JP5889430B2 - Vehicle approach notification sound generator - Google Patents

Description

  The present invention relates to a vehicle approach notification sound generating device that generates a vehicle approach notification sound for notifying a pedestrian or the like of the approach of a host vehicle.

  2. Description of the Related Art Conventionally, in an electric vehicle, a hybrid vehicle, and the like, a vehicle approach notification sound generating device that generates a pseudo sound (vehicle approach notification sound) to make a pedestrian or the like recognize the approach of the host vehicle is provided. There is a vehicle approach notification sound generating device that controls the output of a vehicle approach notification sound according to (see, for example, Patent Document 1).

  In Patent Literature 1, a vehicle approach notification sound is generated (output) in the direction of the steering wheel operation to notify the pedestrian or the like existing in the steering wheel direction of the approach of the vehicle.

JP 2011-162073 A

  For example, when making a left turn at an intersection, it is highly possible that an accident can be prevented in advance by making a pedestrian or the like recognize the approach of the vehicle before operating the steering wheel. However, in Patent Document 1, a vehicle approach notification sound cannot be generated for a pedestrian or the like before such a steering operation.

  Moreover, in patent document 1, although the vehicle approach notification sound can be generated in the left-right direction with respect to the traveling direction of the vehicle from the front of the vehicle, it cannot be generated in the up-down direction with respect to the traveling direction. It cannot be said that it is not properly informing when has a gradient.

  Thus, conventionally, the vehicle approach notification sound cannot be generated in an appropriate direction according to the shape of the road.

  The present invention has been made to solve these problems, and provides a vehicle approach notification sound generating device capable of generating a vehicle approach notification sound in an appropriate direction according to the shape of a road. Objective.

In order to solve the above problems, a vehicle approach notification sound generating device according to the present invention stores a map information including road shape information or takes in map information from outside the device, and notifies a vehicle approach. A vehicle approach notification unit that outputs a vehicle approach notification sound; a control unit that controls output of the vehicle approach notification sound; and a travel position detection unit that detects a vehicle position and a travel direction. The direction of the vehicle approach notification sound is controlled based on the own vehicle position and traveling direction detected by the unit and the road shape stored in the map information storage unit , and the road shape information is road gradient information. The control unit controls the vertical direction of the vehicle approach notification sound based on the gradient information .

According to the present invention, a map information acquisition unit that stores map information including road shape information or captures map information from outside the device, a vehicle approach notification unit that outputs a vehicle approach notification sound that notifies the approach of the vehicle, and a vehicle approach A control unit that controls the output of the notification sound; and a travel position detection unit that detects the vehicle position and travel direction. The control unit detects the vehicle position and travel direction detected by the travel position detection unit, and map information. The direction of the vehicle approach notification sound is controlled based on the road shape stored in the storage unit , the road shape information includes road gradient information, and the control unit notifies the vehicle approach based on the gradient information. Since the directing direction of the sound is controlled, it is possible to generate a vehicle approach notification sound in an appropriate range according to the shape of the road.

  Objects, features, aspects, and advantages of the present invention will become more apparent from the following detailed description and the accompanying drawings.

It is a block diagram which shows an example of a structure of the vehicle approach notification sound generator by embodiment of this invention. It is a figure for demonstrating the directivity of the vehicle approach alerting sound by embodiment of this invention. It is a figure for demonstrating the directivity of the vehicle approach alerting sound by embodiment of this invention. It is a figure for demonstrating the directivity of the vehicle approach alerting sound by embodiment of this invention. It is a flowchart which shows an example of the whole operation | movement of the vehicle approach notification sound generator by embodiment of this invention. It is a flowchart which shows an example of operation | movement of the whole control part by embodiment of this invention. It is a figure which shows the directivity direction of the vehicle approach alerting sound with respect to the gradient of the road by embodiment of this invention. It is a figure which shows the directivity direction of the vehicle approach alerting sound with respect to the gradient of the road by embodiment of this invention. It is a figure which shows the directivity direction of the vehicle approach alerting sound with respect to the gradient of the road by embodiment of this invention. It is a figure which shows the mode of generation | occurrence | production of the vehicle approach alerting sound with respect to the change of the road gradient by embodiment of this invention. It is a flowchart which shows an example of operation | movement of the whole control part by embodiment of this invention. It is a figure which shows the directivity direction of the vehicle approach alerting sound with respect to the curve of the road by embodiment of this invention. It is a figure which shows the directivity direction of the vehicle approach alerting sound with respect to the curve of the road by embodiment of this invention. It is a figure which shows the directivity direction of the vehicle approach alerting sound when turning left at the intersection by embodiment of this invention. It is a figure which shows the directivity direction of the vehicle approach alerting sound when turning left at the intersection by embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings.

