JP4930531B2 - In-vehicle wireless communication device and pedestrian mobile wireless communication device - Google Patents

Description

  The present invention relates to an in-vehicle wireless communication device and a pedestrian portable wireless communication device, and in particular, exchanges information between a vehicle (automobile, motorcycle, and bicycle) and a pedestrian (child, adult, elderly person), to a driver and / or a pedestrian. It is intended to alert and warn against it.

  Conventionally, as a vehicle-pedestrian wireless communication system considering the safety of pedestrians, there are those disclosed in Patent Documents 1 to 4.

  In Patent Document 1, a pedestrian who needs attention in carrying a vehicle carries a transmitter, or a transmitter is installed in a facility where a large number of pedestrians need attention, and an in-vehicle receiver receives an attention signal from the transmitter. A technique for issuing a warning to a driver when receiving a message is disclosed.

  Patent Document 2 also describes two-way communication, but basically, as in Patent Document 1 described above, one-way communication from a pedestrian's portable transmitter to an in-vehicle receiver is performed. It also discloses a technique for issuing an alarm to a driver, and discloses that a condition for an on-vehicle receiver to issue an alarm can be switched or set.

  Since communication in one direction as described above cannot alert a pedestrian, a bidirectional wireless communication system such as Patent Document 3 or Patent Document 4 is preferable.

  The technology described in Patent Document 3 relates to a system that prevents a collision accident by providing a pedestrian or the like and an automobile with a transceiver. The technology described in Patent Document 3 is as follows: (1) the on-vehicle transmitter / receiver generates electromagnetic waves as needed, (2) the pedestrian transmitter / receiver generates electromagnetic waves when sensing the electromagnetic waves, and (3) electromagnetic waves from the pedestrian transmitter / receiver. The vehicle-mounted transmitter / receiver that has received the signal calculates the distance and direction to the pedestrian transmitter / receiver, (4) processes the calculation results and information such as the steering angle of the vehicle, and estimates the risk, and (5) has a high risk. When there is a pedestrian, the vehicle-mounted transceiver is warned of danger and electromagnetic waves are transmitted to the pedestrian transceiver. (6) The pedestrian transceiver detects the electromagnetic waves and outputs an alarm.

  The technique described in Patent Document 4 also relates to a system for preventing a collision accident by providing a pedestrian or the like and an automobile with a transceiver. In the technique described in Patent Document 4, (1) a signal is transmitted from a car navigation device (automobile side transceiver), and (2) a mobile phone (pedestrian side transceiver) that receives the signal is indicated by the signal. The car navigation device that calculates the current position of the mobile phone from the current vehicle position, transmission time, and reception time, (3) transmits the calculated current position information, and (4) receives the current position information, The current position is determined, (5) a risk level (warning level) is assigned, (6) a warning sound is generated at a volume corresponding to the warning level, a warning information signal is transmitted, and (7) warning information. The mobile phone that has received the signal generates a warning with a volume corresponding to the warning level.

Japanese Patent Laid-Open No. 2-5200 JP 2002-123896 A JP 7-306995 A Japanese Patent Laid-Open No. 2001-357496

  However, even with the prior arts of Patent Document 3 and Patent Document 4 which have a bidirectional communication function and issue a warning not only on the vehicle side but also on the pedestrian side transceiver, only the vehicle side transceiver determines the warning. The pedestrian side transmitter / receiver issues a warning after waiting for the warning signal from the vehicle side transmitter / receiver, so the pedestrian side warning may be delayed, and the warning signal can be received effectively. There is also a possibility that the warning cannot be issued without fail.

  In addition, by including the identification code of the transceiver in the transmission signal, we are trying to cope with the case where there are multiple pedestrians, but when there is duplication of signals on each pedestrian side, the transmission signal is effectively discriminated. Even if it is not possible to issue a warning, there is a possibility that no warning is issued.

  Therefore, in a situation where a warning is issued, an in-vehicle wireless communication device and a pedestrian portable wireless communication device that can issue a warning more reliably on the vehicle side and the pedestrian side are desired.

In order to solve such a problem , the first aspect of the present invention is a vehicle-pedestrian wireless communication system that directly performs wireless communication between an in-vehicle wireless communication device mounted on a vehicle and a pedestrian portable wireless communication device carried by a pedestrian. In the on-vehicle wireless communication device, (1) vehicle GPS information forming means for forming vehicle GPS information including at least the position of the own vehicle using a GPS receiver; and (2) a pedestrian transmission signal including vehicle GPS information. Vehicle-side transmission means for wireless transmission; (3) vehicle-side reception means for receiving at least a signal transmitted by any of the pedestrian portable wireless communication devices and obtaining pedestrian GPS information; and (4) the vehicle GPS. Vehicle-side risk determination and alerting means for determining the risk level from the information and the received pedestrian GPS information, and alerting the driver in a situation where there is a possibility of danger, ) The vehicle risk determining arousal means, in the case where the pedestrian GPS information on the signal received from one of the pedestrian portable radio communication device is not inserted, risk assessment based on the received power of the received signal It is characterized by performing.

According to a second aspect of the present invention, there is provided the pedestrian portable wireless communication device in a vehicle-pedestrian wireless communication system that directly performs wireless communication between an in-vehicle wireless communication device mounted on a vehicle and a pedestrian portable wireless communication device carried by a pedestrian. (1) Pedestrian GPS information forming means for forming pedestrian GPS information including at least its own position using a GPS receiver, and (2) Walking for wirelessly transmitting a vehicle-to-vehicle transmission signal including pedestrian GPS information. A pedestrian side receiving means, (3) a pedestrian side receiving means for receiving a signal transmitted by any one of the in-vehicle wireless communication devices and obtaining at least vehicle GPS information, and (4) the pedestrian GPS information and received. Pedestrian side risk level determination and awakening means for determining the risk level from the vehicle GPS information and alerting the pedestrian in a situation where there is a possibility of danger, and (5) the pedestrian GP to the vehicle transmission signal A selection means for selecting the pedestrian whether to insert the information, (6) the walker side transmitting unit transmits the pair vehicle transmission signal in accordance with this selection, (7) the walker side dangerous When the vehicle GPS information is not inserted in the signal received from any one of the on-vehicle wireless communication devices, the degree determination inducing means performs a risk determination based on the received power of the received signal .

  As described above, according to the in-vehicle wireless communication device and the pedestrian portable wireless communication device of the present invention, it is possible to issue a warning more reliably on the vehicle side and the pedestrian side in a situation where a warning is issued.

