Source: https://patents.google.com/patent/JP4844548B2/en
Timestamp: 2020-01-25 15:46:41
Document Index: 68070869

Matched Legal Cases: ['art 108', 'art 109', 'art 302', 'art 502', 'art, 102', 'art, 103', 'art, 105', 'art, 106']

JP4844548B2 - Driving assistance device - Google Patents
JP4844548B2
JP4844548B2 JP2007312446A JP2007312446A JP4844548B2 JP 4844548 B2 JP4844548 B2 JP 4844548B2 JP 2007312446 A JP2007312446 A JP 2007312446A JP 2007312446 A JP2007312446 A JP 2007312446A JP 4844548 B2 JP4844548 B2 JP 4844548B2
JP2007312446A
JP2009139998A (en
泰伸 杉浦
2007-12-03 Application filed by 株式会社デンソー filed Critical 株式会社デンソー
2007-12-03 Priority to JP2007312446A priority Critical patent/JP4844548B2/en
2009-06-25 Publication of JP2009139998A publication Critical patent/JP2009139998A/en
2011-12-28 Publication of JP4844548B2 publication Critical patent/JP4844548B2/en
The present invention relates to a driving support device for notifying a driver of a host vehicle of information on other vehicles obtained using inter-vehicle communication.
Conventionally, in order to prevent a collision between vehicles at an intersection or the like, a device that warns the driver of the own vehicle of the existence of the other vehicle by using information obtained from other vehicles around the own vehicle by wireless communication has been proposed. (See Patent Document 1). According to this device, based on information on the current position, traveling direction, and traveling speed obtained from other vehicles, the vehicle driver is warned of the presence of other vehicles that are approaching, thereby preventing collisions between the vehicles. can do.
However, in such a device, when information is transmitted at a timing when a plurality of vehicles are overlapped, the transmission signals interfere with each other, so the information represented by the transmission signals cannot be obtained, and the presence of the vehicle is indicated to the driver. A problem that cannot be warned occurs.
In order to solve such problems, an inter-vehicle communication system that prevents interference of transmission signals when performing inter-vehicle communication has been proposed (see Patent Document 2). In this inter-vehicle communication system, other vehicles existing in the area transmit according to the transmission order data transmitted by the representative vehicle existing in the predetermined area, so that the interference of the transmission signal when performing the inter-vehicle communication is performed. To prevent.
JP-A-4-290200 JP 2007-110359 A
However, in the above-described inter-vehicle communication system, it is necessary to set the frequency of the radio signal for transmitting / receiving the transmission order data in addition to the frequency of the radio signal for transmitting / receiving the vehicle information data. In addition, since a vehicle that has entered a predetermined area first transmits a transmission request to the representative vehicle, and the representative vehicle needs to determine the transmission order based on the transmission request, the approaching vehicle receives the transmission order data. Until then, there is a problem that the position information of the own vehicle cannot be transmitted and the information cannot be transmitted quickly.
The present invention has been made in view of such a problem, and even when wireless signals are transmitted from a plurality of vehicles at overlapping timings and the wireless signals interfere with each other, driving capable of notifying the presence of each vehicle is performed. The object is to provide a support device.
The driving support device according to claim 1 of the present invention made to achieve the above object is mounted on a vehicle, receives a radio signal transmitted from another vehicle (a vehicle other than the host vehicle), and detects its presence. This is to notify the driver of the own vehicle (a vehicle equipped with the driving support device).
Specifically, in this driving support apparatus, the receiving means receives a radio signal from another vehicle. And the desired vehicle position detection means detects the position of the other vehicle (desired vehicle) that is the transmission source of the desired signal based on the radio signal (desired signal) received from the non-reception state by the receiving means. For example, a desired signal received by a receiving means having an omnidirectional antenna is converted into position information of the desired vehicle by frequency conversion and demodulation.
Further, in this driving support apparatus, when a radio signal (interference signal) from another vehicle different from the desired vehicle is received during reception of the desired signal by the receiving means, the interference vehicle position estimating means Based on the signal strength, the position of the other vehicle (interfering vehicle) that is the transmission source is estimated. Note that the position estimated by the interference vehicle position estimation means is not limited to a detailed position, and may be a rough position such as an area or direction in which another vehicle is likely to exist.
In this driving support apparatus, the notifying means notifies the position of the desired vehicle detected by the desired vehicle position detecting means and the position of the interfering vehicle estimated by the interference vehicle position estimating means. Note that the position of the desired vehicle and the interfering vehicle can be notified by, for example, sound, image, lamp lighting, or the like.
According to such a driving support device, it is possible to notify the presence of each other vehicle even when the radio signals are transmitted from a plurality of other vehicles at overlapping timings and the radio signals interfere with each other.
