JP6822696B2 - Systems and programs - Google Patents

Description

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

In-vehicle electronic devices such as navigation devices and radar detectors perform positioning of their own vehicle position based on a signal obtained by a GPS receiver receiving radio waves from GPS satellites. However, it is often difficult to receive GPS radio waves when a vehicle enters a tunnel, underground, building area, underpass, or the like.

Therefore, when the in-vehicle electronic device cannot receive the GPS radio wave, the vehicle's traveling direction, inclination, moving distance, etc. are obtained based on the signals from the gyro sensor, acceleration sensor, vehicle speed sensor, etc. provided in the vehicle. , The position of the own vehicle is being corrected.

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

Japanese Unexamined Patent Publication No. 7-355666

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

It is also described in Patent Document 1 that the traveling direction of a vehicle is detected by detecting the difference between the inner wheels or the outer wheels of the wheels without using such a steering angle sensor. Further, it is described in the same document that the left and right vehicle speed sensors are arranged and the displacement amount of the direction is calculated by detecting the turning of the vehicle by the output pulse difference (difference in moving distance).

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

Further, since the conventional general vehicle speed sensor can output only a signal of about 2 to 8 pulses per rotation, high resolution cannot be obtained. Therefore, even if the vehicle speed sensor is used, the accuracy is only sufficient to detect a right or left turn of the vehicle, and the accuracy is not as high as that of the steering angle sensor.

Therefore, for example, a change in direction cannot be detected at a branching point where the angle is not so large. Further, for example, when getting off the expressway, it is not possible to detect a state in which the person descends diagonally with respect to the main line. Further, for example, it is not possible to detect a directional change when changing lanes or a directional change within the same lane.

The present invention has been proposed to solve the above problems, and it does not require the trouble and cost of installing sensors on a plurality of different wheels and connecting wires to each of them, and the steering wheel is steered from the steering angle sensor. It is an object of the present invention to provide a system or the like capable of obtaining information on a change in the traveling direction of a vehicle even when an angle cannot be obtained.

In order to achieve the above object, the system of the present invention
(1) Information on changes in the direction of travel of the vehicle is obtained by acquiring information on the rotation of the wheels of the vehicle from a network that controls the vehicle and based on the relationship of the acquired information on the rotation of at least two different wheels. Is characterized by finding.

In this way, it is possible to obtain information on the change in the traveling direction simply by connecting to the network that controls the vehicle. Therefore, for example, it is not necessary to install sensors on a plurality of different wheels and connect the sensors with wires. In particular, it is effective when it is difficult to obtain the steering angle or the like from the network that controls the vehicle, or the data format or the like is not disclosed.

Further, for example, in a configuration in which information on a change in the traveling direction of a vehicle is obtained by GPS, information on a change in the traveling direction of the vehicle cannot be obtained in a place where GPS radio waves are blocked and positioning is not possible, but at least two. By obtaining information on the rotation of different wheels, it is possible to obtain information on changes in the traveling direction of the vehicle. For example, a configuration may be provided in which the mileage obtained by GPS is corrected based on the information regarding the change in the traveling direction of the vehicle. In addition, for vehicles without a steering angle sensor, signals regarding the rotation of at least two different wheels, even if the steering angle sensor is present but for limited use, or if the steering angle sensor is defective. By obtaining, it is possible to obtain information on the change in the traveling direction of the vehicle.

The information regarding the rotation of the wheel may be, for example, the amount of rotation of the wheel per unit time, and may be, for example, the number of rotations of the wheel per unit time or the rotation angle of the wheel per unit time. Further, as the information regarding the rotation of the wheels, it is preferable to read the information transmitted to the network at predetermined time intervals, in particular, in order to control the vehicle. Further, as the information regarding the rotation of the wheels, for example, it is preferable to use the information from the sensor installed for each wheel of the existing vehicle and outputting the information according to the rotation of the wheels. In this way, for example, the user can easily connect to the network and use it afterwards.

The network that controls the vehicle may be, for example, a network outside the vehicle, but in particular, a network provided for the vehicle. In particular, it is preferable to use a network through which data used for controlling the vehicle itself flows. In particular, a network in which a plurality of computers for controlling a vehicle are connected may be used, and for example, CAN may be used. The resolution of information about wheel rotation in the network through which data used to control the vehicle itself flows is 10 to 100 times higher than the vehicle speed (1 km / h step), so the quantum error is small, even if the vehicle runs at low speed. Even at times, the error in the information regarding the change in the traveling direction of the vehicle obtained from the information regarding the rotation of the wheels is extremely small. Therefore, for example, it is possible to obtain information on the change in the traveling direction accurately at a level comparable to that of the rudder angle sensor.

Further, for example, from the information on the rotation of the wheels in the network through which the data used for controlling the vehicle itself flows, the vehicle speed is calculated, the mileage is calculated, or separately acquired together with the information on the change in the traveling direction of the vehicle. It is preferable to calculate the gear ratio from the engine speed and the vehicle speed, but it is possible to reduce errors in the vehicle speed, mileage, gear ratio, and the like.

Further, for example, the network provided in the vehicle may be wired or wireless. In particular, for example, in the case of a wired network, it is possible to obtain information on a change in the traveling direction of a vehicle simply by connecting a wire to one of the signal lines (for example, a signal line group) of the network. In particular, it is preferable to connect to a connector that is detachable from the signal line of the network. For example, it may be configured to include a plug for connecting to a connector having a network signal line such as a failure diagnosis connector provided in the vehicle.

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

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

Information on the rotation of the wheels provided by the vehicle may be acquired from a network that controls the vehicle, for example, at predetermined time intervals. The predetermined time may be, for example, the time required to obtain information on the change in the traveling direction of the vehicle. For example, it may be an instantaneous value of information on the rotation of at least two wheels at approximately the same time.

The information regarding the change in the traveling direction of the vehicle may be, for example, information indicating the degree of difference in the information regarding the rotation of at least two wheels. For example, the information may be based on the difference between the values indicated by the information on the rotation of the two wheels. Further, for example, the information may be based on the ratio of the values indicated by the information on the rotation of the two wheels.

The change in the direction of travel may be, for example, a right or left turn at a fork. By doing so, for example, there are few judgment directions, and processing can be simplified and speeded up. Further, the change in the traveling direction may be, for example, a change in the traveling angle or a change in the steering angle. In this way, for example, a more detailed traveling state can be determined. For example, a change in the traveling direction in the same lane and a change in the traveling direction in a lane change can be detected. Further, even when GPS positioning is not possible, it is possible to detect a change in the traveling direction in a road curve at a grade separation, underground, tunnel, or the like.

(2) Information on the steering wheel steering angle is acquired from the network that controls the vehicle, and the steering wheel steering wheel obtained based on the relationship between the acquired information on the steering wheel steering angle and the information on the rotation of at least two different wheels. It is preferable to detect the abnormal state of the vehicle based on the relationship with the information on the corner.

