JP2019202774A - System and program - Google Patents

Abstract

To provide a technology capable of acquiring information related to a change of a traveling direction of a vehicle even when it is not possible to acquire a handle steering angle from a steering angle sensor without requiring labor or costs for installing sensors in a plurality of different wheels, and for wire-connecting those sensors, respectively.SOLUTION: A radar detector includes a control part 18 for acquiring information related to rotation of wheels installed in a vehicle from a network for performing control about the vehicle, and for acquiring information related to a change of a traveling direction of the vehicle on the basis of a relation between the acquired information related to the rotation of at least two different wheels.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a system and a program for obtaining information related to a change in the traveling direction of a vehicle, for example.

  In-vehicle electronic devices such as navigation devices and radar detectors measure the position of the vehicle based on signals obtained by the GPS receiver receiving radio waves from GPS satellites. However, it is often difficult to receive GPS radio waves when a vehicle enters a tunnel, basement, building district, under an overpass or the like.

  For this reason, when an in-vehicle electronic device cannot receive GPS radio waves, it determines the traveling direction, inclination, moving distance, etc. of the vehicle based on signals from a gyro sensor, an acceleration sensor, a vehicle speed sensor, etc. provided in the vehicle. The vehicle position is corrected.

  However, it is more accurate to obtain the traveling direction of the vehicle from the signal from the steering angle sensor that detects the steering angle of the steering wheel. For this reason, as disclosed in Patent Document 1, if the vehicle includes a steering angle sensor, a change in the traveling direction of the vehicle can be accurately detected by acquiring a signal from the steering angle sensor.

JP-A-7-35566

  However, not all vehicles are equipped with a rudder angle sensor, and many vehicles do not have a rudder angle sensor. Further, even a vehicle equipped with a steering angle sensor may not be able to obtain a steering angle signal from the steering angle sensor from a network that controls the vehicle. Furthermore, there is a case where it is difficult to obtain the steering angle because the data format of the steering angle is not disclosed.

  It is also described in Patent Document 1 that the traveling direction of the vehicle is detected by detecting the inner wheel difference or the outer wheel difference of the wheels without using such a steering angle sensor. Furthermore, this document describes that the displacement amount of the azimuth is calculated by arranging left and right vehicle speed sensors and detecting the turning of the vehicle based on the output pulse difference (movement distance difference).

  However, in order to achieve such a configuration, it is necessary to newly install vehicle speed sensors for a plurality of different wheels, and to connect these vehicle speed sensors to the system via wires, respectively. And costly.

  In addition, since the conventional general vehicle speed sensor can output only 2 to 8 pulses per rotation, high resolution cannot be obtained. For this reason, even if a vehicle speed sensor is used, it is possible to obtain only an accuracy that can detect a left or right turn of the vehicle, and an accuracy comparable to that of a rudder angle sensor cannot be obtained.

  Therefore, for example, a change in direction cannot be detected at a branch point where there is not much angle. Further, for example, when getting off an expressway, it is impossible to detect a state where the car goes down obliquely with respect to the main line. Furthermore, for example, it is not possible to detect a change in direction when changing lanes or a change in direction within the same lane.

  The present invention has been proposed in order to solve the above-described problems. It eliminates the labor and cost of installing sensors on a plurality of different wheels and connecting the wires to each other. It is an object of the present invention to provide a system or the like that can obtain information on changes in the traveling direction of a vehicle even when a corner cannot be obtained.

In order to achieve the above object, the system of the present invention comprises:
(1) Information on rotation of wheels provided in the vehicle is acquired from a network that controls the vehicle, and information on changes in the traveling direction of the vehicle is obtained based on the relationship between the acquired information on rotation of at least two different wheels. It is characterized by calculating | requiring.

  If it does in this way, the information regarding the change of the advancing direction can be calculated | required only by connecting to the network which controls the vehicle. Therefore, for example, it is not necessary to install sensors on a plurality of different wheels and connect the sensors with wires. This is particularly effective when it is difficult to obtain the steering angle of the steering wheel or the like from the network for controlling the vehicle or the data format is not disclosed.

  In addition, for example, in a configuration in which the information regarding the change in the traveling direction of the vehicle is obtained by the GPS, the information regarding the change in the traveling direction of the vehicle cannot be obtained in a place where the GPS radio wave is blocked and positioning cannot be performed. By obtaining information relating to the rotation of different wheels, information relating to changes in the traveling direction of the vehicle can be obtained. For example, you may make it provide the structure which correct | amends the travel distance calculated | required by GPS based on the information regarding the change of the advancing direction of a vehicle. Furthermore, in the case of a vehicle without a rudder angle sensor, even if there is a rudder angle sensor, its use is limited, or even when the rudder angle sensor is out of order, signals relating to the rotation of at least two different wheels By obtaining the above, it is possible to obtain information on the change in the traveling direction of the vehicle.

  The information regarding the rotation of the wheel may be, for example, the amount of rotation of the wheel per unit time, for example, the number of rotations of the wheel per unit time or the rotation angle of the wheel per unit time. In addition, as information relating to the rotation of the wheels, in particular, in order to control the vehicle, information sent to the network at a predetermined time interval may be read. Furthermore, as information regarding the rotation of the wheel, for example, information from a sensor that is installed for each wheel of an existing vehicle and outputs information corresponding to the rotation of the wheel may be used. In this way, for example, the user can simply connect to the network and use it later.

  As a network for controlling the vehicle, for example, a network outside the vehicle may be used. In particular, a network provided in the vehicle may be used. In particular, it may be a network through which data used for controlling the vehicle itself flows. In particular, it may be a network to which a plurality of computers for vehicle control are connected, for example, CAN. The resolution of the information about the rotation of the wheel in the network through which data used for controlling the vehicle itself is 10 to 100 times the resolution of the vehicle speed (1 km / h step). Even at that time, the error in the information regarding the change in the traveling direction of the vehicle obtained from the information regarding the rotation of the wheels is extremely small. For this reason, for example, even when compared with the rudder angle sensor, it is possible to accurately obtain information regarding the change in the traveling direction at a level that is not inferior.

  In addition, for example, from information regarding wheel rotation in a network in which data used for controlling the vehicle itself flows, along with information regarding changes in the traveling direction of the vehicle, for example, calculating a vehicle speed, calculating a travel distance, or the like. The transmission ratio may be calculated from the engine speed and the vehicle speed, but errors such as the vehicle speed, travel distance, and transmission ratio can be reduced.

  For example, the network provided in the vehicle may be wired or wireless. In particular, for example, in the case of a wired network, it is possible to obtain information relating to changes in the traveling direction of the vehicle by simply connecting a wire to one location of a signal line (for example, a signal line group) of the network. In particular, it may be configured to be connected to a connector that is detachable from a network signal line. For example, it is good to set it as the structure provided with the plug connected to the connector which has a signal line of networks, such as a failure diagnosis connector with which a vehicle is equipped.

  As the two different wheels, for example, in the case of a four-wheel vehicle, the left and right wheels of the front wheel, the left and right wheels of the rear wheel, the left wheel of the front wheel and the left wheel of the rear wheel, the right wheel of the front wheel and the right wheel of the rear wheel The left wheel of the front wheel and the right wheel of the rear wheel, or the right wheel of the front wheel and the left wheel of the rear wheel may be used.

  “At least two” may be two or more. For example, information corresponding to only two wheels may be used. In this way, for example, the amount of information to be processed is reduced, and the processing can be simplified and speeded up. Further, for example, among the information corresponding to the two wheels and the information corresponding to the other two wheels, the one indicating the normal value may be used, or the average of both information may be used. In this way, for example, highly accurate detection is possible.

  The acquisition of the information related to the rotation of the wheels included in the vehicle from the network that controls the vehicle may be performed, for example, every predetermined time. The predetermined time may be, for example, a time necessary for obtaining information regarding a change in the traveling direction of the vehicle. For example, it may be an instantaneous value of information related to rotation of at least two wheels at approximately the same time.

  The information regarding the change in the traveling direction of the vehicle may be information indicating the degree of difference in information regarding the rotation of at least two wheels, for example. For example, it may be information based on a difference between values indicated by information regarding rotation of two wheels. For example, it is good to set it as the information based on ratio of the value which the information regarding rotation of two wheels shows.

  The change in the traveling direction may be, for example, a left / right turn at a branch point. In this way, for example, there are few determination directions, and processing can be simplified and speeded up. The change in the traveling direction may be, for example, a change in the traveling angle or a change in the steering angle. In this way, for example, a more detailed traveling state can be determined. For example, it is possible to detect a change in the traveling direction in the same lane and a change in the traveling direction due to a lane change. Furthermore, even when GPS positioning cannot be performed, it is possible to detect a change in the traveling direction of a road curve at a three-dimensional intersection, underground, tunnel, or the like.

(2) Obtaining information on the steering angle of the steering wheel from a network for controlling the vehicle, and determining the steering wheel steering based on the relationship between the acquired information on the steering wheel angle and information on the rotation of the at least two different wheels. It is good to set it as the aspect which detects the abnormal state of the said vehicle based on the relationship with the information regarding a corner.