For example, in the driving support apparatus according to claim 2, the interference vehicle position estimation means is configured to determine the position of the desired vehicle detected by the desired vehicle position detection means, and the intensity of the desired signal and the interference signal received by the reception means. Based on this, the position of the interfering vehicle is estimated.
In this way, by estimating the position of the interfering vehicle using the detection position of the desired vehicle, the position of the interfering vehicle is estimated more accurately than when the position of the interfering vehicle is estimated based only on the intensity of the interference signal. It becomes possible.
Specifically, for example, as described in claim 3, the interference vehicle position estimation means calculates the distance of the desired vehicle from the own vehicle based on the position of the desired vehicle detected by the desired vehicle position detection means, Whether or not the interfering vehicle exists closer to the desired vehicle may be determined based on the ratio between the intensity of the desired signal and the intensity of the interference signal. For example, when the ratio between the intensity of the desired signal and the intensity of the interference signal (desired signal intensity / interference signal intensity) is smaller than a predetermined value, it is determined that the interfering vehicle is present at a position closer to the desired vehicle. Is done.
According to this configuration, when the interfering vehicle position estimating unit determines that the interfering vehicle exists closer to the desired vehicle, the notifying unit indicates that the interfering vehicle exists within the calculated distance range (that is, the interfering vehicle). Can be notified.
Further, for example, as described in claim 4, when the interference vehicle position estimation means determines that the interference vehicle does not exist closer to the desired vehicle, the intensity of the interference signal is a predetermined interference signal determination threshold value. It is good to determine whether it is larger. In this way, the notifying means notifies the presence / absence of an interfering vehicle according to the determination result of whether or not the intensity of the interference signal by the interfering vehicle position estimating means is larger than the interference signal determination threshold value. Can do.
Note that the interference signal determination threshold value can be, for example, an interference signal intensity estimated that the interference vehicle exists in a predetermined range (a range to be notified) centered on the own vehicle. Further, it can be calculated using an equation for obtaining the attenuation amount of the signal intensity when assuming two-wave ground reflection propagation or the like.
By the way, the intensity of a radio signal transmitted from another vehicle is smaller when, for example, the radio signal is received by reflection from a building or the like than when it is directly received. For this reason, when estimating the distance to the other vehicle that is the transmission source of the wireless signal based on the strength of the wireless signal, the estimation result is different between when the wireless signal is directly received and when it is received by reflection or the like. It will be different.
Therefore, in the driving support device according to claim 5, the interference vehicle position estimating means determines that the intensity of the desired signal is equal to or less than a desired signal determination threshold value calculated based on the distance of the desired vehicle from the own vehicle. In such a case, the determination based on the ratio between the intensity of the desired signal and the intensity of the interference signal is not performed. Here, the desired signal determination threshold is, for example, a value calculated from the attenuation amount of the signal intensity estimated from the distance between the desired vehicle and the host vehicle, and the desired signal intensity is influenced by the propagation path such as reflection and diffraction. In the case of significant attenuation, it is determined that the intensity of the desired signal is not more than the desired signal determination threshold value.
According to such a driving support device, it is possible to prevent in advance an estimation result that is significantly different from the actual result.
On the other hand, in the driving support device according to claim 6, the receiving means includes a plurality of directional antennas, and the interference vehicle position estimating means is based on the intensity of the interference signals received by the plurality of directional antennas. Presence direction of interference vehicle based on own vehicle. According to such a structure, the alerting | reporting means can alert | report the presence direction as a position of an interference vehicle.
Specifically, for example, for each radio signal received by each directional antenna, it is determined whether or not an interference signal is included, and when it is determined that an interference signal is included, interference with the intensity of the desired signal is performed. Outputs the signal strength. When the directivity of each directional antenna is sufficiently separated, the intensity of the desired signal and the interference signal for each directional antenna takes different values, and the antenna having a larger gain in the direction in which the desired signal has arrived has the desired signal. The strength of the interference signal is larger, and the antenna having a larger gain in the direction in which the interference signal arrives increases the strength of the interference signal. For this reason, by comparing the intensity values of the plurality of desired signals and the interference signal, the arrival direction of the interference signal can be determined, and the presence direction of the interfering vehicle can be estimated from the determination result.
Further, as described in claim 7, the interference vehicle position estimation means may include map storage means for storing map data, and estimate the road where the interference vehicle exists based on the map data. If it does in this way, an alerting | reporting means can alert | report the road where the interference vehicle estimated by the interference vehicle position estimation means exists as a position of an interference vehicle.
FIG. 1 is a block diagram illustrating a schematic configuration of the driving support device 100 according to the first embodiment.
