JP2021002211A - Vehicle approach reporting device - Google Patents

Abstract

To provide a vehicle approach reporting device that reports the presence of obstacles even when road conditions change.SOLUTION: The present invention relates to a vehicle approach reporting device. The device includes: a radar unit that can detect obstacles located within a detection range on the rear side of a vehicle; a control unit that can change the size of a left detection range and a right detection range obtained by dividing the detection range of the radar unit; a reporting unit that reports the existence of the obstacles to a driver of the vehicle when the radar unit detects the obstacles; and an information acquisition unit that acquires travel classification information of the vehicle. The control unit changes the size of the left and right detection ranges according to the travel classification information. The control unit can also execute any one of a plurality of detection range setting programs for changing the size of the left and right side detection ranges according to the travel classification information.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle approach notification device that notifies the presence of an obstacle when an obstacle is detected within the detection range on the rear side of the vehicle.

Vehicles such as automobiles are equipped with a vehicle approach notification device that notifies the presence of obstacles in the own vehicle when an obstacle such as another vehicle located within the detection range on the rear side of the own vehicle is detected. May be done. For example, when the own vehicle is traveling in one of a plurality of lanes on the road and another vehicle is traveling in another one of the plurality of lanes while approaching the own vehicle from the rear side of the own vehicle. , The approach notification device of the own vehicle can promptly notify the existence of another vehicle. Therefore, the driver of the own vehicle can change lanes more safely by using the approach notification device.

However, for example, when the own vehicle travels in the central lane on a road with three lanes on each side, the traveling speed of the other vehicle traveling in the low speed lane on one side of the central lane and the left and right sides of the central lane It is different from the running speed of other vehicles traveling in the overtaking lane on the side. Therefore, in the approach notification device, for safer driving, it is required to notify the existence of another vehicle traveling at high speed before the existence of another vehicle traveling at low speed.

As an example of a vehicle approach notification device for responding to such a request, when another vehicle is located on the rear side side of the own vehicle on the left lane with respect to the traveling lane of the own vehicle, the left side or the like. This is the case when another vehicle is located on the rear side side of the own vehicle on the right lane with respect to the driving lane of the own vehicle and the left side vehicle notification target area defined so that the presence of the vehicle can be detected. Proximity notification for vehicles configured to separately set the right vehicle notification target area defined to enable detection of the presence of other vehicles on the right side, and to make the widths of the left and right vehicle notification target areas different from each other. Equipment is mentioned. In such an approach notification device, for example, in a left-hand traffic environment in which the traveling speed of the own vehicle is faster than the traveling speed of the other vehicle on the left side and slower than the traveling speed of the other vehicle on the right side, the vehicle notification target area on the left side The width is set between both ends in the width direction of the left lane, and the width of the right vehicle notification target area is set between the center in the width direction of the own vehicle and the right end in the width direction of the right lane. (See, for example, Patent Document 1.)

Japanese Unexamined Patent Publication No. 2003-118523

However, the road conditions change from moment to moment while the vehicle is running. For example, in a left-handed environment, the speed of a vehicle in the right lane is faster than that of a vehicle in the left lane, while in a right-handed environment, the speed of a vehicle in the left lane is in the right lane. It will be faster than the running speed of the vehicle. Therefore, when a vehicle crosses the border between a country with left-hand traffic and a country with right-hand traffic, the road conditions change so that the left-hand traffic and the right-hand traffic are switched. In this case, in a configuration in which the left and right detection ranges specified to enable detection of other vehicles on the left and right sides are different from each other, as in the example of the approach notification device for vehicles, the detection ranges on the left and right sides are different. , It may not be set properly according to changes in road conditions.

In view of such a situation, it is desired that the approach notification device for vehicles appropriately notifies the presence of obstacles even when the road condition changes.

In order to solve the above problem, the approach notification device for a vehicle according to one aspect faces a radar unit capable of detecting the presence or absence of an obstacle located within the detection range on the rear side of the vehicle and the vehicle forward direction. A control unit that divides the detection range of the radar unit on the left and right sides and can change the size of the detection range on the left side and the right side, respectively, and the obstacle when the radar unit detects the obstacle. An approach notification device for a vehicle including a notification unit for notifying the existence, further including an information acquisition unit for acquiring information on a traveling category in which the vehicle is traveling, and the control unit acquires the information by the information acquisition unit. The size of the left side and right side detection ranges is changed according to the information of the traveling category.

In order to solve the above problem, the approach notification device for a vehicle according to another aspect includes a radar unit capable of detecting the presence or absence of an obstacle located within the detection range on the rear side side of the vehicle, and a vehicle forward direction. A control unit that can separately execute a plurality of detection range setting programs set to change the size of the left and right detection ranges that divide the detection range of the radar unit on the left and right when facing A vehicle approach notification device including a notification unit that notifies the driver of the vehicle of the presence of the obstacle when the radar unit detects the obstacle, and is a traveling category in which the vehicle is traveling. The control unit further includes an information acquisition unit for acquiring the information of the above, and the control unit executes any one of the plurality of detection range setting programs according to the information of the travel category acquired by the information acquisition unit. ..

In the approach notification device for vehicles according to one aspect and another aspect, the presence of an obstacle can be appropriately notified even when the road condition changes.