The information about the steering angle obtained from the network accurately indicates the steering angle, but the information about the steering angle obtained based on the relationship of the information about the rotation of at least two different wheels depends on the condition of the vehicle. There will be a difference from the actual steering angle. Therefore, for example, the abnormal state of the vehicle can be detected based on the relationship that both information are significantly different. As a method of obtaining the steering angle based on the relationship of information on the rotation of the wheels, for example, the following may be used. First, a log acquired at approximately the same time steering angle and information on the rotation of at least two different wheels at the time interval required to generate information on changes in the direction of travel of the vehicle according to the application. Created and found the function of the correspondence between the information about the rotation of at least two different wheels of the vehicle in the log and the steering angle of the steering wheel at the same time, and this system uses that function to relate to the rotation of the wheels. It is advisable to find the steering angle based on the information relationship. For example, the difference or ratio of the instantaneous values of the rotation speeds of two different wheels at the same time is associated with the steering angle of the steering wheel and stored as a log, and the correlation between this difference or ratio and the steering angle is stored. Is stored as a function. The function may be incorporated into a program as a mathematical formula, or may be configured as a program for calculating by using, for example, creating and storing a table or the like for obtaining a mapping.

For example, the information on the rotation of wheels flowing through the network and the data format of the steering angle of the steering wheel may differ depending on the vehicle type. For example, the correspondence between the information on wheel rotation and the steering angle of the steering wheel is taken in advance for each vehicle type, the function is obtained and stored in this system as a program or data, and in this system, the vehicle type is set by automatic detection or manually. It is advisable to provide a function set by the user and obtain the correspondence relationship of the set vehicle type. For example, it is preferable to detect an abnormal state of the vehicle such as a flat tire or slip based on the relationship between the obtained steering angle and the steering angle acquired from the network.

As an abnormal state of the vehicle, for example, it is preferable that the rotation speed of a specific tire is significantly different from that of other tires. For example, a flat tire, an abnormality in air pressure, a slip of a specific tire on a snowy road, an ice burn, a muddy road, or the like may be regarded as an abnormal state of the vehicle.

(3) As a network for controlling the vehicle, it is preferable that the information flowing through the network is read without asking the device connected to the network provided in the vehicle.

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

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

In this way, at least two differences from the information regarding the steering angle obtained from the network that controls the vehicle by the passengers of the vehicle including the driver who saw the display screen or a person outside the vehicle. It is possible to compare with the information on the steering angle obtained based on the relationship of the information on the rotation of the wheels. The passenger of the vehicle or a person outside the vehicle who has compared the two information regarding the steering angle in this way can determine the abnormal state of the vehicle from, for example, the degree of difference between the two information.

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

The display screen may be, for example, a visually recognizable display. For example, a display screen installed in the vehicle may be used. By doing so, for example, the passenger of the vehicle who sees the display screen can compare both of the above information. Further, for example, a display screen installed outside the vehicle may be used. In this way, for example, a person outside the vehicle can compare both of the above information.

(5) Based on the relationship between the information on the steering angle obtained from the network that controls the vehicle and the information on the steering angle obtained based on the relationship between the information on the rotation of at least two different wheels. It is preferable to detect the abnormal state of the vehicle and control the display of the abnormal state on the display screen.

By doing so, since the abnormal state of the vehicle is displayed on the display screen, the passenger of the vehicle including the driver or a person outside the vehicle does not have to bother to judge the abnormal state by himself / herself, and the abnormal state of the vehicle is not necessary. Can be easily recognized.
The display of the abnormal state may be a display in which, for example, a flat tire, an abnormality in air pressure, a specific tire slip, or the like can be recognized by characters, figures, colors, or changes thereof.

(6) It is preferable to control the display of the information regarding the change in the traveling direction of the vehicle on the display screen.

In this way, the passengers of the vehicle including the driver who saw the display screen or a person outside the vehicle can recognize the change in the traveling direction of the vehicle. From this change in the traveling direction of the vehicle, the passenger of the vehicle including the driver or a person outside the vehicle can determine the driving state of the vehicle, which can be useful for safe driving and eco-driving.

The display screen may be, for example, a display screen installed in the vehicle. In this way, for example, the passenger of the vehicle can recognize the change in the traveling direction of the vehicle. Further, for example, a display screen installed outside the vehicle may be used. In this way, for example, a person outside the vehicle can recognize the change in the traveling direction of the vehicle. For example, in a taxi company or a transportation company, a display screen installed in the company is used to check changes in the traveling direction of the driver's vehicle in the past or present to determine what the driving condition is, and the driver. It is good to use it as an index to promote safe driving and eco-driving. In addition, for example, the driver checks the past changes in the traveling direction of his / her vehicle on the display screen at home, determines what the driving condition was, and performs his / her own safe driving or eco-driving. Use it as an index to aim for.

The display of the information regarding the change in the traveling direction of the vehicle may be, for example, a display in which the driving state of the vehicle can be determined from the presence or absence of the change in the traveling direction. For example, the change in the traveling direction of the vehicle in an instant may be visually graspable. Further, it is preferable that the change in the traveling direction of the vehicle in a predetermined period can be collectively grasped visually. The predetermined period may be, for example, a period during which it can be determined that the lane change is repeated in a short time, the traveling direction is frequently changed in the same lane, and the like. The driving state of the vehicle determined by the passenger of the vehicle or a person outside the vehicle may be, for example, a driving state suitable for or contrary to safe driving or eco-driving. In this way, for example, it can be linked to the realization of safe driving and eco-driving of the driver of the vehicle. For example, it is preferable that the passenger of the vehicle or a person outside the vehicle determines that the lane change is repeatedly performed in a short time as the driving state in which the frequency of overtaking is high. For example, it is preferable that the passenger of the vehicle or a person outside the vehicle determines that the traveling direction frequently changes in the same lane as a driving state of drunk driving or dozing driving. As the display of the mode in which the operating state can be determined, for example, a graph showing a change in the traveling direction or the steering angle in a predetermined period, a number indicating the frequency of the change in the traveling direction or the steering angle in the predetermined period, or the like is displayed. It is good to say.

(7) Based on the information regarding the change in the traveling direction of the vehicle, it is preferable to determine the driving state of the vehicle and control the display of the driving state on the display screen.

By doing so, the driving state of the vehicle is displayed on the display screen, so that the passengers of the vehicle including the driver who saw the display screen or a person outside the vehicle do not have to bother to judge the driving state by themselves. , The driving state of the vehicle can be easily recognized.

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

(8) It is preferable to acquire information on the driving operation of the vehicle and control the acquired information on the driving operation of the vehicle to be displayed on the display screen together with the change in the traveling direction of the vehicle.

In this way, the information on the driving operation of the vehicle is displayed together with the information on the change in the traveling direction of the vehicle, so that the passengers of the vehicle including the driver who saw the display screen or a person outside the vehicle can travel in the traveling direction. The driving state of the vehicle can be determined in more detail based on the relationship between the change in the vehicle and the information on the driving operation.

The information regarding the driving operation of the vehicle may be, for example, information indicating that the driver has operated a member or mechanism that needs to be operated during driving and the timing thereof. For example, information such as when the blinker is released, when and how many times the brake is pressed, and when and how many times the accelerator is pressed may be used as information related to the driving operation of the vehicle.