1 is a block diagram illustrating a configuration of a vehicle-pedestrian wireless communication system according to a first embodiment. It is explanatory drawing which shows the communication processing image of the radio | wireless communications system between vehicles and pedestrians of 1st Embodiment. It is a block diagram which shows the structure of the radio | wireless communications system between vehicles and pedestrians of 2nd Embodiment. It is a block diagram which shows the structure of the radio | wireless communications system between vehicles and pedestrians of 3rd Embodiment. It is explanatory drawing which shows the communication processing image of the radio | wireless communications system between vehicles and pedestrians of 3rd Embodiment. It is a flowchart which shows the process of the caution and alarm part of the radio | wireless communications system between vehicles and pedestrians of 4th Embodiment. It is a block diagram which shows the structure of the wireless communication system between vehicles and pedestrians of 5th Embodiment. It is a block diagram which shows the structure of the vehicle-mounted radio | wireless communication apparatus of 6th Embodiment.

(A) First Embodiment Hereinafter, a first embodiment of an in-vehicle wireless communication device and a pedestrian portable wireless communication device according to the present invention will be described in detail with reference to the drawings.

(A-1) Configuration of First Embodiment FIG. 1 is a block diagram illustrating a configuration of a vehicle-pedestrian wireless communication system according to the first embodiment.

  In FIG. 1, a vehicle-pedestrian wireless communication system 100 according to the first embodiment includes an in-vehicle wireless communication device 101 and a pedestrian portable wireless communication device 102.

  Below, the structure of the vehicle-mounted radio | wireless communication apparatus 101 and the structure of the pedestrian portable radio | wireless communication apparatus 102 are demonstrated along the flow of a process.

  In the in-vehicle wireless communication device 101, packet control information 1A, sender identification information 1B, and GPS information 1C are constituent elements of transmission packet data.

  The packet control information 1A is formed by, for example, a packet control information forming unit, and includes various types of information such as packet type information and the entire data amount.

  The sender identification information 1B is information for identifying whether the own apparatus (sender) is the in-vehicle wireless communication apparatus 101 or the pedestrian portable wireless communication apparatus 102 carried by a child, an adult, or an elderly person. . In the case of the in-vehicle wireless communication device 101, for example, the sender identification information 1B is written and stored in software at the time of factory shipment, or is set by a dip switch or the like. Further, for example, the user may be able to write the sender identification information 1B in software. Further, the contents of the sender identification information 1B may be displayed on a lamp or a monitor screen.

  The GPS information 1C corresponds to position information obtained by receiving radio waves from a GPS artificial satellite. The GPS information 1C is output by a GPS processing device (not shown). A GPS processing device (not shown) includes a database that stores information on intersections and other areas requiring attention (information of the navigation system may be used) in addition to a GPS receiver. (Position information) 1C is output. In addition, it recognizes that it is night by turning on the headlamp, and at this time, all positions may be treated as areas requiring attention, or areas treated as areas requiring attention at night are written in the database. In this case, the attention area may be recognized (for example, in this case, the downtown area is excluded).

  The packet control information 1A, the sender identification information 1B, and the GPS information 1C are provided to the transmission packet data generation unit 3 in the communication processing unit 2, and the GPS information 1C is also provided to the caution / alarm determination unit 18.

  The transmission packet data generation unit 3 arranges the packet control information 1A, the sender identification information 1B, and the GPS information 1C in one data series, and then gives the packet control information 1A to the packet assembler unit 4. At this time, an error detection code (which may be a detection or correction code) is appropriately added to the data series. The packet assembler unit 4 assembles the data series into packets. The packet assembler unit 4 may assemble a plurality of packets.

  When receiving a packet from the packet assembler unit 4, the transmission control unit 5 sends a transmission request signal to the carrier sense unit 9 every predetermined fixed transmission period T, and when a transmission start signal is returned from the carrier sense unit 9 The transmission packet is output to a D / A (digital / analog) converter 6.

  Thereafter, the transmission packet (packet data) given to the D / A converter 6 is processed by a general transmission configuration and radiated to space.

  That is, the transmission packet is converted into an analog signal by the D / A converter 6, and then an unnecessary band is removed by an LPF (low-pass filter) 7 S. Further, the transmission packet is modulated into a radio signal and amplified by the RF unit 8 S. (The modulation scheme is not limited, but, for example, the PSK scheme can be applied).

  Note that a carrier signal having a carrier frequency f1 is supplied from a local oscillator (not shown) to the RF unit 8S of the transmission system and the RF unit 8R of the reception system described later for modulation or demodulation. .

  Further, the number of transmission / reception antennas 13 is not limited to one and may be plural. For example, if it is installed in the central part outside the vehicle ceiling, it may be one omnidirectional, but if it cannot be installed outside the vehicle ceiling, it will have two directivity on the left and right sides of the vehicle front side. Alternatively, pseudo omnidirectionality may be achieved by a total of four of the two on the left and right sides on the vehicle rear side.

  The carrier sense unit 9 includes an idle / busy determination unit 10 and a random time setting unit 11.

  The carrier sense unit 9 transmits a determination request signal to the idle / busy determination unit 10 after the random time set by the random time setting unit 11 has elapsed. When the determination request signal is given, the idle / busy determination unit 10 determines whether the communication channel (the channel of the carrier frequency f1) is in the idle state based on the reception power measured by the reception power measurement unit 14. Determine if there is. The idle / busy determination unit 10 immediately transmits a transmission start signal to the transmission control unit 5 when the channel state is in an idle state. If the channel status is busy, the idle / busy determination unit 10 sends a random time setting request signal to the random time setting unit 11, and waits for a determination request signal from the random time setting unit 11. When given, the idle / busy determination is performed again.

  The reception power measurement unit 14 takes in a signal from the RF unit 8R of the reception system described later and obtains a reception power value. The signal from the RF unit 8R may be a received signal before demodulation, a baseband signal after demodulation, or an AGC control signal.

  As described above, the radio wave (corresponding to the transmission packet) of the frequency f1 radiated from the in-vehicle wireless communication device 101 is transmitted and received by the transmitting / receiving antenna 30 of the pedestrian portable wireless communication device 102 located in the vicinity of the in-vehicle wireless communication device 101. Captured and converted into an electrical signal (received signal). In addition, it is preferable that the transmission / reception antenna 30 is non-directional.

  A reception signal from the transmission / reception antenna 30 is given to the RF unit 28R of the reception system via the antenna switching unit 29 in the communication processing unit 22, and is converted from the RF signal of the carrier frequency f1 into a baseband signal by the RF unit 28R. After that, unnecessary components are removed by the LPF 27R, and further converted into a digital signal (packet data) by an A / D (analog / digital) converter 32. The baseband signal output from the RF unit 28R is also provided to the received power measuring unit 31 described later.