<Embodiment>
First, the configuration of the vehicle approach notification sound generator according to the embodiment of the present invention will be described. In the present embodiment, the vehicle approach notification sound is not limited to the simulated sound of the engine sound of a conventional gasoline vehicle, but an alarm sound (artificial sound) at the time of approaching a train at home or music approach Includes all sounds that can be used to alert you. Further, it is assumed that the vehicle approach notification sound generating device according to the present embodiment is installed in an automobile having a low traveling sound such as an electric vehicle or a hybrid vehicle.

  FIG. 1 is a block diagram showing an example of the configuration of a vehicle approach notification sound generator 1 according to the present embodiment.

  As shown in FIG. 1, the vehicle approach notification sound generator 1 includes a vehicle information acquisition unit 2, a vehicle exterior information acquisition unit 3, a vehicle speed calculation unit 4, a host vehicle position calculation unit 5, and a map information storage unit 6. The overall control unit 7, the left side vehicle approach notification sound control unit 8, the front vehicle approach notification sound control unit 9, and the right side vehicle approach notification sound control unit 10 are provided. Further, the left side vehicle approach notification sound control unit 8 is connected to the outside speaker 11, the front vehicle approach notification sound control unit 9 is connected to the outside speaker 12, and the right side vehicle approach notification sound control unit 10 is connected to the outside speaker 13. Has been.

  The vehicle information acquisition unit 2 acquires various information about the vehicle (hereinafter referred to as vehicle information) such as a wheel rotation pulse (vehicle speed pulse) and a steering wheel depression angle via an in-vehicle LAN (Local Area Network), These are input to the vehicle speed calculation unit 4 and the vehicle position calculation unit 5.

  The vehicle outside information acquisition unit 3 acquires various types of information (hereinafter referred to as vehicle outside information) such as vehicle position information by GPS (Global Positioning System) and information on camera images around the vehicle from the outside of the vehicle.

  The vehicle speed calculation unit 4 calculates the vehicle speed (vehicle speed) based on the vehicle information input from the vehicle information acquisition unit 2.

  The own vehicle position calculation unit 5 (running position detection unit) includes vehicle information input from the vehicle information acquisition unit 2, vehicle information acquired by the vehicle information acquisition unit 3, vehicle speed calculated by the vehicle speed calculation unit 4, Based on the map information stored in the map information storage unit 6, the position of the vehicle (own vehicle) on the map and the traveling direction are calculated.

  The map information storage unit 6 (map information acquisition unit) acquires and stores map information including road shape information in advance.

  The overall control unit 7 controls the directivity direction of the vehicle approach notification sound or the directivity angle width indicating the directivity of the vehicle approach notification sound, and generates the vehicle approach notification sound with the controlled directivity direction or directivity angle width ( The left side vehicle approach notification sound control unit 8, the front vehicle approach notification sound control unit 9, and the right side vehicle approach notification sound control unit 10 are controlled so as to be output. The directivity of the vehicle approach notification sound will be described in detail later.

  Each of the left side vehicle approach notification sound control unit 8, the forward vehicle approach notification sound control unit 9, and the right side vehicle approach notification sound control unit 10 generates a vehicle approach notification sound signal based on the control (instruction) of the overall control unit 7. The generated vehicle approach notification sound signal is transmitted to the outside speakers 11 to 13.