For example, if the blinker is not turned on before turning left or right, it may be judged as a dangerous driving condition. For example, if the brake is not stepped on before turning left or right, or if the accelerator is stepped on, it may be judged as a dangerous driving state.

(9) Acquire information on the driving operation of the vehicle, determine the driving state of the vehicle based on the acquired information on the driving operation of the vehicle and the change in the traveling direction of the vehicle, and display the driving state on the display screen. It is preferable to control the display on the screen.

In this way, the display screen displays the driving state determined by taking into account not only the change in the traveling direction of the vehicle but also the information on the driving operation of the vehicle, so that the driver who has seen the display screen is included. The passenger of the vehicle or a person outside the vehicle can easily obtain a detailed driving state without the trouble of determining the driving state by himself / herself.

(10) It is preferable to control the output of sound according to the abnormal state.

In this way, by outputting the sound, it is possible to reliably notify the passenger of the vehicle or an outsider who is not looking at the display screen of the abnormal state of the vehicle. For example, a flat tire, an abnormality in air pressure, a specific tire slip, or the like can be made to be recognized by a passenger of a vehicle or a person outside the vehicle.

(11) It is preferable to control the output of sound according to the operating state.

In this way, by outputting the sound, it is possible to reliably notify the passenger of the vehicle or an outsider who is not looking at the display screen of the driving state of the vehicle. For example, the dangers of drowsy driving and drunk driving can be warned to the passengers of the vehicle or those outside the vehicle.

(12) Regarding the change in the traveling direction of the vehicle by using the average value of a plurality of consecutive predetermined values, with the value indicating the relationship of the information regarding the rotation of at least two different wheels at the same time as one value. It is preferable to use a mode for requesting information.

In this way, even if there is a time that shows a value that is extremely different from the others among the multiple times, the value is not used as it is, but the average value of the multiple times is used, so that the steering angle is more steered. It is leveled to a value close to. Therefore, the rudder angle sensor is closer and the direction can be detected with high accuracy.

For the average value of multiple consecutive values, for example, after using the average value of multiple times, the average value obtained by excluding the oldest value and including the next value is calculated in sequence. It is advisable to use the obtained average value.

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

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

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

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

(15) The functions of (1) to (14) as a system can be configured as a program to be realized by a computer.

According to the present invention, it does not take time and cost to install sensors on a plurality of different wheels and connect them to wires, and even if the steering angle cannot be obtained from the steering angle sensor, the vehicle travels. Information about changes in direction can be requested.

It is a figure which shows the structure of the radar detector which is a preferable embodiment of this invention. It is a block diagram of a radar detector. It is explanatory drawing which shows an example of a standby screen. It is explanatory drawing which shows an example of a warning screen. It is explanatory drawing which shows an example of the route which a vehicle actually traveled. It is explanatory drawing which shows the steering wheel steering angle and the wheel difference ratio when traveling on the path of FIG. It is explanatory drawing which shows the steering wheel steering angle and the average wheel difference ratio when traveling on the path of FIG. It is explanatory drawing (a) which shows the vehicle speed when a vehicle travels clockwise, and is explanatory drawing (b) which shows the rotation speed of each wheel. It is explanatory drawing (a) which shows the vehicle speed when the vehicle brakes while traveling straight on a snowy road, and explanatory drawing (b) which shows the rotation speed of each wheel. It is explanatory drawing (a) which shows the rotation speed of an engine when a vehicle steps on an accelerator while traveling straight on a snowy road, explanatory drawing (b) which shows the vehicle speed, and explanatory drawing (c) which shows the rotation speed of each wheel. It is explanatory drawing (b) which shows the vehicle speed when the vehicle stepped on the accelerator while traveling straight on a snowy road, and explanatory drawing (c) which shows the rotation speed of each wheel.

[1. Electronic device configuration]
1 and 2 show a radar detector 1 which is an embodiment suitable as an electronic device constituting the system of the present invention. FIG. 1 (a) is a perspective view of the front surface (the surface facing the rear (driver side) of the vehicle) side of the radar detector 1, and FIG. 1 (b) is a perspective view of the rear surface side. FIG. 2 is a block diagram of the radar detector 1.

The radar detector 1 is provided with a thin rectangular case body 2, and is attached and fixed on the dashboard of a vehicle or the like by using a bracket 3 attached to the lower side of the back surface of the case body 2.

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

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

The database 19 can be realized by a non-volatile memory (for example, EEPROM) inside the microcomputer of the control unit 18 or externally attached to the microcomputer. In the database 19, map data and information on a certain alarm target are registered at the time of shipment, and data and the like on the alarm target added after that are updated as described above.

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

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

In addition to the display 5, a lamp 31, a remote controller receiver 32, and an infrared communication device 34 are arranged on the front surface of the case body 2 (omitted in FIG. 1). The lamp 31 illuminates in various colors according to the type and urgency of the alarm to warn. The remote controller receiver 32 communicates data with the remote controller (portable device: slave unit) 33 by infrared rays, and makes various settings for the present device. The infrared communication device 34 transmits / receives data to / from a communication device having an infrared communication device such as a mobile phone 35.

A geomagnetic sensor 36 and an acceleration sensor 37 are provided in the case body 2. The geomagnetic sensor 36 is a sensor that detects the geomagnetism and detects in which direction the north direction is with respect to the traveling direction. The acceleration sensor 37 is a sensor that detects the front-rear, left-right, and up-down acceleration of the vehicle.

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

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

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

The control unit 18 is a computer including a CPU, ROM, RAM, non-volatile memory, I / O, etc., and is connected to each of the above-mentioned units to provide various input devices (touch panel 6, GPS receiver 13, microwave receiver 14). , The wireless receiver 15 etc.) executes a predetermined process based on the information input, and outputs a predetermined alarm / message using an output device (display 5, speaker 16 etc.). As these basic configurations, basically the same ones as the conventional ones can be used. For example, for audio output, audio PCM data is stored in EEPROM, which is a non-volatile memory, and the control unit 18 reproduces the PCM data and outputs audio from the speaker 16.

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

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

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

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

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

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

The control unit 18 displays the current scale information (scale) in the scale display area R3 set on the left side of the main display area R1. The scale sets the position of the own vehicle to 0 m, and displays the distance from the position of the own vehicle to the intermediate position in the vertical direction of the main area R1 (“500” in the figure) and the distance to the upper position (“1000” in the figure). To do. The unit is "m". When the control unit 18 detects that the main display area R1 has been touched twice in succession, the control unit 18 displays a map scale change button at a predetermined position (a position along the scale display area R3) in the main display area R1 (illustrated). (Omitted), change the map scale according to the touch to the map scale change button. That is, the control unit 18 changes the scale of the map displayed in the main display area R1 according to the scale of the changed map scale, and also changes the scale information displayed in the scale display area R3.

While the standby screen display function as shown in FIG. 3A is being executed, the control unit 18 that detects one touch on the display 5 displays the menu screen. The control unit 18 that has detected that the screen switching button prepared in the menu screen is touched switches to the map display function as shown in FIG. 3B. Similarly, the control unit 18 that detects one touch on the display 5 while the map display function is being executed displays the menu screen. The control unit 18 that has detected that the screen switching button prepared in the menu screen is touched performs a process of switching to the standby screen display function.