As shown in the figure, the driving support apparatus 100 includes an own vehicle information creation unit 101, a transmission unit 102, an omnidirectional antenna 103, a reception unit 104, an own vehicle position acquisition unit 105, a desired vehicle position acquisition unit 106, an interference. A signal detection unit 107, an interference vehicle position estimation unit 108, and an information provision unit 109 are provided.
The own vehicle information creation unit 101 creates vehicle information related to the own vehicle. Here, the vehicle information may include, for example, position information (information indicating the current position), speed information (information indicating the traveling speed), and moving direction information (information indicating the moving direction). Then, at least position information shall be included.
The vehicle information created by the host vehicle information creation unit 101 is converted into a radio signal by the transmission unit 102 and then transmitted to another vehicle via the omnidirectional antenna 103. This transmission may be performed toward a single vehicle, may be performed toward a specific group of a plurality of vehicles, or may be performed toward an unspecified vehicle.
Note that the radio signal output from the transmission unit 102 may be in any format as long as the interference signal detection unit 107 can detect the interference signal, acquire the desired signal strength, and acquire the interference signal strength. For example, an orthogonal frequency division multiplexing (OFDM) signal or the like can be used.
On the other hand, a radio signal transmitted from another vehicle on which the same driving assistance device 100 as that of the own vehicle is mounted is received by the receiving unit 104 via the omnidirectional antenna 103 in the driving assistance device 100 of the own vehicle. Note that the first radio signal received from the non-reception state is called a desired signal, and the first signal received while receiving the desired signal is called an interference signal.
When the reception unit 104 detects that a desired signal has been received, for example, by constantly monitoring the power of the signal input from the omnidirectional antenna 103, the reception unit 104 starts conversion of the received desired signal, The vehicle information of the other vehicle (desired vehicle) that is the transmission source of is output. As described above, the vehicle information includes at least position information of the vehicle.
Then, the desired vehicle position acquisition unit 106 extracts only the position information (desired vehicle position information) from the vehicle information (desired vehicle information) of the desired vehicle input from the receiving unit 104 and outputs it to the interference vehicle position estimation unit 108.
On the other hand, the radio signal output from the omnidirectional antenna 103 is also input to the interference signal detection unit 107. When the interference signal detection unit 107 detects that the desired signal is received, for example, by constantly monitoring the power of the signal input from the omnidirectional antenna 103, the interference signal detection unit 107 starts the interference signal detection process, and the interference signal is detected. When it is detected that the signal has been received, the intensity of the desired signal and the interference signal is output.
For example, as shown in FIG. 2, a vehicle A (own vehicle) first receives a radio signal (desired signal) from another vehicle B (desired vehicle), and another other vehicle C is receiving the desired signal. When a radio signal (interference signal) from (interfering vehicle) is received, the amplitude of the received radio signal increases by the amount of the interference signal. For this reason, the interference signal intensity can be measured in such a manner that the radio signal before the amplitude increase (desired signal) is subtracted from the radio signal after the amplitude increase (desired signal + interference signal).
Note that any method may be used for interference signal detection, desired signal strength acquisition, and interference signal strength acquisition method, and when an OFDM signal is used as a radio signal format, for example, Yasunori Sugiura, Sawada Manabu, “A Study on Reduction of Interference Effect Focusing on EVM Fluctuation in OFDM Receiver”, 2006 Information Theory and Its Application Symposium, December 2006, used modulation accuracy (EVM) A method or the like can be used.
The interfering vehicle position estimation unit 108 includes the own vehicle position information extracted from the output of the own vehicle information creation unit 101 in the own vehicle position acquisition unit 105, the desired vehicle position information input from the desired vehicle position acquisition unit 106, and the interference signal. Based on the desired signal intensity and the interference signal intensity input from the detection unit 107, the vehicle position of the other vehicle (interference vehicle) that is the transmission source of the interference signal is estimated. The estimated vehicle position is output to the information providing unit 109 as interference vehicle position information.
Next, the process of the interference vehicle position estimation part 108 is demonstrated using the flowchart of FIG. This process is started when it is detected that an interference signal has been received.
When starting the process, the interference vehicle position estimation unit 108 first proceeds to S201, and whether or not the desired vehicle position information is input from the desired vehicle position acquisition unit 106 (the desired vehicle position information can be extracted from the desired signal). Whether or not).
When the desired vehicle position information is input (when the desired vehicle position information can be extracted from the desired signal), the process proceeds to S202, and the desired vehicle position information is obtained using the desired vehicle position information and the own vehicle position information. A distance D between the vehicle and the host vehicle is calculated.
Subsequently, in S203, it compares the desired signal strength threshold alpha 1 and. Here, the threshold value α 1 is a threshold value for determining that the desired signal intensity is not affected by reflection or diffraction in the propagation path, and is a signal estimated from the distance D calculated in S202. The value is calculated from the intensity attenuation. For example, assuming free space propagation, the threshold value α 1 is calculated from the following equation (1).