  The outside speakers 11 to 13 (vehicle approach notification unit) are vehicle approach notification sound signals from the left side vehicle approach notification sound control unit 8, the front vehicle approach notification sound control unit 9, and the right side vehicle approach notification sound control unit 10, respectively. Is output (notified) outside the vehicle as a vehicle approach notification sound. The outside speaker 11 is provided on the left side with respect to the traveling direction of the vehicle, the outside speaker 12 is provided on the front side of the vehicle, and the outside speaker 13 is provided on the right side with respect to the traveling direction of the vehicle.

  In the following description, the vehicle approach notification sound output from the outside speakers 11 and 13 is referred to as a side vehicle approach notification sound, and the vehicle approach notification sound output from the outside speaker 12 is referred to as a front vehicle approach notification sound. Moreover, in this Embodiment, the directional speaker represented by the parametric speaker, for example which can control directionality arbitrarily by the control from the outside is used as the outside speakers 11-13.

  Here, the directivity of the vehicle approach notification sound in the present embodiment will be described.

  FIG. 2 is a diagram for explaining the directivity of the vehicle approach notification sound, and shows an example of a directivity expression method.

  The directivity is a characteristic of the strength of the vehicle approach notification sound with respect to the direction. As shown in FIG. 2, P indicates the same sound pressure for each direction. In the range surrounded by P, the sound pressure p (r, θ) at the point z (r, θ) shown in the polar coordinate system satisfies sound pressure p (r, θ) ≧ P.

  In the present embodiment, for ease of explanation, the directivities of the speakers (external speakers 11 to 13) are bilaterally symmetric and have the maximum sound pressure (in FIG. 2A, the front direction of the speakers). ) From which the sound pressure monotonously decreases, and the direction having the maximum sound pressure is defined as the pointing direction. For example, P shown in FIG. 2 is a set of points that generate a sound pressure of 70 dB from the speaker when a predetermined current flows, and the pointing direction of the speaker shown in FIG. 2A is 0 degree with respect to the front direction. The direction of the speaker shown in FIG. 2B is a direction of β degrees with respect to the front direction.

The directivity of the sound output from the speaker is generally different depending on the frequency, but in the present embodiment, for convenience of explanation, the directivity is not limited to the frequency and will be described as the same. The sound pressure is an integral value of the power of each frequency in the audible range. Since the human sense has different sensitivities depending on the frequency, the sound pressure considering the sensitivity curve is P. If the sensitivity curve normalized with the maximum value as 1 is Fa (f), the frequency characteristic of the vehicle approach notification sound is Fb (f), and f is the frequency,
P = ∫Fa (f) · Fb (f) df, f = 0 to 20 kHz
Indicated by For Fa (f), an A curve, a B curve, a C curve, and the like are defined as curves of sensitivity to noise. Here, the A curve is adopted.

  The power of each frequency in the audible range may be calculated by narrowing the audible range to a predetermined frequency range such as 300 Hz to 3 kHz.

  FIG. 3 is a diagram for explaining the directivity angle width. The pointing direction of the speaker shown in FIG. 3 is a direction of 0 degrees with respect to the front direction.

  “Narrow directivity” means that the vehicle approach notification sound propagates in a narrow range, and “Wide directivity” means that the vehicle approach notification sound propagates in a wide range. In the present embodiment, the width of directivity is referred to as a directivity angle width. For example, as shown in FIG. 3, the directivity angle width α is defined as the left and right angle width with the front direction as the central axis when the distance having the same sound pressure as the sound pressure in the directivity direction is 1 / √2. .

  In the above description, the directivity angle width α is an angle width when the distance is 1 / √2 with respect to the distance in the directivity direction, but is not limited thereto. For example, as shown in FIG. 4, the left and right angles (θ2,...) Of the directivity direction when the power is an entire area S (the area surrounded by an ellipse in FIG. 4) with respect to the directivity direction. θ1) may be obtained, and the difference between the left and right angles (θ2−θ1) may be used as the directivity angle width α. That is, in FIG. 4, the area surrounded by the straight line oa, the curve ab, and the straight line bo is ½ of the entire area S.