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

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

Such alarm targets include dozing driving accident points, speed measuring devices (radar type, loop coil type, H system, LH system, photoelectric tube type, mobile type, etc.), speed limit switching points, control areas, inspection areas, and ban monitoring. Area, N system, traffic monitoring system, intersection monitoring point, signal neglect deterrence system, police station, accident-prone area, on-board aiming area, steep / continuous curve (expressway), branch / confluence point (expressway), ETC Lane advance guidance (expressway), service area (expressway), parking area (expressway), highway oasis (expressway), smart interchange (expressway), PA / SA gas station (expressway), tunnel (expressway) There are roads), highway radio reception areas (expressways), prefectural border announcements, roadside stations, viewpoint parking, etc., and the type information of these targets, the latitude and longitude information indicating their positions, and the schematic diagram displayed on the display 5. Alternatively, the photograph data and the audio data are associated and stored in the database 19.

FIG. 4A shows a display example of the radar wave warning function. This radar wave warning function is performed when a signal corresponding to a microwave in a frequency band emitted from a speed measuring device (mobile radar or the like (hereinafter, simply referred to as “radar”)) is detected by the microwave receiver 14. This is an alarm function that displays the GPS alarm display 131, which is an alarm screen, on the display 5, and outputs an alarm sound from the speaker 16. For example, when microwaves in the microwave frequency band emitted by the radar are detected by the microwave receiver 14, a schematic diagram or a photograph of the radar stored in the database 19 is displayed as shown in FIG. 4 (b). Along with displaying it as an alarm screen on the device 5, the voice data stored in the database 19 is read out and "Radar. Be careful of speed. ] Is output from the speaker 16. The distance to be displayed may be, for example, a distance estimated from the electric field strength.

The wireless alarm function is a function of issuing an alarm when the wireless receiver 15 receives a radio wave emitted by an emergency vehicle or the like so as not to interfere with the traveling or the like. In the radio alarm function, control radio, car location radio, digital radio, extra small radio, station activity radio, police telephone, police activity radio, wrecker radio, heli-tele radio, fire heli-tele radio, fire-fighting radio, emergency radio, highway radio , The frequency of the security radio, etc. is scanned, and when the radio is received at the scanned frequency, a schematic diagram indicating that the radio corresponding to that frequency stored in the database 19 for each radio type is received is used as an alarm screen. Along with displaying on the display 5, the voice data stored in the database 19 for each radio type is read out, and an alarm voice indicating the radio type is output from the speaker 16. For example, if you receive a crackdown radio, you will see "It is a crackdown radio. Be careful of speed. ] To output audio.

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

[Information acquisition function for wheel rotation]
The function of acquiring information on wheel rotation is a function of acquiring information on wheel rotation from an in-vehicle network that controls the vehicle. The details of this function are as follows.

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

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

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

In the case of a vehicle to which a steering angle sensor is attached, it is possible to obtain steering angle information (steering wheel steering angle) of the steering wheel from OBD2 as described above. However, not all vehicles are equipped with steering angle sensors. In the present embodiment, it is possible to change the direction of the vehicle and detect an abnormal state based on the information output from the sensor used for ABS, regardless of whether the vehicle is equipped with a steering angle sensor or not. It is said.

[Vehicle direction change detection function]
The vehicle direction change detection function changes the direction of the vehicle as information regarding the change in the traveling direction of the vehicle based on the relationship of the information regarding the rotation of two different wheels acquired by the control unit 18 by the above information acquisition function. It is a function to detect. The details of this function are as follows.

First, the database 19 stores information regarding the rotational speed of each wheel transmitted on the CAN every 10 ms acquired by the control unit 18. Then, the control unit 18 obtains the ratio of the instantaneous values of the information regarding the rotation speeds of the two wheels at the same time, and subtracts 1 from the value of this ratio. In the present embodiment, the value obtained by such calculation is referred to as a wheel difference ratio.

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

(Example of measuring the wheel difference ratio by actual driving)
An example in which the wheel difference ratio between the left front wheel and the right front wheel is obtained while traveling on an actual road will be described. As shown in FIG. 5, the traveled route is a gourd-shaped road connected to the straight road, and the vehicle enters the gourd-shaped road from the straight road, goes around clockwise, and goes out to the straight road again. Is running on.

FIG. 6 is a graph in which the wheel difference ratio (%) obtained by the control unit 18 as described above is the vertical axis and the time (seconds) is the horizontal axis while traveling along the route of FIG. The total measurement time on the horizontal axis of this graph is 94 seconds. Further, in the graph of FIG. 6, the rotation steering angle information (steering wheel steering angle) of the steering wheel acquired from the OBD2 by the control unit 18 at the same time as the measurement is also shown on the right vertical axis in deg (°). The graph of FIG. 6 can be displayed on the display 5 based on the data obtained by the control unit 18 and stored in the database 19 as described above during or after the measurement.

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

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

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

Next, the vehicle passes through the left-turning curve of (6). At this time, the steering angle reaches about + 50.0 ° and the wheel difference ratio reaches about +5.00. Then, the vehicle passes through the right-turning curve of (7). At this time, the steering angle reaches about −60.0 ° and the wheel difference ratio reaches about −6.00. After that, since the route goes almost straight, both the steering angle and the wheel difference ratio continue to be around 0.

Then, the vehicle passes through the right-turning curve of (8). At this time, the steering angle reaches about -40.0 ° and the wheel difference ratio reaches about -4.00. Further, the vehicle turns left at the T-junction (9) and goes out to the straight road. At this time, the steering angle reaches about + 300.0 ° and the wheel difference ratio reaches about + 30.00.

As a result of the above, it can be seen that the wheel difference ratio is almost the same as the steering angle. The control unit 18 can detect that the steering wheel is turned to the left if the wheel-vehicle ratio is +, and that the steering wheel is turned to the right if it is −. That is, the traveling direction of the vehicle can be determined not only by turning left or right but also by the accuracy corresponding to the steering angle of the steering wheel. Further, based on the threshold value set in the database 19, it is possible to detect whether the intersection, the T-junction, the L-junction, or the like has been turned left or right. For example, if the wheel difference ratio is +10.00 or more, it can be detected as a left turn, and if it is -10.00 or less, it can be detected as a right turn.

The control unit 18 may obtain the wheel difference ratio as follows. The instantaneous value of the information on the rotation speed of the left front wheel is set as one value, and the average value of a plurality of consecutive predetermined values is obtained. Further, the instantaneous value of the information on the rotation speed of the right front wheel at the same time as this is set as one value, and the average value of a plurality of consecutive predetermined values is obtained. The ratio of the average value of the left front wheel and the average value of the right front wheel obtained in this way is obtained, and 1 is subtracted from the value of this ratio. After calculating the value using the average value of multiple times, the average value is calculated including the next value excluding the oldest value, and the average value obtained sequentially is used as described above. The wheel difference ratio is calculated.

FIG. 7 shows a graph in which the wheel difference ratio thus obtained is on the vertical axis and time is on the horizontal axis. This graph also shows the steering angle obtained by the control unit 18 from the OBD2 in parallel. As is clear from this graph, the wheel difference ratio obtained from the average value of the instantaneous values of the information on the wheel rotation speed is also substantially the same as the steering angle. Further, by using the average value, even if there is a time showing a value extremely different from the others among a plurality of times, the value is leveled to a value approximated by the steering angle.

