the traveling direction side of the source bicycle when viewed from the source bicycle and the source bicycle is present on the traveling direction side of the host vehicle when viewed from the host vehicle, an affirmative determination is made in step S203. Then, the process proceeds to step S210. On the other hand, if the host vehicle does not exist on the traveling direction side when viewed from the transmission source bicycle, or if the transmission source bicycle does not exist on the traveling direction side of the host vehicle when viewed from the own vehicle, a negative determination is made in step S203. This flow ends.

  In step S210, the orthogonal moving body process is performed, and this flow ends. This orthogonal moving body process will be described with reference to the flowchart shown in FIG. The orthogonal moving body processing shown in FIG. 8 may be started when the process proceeds to step S210 in FIG.

  First, in step S211, the warning necessity determination unit 25 determines whether or not the current movement speed Vn of the transmission source bicycle is equal to or higher than a movement determination threshold value Vth. If the current movement speed Vn of the transmission source bicycle is equal to or higher than the movement determination threshold value Vth, an affirmative determination is made in step S211 and the process proceeds to step S212. On the other hand, if the current movement speed Vn of the transmission source bicycle is less than the movement determination threshold Vth, a negative determination is made in step S211 and the process proceeds to step S214.

  In step S212, it is determined that the transmission source bicycle is crossing the own vehicle traveling path, and the process proceeds to step S213. In step S213, the notification processing unit 26 performs a crossing moving object notification process. Then, the process returns to the notification-related process that is the caller of this flow, and the series of processes ends.

  In step S214, the warning necessity determination unit 25 determines whether there is a point in time when the movement speed Vp of the transmission source bicycle is equal to or higher than the movement determination threshold value Vth within a certain past time based on the speed time-series data. judge. If there is a point in time when the movement speed Vp of the transmission source bicycle is equal to or higher than the movement determination threshold value Vth within the past certain time, an affirmative determination is made in step S214 and the process proceeds to step S215. On the other hand, if there is no point in time when the movement speed Vp of the transmission source bicycle is equal to or higher than the movement determination threshold Vth within the past certain time, a negative determination is made in step S214 and the process proceeds to step S217.

  In step S215, the warning necessity determination unit 25 determines that the transmission source bicycle is in a crossing standby state, and proceeds to step S216. In step S216, the notification processing unit 26 performs a crossing standby moving body notification process. Then, the process returns to the notification-related process that is the caller of this flow, and the series of processes ends.

  In step S217, the warning necessity determination unit 25 determines that the transmission source bicycle is in the stop holding state, and proceeds to step S218. The stop holding state here is a state of stopping for a certain time. The stop holding state corresponds to an example of the stop state described in the claims. When the stationary state is maintained for a certain time or more, the possibility that the transmission source bicycle starts to move at the next moment is relatively low compared to the crossing standby state. That is, the stop holding state is a state where the possibility of contact with the host vehicle is smaller than in the crossing standby state.

  In step S218, the notification processing unit 26 performs a stop moving body notification process. Then, the process returns to the notification-related process that is the caller of this flow, and the series of processes ends. The stop moving body notification process here is a process for causing the driver to recognize the presence of the transmission source bicycle determined to be in the stop holding state by the warning necessity determination unit 25. For example, the notification processing unit 26 displays an image indicating that there is a bicycle in a crossing standby state on the display, or causes a speaker to output a voice message having the same content as the stop moving body notification process.

  However, the stop moving body notification process is performed in such a manner that the driver can recognize that the notified bicycle is stopped. For example, when the notification processing unit 26 notifies the driver of the existence of a bicycle that the driver should pay attention by displaying an icon image of a bicycle existing around the host vehicle on the display, The icon image corresponding to the bicycle may have a display mode (color or design) different from the icon image for notifying the bicycle in the crossing state or the bicycle in the crossing standby state. In addition, when notifying about a stopped bicycle by voice, a voice message such as “There is a stopped bicycle” may be output from the speaker.

  Next, returning to FIG. 7, a process when the process proceeds to step S <b> 204 where a negative determination is made in step S <b> 202 of the notification related process will be described.