FIG. 1 is a block diagram schematically showing a vehicle having a vehicle approach notification device according to the first embodiment. FIG. 2 is a rear perspective view schematically showing a vehicle having a vehicle approach notification device according to the first embodiment. FIG. 3 is a front perspective view schematically showing a vehicle having a vehicle approach notification device according to the first embodiment. FIG. 4 is a perspective view schematically showing a front portion of the driver's seat in the vehicle interior of the vehicle having the approach notification device for a vehicle according to the first embodiment. FIG. 5 is a plan view schematically showing a state in which a vehicle having a vehicle approach notification device according to the first embodiment travels in a left-hand traffic environment. FIG. 6 is a plan view schematically showing a state in which a vehicle having a vehicle approach notification device according to the first embodiment travels in a right-hand traffic environment. FIG. 7 is a timing diagram for explaining that in the first embodiment, the size of the left side and right side detection ranges is changed when the vehicle moves from the right side traffic area to the left side traffic area beyond the boundary. FIG. 8 is a timing diagram for explaining that in the first embodiment, the sizes of the left side and right side detection ranges are changed when the number of lanes increases or decreases while the vehicle is traveling in the left side traffic area. FIG. 9 is for explaining that in the first embodiment, it is prohibited to change the size of the left and right detection ranges when the lane is only temporarily increased while the vehicle is traveling in the left traffic area. It is a timing diagram of. FIG. 10 is a flowchart for explaining that in the first embodiment, the size of the left side and right side detection ranges is changed when the vehicle moves from the right side traffic area to the left side or right side traffic area beyond the boundary. .. FIG. 11 is a flowchart for explaining that in the first embodiment, the sizes of the left side and right side detection ranges are changed when the number of lanes decreases while the vehicle is traveling in the left side traffic area. FIG. 12 is a flowchart for explaining that in the first embodiment, the sizes of the left side and right side detection ranges are changed when the number of lanes increases while the vehicle is traveling in the left side traffic area.

The approach notification device for vehicles according to the first and second embodiments will be described below together with the vehicle on which the approach notification device is mounted. The vehicle equipped with the approach notification device according to the present embodiment is an automobile. However, vehicles are not limited to automobiles. For example, the vehicle may be a motorcycle or the like. Further, in the specification of the present application, the left and right sides are defined as the left and right sides when the vehicle faces the forward direction, respectively.

"First embodiment"
The approach notification device for vehicles according to the first embodiment will be described.

"Overview of vehicle and approach notification device"
The outline of the approach notification device 10 mounted on the vehicle 1 will be described with reference to FIGS. 1 to 10. As shown in FIG. 1, the vehicle 1 has an approach notification device 10. As shown in FIGS. 1 and 2, the approach notification device 10 has a radar unit 11. As shown in FIG. 1, the approach notification device 10 has a control unit 12. As shown in FIGS. 1, 3 and 4, the approach notification device 10 has a notification unit 13.

As shown in FIGS. 5 and 6, the radar unit 11 can detect the presence or absence of an obstacle G located within the detection range D on the rear side side of the vehicle 1. When the vehicle 1 equipped with the approach notification device 10 is the own vehicle 1, the obstacle G may be a vehicle other than the own vehicle 1, that is, another vehicle G. In the following, the case where the obstacle G is another vehicle G will be described.

The control unit 12 can change the sizes E1 and E2 of the left side detection range D1 and the right side detection range D2, which are divided into left and right detection ranges D when facing the forward direction of the vehicle 1 (indicated by the arrow A). To do. When the radar unit 11 detects the other vehicle G, the notification unit 13 notifies the existence of the other vehicle G.

As shown in FIG. 1, the approach notification device 10 has an information acquisition unit 14. The information acquisition unit 14 acquires information on the travel category in which the vehicle 1 is traveling. Then, the control unit 12 changes the sizes E1 and E2 of the left and right detection ranges D1 and D2 according to the travel classification information.

Further, the approach notification device 10 may be configured as follows. As shown in FIG. 1, the control unit 12 calculates the boundary distance from the vehicle 1 to the boundary B between the two regions having the autonomy right based on the travel classification information. If the region with autonomy is a country, the boundary B is the border. Further, in the specification of the present application, when the area having the autonomy right is an area that regulates the vehicle 1 to travel on the left side, it is referred to as a left side traffic area L. In the specification of the present application, when the area having the autonomy right is an area that regulates the vehicle 1 to travel on the right side, it is referred to as a right side traffic area R.

As shown in FIG. 7, when the calculated value C of the boundary distance is less than the first threshold value C1, the control unit 12 makes the sizes E1 and E2 of the left and right detection ranges D1 and D2 the same. When the calculated value C of the boundary distance is equal to or more than the first threshold value C1 and less than the second threshold value C2 and decreases, the control unit 12 determines the difference between the sizes E1 and E2 of the left and right detection ranges D1 and D2. Hereinafter, F (referred to as “detection range difference”) is gradually reduced as necessary. The second threshold value C2 is larger than the first threshold value C1.

The control unit 12 gradually increases the detection range difference F when the calculated value C of the boundary distance is equal to or higher than the third threshold value C3 and increases. The third threshold value C3 is larger than the first threshold value C1. The third threshold C3 can be the same as the second threshold C2. However, the third threshold can be greater than or less than the second threshold.