  The information on the steering angle of the steering wheel obtained from the network accurately indicates the steering angle of the steering wheel, but the information on the steering angle of the steering wheel obtained based on the relationship between the information on the rotation of at least two different wheels depends on the state of the vehicle. A difference from the actual steering angle occurs. For this reason, for example, the abnormal state of the vehicle can be detected based on the relationship that both pieces of information are significantly different. As a method of obtaining the steering angle of the steering wheel based on the relationship of information regarding the rotation of the wheels, for example, the following may be performed. First, a log obtained at a time interval required to generate information about a change in the traveling direction of the vehicle according to the use of the steering angle of the steering wheel at approximately the same time and information about the rotation of at least two different wheels. A function of the relationship between the information on the rotation of at least two different wheels of the vehicle in the log and the correspondence relationship with the steering angle of the steering wheel at the same time is obtained, and this system uses the function to The steering wheel steering angle may be obtained based on the information relationship. For example, the difference or ratio between the instantaneous values of the rotational speeds of two different wheels at the same time and the steering angle of the steering wheel at that time are stored as a log, and the correlation between the difference or ratio and the steering angle is stored. Is stored as a function. The function may be incorporated in the program as a mathematical expression, or may be configured as a program for creating and storing a table for obtaining a mapping and calculating using this table.

  For example, the information regarding the rotation of the wheels flowing through the network and the data format of the steering wheel steering angle may be different for each vehicle type. For example, the correspondence between the wheel rotation information and the steering angle of the steering wheel is taken in advance for each vehicle type, a function is obtained and stored as a program or data in this system, and in this system the vehicle type is set by automatic detection or manually. It is good to provide the function which a user sets, and obtain | require the correspondence of the set vehicle type. For example, an abnormal state of the vehicle such as tire puncture or slip may be detected based on the relationship between the obtained steering angle and the steering angle obtained from the network.

  As an abnormal state of the vehicle, for example, the rotational speed of a specific tire may be significantly different from other tires. For example, an abnormal state of the vehicle may be a puncture or air pressure abnormality, a specific tire slip on a snowy road, an ice burn or a mud road, or the like.

(3) It is good to set it as the aspect which reads the information which flows through the said network, without performing the inquiry to the apparatus connected to the network with which a vehicle is equipped as a network which controls the said vehicle.

  In this way, since the information flowing through the network is read without collecting information by asking the devices connected to the network, stress on the devices connected to the network can be avoided. In particular, a computer that outputs information related to wheel rotation to a network does not need to respond to an inquiry, so stress can be avoided. In addition, since the network traffic is not increased, stress on the entire vehicle control can be avoided.

(4) Information on the steering angle obtained from the network that controls the vehicle and information on the steering angle obtained based on the relationship between the information on the rotation of the at least two different wheels are displayed on the display screen. It is preferable that the control is performed.

  In this way, the information about the steering angle obtained from the network in which the vehicle passenger including the driver who viewed the display screen or the outside of the vehicle controls the vehicle, and the at least two different points. It is possible to compare the information regarding the steering angle of the steering wheel obtained based on the relationship of the information regarding the rotation of the wheel. Thus, the vehicle occupant or the person outside the vehicle who compares both pieces of information regarding the steering angle of the steering wheel can determine the abnormal state of the vehicle based on, for example, the degree of difference between the two pieces of information.

  The display mode is, for example, the difference between the information about the steering wheel angle obtained from the network that controls the vehicle and the information about the steering wheel angle obtained based on the relationship between the information about the rotation of at least two different wheels. It is preferable that the mode can be identified. For example, the existence of a difference between the two information may be displayed, the magnitude of the difference may be displayed, or the type of abnormality estimated from the difference may be displayed. In this way, it is possible to easily determine the abnormal state of the vehicle.

  The display screen may be a display that can be visually recognized, for example. For example, it may be a display screen installed in the vehicle. If it does in this way, the passenger of the vehicle who looked at the display screen can compare both said information, for example. Further, for example, a display screen installed outside the vehicle may be used. In this way, for example, a person outside the vehicle can compare both of the above information.

(5) Based on the relationship between the information related to the steering angle obtained from the network that controls the vehicle and the information related to the steering angle calculated based on the relationship between the information related to the rotation of the at least two different wheels, It is good to set it as the aspect which detects the abnormal state of the said vehicle and performs control which displays the said abnormal state on a display screen.

In this way, since the abnormal state of the vehicle is displayed on the display screen, the passenger of the vehicle including the driver or the person outside the vehicle does not have to bother to determine the abnormal state by itself, and the abnormal state of the vehicle Can be easily recognized.
The display of the abnormal state may be, for example, a display capable of recognizing puncture, air pressure abnormality, specific tire slip, and the like by characters, figures, colors, or changes thereof.

(6) It is good to set it as the aspect which performs control which displays the information regarding the change of the advancing direction of the said vehicle on a display screen.

  In this way, a vehicle occupant including a driver who has viewed the display screen or a person outside the vehicle can recognize a change in the traveling direction of the vehicle. From this change in the traveling direction of the vehicle, a vehicle occupant including the driver or a person outside the vehicle can determine the driving state of the vehicle, which can be used for safe driving and eco driving.

  The display screen may be, for example, a display screen installed in the vehicle. In this way, for example, a vehicle occupant can recognize a change in the traveling direction of the vehicle. Further, for example, a display screen installed outside the vehicle may be used. In this way, for example, a person outside the vehicle can recognize a change in the traveling direction of the vehicle. For example, in a taxi company or shipping company, the display screen installed at the company checks the changes in the direction of travel of the vehicle of the past or the current driver, determines what the driving state is, and the driver It is good to use as an index to promote safe driving and eco-driving. In addition, for example, a driver checks a change in the traveling direction of his / her own vehicle in the past on the display screen at home, determines what the driving state is, and performs his / her safe driving and eco-driving. It should be the target index.

  The display of the information related to the change in the traveling direction of the vehicle may be, for example, a display in which the driving state of the vehicle can be determined from the presence or absence of the change in the traveling direction. For example, it is good also as an aspect which can grasp | ascertain the change of the advancing direction of the vehicle in an instant visually. Furthermore, it is good to set it as the aspect which can grasp | ascertain collectively the change of the advancing direction of the vehicle in a predetermined period visually. For example, the predetermined period may be a period in which it is possible to determine, for example, that the lane change is repeatedly performed in a short time or that the direction of travel in the same lane frequently changes. The driving state of the vehicle determined by the vehicle occupant or a person outside the vehicle may be, for example, a driving state that conforms to or is contrary to safe driving or eco driving. In this way, for example, it can be linked to the realization of safe driving and eco-driving of the vehicle driver. For example, the fact that the lane change is repeatedly performed in a short time may be determined by a vehicle occupant or a person outside the vehicle as a driving state in which the frequency of overtaking is high. For example, frequent changes in the traveling direction within the same lane may be determined by a vehicle occupant or a person outside the vehicle as driving states such as drunk driving and dozing driving. The display of the mode in which the driving state can be determined includes, for example, a graph indicating a change in the traveling direction or the steering angle of the steering wheel in a predetermined period, a number indicating the frequency of the driving direction or the steering angle of the steering wheel in a predetermined period, and the like It is good to do.

(7) It is good to set it as the aspect which determines the driving | running state of the said vehicle based on the information regarding the change of the advancing direction of the said vehicle, and performs the control which displays the said driving | running state on a display screen.

  In this way, since the driving state of the vehicle is displayed on the display screen, there is no inconvenience for passengers of the vehicle including the driver who viewed the display screen or persons outside the vehicle to determine the driving state by themselves. The driving state of the vehicle can be easily recognized.

  The display of the driving state may be, for example, a display that can recognize danger, safety, dozing, drinking, etc. by characters, figures, colors, or changes thereof.

(8) It is good to set it as the aspect which acquires the information regarding the driving operation of a vehicle, and performs control which displays the acquired information regarding the driving operation of the said vehicle on a display screen with the change of the advancing direction of the said vehicle.

  In this way, since information related to the driving operation of the vehicle is displayed together with information related to the change in the traveling direction of the vehicle, the vehicle passenger including the driver who has viewed the display screen or the person outside the vehicle can The driving state of the vehicle can be determined in more detail on the basis of the relationship between the change in information and the information related to the driving operation.

  The information related to the driving operation of the vehicle may be, for example, information indicating that there has been an operation of a member or mechanism that the driver needs to operate during driving and the timing thereof. For example, information on when the winker is released, when and how many times the brake is depressed, and when and how many times the accelerator is depressed may be information relating to the driving operation of the vehicle.

  For example, when the winker is not put out before the right or left turn, it may be determined as a dangerous driving state. For example, when the brake is not stepped on before the right or left turn, or when the accelerator is stepped on, it may be determined as a dangerous driving state.

(9) Acquire information related to the driving operation of the vehicle, determine the driving state of the vehicle based on the acquired information related to the driving operation of the vehicle and a change in the traveling direction of the vehicle, and display the driving state It is good to set it as the aspect which performs the control displayed on this.

  In this way, the display screen displays not only the change in the traveling direction of the vehicle but also the driving state determined in consideration of information related to the driving operation of the vehicle. A vehicle occupant or a person outside the vehicle does not have the trouble of determining the driving state by himself, and can easily obtain a detailed driving state.

