JP5286932B2 - Vehicle-to-vehicle communication device and vehicle-to-vehicle communication system - Google Patents

Description

  The present invention relates to a vehicle-to-vehicle communication device and a vehicle-to-vehicle communication system that are mounted on a vehicle and used for communication between vehicles.

2. Description of the Related Art Conventionally, a technique is known in which each vehicle exchanges vehicle status information through two-way communication performed between the vehicles (hereinafter referred to as “vehicle-to-vehicle communication”). In recent years, a technique has been proposed in which not only vehicle status information but also information on moving objects around the vehicle detected by an in-vehicle camera or sonar is transmitted to other vehicles by inter-vehicle communication. For example, in Patent Documents 1 to 6, there is a technique for transmitting information of a moving body detected by an in-vehicle camera or sonar to other vehicles existing at a position where the moving body cannot be directly detected by inter-vehicle communication. It is disclosed.
JP 2005-301581 A JP 2006-172053 A JP 2006-178673 A JP 2006-350613 A JP 2006-350614 A JP 2007-310457 A

  However, in the technologies disclosed in Patent Documents 1 to 6, when the vehicle that transmits the information of the moving body detected by the vehicle-mounted camera or the sonar by inter-vehicle communication is parked with the engine stopped, the vehicle-mounted camera is used. In general, power is not supplied to the radio used for the sonar and inter-vehicle communication, so that these on-board cameras, sonar and radio are not activated. In this case, since these in-vehicle cameras, sonars, and radios are not activated, obstacles around the parked vehicle (hereinafter referred to as a parked vehicle) are detected, and the vehicle (hereinafter, It is impossible to notify the opponent vehicle). Therefore, the other vehicle cannot obtain information on obstacles such as pedestrians (including occupants of parked vehicles) and objects around parked vehicles that may jump out from behind a parked vehicle by inter-vehicle communication. There is a problem that it is impossible to prevent a contact accident with a pedestrian jumping out from behind a parked vehicle or an object around the parked vehicle.

  The present invention has been made in view of the above-described conventional problems, and an object of the present invention is to further prevent a vehicle contact accident with an obstacle existing around a parked vehicle. And providing a vehicle-to-vehicle communication system.

In order to solve the above-mentioned problem, the inter-vehicle communication device according to claim 1 is mounted on a vehicle, and includes a periphery monitoring sensor that detects an obstacle around the vehicle, and an obstacle detected by the periphery monitoring sensor. An obstacle position specifying means for specifying a position; and a communicator for transmitting information on the position of the obstacle specified by the obstacle position specifying means by means of inter-vehicle communication, the periphery monitoring sensor after parking the vehicle, and A vehicle-to-vehicle communication device for stopping the operation of the communication device, a parking detection means for detecting that the vehicle is parked, an occupant getting-off detection means for detecting that an occupant has got off the vehicle, and the parking detection After detecting that the vehicle has been parked by the means, for a predetermined time after detecting that the occupant got off the vehicle by the occupant getting-off detecting means, the surrounding monitoring sensor and the Comprising a continuously operating unit to continue the operation of the signal unit, wherein the case where the vehicle occupant from the vehicle by the occupant gets off the detection means after having detected that the parked is detected that the off at in the parking detection means If the information transmitted from the other vehicle by the inter-vehicle communication is received without a predetermined time interval, the information indicating that the occupant got out of the vehicle is transmitted by the communication device. In addition, when an obstacle around the vehicle is detected by the periphery monitoring sensor, information on the position of the obstacle specified by the obstacle position specifying unit is transmitted by the communication device, while the parking detection is performed. even if the occupant from the vehicle by the occupant gets off the detection means on detecting that the said vehicle is parked is detected that gets off by means of the information transmitted by the inter-vehicle communication from another vehicle If you have not received a constant time or more is characterized in that it does not transmit the information indicating that the occupant from the vehicle gets off by the communicator.

  According to this, even after the vehicle is parked, information indicating that the occupant got out of the vehicle is communicated for a predetermined time after detecting that the occupant got out of the vehicle by the occupant getting-off detection means. Since it can be transmitted to another vehicle by the machine, it becomes possible to notify the driver of the other vehicle that an occupant who is an obstacle is present in the vicinity of the parked vehicle. Further, even after the vehicle is parked, information on the position of obstacles around the vehicle can be obtained by a communication device for a predetermined time after the occupant getting-off detection means detects that the occupant has got off the vehicle. Therefore, it is possible to notify the driver of another vehicle where an obstacle exists around the parked vehicle. Therefore, it is possible to further prevent a vehicle contact accident with an obstacle present around the parked vehicle.

  Further, in the inter-vehicle communication device according to claim 2, when the operation continuation unit detects an obstacle around the vehicle with the periphery monitoring sensor when the predetermined time is reached, It is characterized by extending a predetermined time.

  As a result, even if the vehicle arrives at a predetermined time after detecting that an occupant got out of the vehicle, if there are obstacles around the vehicle, the operation of the communication device and the periphery monitoring sensor is continued. Therefore, it is possible to further prevent a vehicle contact accident with an obstacle existing around the parked vehicle.

According to a third aspect of the present invention, there is provided a vehicle-to-vehicle communication device according to a third aspect of the present invention, which is mounted on a vehicle and detects an obstacle around the vehicle, and a failure detected by the periphery monitoring sensor. An obstacle position specifying means for specifying the position of an object, and a communicator for transmitting information on the position of the obstacle specified by the obstacle position specifying means by inter-vehicle communication, and monitoring the periphery after the vehicle is parked A vehicle-to-vehicle communication device that stops the operation of the sensor and the communication device, and a parking detection unit that detects that the vehicle is parked, and a predetermined time after the parking detection unit detects parking of the vehicle. during the and a continuously operating unit to continue the operation of the peripheral monitoring sensors and the communication device, the vehicle in the peripheral monitoring sensor on it is detected that the vehicle is parked in the parking detection means If an obstacle around the vehicle is detected and information transmitted from another vehicle by inter-vehicle communication is received without a fixed time interval, the obstacle position specifying means When the information on the position of the identified obstacle is transmitted by the communication device, while the parking detector detects that the vehicle is parked and the surrounding monitoring sensor detects an obstacle around the vehicle Even if the information transmitted from the other vehicle by the inter-vehicle communication has not been received for a certain time or longer, the information on the position of the obstacle specified by the obstacle position specifying means is transmitted by the communication device. It is characterized by not.