The information acquisition unit 14 can provide an acquisition value N (N is an integer of 1 or more) of the number of lanes on the forward road. In the specification of the present application, the forward road means a traffic road including a lane in which the vehicle 1 travels forward. For example, when the vehicle 1 travels forward on a one-way road or a two-way road, the forward road means the one-way road or the two-way road. When the vehicle 1 travels forward on a one-sided N-lane road, the forward road means this one-sided N-lane road.

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

The vertical axis F indicates the detection range difference F. Further, when the detection range difference F is a positive value, it indicates that the size E2 of the right side detection range D2 is larger than the size E1 of the left side detection range D1. When the detection range difference F is a negative value, it indicates that the size E1 of the left side detection range D1 is larger than the size E2 of the right side detection range D2. The solid line J1 indicates that the vehicle 1 is traveling in the left-hand traffic area L when extending along the broken line L. The solid line J1 also indicates that the vehicle 1 is traveling in the right-hand traffic area R when extending along the broken line R. The solid line J2 shows the relationship between the calculated value C of each boundary distance and the detection range difference F.

As an example, FIG. 7 shows a timing diagram when the vehicle 1 moves from the right side traffic area R to the left side traffic area L beyond the boundary B. However, the control unit 12 can change the sizes E1 and E2 of the left side and right side detection ranges D1 and D2 as described above in each of the cross-border cases 1 to 4. The cross-border case 1 is a case of moving from the right-hand traffic area R to the left-hand traffic area L beyond the boundary B. The cross-border case 2 is a case of moving from the left-hand traffic area L to the right-hand traffic area R beyond the boundary B. The cross-border case 3 is a case of moving from the right-hand traffic area R to the right-hand traffic area R beyond the boundary B. The cross-border case 4 is a case of moving from the left-hand traffic area L to the left-hand traffic area L beyond the boundary B. The control unit can also change the size of the left side and right side detection ranges as described above only in each of the cross-border cases 1 and 2.

As shown in FIGS. 8 and 9, the control unit 12 changes the sizes E1 and E2 of the left and right detection ranges D1 and D2 according to the acquired value N of the number of lanes. As shown in FIG. 8, when the control unit 12 recognizes the decrease in the acquired value N of the number of lanes, it starts to gradually reduce the detection range difference F. The control unit 12 has the sizes E1 of the left and right detection ranges D1 and D2 from the time when the sizes E1 and E2 of the left and right detection ranges D1 and D2 are the same to the time when the first forward distance P1 advances. , E2 change is prohibited. As shown in FIGS. 8 and 9, the control unit 12 still recognizes the increase in the acquired value N of the number of lanes from the time when it recognizes the increase in the acquired value N of the number of lanes to the time when the second forward distance P2 advances. Occasionally, the detection range difference F is started to be gradually increased.

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

As an example, FIG. 8 shows changes in the sizes E1 and E2 of the left and right detection ranges D1 and D2 when the acquired value N of the lane increases or decreases between 1 and 2 while the vehicle 1 is traveling in the left traffic area L. Is shown. However, the control unit 12 determines the sizes E1 and E2 of the left and right detection ranges D1 and D2 when the acquisition value N of the number of lanes increases or decreases while the vehicle 1 is traveling in the left and right traffic areas L and R, respectively. Can be changed.

As an example, FIG. 9 shows changes in the sizes E1 and E2 of the left and right detection ranges D1 and D2 when the lane is only temporarily increased by 1 to 2 while the vehicle 1 is traveling in the left traffic area L. Indicates that is prohibited. However, the control unit 12 can maintain the detection range difference F when the acquisition value N of the number of lanes temporarily increases while the vehicle 1 is traveling in each of the left and right traffic areas L and R.

"Details of radar section"
With reference to FIGS. 1, 2, 5 and 6, it is preferable that the radar unit 11 has the following details. The radar unit 11 is electrically connected to the control unit 12. The radar unit 11 has two radar sensors 11a and 11b. The radar sensors 11a and 11b may be millimeter-wave radar sensors.

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

However, the radar unit is not limited to this. The radar unit need only have at least one radar sensor. For example, if the radar unit has one radar sensor, the one radar sensor may be located in the central area at the rear of the vehicle. The radar sensor may be other than the millimeter wave radar sensor. For example, the radar sensor may be LIDAR (Laser Imaging Detection and Ranging) or the like.

"Details of the notification unit"
With reference to FIGS. 1 to 4, the notification unit 13 may have the following details. As shown in FIGS. 1 to 4, the notification unit 13 is electrically connected to the control unit 12. The notification unit 13 may be connected to the control unit 12 by CAN (Controller Area Network) communication so as to be capable of telecommunications. However, the notification unit can also be telecommunications-enabled with the control unit by means other than CAN communication.

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

When the turn signal switch (not shown) is activated to instruct a left turn while the left indicator light 13a is lit, the left indicator light 13a may be changed to blink. When the turn signal switch (not shown) operates to instruct a right turn while the right indicator light 13b is lit, the right indicator light 13b may change to blink.

However, the indicator light is not limited to this. The notification unit may have at least one indicator light. At least one indicator light may be arranged in a position visible to the driver of the vehicle.

As shown in FIGS. 1 and 4, the notification unit 13 has a display 13c and a speaker 13d. The display 13c is preferably a liquid crystal display. However, the display is not limited to this. For example, the display may be an organic EL display or the like.

