JP2021012410A - Erroneous pedal depression suppression device - Google Patents

Abstract

To provide an erroneous pedal depression suppression device for suppressing useless warning when there is low possibility to collide with an obstacle.SOLUTION: A control section receives an input of back lamp information indicating on/off of back lamps from a vehicle in S11. The control section identifies a distance from an obstacle by receiving an input of information related to the obstacle in a periphery of a vehicle from the vehicle in S12. When determining that the obstacle exists within a predetermined distance in a traveling direction of the vehicle indicated by back lamp information, the control section outputs warning indicating that the obstacle exists in S16, S18. When determining that the distance from the obstacle existing within the predetermined distance is constant or increasing, the control section stops outputting the warning in S19.SELECTED DRAWING: Figure 5

Description

The present disclosure relates to a stepping error suppression device.

Patent Document 1 discloses a vehicle warning device that, when an obstacle approaching a vehicle is detected while traveling on a road, a notification by an alarm sound and a notification by an alarm display are given along with the detection of the obstacle. In this vehicle alarm device, when it is determined that the own vehicle is stopped, the position of the own vehicle is within the expected stop area, and the distance between the own vehicle and the obstacle is constant, the obstacle is detected. Control is performed to disable the accompanying notification.

Japanese Unexamined Patent Publication No. 2015-207157

By the way, in recent years, there has been a problem that a driver, mainly an elderly person, mistakenly presses the pedal to mistakenly step on the accelerator as a brake. In order to solve such a problem, a misstep acceleration suppression device that can be retrofitted to the vehicle to suppress acceleration due to a misstep on the accelerator pedal of the vehicle is being studied. Even in such a misstep acceleration suppression device, it is preferable to warn that an obstacle exists when an obstacle is detected.

However, even in situations where obstacles are detected, there may be situations in which there is little need to warn. Therefore, if a warning is output regardless of the possibility of a collision with an obstacle, the unnecessary warning causes discomfort to the occupants of the vehicle.

Even if the warning output is stopped when it is determined that the distance between the own vehicle and the obstacle is constant, as in the vehicle warning device described above, the distance between the own vehicle and the obstacle remains. If it is not constant, a warning will be output even if the possibility of collision with an obstacle is low.

One aspect of the present disclosure provides a stepping error suppression device capable of suppressing unnecessary warnings when the possibility of collision with an obstacle is low.

One aspect of the present disclosure is a stepping error suppressing device (100) that can be retrofitted to a vehicle, and is an input unit (S11), a distance specifying unit (S12), and a warning unit (S14, S16 to S19, S21). ) And. The input unit is configured to input back lamp information indicating on / off of the back lamp from the vehicle. The distance specifying unit is configured to input information about obstacles around the vehicle from the vehicle and specify the distance to the obstacle. The warning unit is configured to output a warning that an obstacle exists when it is determined that an obstacle exists within a predetermined distance in the traveling direction of the vehicle indicated by the back lamp information. Further, when the warning unit determines that the distance to an obstacle existing within a predetermined distance is constant or wide, the warning unit stops the output of the warning.

With such a configuration, unnecessary warnings can be suppressed when the possibility of collision with an obstacle is low.

It is a block diagram which shows the structure of the stepping error suppression device. It is a figure which shows the whole image of the vehicle with the stepping error suppression device installed. It is a figure which shows the appearance of the apparatus main body. It is a figure which shows the appearance of the HMI part. It is a flowchart of notification suppression processing. It is a figure which shows the warning state of the obstacle in front of a vehicle. It is a figure which shows the warning state of the obstacle behind the vehicle.

Hereinafter, exemplary embodiments of the present disclosure will be described with reference to the drawings.
[1. Constitution]
First, the configuration of the stepping error suppressing device 100 will be described with reference to FIGS. 1 to 4.