(10) It is good to set it as the aspect which performs the control which outputs a sound according to the said abnormal condition.

  If it does in this way, the passenger of the vehicle who has not seen the display screen or the outside person can be surely notified of the abnormal state of the vehicle by outputting the sound. For example, it is possible to make a vehicle occupant or a person outside the vehicle aware of punctures, air pressure abnormalities, slips of specific tires, and the like.

(11) It is good to set it as the aspect which performs control which outputs a sound according to the said driving | running state.

  In this way, by outputting the sound, it is possible to surely notify the passenger of the vehicle who is not viewing the display screen or an outside person of the driving state of the vehicle. For example, it is possible to warn a passenger in a vehicle or a person outside the vehicle of a danger in a drowsy driving or a drunk driving.

(12) Regarding a change in the traveling direction of the vehicle, using a value indicating the relationship between the information regarding the rotation of the at least two different wheels at the same time as a single value and using an average value of a plurality of consecutive predetermined values. It is preferable that information is obtained.

  In this way, even if there are times that show values that are very different from the others among the multiple times, the value is not used as it is, but the average value of the multiple times is used. To a value approximated by Therefore, it is possible to detect the direction with higher accuracy and closer to the rudder angle sensor.

  The average value of a plurality of consecutive values is, for example, by using an average value of a plurality of values and then obtaining an average value obtained by including the next value excluding the oldest value sequentially. It is recommended to use the average value obtained.

(13) The information regarding the rotation of the wheel included in the vehicle may be information based on a signal from a sensor that detects a rotation state of the wheel used in the ABS.

  In this way, since the signal from the sensor used in the ABS (anti-lock brake system) is used, the labor and cost of adding a special sensor can be saved. In addition, information based on signals from sensors used in ABS can be detected more accurately than a vehicle speed sensor of a transmission, so that the direction can be accurately detected.

(14) When the ABS function is working, it is preferable that the vehicle traveling direction is not detected.

  When ABS is working, it is impossible to accurately detect the direction of travel using the signal from the sensor. Therefore, it is possible to prevent erroneous determination and erroneous operation due to erroneous detection by not performing detection.

(15) The functions of the systems (1) to (14) can be configured as a program for causing a computer to realize the functions.

  According to the present invention, it is not necessary to install sensors on a plurality of different wheels and connect wires, and it is not necessary to obtain the steering angle from the steering angle sensor. Information about changes in direction can be obtained.

It is a figure which shows the structure of the radar detector which is preferable one Embodiment of this invention. It is a block diagram of a radar detector. It is explanatory drawing which shows an example of a standby screen. It is explanatory drawing which shows an example of a warning screen. It is explanatory drawing which shows an example of the path | route which the vehicle actually drive | worked. It is explanatory drawing which shows a steering wheel steering angle at the time of drive | working the path | route of FIG. 5, and a wheel difference ratio. It is explanatory drawing which shows the steering wheel steering angle at the time of drive | working the path | route of FIG. 5, and the wheel difference ratio averaged. It is explanatory drawing (a) which shows the vehicle speed when a vehicle drive | works clockwise, and explanatory drawing (b) which shows the rotational speed of each wheel. It is explanatory drawing (a) which shows the vehicle speed when a vehicle brakes on a snowy road, and explanatory drawing (b) which shows the rotational speed of each wheel. It is explanatory drawing (a) which shows the rotation speed of an engine at the time of a vehicle stepping on an accelerator on a snowy road, explanatory drawing (b) which shows vehicle speed, and explanatory drawing (c) which shows the rotational speed of each wheel. It is explanatory drawing (b) which shows the vehicle speed when a vehicle steps on an accelerator while going straight on a snowy road, and explanatory drawing (c) which shows the rotational speed of each wheel.

[1. Configuration of electronic equipment]
1 and 2 show a radar detector 1 which is a preferred embodiment as an electronic device constituting the system of the present invention. FIG. 1A is a perspective view of the radar detector 1 on the front surface (surface facing the vehicle rear side (driver side)), and FIG. 1B is a rear perspective view. FIG. 2 is a block diagram of the radar detector 1.

  The radar detector 1 includes a case body 2 having a thin rectangular shape, and is fixed on a dashboard of a vehicle by using a bracket 3 attached to the lower side of the back side of the case body 2.

  A display 5 is provided on the front surface of the case body 2 (the surface facing the vehicle rear side (driver side)). The display 5 is composed of a 3.2 inch color TFT liquid crystal display. On the display 5, a touch panel 6 that detects which part of the display 5 is touched is provided. A volume adjustment button 7 is disposed on the right side of the front surface of the case body 2, and various work buttons 8 are disposed on the left side.

  The right side surface of the case body 2 is provided with a card insertion slot 9 for mounting a memory card 11 as a removable recording medium, and a memory card reader 10 is built inside the card insertion slot 9 in the case body 2. The By inserting the memory card 11 from the card insertion slot 9, the memory card 11 is attached to the memory card reader 10. The memory card reader 10 takes in data stored in the attached memory card 11. More specifically, the data stored in the memory card 11 includes update information such as new alarm target (target) information (position information such as longitude and latitude, type information, etc.), and the update information is controlled. The data is updated (stored) in the database 19 built in the apparatus under the control of the unit 18.

  The database 19 can be realized by a nonvolatile memory (for example, EEPROM) in the microcomputer of the control unit 18 or externally attached to the microcomputer. The database 19 stores map data and information related to a certain alarm target at the time of shipment, and data and the like regarding the alarm target added thereafter are updated as described above.

  A GPS receiver 13 is arranged in the upper center of the back side of the case body 2, and a microwave receiver 14 and a radio receiver 15 are arranged next to the GPS receiver 13. The GPS receiver 13 receives GPS signals from GPS satellites and outputs current position (longitude / latitude) information. The microwave receiver 14 receives a microwave having a predetermined frequency emitted from the velocity measuring device. The wireless receiver 15 receives incoming radio waves having a predetermined frequency. A speaker 16 is also built in the lower part of the case body 2. The speaker port is provided on the bottom surface of the case body 2.

  A DC jack 12 is disposed below the side surface of the case body 2. The DC jack 12 is for connecting a cigar plug cord (not shown), and is connected to a cigar socket of the vehicle via the cigar plug cord so that power can be supplied.

  In addition to the display 5 described above, a lamp 31, a remote control receiver 32, and an infrared communication device 34 are disposed on the front surface of the case body 2 (not shown in FIG. 1). The lamp 31 illuminates with various colors depending on the type of alarm and the degree of urgency. The remote control receiver 32 performs data communication with a remote control (portable device: handset) 33 by infrared rays and performs various settings for the apparatus. The infrared communication device 34 transmits / receives data to / from a communication device incorporating an infrared communication device such as a mobile phone 35.

  The case body 2 includes a geomagnetic sensor 36 and an acceleration sensor 37. The geomagnetic sensor 36 is a sensor that detects geomagnetism and detects which direction the north direction is relative to the traveling direction. The acceleration sensor 37 is a sensor that detects acceleration in the front-rear, left-right, and vertical directions of the vehicle.

  Further, the radar detector 1 of the present embodiment is connected to an OBD-II (II is a Roman numeral “2”, hereinafter “OBD-II” is referred to as “OBD2”) connector mounted on the vehicle. A connection cable 22 is provided. A plug 23 that can be detachably attached to the OBD2 connector of the vehicle is attached to the tip of the connection cable 22. The OBD2 connector is also referred to as a failure diagnosis connector, and is connected to the ECU of the vehicle to output various vehicle information.

  The other end of the connection cable 22 is provided with a connector terminal 25 for connection to a socket port 24 provided on the side surface of the case body 2 of the radar detector 1, and the connection cable 22 is also connected to the radar detector 1. Can be removed. Of course, the connection cable 22 may be directly connected to the radar detector 1.

  By connecting the plug 23 attached to the connection cable 22 and the OBD2 connector on the vehicle main body side, the control unit 18 is connected to an in-vehicle network for controlling the vehicle, and various vehicle information is set to 0.5. Get every second. The vehicle information includes, for example, vehicle speed, engine speed, engine load factor, throttle degree, ignition timing, remaining fuel ratio, intake manifold pressure, intake air amount (MAF), injection opening time, engine coolant temperature. (Cooling water temperature), the temperature of the air taken into the engine (intake air temperature), the temperature outside the vehicle (outside air temperature), the amount of fuel remaining in the fuel tank (remaining fuel amount), the fuel flow, the instantaneous fuel consumption, the accelerator opening, There are blinker information (left and right blinker operation (ON / OFF)), brake opening, steering wheel steering angle information, and the like.

  The control unit 18 is a computer including a CPU, a ROM, a RAM, a nonvolatile memory, an I / O, and the like. The control unit 18 is connected to the above-described units, and various input devices (touch panel 6, GPS receiver 13, microwave receiver 14). , A predetermined process is executed based on information input from the wireless receiver 15 and the like, and a predetermined alarm / message is output using an output device (display unit 5, speaker 16 and the like). These basic structures can be basically the same as the conventional ones. For example, for audio output, audio PCM data is stored on an EEPROM which is a nonvolatile memory, and the control unit 18 reproduces the PCM data and outputs audio from the speaker 16.