  In step S204, the warning necessity determination unit 25 determines whether or not the current movement speed Vn of the transmission source bicycle is equal to or higher than the movement determination threshold value Vth. If the current movement speed Vn of the transmission source bicycle is equal to or higher than the movement determination threshold value Vth, an affirmative determination is made in step S204 and the process proceeds to step S220. On the other hand, if the current movement speed Vn of the transmission source bicycle is less than the movement determination threshold Vth, a negative determination is made in step S204 and the process proceeds to step S230.

  In step S220, the notification processing unit 26 performs the parallel moving body notification process and ends this flow. Here, the parallel body notification process is a process for causing the driver to recognize the presence of a transmission source bicycle that is moving in a direction parallel to the traveling direction of the host vehicle (referred to as a parallel movement state). . For example, the notification processing unit 26 displays an image indicating that there is a bicycle in a parallel movement state on the display, or causes a speaker to output a voice message having the same content as the parallel moving body notification process. In step S230, the notification processing unit 26 performs a stop moving body notification process for the transmission source bicycle and ends this flow.

  According to the above configuration, the driver can be notified of a bicycle that has been stopped for a certain period of time or a bicycle that is moving in a direction not orthogonal to the host vehicle.

  In addition, each of the moving object notification process during crossing, the waiting moving object notification process, the parallel moving object notification process, and the stop moving object notification process is preferentially based on a predetermined priority. It is good also as an aspect performed by. For example, the priority is set so that the moving object notification process during traversal is the highest, and the descending order is the moving object notification process during crossing, the waiting moving object notification process, the parallel moving object notification process, and the stopped moving object notification process. It may be.

  The priority set for each notification process may be set to be higher for a notification process for a bicycle in a state where the driver needs to pay attention. According to such an aspect, it is possible to preferentially notify the presence that should be relatively noted by the driver.

  Further, the object to be notified in the crossing moving object notification process is not necessarily one bicycle. The crossing moving body notification process may display or output information about all bicycles determined to be in the crossing state by the warning necessity determination unit 25. The same applies to other notification processes.

  Note that the crossing state, the crossing standby state, the parallel movement state, and the stop holding state correspond to an example of a plurality of types of states determined for a bicycle as a moving body.

[Modification 2]
When carrying out the moving body notification process during crossing, the moving body notification process during crossing is performed in such a manner that the driver can recognize the bicycle more easily as the bicycle is in a traveling direction that is close to the traveling direction of the host vehicle. You may implement. This is because a bicycle having a traveling direction that is closer to a right angle with respect to the traveling direction of the host vehicle is more likely to come into contact with the host vehicle.

  For example, when the notification processing unit 26 performs a process of displaying an icon image corresponding to a bicycle that is determined to be in the crossing state as the moving body notification process during the crossing, the notification processing unit 26 is determined to be in the crossing state. The color of the icon image corresponding to the bicycle may be made closer to red as the angle formed by the traveling direction of the bicycle with respect to the traveling direction of the host vehicle is closer to a right angle.

  Further, when a warning by voice (including simple sounds) is performed, the volume may be increased. When warning by vibration of the vibrator is performed, the intensity of the vibration may be increased. Furthermore, when warning is performed using an indicator such as an LED, the display mode such as the display color and the blinking interval may be set to a more tense mode.

[Modification 3]
In the embodiment described above, the mode of determining whether or not the transmission source bicycle is currently moving and whether or not it has been moved within the past certain time using the moving speed is exemplified. Not limited to. Instead of the moving speed, the acceleration may be used to determine whether or not the bicycle is currently moving and whether or not the bicycle has moved within the past certain time. The acceleration at the present time and the acceleration at each time point within the past fixed time can be calculated from the speed time-series data by the same method as when generating the speed time-series data from the position information time-series data.