The stepping error suppressing device 100 shown in FIGS. 1 and 2 is a device that can be mounted on a vehicle after shipment, that is, can be mounted on a vehicle afterwards, and is a device that suppresses acceleration due to a driver's accelerator pedal depression error. .. In the present embodiment, the stepping error suppression device 100 is a vehicle including an accelerator pedal sensor 11, a front monitoring sensor 13, a rear monitoring sensor 14, a vehicle speed sensor 15, a back lamp sensor 16, a parking brake sensor 17, and a driving force control unit 200. It will be installed. The stepping error suppressing device 100 includes a device main body 20 and a Human Machine Interface (HMI) unit 90.

The accelerator pedal sensor 11 is a sensor for detecting the accelerator opening degree. The accelerator pedal sensor 11 outputs a first signal indicating the first accelerator opening, which is the detected accelerator opening, to the driving force control unit 200 via the device main body 20. The unit of accelerator opening is%. The accelerator opening is 0% when the driver does not depress the accelerator pedal at all. The accelerator opening when the driver depresses the accelerator pedal to the upper limit is 100%.

The front monitoring sensor 13 and the rear monitoring sensor 14 are sensors that detect distances to obstacles existing in front of the vehicle and behind the vehicle. In this embodiment, an ultrasonic sensor is used as the front monitoring sensor 13 and the rear monitoring sensor 14. In the present embodiment, the front monitoring sensor 13 and the rear monitoring sensor 14 detect an obstacle existing at a short distance (for example, within 3.5 m) with respect to the vehicle. Obstacles are, for example, pedestrians, other vehicles and walls. The front monitoring sensor 13 and the rear monitoring sensor 14 may be mounted at the time of manufacturing the vehicle, or may be retrofitted to the vehicle together with the device main body 20 and the HMI unit 90. In the present embodiment, as shown in FIG. 2, the front monitoring sensor 13 includes a right front monitoring sensor 13a arranged on the right side in front of the vehicle and a left front monitoring sensor 13a arranged on the left side in front of the vehicle. 13b is provided. Further, in the present embodiment, the rear monitoring sensor 14 includes a right rear monitoring sensor 14a arranged on the right side behind the vehicle and a left rear monitoring sensor 14b arranged on the left side behind the vehicle.

The vehicle speed sensor 15 is a sensor for detecting the traveling speed of the vehicle. The vehicle speed sensor 15 outputs a signal corresponding to the traveling speed to the device main body 20.
The back lamp sensor 16 is a sensor for detecting an on / off state of the back lamp, which lights up when the position of the shift lever is reversed, in other words, when the vehicle is retracted when the accelerator pedal is depressed. The back lamp sensor 16 outputs a signal indicating an on / off state of the back lamp to the device main body 20.

The parking brake sensor 17 is a sensor for detecting an on / off state of the parking brake. The parking brake sensor 17 outputs a signal indicating an on / off state of the parking brake to the device main body 20.

The driving force control unit 200 controls the driving force of the vehicle according to the accelerator opening degree indicated by the output signal output from the device main body 20. The driving force control unit 200 sets the throttle opening degree according to the accelerator opening degree indicating the output signal, for example. Examples of the driving force control unit 200 include a power management controller and the like.

As shown in FIG. 3, the device main body 20 is a device having a housing 21 having a substantially rectangular parallelepiped shape. The apparatus main body 20 has an accelerator signal input terminal 22, a sensor signal input terminals 27 and 28, a vehicle speed signal input terminal 29, a lamp signal input terminal 30, and a brake signal input terminal on the side surface of the housing 21 on a side (not shown). It includes 31, an accelerator signal output terminal 34, and a communication terminal 39. Further, the apparatus main body 20 includes a control unit 50, a second signal generation unit 63, a coil power supply 61, and a relay switch 70 shown in FIG. 1 inside the housing 21.

The accelerator signal input terminal 22 shown in FIG. 1 is connected to the accelerator pedal sensor 11 and is also connected to the relay switch 70 via the signal line 42. The accelerator signal output terminal 34 is connected to the input terminal of the driving force control unit 200 and is also connected to the relay switch 70 via the signal line 46. Further, the accelerator signal input terminal 22 is connected to the control unit 50 via a signal line.