  According to this, even after the vehicle is parked, information on the position of obstacles around the vehicle is transmitted by the communication device for a predetermined time after the parking detection means detects that the vehicle is parked. Therefore, it is possible to notify the driver of another vehicle where an obstacle exists around the parked vehicle. Therefore, it is possible to further prevent a vehicle contact accident with an obstacle present around the parked vehicle.

According to a fourth aspect of the present invention, there is provided a vehicle-to-vehicle communication device including a communication device that is mounted on a vehicle and transmits information by vehicle-to-vehicle communication in order to solve the above problem. A vehicle-to-vehicle communication device that detects that the vehicle is parked, an occupant exit detection unit that detects that an occupant has exited from the vehicle, and the parking detection unit. An operation continuation means for continuing the operation of the communication device for a predetermined time after detecting parking, and detecting that the vehicle is parked by the parking detection means and then detecting that the occupant gets out of the vehicle In the case where it is detected that an occupant has exited from the vehicle, and information transmitted from another vehicle by inter-vehicle communication is received without a fixed time interval, Crew descend Was information indicating that was, while transmitting by said communication device, when it is detected that the parking detection means in the passenger from the vehicle by the occupant gets off the detection means on detecting that the said vehicle is parked gets off Even if there is no information transmitted from another vehicle by inter-vehicle communication for a certain time or more, the communication device does not transmit information indicating that an occupant got out of the vehicle. Yes.

  According to this, even after the vehicle is parked, information indicating that the occupant got out of the vehicle is received by the communication device for a predetermined time after the parking detection means detects that the vehicle is parked. Therefore, it is possible to notify the driver of another vehicle that an occupant who is an obstacle exists in the vicinity of the parked vehicle. Therefore, it is possible to further prevent a vehicle contact accident with an obstacle present around the parked vehicle.

In order to solve the above-mentioned problem, the inter-vehicle communication device according to claim 5 includes a communicator that is mounted on the vehicle and transmits information by inter-vehicle communication, and the communication device operates after the vehicle is parked. A vehicle-to-vehicle communication device for stopping the vehicle, a parking detection means for detecting that the vehicle is parked, an occupant getting-off detection means for detecting that an occupant has got off the vehicle, and the occupant getting-off detection means. An operation continuation means for continuing the operation of the communication device for a predetermined time after detecting that the occupant got off the vehicle, and detecting that the vehicle is parked by the parking detection means. When it is detected by the occupant getting-off detection means that an occupant has got off the vehicle, and information transmitted from another vehicle by inter-vehicle communication is received without a certain time interval. Is The information indicating that the serial vehicle occupant gets off, while transmitting a certain period continues to by said communication device, wherein in the passenger alighting detection means on detecting that the said vehicle is parked in the parking detection means vehicle Even if it is detected that the occupant got off from the vehicle, if the information transmitted from the other vehicle by inter-vehicle communication has not been received for a certain time or more, information indicating that the occupant got off from the vehicle Is not transmitted by the communication device.

  According to this, even after the vehicle is parked, information indicating that the occupant got out of the vehicle is communicated for a predetermined time after detecting that the occupant got out of the vehicle by the occupant getting-off detection means. Since it can be continuously transmitted to other vehicles by the machine, it becomes possible to notify the driver of the other vehicle that an occupant who is an obstacle exists in the vicinity of the parked vehicle. Therefore, it is possible to further prevent a vehicle contact accident with an obstacle present around the parked vehicle.

  The inter-vehicle communication device according to claim 6 is characterized in that the parking detection means detects that the vehicle is parked by detecting that an accessory switch of the vehicle is turned off.

  Furthermore, the inter-vehicle communication device according to claim 7 is characterized by detecting that the vehicle is parked by detecting that an ignition switch of the vehicle is turned off.

  Further, in the inter-vehicle communication device according to claim 8, the parking detection means detects that the vehicle is parked by detecting that the engine of the vehicle is stopped.

  According to the sixth to eighth aspects, it is possible to further prevent a vehicle contact accident with an obstacle existing around the parked vehicle.

  According to a ninth aspect of the present invention, there is provided a vehicle-to-vehicle communication system including a plurality of vehicles including any one of the vehicle-to-vehicle communication devices.

  According to this, it becomes possible to further prevent a vehicle contact accident with an obstacle existing around the parked vehicle.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of an inter-vehicle communication device 1 to which the present invention is applied. A vehicle-to-vehicle communication device 1 shown in FIG. 1 is mounted on a vehicle, and includes a wireless device 11 and a support control ECU 12. The inter-vehicle communication device 1 is connected to a radar ECU (electronic control unit) 2, a navigation ECU 3, a body ECU 4, an engine ECU 5, a brake ECU 6, a display device 7, and a sound output device 8 so that electronic information can be exchanged. The support control ECU 12, the radar ECU 2, the navigation ECU 3, the body ECU 4, the engine ECU 5, and the brake ECU 6 of the inter-vehicle communication device 1 are connected to each other via an in-vehicle LAN 10 that complies with a communication protocol such as CAN (controller area network). Hereinafter, a vehicle equipped with the inter-vehicle communication device 1 is referred to as a host vehicle.

  The radar ECU 2 obtains distances and directions to obstacles existing within the detection ranges of the radars 21a to 21d based on signals from a total of four radars 21a to 21d described later. Further, the radar ECU 2 sends the obtained distance and direction information (hereinafter referred to as relative position information) to the support control ECU 12. Obstacles mentioned here refer to vehicles traveling around the vehicle, pedestrians traveling around the vehicle, passengers who get on and off the vehicle, luggage, stones, etc. It is a fixed object.

  The radars 21a to 21d are known millimeter wave radars installed at four corners of the own vehicle, respectively, and transmit obstacles around the vehicle by transmitting millimeter wave waves and receiving the reflected waves. Detect. Therefore, the radars 21a to 21d function as the periphery monitoring sensors in the claims. The detection range of the radars 21a to 21d is a range of several meters, for example, 3 meters.