[Modification 4]
Moreover, although the bicycle terminal was provided with the GNSS receiver 11 above and illustrated the aspect which transmits the detection result of the GNSS receiver 11 in multiple time points as movement related data, it is not limited to this. For example, the bicycle terminal 1 provided in the driving support system 100 as the modified example 4 has the same effect as an aspect provided with a direction sensor 11A and an acceleration sensor 11B instead of the GNSS receiver 11, as shown in FIG. Can be played. Hereinafter, the configuration and operation of the driving support system 100 in Modification 4 will be described.

  First, the bicycle terminal 1 will be described. The direction sensor 11A is a sensor that detects the direction in which the direction from the rear wheel to the front wheel of the mounted bicycle (that is, the traveling direction) is facing. The detection result of the azimuth sensor 11A is stored in the detection result holding unit 12.

  The acceleration sensor 11B is a sensor that sequentially detects the acceleration acting on the mounted bicycle (for example, every 100 milliseconds). As the acceleration sensor 11B, for example, a triaxial acceleration sensor that detects acceleration in each of three axial directions orthogonal to each other can be used. The detection value of the acceleration sensor 11B is stored in the detection result holding unit 12 in chronological order.

  The acceleration sensor 11B only needs to be able to detect acceleration acting in the direction corresponding to the traveling direction of the mounted bicycle, and may be, for example, a biaxial acceleration sensor or a uniaxial acceleration sensor. When a uniaxial acceleration sensor is used as the acceleration sensor 11B, the bicycle terminal 1 is preferably attached so that the direction of the detection axis of the acceleration sensor 11B substantially coincides with the front-rear direction of the mounted bicycle.

  The detection result holding unit 12 in Modification 4 stores the detection result of the azimuth sensor 11A and the detection value of the acceleration sensor 11B. The detection value of the acceleration sensor 11B may be stored a predetermined number of times (for example, 50 times) from a new one. The detection values of the acceleration sensor 11B at a plurality of times may be sorted and stored in chronological order so that the latest detection value is at the top of the list, for example. Data that has been stored for a certain period of time after being stored may be sequentially discarded.

  Similarly to the acceleration sensor 11B, the detection result of the direction sensor 11A may be stored a predetermined number of times (for example, 50 times) from a new one. The detection result holding unit 12 may hold at least the latest detection result corresponding to the current traveling direction of the mounted bicycle as the detection result of the direction sensor 11A.

  Further, as shown in FIG. 10, the transmission data generation unit 13 in the modification 4 generates movement related data including the terminal ID, the direction information, and the acceleration time series data at a predetermined cycle. The azimuth information is the latest detection result by the azimuth sensor 11A corresponding to the current traveling direction of the loaded bicycle.

  The acceleration time series data is data in which the detection values of the acceleration sensor 11B for a certain period of time from the current time are arranged in time series. Note that the detection value of the acceleration sensor 11B for a certain period of time from the present time corresponds to the detection value for the most recent predetermined number of times.

  With such a configuration, the bicycle terminal 1 in the modified example 4 includes movement-related data including the current traveling direction of the mounted bicycle and data in which the detection values of the acceleration sensor 11B within a certain period of time from the current time are arranged in time series. Are sequentially generated and transmitted.

  In addition, when the driving support device 2 in Modification 4 receives movement-related data, the driving state of the transmission source bicycle within a predetermined time is determined from the azimuth information included in the movement-related data and the acceleration time-series data. presume. Specifically, the transmission source behavior estimation unit 22 acquires the azimuth information included in the movement related data as the current traveling direction of the transmission source bicycle. Further, it is determined whether or not the acceleration time series data indicates whether or not the transmission source bicycle is currently moving, and whether or not there is a time point when the bicycle is moving within a certain time from the current time. 25 is acquired as index information for determination.

  Then, the warning necessity determination unit 25 determines whether or not the latest acceleration included in the acceleration time-series data is predetermined as a process for determining whether or not the transmission source bicycle is currently moving (for example, a process corresponding to S104 in FIG. 5). And a threshold value (acceleration threshold value). If the latest acceleration is equal to or greater than the acceleration threshold, it is determined that the transmission source bicycle is currently moving. Further, when the latest acceleration is less than a predetermined threshold, the transmission source bicycle is determined to be currently stopped. The acceleration threshold value used here is a threshold value for determining whether or not the transmission source bicycle is moving, and a specific value may be designed as appropriate.