[2. Basic functions of electronic devices]
The functions of the radar detector 1 according to the present embodiment are realized by being stored on the EEPROM of the control unit 18 as a program executed by the computer that is the control unit 18 and executed by the computer included in the control unit 18. Functions realized by the computer by the program of the control unit 18 include a GPS log function, a standby screen display function, a map display function, a GPS alarm function, a radar wave alarm function, a wireless alarm function, and the like.

  The GPS log function is a function in which the control unit 18 stores the current position detected by the GPS receiver 13 every second in association with the detected time and speed (vehicle speed) in the nonvolatile memory as a position history. This position history is recorded in the NMEA format, for example.

  The standby screen display function is a function for displaying a predetermined standby screen on the display 5. FIG. 3A shows an example of a standby screen. Here, the speed, latitude, longitude, and altitude of the host vehicle detected by the GPS receiver 13 are shown.

  As shown in FIG. 3B, the map display function is a function for accessing the database 19 based on the current position detected by the GPS receiver 13, and reading and displaying the map data stored therein. In addition, the map display function searches for an alarm target around the current position based on position information stored in the database 19, and indicates the alarm target at a corresponding position on the map when an alarm target exists around the current position. A function of displaying information (such as the target icon 112) in an overlapping manner is also provided. The specific display mode is as follows.

  The control unit 18 displays a map in the main display area R1 on almost the entire surface of the display 5 so that the traveling direction of the vehicle is always directed upward. The control unit 18 displays the map so that the lower center of the main display region R1 is the current vehicle position, and displays the vehicle icon 111 at the position.

  The control unit 18 displays status information in the status area R2 set above the main display area R1. Status information displayed in the status area R2 includes, in order from the left, the current time 121 (“15:10” in the figure), the GPS radio wave reception level display icon 122 (three straight lines of different lengths in the figure in parallel). Standing maximum reception level), parking prohibited area icon 123 (displayed when parking is in the highest priority area, parking priority area), and reception sensitivity mode display icon 124 (in the figure, “SE” having the highest sensitivity) indicating the reception sensitivity of the radar. ), Vehicle speed 125 (“30 km / h” in the figure), and azimuth magnetic needle 126. The status area R2 is a transparent area and is arranged using a layer above the layer of the main display area R1. As a result, even in the status area R2, the map located on the lower side can be visually recognized at the place where the status information is not displayed.

  The control unit 18 displays the current scale information (scale) in the scale display region R3 set on the left side of the main display region R1. The scale displays the distance from the vehicle position to the middle position in the vertical direction of the main area R1 ("500" in the figure) and the distance to the upper position ("1000" in the figure). To do. The unit is “m”. When detecting that the main display area R1 has been touched twice in succession, the control unit 18 displays a map scale change button at a predetermined position (position along the scale display area R3) in the main display area R1 (illustrated). (Omitted), the map scale is changed according to the touch on the map scale change button. That is, the control unit 18 changes the scale of the map displayed in the main display area R1 according to the changed scale of the map scale, and also changes the scale information displayed in the scale display area R3.

  While executing the standby screen display function as shown in FIG. 3A, the control unit 18 that has detected a single touch on the display 5 displays a menu screen. The control unit 18 that has detected that the screen switching button prepared in the menu screen has been touched switches to the map display function as shown in FIG. Similarly, the control unit 18 that detects a single touch on the display 5 during execution of the map display function displays a menu screen. The control unit 18 that has detected that the screen switching button prepared in the menu screen has been touched performs processing for switching to the standby screen display function.

  The control unit 18 performs a GPS warning function, a radar wave warning function, a wireless function according to an event that occurs during execution of the standby screen display function and the map display function (hereinafter, these functions are collectively referred to as a standby function). A process for realizing each function such as an alarm function is executed, and when the process of the function is completed, the process returns to the process of the original standby function. The priority of each function is set in the order of radar wave warning function, radio alarm function, and GPS alarm function from the highest.

  The GPS alarm function is a process executed at a predetermined time interval (1 second interval) by an event from a timer included in the control unit 18. This process is performed when the distance between the alarm target latitude and longitude stored in the database 19 and the latitude and longitude of the current position detected by the GPS receiver 13 is obtained and the obtained distance becomes a predetermined approach distance. A GPS warning display 130 (schematic diagram of alarm target, remaining distance, etc.), which is an alarm screen as shown in FIG. 4A, is displayed on the device 5, and an approach warning sound indicating that the alarm target has been approached from the speaker 16 Is output.

  Such alarms include snoozing driving accident points, speed measurement devices (radar type, loop coil type, H system, LH system, photoelectric tube type, mobile type, etc.), speed limit switching point, control area, check area, camp monitoring Area, N system, traffic monitoring system, intersection monitoring point, signal ignorance suppression system, police station, accident-prone area, frequent on-vehicle area, sudden / continuous curve (highway), branch / junction point (highway), ETC Advance lane guidance (highway), service area (highway), parking area (highway), highway oasis (highway), smart interchange (highway), gas station (highway) in PA / SA, tunnel (highway) Road), highway radio reception area (highway), prefectural border notice, road station, viewpoint parking, etc. There stores in association with these type information of the target and schematic diagrams or photographs is displayed on the display unit 5 and the latitude and longitude information indicating the position of the data and audio data in the database 19.

  FIG. 4A shows a display example of the radar wave warning function. This radar wave warning function is used when a signal corresponding to microwaves in a frequency band emitted from a velocity measuring device (mobile radar or the like (hereinafter simply referred to as “radar”)) is detected by the microwave receiver 14. This is an alarm function for displaying a GPS alarm display 131 as an alarm screen on the display 5 and outputting an alarm sound from the speaker 16. For example, when a microwave in the microwave frequency band emitted by the radar is detected by the microwave receiver 14, a schematic diagram or a photograph of the radar stored in the database 19 is displayed as shown in FIG. It is displayed on the device 5 as an alarm screen, and the voice data stored in the database 19 is read out and “Radar. Speed attention. Is output from the speaker 16. The displayed distance may be a distance estimated from the electric field strength, for example.

  The wireless alarm function is a function for issuing an alarm so that the wireless receiver 15 does not interfere with traveling or the like when a radio wave emitted by an emergency vehicle or the like is received. In the radio alarm function, the control radio, car radio, digital radio, special radio, police radio, police telephone, police activity radio, wrecker radio, heli tele radio, fire helicopter radio, fire fight radio, emergency radio, expressway radio , Scan the frequency of the security radio, etc., and when the radio is received at the scanned frequency, a schematic diagram showing that the radio corresponding to the frequency stored in the database 19 for each radio type is received as an alarm screen While being displayed on the display unit 5, the voice data stored in the database 19 for each wireless type is read out, and an alarm sound indicating the wireless type is output from the speaker 16. For example, if you have received a control radio, it is “a control radio. Speed attention. ”Is output.

[3. Vehicle running state detection function]
A vehicle running state detection function realized by the control unit 18 in addition to the above basic functions will be described. The vehicle running state detection function includes an information acquisition function regarding wheel rotation, a vehicle direction change detection function, a vehicle abnormal state detection function, and the like.

[Obtaining information about wheel rotation]
The information acquisition function regarding the rotation of the wheel is a function for acquiring information regarding the rotation of the wheel from a network in the vehicle that controls the vehicle. Details of this function are as follows.

  First, as described above, by connecting the plug 23 of the connection cable 22 connected to the radar detector 1 to the OBD2 connector on the vehicle main body side, the control unit 18 becomes an in-vehicle network that controls the vehicle. Connected.

  This in-vehicle network is a CAN (Controller Area Network) to which computers (ECUs) arranged in various parts in the vehicle are connected for vehicle control, and data used for controlling the vehicle itself flows. Thus, it is only necessary to connect the control unit 18 to the CAN that controls the vehicle. There is no need to install new sensors on different wheels and connect them with wires.

  The control unit 18 does not ask the ECU by transmitting a remote frame or the like. The control part 18 acquires the information regarding rotation of each wheel used for control of the vehicle itself which flows into CAN at intervals of 10 ms. This information is information related to the rotational speed of each wheel that is used in an ABS (anti-lock brake system) and is output from a sensor that detects the rotational state of each of the four wheels. The resolution of the information regarding the rotational speed of the wheel from the sensor used in the ABS is 10 to 100 times the resolution of the vehicle speed (1 km / h step).

  In the case of a vehicle to which a rudder angle sensor is attached, as described above, the steering wheel rotation steering angle information (steering wheel rudder angle) can also be obtained from the OBD 2. However, not all vehicles have a steering angle sensor. In this embodiment, it is possible to change the direction of the vehicle and detect an abnormal state based on the information output from the sensor used in the ABS, regardless of whether the steering angle sensor is attached or not. It is said.

[Vehicle direction change detection function]
The direction change detection function of the vehicle performs the direction change of the vehicle as information on the change in the traveling direction of the vehicle based on the relationship between the information on the rotation of the two different wheels acquired by the information acquisition function. It is a function to detect. Details of this function are as follows.

  First, the database 19 stores information on the rotational speed of each wheel sent on the CAN every 10 ms acquired by the control unit 18. And the control part 18 calculates | requires ratio of the instantaneous value of the information regarding the rotational speed of two wheels of the same time, and subtracts 1 from the value of this ratio. In this embodiment, the value obtained by such calculation is referred to as a wheel difference ratio.