  The packet de-assembler unit 33 gives a data series obtained by decomposing a digital signal (packet) to the error detection unit 34.

  The error detection unit 34 performs error detection according to the error detection code inserted in the data series. When no error is detected, the error detection unit 34 gives the transmitter identification information (1B) and GPS information (1C) obtained by packet decomposition to the caution / alarm determination unit 35, and If an error is detected, the reception is ignored. The error detection here includes a case where the sender identification information represents another pedestrian (pedestrian portable wireless communication device 102).

  The caution / alarm determination unit 35 calculates the relative distance from the position information of the own device obtained from the GPS information 21C of the own device and the position information of the vehicle obtained through the error detection unit 34, and the calculated relative distance is calculated. In response, a caution or warning signal is given to the GUI monitor 36 to notify the pedestrian. Note that the attention / alarm level may not be obtained from the relative distance calculated from the GPS information, or may be determined from the received power in addition to the relative distance. In this case, the attention / alarm determination unit 35 Takes the received power value obtained by the received power measurement unit 31 (according to the distance) and makes a caution / alarm determination.

Notification to the pedestrian is not limited to a visual method using a GUI monitor 36, instead of this, or in addition thereto, audible manner (e.g., audio output or synthesized voice output) and the other senses Notification by a method of appeal (for example, vibration) may be used. When the relative distance and the received power value are used together in the determination, for example, the attention / alarm level may be obtained for each, and the higher alarm level (the higher the risk level) may be selected.

  The pedestrian portable wireless communication device 102 promptly transmits a packet from the pedestrian (pedestrian portable wireless communication device 102) to the vehicle on the condition that the packet is received from the vehicle (vehicle wireless communication device 101). Therefore, a transmission start signal is given from the error detection unit 34 to the transmission control unit 25. The error detection unit 34 gives a transmission start signal to the transmission control unit 25 when the sender identification information of the received packet is the identification information of the vehicle (the in-vehicle wireless communication device 101).

  Also in the pedestrian portable wireless communication device 102, the packet control information 21A, the sender identification information 21B, and the GPS information 21C are information inserted into the transmission packet. A GPS processing device (not shown) updates and outputs GPS information 21C every predetermined period. For example, when the GPS information 21C is updated, the transmission packet data generation unit 24 regenerates the transmission packet data, and the packet assembler unit 24 assembles the transmission packet.

  As described above, the transmission control unit 25 causes the packet received from the packet assembler unit 24 to be transmitted on the condition that the transmission start signal from the error detection unit 34 has been received.

  The functions of the D / A converter 26, the LPF 27S, the RF unit 28S, the antenna switching unit 29, and the transmission / reception antenna 30 at this time are the same as the corresponding elements on the in-vehicle wireless communication device 101 side.

  A radio wave (corresponding to a transmission packet) radiated from the pedestrian portable wireless communication device 102 is captured by the transmission / reception antenna 13 of the in-vehicle wireless communication device 101, and the antenna switching unit is similar to the reception system of the pedestrian portable wireless communication device 102. 12, the RF unit 8R, the LPF 7R, the A / D converter 15, and the packet de-assembler unit 16 are sequentially returned to the data series and given to the error detection unit 17.

  When no error is detected, the error detection unit 17 gives the sender identification information (21B) and GPS information (21C) to the caution / alarm determination unit 18, and when an error is detected. Ignore the receipt. The error detection here includes a case where the sender identification information represents another vehicle (the in-vehicle wireless communication device 101).

  The caution / alarm determination unit 18 calculates the relative distance by using the position information of the own device 101 obtained from the GPS information 1C and the position information of the pedestrian (pedestrian portable wireless communication device 102) obtained through the error detection unit 17. calculate. Then, the caution / alarm determination unit 18 notifies the driver of the caution / alarm via the GUI monitor 19 according to the calculated relative distance.

  Note that the attention / alarm level may not be obtained from the relative distance calculated from the GPS information, or may be determined from the received power in addition to the relative distance. In this case, the attention / alarm determination unit 18 Takes in the received power value obtained by the received power measuring unit 14 and makes a caution / alarm determination. When the relative distance and received power value are used together in the determination, for example, the caution / alarm level may be obtained for each, and the higher alarm level (higher risk level) may be selected. The determination using the received power value may be performed only when the relative distance from the cannot be calculated.

  Further, the notification to the driver is not limited to the visual method using the GUI monitor 19, but instead of this, or in addition to this, the notification is an audio method (for example, acoustic output or synthesized voice output). May be. Moreover, you may make it perform alerting which specified the pedestrian classification (refer FIG. 2 mentioned later).

  Note that the caution / alarm determination unit 18 may notify the driver of the caution / alarm according to the relative distance.

(A-2) Operation of the First Embodiment Next, the operation of the vehicle-pedestrian wireless communication system 100 of the first embodiment will be described in detail with reference to the drawings.

  FIG. 2 is an explanatory diagram illustrating a communication processing image of the vehicle-pedestrian wireless communication system 100 according to the first embodiment.

  The in-vehicle wireless communication device 101 detects the position of the own vehicle with a GPS receiver (not shown) that is equipped, and detects from the GPS information that the vehicle is approaching a critical area such as an intersection (for example, predetermined from the intersection). When approaching the set distance x [m]), the transmission packet P1 is assembled at regular cycle intervals T, carrier sensed, and transmitted at the carrier frequency f1 (S1). This transmission packet P1 includes sender identification information indicating that the sender is a vehicle and GPS information (position information). In addition, when transmitting the packet P1 from the in-vehicle wireless communication device 101 at a constant cycle interval T, the packet P1 is transmitted while performing carrier sense according to the CSMA method.

  That is, when a carrier frequency is detected when attempting to transmit, carrier sense is performed again after waiting for a random time, and transmission is performed at a timing at which the carrier frequency is not detected.

  A transmission packet (wireless radio wave) from the in-vehicle wireless communication device 101 is received by one or a plurality of pedestrian portable wireless communication devices 102 existing at a certain distance from the in-vehicle wireless communication device 101 (S2).

  The pedestrian portable wireless communication device 102 that has effectively received the transmission packet from the in-vehicle wireless communication device 101 calculates the relative distance from its own GPS information and the GPS information in the received packet P1, and responds to the calculated relative distance. Alerts / alerts to pedestrians by voice, sound and / or display. That is, when the relative distance is quite long, the caution / alarm is not performed, when the relative distance is long, the caution is transmitted to the pedestrian, and when the relative distance is short, the warning is transmitted to the pedestrian. Here, the threshold distance whether or not to pay attention or whether or not to issue a warning is changed depending on whether the pedestrian is a child, an adult, or an elderly person (set in the identification information 21B). Also good. Further, even when a pedestrian is alerted to a pedestrian by voice or sound, the expression, tone color, and volume may be changed depending on whether the pedestrian is a child, an adult, or an elderly person.