  Also, acceleration time-series data is shown as a process (for example, a process corresponding to S107 in FIG. 5) for determining whether or not there is a time point during which movement has occurred within a certain period of time before the current time. The acceleration at a plurality of times is sequentially compared with the acceleration threshold. Then, when there is an acceleration that is equal to or greater than the acceleration threshold, it is determined that there is a point in time that is moving within the past certain time from the current point. Further, if any of the accelerations included in the acceleration time series data is less than the acceleration threshold value, the transmission source bicycle may be determined to be in the stop holding state.

  Even with the configuration of the fourth modification, the same effects as those of the above-described embodiment and the first modification can be achieved. In addition, the configuration provided by combining the azimuth sensor 11A and the acceleration sensor 11B can reduce power consumption and cost as compared with the configuration provided with the GNSS receiver 11. That is, the bicycle terminal 1 according to the modified example 4 can be realized with lower power consumption and lower cost than the configuration of the above-described embodiment. Moreover, according to the structure of the modification 4, it can be made to function also in the environment which cannot receive the electromagnetic wave from a GNSS satellite, and the environment where a receiving condition is bad.

[Modification 5]
According to the aspect of the modified example 4, since the movement-related data does not include the position (latitude, longitude) of the transmission source bicycle, the driving support device 2 determines the transmission source bicycle, the own vehicle, and the like as in S103. It is not possible to determine whether or not the positions are close to each other.

  In view of such a problem, when adopting the configuration of the fourth modification, as shown in FIG. 11, as the antenna 14 </ b> A of the wireless communication unit 14, wireless communication is performed in front of the mounted bicycle (including diagonally forward). It is preferable to employ a directional antenna that forms an area. In addition, the fan-shaped broken line in FIG. 11 conceptually shows the directivity of the antenna 14A.

  As described above, the wireless communication area is formed in front of the on-board bicycle, so that movement-related data from the bicycles Bk4 and Bk5 that are close to each other can be received. Radio waves from bicycles that are not close to each other are not received.

  That is, according to the configuration of the fifth modification, the driving support device 2 is configured to receive radio waves from a bicycle that is moving mainly in the direction approaching the host vehicle, and therefore performs a determination process corresponding to S103. Even if it does not do, there can exist an effect similar to embodiment and the modification 1. FIG.

[Modification 6]
In the above, the bicycle terminal 1 mounted on the bicycle transmits the movement-related data, and the driving support device 2 is configured according to the state of the bicycle (crossing standby state, etc.) for the bicycle existing around the host vehicle. In the above example, the warning is given to the driver. However, the present invention is not limited to this.

  A communication device (referred to as a pedestrian terminal) that is carried by a pedestrian and has a short-range communication function may transmit movement-related data similar to that of the bicycle terminal 1. In such an aspect, the driving support device 2 notifies the pedestrian corresponding to the transmission source based on the movement related data transmitted from the pedestrian terminal, similarly to the movement related data from the bicycle terminal 1. carry out.

  In addition, it is preferable that the pedestrian terminal has a configuration in which the posture with respect to the pedestrian does not change while being carried by the pedestrian. That is, it is preferable that the orientation of the pedestrian terminal is uniquely determined if the orientation of the pedestrian is uniquely determined.

  Specifically, it is preferable that the pedestrian terminal is built in a product whose posture is uniquely determined, such as a belt, a school bag, shoes, glasses, etc., among the products worn by the pedestrian. For example, the pedestrian terminal should just be incorporated in the fastener part of a belt. In addition, the pedestrian terminal does not necessarily need to be incorporated in various articles such as a belt and a school bag, and may be configured to be detachable from a predetermined article by a pedestrian.

  Furthermore, the pedestrian terminal does not necessarily have to have a configuration in which the posture with respect to the pedestrian does not change in a state where the pedestrian is carried by the pedestrian. In other words, the pedestrian terminal may be one whose posture with respect to the pedestrian changes dynamically. For example, the pedestrian terminal may be a mobile phone such as a smartphone, a tablet terminal, a wearable device, a portable music player, a portable game machine, or the like.