α 1 = P t · (λ / 4πD) 2 (1)
Where P t is the transmission signal intensity of the desired vehicle, and λ is the wavelength of the radio signal. In the above equation (1), free space propagation is assumed, but an attenuation equation assuming two-wave ground reflection propagation or the like may be used, and depending on the distance D between the desired vehicle and the host vehicle. Different attenuation equations may be used.
If it is determined in S203 that the desired signal strength is greater than the threshold value α 1 (the desired signal strength is not affected by reflection or diffraction in the propagation path), the flow proceeds to S204, where the desired signal strength and the interference signal strength are determined. The ratio (desired signal strength / interference signal strength) is compared with a predetermined threshold value β 1 . Based on this comparison, it is determined whether or not the interfering vehicle exists closer to the host vehicle than the desired vehicle.
Note that the threshold value β 1 is preferably set to 1 if it is assumed that the desired signal intensity and the interference signal intensity are not affected by reflection or diffraction in the propagation path. However, in actuality, there is a possibility that the interference signal intensity is affected by reflection or diffraction in the propagation path. Therefore, for example, the threshold value β 1 is set to be larger than 1. May be.
If it is determined in S204 that the ratio between the desired signal intensity and the interference signal intensity is smaller than the threshold value β 1 (the interfering vehicle is present in the vicinity of the desired vehicle), in S205, the distance D calculated in S202 is obtained. It outputs to the information provision part 109, and complete | finishes a process.
On the other hand, if the desired vehicle position information is not input in S201 due to a failure in receiving the desired signal in the receiving unit 104, the desired signal strength is a threshold value due to the influence of reflection or diffraction in the propagation path in S203. If it is smaller than α 1 , and if the ratio of the desired signal intensity and the interference signal intensity is larger than the threshold value β 1 in S204, the process proceeds to S206.
In S206, the interference signal strength is compared to a threshold gamma 1. Here, if it is determined that the interference signal intensity is greater than the threshold value γ 1 , the process proceeds to S207, and information indicating the presence of the interfering vehicle is output to the information providing unit 109, and the process ends. On the other hand, if it is determined that the interference signal intensity is smaller than the threshold value γ 1 , the process is terminated as it is.
Here, the threshold value γ 1 is set so as to provide information to the driver when there is an interfering vehicle in the range of the radius D max from the own vehicle, and the attenuation of the signal intensity estimated from D max. The value calculated from the quantity. For example, assuming free space propagation, the threshold γ 1 is calculated from the following equation (2).
γ 1 = P i · (λ / 4πD max ) 2 (2)
Where P i is the transmission signal intensity of the interfering vehicle, and λ is the wavelength of the radio signal. In the above formula (2), free space propagation is assumed, but a formula assuming two-wave ground reflection propagation or the like may be used, or a different formula may be used depending on the value of D max .
The information providing unit 109 provides the driver with information regarding the desired vehicle and the interference vehicle based on the desired vehicle information input from the reception unit 104 and the interference vehicle position information input from the interference vehicle position estimation unit 108. Here, when the distance D between the host vehicle and the desired vehicle is input from the interference vehicle position estimation unit 108, the presence of the interference vehicle within the radius D from the host vehicle, for example, image, sound, lighting of a lamp, etc. To inform the driver. On the other hand, when information indicating the presence of an interfering vehicle is input from the interfering vehicle position estimating unit 108, the presence of the interfering vehicle is notified to the driver using, for example, an image, sound, lamp lighting, or the like. In addition, when the desired vehicle information is input from the receiving unit 104, the position of the desired vehicle is notified to the driver.
As described above, according to the driving support device 100 of the first embodiment, whether or not there is an interfering vehicle is detected based on the interference signal detected and the desired vehicle position information obtained from the intensity of the interference signal and the desired signal. In order to estimate the radius D of the presence range of the interfering vehicle, even when signal interference occurs, appropriate driving assistance can be performed by notifying the driver of information on the interfering vehicle.
That is, in the driving assistance device 100 of the present embodiment, the position of the desired vehicle is detected based on the desired signal, and when the interference signal is received, the position of the interfering vehicle is estimated based on the intensity. Specifically, as shown in FIG. 4, the distance D of the desired vehicle from the host vehicle is calculated based on the position of the desired vehicle, and whether or not the interfering vehicle exists closer to the desired vehicle. The determination is based on the ratio between the intensity and the interference signal intensity. For this reason, when it is determined that the interfering vehicle exists closer to the desired vehicle, it can be notified that the interfering vehicle exists within the calculated distance range (existing range of the interfering vehicle).