  It is recognized from the sender identification information in the packet that the received packet is sent from the vehicle.

  When the pedestrian portable wireless communication device 102 receives the packet P1 from the in-vehicle wireless communication device 101, the pedestrian portable wireless communication device 102 transmits a packet P2 to the vehicle (the in-vehicle wireless communication device 101) in order to inform the driver of the vehicle of the location of the pedestrian. P3 is transmitted (S3).

  The pedestrian portable wireless communication device 102 transmits the packets P2 and P3 at the time of reception without performing carrier sense. The pedestrian portable wireless communication device 102 does not form and transmit packets at regular intervals, but only forms and transmits packets when a packet is received from the vehicle. In other words, the pedestrian portable wireless communication device 102 is normally configured to receive only, and transmission is performed only when a packet is received from the in-vehicle wireless communication device 101, thereby suppressing packet collision and battery consumption. Become.

  When the in-vehicle wireless communication device 101 receives the transmission packets P2 and P3 from the pedestrian portable wireless communication device 102 (S4), the in-vehicle wireless communication device 101 uses the GPS information of the own vehicle and the GPS information in the received packet to perform relative processing. The distance is calculated, and a warning / alarm is alerted to the driver by voice or sound and screen display according to the calculated relative distance.

  Also in this case, as in the case of the pedestrian portable wireless communication device 102, the caution / alarm is not performed when the relative distance is very long, the caution is transmitted to the driver when the relative distance is long, and Tell the driver the warning. Here, the threshold distance for whether or not to pay attention and whether or not to issue an alarm should be changed depending on whether the pedestrian is a child, an adult, or an elderly person (according to the sender identification information in the packet). Also good. The threshold distance in the in-vehicle wireless communication device 101 may be different from the threshold distance in the pedestrian portable wireless communication device 102. Furthermore, even when a warning / alarm is alerted to the driver by voice or sound, the expression, tone, and volume may be changed depending on whether the pedestrian is a child, an adult, or an elderly person.

  The above is the operation when the headlamp is in an off state, but it is necessary to pay attention to pedestrians even if the road is not an intersection on a general road such as a residential area at night. If is in the ON state, packets are always transmitted at a constant interval T. The monitoring of the headlamp state may be performed by a GPS information processing apparatus (not shown) or the transmission control unit 5.

  In the first embodiment, since the in-vehicle wireless communication apparatus 101 uses the CSMA method for performing carrier sense, one omnidirectional antenna 13 is used, or a plurality of antennas are used to make it omnidirectional. Moreover, about the pedestrian portable radio | wireless communication apparatus 102, in order to enable it to receive from all directions, the omnidirectional antenna 30 is used.

  Since the operation of each part of the in-vehicle wireless communication device 101 and the pedestrian portable wireless communication device 102 has been clarified in the description of the above configuration, the description thereof will be omitted.

(A-3) Effect of First Embodiment As described above, according to the first embodiment, the in-vehicle wireless communication device 101 (vehicle) and the pedestrian portable wireless communication device 102 (pedestrian) are located by themselves. By sending information to the other side, it becomes possible to alert and warn. Thereby, before the driver and the pedestrian recognize and judge with their own eyes, the traffic state can be grasped by the warning and warning based on the communication.

  In addition, according to the first embodiment, the pedestrian portable wireless communication device 102 (pedestrian) also performs caution / alarm determination based on the given vehicle position information. Compared to the case given by the above, there is also an effect that the criterion for caution and warning determination can be set regardless of the vehicle caution and warning criterion. The distance to the vehicle requiring caution and warning for the pedestrian does not necessarily match the distance to the pedestrian requiring caution and warning for the vehicle (driver). According to the first embodiment, such a situation It can correspond to.

  Further, since the vehicle side and the pedestrian side perform caution and alarm determination, respectively, even if the communication function is faulty and communication from the pedestrian side to the vehicle is not possible, at least the pedestrian performs caution and alarm determination. It can be carried out.

  Furthermore, according to the first embodiment, since the CSMA method is adopted, one-to-N communication is possible. That is, when transmitted from a vehicle, a plurality of pedestrians can receive simultaneously, and conversely, when a pedestrian transmits, a plurality of vehicles can receive simultaneously. Thereby, even if there are a plurality of vehicles and pedestrians, it is possible to perform caution and alarm determination with a plurality of pedestrians or a plurality of vehicles by transmitting once from the vehicles or pedestrians.

  In addition, according to the first embodiment, the pedestrian portable wireless communication device 102 (pedestrian) transmits a packet including position information only when receiving a packet from the in-vehicle wireless communication device 101 (vehicle). Electric power can be minimized.

(B) Second Embodiment Next, a second embodiment of the in-vehicle wireless communication device and the pedestrian portable wireless communication device according to the present invention will be described in detail with reference to the drawings.

  FIG. 3 is a block diagram showing the configuration of the vehicle-pedestrian wireless communication system according to the second embodiment. The same reference numerals are used for the same and corresponding parts as in FIG. 1 according to the first embodiment described above. It is attached.

  The vehicle-pedestrian wireless communication system 100 according to the second embodiment also includes the in-vehicle wireless communication device 101 and the pedestrian portable wireless communication device 102 as constituent devices. The in-vehicle wireless communication device 101 is the same as that of the first embodiment, but is changed from that of the first embodiment.

  The in-vehicle wireless communication device 101 according to the second embodiment includes (1) a point where no carrier sense unit (see reference numeral 9 in FIG. 1) is provided, (2) a transmission control method of the transmission control unit 5, and (3) transmission / reception. The directivity of the antenna 13 is different from that of the first embodiment.

  The transmission control unit 5 of the second embodiment includes a random number generator and the like, and the average transmission cycle is a predetermined cycle T, but the transmission packet is transmitted at intervals according to the generated random number. This is output to the D / A converter 6. In the second embodiment, since carrier sense is not performed, packets are transmitted at an average transmission period T in order to avoid collision of packets as much as possible. That is, by randomizing the transmission interval so that the transmission cycle T becomes the average, packet collisions are prevented from occurring continuously even when there are a plurality of vehicles.