  The directivity of the vehicle approach notification sound is uneven or laterally asymmetric with respect to the directivity direction, so that the sound pressure does not always monotonously decrease from the direction having the maximum sound pressure as described above. . In such a case, the directivity angle width may be obtained based on the entire area of the power.

  Next, the overall operation of the vehicle approach notification sound generator 1 according to this embodiment will be described.

  FIG. 5 is a flowchart showing an example of the overall operation of the vehicle approach notification sound generator 1.

  In step S <b> 51, the overall control unit 7 acquires map information including road shape information from the map information storage unit 6. Here, the road shape is the shape of a road (for example, a straight line or a curve) that changes in the left-right direction (horizontal direction) with respect to the traveling direction of the vehicle, and the vertical direction (vertical direction) with respect to the traveling direction of the vehicle. And the shape of a changing road (for example, a road having a slope such as an uphill or a downhill). In the present embodiment, in particular, information regarding the shape of the road that changes in the vertical direction with respect to the traveling direction of the vehicle is referred to as gradient information. The overall control unit 7 acquires map information ahead of the host vehicle from the map information storage unit 6, but the host vehicle position is obtained based on information about the host vehicle position and the traveling direction acquired from the host vehicle position calculation unit 5. It is done.

  In step S <b> 52, the overall control unit 7 determines the vehicle approach notification sound based on the information on the vehicle position and the traveling direction calculated by the vehicle position calculation unit 5 and the road shape information acquired from the map information storage unit 6. The left-side vehicle approach notification sound control unit 8, the forward vehicle approach notification sound control unit 9, and the right-side vehicle approach notification sound control unit 10 generate a vehicle approach notification sound in the determined directivity direction. Instruct (control) to do.

  In step S <b> 53, the left side vehicle approach notification sound control unit 8, the forward vehicle approach notification sound control unit 9, and the right side vehicle approach notification sound control unit 10 generate a vehicle approach notification sound in the directing direction designated by the overall control unit 7. The vehicle approach notification sound signal is generated so as to be generated, and the generated vehicle approach notification sound signal is transmitted to the outside speakers 11 to 13.

  In step S54, the outside speakers 11 to 13 receive a vehicle approach notification sound signal from each of the left side vehicle approach notification sound control unit 8, the front vehicle approach notification sound control unit 9, and the right side vehicle approach notification sound control unit 10. The vehicle approach notification sound is generated (output) based on the received vehicle approach notification sound signal.

  Next, the operation of the overall control unit 7 when the road changes in the vertical direction (vertical direction) with respect to the traveling direction of the vehicle will be described.

  FIG. 6 is a flowchart showing an example of the operation of the overall control unit 7.

  In step S61, the gradient information of the road ahead of the vehicle position is acquired from the map information storage unit 6. Further, the overall control unit 7 obtains the vehicle position based on the information on the vehicle position and the traveling direction acquired from the vehicle position calculation unit 5.

  In step S62, the change in road gradient is “down”, “flat”, “up” based on the information regarding the road gradient at the current vehicle position and the gradient information ahead of the vehicle position acquired in step S61. It is judged whether it is either. When the change in the road gradient is “downhill”, the process proceeds to step S63. If the change in road gradient is “flat”, the process proceeds to step S65. If the change in the road gradient is “uphill”, the process proceeds to step S64.

  Here, the change in road gradient “down” means that the road gradient ahead of the vehicle position is smaller than the road gradient at the current vehicle position. The change in the road gradient is “flat” means that the road gradient at the current vehicle position is the same as the road gradient ahead of the vehicle position. The change in road gradient “up” means that the road gradient ahead of the vehicle position is larger than the road gradient at the current vehicle position.

  The change of the road gradient ahead of the vehicle position relative to the road gradient at the current vehicle position can be obtained by an arbitrary method. For example, the gradient information at the current vehicle position may be acquired from the map information storage unit 6. That is, the gradient information at the current vehicle position and the gradient information in front of the vehicle position may be acquired from the map information storage unit 6 to obtain a change in the road gradient.

  Alternatively, vehicle inclination information detected by a gyro sensor provided in the vehicle may be acquired via the vehicle information acquisition unit 2, and the acquired vehicle inclination may be used as a road gradient at the current host vehicle position. That is, the change in the road gradient may be obtained based on the vehicle inclination at the current vehicle position and the gradient information in front of the vehicle position.