(Example of measuring the rotation speed of each wheel during actual driving)
As described above, in order to show the reason why the direction change can be detected by the wheel difference ratio, when the vehicle simply goes straight through the parking lot, then turns to the right and returns straight again, the control unit 18 The data obtained by measuring and comparing the rotation speeds of the wheels are shown in FIG. The graph of FIG. 8 can also be displayed on the display 5 based on the data acquired by the control unit 18 and stored in the database 19 as described above during or after the measurement.

FIG. 8A is a graph showing the vehicle speed. This vehicle speed may be a value obtained from OBD2 or a value based on GPS. One hundredth of the numerical value on the vertical axis indicates the speed km / h. The numbers on the horizontal axis indicate seconds. The measurement time is 30.9 seconds.

FIG. 8B is a graph showing the rotational speed of each wheel measured at the same time as the above vehicle speed. The vertical axis is an instantaneous value of information on the rotation speed of each wheel. The acquisition timing is about 0.01 second intervals. The numbers on the horizontal axis indicate seconds.

As shown in FIG. 8A, the vehicle speed increases in the vicinity of 2.3 to 4.5 seconds from the start of measurement. At this time, since the vehicle is traveling straight, the rotation speeds of the wheels are almost the same as shown in FIG. 8B. Then, in the vicinity of 4.5 to 23.0 seconds, since the vehicle is traveling clockwise, there is a difference in the rotation speed of each wheel. Further, from around 24.3 seconds, the vehicle speed decreases, the vehicle returns straight, and the rotation speeds of the wheels match again.

Here, as shown in FIG. 8B, when the vehicle is traveling clockwise, the rotation speed of the right front wheel and the right rear wheel, which are the inner wheels, is slow, and the left front wheel and the left rear wheel, which are the outer wheels, rotate. The speed is getting faster. The left front wheel has the fastest rotation speed, and the right rear wheel has the slowest rotation speed.

Therefore, in the case of a simple right turn, the wheel difference ratio of the wheels on the diagonal line of the left front wheel and the right rear wheel is the largest. On the contrary, in the case of turning left, it is easily inferred that the wheel difference ratio between the front right wheel and the rear left wheel becomes large. The next largest wheel difference ratio is the left front wheel and the right front wheel or the left rear wheel and the right rear wheel. The wheel difference ratio between the left front wheel and the left rear wheel or the right front wheel and the right rear wheel is smaller than the others, but the difference is clearly visible. For example, in FIG. 8B, the numerical values indicating the rotation speed of each wheel in the vicinity of 10 seconds are 623 for the left front wheel, 576 for the left rear wheel, 507 for the right front wheel, and 457 for the right rear wheel.

As described above, it is clear that there is a difference in the rotational speed of each wheel when the vehicle changes direction. Therefore, the control unit 18 can detect the direction change by comparing the information regarding the rotation speeds of any two wheels.

[Vehicle abnormal condition detection function]
The vehicle abnormal state detection function is a function in which the control unit 18 detects slip of a specific wheel as an abnormal state of the vehicle based on the relationship of information regarding the rotation of at least two different wheels. The graph shown below can also be displayed on the display 5 by the control unit 18 based on the data stored in the database 19 during or after the measurement.

(Snow road sudden braking)
FIG. 9 is a graph showing a slip state in a front-wheel drive vehicle when a sudden brake is applied while traveling straight on a snowy road. The vertical axis of FIG. 9A shows the vehicle speed, and the horizontal axis shows the time. The vehicle speed may be a value obtained from OBD2 or a value based on GPS. One hundredth of the numerical value on the vertical axis indicates the speed (km / h). The numbers on the horizontal axis indicate seconds. The total measurement time on the horizontal axis is 95 seconds. The vertical axis of FIG. 9B is an instantaneous value of information on the rotational speed of each wheel measured at the same time as the vehicle speed. The acquisition timing is about 0.01 second intervals. The numbers on the horizontal axis indicate seconds.

First, as shown in FIG. 9A, stable running continues from the start of measurement to about 25 seconds, and the rotation speeds of the wheels are almost the same. Then, the brake is strongly applied at around 25 seconds. If there is no ABS, the rotation speed of the wheels should be almost 0 because the rotation of the wheels is locked. However, since ABS is working, the rotation speed of each wheel is only slightly reduced. ABS is appropriately controlled by a control value for each wheel. However, the actual rotational speed of each wheel as a result will be different. This is because the rudder angle, the condition of the road surface, and the contact condition of each wheel are different from each other.

Therefore, as shown in FIG. 9B, the left front wheel has the slowest rotation speed and slips significantly. Here, when the control unit 18 determines that the slip is based on the threshold value set in the database 19 in advance, as shown in FIG. 9B, the display device superimposes the balloon "the left front wheel slips" on the graph. Display on 5 to warn. The warning display area shall be the area avoiding the line indicating the data.

The threshold value is, for example, when the rotation speed of a specific wheel is reduced by one-third or more of the rotation speed of any of the other wheels. It should be noted that the threshold value for warning may be determined based on an experiment or the like, and it is not necessary to warn all cases where there is a difference in wheel rotation speed.

After that, the brakes are continuously applied around 25 to 47 seconds. Therefore, as shown in FIG. 9A, the vehicle gradually decelerates. In particular, in the vicinity of 33 seconds, as shown in FIG. 9B, the right front wheel has the lowest rotation speed and slips significantly. Here, the control unit 18 superimposes a balloon saying "the right front wheel slips" on the graph and displays it on the display 5 to warn.

And, in the vicinity of 47 to 56 seconds, the brake is not applied. Therefore, as shown in FIG. 9A, the vehicle speed is decreasing very slowly. At this time, as shown in FIG. 9B, the rotation speeds of the wheels are stable and substantially the same. Furthermore, the brake is applied again at around 56 seconds. As a result, as shown in FIG. 9A, the vehicle speed suddenly drops.

At this time, as shown in FIG. 9B, the right front wheel has the slowest rotation speed and slips significantly. Here, the control unit 18 superimposes a balloon saying "the right front wheel slips" on the graph and displays it on the display 5 to warn. Next, the left front wheel also slows down and slips. Here, the control unit 18 superimposes a balloon "the left front wheel slips" on the graph and displays it on the display 5 to warn.

From around 63 seconds, the rotation speeds of each wheel are stable and almost the same. After that, stable running continued, and from around 70 seconds, the speed gradually increased by stepping on the accelerator without applying the brakes.

(Snow road accelerator 1)
FIG. 10 is a graph showing a slip state in a front-wheel drive vehicle when the accelerator is pushed while traveling straight on a snowy road. In FIG. 10A, the vertical axis 0 to 6000 rpm indicates the engine speed, and the horizontal axis indicates the time (seconds). In FIG. 10B, the vertical axis 0 to 8000 indicates the vehicle speed (1/100 is the speed km / h), and the horizontal axis indicates the time (seconds). In FIG. 10 (c), the vertical axis represents the rotation speed of each wheel, the horizontal axis represents the time (seconds), and the total measurement time is 155 seconds.

