JP2021033505A - Driving assistance device, driving assistance system, and driving assistance method - Google Patents

Abstract

To provide a driving assistance device, a driving assistance system, and a driving assistance method, which allow for preventing tailgating.SOLUTION: A driving assistance device according to an embodiment includes an acquisition unit, a determination unit, and a notification unit. The acquisition unit acquires travel information regarding traveling of a host vehicle. The determination unit determines whether the host vehicle is tailgating another vehicle or not based on the travel information acquired by the acquisition unit. The notification unit notifies notification information regarding tailgating to the host vehicle when the determination unit determines that the host vehicle is tailgating.SELECTED DRAWING: Figure 2

Description

The present invention relates to a driving support device, a driving support system, and a driving support method.

Conventionally, it has been proposed that when a driver receives a road rage, a recorded image of a drive recorder or the like can be used to perform a later arrest, and the road rage can be suppressed by proclaiming that the drive recorder is installed.

JP-A-2018-016138

However, there are cases where the driver himself / herself is not aware of the driving, and in such a case, the above-mentioned conventional technique may not be able to suppress the driving. In addition, the side to be fanned may also be invited to drive by driving at a speed extremely slower than the legal speed, or when there are many unnecessarily decelerating operations. It was.

The present invention has been made in view of the above, and an object of the present invention is to provide a driving support device, a driving support system, and a driving support method capable of suppressing driving.

In order to solve the above-mentioned problems and achieve the object, the driving support device according to the present invention includes an acquisition unit, a determination unit, and a notification unit. The acquisition unit acquires travel information, which is information related to the travel of the own vehicle. The determination unit determines whether or not the own vehicle is driving with respect to another vehicle based on the travel information acquired by the acquisition unit. When the determination unit determines that the driving is being performed, the notification unit notifies the own vehicle of the notification information regarding the driving.

According to the present invention, it is possible to suppress the fanning operation.

FIG. 1A is a diagram showing an outline of a driving support method according to an embodiment. FIG. 1B is a diagram showing an outline of a driving support method according to an embodiment. FIG. 2 is a functional block diagram showing the configuration of the driving support device according to the embodiment. FIG. 3 is a diagram showing an example of user information. FIG. 4 is a diagram showing an example of model information. FIG. 5A is a diagram showing a specific example of the process executed by the control unit. FIG. 5B is a diagram showing a specific example of the process executed by the control unit. FIG. 5C is a diagram showing a specific example of the process executed by the control unit. FIG. 6 is a flowchart showing a processing procedure of the entire processing executed by the driving support device according to the embodiment. FIG. 7 is a flowchart showing a processing procedure of the automatic operation switching process executed by the operation support device according to the embodiment. FIG. 8A is a diagram showing a driving support system. FIG. 8B is a diagram showing a driving support system. FIG. 8C is a diagram showing a driving support system.

Hereinafter, embodiments of the driving support device, the driving support system, and the driving support method disclosed in the present application will be described in detail with reference to the accompanying drawings. The present invention is not limited to the embodiments shown below.

First, the outline of the driving support method according to the embodiment will be described with reference to FIGS. 1A and 1B. 1A and 1B are diagrams showing an outline of a driving support method according to an embodiment. 1A and 1B show a situation in which the rear vehicle C1 is fanning the front vehicle C2, in other words, the front vehicle C2 is being fanned by the rear vehicle C1. When the vehicle C1 and the vehicle C2 are not distinguished, it may be described as the vehicle C.

Conventionally, there is a technique for facilitating arrest after a fanned vehicle by using a recorded image of a drive recorder or the like when the vehicle is fanned. In addition, it has been proposed to suppress the driving itself by proclaiming that the surroundings are being imaged by a drive recorder or the like.

However, in the prior art, it is limited to the case where the fanning side is consciously performing the fanning operation. That is, in the case where the driver himself / herself is in a situation of driving in a hurry without being aware of it, in the above-mentioned conventional technique, there is a possibility that the driver may drive in a hurry unintentionally. In addition, the side to be fanned may also be invited to drive by driving at a speed extremely slower than the legal speed, or when there are many unnecessarily decelerating operations. It was.

Therefore, in the driving support method according to the embodiment, the driving is determined to be fanned or fanned, and processing is performed according to the situation. Hereinafter, the case of determining the fanned operation will be described with reference to FIG. 1A, and the case of determining the fanned operation will be described with reference to FIG. 1B.