Further, when it is determined that the interference vehicle does not exist near the desired vehicle, in order to determine whether the intensity of the interference signal is greater than a predetermined threshold γ 1 , according to the determination result, The presence or absence of the interference vehicle can be notified.
In addition, when it is determined that the desired signal strength is not greater than the threshold value α 1 , the determination based on the ratio between the desired signal strength and the interference signal strength is not performed, and thus is significantly different from the actual. It is possible to prevent the estimation result from being obtained in advance.
In the driving support device 100 of the first embodiment, the omnidirectional antenna 103 corresponds to the receiving unit of the present invention, and the receiving unit 104 and the desired vehicle position acquiring unit 106 are the desired vehicle position detecting unit of the present invention. Equivalent to. Further, the host vehicle position acquisition unit 105, the interference signal detection unit 107, and the interference vehicle position estimation unit 108 correspond to the interference vehicle position estimation unit of the present invention, and the information providing unit 109 corresponds to the notification unit of the present invention.
Next, a second embodiment of the driving support device of the present invention will be described.
FIG. 5 is a block diagram illustrating a schematic configuration of the driving support apparatus 300 according to the second embodiment.
Since the driving support device 300 of the second embodiment is often in common with the driving support device 100 of the first embodiment, hereinafter, the common parts are denoted by the same reference numerals, detailed description thereof is omitted, and different parts are focused. explain.
The driving support apparatus 100 of the first embodiment described above estimates the radius D of the presence or presence range of the interfering vehicle based on the desired signal and the interference signal received via the single omnidirectional antenna, and the driver (FIG. 4). On the other hand, as shown in FIG. 6, the driving support device 300 according to the second embodiment is based on the desired signal and the interference signal received via the plurality of directional antennas, It estimates the distance and notifies the driver.
As shown in FIG. 5, the driving support device 300 includes a host vehicle information creation unit 101, a transmission unit 102, an omnidirectional antenna 103, a plurality of directional antennas 301 a and 301 b, an antenna selection unit 304, a reception unit 104, A vehicle position acquisition unit 105, a desired vehicle position acquisition unit 106, interference signal detection units 107a and 107b, an interference vehicle position estimation unit 302, and an information provision unit 303 are provided.
Here, two directional antennas 301a and 301b are shown, but the present invention is not limited to this. The number of antennas is increased as long as the directivity of each antenna is sufficiently separated. Good. This makes it possible to estimate the presence direction of the interfering vehicle with higher accuracy.
The driving support apparatus 300 according to the second embodiment receives a radio signal transmitted by another vehicle via a plurality of directional antennas 301a and 301b. Here, the directional antennas 301a and 301b are configured to have different directions in which the respective antenna gains become maximum.
Radio signals output from the directional antennas 301a and 301b are input to the interference signal detection units 107a and 107b, respectively. The interference signal detection units 107a and 107b are the same as the interference signal detection unit 107 shown in FIG. 1 in the first embodiment, and acquire and output a desired signal intensity and an interference signal intensity from an input radio signal.
The antenna selection unit 304 selects one of the inputs from the directional antennas 301 a and 301 b based on the desired signal strength input from the interference signal detection units 107 a and 107 b and outputs the selected signal to the reception unit 104. Here, the antenna selection unit 304 selects the highest desired signal strength input from the interference signal detection units 107 a and 107 b and outputs the input from the corresponding directional antenna to the reception unit 104.
The interference vehicle position estimation unit 302 includes the own vehicle position information extracted from the output of the own vehicle information creation unit 101 in the own vehicle position acquisition unit 105, the desired vehicle position information input from the desired vehicle position acquisition unit 106, and the interference signal. The position of the interference vehicle is estimated based on the desired signal intensity and the interference signal intensity input from the detection units 107a and 107b. The estimated vehicle position is output to the information providing unit 303 as interference vehicle position information.
Next, the process of the interference vehicle position estimation part 302 is demonstrated using the flowchart of FIG. The processing of the interference vehicle position estimation unit 302 of the second embodiment is different from the processing of the interference vehicle position estimation unit 108 of the first embodiment shown in FIG. 3 in that S401 is inserted before S201. And S203 to S207 are changed to S402 to S406.
When the process starts, the interference vehicle position estimation unit 302 first proceeds to S401, and compares the interference signal strengths input from the interference signal detection units 107a and 107b to estimate the presence direction of the interference vehicle. Here, for example, it is assumed that the intensity of the interference signal input from the interference signal detection unit 107a is the highest. In that case, it is estimated that the direction in which the antenna gain of the directional antenna 301a is maximum is the direction in which the interfering vehicle exists.