  In step S63, the direction of the vehicle approach notification sound is set to the lower side according to the downhill angle of the road. As a result, a vehicle approach notification sound is generated downward from the vehicle in the traveling direction. Thereafter, the process proceeds to step S65.

  In step S64, the directing direction of the vehicle approach notification sound is set upward according to the angle of the upward slope of the road. As a result, a vehicle approach notification sound is generated from the vehicle toward the upper side in the traveling direction. Thereafter, the process proceeds to step S65.

  In step S65, it is determined whether or not the vehicle (own vehicle) has finished traveling. A process is complete | finished when it is judged that driving | running | working of the vehicle was complete | finished. On the other hand, if it is determined that the vehicle has not finished running, the process proceeds to step S61.

  7 to 9 are diagrams showing the relationship between the road shape (vertical direction shape with respect to the traveling direction of the vehicle) and the direction of the vehicle approach notification sound based on the operation of FIG. 7-9, the ellipse shown ahead of the vehicle schematically shows the propagation range of the vehicle approach notification sound generated (output) from the vehicle. Further, the vehicle approach notification sound is assumed to be a front vehicle approach notification sound generated from the outside speaker 12 under the control of the forward vehicle approach notification sound control unit 9.

  As shown in FIG. 7, when the road is flat (when it is determined that the change in road gradient is “flat” in step S62 in FIG. 6), the vehicle approach notification sound is generated straight from the vehicle. That is, the vehicle approach notification sound is generated without making an angle in the directing direction above or below the traveling direction of the vehicle.

  As shown in FIG. 8, when the road ahead of the host vehicle is down (when it is determined in step S62 in FIG. 6 that the change in road gradient is “down”), the vehicle approach notification sound is To be generated. That is, the vehicle approach notification sound is generated with an angle in the directing direction on the lower side with respect to the traveling direction of the vehicle (step S63 in FIG. 6).

  As shown in FIG. 9, when the road ahead of the host vehicle is up (when it is determined in step S62 in FIG. 6 that the change in the road gradient is “up”), the vehicle approach notification sound is emitted upward from the vehicle. Generated towards. That is, the vehicle approach notification sound is generated with an angle in the directing direction on the upper side with respect to the traveling direction of the vehicle (step S64 in FIG. 6).

  FIG. 10 is a diagram illustrating a state in which a vehicle approach notification sound is generated in response to a change in road gradient. In FIG. 10, an ellipse shown in front of the vehicle schematically shows a propagation range of the vehicle approach notification sound generated (output) from the vehicle. Further, the vehicle approach notification sound is assumed to be a front vehicle approach notification sound generated from the outside speaker 12 under the control of the forward vehicle approach notification sound control unit 9.

  FIG. 10A shows a state where the vehicle is traveling on a downhill. The overall control unit 7 acquires the gradient information of the road ahead of the vehicle position from the map information storage unit 6 and determines that the change in the road gradient is “down” (steps S61 and S62 in FIG. 6). As a result, the vehicle approach notification sound is generated with an angle in the directing direction downward with respect to the traveling direction of the vehicle (step S63 in FIG. 6).

  FIG. 10B shows a state where the vehicle is traveling downhill. The overall control unit 7 acquires the gradient information of the road ahead of the host vehicle position from the map information storage unit 6 and determines that the change in the road gradient is “flat”. That is, it is determined that the road gradient at the current vehicle position is the same as the road gradient ahead of the vehicle position. As a result, the vehicle approach notification sound is generated straight without making an angle in the directing direction above or below the traveling direction of the vehicle.

  From the above, the vehicle approach notification sound is generated with the directing direction downward when the vehicle approaches a downhill, and is generated straight while traveling on the downhill. That is, the overall control unit 7 controls the directivity direction of the vehicle approach notification sound based on the gradient information, and sets the directivity direction of the vehicle approach notification sound before and after reaching the point where the road gradient changes. It is changing. Therefore, it is possible to make a pedestrian or the like recognize the approach of the vehicle efficiently. In the above description, the downhill has been described, but the same applies to the uphill.