The display 13c and the speaker 13d may be installed on an instrument panel located in front of the driver's seat. The display 13c may light a part of the display 13c when the radar unit 11 detects another vehicle G. A part of the display 13c may be lit so as to display a predetermined icon. The speaker 13d may be sounded when the radar unit 11 detects another vehicle G.

"Details of the information acquisition department"
With reference to FIG. 1, the information acquisition unit 14 may have the following details. The information acquisition unit 14 is electrically connected to the control unit 12. The information acquisition unit 14 may be connected to the control unit 12 by CAN communication so as to be capable of telecommunications. However, the information acquisition unit can also be telecommunications-enabled with the control unit by means other than CAN communication.

The information acquisition unit 14 makes it possible to acquire the position information of the current location of the vehicle 1. The information acquisition unit 14 makes it possible to acquire the position information of the boundary B. The information acquisition unit 14 makes it possible to acquire traffic rule information regarding whether the current location of the vehicle 1 is the left side or the right side. The information acquisition unit 14 makes it possible to acquire information on the number of lanes on the forward road at the current location of the vehicle 1. The information acquisition unit 14 makes it possible to acquire information on the traveling speed of the vehicle 1, that is, the vehicle speed. The travel classification information may include the position information of the current location of the vehicle 1, the position information of the boundary B, the traffic rule information, and the information on the number of lanes on the forward road.

The information acquisition unit 14 includes a GPS unit 14a that enables acquisition of travel classification information via a GPS (Global Positioning System) satellite. It is preferable that the GPS unit 14a can acquire the position information of the current location of the vehicle 1, the position information of the boundary B, the traffic rule information, and the information of the number of lanes on the forward road.

However, the information acquisition unit is not limited to this. The information acquisition unit may be able to acquire the boundary distance from the current location of the vehicle to the boundary. The information acquisition unit may be able to acquire traffic rule information in the area opposite to the current location with respect to the boundary. The information acquisition unit may include a GPS unit that can acquire the position information of the current location of the vehicle, the position information of the boundary, and the traffic rule information, and an imaging unit that can acquire the information of the number of lanes on the forward road. .. The imaging unit should be able to image the front of the vehicle. The image pickup unit may be a camera.

"Details of the control unit"
With reference to FIGS. 1 and 5 to 9, the control unit 12 may have the following details. The control unit 12 comprises electronic components such as a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an input interface, and an output interface, and an electric circuit in which such electronic components are arranged. It should be configured to include. The control unit 12 can be a blind spot monitor controller configured to be divided into two. The details of the control unit 12 in this case will be described later. However, the control unit is not limited to this.

As shown in FIG. 1, the control unit 12 can calculate the forward distance of the vehicle 1 based on the vehicle speed acquired by the information acquisition unit 14, that is, the acquired value of the vehicle speed and the elapsed time. That is, the control unit 12 can bring about the calculated value P of the forward distance. However, the control unit can also provide a calculated value of the forward distance based on the change in the position information of the current location.

The control unit 12 can calculate the boundary distance based on the position information of the current location and the boundary position information. That is, the control unit 12 can bring the calculated value C of the boundary distance.

As described above, the control unit 12 can change the detection range difference F according to the travel classification information. Here, as shown in FIGS. 5 and 6, the sizes E1 and E2 of the left and right detection ranges D1 and D2 are the vehicle front-rear lengths E1 and E2 of the left and right detection ranges D1 and D2, respectively. It is good. That is, the detection range difference F is preferably the difference F between the left and right detection ranges D1 and D2 and the lengths E1 and E2 in the vehicle front-rear direction. However, the size of the left and right detection ranges can also be the vehicle width direction lengths of the left and right detection ranges, respectively.

In FIG. 5, when the traffic rule is left-side traffic and the right-side detection range D2 is larger than the left-side detection range D1, the extended portion H2 of the right-side detection range D2 extended with respect to the left-side detection range D1 is , Shown by hatching of multiple diagonal lines. In FIG. 6, when the traffic rule is right-hand traffic and the left-side detection range D1 is larger than the right-side detection range D2, there are a plurality of extended portions H1 of the left-side detection range D1 extended with respect to the right-side detection range D2. It is indicated by the hatching of the diagonal line of.

As shown in FIGS. 7 to 9, the control unit 12 can gradually reduce and gradually increase the detection range difference F as the calculated value P of the forward distance increases. However, the control unit can also gradually reduce or gradually increase the detection range difference over time.

As described above, the control unit 12 can change the sizes E1 and E2 of the left and right detection ranges D1 and D2 according to the acquired value N of the number of lanes. For example, the control unit 12 may set the detection range difference F to about 0 (zero) when the acquisition value N of the number of lanes is 1. When the traffic rule is left-hand traffic and the acquisition value N of the number of lanes is 2 or more, the control unit 12 may make the size E2 of the right-side detection range D2 larger than the size E1 of the left-side detection range D1. .. When the traffic rule is right-hand traffic and the acquisition value N of the number of lanes is 2 or more, the control unit 12 may make the size E1 of the left side detection range D1 larger than the size E2 of the right side detection range D2. ..