First, a case where the fanning operation is determined will be described with reference to FIG. 1A. In FIG. 1A, it is assumed that the driving support device 1 that executes the driving support method is mounted on the rear vehicle C1.

As shown in FIG. 1A, in the driving support method according to the embodiment, first, the driving information which is the information regarding the traveling of the own vehicle (vehicle C1) is acquired (step S1). The driving information includes, for example, information on the driving state of the own vehicle (accelerator operation, brake operation, vehicle speed, etc.), the position of the own vehicle, and the surrounding environment of the own vehicle (road type, traffic volume, weather, road surface condition, etc.). including.

Subsequently, in the driving support method according to the embodiment, it is determined whether or not the own vehicle is driving with respect to another vehicle (vehicle C2) based on the acquired driving information (step 2). The fanning operation model is used for determining the fanning operation, but the details of the fanning operation model will be described later.

Subsequently, in the driving support method according to the embodiment, when it is determined that the driving is being driven, the own vehicle (for example, the driver) is notified of the notification information regarding the driving (step S3). For example, in the driving support method according to the embodiment, the driver of the own vehicle is notified that he / she is driving in a hurry.

As a result, when the driver of the own vehicle unintentionally drives the driving, the driver of the own vehicle can be made to recognize the driving, so that, for example, the driver of the own vehicle can perform the driving. By performing a driving operation that eliminates the driving operation, it is possible to suppress the driving operation by the own vehicle.

Next, a case of determining the fanned operation will be described with reference to FIG. 1B. In FIG. 1B, it is assumed that the driving support device 1 that executes the driving support method is mounted on the vehicle C2 in front.

As shown in FIG. 1B, in the driving support method according to the embodiment, first, the driving information which is the information about the traveling of the own vehicle (vehicle C2) is acquired (step S1). The driving information includes, for example, information on the driving state of the own vehicle (accelerator operation, brake operation, vehicle speed, etc.), the position of the own vehicle, and the surrounding environment of the own vehicle (road type, traffic volume, weather, road surface condition, etc.). including.

Subsequently, in the driving support method according to the embodiment, it is determined whether or not the own vehicle is driving in a fanned manner, which is a driving that is easily fanned by another vehicle (vehicle C1), based on the acquired driving information (step). S2). The fanned driving model is used for determining the fanned driving, and the details of the fanned driving model will be described later.

Subsequently, in the driving support method according to the embodiment, processing is performed according to the determination result of the fanned driving (step S3). For example, in the driving support method according to the embodiment, the driver of the own vehicle is notified that the driving is easily fanned. In addition, in the driving support method according to the embodiment, if the driver of the own vehicle has little driving experience, the driver may be impatient if the driver is notified of the driving, so it is proposed to change the route that is difficult to be driven. You may do so.

In this way, when the own vehicle is driving easily, the driver of the own vehicle is notified and the driving is canceled, or the own vehicle is moved to a route that is hard to be fanned and is fanned. By avoiding this, it is possible to suppress driving by other vehicles.

In FIG. 1B, the driving support device 1 according to the embodiment determines the driving by being fanned based on the traveling information of the own vehicle (C2), but it is not always necessary to determine the driving by being fanned. That is, for example, when the driving support device 1 according to the embodiment can communicate with another vehicle (C1), the driving support device 1 of the own vehicle obtains information indicating that it is fanning the own vehicle from the other vehicle. The driver may be notified of notification information indicating that the vehicle is being fanned by another vehicle.

Next, the configuration of the driving support device 1 according to the embodiment will be described with reference to FIG. FIG. 2 is a functional block diagram showing the configuration of the driving support device 1 according to the embodiment.

As shown in FIG. 2, the driving support device 1 according to the embodiment is connected to various in-vehicle devices 10 and an output device 50.

The various in-vehicle devices 10 include a sensor group that detects information about the own vehicle, an inter-vehicle communication device that communicates with another vehicle, a communication device that communicates with an external server, and the like. Such sensors include, for example, various sensors such as a camera that images the inside and outside of the vehicle, a sensor that detects the position of the own vehicle such as GPS (Global Positioning System), an object detection sensor such as a radar, an infrared sensor, and a biological sensor.

The output device 50 is a device that outputs notification information, and is, for example, a speaker, a display, or the like.