  However, when the pedestrian terminal is such that the posture with respect to the pedestrian dynamically changes, the movement-related data includes position information time-series data as in the embodiment, or Based on the detection result of the acceleration sensor, the direction detected by the azimuth sensor needs to be converted into the east, west, south, and north directions.

DESCRIPTION OF SYMBOLS 100 Driving assistance system, 1 Bicycle terminal, 2 Driving assistance apparatus, 11 GNSS receiver, 13 Transmission data generation part, 14 Wireless communication part (notification object side communication part), 21 Wireless communication part (vehicle side communication part), 22 Transmission source behavior estimation unit, 24 vehicle information acquisition unit, 25 warning necessity determination unit (transmission source state determination unit), 26 notification processing unit, Bk1 to Bk6 bicycle (moving body), V own vehicle (vehicle)

Claims (14)

A notification target side device (1) carried or mounted on a mobile object to be notified, and a process of notifying a driver of the vehicle of information on the mobile object mounted on the vehicle and the notification target. A driving support system comprising a driving support device (2),
The notification target device is:
A notification target side communication unit (14) for performing direct wireless communication with the driving support device using radio waves of a predetermined frequency band;
Movement-related data generation for sequentially generating movement-related data, which is data for the driving support apparatus to estimate the movement state of the mobile object carrying or carrying the notification target side apparatus within a certain period of time from the present time Part (13),
The notification target side communication unit transmits the movement related data generated by the movement related data generation unit,
The driving support device includes:
A vehicle side communication unit (21) for receiving the movement related data transmitted from the notification target side device;
A vehicle information acquisition unit (24) for sequentially acquiring the traveling direction of the vehicle;
A notification processing unit (26) for performing processing for notifying the driver of the mobile object carrying or mounting the notification target side device;
When the vehicle-side communication unit receives the movement-related data, based on the received movement-related data, the past from the present time of the transmission source moving body that is the moving body corresponding to the transmission source of the movement-related data A source behavior estimating unit (22) for estimating a movement state within a certain time;
Based on the movement state of the transmission source mobile body estimated by the transmission source behavior estimation unit and the traveling direction of the vehicle, the transmission source mobile body is waiting to cross the road on which the vehicle is traveling. A transmission source state determination unit (25) for determining whether or not a standby state,
When the notification processing unit performs notification about the transmission source mobile body that is determined to be in a crossing standby state by the transmission source state determination unit, the transmission source mobile body may be in a crossing standby state A driving support system that notifies the driver that the vehicle can be recognized. In claim 1,
The movement-related data is data for the driving support device to estimate the current traveling direction of the moving body and the presence or absence of movement within the past certain time from the current time,
The source behavior estimation unit
Based on the movement-related data, the current traveling direction of the transmission source mobile body is acquired, whether or not the transmission source mobile body is currently moving, and the time when the transmission source mobile body has moved within the past certain time A driving support system characterized by acquiring index information indicating whether or not it exists. In claim 2,
The transmission source state determination unit
Based on the index information acquired by the transmission source behavior estimation unit, it is determined whether or not the transmission source mobile body is currently moving, and whether there is a time point when the transmission source moving body has moved within the past certain time. ,
The current traveling direction of the transmission source moving body and the traveling direction of the vehicle are orthogonal to each other, and the transmission source moving body has not moved at present and has moved within a certain period of time in the past. A driving support system characterized in that, when a time point exists, it is determined that the transmission source mobile body is in a waiting state for crossing. In claim 3,
The transmission source state determination unit
When the current traveling direction of the transmission source moving body and the traveling direction of the vehicle are orthogonal to each other and the transmission source moving body is currently moving, the transmission source moving body is the vehicle. It is determined that the vehicle is crossing the road on which the vehicle is traveling, or is in a crossing state in which the vehicle starts to cross the road within a predetermined time,
When the notification processing unit performs notification of the transmission source mobile body determined to be in the crossing state by the transmission source state determination unit, the transmission source mobile body is in the crossing state. A driving support system that notifies the driver so that the driver can recognize it. In claim 4,
The transmission source state determination unit