Each of the sensor signal input terminals 27 and 28 is connected to each of the front monitoring sensor 13 and the rear monitoring sensor 14 by a wire harness. Further, each of the vehicle speed signal input terminal 29, the lamp signal input terminal 30, and the brake signal input terminal 31 is connected to each of the vehicle speed sensor 15, the back lamp sensor 16, and the parking brake sensor 17 by a wire harness. Further, the sensor signal input terminals 27 and 28, the vehicle speed signal input terminal 29, the lamp signal input terminal 30, and the brake signal input terminal 31 are connected to the control unit 50 via a signal line.

The communication terminal 39 is connected to the control unit 50 via a signal line. Further, the communication terminal 39 is connected to the HMI unit 90 via a local CAN signal line. As a result, communication is performed between the device main body 20 and the HMI unit 90 via the local CAN signal line. CAN is a registered trademark.

Since the device main body 20 is a retrofit device, it is generally not easy to connect to a network in the vehicle (for example, a CAN network). Therefore, in order to capture the minimum necessary signal, the apparatus main body 20 mounts the sensor signal input terminals 27 and 28, the vehicle speed signal input terminal 29, the lamp signal input terminal 30, and the brake signal input terminal 31 on the vehicle with a wire harness. Various signals are acquired by connecting to the sensor or the like.

The control unit 50 includes a CPU 51 and a semiconductor memory 52 (hereinafter referred to as “memory 52”) including a ROM and RAM. Each function of the control unit 50 is realized by the CPU 51 executing a program stored in a non-transitional substantive recording medium. In this embodiment, the memory 52 corresponds to a non-transitional substantive recording medium in which a program is stored. Moreover, when this program is executed, the method corresponding to the program is executed. The control unit 50 may be provided with one microcomputer or may be provided with a plurality of microcomputers.

The relay switch 70 includes a first contact 71, a second contact 72, an output side contact 73, a movable piece 74, and a coil 75.
The first contact 71 is connected to the accelerator signal input terminal 22 via a signal line 42. The second contact 72 is connected to the second signal generation unit 63 via the signal line 44. The output side contact 73 is connected to the accelerator signal output terminal 34 via the signal line 46.

One end of the movable piece 74 is connected to the output side contact 73. The opposite end of the movable piece 74 is selectively connected to one of the first contact 71 and the second contact 72. That is, the movable piece 74 can be moved to a position where the first contact 71 and the output side contact 73 are connected (hereinafter referred to as "first position"), and the second contact 72 and the output side contact 73 can be moved to each other. It can also be moved to a connecting position (hereinafter referred to as "second position").

The coil power supply 61 is connected between one end of the coil 75 and the control unit 50. The coil power supply 61 supplies power to the coil 75 when it is turned on by the control unit 50, and does not supply power to the coil 75 when it is turned off by the control unit 50.

When the coil power supply 61 is turned on, the coil 75 is energized, a current flows, and a magnetic force is generated. Further, the coil 75 is in a non-energized state when the coil power supply 61 is off, and does not generate a magnetic force.

The movable piece 74 moves from the first position to the second position or from the second position to the first position by the magnetic force generated by the coil 75. That is, the position of the movable piece 74 can be switched by controlling the energization of the coil 75. In the present embodiment, when the coil 75 is in the non-energized state, the movable piece 74 is located in the first position, and when the coil 75 is in the energized state, the movable piece 74 is located in the second position.

The second signal generation unit 63 generates a second signal indicating a second accelerator opening degree, which is a predetermined accelerator opening degree. In the present embodiment, the second accelerator opening degree is 0%.
Therefore, when the movable piece 74 is located at the first position, the output signal output from the apparatus main body 20 to the driving force control unit 200 becomes the first signal, and the movable piece 74 is located at the second position. In this case, the output signal becomes the second signal.

As shown in FIG. 4, the HMI unit 90 is formed in a housing 95 having a substantially rectangular parallelepiped shape, and includes a function off switch 91, a sound output unit 92, an LED display unit 93, and an image display unit 94. Be prepared. The function off switch 91, the sound output unit 92, the LED display unit 93, and the image display unit 94 are each provided on the side surface of the housing 95.