The two wheels that can be subjected to the wheel difference ratio are as follows.
・ Left front wheel and right front wheel ・ Left rear wheel and right rear wheel ・ Left front wheel and left rear wheel ・ Right front wheel and right rear wheel ・ Left front wheel and right rear wheel ・ Right front wheel and right rear wheel

(Measurement example of wheel difference ratio by actual driving)
A description will be given of an example in which the wheel difference ratio between the left front wheel and the right front wheel is obtained as described above while traveling on an actual road. As shown in FIG. 5, the route traveled is a saddle-shaped road connected to the straight road, and the vehicle enters the saddle shape from the straight road, goes around the clockwise direction, and returns to the straight road again. Is running on.

  FIG. 6 is a graph in which the wheel difference ratio (%) obtained by the control unit 18 as described above is plotted on the vertical axis and time (seconds) is plotted on the horizontal axis after traveling along the route of FIG. The total measurement time on the horizontal axis of this graph is 94 seconds. In the graph of FIG. 6, the steering wheel rotation steering angle information (steering wheel steering angle) acquired by the control unit 18 from the OBD 2 at the same time as the measurement is also shown on the right vertical axis in deg (°). The graph of FIG. 6 can be displayed on the display 5 based on the data obtained by the control unit 18 and stored in the database 19 as described above during or after measurement.

  Hereinafter, the measurement result will be specifically described with reference to FIGS. 5 and 6. The curves (1) to (9) in the route of FIG. 5 correspond to (1) to (9) of FIG. The arrows in FIG. 5 indicate the traveling direction of the vehicle. First, the vehicle goes straight on the left straight path in FIG. 5 and enters a saddle-shaped path. At this time, the vehicle turns left at the T-junction (1). Then, the steering angle reaches about + 290.0 °, and the wheel difference ratio reaches about +29.00.

  Next, the vehicle passes a gentle left turn curve of (2). At this time, the steering angle reaches about + 20.0 °, and the wheel difference ratio reaches about +2.00. Furthermore, the vehicle passes the curve of the right turn of (3). At this time, the steering angle reaches about −40.0 °, and the wheel difference ratio reaches about −4.00.

  Thereafter, the vehicle passes a gentle right turn curve of (4). At this time, the steering angle reaches about -20.0 ° and the wheel difference ratio reaches about -2.00. And the vehicle passes the curve of the right turn of (5). At this time, the steering angle reaches about −30.0 °, and the wheel difference ratio reaches about −3.00.

  Next, the vehicle passes the left turn curve of (6). At this time, the steering angle reaches about + 50.0 °, and the wheel difference ratio reaches about +5.00. And the vehicle passes the curve of the right turn of (7). At this time, the steering angle reaches about −60.0 °, and the wheel difference ratio reaches about −6.00. After that, since the route is almost straight, both the steering angle and the wheel difference ratio continue to be near zero.

  Then, the vehicle passes the right turn curve of (8). At this time, the steering angle reaches about −40.0 °, and the wheel difference ratio reaches about −4.00. Furthermore, the vehicle turns left on the T-shaped road of (9) and goes out to the straight road. At this time, the steering angle reaches about + 300.0 °, and the wheel difference ratio reaches about +30.00.

  As a result of the above, it can be seen that the wheel difference ratio is almost the same as the steering angle. The control unit 18 can detect that the steering wheel is turned to the left when the wheel ratio is +, and the steering wheel is turned to the right when the wheel ratio is −. That is, it is possible to determine the traveling direction of the vehicle with an accuracy corresponding to the steering angle of the steering wheel as well as right and left turns. Further, based on the threshold value set in the database 19, it is possible to detect whether the intersection, T-junction, L-junction, etc. are turned right or left. For example, a left turn can be detected if the wheel difference ratio is equal to or greater than the threshold value + 10.00, and a right turn can be detected if the wheel difference ratio is equal to or less than the threshold value -10.00.

  The control unit 18 may obtain the wheel difference ratio as follows. An instantaneous value of information on the rotation speed of the left front wheel is set as a single value, and an average value of a plurality of consecutive predetermined values is obtained. In addition, an instantaneous value of information on the rotational speed of the right front wheel at the same time is set as a single value, and an average value of a plurality of consecutive predetermined values is obtained. The ratio of the average value of the left front wheel and the average value of the right front wheel thus determined is determined, and 1 is subtracted from the value of this ratio. After obtaining the value using the average value of multiple times, and then calculating the average value including the next value excluding the oldest value, using the average value obtained sequentially, as above The wheel difference ratio will be calculated.

  FIG. 7 shows a graph in which the wheel difference ratio thus obtained is the vertical axis and the time is the horizontal axis. Also in this graph, the steering angle obtained by the control unit 18 from the OBD 2 in parallel is shown. As is apparent from this graph, the wheel difference ratio obtained from the average value of the instantaneous value of the information regarding the rotational speed of the wheel is substantially the same as the steering angle. Furthermore, by using the average value, even if there are times that show values that are very different from other values among the plurality of values, they are leveled to a value approximated by the steering angle.

(Measurement example of the rotational speed of each wheel during actual driving)
As described above, in order to show the reason why the direction change can be detected by the wheel difference ratio, when the vehicle simply goes straight through the parking lot and then goes to the right and returns straight, the control unit 18 The data which measured and compared the rotational speed of the wheel is shown in FIG. The graph of FIG. 8 can also be displayed on the display 5 based on the data acquired by the control unit 18 and stored in the database 19 as described above during or after measurement.

  FIG. 8A is a graph showing the vehicle speed. This vehicle speed may be a value acquired from OBD 2 or a value based on GPS. One hundredth of the numerical value on the vertical axis indicates the speed km / h. Numerical values on the horizontal axis indicate seconds. The measurement time is 30.9 seconds.

  FIG. 8B is a graph showing the rotational speed of each wheel measured simultaneously with the vehicle speed. The vertical axis is an instantaneous value of information related to the rotational speed of each wheel. The acquisition timing is about 0.01 seconds. Numerical values on the horizontal axis indicate seconds.

  As shown in FIG. 8A, the vehicle speed increases around 2.3 to 4.5 seconds from the start of measurement. At this time, since the vehicle is traveling straight, as shown in FIG. 8B, the rotational speeds of the respective wheels are substantially the same. In the vicinity of 4.5 to 23.0 seconds, the vehicle is traveling clockwise, so that there is a difference in the rotational speed of each wheel. Furthermore, from around 24.3 seconds, as the vehicle speed decreases, the vehicle returns straight ahead and the rotational speeds of the wheels again coincide.

  Here, as shown in FIG. 8 (b), when the vehicle is traveling clockwise, the right front wheel and the right rear wheel, which are inner wheels, rotate slowly, and the left front wheel and the left rear wheel, which are outer wheels, rotate. The speed is getting faster. Further, the left front wheel has the highest rotation speed, and the right rear wheel has the lowest rotation speed.

  Therefore, in the case of a simple right turn, the wheel difference ratio of the wheels on the diagonal line of the left front wheel and the right rear wheel is the largest. In the case of a left turn, conversely, it is easily guessed that the wheel difference ratio between the right front wheel and the left rear wheel increases. Next, the wheels with the largest wheel differential ratio are the left front wheel and the right front wheel or the left rear wheel and the right rear wheel. The left front wheel and the left rear wheel or the right front wheel and the right rear wheel have small wheel difference ratios compared to others, but the difference is clearly shown. For example, in FIG. 8B, the numerical values indicating the rotation speed of each wheel in the vicinity of 10 seconds are 623 for the left front wheel, 576 for the left rear wheel, 507 for the right front wheel, and 457 for the right rear wheel.

  As described above, it is obvious that a difference occurs in the rotational speed of each wheel when the vehicle changes its direction. For this reason, the control part 18 can detect direction change, if the information regarding the rotational speed of any two wheels is compared.

[Vehicle abnormal state detection function]
The abnormal state detection function of the vehicle is a function in which the control unit 18 detects a slip of a specific wheel as an abnormal state of the vehicle based on a relationship between information regarding rotation of at least two different wheels. In addition, the control part 18 can also display the graph shown below on the indicator 5 based on the data which the database 19 memorize | stored during measurement or after completion | finish of measurement.

(Snowy road brake)
FIG. 9 is a graph showing a slip state in a front-wheel drive vehicle when a sudden brake is applied while going straight on a snowy road. In FIG. 9A, the vertical axis represents vehicle speed and the horizontal axis represents time. The vehicle speed may be a value acquired from OBD 2 or a value based on GPS. 1/100 of the numerical value on the vertical axis represents the speed (km / h). The numerical value on the horizontal axis represents seconds. The total measurement time on the horizontal axis is 95 seconds. The vertical axis in FIG. 9B is an instantaneous value of information related to the rotational speed of each wheel measured simultaneously with the vehicle speed. The acquisition timing is about 0.01 seconds. The numbers on the horizontal axis indicate seconds.