  In the case of the second embodiment, the transmitting / receiving antenna 13 has directivity, and the antenna directivity is only in front of the vehicle. This is also for suppressing packet collision that occurs because carrier sense is not performed. In other words, packet collision is avoided as much as possible by narrowing the communicable area. In addition, since the communication area of the vehicle becomes small, a plurality of vehicles can transmit at the same time if they are outside the communication area, and packet collision can be suppressed. In other embodiments, the directivity of each antenna may be the same as in the second embodiment.

  Except for the differences described above, the configuration is the same as that of the first embodiment, and the description of other components is omitted.

  According to the second embodiment, the same effect as that of the first embodiment can be obtained, and the configuration of the in-vehicle wireless communication device can be simplified by the absence of the carrier sense unit.

(C) Third Embodiment Next, a third embodiment of the in-vehicle wireless communication device and the pedestrian portable wireless communication device according to the present invention will be described in detail with reference to the drawings.

  FIG. 4 is a block diagram showing the configuration of the vehicle-pedestrian wireless communication system according to the third embodiment. The same reference numerals are given to the same and corresponding parts as those in FIG. 1 according to the first embodiment described above. It is attached.

  The vehicle-pedestrian wireless communication system 100 according to the third embodiment also includes the in-vehicle wireless communication device 101 and the pedestrian portable wireless communication device 102 as constituent devices.

  In the case of the third embodiment, the carrier frequency is not set to f1 for the in-vehicle wireless communication device 101 and the pedestrian portable wireless communication device 102, and differs depending on the type of the transmitter (transmitting device).

  The transmission carrier frequency of the vehicle (the in-vehicle wireless communication device 101) is set to f1, the transmission carrier frequency of the child pedestrian is set to f2, and the transmission carrier frequency of the adult pedestrian is set to f3. The transmission carrier frequency of the elderly pedestrian is set to f4.

  In order to respond to such a variety of carrier frequencies, the in-vehicle wireless communication device 101 and the pedestrian portable wireless communication device 102 of the third embodiment have frequency setting units 20 and 37 for setting the carrier frequency, respectively. .

  The frequency setting unit 20 of the in-vehicle wireless communication device 101 gives a carrier signal of the frequency f1 to the RF unit 8S of the transmission system, and four types of frequencies f1 to f4 to the RF unit 8R of the reception system. A carrier signal is provided (depending on the configuration of the reception system RF unit 8R, three types of carrier signals of frequencies f2 to f4 may be provided. The reception system RF unit 8R may be variously described later. However, the frequency setting unit 20 may alternatively provide carrier signals of frequencies f1 to f4 to the RF unit 8R of the receiving system, or may be provided in parallel. May be.

  The frequency setting unit 37 of the pedestrian portable wireless communication device 102 transmits a carrier signal having a frequency f2, f3 or f4 determined by the pedestrian type specified by the transmitter identification information 21B to the RF unit 28S of the transmission system. In addition, a carrier signal having a frequency f1 is given to the RF section 28R of the receiving system.

  Due to the diversity of carrier frequencies as described above, the functions of some other components are also different from those of the first embodiment.

  The received power measurement unit 14 of the in-vehicle wireless communication device 101 acquires a received power value by taking in a signal related to the carrier frequency f1 from the RF unit 8R. That is, the carrier sense unit 9 performs carrier sense at the frequency f1.

  When the caution / alarm determination unit 18 makes a determination based on the received power value, the received power measurement unit 14 takes in signals related to the carrier frequencies f1 to f4 to obtain the received power value. In this case, the reception power measuring unit 14 may be provided for each of the carrier frequencies f1 to f4.

  The in-vehicle wireless communication device 101 corresponds to the four types of carrier frequencies f1 to f4 as described above. In the case of the third embodiment, the signal of the carrier frequency f1 is reception for carrier sense, and the other carrier frequencies f2 to f4 are reception for caution alarm determination.

  The reception system may be switched in a time division manner to support a plurality of types of carrier frequencies, but it is preferable to support a plurality of types of carrier frequencies by a parallel configuration for each carrier frequency.

  For the carrier frequencies f2 to f4 related to the warning alarm determination, the system of the RF unit 8R to the error detection unit 17 may be provided in parallel, the RF unit 8R to the A / D converter 15 are provided in parallel, and the packet diassembler unit 16 The error detection unit 17 may be applied in a time division manner.

  For the signal having the carrier frequency f1 related to the carrier sense, only the RF unit 8R may be provided. Also in this case, if the received power measuring unit 14 measures the received signal before demodulation, the demodulation configuration may be omitted, and only a band pass filter that allows the carrier frequency f1 to pass may be provided.

  Since the other configuration of the in-vehicle wireless communication device 101 is the same as that of the first embodiment, the description thereof is omitted.

  In the pedestrian portable wireless communication apparatus 102, the frequency of the transmission system RF unit 28S is different except that it corresponds to the carrier frequency f2, f3, or f4 determined by the pedestrian type specified by the sender identification information 21B. The configuration other than the setting unit 37 is the same as that of the first embodiment, and a description thereof will be omitted.

  FIG. 5 is an explanatory diagram illustrating a communication processing image of the vehicle-pedestrian wireless communication system 100 according to the third embodiment.

  The in-vehicle wireless communication device 101 detects the position of the own vehicle with a GPS receiver (not shown) that is equipped, and detects from the GPS information that the vehicle is approaching a critical area such as an intersection (for example, predetermined from the intersection). When approaching the set distance x [m]; always at night), the transmission packet P1 is assembled and transmitted at a constant frequency interval T at the carrier frequency f1 (S11). This transmission packet P1 includes sender identification information indicating that the sender is a vehicle and GPS information (position information). When transmitting the packet P1 from the in-vehicle wireless communication device 101 at a constant cycle interval T, the packet P1 is transmitted while performing carrier sense of the carrier frequency f1 according to the CSMA method.

  That is, when the carrier frequency f1 is detected during transmission (indicating that another vehicle is transmitting), carrier sense is performed again after waiting for a random time, and transmission is performed at a timing when the carrier frequency f1 is not detected. I do.

  A transmission packet (wireless radio wave) from the in-vehicle wireless communication device 101 is received by one or a plurality of pedestrian portable wireless communication devices 102 existing at a certain distance from the in-vehicle wireless communication device 101 (S12).

  The pedestrian portable wireless communication device 102 that has effectively received the transmission packet from the in-vehicle wireless communication device 101 calculates the relative distance from its own GPS information and the GPS information in the received packet P1, and responds to the calculated relative distance. Alerts / alerts to pedestrians by voice, sound and / or display.