The driving support device 1 according to the embodiment includes a control unit 2 and a storage unit 3. The control unit 2 includes an acquisition unit 21, a determination unit 22, and a processing unit 23. The storage unit 3 stores the user information 31 and the model information 32.

Here, the operation support device 1 includes, for example, a computer having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a data flash, an input / output port, and various circuits.

The CPU of the computer functions as the acquisition unit 21, the determination unit 22, and the processing unit 23 of the control unit 2, for example, by reading and executing the program stored in the ROM.

Further, at least one or all of the acquisition unit 21, the determination unit 22, and the processing unit 23 of the control unit 2 may be configured by hardware such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array). it can.

Further, the storage unit 3 corresponds to, for example, a RAM or a data flash. The RAM or data flash can store user information 31, model information 32, information on various programs, and the like. The driving support device 1 may acquire the above-mentioned program and various information via another computer or a portable recording medium connected by a wired or wireless network.

The user information 31 stored in the storage unit 3 is information about a user who is a driver who is a determination target of fanned / fanned driving. The user information 31 may receive input from the user, may acquire information from a terminal device owned by the user, or may be generated from a user's driving operation or the like.

FIG. 3 is a diagram showing an example of user information 31. As shown in FIG. 3, the user information 31 includes items such as "user ID", "demographic attribute", "psychographic attribute", and "driving history".

The "user ID" is identification information that identifies each user. The "demographic attribute" is information on the demographic attribute of the user. Such "demographic attribute" is, for example, information such as "gender", "age", and "address" of the user. The "gender" is set to "1" when the user is female, and is set to "2" when the user is male. In addition, the age of the user is set in the "age". The "demographic attribute" is not limited to the example of the attribute shown in FIG. 3, and may include various attributes such as the user's occupation, family structure, annual income, birthplace, and educational background.

The "psychographic attribute" is information on the psychological attribute of the user, for example, information on the user's sense of values, lifestyle, personality, preference, and the like. In the example shown in FIG. 3, "1" is set for each attribute element when the user's preference is relatively high, and "0" is set in other cases. In addition, the "psychographic attribute" is not limited to the example of the attribute shown in FIG. 3, and may include various attributes such as economy, politics, baseball, soccer, other sports, sweets, personal computers, white goods, and furniture. Good. The attribute information is not limited to two stages of 0 and 1, and may be a value of three or more stages.

The "driving history" is information on the driving history of the user. The "driving history" includes, for example, the license acquisition date, the actual number of years of driving, the characteristics of driving operation (average vehicle speed, braking characteristics, inter-vehicle distance characteristics), and the like.

Next, the model information 32 stored in the storage unit 3 is model information for determining the fanned / fanned driving of the user. FIG. 4 is a diagram showing an example of model information 32. As shown in FIG. 4, the model information 32 includes information such as "model ID" and "determination content".

For example, the model ID "M1" is a driving model for determining the driving of the driver. The road rage model is, for example, information in which information on whether or not road rage has been performed and driving information are associated with each other.

The driving information includes, for example, driving operation information, vehicle driving state information (vehicle speed, inter-vehicle distance, presence / absence of turning, etc.), position information (expressway, general road), environmental information (weather information, congestion information, etc.). Includes road surface conditions, presence or absence of vehicles in front or behind), etc.

Further, the road rage model may be a learning model generated by machine learning using the information on whether or not the road rage is performed and the driving information. Specifically, the road rage model as a learning model can be obtained as a regression model in which the information on whether or not the road rage is performed is used as the objective variable (correct answer data) and the driving information is used as the explanatory variable (identity).

Further, the model ID "M2" is a fanned driving model for determining the fanned driving of the driver. The fanned driving model is information in which information on whether or not the fanned driving is performed and the above-mentioned driving information are associated with each other.

Further, the fanned driving model may be a learning model generated by machine learning using the information on whether or not the fanned driving is performed and the driving information. Specifically, the fanned driving model as a learning model can be obtained as a regression model in which the information on whether or not the driver is fanned driving is used as the objective variable (correct answer data) and the driving information is used as the explanatory variable (identity). it can.

Next, each function of the control unit 2 (acquisition unit 21, determination unit 22 and processing unit 23) will be described.