Further, as shown in FIGS. 5 to 9, when the acquired value N of the number of lanes is 2 or more, the control unit 12 targets the detection range difference F (hereinafter, referred to as “target difference”) F1. , F2 should be set. For example, when the traffic rule is right-hand traffic and the acquisition value N of the number of lanes is 2 or more, the control unit 12 sets the detection range difference F and the size E1 of the left-side detection range D1 to the right-side detection range D2. It can be set to the left target difference F1 which is larger than the size E2. When the traffic rule is left-hand traffic and the acquisition value N of the number of lanes is 2 or more, the control unit 12 also sets the detection range difference F, the size E2 of the right-side detection range D2, and the size of the left-side detection range D1. The right target difference F2, which is larger than E1, can be set. The target differences F1 and F2 should be constant.

However, the relationship between the acquired value of the number of lanes and the difference in the detection range is not limited to this. In particular, in the above cross-border cases 1 to 4, even when the traffic rule is left-hand traffic and the acquisition value of the number of lanes is 1, the size of the right-side detection range is larger than the size of the left-side detection range. It may be increased. Similarly, in the above cross-border cases 1 to 4, when the traffic rule is right-hand traffic and the acquisition value of the number of lanes is 1, the size of the left-side detection range is set from the size of the right-side detection range. May also be increased. When the acquired value of the number of lanes is 2 or more, the control unit may increase the detection range difference as the acquired value of the number of lanes increases.

As shown in FIGS. 7 to 9, when the control unit 12 determines that the calculated value C of the boundary distance is less than the first threshold value C1, the detection range difference F is set to about 0 (zero). When the control unit 12 determines that the calculated value C of the boundary distance is equal to or more than the first threshold value C1 and less than the second threshold value C2 and is decreasing, the detection range difference F is gradually reduced. Specifically, when the control unit 12 determines that the traffic rule is left-hand traffic and the calculated value C of the boundary distance is both equal to or more than the first threshold value C1 and less than the second threshold value C2, the boundary is reduced. As the calculated distance C approaches the first threshold C1, the detection range difference F is gradually reduced from the right target difference F2 toward about 0 (zero). Further, when the control unit 12 determines that the traffic rule is right-hand traffic and the calculated value C of the boundary distance is both equal to or more than the first threshold value C1 and less than the second threshold value C2, the boundary distance is calculated. As the value C approaches the first threshold value C1, the detection range difference F is gradually reduced from the left target difference F1 toward about 0 (zero).

When the control unit 12 determines that the calculated boundary distance C is equal to or greater than the third threshold value C3 and is increasing, the control unit 12 gradually increases the detection range difference F. Specifically, when the control unit 12 determines that the traffic rule is left-hand traffic and the calculated value C of the boundary distance is equal to or greater than the third threshold value C3 and is increasing, the calculated value C of the boundary distance is set. It increases from the third threshold C3. Therefore, the detection range difference F is gradually increased from about 0 (zero) toward the right target difference F2. Further, when the control unit 12 determines that the traffic rule is right-hand traffic and the calculated value C of the boundary distance is equal to or more than the third threshold value C3 and is increasing, the calculated value C of the boundary distance is the third threshold value. As it increases from C3, the detection range difference F is gradually increased from about 0 (zero) toward the left target difference F1.

When the control unit 12 determines that the acquired value N of the number of lanes has decreased, the control unit 12 starts to gradually reduce the detection range difference F. For example, when the control unit 12 determines that the acquired value N of the number of lanes has decreased to 1, the control unit 12 gradually reduces the detection range difference F so that the inspection detection range difference F is about 0 (zero). Can be started.

The control unit 12 has the left and right detection ranges D1 from the time when the acquired value N of the number of lanes becomes 1 and the inspection detection range difference F becomes about 0 (zero) to the time when the first forward distance P1 advances. , D2 sizes E1 and E2 are prohibited from being changed. The control unit 12 has the left and right detection ranges from the time when the acquired value N of the number of lanes becomes 1 and the inspection detection range difference F becomes about 0 (zero) to the time when the first elapsed time elapses. It is also possible to prohibit changes in the sizes E1 and E2 of D1 and D2.

The control unit 12 initially determines that the acquired value N of the number of lanes has increased, and determines that the acquired value N of the number of lanes is still increasing at the time when the second forward distance P2 advances from the initial determination time. When the determination is made again, the detection range difference F is started to be gradually increased. For example, the control unit 12 initially determines that the acquired value N of the number of lanes has increased from 1 to 2 or more, and the acquired value of the number of lanes when the second forward distance P2 advances from the initial determination time. When it is redetermined that N is still increasing, the detection range difference F is started to be gradually increased. The control unit 12 initially determines that the acquired value N of the number of lanes has increased from 1 to 2 or more, and the acquired value N of the number of lanes when the second elapsed time has elapsed from the initial determination time. It is also possible to start increasing the detection range difference F when it is redetermined that is still increasing. The second forward distance P2 is preferably larger than the first forward distance. However, the second forward distance can be substantially equal to or smaller than the first forward distance.

Although not clearly shown, when the control unit 12 is a blind spot monitor controller, the control unit 12 may have left and right control units located corresponding to the left and right radar sensors 11a and 11b, respectively. The left side control unit may include the left side radar sensor 11a, and the right side control unit may include the right side radar sensor 11b. The functions of the control unit 12 described above may be distributed to the left side and right side control units.