As shown in FIG. 10A, when the accelerator is depressed in the vicinity of 3.7 seconds from the start of measurement, the engine speed rapidly increases. At around 11.2 seconds, the accelerator is still depressed, but the rate of increase in engine speed drops slightly because the vehicle is climbing up the slope. As shown in FIG. 10B, the vehicle speed increases in the vicinity of 12 seconds, following the increase in the engine speed in the vicinity of 3.7 seconds. If the vehicle speed drops, the engine speed will drop later.

Here, at around 12 seconds when the vehicle speed increased, as shown in FIG. 10 (c), the rotation speed of the left front wheel increased and slipped, and after a delay of about 4 seconds, the rotation speed of the right front wheel increased and slipped. To do. When the control unit 18 determines that the slip is based on the threshold value set in the database 19 in advance, as shown in FIG. 10C, the control unit 18 graphs the balloons "the left front wheel slips" and "the right front wheel slips". It is displayed on the display 5 on top of the above to warn.

The threshold value is a case where the rotation speed of a specific wheel is half or more of the rotation speed of any of the other wheels. The threshold value when the brake is applied is the same as the above-mentioned sudden braking on a snowy road. The threshold value for warning may be determined based on experiments or the like, and it is not necessary to warn all cases where there is a difference in wheel rotation speed.

After that, in the vicinity of 23 to 76 seconds, as shown in FIG. 10A, the engine speed fluctuates, but this is only stepping on the accelerator according to the terrain. Therefore, as shown in FIG. 10B, the vehicle speed gradually increases until around 82 seconds. Further, as shown in FIG. 10C, the rotation speeds of the wheels are the same.

Further, as shown in FIG. 10A, after the accelerator is suddenly depressed at around 76 seconds, the accelerator is lightly depressed until around 110 seconds. Then, as shown in FIG. 10B, the vehicle speed suddenly increases in the vicinity of 82 seconds, then decreases once, and then increases again. At this time, as shown in FIG. 10 (c), after the speeds of the right front wheel and the left front wheel suddenly increased and slipped together, the left front wheel continued to slip while the right front wheel returned to the original position, and the right front wheel continued to slip. The front wheels start slipping, and around 117 seconds, both return to their original positions.

At this time, as shown in FIG. 10 (c), the control unit 18 superimposes the balloons "the left front wheel slips" and "the right front wheel slips" on the graph and displays them on the display 5 to warn of the slip. .. In this way, only the front wheels slip to the left and right because they are the driving wheels. In addition, the behavior of the left and right wheels is different because there is a difference in slipperiness as in the case of a road on the right and an ice burn on the left.

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

Finally, as shown in FIG. 10 (a), when the brake is stepped on at around 151 seconds, the vehicle speed is slightly reduced as shown in FIG. 10 (b), and as shown in FIG. 10 (c). The left front wheel slips slightly. In this way, the slip caused by the brake appears as a decrease in the rotational speed, as opposed to the slip caused by the accelerator. The control unit 18 does not issue a warning because the slip of this degree is a slight slip that does not reach the threshold value.

(Snow road accelerator 2)
FIG. 11 is a graph showing a slip state when the accelerator is pushed while traveling straight on a snowy road in a front-wheel drive vehicle, as in FIG. However, the measurement time on the horizontal axis is as long as 321 seconds as compared with FIG. In FIG. 10A, the vertical axis represents the vehicle speed (1/100 is the speed km / h), and the horizontal axis represents the time (seconds). In FIG. 10B, the vertical axis represents the rotation speed of each wheel, and the horizontal axis represents time (seconds).

As is clear from this graph, when the vehicle speed rises sharply by stepping on the accelerator on a snowy road, the rotation speeds of the right front wheel and the left front wheel increase and slip occurs, similar to snow road slip 1. Recognize.

[4. Effect of embodiment]
According to the present embodiment as described above, the following effects can be obtained.
(A) The control unit 18 can request information on a change in the traveling direction simply by connecting to a network that controls the vehicle. Therefore, for example, it is not necessary to install sensors on a plurality of different wheels and connect the sensors with wires. In particular, it is effective when it is difficult to obtain the steering angle or the like from the network that controls the vehicle, or the data format or the like is not disclosed.

(B) In the configuration for obtaining information on the change in the traveling direction of the vehicle by GPS, the information on the change in the traveling direction of the vehicle cannot be obtained in a place where the GPS radio wave is blocked and positioning is not possible, but the control unit 18 , Information on changes in the direction of travel of the vehicle can be obtained by obtaining information on the rotation of at least two different wheels. The control unit 18 may be provided with a configuration for correcting the mileage obtained by GPS based on the information regarding the change in the traveling direction of the vehicle.

In the case of a vehicle without a steering angle sensor, the control unit 18 of at least two different wheels, even if the steering angle sensor is present but its use is limited, or if the steering angle sensor is out of order. By obtaining a signal regarding rotation, it is possible to obtain information regarding a change in the traveling direction of the vehicle.

(C) The resolution of information on wheel rotation in a network through which data used for controlling the vehicle itself flows is 10 to 100 times higher than the vehicle speed (1 km / h step). Therefore, the quantum error becomes small, and even during low-speed traveling, the error of the information regarding the change in the traveling direction of the vehicle obtained by the control unit 18 from the information regarding the rotation of the wheels becomes extremely small. Therefore, the control unit 18 can accurately obtain information on the change in the traveling direction at a level comparable to that of the steering angle sensor.

The control unit 18 calculates the vehicle speed, the mileage, and the separately acquired engine together with the information on the change in the traveling direction of the vehicle from the information on the rotation of the wheels in the network through which the data used for controlling the vehicle itself flows. It is also possible to calculate the gear ratio from the number of revolutions and the vehicle speed. The errors in the vehicle speed, mileage, gear ratio, etc. obtained in this way can also be reduced.

(D) The network provided in the vehicle is a wired network. Therefore, the control unit 18 can obtain information on the change in the traveling direction of the vehicle only by connecting the wire to one place of the signal line (for example, the signal line group) of the network. In particular, since it is configured to connect to a connector that can be attached to and detached from the signal line of the network, it can be easily connected.

(E) By using the information corresponding to only two wheels, the control unit 18 reduces the amount of information to be processed, and can simplify and speed up the processing. Further, the control unit 18 acquires and uses instantaneous values of information on the rotation of at least two wheels at substantially the same time from the network every 10 ms. Therefore, the control unit 18 is sufficient as information for requesting information regarding the change in the traveling direction of the vehicle.

(F) Since the control unit 18 reads the information flowing through the network without collecting information by asking the device connected to the network, it is possible to avoid stress on the device connected to the network. In particular, a computer that outputs information about wheel rotation to a network does not need to respond to a question, so stress can be avoided. Moreover, since the network traffic is not increased, stress on the entire control of the vehicle can be avoided.