The function off switch 91 is a switch operated by the driver. When the driver turns on the function off switch 91, an on signal is input to the control unit 50. When the control unit 50 acquires the on signal, the control unit 50 prohibits the execution of the notification suppression process and the execution of the acceleration suppression process. The driver may turn on the function off switch 91 when he / she does not want to execute the notification suppression process and the acceleration suppression process.

The sound output unit 92 is a device that outputs a warning sound. When the control unit 50 determines that an obstacle exists within a predetermined distance to the vehicle, the control unit 50 outputs a command to notify the HMI unit 90 of a warning that the obstacle exists. When the HMI unit 90 receives a command from the control unit 50, the sound output unit 92 sounds a warning sound such as a beeping sound.

The LED display unit 93 is a device that displays a warning by LED lamps 93a and 93b. As described above, when the control unit 50 determines that an obstacle exists within a predetermined distance to the vehicle, the control unit 50 outputs a command to notify the HMI unit 90 of a warning that the obstacle exists. When the HMI unit 90 receives a command from the control unit 50, the HMI unit 90 lights the LED lamps 93a and 93b of the LED display unit 93 to display a warning. Specifically, when a command for notifying a warning that an obstacle exists in front of the vehicle is output, the LED lamp 93a located above the LED display unit 93 when the HMI unit 90 is installed in the vehicle. Is lit. Further, when a command for notifying a warning that an obstacle exists behind the vehicle is output, the LED lamp 93b located at the lower part of the LED display unit 93 is lit while the HMI unit 90 is installed in the vehicle. LED.

The image display unit 94 is a device that displays a warning by an image, for example, a character image. The image display unit 94 may include, for example, a liquid crystal display or an organic EL display. The control unit 50 outputs a command to notify the HMI unit 90 of a warning prompting the accelerator pedal to be released when the acceleration suppression process is executed. When the HMI unit 90 receives a command from the control unit 50, the HMI unit 90 displays a warning on the image display unit 94. The warning is, for example, "Please release the accelerator".

[2. processing]
Next, the notification suppression process executed by the control unit 50 will be described with reference to the flowchart of FIG. This notification suppression process is periodically executed while the accessory switch is on. The notification suppression process is not executed while the function off switch 91 is on.

First, in S11, the control unit 50 detects the traveling direction of the vehicle based on the signal indicating the on / off state of the back lamp output from the back lamp sensor 16. That is, the control unit 50 detects backward movement when the signal indicates an on state of the back lamp, and detects forward movement when the signal indicates an off state of the back lamp. Since the device main body 20 is not easily connected to the CAN network, it cannot acquire a signal from the shift sensor that detects the position of the shift lever. Therefore, the control unit 50 detects the traveling direction of the vehicle based on the signal indicating the on / off state of the back lamp.

Subsequently, in S12, the control unit 50 determines whether or not an obstacle exists within a predetermined distance in the traveling direction of the vehicle based on the signal output from the front monitoring sensor 13 or the rear monitoring sensor 14. In the present embodiment, when the vehicle is moving forward, the control unit 50 determines whether or not an obstacle exists within 3.5 m in front of the vehicle based on the signal output from the front monitoring sensor 13. Is determined. Further, when the traveling direction of the vehicle is backward, the control unit 50 determines whether or not there is an obstacle within 3.5 m behind the vehicle based on the signal output from the rear monitoring sensor 14. To do.

When the control unit 50 determines in S12 that an obstacle exists within a predetermined distance in the traveling direction of the vehicle, the control unit 50 shifts the process to S13.
In S13, the control unit 50 increments (t = t + 1) the continuous detection time t, which is the time during which obstacle detection continues.

Subsequently, in S14, the control unit 50 determines that the detection distance, which is the distance to the obstacle detected in the current cycle, is the minimum value of the distance between the obstacle and the vehicle after the obstacle is detected. It is determined whether or not the distance is equal to or greater than the minimum value. The initial value of the minimum distance value is set to a sufficiently large value, and is updated to the detection distance in S15 described later. Therefore, when the distance to the obstacle increases once and then decreases, the detection distance is equal to or greater than the minimum distance value even if the detection distance is less than the distance to the obstacle detected in the previous cycle. Can be determined.