  In the present embodiment, the configuration in which the obstacle is detected by the millimeter wave radar to obtain the distance and the direction to the obstacle is shown, but the present invention is not necessarily limited thereto. For example, a configuration in which an obstacle is detected by an infrared radar, an ultrasonic sensor, or the like to obtain a distance or direction to the obstacle may be used.

  In the present embodiment, the configuration in which a total of four radars 21a to 21d are provided in the host vehicle is shown. However, the configuration is not limited to this, and the configuration may be less than four or more than four. It may be a configuration.

  The navigation ECU 3 is composed of a known computer, and functions as various navigation functions based on the current position and traveling direction of the host vehicle detected by the position detector 31 described later and map data read from the map data input device 32 described later. Processing (for example, map scale change processing, menu display selection processing, destination setting processing, route search execution processing, route guidance start processing, current position correction processing, display screen change processing, volume adjustment processing, etc.) is executed. It is assumed that various displays such as route guidance maps are performed on the display device 7 described later, and various voice guidance is performed on the voice output device 8 described later. Further, the navigation ECU 3 sends information on the current position of the vehicle detected by the position detector 31 (hereinafter referred to as current position information) to the support control ECU 12.

  The position detector 31 includes a geomagnetic sensor that detects geomagnetism, a gyro sensor that detects an angular velocity around the vertical direction of the host vehicle, a distance sensor that detects a movement distance of the host vehicle, and a current vehicle based on radio waves from a satellite. A GPS receiver or the like for a global positioning system (GPS) that detects the position is included. Since these sensors have errors of different properties, they are configured to be used while being complemented by a plurality of sensors. Depending on the accuracy of each sensor, the position detector 31 may be configured as a part of the above.

  The map data input device 32 is mounted with a storage medium (not shown), and various data including so-called map matching data, map data, and landmark data for improving the accuracy of position detection stored in the storage medium. Is a device for inputting. The map data includes link data indicating roads and node data. A link is a link between nodes when the roads on the map are divided by a plurality of nodes such as intersections, branches, and merge points, and roads are configured by connecting the links. . Link data includes a unique number (link ID) that identifies the link, link length indicating the link length, link start and end node coordinates (latitude / longitude), road name, road type, road width, number of lanes, right turn -Consists of data such as the presence or absence of a left turn lane, the number of lanes, speed limit, etc. On the other hand, the node data includes a node ID, a node coordinate, a node name, and a link ID of a link connected to the node, each node having a unique number for each node where roads on the map intersect, merge and branch. It consists of each data such as ID and intersection type. The storage medium also stores various facility types, names, address data, and the like, and these data are used for destination setting for route search. Note that a CD-ROM or DVD-ROM, a memory card, an HDD, or the like is used as the storage medium.

  The body ECU 4 is an electronic control unit for controlling the body system, and is connected to a seating sensor 41, an accessory switch (not shown), an ignition switch (not shown), and the like. Signals from switches, ignition switches, and the like are output to the support control ECU 12 via the in-vehicle LAN 10. The seating sensor 41 is a weight sensor embedded in each seat of the host vehicle, and detects whether or not an occupant is sitting on each seat. Here, the following description will be made assuming that the host vehicle is a four-door four-seat vehicle, for example, and the seating sensors 41 are provided on four seats corresponding to the four doors.

  In addition, in this embodiment, although the structure which used the seating sensor 41 as a weight sensor was shown, it does not necessarily restrict to this. For example, the structure which makes the seating sensor 41 a pressure sensor may be sufficient.

  The engine ECU 5 is an electronic control unit for comprehensively performing electrical control in engine operation, and controls the operation of the injector and igniter in accordance with vehicle speed information output from a vehicle speed sensor 51 described later. The engine speed is controlled by operating the fuel injection amount to the engine and the engine ignition interval. The vehicle speed sensor 51 is a sensor that detects the vehicle speed of the host vehicle, and outputs information on the detected vehicle speed to the engine ECU 5. Further, the engine ECU 5 outputs signals detected by various sensors regarding the engine operating state (for example, engine stop) to the support control ECU 12 via the in-vehicle LAN 10.

  The brake ECU 6 controls the steering angle information output from the steering sensor 61 described later and the yaw rate output from the yaw rate sensor 62 described later so that a good deceleration feeling can be obtained when the driver performs a brake operation. Assist control of the braking force of the brake device is performed according to the information. The steering sensor 61 is a sensor that detects the steering angle of the steering of the host vehicle, and outputs information on the detected steering angle to the brake ECU 6. The yaw rate sensor 62 is a sensor that detects an angular velocity of the vehicle amount around the vertical direction, and outputs information on the detected yaw rate to the brake ECU 6.

  The display device 7 displays a map for guiding the traveling of the host vehicle, a destination selection screen, a warning screen described later, and the like in accordance with instructions from the navigation ECU 3 and a support control ECU 12 described later. The display device 7 is capable of full color display, for example, and can be configured using a liquid crystal display, an organic EL display, a plasma display, or the like.

  The voice output device 8 includes a speaker and outputs a guidance voice at the time of route guidance, a guidance voice of parking space information, a warning voice described later, and the like according to instructions from the navigation ECU 3 and a support control ECU 12 described later.

  The battery 9 is a well-known automobile storage battery, and is a supply source of electric power required when starting the engine and electric power used in the electric system of the host vehicle. In the present embodiment, the battery 9 supplies power to the radio 11, the radars 21 a to 21 d, and the seating sensor 41 in accordance with an instruction from the assist control ECU 12 described later when the ignition switch of the host vehicle is turned off. It is wired to the radio device 11, the radars 21a to 21d, and the seating sensor 41 through a switch so that the operation can be stopped.

  In the present embodiment, the configuration in which the battery 9, the radio device 11, the radars 21a to 21d, and the seating sensor 41 are wired via a switch is shown, but the present invention is not necessarily limited thereto. For example, the battery 9, the radio device 11, the radars 21 a to 21 d, and the seating sensor 41 may be wired via a relay.