(G) The control unit 18 displays on the display screen of the display 5 the information on the steering wheel steering angle acquired from the network and the information on the steering wheel steering angle obtained based on the relationship between the information on the rotations of the two different wheels. Let me. For this reason, the passengers of the vehicle, including the driver who saw the display screen, obtained the information based on the relationship between the information on the steering angle obtained from the network that controls the vehicle and the information on the rotation of two different wheels. You can compare it with information about the steering angle. The passenger of the vehicle comparing both information regarding the steering angle in this way can determine the direction change and the abnormal state of the vehicle from the degree of difference between the two information.

Further, since the abnormal state of the vehicle is displayed on the display screen of the display 5, the passengers of the vehicle including the driver do not have to bother to determine the abnormal state by themselves and can easily recognize the abnormal state of the vehicle. For example, the control unit 18 can make the passengers of the vehicle recognize the slip by displaying a warning notifying the occurrence of the slip on the graph by a balloon. The control unit 18 can prevent the data from becoming difficult to see by setting the warning display area as an area avoiding the line indicating the data. Further, since the control unit 18 does not warn of a slight slip, it is possible to prevent the warning from being frequently displayed and making it difficult to recognize the danger.

Further, the passengers of the vehicle including the driver who saw the display screen recognize the change in the traveling direction of the vehicle and determine the driving state of the vehicle based on the change in the traveling direction of the vehicle. It can be useful for safe driving and eco-driving.

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

Further, even if the information regarding the wheel rotation acquired from the network by the control unit 18 includes a number of times indicating a value extremely different from the others, the value is not used as it is, but a plurality of times. By using the average value of the values, it is possible to level the value closer to the steering angle. Therefore, the rudder angle sensor is closer and the direction can be detected with high accuracy.

[5. Other embodiments]
The present invention is not limited to the above embodiments.
(A) The "information on the rotation of the wheel" may be the amount of rotation of the wheel per unit time, the number of rotations of the wheel per unit time, or the rotation angle of the wheel per unit time. Since such information also shows different values for each wheel when the direction of the vehicle is changed or an abnormal running state occurs, the control unit 18 changes the direction and detects the abnormal state as in the above embodiment. Is possible.

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

A person outside the vehicle who compares both information regarding the steering angle in this way can recognize the direction change and the abnormal state of the vehicle from the degree of difference between the two information. Further, if the abnormal state of the vehicle is displayed on the display screen as described above, a person outside the vehicle does not have to bother to determine the abnormal state by himself / herself and can easily recognize the abnormal state of the vehicle. Further, a person outside the vehicle who sees the display screen recognizes the change in the traveling direction of the vehicle and determines the driving state of the vehicle based on the change in the traveling direction of the vehicle, thereby driving safely. It can be useful for eco-driving.

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

(C) The number of "at least two different wheels" subject to information regarding rotation may be two or more. For example, the information corresponding to the two wheels and the information corresponding to the other two wheels, whichever shows the normal value, or the average of both information may be used. In this way, highly accurate detection becomes possible. As described above, the information about the wheel may show a value extremely different from the others among a plurality of times, but the control unit 18 obtains a normal value or an average value and uses it for detection. Allows such values to be excluded or leveled.

(D) The "information regarding the change in the traveling direction of the vehicle" may be, for example, information indicating the degree of difference in the information regarding the rotation of at least two wheels. For example, the information may be based on the difference between the values indicated by the information regarding the rotation of the two wheels. Further, for example, the information may be based on the ratio of the values indicated by the information regarding the rotation of the two wheels. Even with such information, different values can be obtained depending on the traveling direction, so that the control unit 18 can detect a change in the traveling direction.

The control unit 18 may detect, for example, only turning left or right at the branch point. By doing so, the number of directions determined by the control unit 18 is small, and processing can be simplified and speeded up. Further, the change in the traveling direction may be a change in the traveling angle or a change in the steering angle. Since this system can detect with the same accuracy as the steering angle of the steering wheel, it can detect even detailed changes in the direction of travel. In this way, the control unit 18 can determine a more detailed traveling state. For example, the control unit 18 can detect a change in the traveling direction in the same lane and a change in the traveling direction when changing lanes. Further, even when GPS positioning is not possible, the control unit 18 can detect a change in the traveling direction in a road curve at a grade separation, underground, tunnel, or the like.

(E) The information on the steering angle obtained from the network accurately indicates the steering angle, but the information on the steering angle obtained based on the relationship of the information on the rotation of at least two different wheels is the information on the vehicle. Depending on the condition, there may be a difference from the actual steering angle. Therefore, the control unit 18 can also detect an abnormal state of the vehicle based on a relationship in which both information are significantly different, such as a difference of a threshold value or more set in the database 19 in advance.

As a method of obtaining the steering angle based on the relation of information on the rotation of the wheel, the following may be used. First, the control unit 18 uses the steering angle at about the same time and information on the rotation of at least two different wheels as the time interval required to generate information on the change in the traveling direction of the vehicle according to the application. Create the log acquired in step 1 and store it in the database 19. The control unit 18 obtains a function of the correspondence relationship between the rotation of at least two different wheels of the vehicle in the log and the steering angle of the steering wheel at the same time, and uses the function to obtain information on the rotation of the wheels. Find the steering angle based on the relationship. For example, the control unit 18 stores the difference or ratio of the instantaneous values of the rotation speeds of two different wheels at the same time and the steering angle of the steering wheel at that time as a log in the database 19 and stores the difference. Alternatively, the correlation between the ratio and the steering angle is stored in the database 19 as a function. The function may be incorporated into a program as a mathematical formula, or a table or the like for obtaining a mapping may be created and stored, and the function may be configured as a program for calculation using this table. Such a program created based on the past information may be stored in the database 19 in advance, and the control unit 18 may be configured to operate accordingly.

The information about the rotation of the wheels flowing through the network and the data format of the steering angle may differ depending on the vehicle model. The correspondence between the information on the rotation of the wheels and the steering angle of the steering wheel is obtained in advance for each vehicle type, a function is obtained, and the function is stored in the database 19 as a program or data. Then, the control unit 18 provides the system with a function of automatically detecting the vehicle type or manually setting the vehicle type by the user. The control unit 18 requests information on the set vehicle type and wheel rotation and a correspondence relationship with the steering angle. The control unit 18 can detect an abnormal state of the vehicle such as a flat tire or slip based on the relationship between the steering wheel steering angle obtained in this way and the steering wheel steering angle acquired from the network. As a result, accurate detection is possible even if the vehicle type is different.

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

(G) The mode in which the control unit 18 displays the information on the rotation of the wheels on the display 5 is, for example, the information on the steering angle obtained from the network that controls the vehicle and the rotation of at least two different wheels. Any mode may be used as long as it can identify the difference from the information on the steering angle obtained based on the information relationship. It is preferable to display the existence of the difference between the two pieces of information, the magnitude of the difference, and the type of abnormality estimated from the difference. In this way, the direction change of the vehicle and the abnormal state can be easily determined.

The display of the information regarding the change in the traveling direction of the vehicle may be, for example, a display in which the driving state of the vehicle can be determined from the presence or absence of the change in the traveling direction. For example, the change in the traveling direction of the vehicle in an instant may be visually graspable. This may be a symbol display such as an arrow on the display screen, or may be a light emission by lamps such as LEDs arranged on the left and right.