When the control unit 50 determines in S14 that the detection distance is not equal to or greater than the minimum distance value, the control unit 50 shifts the process to S15. That is, when the control unit 50 determines in S14 that the distance to the obstacle is shorter than the minimum distance value, the control unit 50 shifts the process to S15.

In S15, the control unit 50 updates the minimum distance value to the detection distance.
Subsequently, in S16, the control unit 50 puts the sound output unit 92 and the LED display unit 93 into a state of outputting a warning that an obstacle exists, and then ends the notification suppression process of FIG. That is, when the vehicle is approaching an obstacle without stopping, it is considered that there is a high possibility of a collision with the obstacle. Therefore, an auditory warning by the sound output unit 92 and a visual warning by the LED display unit 93. Is output. Specifically, when a warning that an obstacle exists in front of the vehicle is output, a warning sound is sounded from the sound output unit 92 as shown in FIG. 6, and the LED on the upper side of the LED display unit 93 is output. The lamp 93a is turned on. When a warning that an obstacle exists behind the vehicle is output, a warning sound is emitted from the sound output unit 92 and the LED lamp 93b on the lower side of the LED display unit 93 is turned on as shown in FIG. It is lit.

On the other hand, when the control unit 50 determines in S14 that the detection distance is equal to or greater than the minimum distance value, the control unit 50 shifts the process to S17.
In S17, the control unit 50 determines whether or not the obstacle continuous detection time t is equal to or longer than a predetermined time.

When the control unit 50 determines in S17 that the continuous detection time t of the obstacle is not equal to or longer than the predetermined time, the control unit 50 shifts the process to S18.
In S18, the control unit 50 is set to output a warning that an obstacle exists by the sound output unit 92 and the LED display unit 93, and then ends the notification suppression process of FIG.

On the other hand, when the control unit 50 determines in S17 that the continuous detection time t of the obstacle is equal to or longer than the predetermined time, the control unit 50 shifts the process to S19.
In S19, the control unit 50 ends the notification suppression process of FIG. 5 after the sound output unit 92 and the LED display unit 93 do not output a warning that an obstacle exists. That is, when the warning is continued for a predetermined time and the warning is sufficiently issued in a state where the possibility of collision with the obstacle is low, such as the distance to the obstacle does not change or the vehicle is away from the obstacle. , The warning by the sound output unit 92 and the LED display unit 93 is not output. In other words, even if the possibility of collision with an obstacle is low, the state of outputting a warning continues until a predetermined time elapses in the state in which the obstacle continues to exist.

On the other hand, when the control unit 50 determines in S12 that no obstacle exists within a predetermined distance in the traveling direction of the vehicle, the control unit 50 shifts the process to S20.
In S20, the control unit 50 resets the obstacle continuous detection time t to zero and initializes the minimum distance value to a sufficiently large value.

Subsequently, in S21, the control unit 50 is set to a state in which the sound output unit 92 and the LED display unit 93 do not output a warning that an obstacle exists. After that, the notification suppression process of FIG. 5 is terminated.
In addition, in the stepping error suppressing device 100 of the present embodiment, the control unit 50 performs an acceleration suppressing process when the accelerator pedal is further depressed from the state where an obstacle is detected, in addition to the notification suppressing process described above. Execute. In this acceleration suppression process, the control unit 50 is a movable piece when an obstacle exists within 3.5 m in the traveling direction and the accelerator opening degree detected by the accelerator pedal sensor 11 is equal to or more than a predetermined value. The process of moving the position of 74 from the first position to the second position is executed. That is, the control state of the vehicle is changed from the normal control state in which the driving force of the vehicle is controlled according to the first accelerator opening to the control state of acceleration suppression in which the driving force of the vehicle is controlled according to the second accelerator opening. Let me. As a result, when an obstacle existing within 3.5 m in the traveling direction is detected, even if the accelerator pedal is accidentally depressed, the state is controlled to be the same as when the accelerator pedal is not depressed. Will be done. The control unit 50 is set to output a warning prompting the image display unit 94 to release the accelerator pedal when the acceleration suppression process is executed.