Next, the process proceeds to S201, and it is determined whether or not desired vehicle position information is input from the desired vehicle position acquisition unit 106. When the desired vehicle position information is input, the process proceeds to S202, and the distance D between the desired vehicle and the own vehicle is calculated using the desired vehicle position information and the own vehicle position information. Then, the process proceeds to S402, the interference signal detecting unit 107a, the sum of the desired signal strength outputted from 107b compares the threshold alpha 2. In S402, the desired the signal strength is determined to be greater than the threshold value alpha 2, the process proceeds to S403, and the ratio of the sum of the interference signal strength output from the sum of the desired signal intensity interference signal detecting unit 107a, 107b Compare with threshold β 2 . If it is determined that the ratio between the sum of the desired signal strength and the sum of the interference signal strengths is smaller than the threshold β 2 , the distance D between the desired vehicle and the host vehicle calculated in S202 and the estimated value in S401 are estimated in S404. The presence direction of the interfering vehicle is output to the information providing unit 303, and the process ends.
On the other hand, if the desired vehicle position information is not input due to the reception failure of the desired signal in the receiving unit 104 in S201, the desired signal strength is a threshold value due to the influence of reflection or diffraction in the propagation path in S402. If it is smaller than α 2 , and if the ratio of the sum of the desired signal intensity and the sum of the interference signal intensity is larger than the threshold value β 2 in S403, the process proceeds to S405.
In S405, the sum of the interference signal strength is compared to a threshold gamma 2. Here, if it is determined that the sum of the interference signal strengths is greater than the threshold value γ 2 , the process proceeds to S406, where information indicating the presence of the interfering vehicle is provided together with information on the presence direction of the interfering vehicle estimated in S401 It outputs to 303 and a process is complete | finished. On the other hand, if it is determined that the sum of the interference signal intensities is smaller than the threshold value γ 2 , the process is terminated as it is.
The information providing unit 303 provides the driver with information regarding the desired vehicle and the interference vehicle based on the desired vehicle information input from the reception unit 104 and the interference vehicle position information input from the interference vehicle position estimation unit 302. Here, when the distance D between the own vehicle and the desired vehicle and the presence direction of the interference vehicle are input from the interference vehicle position estimation unit 302, it is determined that the interference vehicle exists within the estimated distance D of the presence direction. The driver is notified using images, sound, lamp lighting, and the like.
On the other hand, when information indicating the presence of an interfering vehicle and the presence direction of the interfering vehicle are input from the interfering vehicle position estimating unit 302, the presence of the interfering vehicle in the estimated existing direction is indicated by, for example, an image, a sound, a lamp The driver is notified using the lighting of, etc. In addition, when the desired vehicle information is input from the receiving unit 104, the position of the desired vehicle is notified to the driver.
As described above, according to the driving assistance apparatus 300 in the second embodiment, whether an interference vehicle exists based on the interference signal is detected and based on the interference signal intensity and the desired vehicle position information obtained from the desired signal. Alternatively, since the direction of existence of the interference vehicle is estimated in addition to the radius D of the existence range of the interference vehicle, it is possible to estimate the position of the interference vehicle with higher accuracy than in the first embodiment. Therefore, more appropriate driving assistance can be performed when signal interference occurs.
Next, a third embodiment of the driving support device of the present invention will be described.
FIG. 8 is a block diagram illustrating a schematic configuration of the driving support device 500 of the third embodiment.
Since the driving support device 500 of the third embodiment is common in common with the driving support device 300 of the second embodiment, the same reference numerals are used for the common parts below, and detailed descriptions are omitted, and different parts are emphasized. explain.
The driving support apparatus 300 of the second embodiment described above estimates the presence direction or presence direction and distance of the interfering vehicle based on the desired signal and the interference signal received via the plurality of directional antennas, and notifies the driver. (FIG. 6). On the other hand, as shown in FIG. 9, the driving support apparatus 500 according to the third embodiment includes the presence of an interfering vehicle using a desired signal and an interference signal received via a plurality of directional antennas and a map database. The road to be estimated is estimated and notified to the driver.
As shown in FIG. 8, the driving support device 500 includes a host vehicle information creation unit 101, a transmission unit 102, an omnidirectional antenna 103, directional antennas 301a and 301b, an antenna selection unit 304, a reception unit 104, a host vehicle position. An acquisition unit 105, a desired vehicle position acquisition unit 106, interference signal detection units 107a and 107b, a map database 501, an interference vehicle position estimation unit 502, and an information provision unit 503 are provided.
The interference vehicle position estimation unit 502 detects own vehicle position information extracted from the output of the own vehicle information creation unit 101 in the own vehicle position acquisition unit 105, desired vehicle position information input from the desired vehicle position acquisition unit 106, and interference signal detection. Based on the desired signal intensity and the interference signal intensity input from the units 107a and 107b and the road shape information input from the map database 501, the position of the interference vehicle is estimated. The vehicle position thus estimated is output to the information providing unit 503 as interference vehicle position information.