  When the pedestrian portable wireless communication device 102 receives the packet P1 from the in-vehicle wireless communication device 101, the pedestrian portable wireless communication device 102 transmits a packet P2 to the vehicle (the in-vehicle wireless communication device 101) in order to inform the driver of the vehicle of the location of the pedestrian. P3 is transmitted (S13). At this time, the pedestrian portable wireless communication device 102 transmits a packet at the carrier frequency f2, f3, or f4 determined by the pedestrian type specified by the own sender identification information 21B. In the example of FIG. 5, the pedestrian portable wireless communication device 102 of the child pedestrian transmits the packet P2 at the carrier frequency f2, and the pedestrian portable wireless communication device 102 of the adult pedestrian transmits the packet P3 at the carrier frequency f3. Send.

  When the in-vehicle wireless communication device 101 receives the transmission packets P2 and P3 from each pedestrian portable wireless communication device 102 (S14), the in-vehicle wireless communication device 101 uses the GPS information of the own vehicle and the GPS information in the received packet. The relative distance is calculated, and the driver is warned and alerted by sound or sound and screen display according to the calculated relative distance.

  According to the third embodiment, the same effect as that of the first embodiment can be obtained. In addition to this, the following effects can be achieved.

  Since the channel (carrier frequency) is changed depending on the vehicle and the type of pedestrian (child, adult, elderly), packet collision can be further suppressed.

  Also, suppose that a packet is transmitted from the in-vehicle wireless communication device 101, and a plurality of children (pedestrian portable wireless communication device 102) have received this packet, so the packet is transmitted at the carrier frequency f2, and therefore a packet collision occurs. And In this case, since the data cannot be demodulated in the first embodiment or the second embodiment, the pedestrian cannot specify any one of the child, the adult, and the elderly. However, in the third embodiment, even if the data cannot be demodulated correctly, it is possible to detect whether the carrier frequency is f2, f3, or f4, so that it can be identified as a pedestrian. In addition, if the relative distance is calculated from the received power value at that time, it is possible to alert the driver and alert.

(D) Fourth Embodiment Next, a fourth embodiment of the in-vehicle wireless communication device and the pedestrian portable wireless communication device according to the present invention will be described in detail with reference to the drawings.

  The configuration of the vehicle-pedestrian wireless communication system according to the fourth embodiment can also be represented by FIG. 1 according to the first embodiment described above.

  However, the content of the GPS information exchanged between the vehicle (vehicle-mounted wireless communication device 101) and the pedestrian (pedestrian portable wireless communication device 102) is different from that of the first embodiment. The processing of 18 and 35 is also different.

  In the case of the first embodiment, the GPS information is position information (for example, latitude and longitude), but in the fourth embodiment, in addition to the position information, information on speed and direction (traveling direction) is also included. Yes.

  FIG. 6 is a flowchart showing the processing of the caution / alarm determination unit 18 of the fourth embodiment (the same applies to the caution / alarm determination unit 35). Note that the first embodiment described above is a simple process of calculating the relative distance and comparing the threshold distances, and thus the flowchart is omitted.

  The caution / alarm determination unit 18 starts the process shown in FIG. 6 when valid information (21B or 21C) is given from the error detection unit 17, and first, the direction (traveling direction) of the received GPS information and It is determined whether or not the direction (advancing direction) of the GPS information of the host vehicle intersects (is an intersection in the advancing direction and excludes an intersection in the opposite direction) (S21). If not intersecting, the process of FIG. 6 is terminated.

  If both positions cross each other, the caution / alarm determination unit 18 calculates the approach speed of the vehicle and the pedestrian from the speed of the received GPS information and the speed of the GPS information of the host vehicle (S22). Then, in accordance with the calculated approach distance and the pedestrian type specified by the received sender identification information, the threshold distance for attention determination and the threshold distance for alarm determination are extracted from the built-in threshold distance database (S23). .

  Thereafter, the caution / alarm determination unit 18 calculates the relative distance between the vehicle and the pedestrian from the position information of the received GPS information and the position information of the GPS information of the host vehicle (S24), The threshold distance for attention determination is sequentially compared (S25, S26).

  Then, if the relative distance exceeds the warning determination threshold distance, an alarm is raised (S27), and if the relative distance exceeds the attention determination threshold distance, an attention is drawn (S28), and the processing of FIG. finish. If the relative distance is equal to or smaller than the threshold value for attention determination, the process of FIG. 6 is terminated without performing any alerting.

  According to the fourth embodiment, the same effect as that of the first embodiment can be obtained, and in addition to this, the caution / alarm determination (risk level determination) is performed using the speed and direction. There is also an effect that the determination accuracy can be made more accurate.

(E) Fifth Embodiment Next, a fifth embodiment of the in-vehicle wireless communication device and the pedestrian portable wireless communication device according to the present invention will be described in detail with reference to the drawings.

  FIG. 7 is a block diagram showing the configuration of the vehicle-pedestrian wireless communication system according to the fifth embodiment. The same reference numerals are given to the same and corresponding parts as in FIG. 1 according to the first embodiment described above. It is attached.

  The vehicle-pedestrian wireless communication system 100 of the fifth embodiment also includes the in-vehicle wireless communication device 101 and the pedestrian portable wireless communication device 102 as constituent devices.

  In the case of the fifth embodiment, the pedestrian portable wireless communication device 102 is provided with a GPS information insertion disable switch SW1 in association with the transmission packet data generation unit 23, and the in-vehicle wireless communication device 101 includes In connection with the caution / alarm determination unit 18, a distance determination forced execution switch SW2 is provided.

  The GPS information insertion disable switch SW1 is a switch that a pedestrian can turn on and off arbitrarily. When the switch SW1 is turned on, the GPS information is not included in the transmission packet. When the GPS information insertion disable switch SW1 is turned on, the transmission packet data generation unit 23 does not include the GPS information 21C in the transmission packet data to be generated, and indicates that in the packet control information of the generated transmission packet data. Insert data.

  As described above, in the case of the fifth embodiment, the pedestrian portable wireless communication device 102 transmits either a packet including GPS information or a packet not including GPS information according to the selection of the pedestrian. Except this point, the second embodiment is the same as the first embodiment.

  The distance determination forced execution switch SW2 of the in-vehicle wireless communication device 101 is a switch that can be arbitrarily turned on and off by the driver. The switch SW2 is turned on when a packet that does not include GPS information is received from the pedestrian portable wireless communication device 102. Also, it is instructed to forcibly make a warning alarm determination according to the relative distance.

  The caution / alarm determination unit 18 of the in-vehicle wireless communication device 101 performs caution alarm determination as in the following (a) to (c).