[3. effect]
According to the embodiment described in detail above, the following effects can be obtained.
(3a) In the present embodiment, when it is determined that the detection distance of an obstacle existing within a predetermined distance in the traveling direction of the vehicle is equal to or greater than the minimum distance value, a warning that the obstacle exists is not output. It becomes. Therefore, for example, in a situation where a vehicle is stopped at a traffic light, a parking lot, a gas station, etc., even if a warning is output because the distance to other vehicles or pedestrians is short, the distance to them is short. If it does not change or the distance is widened, no warning is output. In addition, for example, when the vehicle is traveling slowly in a traffic jam and the distance to the vehicle in front is short, the warning is not output even if the distance to the vehicle in front fluctuates only slightly above the minimum distance value. .. Therefore, unnecessary warnings can be suppressed when the possibility of collision with an obstacle is low. As a result, it is possible to prevent the occupants of the vehicle from being uncomfortable due to unnecessary warnings, so that the satisfaction level of the driver can be improved.

(3b) In the present embodiment, even when it is determined that the detection distance of an obstacle existing within a predetermined distance in the traveling direction of the vehicle is equal to or greater than the minimum distance value, the obstacle continues to exist. Continues to output a warning that an obstacle exists until the predetermined time elapses. Therefore, it is possible to sufficiently alert the driver that an obstacle exists in front of the vehicle or behind the vehicle.

(3c) In the present embodiment, when the obstacle detection distance is equal to or greater than the minimum distance value and the obstacle continuous detection time t is equal to or longer than a predetermined time, both the sound output unit 92 and the LED display unit 93 are used. No warning is output. This makes it possible to suppress both visual and auditory discomfort given to the occupants of the vehicle when the possibility of collision with an obstacle is low.

In the present embodiment, S11 corresponds to the processing as the input unit, S12 corresponds to the processing as the distance specifying unit, and S14, S16 to S19, and S21 correspond to the processing as the warning unit.

[4. Other embodiments]
Although the embodiments of the present disclosure have been described above, it goes without saying that the present disclosure is not limited to the above-described embodiments and can take various forms.

(4a) In the above embodiment, a configuration in which a warning indicating the existence of an obstacle is output is continued until the continuous detection time t of the obstacle elapses, but the elapse of the predetermined time. The warning may not be output without waiting for. That is, the predetermined time may be zero.

(4b) In the above embodiment, the front monitoring sensor 13 and the rear monitoring sensor 14 having a relatively short detectable distance are illustrated, but the front monitoring sensor 13 and the rear monitoring sensor 14 are sensors having a relatively long detectable distance. It may be. In this case, in S12 of the notification suppression process described above, the control unit 50 determines whether or not there is an obstacle that exists at a short distance to the vehicle among the obstacles detected in the traveling direction of the vehicle. .. Further, in the above embodiment, the ultrasonic sensor is exemplified as the front monitoring sensor 13 and the rear monitoring sensor 14 used for detecting obstacles, but for example, a laser radar, a millimeter wave radar, a camera, or the like may be used. When a camera is used to detect an obstacle, for example, the obstacle may be recognized in a three-dimensional space by using the principle of triangulation to obtain a distance.

(4c) In the above embodiment, as a warning that an obstacle exists, a warning sound is emitted from the sound output unit 92 and the LED lamps 93a and 93b of the LED display unit 93 are turned on. , The warning may be displayed by the image display unit 94. Further, for example, the sound output unit 92, the LED display unit 93, and the image display unit 94 may be used in any combination. Further, in the above embodiment, when the obstacle detection distance is equal to or longer than the minimum distance value and the obstacle continuous detection time t is equal to or longer than a predetermined time, both the sound output unit 92 and the LED display unit 93 warn. Although the configuration in which is not output is illustrated, for example, the warning by the LED display unit 93 may be in the state of being output as it is. That is, when the obstacle detection distance is equal to or greater than the minimum distance value and the obstacle continuous detection time t is equal to or longer than a predetermined time, only the warning by the sound output unit 92 may not be output. That is, if the obstacle detection distance is equal to or greater than the minimum distance value and the obstacle continuous detection time t is equal to or longer than a predetermined time, and at least a warning is not output by the sound output unit 92, the traveling direction. It is possible to suppress the discomfort to the audibility given to the occupants of the vehicle while providing the driver with a visual only visual warning that an obstacle still exists.