The acquisition unit 21 acquires various types of information. For example, the acquisition unit 21 acquires travel information regarding the travel of the own vehicle. The driving information includes the driving state of the own vehicle (accelerator operation, brake operation, vehicle speed, etc.), the position of the own vehicle, the surrounding environment of the own vehicle (road type, traffic volume, weather, road surface condition, etc.), and the front or rear. Includes information on the presence or absence of vehicles and the presence or absence of emergency vehicles.

In addition, the acquisition unit 21 can acquire various information from other vehicles in front of or behind the own vehicle. The acquisition unit 21 acquires information (an example of fanned information) indicating that the own vehicle is being fanned from another vehicle behind the own vehicle. In addition, the acquisition unit 21 acquires information (an example of fanning information) indicating that the vehicle is being fanned by the own vehicle from another vehicle in front of the own vehicle. That is, the acquisition unit 21 acquires information on whether or not the own vehicle is fanning another vehicle and information on whether or not the own vehicle is fanned by another vehicle.

The determination unit 22 determines whether or not the own vehicle is driving or being driven. Specifically, the determination unit 22 determines whether or not the own vehicle is driving with respect to another vehicle based on the travel information acquired by the acquisition unit 21.

Further, the determination unit 22 determines whether or not the own vehicle is driving in a fanned manner, which is a driving that is easily fanned by another vehicle, based on the travel information acquired by the acquisition unit 21.

For example, the determination unit 22 collates the model included in the model information 32 stored in the storage unit 3 with the running information, and determines whether or not the driving is a fanning operation or whether or not the driving is a fanning operation. judge.

Further, when the determination unit 22 uses the model information 32 including the model as the learning model, the determination unit 22 inputs the driving information acquired by the acquisition unit 21 and outputs a score indicating the degree of the driving or the driving driving output from the model. Judgment of fanned driving or fanned driving based on. As a result, it is possible to determine the fanned operation or the fanned operation with high accuracy.

Further, when the determination unit 22 determines that the driving is being driven or the driving is being driven, the determination unit 22 determines the driving level or the driving level indicating the degree of the driving or the driving. The fanned driving level or the fanned driving level may be determined based on the score output from the above-mentioned model, or may be determined based on the driving information.

Further, the determination unit 22 determines whether or not the driving or the driving is canceled after the notification information is notified by the notification unit 231 described later. Specifically, the determination unit 22 performs a fanning operation or a fanning operation determination process based on the driving information acquired by the acquisition unit 21 during a predetermined period after the notification information is notified by the notification unit 231. Do.

In addition, based on the travel information acquired by the acquisition unit 21, the determination unit 22 executes the determination processing of the driving and the driving when there is an emergency vehicle (ambulance, police car, etc.) around the own vehicle. Ban. The prohibition of execution of the determination process will be described later in FIG. 5B.

The processing unit 23 performs processing according to the determination result of the determination unit 22. Specifically, the processing unit 23 includes a notification unit 231, a proposal unit 232, and a travel control unit 233.

The notification unit 231 notifies the driver of the own vehicle of various information. For example, when the determination unit 22 determines that the driving is being performed, the notification unit 231 notifies the driver of the own vehicle of the notification information regarding the driving. Further, when the acquisition unit 21 acquires information indicating that another vehicle is being fanned, the notification unit 231 notifies the driver of the own vehicle of the notification information regarding the fanning driving.

Further, when the determination unit 22 determines that the driver is driving, the notification unit 231 notifies the driver of the own vehicle of the notification information regarding the driving. Further, when the acquisition unit 21 acquires the information indicating that the other vehicle is fanned, the notification unit 231 notifies the driver of the own vehicle of the notification information regarding the driving. Specific examples of the notification information notified by the notification unit 231 will be described later with reference to FIGS. 5A to 5C.

Further, the notification unit 231 is not limited to notifying the driver of the own vehicle, but may notify the driver of another vehicle. For example, when the determination unit 22 determines that the driving is being driven, the notification unit 231 notifies the driver of another vehicle of information indicating that the own vehicle is driving. Further, when it is determined by the determination unit 22 that the vehicle is being driven, the notification unit 231 notifies the driver of another vehicle of information indicating that the own vehicle is being driven.

The proposal unit 232 proposes a route change to the own vehicle based on the determination result of the determination unit 22. For example, the proposal unit 232 proposes to the driver of the own vehicle a change to a route that is less likely to be fanned when it is determined by the determination unit 22 that the driver is driving.