  Next, the operation of the overall control unit 7 when the road changes in the horizontal direction (left-right direction) with respect to the traveling direction of the vehicle will be described.

  FIG. 11 is a flowchart illustrating an example of the operation of the overall control unit 7.

  In step S111, generation of the vehicle approach notification sound is set to a normal traveling state. Here, the generation of the vehicle approach notification sound to the normal traveling state means that the direction of the vehicle approach notification sound is changed according to the road shape (here, the road shape that changes in the left-right direction) during traveling. .

  For example, as shown in FIGS. 12 and 13, when the vehicle travels on a curve turning leftward, the direction of the front vehicle approach notification sound generated from the outside speaker 12 is changed from the state of FIG. 12 to the state of FIG. 13. To change. The same applies to a curve that turns to the right. That is, when the road shape is a curve, the overall control unit 7 controls the direction of the vehicle approach notification sound to be the direction of the curve. By doing in this way, the approach of a vehicle can be efficiently recognized with respect to a pedestrian etc.

  In step S112, it is determined whether or not the vehicle (host vehicle) has finished traveling. A process is complete | finished when it is judged that driving | running | working of the vehicle was complete | finished. On the other hand, if it is determined that the vehicle has not finished running, the process proceeds to step S113.

  In step S113, navigation route information or vehicle information is acquired. The overall control unit 7 has a navigation function, and can calculate a route based on the map information stored in the map information storage unit 6. The route calculated in this way is referred to as navigation route information here.

  In step S114, it is determined whether the vehicle can be estimated to turn left or right. When it can be estimated that the vehicle turns right or left, the process proceeds to step S115. On the other hand, if it cannot be estimated that the vehicle turns right or left, the process proceeds to step S111.

  The estimation of whether or not the vehicle makes a right or left turn can be made, for example, when the route makes a right or left turn based on the navigation route information.

  Moreover, it can be estimated whether a vehicle turns right or left based on vehicle information. For example, when the vehicle decelerates below a predetermined speed based on the vehicle speed information, it can be estimated that the vehicle turns right or left. Further, it can be estimated that the vehicle turns right or left based on the information that the indicator indicating the right or left turn is in operation.

  In step S115, it is determined whether or not the vehicle is present at a position not more than a predetermined distance from the intersection. If the vehicle is located at a predetermined distance (for example, 5 m) or less from the intersection, the process proceeds to step S116.

  In step S116, for example, when the vehicle turns left at an intersection, the left side vehicle approach notification sound control unit 8 is controlled so that the direction of the side vehicle approach notification sound generated from the outside speaker 11 is closer to the front. Further, the front vehicle approach notification sound control unit 9 is controlled so that the direction of the front vehicle approach notification sound generated from the outside speaker 12 is the left turn direction.

  Specifically, as shown in FIG. 14, when the vehicle is parked at the intersection and waiting for a signal, the side vehicle approach notification sound is generated toward the front, and the front vehicle approach notification sound is the left turn direction. The directivity direction is controlled so as to occur. In FIG. 14, the ellipses shown on the left side and the front of the vehicle schematically show the propagation range of the vehicle approach notification sound generated (output) from the vehicle. After step S116, the process proceeds to step S117.

  In step S117, it is determined whether the vehicle has started a left turn at an intersection. Whether the vehicle has started turning right or left at the intersection can be determined based on, for example, information on the depression angle of the steering wheel. After step S117, the process proceeds to step S118.

  In step S118, when the vehicle starts a left turn at the intersection, the direction of the side vehicle approach notification sound generated from the outside speaker 11 is the standard direction (perpendicular to the vehicle traveling direction (straight side direction)). Thus, the left side vehicle approach notification sound control unit 8 is controlled. Further, the forward vehicle approach notification sound is generated so that the directing direction of the forward vehicle approach notification sound generated from the outside speaker 12 is a standard direction (vehicle traveling direction) and wide directivity (increases the directivity angle width). The sound controller 9 is controlled.