In addition to the above-mentioned ballooning mode, the display of the abnormal state may be such that a puncture, an abnormality in air pressure, a specific tire slip, or the like can be recognized by characters, figures, colors, or changes thereof. It may be displayed by a display screen or may be emitted by a lamp such as an LED.

Further, the display mode may be a mode in which changes in the traveling direction of the vehicle during a predetermined period can be collectively visually grasped. The predetermined period may be, for example, a period during which it can be determined that the lane change is repeated in a short time, the traveling direction is frequently changed in the same lane, and the like.

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

As the display of the mode in which the operating state can be determined, for example, a graph showing a change in the traveling direction or the steering angle in a predetermined period, a number indicating the frequency of the change in the traveling direction or the steering angle in the predetermined period, or the like is displayed. It is good to say.

(H) The control unit 18 determines the driving state of the vehicle based on the above-mentioned information on the change in the traveling direction of the vehicle, and controls to display the driving state on the display screen of the display 5. You may. In this way, the passengers of the vehicle including the driver who saw the display screen or a person outside the vehicle can easily recognize the driving state of the vehicle without the trouble of determining the driving state by themselves. The display of the driving state may be, for example, a display in which danger, safety, dozing, drinking, etc. can be recognized by characters, figures, colors, or changes thereof.

(I) The control unit 18 acquires information on the driving operation of the vehicle via the network, and displays the acquired information on the driving operation of the vehicle on the display screen of the display 5 together with the information on the change in the traveling direction of the vehicle. You may control the display. In this way, the information on the driving operation of the vehicle is displayed together with the information on the change in the traveling direction of the vehicle, so that the passengers of the vehicle including the driver who saw the display screen or a person outside the vehicle can travel in the traveling direction. The driving state of the vehicle can be determined in more detail based on the relationship between the change in the vehicle and the information on the driving operation.

The information regarding the driving operation of the vehicle may be, for example, information indicating that the driver has operated a member or mechanism that needs to be operated during driving and the timing thereof. For example, information such as when the blinker is released, when and how many times the brake is pressed, and when and how many times the accelerator is pressed may be used as information related to the driving operation of the vehicle. For example, if the blinker is not turned on before turning left or right, it may be judged as a dangerous driving condition. For example, if the brake is not stepped on before turning left or right, or if the accelerator is stepped on, it may be judged as a dangerous driving state.

(J) The control unit 18 acquires information on the driving operation of the vehicle, and determines the driving state of the vehicle based on the acquired information on the driving operation of the vehicle and the information on the change in the traveling direction of the vehicle. Then, the operation state may be controlled to be displayed on the display screen of the display device 5. In this way, the passengers of the vehicle including the driver who saw the display screen or a person outside the vehicle can easily obtain a detailed driving state without the trouble of determining the driving state by themselves.

(K) The control unit 18 may control the speaker 16 to output sound according to an abnormal state and an operating state. In this way, by outputting the sound, it is possible to reliably notify the passenger of the vehicle or an outsider who is not looking at the display screen of the abnormal state of the vehicle. For example, a flat tire, an abnormality in air pressure, a specific tire slip, or the like can be made to be recognized by a passenger of a vehicle or a person outside the vehicle. Further, by outputting the sound, it is possible to surely notify the passenger of the vehicle or an outsider who is not looking at the display screen of the driving state of the vehicle. For example, the dangers of drowsy driving and drunk driving can be warned to the passengers of the vehicle or those outside the vehicle.

(L) In the judgment of the magnitude of the threshold value for detecting a right / left turn or an abnormal state, the judgment of a match / mismatch, etc., the judgment is made including the values as above, below, or larger, smaller, exceeding, not exceeding. You are free to decide not to include the value as above, below, or less than. Therefore, for example, depending on the value setting, "greater than or equal to" can be changed to "greater than", "greater than", "greater than", and "less than or equal to" can be changed to "less than", "not exceeded", "less than", or "less than". Even if it is read as a replacement, it is substantially the same.

(M) The control unit 18 may be set not to detect the traveling direction of the vehicle when the ABS function is working. When the ABS is working, it is not possible to accurately detect the traveling direction using the signal from the sensor. Therefore, in such a case, the control unit 18 does not detect it, so that erroneous determination and erroneous operation due to erroneous detection can be prevented.

(N) The control means may be realized by one control unit 18 or by a plurality of control units 18. All the control units 18 may be provided inside the vehicle, all the control units 18 may be provided outside the vehicle, or a part of the control unit 18 may be provided inside the vehicle and a part thereof may be provided outside the vehicle. A part other than the above may be provided. At least a part of the function of the control unit 18 may be placed on the server, the function may be executed on the server, and the electronic device owned by the user may be a system for acquiring the execution result. It is also possible to register a part or all of the information registered in the database in the server. The radar detector and other electronic devices / devices may have a function of communicating with the server, and the control unit may be a system that appropriately accesses the server, acquires necessary information, and executes processing.

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

(P) The system to which the present invention is applied is not limited to the radar detector 1. It can be applied to in-vehicle electronic devices having various configurations, for example, car navigation systems and drive recorders. The functions of the present invention can be easily added by installing a program in an existing system configured as an electronic device. Therefore, vehicle owners can take advantage of new features while keeping costs down.

(Q) The function as a system of the present invention is configured as a program to be realized by the computer provided in the control unit 18, but the program is not limited to this, and the program is distributed and processed on a plurality of computers. May be good.

1 ... Radar detector 2 ... Case body 3 ... Bracket 5 ... Display 6 ... Touch panel 7 ... Volume adjustment button 8 ... Work button 10 ... Memory card reader 11 ... Memory card 12 ... DC jack 13 ... GPS receiver 14 ... Micro Wave receiver 15 ... Wireless receiver 16 ... Speaker 18 ... Control unit 19 ... Database 22 ... Connection cable 23 ... Plug 25 ... Connector terminal 24 ... Socket port 31 ... Lamp 32 ... Remote control receiver 33 ... Remote control 34 ... Infrared communication device 35 ... Mobile phone 36 ... Geomagnetic sensor 37 ... Acceleration sensor 111 ... Own vehicle icon 112 ... Target icon 121 ... Current time 122 ... GPS radio wave reception level display icon 123 ... Parking prohibited area icon 124 ... Reception sensitivity mode display icon 125 ... Vehicle speed 126 … Directional magnetic needles 130, 131… GPS alarm display

Claims (4)

The ability to get information about the rotation of the wheels of the vehicle,
A function to detect an abnormality of the wheel based on the information regarding the rotation of the wheel, and
A function to display an image showing a temporal change of information according to the rotation of the wheel, and
A function of displaying information on the abnormality at a position corresponding to the time when the abnormality occurs on the image, and
System with. The acquire function acquires information about the rotation of at least two different wheels.
The system according to claim 1, wherein the function for detecting an abnormality is a function for detecting an abnormality in the wheels based on information regarding rotation of at least two different wheels. The system according to claim 2, wherein the function of detecting the abnormality is to detect slip of the wheels of the vehicle based on the difference in rotational speeds of the at least two different wheels. A program for causing a computer to realize the function of the system according to any one of claims 1 to 3 .