  First, as shown in FIG. 9A, stable running continues from the start of measurement to around 25 seconds, and the rotational speeds of the respective wheels are substantially the same. And the brake is stepped on strongly around 25 seconds. If there is no ABS, the rotation of the wheel is locked, so the rotation speed of the wheel should be almost zero. However, since the ABS is working, the rotational speed of each wheel is only slightly reduced. The ABS is appropriately controlled by a control value for each wheel. However, the actual rotational speed of each wheel as a result is different. This is because the rudder angle, the road surface state, and the contact state of each wheel and the like are different.

  For this reason, as shown in FIG. 9 (b), the left front wheel has the lowest rotational speed and slips greatly. Here, when the control unit 18 determines that the slip is based on the threshold value set in advance in the database 19, as shown in FIG. 9B, a balloon “left front wheel slips” is superimposed on the graph and displayed. 5 to display a warning. The warning display area is an area where data lines are avoided.

  The threshold value is, for example, a case where the rotational speed of a specific wheel is reduced by one third or more of the rotational speed of any other wheel. Note that the threshold value for warning may be determined based on experiments and the like, and it is not necessary to warn all cases where a difference occurs in the rotational speed of the wheel.

  After that, the brake is kept applied in the vicinity of 25 to 47 seconds. For this reason, as shown to Fig.9 (a), a vehicle decelerates gradually. Particularly in the vicinity of 33 seconds, as shown in FIG. 9B, the right front wheel has the lowest rotational speed and slips greatly. Here, the control unit 18 alerts the display 5 by displaying a balloon “the right front wheel slips” on the graph.

  The brake is not applied in the vicinity of 47 to 56 seconds. For this reason, as shown to Fig.9 (a), the vehicle speed is falling very gently. At this time, as shown in FIG. 9B, the rotational speeds of the wheels are stable and substantially coincide with each other. Furthermore, the brake is depressed again around 56 seconds. Thereby, as shown to Fig.9 (a), a vehicle speed falls rapidly.

  At this time, as shown in FIG. 9B, the right front wheel slips greatly at the lowest rotational speed. Here, the control unit 18 alerts the display 5 by displaying a balloon “the right front wheel slips” on the graph. Next, the left front wheel also slips at a reduced rotational speed. Here, the control unit 18 alerts the display 5 by displaying a balloon “left front wheel slip” on the graph.

  From around 63 seconds, the rotational speeds of the wheels are stable and almost coincident. After that, stable running continued, and the speed increased gradually from about 70 seconds by stepping on the accelerator without braking.

(Snowy road accelerator 1)
FIG. 10 is a graph showing a slip state when the accelerator is swung while driving straight on a snowy road in a front wheel drive vehicle. In FIG. 10A, the vertical axis 0 to 6000 rpm represents the engine speed, and the horizontal axis represents time (seconds). In FIG. 10B, the vertical axis 0 to 8000 indicates the vehicle speed (1 / 100th is the speed km / h), and the horizontal axis indicates the time (seconds). In FIG. 10C, the vertical axis represents the value indicating the rotational speed of each wheel, the horizontal axis represents time (seconds), and the total measurement time is 155 seconds.

  As shown in FIG. 10A, when the accelerator is stepped on in the vicinity of 3.7 seconds from the start of measurement, the engine speed increases rapidly. At around 11.2 seconds, the accelerator is still being stepped on, but since the hill is being climbed, the rate of increase in the engine speed drops slightly. As shown in FIG. 10B, the vehicle speed increases in the vicinity of 12 seconds as shown in FIG. 10 (b) after the increase in the engine speed in the vicinity of 3.7 seconds. When the vehicle speed decreases, the engine speed decreases after this.

  Here, in the vicinity of 12 seconds when the vehicle speed increases, as shown in FIG. 10C, the rotational speed of the left front wheel increases and slips, and after about 4 seconds, the rotational speed of the right front wheel increases and slips. To do. When the control unit 18 determines that the slip is based on a threshold value set in advance in the database 19, as shown in FIG. 10C, balloons “left front wheel slip” and “right front wheel slip” Is displayed on the display unit 5 to warn.

  As a threshold value, it is assumed that the rotation speed of a specific wheel becomes half or more of the rotation speed of any other wheel. Note that the threshold value when the brake is applied is equivalent to the above-mentioned snowy road sudden brake. The threshold value for warning may be determined based on experiments or the like, and it is not necessary to warn for all cases where a difference occurs in the rotational speed of the wheel.

  Thereafter, in the vicinity of 23 to 76 seconds, as shown in FIG. 10A, the engine speed fluctuates, but this is only the accelerator being stepped on according to the terrain. For this reason, as shown in FIG. 10 (b), the vehicle speed gradually increases until the vicinity of 82 seconds. Moreover, as shown in FIG.10 (c), the rotational speed of each wheel corresponds.

  Furthermore, as shown in FIG. 10A, after the accelerator is stepped on suddenly in the vicinity of 76 seconds, the accelerator is kept lightly pressed until about 110 seconds. Then, as shown in FIG. 10 (b), the vehicle speed suddenly increases in the vicinity of 82 seconds, and then decreases and then increases again. At this time, as shown in FIG. 10 (c), after the speed of the right front wheel and the left front wheel suddenly increased and slipped, the left front wheel continued to slip while the right front wheel returned to its original position, The front wheels start to slip, and both return to the original position around 117 seconds.

  At this time, as shown in FIG. 10C, the control unit 18 alerts the slip by displaying balloons “left front wheel slip” and “right front wheel slip” on the graph 5 superimposed on the graph. . The reason why only the front wheel slips to the left and right in this manner is the drive wheel. Further, the behavior of the left and right wheels is different because there is a difference in slipperiness as in the case where the right is a road and the left is an ice burn.

  Next, as shown in FIG. 10A, when the accelerator is depressed in the vicinity of 126 seconds, the engine speed rapidly increases. In the vicinity of 131 seconds, the vehicle speed slightly increases as shown in FIG. 10 (b), and the left front wheel slips slightly as shown in FIG. 10 (c). However, the control unit 18 does not issue a warning because the increase in the rotational speed is a slight slip that does not reach the threshold value.

  Finally, as shown in FIG. 10 (a), when the brake is stepped in the vicinity of 151 seconds, the vehicle speed slightly decreases as shown in FIG. 10 (b), and as shown in FIG. 10 (c), The left front wheel slips slightly. Thus, the slip due to the brake appears as a decrease in the rotational speed, contrary to the slip due to the accelerator. Note that the control unit 18 does not issue a warning because the slip of this level is a mild slip that does not reach the threshold value.

(Snowy road accelerator 2)
FIG. 11 is a graph showing a slip state when the accelerator is swung straight on a snowy road in a front wheel drive vehicle, as in FIG. 10. However, the measurement time on the horizontal axis is 321 seconds longer than in FIG. In FIG. 10A, the vertical axis 0 to 7000 represents the vehicle speed (1 / 100th is the speed km / h), and the horizontal axis represents the time (seconds). In FIG. 10B, the vertical axis represents a value indicating the rotational speed of each wheel, and the horizontal axis represents time (seconds).

  As is apparent from this graph, when the accelerator speed is stepped on the snowy road and the vehicle speed increases rapidly, the rotational speed of the right front wheel and the left front wheel increases as in the snowy road slip 1, and slip may occur. Understand.

[4. Effects of the embodiment]
According to the present embodiment as described above, the following effects can be obtained.
(A) The control part 18 can obtain | require the information regarding the change of a advancing direction only by connecting to the network which performs control about a vehicle. Therefore, for example, it is not necessary to install sensors on a plurality of different wheels and connect the sensors with wires. This is particularly effective when it is difficult to obtain the steering angle of the steering wheel or the like from the network for controlling the vehicle or the data format is not disclosed.

(B) In the configuration in which the information related to the change in the traveling direction of the vehicle is obtained by the GPS, the information related to the change in the traveling direction of the vehicle cannot be obtained in a place where the GPS radio wave is blocked and positioning cannot be performed. By obtaining information relating to the rotation of at least two different wheels, information relating to changes in the traveling direction of the vehicle can be obtained. In addition, you may make it the control part 18 provide the structure which correct | amends the travel distance calculated | required by GPS, etc. based on the information regarding the change of the advancing direction of a vehicle.

  In the case of a vehicle without a rudder angle sensor, even if there is a rudder angle sensor, the use of the rudder angle sensor is limited, or even when the rudder angle sensor is malfunctioning, the control unit 18 can control at least two different wheels. By obtaining a signal relating to rotation, information relating to a change in the traveling direction of the vehicle can be obtained.

(C) The resolution of information relating to wheel rotation in a network in which data used for controlling the vehicle itself flows is 10 to 100 times higher than the vehicle speed (1 km / h step). For this reason, the quantum error is reduced, and even when the vehicle is traveling at a low speed, the error in the information related to the change in the traveling direction of the vehicle, which is obtained from the information related to the rotation of the wheels by the control unit 18 is also extremely reduced. Therefore, the control part 18 can obtain | require the information regarding the change of the advancing direction correctly at a level comparable with a rudder angle sensor.

  The control unit 18 calculates the vehicle speed, the travel distance, and the separately acquired engine from the information about the rotation of the wheel in the network through which data used for controlling the vehicle itself flows, along with the information about the change in the traveling direction of the vehicle. The gear ratio can also be calculated from the number of rotations and the vehicle speed. Errors such as the vehicle speed, the travel distance, and the gear ratio that are obtained in this way can also be reduced.