The left and right controls are electrically connected to each other. The left and right control units may be connected to each other by telecommunications by CAN communication. However, the left and right control units can also be connected to each other so that they can communicate with each other by means other than CAN communication.

"About the control method of the approach notification device"
An example of the control method of the approach notification device 10 according to the present embodiment will be described with reference to FIGS. 10 to 12.

First, with reference to FIG. 10, when the vehicle 1 moves from the right side traffic area R to the left side or right side traffic area L, R beyond the boundary B, the sizes E1 and E2 of the left and right side detection ranges D1 and D2. Explains how to change. The current location of vehicle 1 is in the right-hand traffic area R (step S1). In the vehicle 1, the detection range difference F is set to the left target difference F1 (step S2). It is determined whether or not the calculated value C of the boundary distance is decreasing (step S3).

When the calculated value C of the boundary distance is not decreased (NO), the detection range difference F is maintained at the left target difference F1 (step S2). When the calculated value C of the boundary distance is decreasing (YES), it is determined whether or not the calculated value C of the boundary distance is equal to or more than the first threshold value C1 and less than the second threshold value C2 (step S4). When the calculated value C of the boundary distance is not equal to or more than the first threshold value C1 and less than the second threshold value C2 (NO), the detection range difference F is maintained at the left target difference F1 (step S2). When the calculated value C of the boundary distance is equal to or more than the first threshold value C1 and less than the second threshold value C2 (YES), the detection range difference F is gradually reduced from the left target difference F1 (step S5).

It is determined whether or not the calculated value C of the boundary distance is less than the first threshold value C1 (step S6). When the calculated value C of the boundary distance is not less than the first threshold value C1 (NO), the detection range difference F is gradually reduced from the left target difference F1 (step S5). When the calculated value C of the boundary distance is less than the first threshold value C1 (YES), the sizes E1 and E2 of the left and right detection ranges D1 and D2 are made substantially equal (step S7). It is determined whether or not the calculated value C of the boundary distance is increasing (step S8). When the calculated value C of the boundary distance does not increase (NO), the sizes E1 and E2 of the left and right detection ranges D1 and D2 are made substantially equal (step S7). When the calculated value C of the boundary distance is increasing (YES), it is determined whether or not the calculated value C of the boundary distance is equal to or greater than the third threshold value C3 (step S9).

When the calculated value C of the boundary distance is not equal to or higher than the third threshold value C3 (NO), the sizes E1 and E2 of the left and right detection ranges D1 and D2 are made substantially equal (step S7). When the calculated value C of the boundary distance is equal to or higher than the third threshold value C3 (YES), it is determined whether or not the traffic rule is left-hand traffic (step S10). When the traffic rule is not left-hand traffic, that is, right-hand traffic (NO), the detection range difference F is gradually increased toward the left target difference F1 (step S11). When the traffic rule is left-hand traffic (YES), the detection range difference F is gradually increased toward the right-side target difference F2 (step S12).

Next, with reference to FIG. 11, when the number of lanes decreases from 2 to 1 while the vehicle 1 is traveling in the left traffic area L, the sizes E1 and E2 of the left and right detection ranges D1 and D2 are changed. Explain that. The acquired value N of the number of lanes is 2, and the detection range difference F is in the right target difference F2 (step S21). It is determined whether or not the acquired value N of the number of lanes has decreased (step S22). When the acquired value N of the number of lanes has not decreased (NO), the detection range difference F is maintained at the right target difference F2 (step S22). When the acquired value N of the number of lanes decreases (YES), the detection range difference F is started to be gradually reduced toward about 0 (zero) (step S23).

Further, referring to FIG. 12, when the number of lanes increases from 1 to 2 while the vehicle 1 is traveling in the left traffic area L, the sizes E1 and E2 of the left and right detection ranges D1 and D2 are changed. Will be described. The acquired value N of the number of lanes is 1, and the detection range difference F is about 0 (zero) (step S31). It is determined whether or not the acquired value N of the number of lanes has increased (step S32).

When the acquired value N of the number of lanes does not increase (NO), the detection range difference F is maintained at about 0 (zero) (step 31). When the acquisition value N of the number of lanes increases (YES), it is determined whether or not the vehicle 1 has advanced the first forward distance P1 from the time when the detection range difference F is set to about 0 (zero) (step S33). When the vehicle 1 has not advanced the first forward distance P1 from the time when the detection range difference F is set to about 0 (zero) (NO), the detection range difference F is maintained at about 0 (zero) (step 31).

When the first forward distance P1 advances (YES) from the time when the vehicle 1 sets the detection range difference F to about 0 (zero), the second forward distance P2 from the time when the vehicle 1 determines the increase in the number of lanes as described above. Move forward (step S34). At this point, it is redetermined whether or not the acquired value N of the number of lanes has increased (step S35). When it is redetermined that the acquired value N of the number of lanes has not increased (NO), the detection range difference F is maintained at about 0 (zero) (step 31). When it is redetermined that the acquired value N of the number of lanes is increasing (YES), the detection range difference F is started to be gradually increased toward the right target difference F2 (step S36).