  The wireless device 11 of the inter-vehicle communication device 1 includes a transmission / reception antenna and does not pass through a telephone network with another vehicle (hereinafter referred to as a partner vehicle) existing within a range of several hundred meters around the position of the own vehicle. In addition, information on the own vehicle and information on the other vehicle are received by wireless communication (that is, two-way communication between vehicles). Note that information transmitted and received in this two-way communication between vehicles (hereinafter referred to as vehicle-to-vehicle communication) identifies, for example, vehicle status information indicating the vehicle's current position, speed, braking and other driving conditions, and the vehicle. It is assumed that the information is identification information such as an ID, vehicle surrounding information indicating the current position of an obstacle around the vehicle (hereinafter, vehicle status information, identification information, and vehicle surrounding information are referred to as inter-vehicle communication information). The vehicle status information transmitted from the wireless device 11 to the opponent vehicle includes the radars 21a to 21d, the position detector 31, the seating sensor 41, the vehicle speed sensor 51, the steering through the radar ECU 2, the navigation ECU 3, the body ECU 4, the engine ECU 5, and the brake ECU 6. It is obtained from the sensor 61 and the yaw rate sensor 62. Therefore, the wireless device 11 functions as a communication device in the claims. Further, the wireless device 11 sends the inter-vehicle communication information received from the partner vehicle to the support control ECU 12 described later. Further, the wireless device 11 performs vehicle-to-vehicle communication during a period in accordance with an instruction from the support control ECU 12. Note that the wireless device 11 has the same configuration as, for example, a known infrared communication device or a DSRC (dedicated shortrange communication) wireless module.

  The support control ECU 12 of the inter-vehicle communication device 1 collects inter-vehicle communication information to be transmitted by inter-vehicle communication from each ECU, and causes the wireless device 11 to transmit it to the counterpart vehicle.

  Further, when the assist control ECU 12 detects that the ignition switch is turned off based on the signal of the ignition switch sent from the body ECU 4, it detects that the host vehicle is parked. Therefore, the support control ECU 12 functions as a parking detection means in the claims. Then, after detecting that the host vehicle is parked, the support control ECU 12 continues to supply power from the battery 9 to the radio device 11, the radars 21a to 21d, and the seating sensor 41 until a predetermined time elapses. In addition, the above-described switch is controlled. Therefore, the support control ECU 12 also functions as an operation continuation unit in the claims. The details of the process of continuing the power supply from the battery 9 to the radio device 11, the radars 21a to 21d, and the seating sensor 41 until the above-described predetermined time elapses will be described later.

  Further, when the support control ECU 12 detects that an occupant sitting on the seat seat has retreated from the seat seat based on the signal of the seating sensor 41 sent from the body ECU 4, the support control ECU 12 responds to the seat seat. It is detected that the occupant got out of the door (that is, the adjacent door). Therefore, the seating sensor 41 functions as an occupant getting-off detection means. Then, the support control ECU 12 instructs the wireless device 11 to transmit information indicating that the occupant got off from the own vehicle (hereinafter referred to as occupant disembarking information) from the wireless device 11 to the partner vehicle.

  In addition, in this embodiment, although the structure which detects from which door the passenger | crew got off based on the signal of the seating sensor 41 was shown, it does not necessarily restrict to this. For example, it may be configured to detect from which door the occupant got off based on a signal from a door sensor that detects an open / closed state of the door or a door lock sensor that detects a locked / unlocked state of the door. In addition, it may be configured to detect from which door the occupant got off based on a signal from a known camera for recognizing the driver's line of sight or a camera for photographing each seat in the vehicle. It may be configured to detect from which door the occupant got off based on a signal from a seat belt sensor that detects whether or not the belt is attached.

  Further, the support control ECU 12 obtains an obstacle position (hereinafter referred to as an obstacle position) from the current position information of the host vehicle detected by the navigation ECU 3 and the relative position information obtained from the radar ECU 2. Therefore, the support control ECU 12 also functions as the obstacle position specifying means in the claims. Then, the assist control ECU 12 instructs the wireless device 11 to transmit the obtained obstacle position information from the wireless device 11 to the partner vehicle.

  The position detector 31 may be configured to perform position detection by further using information output from the vehicle speed sensor 51, the steering sensor 61, and the like.

  Next, an operation flow in the inter-vehicle communication device 1 will be described with reference to FIG. FIG. 2 is a flowchart showing an operation flow in the inter-vehicle communication device 1. This flow is started when the ignition switch of the host vehicle is turned on.

  First, in step S1, when the support control ECU 12 detects that the host vehicle is parked (Yes in step S1), the process proceeds to step 2. If the support control ECU 12 has not detected that the host vehicle is parked (No in step S1), the flow of step S1 is repeated.

  In step S2, when it is detected by the support control ECU 12 that the occupant got out of the host vehicle (Yes in step S2), the process proceeds to step S4. If the support control ECU 12 does not detect that the occupant has got off the vehicle, the process proceeds to step S3.

  In step S3, the support control ECU 12 determines whether or not a certain time has elapsed since the support control ECU 12 detected that the host vehicle was parked. Here, the fixed time is set to 20 minutes, for example. If it is determined that 20 minutes have elapsed since the support control ECU 12 detected that the host vehicle is parked (Yes in step S3), the process proceeds to step S12. If it is not determined that 20 minutes have passed since the support control ECU 12 detected that the host vehicle is parked (No in step S3), the process returns to step S2 and the flow is repeated.

  In step S4, the assist control ECU 12 starts counting the elapsed time since it was detected that the occupant got out of the host vehicle, and the process proceeds to step S5.

  In step S5, occupant getting-off information is transmitted from the wireless device 11 to the partner vehicle in accordance with the instruction of the support control ECU 12, and the process proceeds to step S6. In addition, transmission of passenger disembarkation information shall be performed for a maximum of 5 minutes at 1 second intervals, for example. Further, the transmission of the occupant getting-off information is canceled even if five minutes have elapsed before transmission of the obstacle position information is performed in step S7 described later. The passenger getting-off information may be information indicating from which door of the own vehicle the passenger has got off, or may be information indicating that the passenger has just got off from the own vehicle.

  In step S6, the support control ECU 12 determines whether or not obstacles around the host vehicle are detected by the radars 21a to 21d. If it is determined that an obstacle around the host vehicle has been detected (Yes in step S6), the process proceeds to step S7. If it is not determined that an obstacle around the host vehicle has been detected (No in step S6), the process proceeds to step S8.