When the current traveling direction of the transmission source moving body and the traveling direction of the vehicle are parallel and the transmission source moving body is currently moving, the transmission source moving body is It is determined that it is in a parallel movement state that is a state of moving along the road that is running,
When the notification processing unit performs notification about the transmission source mobile body that is determined to be in the parallel movement state by the transmission source state determination unit, the transmission source mobile body is in the parallel movement state. A driving support system that notifies the driver so that the driver can recognize it. In claim 5,
The transmission source state determination unit
If the source mobile body is not currently moving and there is no point in time when it has moved within the past certain time, it is determined that the source mobile body is in a stopped state,
When the notification processing unit performs notification of the transmission source mobile body that is determined to be in the stopped state by the transmission source state determination unit, the driver is notified that the transmission source mobile body is in the stopped state. A driving support system that provides notification so that the vehicle can be recognized. In claim 4,
The notification processing unit prioritizes notification of the moving body determined to be in a crossing state over notification of the moving body determined to be in a crossing standby state. system. In claim 6,
In each of the multiple types of states of the mobile body determined by the transmission source state determination unit, a priority used when performing notification is set in advance,
The notification processing unit preferentially performs notification about the moving body in a state of high priority among the moving bodies present around the vehicle,
The priority with respect to the state of the moving body used when performing the notification is set to be highest in the state of traversing, and lower in the order of traversing state, traverse standby state, parallel movement state, and stop state. A driving assistance system characterized by In any one of Claims 2-8,
The notification target device is:
A position information acquisition unit (11) for sequentially acquiring position information indicating the current position of the mobile object carrying or carrying the notification target device based on radio waves transmitted from a positioning satellite;
The movement-related data generation unit generates, as the movement-related data, data including position information time-series data in which the position information sequentially acquired by the position information acquisition unit within a certain period of time from the current time is arranged in chronological order. ,
The transmission source behavior estimation unit estimates a current traveling direction of the transmission source mobile body based on the position information time-series data included in the movement related data, and at a plurality of points in time within a past certain time from the current time. A driving support system characterized by estimating a moving speed or acceleration as the index information. In any one of Claims 2-8,
The notification target device is:
An azimuth sensor (11A) for sequentially detecting the azimuth corresponding to the traveling direction of the mobile object carrying or carrying the notification target side device;
An acceleration sensor (11B) that sequentially detects acceleration acting on the mobile object carrying or mounting the notification target side device;
The movement-related data generation unit generates, as the movement-related data, data including the latest detection result by the direction sensor and data obtained by arranging the detection values of the acceleration sensor in a chronological order within the past certain time from the present time. And
The transmission source behavior estimation unit acquires a detection result by the direction sensor included in the movement related data as a current traveling direction of the transmission source mobile body, and detects the acceleration sensor at a plurality of time points arranged in time series. A driving support system, wherein a value is acquired as the index information. In claim 10,
The notification target side communication unit performs wireless communication using an antenna having directivity,
The notification object side device is carried or mounted on the mobile body in a posture in which the center of the antenna directivity coincides with the front for the mobile body carrying or mounting the notification target side device. A driving support system characterized by being configured. In claim 4,
The notification processing unit performs notification to the driver by displaying information about the moving object carrying or mounting the notification target side device on a display mounted on the vehicle. And
The notification processing unit, when performing the notification about the transmission source moving body that has been determined as a crossing state by the transmission source state determination unit, the current traveling direction of the transmission source mobile body and the traveling direction of the vehicle The driving support system is characterized in that information about the moving body is displayed in a display mode in which the driver is more likely to pay attention as the angle is closer to a right angle.   A driving support device comprising a function as the driving support device used in the driving support system according to any one of claims 1 to 11.   An information transmission device comprising a function as the notification target side device used in the driving support system according to any one of claims 1 to 11.

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