  Specifically, as shown in FIG. 15, when the vehicle is turning left at the intersection, the directing direction is controlled so that the side vehicle approach notification sound is generated from the side, and the front vehicle approach notification sound is The directivity direction and the directivity angle width are controlled to achieve wide directivity. In FIG. 15, the ellipses shown on the left side and the front of the vehicle schematically show the propagation range of the vehicle approach notification sound generated (output) from the vehicle. After step S118, the process proceeds to step S119.

  In step S119, it is determined whether the vehicle has completed a left turn at an intersection. Whether or not the vehicle has made a left turn at an intersection can be determined based on, for example, map information (the vehicle position on the map). It can also be determined based on steering angle information (return straight after turning left) and speed information (increase speed). After the process of step S119, the process proceeds to step S111.

  From the above, when the vehicle turns left at the intersection, the approach of the vehicle can be reliably notified to pedestrians and the like existing in the vicinity of the intersection, so that it is possible to prevent entanglement accidents and the like. In addition, although FIG. 11 demonstrated the case where it turns left at an intersection, it is applicable also when it turns right. That is, when the vehicle turns right or left, the overall control unit 7 approaches the vehicle so that the vehicle approach notification sound is concentrated on a predetermined area (for example, an area where a pedestrian or the like is present at the intersection) ahead of the right or left turn. Controls the direction of notification sound.

  From the above, according to the present embodiment, it is possible to effectively generate the vehicle approach notification sound in an appropriate direction according to the road shape. Therefore, the approach of the vehicle can be reliably notified to a pedestrian or the like. In addition, when making a right or left turn at an intersection, it is possible to prevent accidents involving pedestrians and the like.

  7 to 9, the front vehicle approach notification sound generated from the outside speaker 12 has been described. However, the side vehicle approach notification sound may also be generated from the outside speakers 11 and 13. For example, the side vehicle approach notification sound is generated forward according to the speed (as the speed increases), and when traveling on a road having a slope as shown in FIGS. In addition, it may be generated with an angle in the directing direction on the lower side or the upper side.

  Although the front vehicle approach notification sound generated from the vehicle exterior speaker 12 has been described in FIG. 10, the side vehicle approach notification sound may also be generated from the vehicle exterior speakers 11 and 13. The side vehicle approach notification sound in this case may be generated by the same operation as in FIGS.

  In step S117 of FIG. 11, if the vehicle passes through the intersection without turning right or left, it may be determined that the vehicle has not started a right or left turn at the intersection (No in step S117), and the process may be terminated. .

  12 and 13, the front vehicle approach notification sound generated from the vehicle exterior speaker 12 has been described, but the side vehicle approach notification sound may be generated from the vehicle exterior speakers 11 and 13. For example, in FIG. 13, the direction of the side vehicle approach notification sound generated from the outside speakers 11 and 13 may be the direction of the curve. Further, the side vehicle approach notification sound at this time may be generated forward depending on the speed (as the speed increases).

  14 and 15, the side vehicle approach notification sound generated from the outside speaker 11 and the front vehicle approach notification sound generated from the outside speaker 12 have been described, but the side vehicle approach notification sound is generated from the outside speaker 13. You may make it make it. For example, the direction of the side vehicle approach notification sound generated from the vehicle exterior speaker 13 may be the left / right turn direction.

  14 and 15, it is assumed that there is a sidewalk at the intersection. However, any intersection may be used regardless of whether there is a sidewalk or a signal.

  The road shape described in this embodiment can be known by various methods. For example, the road shape can be known based on the map information stored in the map information storage unit 6. In addition, the vehicle is provided with a surrounding detection device such as a camera, and the road shape on which the host vehicle travels can be known by the surrounding detection device. In addition, a signal related to the interlock can be obtained from a directional sub headlight that illuminates the traveling direction in conjunction with the steering operation, and the shape of the road on which the host vehicle travels can be known based on the signal. The means for detecting the road shape on which the host vehicle travels as described above is particularly referred to as a road shape detection unit.