(D) The network provided in the vehicle is a wired network. For this reason, the control part 18 can obtain | require the information regarding the change of the advancing direction of a vehicle only by wire-connecting to one place of the signal wire | line (for example, signal wire group) of a network. In particular, since it is configured to be connected to a connector that is detachable with respect to a network signal line, it can be easily connected.

(E) By using the information corresponding to only two wheels, the control unit 18 reduces the amount of information to be processed, and simplifies and speeds up the processing. In addition, the control unit 18 acquires and uses instantaneous values of information related to the rotation of at least two wheels at approximately the same time from the network every 10 ms. For this reason, the control part 18 is enough as information which calculates | requires the information regarding the change of the advancing direction of a vehicle.

(F) Since the control unit 18 reads information flowing through the network without collecting information by making an inquiry to the device connected to the network, stress on the device connected to the network can be avoided. In particular, a computer that outputs information related to wheel rotation to a network does not need to respond to an inquiry, so stress can be avoided. In addition, since the network traffic is not increased, stress on the entire vehicle control can be avoided.

(G) The control unit 18 displays on the display screen of the display 5 the information on the steering wheel angle obtained from the network and the information on the steering wheel angle obtained based on the relationship between the information on the rotation of two different wheels. Let For this reason, the passengers of the vehicle, including the driver who viewed the display screen, obtained based on the relationship between the information regarding the steering angle obtained from the network that controls the vehicle and the information regarding the rotation of two different wheels. It is possible to compare with information on the steering angle. Thus, the vehicle occupant who compares both pieces of information regarding the steering angle of the steering wheel can determine the direction change or abnormal state of the vehicle from the degree of difference between the two pieces of information.

  In addition, since the abnormal state of the vehicle is displayed on the display screen of the display device 5, the passengers of the vehicle including the driver can easily recognize the abnormal state of the vehicle without the trouble of determining the abnormal state. For example, the control unit 18 displays a warning notifying the occurrence of slip on a graph with a balloon, thereby allowing the vehicle occupant to recognize the slip. The control unit 18 can prevent the data from being difficult to see by setting the warning display area to an area that avoids the line indicating the data. Further, since the control unit 18 does not warn of a slight slip, it is possible to prevent the warning from being frequently displayed and making it difficult to recognize the danger.

  Furthermore, the passengers of the vehicle including the driver who has seen the display screen recognize the change in the traveling direction of the vehicle, and determine the driving state of the vehicle based on the change in the traveling direction of the vehicle, It can be used for safe driving and eco driving.

(H) Since the control unit 18 uses a signal from a sensor used in an ABS (anti-lock brake system), it is possible to save time and cost for adding a special sensor. In addition, information based on signals from sensors used in ABS can be detected more accurately than a vehicle speed sensor of a transmission, so that the direction can be accurately detected.

  Furthermore, even if the information about the rotation of the wheel acquired by the control unit 18 from the network includes a value indicating a value that is extremely different from the other values, the value is not used as it is. By using the average value, it is possible to level the value closer to the steering angle. Therefore, it is possible to detect the direction with higher accuracy and closer to the rudder angle sensor.

[5. Other Embodiments]
The present invention is not limited to the embodiment as described above.
(A) The “information regarding wheel rotation” may be the amount of rotation per unit time of the wheel, the number of rotations per unit time of the wheels, or the rotation angle per unit time of the wheels. Such information also shows different values at each wheel when the vehicle direction change or abnormal driving state occurs, so the direction change by the control unit 18 and detection of the abnormal state as in the above embodiment. Is possible.

(B) The “network for controlling the vehicle” may be a network outside the vehicle. The network may be wired or wireless. For example, by acquiring information related to the rotation of wheels from a network outside the vehicle that collects data while the vehicle is traveling, information on the steering angle of the steering wheel acquired by a person outside the vehicle from a network that controls the vehicle and It is possible to compare the information regarding the steering angle of the steering wheel obtained based on the relationship between the information regarding the rotation of two different wheels. In this case, the display screen may be a display screen in a display device of a computer installed outside the vehicle and connected to a network.

  Thus, a person outside the vehicle who compares both pieces of information regarding the steering angle of the steering wheel can recognize the direction change of the vehicle and an abnormal state from the degree of difference between the two pieces of information. Further, if the abnormal state of the vehicle is displayed on the display screen as described above, a person outside the vehicle can easily recognize the abnormal state of the vehicle without the trouble of determining the abnormal state. Furthermore, a person outside the vehicle who sees the display screen recognizes a change in the traveling direction of the vehicle and determines the driving state of the vehicle based on the change in the traveling direction of the vehicle, thereby enabling safe driving and It can be used for eco driving.

  For example, in a taxi company or shipping company, the display screen installed at the company checks the changes in the direction of travel of the vehicle of the past or the current driver, determines what the driving state is, and the driver It is good to use as an index to promote safe driving and eco-driving. In addition, for example, a driver checks a change in the traveling direction of his / her own vehicle in the past on the display screen at home, determines what the driving state is, and performs his / her safe driving and eco-driving. It should be the target index. In this case, as described above, the computer outside the vehicle may acquire information via the network and display it on the display screen, or record the information on the memory card 11 inserted in the system installed in the vehicle, Information may be displayed on the display screen by reading the memory card 11 with a computer outside the vehicle.

(C) There may be two or more “at least two different wheels” that are targets of information regarding rotation. For example, among the information corresponding to the two wheels and the information corresponding to the other two wheels, the one indicating the normal value may be used, or the average of both information may be used. In this way, highly accurate detection is possible. As described above, there may be times when the wheel information shows a value that is extremely different from the other values among the multiple values, but the control unit 18 obtains a normal value or an average value and uses it for detection. Thus, such values can be eliminated or leveled.

(D) The “information regarding the change in the traveling direction of the vehicle” may be, for example, information indicating the degree of difference in information regarding the rotation of at least two wheels. For example, it is good also as information based on the difference of the value which the information regarding rotation of two wheels shows. Further, for example, information based on a ratio of values indicated by information regarding rotation of two wheels may be used. Even with such information, different values can be obtained according to the traveling direction, so that the control unit 18 can detect a change in the traveling direction.

  The detection of the change in the traveling direction by the control unit 18 may be, for example, detecting only a right / left turn at a branch point. In this way, there are few directions which the control part 18 determines, and simplification and speeding-up of a process are attained. Further, the change in the traveling direction may be a change in the traveling angle or a change in the steering wheel steering angle. Since this system can be detected with the same accuracy as the steering angle, even a detailed change in the direction of travel can be detected. In this way, the control unit 18 can determine a more detailed traveling state. For example, the control part 18 can detect the change of the advancing direction in the same lane, and the advancing direction in the lane change. Furthermore, even when GPS positioning cannot be performed, the control unit 18 can detect a change in the traveling direction of a road curve at a three-dimensional intersection, underground, tunnel, or the like.

(E) The information regarding the steering angle obtained from the network accurately indicates the steering angle, but the information regarding the steering angle obtained based on the relationship between the information regarding the rotation of at least two different wheels is Depending on the situation, a difference from the actual steering angle may occur. For this reason, the control part 18 can also detect the abnormal state of a vehicle based on the relationship that both information remarkably differ, such as differing more than the threshold value preset in the database 19. FIG.

  As a method for obtaining the steering angle of the steering wheel based on the relationship of information related to wheel rotation, the following method may be used. First, the control unit 18 uses the steering angle of the steering wheel at approximately the same time and the information regarding the rotation of at least two different wheels as the time interval necessary for generating information regarding the change in the traveling direction of the vehicle according to the application. The log acquired in step 1 is created and stored in the database 19. The control unit 18 obtains a function of the relationship between the information regarding the rotation of at least two different wheels of the vehicle in the log and the correspondence relationship with the steering angle of the steering wheel at the same time. The steering wheel steering angle is obtained based on the relationship. For example, the control unit 18 associates the difference or ratio between the instantaneous values of the rotational speeds of two different wheels at the same time with the steering angle at the time and stores it in the database 19 as a log. Alternatively, the correlation between the ratio and the steering angle is stored in the database 19 as a function. The function may be incorporated in the program as a mathematical expression, or may be configured as a program for creating and storing a table for obtaining a mapping and calculating using this table. Such a program created based on past information may be stored in the database 19 in advance, and the control unit 18 may be configured to operate accordingly.

  Information on the rotation of wheels flowing through the network and the data format of the steering angle of the steering wheel may differ for each vehicle type. The correspondence between the wheel rotation information and the steering angle of the steering wheel is obtained in advance for each vehicle type, and a function is obtained and stored in the database 19 as a program or data. And the control part 18 provides the function which sets a vehicle model by automatic detection, or a user sets manually. The control unit 18 obtains a correspondence relationship between the set vehicle type and information regarding the rotation of the wheels and the steering angle of the steering wheel. The control unit 18 can detect an abnormal state of the vehicle such as tire puncture or slip based on the relationship between the steering wheel steering angle thus obtained and the steering wheel steering angle obtained from the network. As a result, accurate detection is possible even if the vehicle type is different.