  In step S7, information on the obstacle position obtained by the support control ECU 12 (hereinafter referred to as obstacle position information) is transmitted from the wireless device 11 to the partner vehicle, and the process proceeds to step S8. In addition, transmission of obstacle position information shall be performed for several minutes (for example, 3 minutes) at intervals of 1 second, for example. Further, the current position information used for obtaining the obstacle position is configured to use information stored in the memory of the navigation ECU 3 immediately before parking (for example, within one minute before parking) (that is, the parking position). That's fine.

  In step S <b> 8, the support control ECU 12 determines whether or not an elapsed time after detecting that the occupant got off the host vehicle has reached a predetermined time (hereinafter referred to as a first predetermined time). The first predetermined time referred to here is a time that can be arbitrarily set. Here, the following description will be given by taking as an example a case where the first predetermined time is set to 5 minutes, for example. If it is determined that the elapsed time has reached 5 minutes (Yes in step S8), the process proceeds to step S9. If it is not determined that the elapsed time has reached 5 minutes (No in step S8), the process returns to step S6 and the flow is repeated.

  In step S9, the support control ECU 12 determines whether or not obstacles around the host vehicle are being detected by the radars 21a to 21d. When it is determined that an obstacle around the host vehicle is being detected (Yes in step S9), the process proceeds to step S10. If it is not determined that an obstacle around the host vehicle is being detected (No in step S9), the process proceeds to step S12.

  In step S10, the support control ECU 12 controls the radio device 11 (hereinafter referred to as an extension process) so that obstacle position information is transmitted from the radio device 11 to the partner vehicle for a certain period of time, and the process proceeds to step S11. Note that the fixed period mentioned here may be a time equal to or shorter than a time obtained by subtracting a first predetermined time in step S8 from a predetermined time in step S11 (hereinafter referred to as an activation limit time) described later. The time can be set arbitrarily. Here, the fixed period is set to 1 minute, for example. Further, the interval at which the obstacle position information is transmitted is, for example, 1 second.

  In step S <b> 11, the support control ECU 12 determines whether or not the elapsed time after detecting that the occupant got out of the host vehicle has reached the activation limit time. The startup limit time referred to here may be any time that is longer than the first predetermined time in step S8 and can be arbitrarily set. Here, the following description will be given by taking as an example a case where the activation limit time is set to 15 minutes, for example. If it is determined that the elapsed time has reached 15 minutes (Yes in step S11), the process proceeds to step S12. If it is not determined that the elapsed time has reached 15 minutes (No in step S11), the process returns to step S9 to repeat the flow.

  In step S12, the support control ECU 12 stops the power supply from the battery 9 to the wireless device 11 and the radars 21a to 21d (hereinafter referred to as wireless device / radar power off), and the flow ends. In addition, about the electric power supply from the battery 9 to the seating sensor 41, the structure stopped by step S12 may be sufficient, for example, the structure stopped by step S4 may be sufficient.

  In the present embodiment, the configuration in which the passenger getting-off information is transmitted from the wireless device 11 to the partner vehicle in step S5 is shown, but the present invention is not necessarily limited thereto. For example, if the inter-vehicle communication information transmitted from the partner vehicle has not been received by the wireless device 11 for a certain time (for example, one minute) or longer, it is assumed that the partner vehicle does not exist around the subject vehicle, The support control ECU 12 may be configured not to transmit from the wireless device.

  Here, the effect in this invention is demonstrated concretely using FIG. FIG. 3 is a schematic diagram showing the positional relationship between a parked host vehicle, a running partner vehicle, a parked vehicle other than the host vehicle, and a pedestrian. In FIG. 3, A is the own vehicle immediately after parking (hereinafter referred to as own vehicle A), B is a partner vehicle during traveling (hereinafter referred to as traveling vehicle B), and C1 and C2 are parked vehicles other than the own vehicle (hereinafter referred to as parking). The vehicles C1 and the parked vehicles C2) and D are assumed to be pedestrians (hereinafter referred to as pedestrians D) such as passengers who get off the host vehicle A. It is assumed that the host vehicle A and the traveling vehicle B are equipped with the inter-vehicle communication device 1, and the parked vehicle C1 and the parked vehicle C2 are not equipped with the inter-vehicle communication device 1. Further, it is assumed that the pedestrian D is sandwiched between the own vehicle A and the parked vehicle C2 and cannot be confirmed by the driver of the traveling vehicle B, and cannot be detected by the radars 21a to 21d of the traveling vehicle B. In addition, although the traveling vehicle B carries the inter-vehicle communication apparatus 1, it shall not call here a self-vehicle here for convenience.

  In a parked vehicle, it is difficult to always operate a sensor for monitoring obstacles around the vehicle and a radio used for inter-vehicle communication because of a problem of battery capacity. Therefore, in the conventional technique, in the situation shown in FIG. 3, the presence and position of the pedestrian D jumping out from the shade between the own vehicle A and the parked vehicle C2 to the travel lane of the travel vehicle B is determined. The driver could not be notified, and a contact accident between the traveling vehicle B and the pedestrian D could not be prevented.

  However, according to the configuration of the present embodiment, even after the host vehicle A is parked, the support control ECU 12 detects that an occupant got out of the host vehicle A, and the period according to the instruction of the support control ECU 12 Since the passenger disembarkation information can be transmitted to the traveling vehicle B by the wireless device 11 during the interval (between 5 minutes and 15 minutes in the example of the present embodiment), the own vehicle A in which the passenger who is an obstacle is parked Can be notified to the driver of the traveling vehicle B.

  When a specific example is described, when occupant getting-off information is received by the wireless device 11 of the inter-vehicle communication device 1 of the traveling vehicle B, it is shown in FIG. Such a warning screen is displayed on the display device 7 indicating that an occupant who is an obstacle is present in the vicinity of the parked vehicle A. In FIG. 4A, A represents the host vehicle A, and B represents the traveling vehicle B. Moreover, you may output the warning audio | voice which shows that the passenger | crew who is an obstruction exists in the surroundings of the own vehicle A parked.

  In FIG. 4A, a warning screen indicating that the occupant has just got off the vehicle has been taken as an example, but the warning screen is not limited thereto. If the occupant getting-off information is information indicating from which door of the own vehicle the occupant got off, a warning indicating which door of the own vehicle A in which the occupant is an obstacle is present A screen may be displayed on the display device 7.