  (A) When a packet including GPS information is received from the pedestrian portable wireless communication device 102 regardless of whether the distance determination forced execution switch SW2 is on or off, the caution alarm determination is performed in the same manner as in the first embodiment. .

  (B) When the distance determination forced execution switch SW2 is off and a packet not including GPS information is received from the pedestrian portable wireless communication device 102, an alarm (may be a caution) is always alerted. Even in this case, the processing may be performed as in the following (c).

  (C) The reception power value (relative distance) obtained by the reception power measurement unit 14 when the distance determination forced execution switch SW2 is on and a packet not including GPS information is received from the pedestrian portable wireless communication device 102. The warning alert judgment is performed using the estimated value.

  Except for the above points, the in-vehicle wireless communication device 101 is the same as that of the first embodiment, and the description thereof is omitted.

  According to the fifth embodiment, the same effect as that of the first embodiment can be obtained. In addition to this, the following effects can be achieved.

  If position information (GPS information) is included in a packet transmitted from a pedestrian, tracking, stalking, etc. can be considered by a malicious driver. However, in this embodiment, since a pedestrian can select whether or not to add position information, such an action can be avoided. Even in this case, the pedestrian side can make an accurate risk determination based on the position information. Note that it is not necessary to provide the distance determination forced execution switch SW2 only for this effect.

  In addition, some pedestrians (for example, hearing-impaired persons) want to alert the driver regardless of the relative distance, and the fifth embodiment can meet such a demand.

  Many drivers are concerned about the relative distance to pedestrians, so even if the location information is not included in the received packet, the risk is determined based on the received power value (estimated relative distance). To meet that demand. Since the received power value is only an estimated value of the relative distance, the determination accuracy is low.

(F) Sixth Embodiment Next, a sixth embodiment of the in-vehicle wireless communication device and the pedestrian portable wireless communication device according to the present invention will be described in detail with reference to the drawings.

  FIG. 8 is a block diagram illustrating a configuration of the in-vehicle wireless communication device 101 according to the sixth embodiment. The same reference numerals are given to the same and corresponding parts as those in FIG. 1 according to the first embodiment described above. Show. In the case of the sixth embodiment, the configuration of the pedestrian portable wireless communication device 102 is the same as that of the first embodiment.

  In the in-vehicle wireless communication device 101 of the sixth embodiment, a risk statistics database DB is provided in association with the caution / alarm determination unit 18.

  The risk statistical database DB stores risk statistical information for each intersection and other areas requiring attention. The risk statistics database DB may also be used as a navigation system database.

  Here, the risk statistical information may be the total number of alerts and alerts in the area requiring attention, or the total number of weights obtained by changing the weights for attention and alert, and these are normalized by the number of passages. It may be a thing, and the statistical value showing the average risk of the area | region may be sufficient. In addition, you may make it have the risk statistical information of the area | region according to pedestrian classification. Moreover, you may make it acquire the risk statistical information of the area | region triggered by having passed the vehicle more than predetermined number of times.

  The caution / alarm determination unit 18 of the sixth embodiment, when the GPS information indicates that a new caution area has been reached, extracts the statistical statistical information of that area (note that the number of passages is a predetermined number or less) In this case, it may not be taken out), and compared with a preset judgment threshold value, it is judged whether or not the driver needs to be urged. Arouses the driver.

  In addition, when the alert / alarm determination unit 18 of the sixth embodiment performs alerting or alerting based on the received packet from the pedestrian portable wireless communication device 102, the risk level statistical information of the area is also displayed. Update.

  The risk level statistical information may be used for packet transmission condition determination. For example, transmission may not be executed in an area where the degree of risk statistical information is small even if it has passed a predetermined number of times. Further, for example, in a region where the degree of risk statistical information is large, the region may be expanded (for example, a predetermined length before the intersection is expanded from x [m] to y “m”), and transmission may be started earlier. .

  According to the sixth embodiment, the same effect as that of the first embodiment can be obtained. In addition to this, the driver can recognize, on average, a dangerous area by arousing, and the effect of being able to pay special attention to safety in that area can be achieved.

(G) Other Embodiments “Pedestrians” in the present invention are not limited to absolute pedestrians, and include, for example, wheelchairs and road construction workers, and bicycles are not vehicles but pedestrians. You may make it treat as. Moreover, you may make it handle a pedestrian uniformly, without classifying. Conversely, the vehicle may include sender identification information for distinguishing between automobiles, motorcycles, bicycles, and the like in the transmission packet, and the type may be reflected in attention and alerting.

  In each of the above embodiments, the degree of danger to be evoked is shown in two stages of “caution” and “alarm”, but the number of stages may be one or three or more.

  Moreover, as a modification example of the first, second, and fourth to sixth embodiments, a pedestrian (pedestrian portable wireless communication device 102) side can also be provided with a carrier sense function. . That is, this can reduce packet collisions from the plurality of pedestrian portable wireless communication devices 102 to the in-vehicle wireless communication device 101.

  As another method for reducing the packet collision from the plurality of pedestrian portable wireless communication devices 102 to the in-vehicle wireless communication device 101, the following two examples can be given.

  First, the transmission control unit 25 is given the relative distance (or time information corresponding thereto) obtained from the caution / alarm determination unit 35, and the transmission control unit 25 is given a transmission start signal from the error detection unit 34. From this point, the transmission timing is shifted by a time corresponding to the relative distance, and packet collisions from the plurality of pedestrian portable wireless communication devices 102 to the in-vehicle wireless communication device 101 are reduced.

  Second, the vehicle-mounted wireless communication device 101 transmits a packet at a transmission power (first alarm level) with a short communication distance when transmission is required, such as when approaching an intersection, and a pedestrian responding to the packet transmission. An alarm is issued for the portable wireless communication device 102, flag management is performed, and the next transmission is performed including that the warning from the pedestrian portable wireless communication device 102 has been received. Thereby, only the other pedestrian portable radio | wireless communication apparatus 102 can reply. After repeating packet transmission at the first alarm level several times, packet transmission is performed with transmission power (second alarm level) that makes the communication distance longer. As for the pedestrian portable wireless communication device 102 that has responded to this, the in-vehicle wireless communication device 101 issues an alarm, manages the flag, and receives an alarm from the pedestrian portable wireless communication device 102 at the next transmission. Send the message including the effect. Thereby, only the other pedestrian portable radio | wireless communication apparatus 102 can reply. After the packet transmission at the second alarm level is repeated several times, the packet transmission is performed at the third alarm level. The pedestrian portable wireless communication device 102 issues an alarm when the initial packet is received, and does not execute packet transmission when information on packet reception from the own device is included in the subsequent received packets. Note that the in-vehicle wireless communication device 101 and the pedestrian portable wireless communication device 102 continue the alarm for a predetermined time sufficient for the vehicle to exit the intersection.