(4d) In the above embodiment, the configuration in which the detection distance is compared with the minimum distance value is illustrated. For example, the detection distance detected in the current cycle is compared with the detection distance detected in the previous cycle. It may be configured to be. In this case, when it is determined that the detection distance detected in the current cycle is equal to or greater than the detection distance detected in the previous cycle, the warning that an obstacle exists is not output.

(4e) When the traveling speed of the vehicle is equal to or higher than a predetermined value, for example, 35 km / h or higher, obstacle detection may not be performed.
(4f) The control unit 50 and its method described in the present disclosure are dedicated provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. It may be realized by a computer. Alternatively, the control unit 50 and its method described in the present disclosure may be realized by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the control unit 50 and its method described in the present disclosure are a combination of a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. It may be realized by one or more dedicated computers configured by. The computer program may also be stored on a computer-readable non-transitional tangible recording medium as an instruction executed by the computer. The method for realizing the functions of each unit included in the control unit 50 does not necessarily include software, and all the functions may be realized by using one or a plurality of hardware.

(4g) The functions of one component in the above embodiment may be dispersed as a plurality of components, or the functions of the plurality of components may be integrated into one component. Further, a part of the configuration of the above embodiment may be omitted. In addition, at least a part of the configuration of the above embodiment may be added or replaced with the configuration of the other embodiment.

(4h) In the present disclosure, in addition to the above-mentioned stepping error suppressing device 100, a control unit 50 which is a component of the stepping error suppressing device 100, a program for operating a computer as the control unit 50, and this program are recorded. It can be realized in various forms such as a medium and a notification suppression method.

13 ... front monitoring sensor, 14 ... rear monitoring sensor, 16 ... back lamp sensor, 20 ... device body, 50 ... control unit, 90 ... HMI unit, 100 ... stepping error suppression device, 200 ... driving force control unit.

Claims (5)

It is a stepping error suppression device (100) that can be retrofitted to the vehicle.
An input unit (S11) configured to input back lamp information indicating on / off of the back lamp from the vehicle, and
A distance specifying unit (S12) configured to input information about obstacles around the vehicle from the vehicle and specify the distance to the obstacle, and
When it is determined that the obstacle exists within a predetermined distance in the traveling direction of the vehicle indicated by the back lamp information, a warning unit (S14, S16) configured to output a warning that the obstacle exists. ~ S19, S21) and
With
The warning unit is a stepping error suppressing device that stops the output of the warning when it is determined that the distance to the obstacle existing within the predetermined distance is constant or widened. The stepping error suppressing device according to claim 1.
Even when the warning unit determines that the distance to the obstacle existing within the predetermined distance is constant or widened, the state in which the obstacle is continuously present elapses for a predetermined time. Until then, a stepping error suppression device that continues to output the warning. The stepping error suppressing device according to claim 1 or 2.
When the distance to the obstacle is equal to or greater than the minimum value of the distance to the obstacle after the obstacle is detected, the warning unit determines that the distance to the obstacle is constant or widened. A stepping error suppression device. The stepping error suppressing device according to any one of claims 1 to 3.
The warning unit
As the warning, an auditory warning and a visual warning are output.
A stepping error suppressing device that stops only the output of the auditory warning when it is determined that the distance to the obstacle existing within the predetermined distance is constant or widened. The stepping error suppressing device according to any one of claims 1 to 3.
The warning unit
As the warning, an auditory warning and a visual warning are output.
A stepping error suppression device that stops the output of the auditory warning and the visual warning when it is determined that the distance to the obstacle existing within the predetermined distance is constant or wide.