  Further, according to the configuration of the present embodiment, even after the host vehicle A is parked, the support control ECU 12 detects that the occupant has got off the host vehicle A, and the period according to the instruction of the support control ECU 12 In the interval (between 5 and 15 minutes in the example of the present embodiment), obstacle position information around the own vehicle A detected by any of the radars 21a to 21d is transmitted to the traveling vehicle B by the wireless device 11. Therefore, it is possible to notify the driver of the traveling vehicle B where an obstacle exists around the parked host vehicle A.

  Specifically, when the obstacle position information is received by the wireless device 11 of the inter-vehicle communication device 1 of the traveling vehicle B, an instruction from the assistance control ECU 12 based on the obstacle position information is used as shown in FIG. As shown in FIG. 5, a warning screen indicating where the occupant, which is an obstacle, is located around the parked vehicle A is displayed on the display device 7. In FIG. 4B, A represents the host vehicle A, B represents the traveling vehicle B, and C represents the occupant. Moreover, you may output the warning audio | voice which shows the position where the passenger | crew who is an obstacle exists around the own vehicle A parked from the audio | voice output apparatus 8. FIG.

  Therefore, according to the configuration of the present embodiment, a contact accident of the traveling vehicle B with an obstacle existing around the parked host vehicle A can be further prevented.

  Further, even when the first predetermined time (5 minutes in the example of the present embodiment) is reached after detecting that the occupant gets off the own vehicle A, the radars 21a to 21d of the own vehicle A are used. When the obstacle around the own vehicle A is detected by any of the above, the activation of the wireless device 11 and the radars 21a to 21d is extended (in the example of this embodiment, 15 minutes at the longest). It is possible to further prevent a contact accident of the traveling vehicle B with an obstacle present around the host vehicle A.

  Here, although the configuration in which the traveling vehicle B is mounted with the inter-vehicle communication device 1 is shown, the present invention is not necessarily limited thereto. For example, the traveling vehicle B may have a configuration in which a known inter-vehicle communication device is mounted. Even in this case, since the traveling vehicle B can obtain the information indicating that the occupant got off from the own vehicle A and the obstacle position information around the own vehicle A by inter-vehicle communication, the traveling vehicle B The same effect as the configuration in which the inter-vehicle communication device 1 is mounted can be obtained.

  Further, in the present embodiment, the configuration in which the support control ECU 12 detects that the occupant got out of the own vehicle has been shown, but the present invention is not necessarily limited thereto. For example, the support control ECU 12 may be configured not to detect that an occupant gets out of the own vehicle. Hereinafter, an operation flow in the inter-vehicle communication device 1 when the support control ECU 12 is configured not to detect that an occupant gets out of the host vehicle will be described with reference to FIG. This flow is started when the ignition switch of the host vehicle is turned on.

  First, in step S21, when the support control ECU 12 detects that the host vehicle is parked (Yes in step S21), the process proceeds to step S22. If the support control ECU 12 has not detected that the host vehicle is parked (No in step S21), the flow of step S21 is repeated.

  In step S22, the assist control ECU 12 starts counting the elapsed time after detecting that the host vehicle is parked, and proceeds to step S23.

  In step S23, the support control ECU 12 determines whether or not obstacles around the host vehicle are detected by the radars 21a to 21d. If it is determined that an obstacle around the host vehicle has been detected (Yes in step S23), the process proceeds to step S24. If it is not determined that an obstacle around the host vehicle has been detected (No in step S23), the process proceeds to step S25.

  In step S24, information on the obstacle position obtained by the support control ECU 12 (hereinafter referred to as obstacle position information) is transmitted from the wireless device 11 to the partner vehicle, and the process proceeds to step S25. In addition, transmission of obstacle position information shall be performed for several minutes (for example, 3 minutes) at intervals of 1 second, for example. Further, the current position information used for obtaining the obstacle position is configured to use the current position information at the parking position stored in the memory of the navigation ECU 3 immediately before parking (for example, within 1 minute before parking). Good.

  In step S <b> 25, the support control ECU 12 determines whether or not an elapsed time after detecting that the host vehicle is parked has reached a predetermined time (hereinafter referred to as a second predetermined time). The second predetermined time here is a time that can be arbitrarily set. Here, the following description will be given by taking as an example a case where the second predetermined time is set to 5 minutes, for example. When it is determined that the elapsed time has reached 5 minutes (Yes in step S25), the process proceeds to step S26. If it is not determined that the elapsed time has reached 5 minutes (No in step S25), the process returns to step S23 and the flow is repeated.

  In step S26, the support control ECU 12 determines whether or not obstacles around the host vehicle are being detected by the radars 21a to 21d. When it is determined that an obstacle around the host vehicle is being detected (Yes in step S26), the process proceeds to step S27. If it is not determined that an obstacle around the host vehicle is being detected (No in step S26), the process proceeds to step S29.

  In step S27, the support control ECU 12 controls the wireless device 11 (hereinafter referred to as an extension process) so that obstacle position information is transmitted from the wireless device 11 to the partner vehicle for a certain period of time, and the process proceeds to step S28. Note that the certain period referred to here may be a time equal to or shorter than a time obtained by subtracting a second predetermined time in step S25 from a predetermined time in step S28 (hereinafter referred to as a start-up limit time) described later. The time can be set arbitrarily. Here, the fixed period is set to 1 minute, for example. Further, the interval at which the obstacle position information is transmitted is, for example, 1 second.

  In step S <b> 28, the support control ECU 12 determines whether or not the elapsed time after detecting that the host vehicle is parked has reached the activation limit time. The start-up limit time mentioned here may be a time longer than the second predetermined time in step S25, and is a time that can be arbitrarily set. Here, the following description will be given by taking as an example a case where the activation limit time is set to 15 minutes, for example. If it is determined that the elapsed time has reached 15 minutes (Yes in step S28), the process proceeds to step S29. If it is not determined that the elapsed time has reached 15 minutes (No in step S29), the flow returns to step S26 to repeat the flow.

  In step S29, the support control ECU 12 turns off the radio / radar power and ends the flow.

  According to the above configuration, even after the host vehicle is parked, the support control ECU 12 detects that the host vehicle has been parked and then follows the instruction from the support control ECU 12 (in the example of the present embodiment). (Between 5 minutes and 15 minutes), the obstacle position information around the own vehicle detected by any of the radars 21a to 21d can be transmitted to the partner vehicle by the wireless device 11. It becomes possible to notify the driver of the opponent vehicle where the obstacle exists around the vehicle. Therefore, even if it is the above structure, the contact accident of the other vehicle with the obstruction which exists in the circumference | surroundings of the parked own vehicle can be prevented more.