  Of course, the above-described plurality of methods for reducing packet collision from the plurality of pedestrian portable wireless communication devices 102 to the in-vehicle wireless communication device 101 may be applied in combination.

  Further, in the fifth embodiment, although the pedestrian side can select whether or not the position information is inserted into the transmission packet, it may be selected on the vehicle side. In this case, the vehicle side has issued a warning.

  Furthermore, in the third embodiment, the pedestrian side transmits the transmission signal including the transmitter identification information (pedestrian type information), but this is omitted, and the vehicle side is based on the received carrier frequency. Thus, the pedestrian type may be recognized.

  DESCRIPTION OF SYMBOLS 100 ... Vehicle-pedestrian wireless communication system, 101 ... In-vehicle wireless communication device, 102 ... Pedestrian portable wireless communication device, 1A, 21A ... Packet control information, 1B, 21B ... Sender identification information, 1C, 21C ... GPS information DESCRIPTION OF SYMBOLS 2,22 ... Communication processing part, 5, 25 ... Transmission control part, 9 ... Carrier sense part, 13, 30 ... Transmission / reception antenna, 14, 31 ... Received power measurement part, 18, 35 ... Caution / alarm determination part, 19 36, GUI monitor, 20, 37, frequency setting unit, SW1, GPS information insertion disable switch, SW2, distance determination forced execution switch, DB, risk statistics database.

Claims (17)

In the in-vehicle wireless communication device in the vehicle-pedestrian wireless communication system that directly wirelessly communicates with the in-vehicle wireless communication device mounted on the vehicle and the pedestrian portable wireless communication device carried by the pedestrian,
Vehicle GPS information forming means for forming vehicle GPS information including at least the position of the host vehicle using a GPS receiver;
Vehicle-side transmission means for wirelessly transmitting an anti-pedestrian transmission signal including vehicle GPS information;
Vehicle-side receiving means for receiving a signal transmitted by any of the above pedestrian portable wireless communication devices and obtaining at least pedestrian GPS information;
From the vehicle GPS information and the received pedestrian GPS information, a risk level is determined, and vehicle-side risk level determination awakening means for calling the driver in a situation where there is a possibility of danger,
When the pedestrian GPS information is not inserted in the signal received from any one of the pedestrian portable wireless communication devices, the vehicle-side risk determination awakening means performs a risk determination based on the received power of the received signal. An in-vehicle wireless communication device characterized in that:   The in-vehicle wireless communication apparatus according to claim 1, wherein the vehicle-side transmission unit performs transmission after confirming that a carrier frequency component associated with the vehicle-side transmission unit does not exist in the wireless space.   The in-vehicle wireless communication device according to claim 1 or 2, wherein the vehicle-side risk level determination and invocation means switches between a risk level determination method and a content of arousal according to the received pedestrian type information.   The vehicle-side risk level determination and arousing means switches between a risk level determination method and a content of arousal according to pedestrian type information obtained at the received carrier frequency. In-vehicle wireless communication device.   The in-vehicle wireless communication device according to any one of claims 1 to 4, wherein the vehicle-side transmission means performs a transmission operation on condition that the own vehicle has reached a predetermined area.   The in-vehicle wireless communication device according to any one of claims 1 to 5, wherein the vehicle-side risk level determination and invocation means determines and urges the risk level in a plurality of stages.   A database storing risk statistical information about an area where the host vehicle passes at least frequently, and the vehicle-side risk determination inducing means is based on a signal received from any of the pedestrian portable wireless communication devices The in-vehicle wireless communication apparatus according to claim 1, wherein the database is updated and controlled.   8. The in-vehicle wireless communication apparatus according to claim 7, wherein the vehicle-side transmission unit uses the stored contents of the database for determining whether or not to transmit a signal.   9. The vehicle-side risk determination and alerting means alerts the driver to the effect if the risk statistical information represents a dangerous area based on the stored contents of the database. The in-vehicle wireless communication device described in 1.   The in-vehicle wireless communication device according to claim 1, wherein a directional antenna directed to the front side of the vehicle is used as the antenna of the vehicle-side transmission means.   The vehicle-mounted wireless communication device according to claim 1, wherein the vehicle-side transmission unit transmits an alarm signal that does not include GPS information according to a driver's selection. In the pedestrian portable wireless communication device in the vehicle-pedestrian wireless communication system that directly wirelessly communicates with the in-vehicle wireless communication device mounted on the vehicle and the pedestrian portable wireless communication device carried by the pedestrian,
Pedestrian GPS information forming means for forming pedestrian GPS information including at least its own position using a GPS receiver;
Pedestrian side transmission means for wirelessly transmitting a vehicle-to-vehicle transmission signal including pedestrian GPS information;
A pedestrian side receiving means for receiving at least the vehicle GPS information by receiving a signal transmitted by any of the on-vehicle wireless communication devices;
From the pedestrian GPS information and the received vehicle GPS information, the pedestrian side risk level determination and awakening means for determining the risk level and calling the pedestrian in a situation where there is a possibility of danger,
A selection means for allowing the pedestrian to select whether or not to insert the pedestrian GPS information into the vehicle transmission signal;
The pedestrian side transmission means transmits an on-vehicle transmission signal according to this selection ,
The pedestrian-side risk determination awakening means performs a risk determination based on the received power of the received signal when vehicle GPS information is not inserted in a signal received from any of the in-vehicle wireless communication devices. A pedestrian portable wireless communication device characterized by the above.   The pedestrian portable wireless communication device according to claim 12, wherein the pedestrian side transmission means performs transmission on condition that a signal transmitted by any one of the in-vehicle wireless communication devices is received.   The pedestrian mobile radio communication device according to claim 12 or 13, wherein the pedestrian side transmission means transmits the pedestrian type information related to the pedestrian type transmission signal to the vehicle transmission signal.   The pedestrian mobile radio communication device according to any one of claims 12 to 14, wherein the pedestrian side transmission means transmits a vehicle-to-vehicle transmission signal at a carrier frequency corresponding to the pedestrian type information relating to the pedestrian side. .   The pedestrian portable radio communication apparatus according to any one of claims 12 to 15, wherein the pedestrian-side risk determination and arousing means determines and urges the risk in a plurality of stages.   The pedestrian portable radio communication device according to any one of claims 12 to 16, wherein an omnidirectional antenna is used as an antenna of the pedestrian side transmission means.

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