As described above, the approach notification device 10 according to the present embodiment can obtain the following effects. In the approach notification device 10 according to the present embodiment, the sizes E1 and E2 of the left side and right side detection ranges D1 and D2 are changed according to the travel classification information acquired by the information acquisition unit 14. Since the information on the traveling category is based on the change in the road condition, the left side and right side detection ranges D1 and D2 can be appropriately changed according to the change in the road condition. Therefore, in the approach notification device 10 according to the present embodiment, the presence of the other vehicle G can be appropriately notified even when the road condition changes.

In the approach notification device 10 according to the present embodiment, the control unit 12 calculates the boundary distance from the vehicle 1 to the boundary B based on the travel classification information, and the control unit 12 further calculates the boundary distance. When C is less than the first threshold value C1, the sizes E1 and E2 of the left and right detection ranges D1 and D2 are made the same. Therefore, the state where the left side and the right side detection ranges D1 and D2 are the same is maintained immediately before and immediately after the vehicle 1 crosses the boundary B between the two areas having the autonomy. Therefore, it is possible to prevent a state in which the sizes E1 and E2 of the left and right detection ranges D1 and D2 are improperly different around the boundary B. For example, immediately after crossing the boundary B from the left side traffic area L and entering the right side traffic area R, the detection range difference F is set so that the size E2 of the right side detection range D2 becomes larger than the size E1 of the left side detection range D1. It is possible to prevent it from being set incorrectly. As a result, it is possible to prevent an inappropriate state such as an erroneous notification of the notification unit 13, for example, an erroneous instantaneous lighting or extinguishing of the left and right indicator lights 13a and 13b.

In the approach notification device 10 according to the present embodiment, the control unit 12 determines the detection range difference F when the calculated value C of the boundary distance is equal to or more than the first threshold value C1 and less than the second threshold value C2 and decreases. Gradually decrease. Further, the control unit 12 gradually increases the detection range difference F when the calculated value C of the boundary distance is equal to or higher than the third threshold value C3 and is increasing. In such an approach notification device 10, for example, even when the sizes E1 and E2 of the left and right detection ranges D1 and D2 are changed while another vehicle G is being detected, the left and right sides are detected. The other vehicle G can continue to be appropriately detected while preventing a state in which the sizes E1 and E2 of the ranges D1 and D2 are improperly different from each other.

In the approach notification device 10 according to the present embodiment, the control unit 12 changes the sizes E1 and E2 of the left and right detection ranges D1 and D2 according to the acquired value N of the number of lanes. Therefore, the sizes E1 and E2 of the left and right detection ranges D1 and D2 can be changed according to the increase or decrease in the number of lanes on the road. Therefore, when the number of lanes on the road increases or decreases, it is possible to prevent a state in which the sizes E1 and E2 of the left and right detection ranges D1 and D2 are inappropriately different from each other.

In the approach notification device 10 according to the present embodiment, when the control unit 12 recognizes the decrease in the acquired value N of the number of lanes, it starts to gradually reduce the detection range difference F. Therefore, the sizes E1 and E2 of the left and right detection ranges D1 and D2 can be changed according to the decrease in the number of lanes on the road. Therefore, when the number of lanes on the road is reduced, it is possible to prevent a state in which the sizes E1 and E2 of the left and right detection ranges D1 and D2 are inappropriately different from each other.

Here, when the sizes E1 and E2 of the left and right detection ranges D1 and D2 are the same, the sizes of the left and right detection ranges D1 and D2 are likely to be unstable and interchangeable. On the other hand, in the approach notification device 10 according to the present embodiment, the control unit 12 advances the first forward distance P1 from the time when the sizes E1 and E2 of the left and right detection ranges D1 and D2 become the same. It is prohibited to change the sizes E1 and E2 of the left and right detection ranges D1 and D2 until the time point or the time point when the first elapsed time has elapsed. Therefore, it is possible to prevent the left and right detection ranges D1 and D2 from being unstablely switched in size.

For example, in a situation where the number of lanes temporarily increases, such as a situation where a temporary overtaking lane or a swaying lane appears, the sizes E1 and E2 of the left and right detection ranges D1 and D2 are changed more than necessary. That is inappropriate. On the other hand, in the approach notification device 10 according to the present embodiment, the control unit 12 advances the second forward distance P2 from the time when the acquired value N of the number of lanes is recognized, or when the second elapsed time elapses. When the increase in the acquired value N of the number of lanes is still recognized, the detection range difference F is started to be gradually increased. Therefore, it is possible to suppress changes in the sizes E1 and E2 of the left and right detection ranges D1 and D2 more than necessary.

"Second embodiment"
The approach notification device for vehicles according to the second embodiment will be described.

Although not clearly shown, the approach notification device according to the present embodiment is a radar unit configured in the same manner as the radar unit 11, the notification unit 13, and the information unit 14 of the approach notification device 10 according to the first embodiment. It has a notification unit and an information unit. Further, the approach notification device according to the present embodiment has a control unit configured as described below.

In the present embodiment, the control unit has a plurality of detection range setting programs capable of changing the sizes of the left and right detection ranges, similarly to the control unit of the approach notification device according to the first embodiment. The control unit executes any one of the plurality of detection range setting programs according to the travel classification information acquired by the information acquisition unit.

The plurality of detection range setting programs may include an equalization program, a decrease program, an increase program, and a prohibition program. The equalization program makes the left and right detection ranges the same size. The reduction program gradually reduces the detection range difference. The increasing program gradually increases the detection range difference. The prohibited program prohibits changing the size of the left and right detection ranges.