  In the above-described embodiment, the configuration in which the obstacle position information obtained by the support control ECU 12 is transmitted from the wireless device 11 to the counterpart vehicle in steps S7 and S24 is not necessarily limited thereto. For example, if the inter-vehicle communication information transmitted from the partner vehicle has not been received by the wireless device 11 for a certain time (for example, 1 minute) or longer, the obstacle position information May be configured to be controlled by the assist control ECU 12 so as not to be transmitted from the wireless device.

  In the above-described embodiment, the configuration in which the radio / radar power supply is turned off when the support control ECU 12 determines that the activation limit time has been reached has been described. However, the present invention is not limited to this. For example, when the support control ECU 12 determines that the activation limit time has been reached, instead of turning off the radio / radar power, the support control ECU 12 determines that the remaining charge of the battery 9 is equal to or less than a predetermined threshold. Alternatively, the radio / radar power supply may be turned off. In this case, the assist control ECU 12 acquires a signal from a sensor that detects the remaining amount of electricity stored in the battery 9, and determines whether or not the remaining amount of electricity stored in the battery 9 has become a predetermined threshold or less based on this signal. What is necessary is just composition. Note that the predetermined threshold here is a value that can be arbitrarily set.

  In the above-described embodiment, the configuration is shown in which the radars 21a to 21d detect obstacles around the host vehicle and transmit the obstacle position information to the opponent vehicle. However, the present invention is not limited to this. For example, using the approach detection technology of a known key-free system that detects the approach of an occupant with a key and unlocks the door lock, the occupant around the host vehicle holding the key is detected, and the host vehicle The structure which transmits the information which shows that a passenger | crew exists in the periphery of the other party vehicle may be sufficient. In this case, as shown in FIG. 4C, a warning screen indicating that an occupant as an obstacle is present in the vicinity of the parked host vehicle can be displayed on the display device 7. In FIG. 4C, A represents the host vehicle, and B represents the opponent vehicle.

  Moreover, although the above-mentioned embodiment showed the structure provided with radar ECU2 and radar 21a-21d in the own vehicle, it does not necessarily restrict to this. For example, the structure which does not equip the own vehicle with radar ECU2 and radar 21a-21d may be sufficient. In this case, steps S6 to S7 and steps S9 to S11 are omitted from the operation flow of the inter-vehicle communication device 1 shown in FIG. 2, and the power supply from the battery 9 to the radio device 11 is stopped in step S12. do it. Further, steps S23 to S24 and steps S26 to S28 are omitted from the operation flow of the inter-vehicle communication device 1 shown in FIG. 5, and the power supply from the battery 9 to the radio unit 11 is stopped in step S29. That's fine.

  In the above-described embodiment, the extension process is performed when an obstacle around the host vehicle is being detected by the radars 21a to 21d when the first predetermined time or the second predetermined time is reached. Although the structure to perform is shown, it is not necessarily limited to this. For example, when the first predetermined time or the second predetermined time is reached, the occupants around the vehicle holding the key are detected using the approach detection technology of the known key-free system described above. The configuration may be such that the extension process is performed when it is in the middle.

  In addition, information on traveling vehicles around the host vehicle obtained by the wireless device 11 by vehicle-to-vehicle communication or known road-to-vehicle communication immediately before parking (for example, within 2 seconds before parking) (hereinafter referred to as traveling vehicle information immediately before parking). The vehicle is in the vicinity of the host vehicle (for example, a lane in contact with the host vehicle within a radius of 10 m from the host vehicle) when the first predetermined time or the second predetermined time is reached. Then, when the support control ECU 12 determines, an extension process may be performed. In this case, the support control ECU 12 acquires the traveling vehicle information immediately before parking from the wireless device 11, and determines whether or not a traveling vehicle exists around the host vehicle based on the traveling vehicle information immediately before parking. do it.

  In the above-described embodiment, the configuration in which the extension process is performed is shown. However, the configuration is not necessarily limited thereto, and the configuration in which the extension process is not performed may be used. In this case, what is necessary is just to set it as the structure which abbreviate | omits step S9-step S11 from the operation | movement flow of the inter-vehicle communication apparatus 1 shown in FIG. Moreover, what is necessary is just to set it as the structure which abbreviate | omits step S26-step S28 from the operation | movement flow of the inter-vehicle communication apparatus 1 shown in FIG.

  Further, in the above-described embodiment, when the assist control ECU 12 detects that the ignition switch is turned off based on the ignition switch signal sent from the body ECU 4, the vehicle is parked. However, the present invention is not limited to this. For example, when the support control ECU 12 detects that the accessory switch is turned off based on the accessory switch signal sent from the body ECU 4, it detects that the host vehicle is parked. Also good. In this case, when the accessory switch of the host vehicle is turned off, the battery 9 switches the switch so that the power supply to the radio device 11 and the radars 21a to 21d can be stopped according to the instruction of the support control ECU 12. It is only necessary that the wireless device 11 and the radars 21a to 21d are connected to each other. In addition, when the support control ECU 12 detects that the engine has stopped based on the engine operating state signal sent from the engine ECU 5, it detects that the host vehicle is parked. Also good.

  The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and the technical means disclosed in different embodiments can be appropriately combined. Such embodiments are also included in the technical scope of the present invention.

1 is a block diagram illustrating a schematic configuration of a vehicle-to-vehicle communication device 1. FIG. 4 is a flowchart showing an operation flow in the inter-vehicle communication device 1. It is a schematic diagram which shows the positional relationship of the own vehicle in parking, the other vehicle in driving | running | working, parked vehicles other than the own vehicle, and a pedestrian. (A)-(c) is a figure which shows an example of a warning screen. 6 is a flowchart showing another operation flow in the inter-vehicle communication device 1.