Next, the process of the interference vehicle position estimation part 502 is demonstrated using the flowchart of FIG. The processing of the interference vehicle position estimation unit 502 of the third embodiment is different from the processing of the interference vehicle position estimation unit 302 of the second embodiment shown in FIG. 7 in that S601 and S603 are inserted after S403 and S405, respectively. In other words, S404 is changed to S602, and S406 is changed to S604.
In the process of the interference vehicle position estimation unit 502, when the process proceeds to S601, the road shape around the vehicle position is based on the map data input from the map database 501 and the vehicle position information input from the vehicle position acquisition unit 105. Is identified, and this is matched with the direction of presence of the interfering vehicle estimated in S401 within the range of the distance D calculated in S202, thereby estimating the road on which the interfering vehicle exists. For example, the road closest to the direction of presence of the interference vehicle estimated in S401 is estimated as the road where the interference vehicle exists.
In S602, the information on the road on which the interference vehicle exists estimated in S601 is output to the information providing unit 503 along with the distance D between the desired vehicle and the host vehicle calculated in S202.
On the other hand, in S603, the road shape around the own vehicle position is identified based on the map data input from the map database 501 and the own vehicle position information input from the own vehicle position acquisition unit 105, and this is estimated in S401. The road where the interference vehicle exists is estimated by making it correspond to the direction where the interference vehicle exists. If the distance D is calculated in S202, the road is estimated outside the range of the distance D.
In S604, the information on the road where the interference vehicle exists estimated in S601 is output to the information providing unit 503 together with the information indicating the presence of the interference vehicle.
The information providing unit 503 provides the driver with information regarding the desired vehicle and the interfering vehicle based on the desired vehicle information input from the receiving unit 104 and the interfering vehicle position information input from the interfering vehicle position estimating unit 502. Here, when the distance D between the host vehicle and the desired vehicle and the road where the interfering vehicle exists are input from the interfering vehicle position estimation unit 502, it is determined that the interfering vehicle exists within the estimated road distance D. The driver is notified using images, sound, lamp lighting, and the like.
On the other hand, when information indicating the presence of an interfering vehicle and a road on which the interfering vehicle exists are input from the interfering vehicle position estimating unit 502, the presence of the interfering vehicle on the estimated road is detected by, for example, an image, a sound, a lamp The driver is notified using the lighting of, etc. In addition, when the desired vehicle information is input from the receiving unit 104, the position of the desired vehicle is notified to the driver.
As described above, according to the driving assistance apparatus 500 in the third embodiment, whether or not an interference vehicle exists based on detection of the interference signal and the desired vehicle position information obtained from the intensity and the desired signal, or Since the existing road is estimated in addition to the radius D of the existence range, it is possible to estimate the position of the interfering vehicle with higher accuracy than in the second embodiment. Therefore, more appropriate driving assistance can be performed when signal interference occurs.
For example, in the above-described embodiment, the reception unit 104 and the interference signal detection unit 107 are configured independently. However, if possible, a part of the mechanism may be shared. For example, since the reception unit 104 and the interference signal detection unit 107 need a mechanism for detecting that a desired signal has been received, it is possible to share this mechanism. Thereby, when this embodiment is realized by hardware, it is possible to reduce the size and the cost.
Further, the reception unit 104 may receive a desired signal by using the presence and intensity of the interference signal obtained by the interference signal detection unit 107. For example, Yasunobu Sugiura, Manabu Sawada, “A Study on Reducing Interference Effects Focusing on EVM Fluctuations in OFDM Receivers”, 2006 Information Theory and its Application Symposium, December 2006, etc. By using this, it is possible to improve the probability of successful reception of a desired signal when there is an interference signal. Thereby, possibility that desired vehicle position information will be obtained becomes high, and possibility that a driver | operator can be notified that an interference vehicle exists within the radius D from the own vehicle becomes high.
The antenna selection unit 304 selects the highest desired signal strength input from the interference signal detection units 107a and 107b, and outputs the input from the corresponding directional antenna to the reception unit 104. However, the signal having the largest ratio of the desired signal intensity and the interference signal intensity is selected from the desired signal intensity and the interference signal intensity input from the interference signal detection units 107a and 107b, and input from the corresponding directional antenna is performed. May be output to the receiving unit 104.