Such a control unit executes an equalization program when the calculated value of the boundary distance is less than the first threshold value. The control unit executes the reduction program when the calculated value of the boundary distance is equal to or more than the first threshold value and less than the second threshold value and is decreasing. The control unit executes the increase program when the calculated value of the boundary distance is equal to or higher than the third threshold value and is increasing.

When the control unit recognizes the decrease in the number of lanes, it starts executing the reduction program. The control unit executes the prohibition program from the time when the sizes of the left and right detection ranges become the same to the time when a predetermined distance is advanced or a predetermined time elapses. The control unit starts executing the increase program when it still recognizes the increase in the number of lanes when it advances a predetermined distance from the time when it recognizes the increase in the number of lanes or when a predetermined time has elapsed.

The execution conditions for the equalization, decrease, increase, and prohibition programs can be the same as the execution conditions for the control of the control unit 12 according to the first embodiment corresponding to these. The details of the equalization, reduction, increase, and prohibition programs can also be the same as the details of the control unit 12 according to the first embodiment corresponding to these.

The approach control method according to the first embodiment of the present embodiment is the approach according to the first embodiment, except that the size of the left and right detection ranges is changed by any one of a plurality of detection range setting programs. The same control as the control method of the notification device can be performed. Further, in the approach notification device according to the present embodiment, the same effect as that of the approach notification device according to the first embodiment can be obtained.

Although the embodiments of the present invention have been described so far, the present invention is not limited to the above-described embodiments, and the present invention can be modified and modified based on the technical idea thereof.

1 ... Vehicle (own vehicle)
10 ... Approach notification device, 11 ... Radar unit, 12 ... Control unit, 13 ... Notification unit, 14 ... Information acquisition unit L ... Left traffic area, R ... Right traffic area, B ... Boundary G ... Obstacle (other vehicle)
D ... detection range, D1 ... left side detection range, D2 ... right side detection range, E1, E2 ... size, F ... vertical axis, detection range difference (difference)
C ... Horizontal axis, calculated boundary distance, C1 ... 1st threshold, C2 ... 2nd threshold, C3 ... 3rd threshold N ... Vertical axis, acquired value of number of lanes P ... Horizontal axis, calculated forward distance, P1 ... 1st forward distance, P2 ... 2nd forward distance

Claims (9)

A radar unit that can detect the presence or absence of obstacles located within the detection range on the rear side of the vehicle,
A control unit that can change the size of the left and right detection ranges that divide the detection range of the radar unit on the left and right when facing the vehicle forward direction, respectively.
A vehicle approach notification device including a notification unit that notifies the presence of the obstacle when the radar unit detects the obstacle.
Further provided with an information acquisition unit for acquiring information on the traveling category in which the vehicle is traveling.
A vehicle approach notification device in which the control unit changes the size of the left and right detection ranges according to the travel classification information acquired by the information acquisition unit. The control unit calculates the boundary distance from the vehicle to the boundary between two regions having autonomy based on the information of the traveling category acquired by the information acquisition unit.
The approach notification device for a vehicle according to claim 1, wherein the control unit makes the size of the left side and the right side detection ranges the same when the calculated value of the boundary distance is less than the first threshold value. When the calculated value of the boundary distance is equal to or greater than the first threshold value and is less than the second threshold value larger than the first threshold value and decreases, the control unit determines the size of the left and right detection ranges. The approach notification device for a vehicle according to claim 2, which gradually reduces the difference. The control unit gradually increases the difference in size between the left side and the right side detection range when the calculated value of the boundary distance is equal to or higher than the third threshold value larger than the first threshold value and increases. Item 2. The approach notification device for a vehicle according to item 2 or 3. Any one of claims 1 to 4, wherein the control unit changes the size of the left side and right side detection ranges according to the number of lanes on the forward road of the vehicle in the information of the traveling category acquired by the information acquisition unit. The approach notification device for vehicles according to paragraph 1. The approach notification device for a vehicle according to claim 5, wherein the control unit starts to gradually reduce the difference in size between the left side and the right side detection range when the control unit recognizes the decrease in the number of lanes. The control unit changes the size of the left and right detection ranges from the time when the sizes of the left and right detection ranges are the same to the time when the left and right detection ranges are advanced by a predetermined distance or a predetermined time elapses. The approach notification device for a vehicle according to claim 6, which is prohibited. The size of the left and right detection ranges when the control unit still recognizes the increase in the number of lanes at the time when the vehicle advances a predetermined distance from the time when the increase in the number of lanes is recognized or when a predetermined time has elapsed. The approach notification device for a vehicle according to claim 6 or 7, which starts to gradually increase the difference between the two. A radar unit that can detect the presence or absence of obstacles located within the detection range on the rear side of the vehicle,
Control that enables each of a plurality of detection range setting programs set to change the size of the left and right detection ranges that divide the detection range of the radar unit to the left and right when facing the vehicle forward direction. Department and
A vehicle approach notification device including a notification unit that notifies the driver of the vehicle of the presence of the obstacle when the radar unit detects the obstacle.
Further provided with an information acquisition unit for acquiring information on the traveling category in which the vehicle is traveling.
A vehicle approach notification device in which the control unit executes any one of the plurality of detection range setting programs according to the travel classification information acquired by the information acquisition unit.