Explanation of symbols

1 inter-vehicle communication device, 2 radar ECU, 3 navigation ECU, 4 body ECU, 5 engine ECU, 6 brake ECU, 7 display device, 8 audio output device, 9 battery, 10 in-vehicle LAN, 11 radio (communication device), 12 support control ECU (parking detection means, occupant getting-off detection means, obstacle position specifying means, operation continuation means), 21a to 21d radar (peripheral monitoring sensor), 31 position detector, 32 map data input device, 41 seating sensor, 51 Vehicle speed sensor, 61 Steering sensor, 62 Yaw rate sensor

Claims (9)

Mounted on the vehicle,
A perimeter monitoring sensor for detecting obstacles around the vehicle;
Obstacle position specifying means for specifying the position of the obstacle detected by the surrounding monitoring sensor;
A communication device that transmits information of the position of the obstacle specified by the obstacle position specifying means by inter-vehicle communication,
A vehicle-to-vehicle communication device that stops the operation of the periphery monitoring sensor and the communication device after parking the vehicle,
Parking detection means for detecting that the vehicle is parked;
Occupant getting-off detection means for detecting that the occupant got out of the vehicle;
After detecting that the vehicle is parked by the parking detection means, the perimeter monitoring sensor and the communication device for a predetermined time after detecting that the occupant got off the vehicle by the occupant getting-off detection means. An operation continuation means for continuing the operation of
The parking detection means detects that the vehicle has been parked, and the occupant getting-off detection means detects that an occupant has got off the vehicle, and has been transmitted from another vehicle by inter-vehicle communication. When the information is received without a certain time interval, information indicating that an occupant got out of the vehicle is transmitted by the communication device, and an obstacle around the vehicle is transmitted by the periphery monitoring sensor. When detecting the position of the obstacle specified by the obstacle position specifying means is transmitted by the communication device,
Even if it is detected that the occupant got off from the vehicle by the occupant getting off detecting means after detecting that the vehicle has been parked by the parking detecting means, information transmitted from other vehicles by inter-vehicle communication Is not transmitted by the communication device, the vehicle-to-vehicle communication device is characterized in that the information indicating that an occupant has exited from the vehicle is not transmitted.   The operation continuation means extends the predetermined time when the surrounding monitoring sensor detects an obstacle around the vehicle when the predetermined time is reached. Item 4. The vehicle-to-vehicle communication device according to Item 1. Mounted on the vehicle,
A perimeter monitoring sensor for detecting obstacles around the vehicle;
Obstacle position specifying means for specifying the position of the obstacle detected by the surrounding monitoring sensor;
A communication device that transmits information of the position of the obstacle specified by the obstacle position specifying means by inter-vehicle communication,
A vehicle-to-vehicle communication device that stops the operation of the periphery monitoring sensor and the communication device after parking the vehicle,
Parking detection means for detecting that the vehicle is parked;
An operation continuation means for continuing the operation of the periphery monitoring sensor and the communication device for a predetermined time after the parking detection means detects the parking of the vehicle,
Information detected when the parking detector detects that the vehicle is parked and the surrounding monitoring sensor detects an obstacle around the vehicle, and is transmitted from another vehicle through inter-vehicle communication. When the information is received without an interval of a certain time, information on the position of the obstacle specified by the obstacle position specifying means is transmitted by the communication device,
Even when it is detected that the vehicle is parked by the parking detection means and an obstacle around the vehicle is detected by the periphery monitoring sensor, information transmitted from another vehicle by inter-vehicle communication is constant. The vehicle-to-vehicle communication device characterized in that, when it has not been received for a time or longer, information on the position of the obstacle specified by the obstacle position specifying means is not transmitted by the communication device. Mounted on the vehicle,
Equipped with a communicator that transmits information by inter-vehicle communication,
An inter-vehicle communication device that stops the operation of the communication device after the vehicle is parked,
Parking detection means for detecting that the vehicle is parked;
Occupant getting-off detection means for detecting that the occupant got out of the vehicle;
An operation continuation means for continuing the operation of the communication device for a predetermined time after the parking of the vehicle is detected by the parking detection means,
The parking detection means detects that the vehicle has been parked, and the occupant getting-off detection means detects that an occupant has got off the vehicle, and has been transmitted from another vehicle by inter-vehicle communication. When the information is received without an interval of a certain time, information indicating that the occupant got off from the vehicle is transmitted by the communication device,
Even if it is detected that the occupant got off from the vehicle by the occupant getting off detecting means after detecting that the vehicle has been parked by the parking detecting means, information transmitted from other vehicles by inter-vehicle communication Is not transmitted by the communication device, the vehicle-to-vehicle communication device is characterized in that the information indicating that an occupant has exited from the vehicle is not transmitted. Mounted on the vehicle,
Equipped with a communicator that transmits information by inter-vehicle communication,
An inter-vehicle communication device that stops the operation of the communication device after the vehicle is parked,
Parking detection means for detecting that the vehicle is parked;
Occupant getting-off detection means for detecting that the occupant got out of the vehicle;
An operation continuation means for continuing the operation of the communication device for a predetermined time after detecting that an occupant got out of the vehicle by the occupant getting-off detection means,
The parking detection means detects that the vehicle has been parked, and the occupant getting-off detection means detects that an occupant has got off the vehicle, and has been transmitted from another vehicle by inter-vehicle communication. When the information has been received without a certain time interval, the information indicating that the occupant got out of the vehicle is continuously transmitted by the communication device for a certain period,
Even if it is detected that the occupant got off from the vehicle by the occupant getting off detecting means after detecting that the vehicle has been parked by the parking detecting means, information transmitted from other vehicles by inter-vehicle communication Is not transmitted by the communication device, the vehicle-to-vehicle communication device is characterized in that the information indicating that an occupant has exited from the vehicle is not transmitted.   The said parking detection means detects that the said vehicle parked by detecting that the accessory switch of the said vehicle turned off, The any one of Claims 1-5 characterized by the above-mentioned. Vehicle-to-vehicle communication device.   The said parking detection means detects that the said vehicle parked by detecting that the ignition switch of the said vehicle turned off, The any one of Claims 1-5 characterized by the above-mentioned. Vehicle-to-vehicle communication device.   The inter-vehicle communication according to claim 1, wherein the parking detection unit detects that the vehicle is parked by detecting that the engine of the vehicle is stopped. apparatus.   A vehicle-to-vehicle communication system comprising a plurality of vehicles comprising the vehicle-to-vehicle communication device according to any one of claims 1 to 8.

Images