(F) As an abnormal state of the vehicle, the rotational speed of a specific wheel is significantly different from that of other wheels, so that the control unit 18 can slip a specific wheel on a snowy road, an ice burn or a mud road. Not only can traction abnormalities, punctures and air pressure abnormalities be detected.

(G) The aspect which the control part 18 displays on the indicator 5 the information regarding rotation of a wheel is the information regarding the steering angle of a steering wheel acquired from the network which performs control about a vehicle, for example, and rotation of an at least 2 different wheel Any mode can be used as long as it can identify the difference from the information related to the steering angle determined based on the information relationship. The existence of the difference between the two information may be displayed, the magnitude of the difference may be displayed, and the type of abnormality estimated from the difference may be displayed. In this way, it is possible to easily determine the direction change or abnormal state of the vehicle.

  The display of the information related to the change in the traveling direction of the vehicle may be, for example, a display in which the driving state of the vehicle can be determined from the presence or absence of the change in the traveling direction. For example, it is good also as an aspect which can grasp | ascertain the change of the advancing direction of the vehicle in an instant visually. This may be a symbol display such as an arrow on the display screen, or light emission by lamps such as LEDs arranged on the left and right.

  The display state of the abnormal state may be a display that can recognize, for example, a puncture, an abnormality in air pressure, a slip of a specific tire, or the like by characters, figures, colors, or changes thereof, in addition to the above-described balloon. Even display on a display screen or light emission by a lamp such as an LED may be used.

  Furthermore, the display mode may be a mode in which changes in the traveling direction of the vehicle over a predetermined period can be collectively grasped visually. For example, the predetermined period may be a period in which it is possible to determine, for example, that the lane change is repeatedly performed in a short time or that the direction of travel in the same lane frequently changes.

  The driving state of the vehicle determined by the vehicle occupant or a person outside the vehicle may be, for example, a driving state that conforms to or is contrary to safe driving or eco driving. In this way, for example, it can be linked to the realization of safe driving and eco-driving of the vehicle driver. For example, the fact that the lane change is repeatedly performed in a short time may be determined by a vehicle occupant or a person outside the vehicle as a driving state in which the frequency of overtaking is high. For example, frequent changes in the traveling direction within the same lane may be determined by a vehicle occupant or a person outside the vehicle as driving states such as drunk driving and dozing driving.

  The display of the mode in which the driving state can be determined includes, for example, a graph indicating a change in the traveling direction or the steering angle of the steering wheel in a predetermined period, a number indicating the frequency of the driving direction or the steering angle of the steering wheel in a predetermined period It is good to do.

(H) The control unit 18 determines the driving state of the vehicle based on the information on the change in the traveling direction of the vehicle as described above, and performs control to display the driving state on the display screen of the display 5. May be. In this way, the passengers of the vehicle including the driver who has seen the display screen or those outside the vehicle can easily recognize the driving state of the vehicle without the trouble of determining the driving state. The display of the driving state may be, for example, a display that can recognize danger, safety, dozing, drinking, etc. by characters, figures, colors, or changes thereof.

(I) The control unit 18 acquires information related to the driving operation of the vehicle via the network, and displays the acquired information related to the driving operation of the vehicle on the display screen of the display 5 together with the information related to the change in the traveling direction of the vehicle. You may perform control to display. In this way, since information related to the driving operation of the vehicle is displayed together with information related to the change in the traveling direction of the vehicle, the vehicle passenger including the driver who has viewed the display screen or the person outside the vehicle can The driving state of the vehicle can be determined in more detail on the basis of the relationship between the change in information and the information related to the driving operation.

  The information regarding the driving operation of the vehicle may be, for example, information indicating that there has been an operation of a member or a mechanism that the driver needs to operate during driving and the timing thereof. For example, information on when the winker is released, when and how many times the brake is depressed, and when and how many times the accelerator is depressed may be information relating to the driving operation of the vehicle. For example, when the winker is not put out before the right or left turn, it may be determined as a dangerous driving state. For example, when the brake is not stepped on before the right or left turn, or when the accelerator is stepped on, it may be determined as a dangerous driving state.

(J) The control unit 18 acquires information related to the driving operation of the vehicle, and determines the driving state of the vehicle based on the acquired information related to the driving operation of the vehicle and information related to the change in the traveling direction of the vehicle. And you may perform control which displays the said driving | running state on the display screen of the indicator 5. FIG. In this way, a passenger of the vehicle including the driver who has seen the display screen or a person outside the vehicle can easily obtain a detailed driving state without being bothered to determine the driving state.

(K) The control unit 18 may perform control to output sound to the speaker 16 according to an abnormal state or an operating state. If it does in this way, the passenger of the vehicle who has not seen the display screen or the outside person can be surely notified of the abnormal state of the vehicle by outputting the sound. For example, it is possible to make a vehicle occupant or a person outside the vehicle aware of punctures, air pressure abnormalities, slips of specific tires, and the like. In addition, by outputting the sound, it is possible to reliably notify the passenger of the vehicle who is not viewing the display screen or an outside person of the vehicle. For example, it is possible to warn a passenger in a vehicle or a person outside the vehicle of a danger in a drowsy driving or a drunk driving.

(L) In the determination of the threshold value for detecting a right / left turn or an abnormal state, the determination of coincidence / mismatch, etc., the above is included in the following, including the values, or larger, smaller, exceeding, not exceeding It is free to judge not to include the value as above, below, below. Thus, for example, depending on the value setting, “greater than” becomes “greater than”, “greater than”, “greater than”, and “less than” becomes “less than”, “not over”, “less than”, “less than” Even if it reads, it is substantially the same.

(M) The control unit 18 may be set not to detect the traveling direction of the vehicle when the ABS function is working. When ABS is working, it is impossible to accurately detect the direction of travel using a signal from the sensor. In such a case, the control unit 18 does not detect, thereby preventing erroneous determination and erroneous operation due to erroneous detection.

(N) The control means may be realized by one control unit 18 or a plurality of control units 18. The entire control unit 18 may be provided inside the vehicle, the entire control unit 18 may be provided outside the vehicle, or a part of the control unit 18 is provided inside the vehicle, and a part thereof is provided outside the vehicle. Other parts may be provided. A system in which at least a part of the function of the control unit 18 is placed on a server, the function is executed on the server, and an electronic device held by the user acquires the execution result. Also, part or all of the information registered in the database can be registered in the server. The radar detector and other electronic devices / devices may have a function of communicating with the server, and the control unit may appropriately access the server, acquire necessary information, and execute a process.

(O) The display 5 as a display means may be any display that can be visually recognized by a user or the like, and includes any display device such as a display screen such as a liquid crystal display or an organic EL display. Such display means may be realized by a display device of a computer installed outside the vehicle and connected to a network as described above. The speaker 16 (including headphones, earphones, etc.) as sound output means may also be realized by an output device of a computer installed outside the vehicle and connected to a network.

(P) The system to which the present invention is applied is not limited to the radar detector 1. The present invention can be applied to in-vehicle electronic devices having various configurations, such as a car navigation system and a drive recorder. The function of the present invention can be easily added by installing a program in an existing system configured as an electronic device. Therefore, the owner of the vehicle can use a new function while suppressing expenses.

(Q) The function of the system of the present invention is configured as a program for causing a computer included in the control unit 18 to realize the function. However, the present invention is not limited to this, and the program is distributed and distributed to a plurality of computers. Also good.

DESCRIPTION OF SYMBOLS 1 ... Radar detector 2 ... Case main body 3 ... Bracket 5 ... Display device 6 ... Touch panel 7 ... Volume adjustment button 8 ... Work button 10 ... Memory card reader 11 ... Memory card 12 ... DC jack 13 ... GPS receiver 14 ... Micro Wave receiver 15 ... Wireless receiver 16 ... Speaker 18 ... Control unit 19 ... Database 22 ... Connection cable 23 ... Plug 25 ... Connector terminal 24 ... Socket port 31 ... Lamp 32 ... Remote control receiver 33 ... Remote control 34 ... Infrared communication device 35 ... mobile phone 36 ... geomagnetic sensor 37 ... acceleration sensor 111 ... own vehicle icon 112 ... target icon 121 ... current time 122 ... GPS radio wave reception level display icon 123 ... parking prohibited area icon 124 ... reception sensitivity mode display icon 125 ... vehicle speed 126 ... Azimuth magnetic needle 30,131 ... GPS alarm display

Claims (5)

A function of acquiring information about rotation of wheels provided in the vehicle;
A function of detecting an abnormality of the vehicle based on information on rotation of the vehicle;
A function of displaying an image showing a temporal change in information according to the rotation of the vehicle;
A function for displaying information related to the abnormality at a position corresponding to the time when the abnormality occurs on the image;
A system comprising: The system according to claim 1, wherein the image is a graph showing a temporal change in the rotational speed of the vehicle. The acquiring function acquires information about rotation of at least two different wheels;
The system according to claim 1, wherein the function of detecting an abnormality detects an abnormality of the vehicle based on information related to rotation of the at least two different wheels. The system according to claim 3, wherein the function of detecting the abnormality detects a slip of a wheel of the vehicle based on a difference between rotational speeds of the at least two different wheels. The program for making a computer implement | achieve the function of the system of any one of Claim 1 to 4.