It is a block diagram which shows schematic structure of the driving assistance device of 1st Embodiment. It is explanatory drawing for demonstrating the interference state of a desired signal and an interference signal. It is a flowchart which shows the process of the interference vehicle position estimation part of 1st Embodiment. It is explanatory drawing for demonstrating the characteristic of the driving assistance device of 1st Embodiment. It is a block diagram which shows schematic structure of the driving assistance device of 2nd Embodiment. It is explanatory drawing for demonstrating the characteristic of the driving assistance device of 2nd Embodiment. It is a flowchart which shows the process of the interference vehicle position estimation part of 2nd Embodiment. It is a block diagram which shows schematic structure of the driving assistance device of 3rd Embodiment. It is explanatory drawing for demonstrating the characteristic of the driving assistance apparatus of 3rd Embodiment. It is a flowchart which shows the process of the interference vehicle position estimation part of 3rd Embodiment.
DESCRIPTION OF SYMBOLS 100,300,500 ... Driving assistance apparatus, 101 ... Own vehicle information preparation part, 102 ... Transmission part, 103 ... Omnidirectional antenna, 104 ... Reception part, 105 ... Own vehicle position acquisition part, 106 ... Desired vehicle position acquisition part , 107 ... interference signal detection unit, 108, 302, 502 ... interference vehicle position estimation unit, 109, 303, 503 ... information providing unit, 301a, 301b ... directional antenna, 304 ... antenna selection unit, 501 ... map database
A driving support device that is mounted on a vehicle and receives a radio signal transmitted from another vehicle and notifies the driver of the vehicle of its existence,
Receiving means for receiving radio signals from other vehicles;
Based on a radio signal (referred to as “desired signal” in the claims) received from the non-reception state by the receiving means, another vehicle (“desired vehicle” in the claims) that is the transmission source of the desired signal. Desired vehicle position detecting means for detecting the position of
When a radio signal (referred to as an “interference signal” in the claims) is received from another vehicle different from the desired vehicle during reception of the desired signal by the receiving means, based on the intensity of the interference signal. Interference vehicle position estimating means for estimating the position of another vehicle (referred to as “interfering vehicle” in the claims) as the transmission source;
Informing means for informing the position of the desired vehicle detected by the desired vehicle position detecting means and the position of the interfering vehicle estimated by the interfering vehicle position estimating means;
The interference vehicle position estimation means estimates the position of the interference vehicle based on the position of the desired vehicle detected by the desired vehicle position detection means and the intensity of the desired signal and interference signal received by the reception means. The driving support apparatus according to claim 1, wherein:
The interference vehicle position estimation means calculates the distance of the desired vehicle from the own vehicle based on the position of the desired vehicle detected by the desired vehicle position detection means, and whether or not the interference vehicle exists closer to the desired vehicle. Is determined based on the ratio between the intensity of the desired signal and the intensity of the interference signal,
The informing means informs that there is an interfering vehicle within the range of the calculated distance when the interfering vehicle position estimating means determines that the interfering vehicle is present closer to the desired vehicle. The driving support device according to claim 2.
When the interference vehicle position estimation means determines that the interference vehicle does not exist closer than the desired vehicle, the interference vehicle position estimation means determines whether or not the intensity of the interference signal is greater than a predetermined interference signal determination threshold,
The notifying means notifies the presence / absence of an interfering vehicle according to a determination result of whether or not the intensity of the interference signal by the interfering vehicle position estimating means is larger than the interference signal determination threshold value. The driving support device according to claim 3.
When the interference vehicle position estimation means determines that the intensity of the desired signal is equal to or less than a desired signal determination threshold calculated based on the distance of the desired vehicle from the host vehicle, the interference vehicle position estimating means interferes with the intensity of the desired signal. The driving support device according to claim 3 or 4, wherein the determination based on the ratio with the signal intensity is not performed.
The receiving means includes a plurality of directional antennas,
The interference vehicle position estimation means estimates the presence direction of the interference vehicle based on the own vehicle based on the intensity of the interference signal received by the plurality of directional antennas,
The driving support device according to any one of claims 1 to 5, wherein the notification unit notifies the presence direction as a position of an interference vehicle.
The interference vehicle position estimation means includes map storage means for storing map data, estimates a road where an interference vehicle exists based on the map data,
The driving support device according to claim 6, wherein the notification unit reports a road on which an interference vehicle estimated by the interference vehicle position estimation unit exists as a position of the interference vehicle.
JP2007312446A 2007-12-03 2007-12-03 Driving assistance device Active JP4844548B2 (en)
JP2007312446A JP4844548B2 (en) 2007-12-03 2007-12-03 Driving assistance device
JP2009139998A JP2009139998A (en) 2009-06-25
JP4844548B2 true JP4844548B2 (en) 2011-12-28
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JP2007312446A Active JP4844548B2 (en) 2007-12-03 2007-12-03 Driving assistance device
JP (1) JP4844548B2 (en)
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