  In the present embodiment, the operation in the vertical direction (see FIG. 6) and the operation in the horizontal direction (see FIG. 11) are individually described with respect to the directing direction of the vehicle approach notification sound, but both operations may be combined. For example, when the vehicle goes up a curve that turns to the left, the direction of the vehicle approach notification sound is the left direction and the upward direction. That is, when the road ahead of the vehicle changes its slope up and down and also turns to the left or right, the overall control unit 7 turns the vehicle approach notification sound to the left or right taking into account the change in the slope. The directivity of the vehicle approach notification sound is controlled so as to be concentrated in a predetermined area.

  In the present embodiment, the vehicle approach notification sound generating device 1 includes the map information storage unit 6, but is not limited thereto. For example, instead of the map information storage unit 6, a map information acquisition unit that captures map information from the outside of the vehicle approach notification sound generation device 1 (outside the device) may be provided. In this case, the vehicle information acquisition unit 3 captures map information from outside the device. As a method of using the acquired map information, for example, a method of acquiring and using necessary map information in real time or a predetermined map information is acquired and temporarily stored (for example, stored in a memory of the overall control unit 7). There is a method of using the stored map information as necessary.

  In the present invention, the embodiments can be appropriately modified and omitted within the scope of the invention.

  Although the present invention has been described in detail, the above description is illustrative in all aspects, and the present invention is not limited thereto. It is understood that countless variations that are not illustrated can be envisaged without departing from the scope of the present invention.

  DESCRIPTION OF SYMBOLS 1 Vehicle approach notification sound generator, 2 Vehicle information acquisition part, 3 Outside vehicle information acquisition part, 4 Vehicle speed calculation part, 5 Own vehicle position calculation part, 6 Map information storage part, 7 Overall control part, 8 Left side vehicle approach notification sound Control part, 9 Front vehicle approach notification sound control part, 10 Right side vehicle approach notification sound control part, 11-13 Outside-vehicle speaker.

Claims (6)

A map information acquisition unit that stores map information including road shape information or captures the map information from outside the device;
A vehicle approach notification unit that outputs a vehicle approach notification sound for notifying the approach of the vehicle;
A control unit for controlling the output of the vehicle approach notification sound;
A travel position detector that detects the vehicle position and travel direction;
With
The control unit determines a direction in which the vehicle approach notification sound is directed based on the vehicle position and the traveling direction detected by the traveling position detection unit and the road shape stored in the map information storage unit. control and,
The road shape information includes road gradient information,
The said control part controls the up-and-down direction of the said vehicle approach notification sound based on the said gradient information , The vehicle approach notification sound generator characterized by the above-mentioned . 2. The vehicle approach notification sound generating device according to claim 1, wherein the control unit changes the directivity direction before and after reaching a point where a road gradient changes. When the vehicle turns right or left,
  2. The vehicle according to claim 1, wherein the control unit controls a directivity direction of the vehicle approach notification sound so that the vehicle approach notification sound is concentrated on a predetermined area ahead of the right or left turn. Approach notification sound generator. If the road ahead of the vehicle changes slope up and down and turns left or right,
  The control unit controls the directivity of the vehicle approach notification sound so that the vehicle approach notification sound is concentrated on a predetermined area that is turned left or right in consideration of a change in the gradient. The vehicle approach notification sound generator according to claim 1, characterized in that it is characterized in that: A road shape detection unit for detecting road shape information in front of the vehicle;
  A vehicle approach notification unit for outputting a vehicle approach notification sound for notifying the approach of the vehicle;
  A control unit for controlling the output of the vehicle approach notification sound;
With
  The control unit controls a directivity direction of the vehicle approach notification sound based on the road shape detected by the road shape detection unit,
  The road shape information includes road gradient information,
  The said control part controls the up-and-down direction of the said vehicle approach notification sound based on the said gradient information, The vehicle approach notification sound generator characterized by the above-mentioned. If the road ahead of the vehicle changes slope up and down and turns left or right,
  The control unit controls the directivity of the vehicle approach notification sound so that the vehicle approach notification sound is concentrated on a predetermined area that is turned left or right in consideration of a change in the gradient. The vehicle approach notification sound generator according to claim 5, characterized in that it is characterized in that:

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