Specifically, the proposal unit 232 proposes a lane change to a lane other than the overtaking lane when the own vehicle is traveling in the overtaking lane. Further, the proposal unit 232 proposes a route change to a road having a relatively low traffic volume when the traffic volume of the road on which the own vehicle is traveling is relatively heavy. Further, the proposal unit 232 may propose a route change to a road having a relatively slow legal speed or a road having a relatively large number of lanes.

In this way, the proposal unit 232 can avoid a situation in which another vehicle is fanning its own vehicle by proposing a change to a route that is less likely to be fanned, so that the occurrence of the fanning operation itself can be suppressed.

Further, when the determination unit 22 determines that the driving is being performed, the proposal unit 232 proposes to the driver of the own vehicle a change to a route in which the driving is less likely to occur. For example, the proposal unit 232 proposes to change lanes to the overtaking lane when the own vehicle is traveling in a lane other than the overtaking lane.

Further, the proposal unit 232 proposes a route change to a road having a relatively low traffic volume when the traffic volume of the road on which the own vehicle is traveling is relatively heavy. Further, the proposal unit 232 may propose a route change to a road having a relatively high legal speed or a road having a relatively large number of lanes.

In this way, the proposal unit 232 can avoid a situation in which the own vehicle incites another vehicle by proposing a change to a route in which the incitement driving is less likely to occur, so that the occurrence of the incitement operation itself can be suppressed.

The travel control unit 233 controls the travel of the own vehicle. Specifically, the travel control unit 233 controls travel by switching between manual operation and automatic operation for controlling the own vehicle.

For example, when the determination unit 22 determines that the driving or the driving is not eliminated, the traveling control unit 233 switches from the manual operation to the automatic operation and controls the driving so as to eliminate the driving or the driving. To do. The travel control unit 233 may switch from manual operation to automatic operation after notifying the notification information a predetermined number of times. In this way, the travel control unit 233 forcibly stops the malicious driving or the driving by switching to the automatic driving when the driving or the driving is not resolved even after the notification information is notified. Can be made to.

Next, a specific example of the process executed by the control unit 2 will be described with reference to FIGS. 5A to 5C. 5A to 5C are diagrams showing specific examples of the processing executed by the control unit 2.

In FIG. 5A, the rear vehicle C1 (hereinafter, rear vehicle C1) is fanning the front vehicle C2 (hereinafter, front vehicle C2), in other words, the front vehicle C2 is being fanned by the rear vehicle C1. Is shown.

In the case shown in FIG. 5A, the driving support device 1 in the front vehicle C2 determines that the front vehicle C2 is being driven and is driving based on the traveling information of the front vehicle C2. Further, the driving support device 1 in the rear vehicle C1 determines that the rear vehicle C1 is driving in a hurry based on the traveling information of the rear vehicle C1.

Note that FIG. 5A shows a case where the rear vehicle C1 is determined to be driving and the front vehicle C2 is determined to be driven. For example, the rear vehicle C1 is determined to be driving and the front vehicle C2 is determined to be driving. In some cases, it is not determined to be fanned driving, and in other cases, the rear vehicle C1 is not determined to be fanned driving and the front vehicle C2 is determined to be fanned driving.

In the case shown in FIG. 5A, the driving support device 1 in the front vehicle C2 is, for example, "because it is considerably slower than the legal speed, it may induce a fanning of the vehicle behind. Do not change lanes or increase the speed a little. Notify notification information such as "?"

Specifically, the notification information shown in FIG. 5A includes information indicating that the driving of the front vehicle C2 is likely to be fanned, information proposing the elimination of the fanned driving of the front vehicle C2, and the like. By notifying such notification information, it is possible to make the driver of the vehicle C2 in front recognize that the driver is driving easily, and it is possible to easily eliminate the driven driving.

Further, in the case of FIG. 5A, the driving support device 1 in the rear vehicle C1 may, for example, "may feel that the vehicle in front is being fanned. Notify notification information such as "Hmm?"

Specifically, the notification information shown in FIG. 5A includes information indicating that the rear vehicle C1 is fanning, information proposing to eliminate the fanning driving of the rear vehicle C1, and the like. By notifying such notification information, it is possible to make the driver of the rear vehicle C1 recognize that the driving is being driven, and it is possible to easily eliminate the driving.

Next, in FIG. 5B, as in FIG. 5A, the rear vehicle C1 and the front vehicle C2 are in a fanned / fanned relationship, and the emergency vehicle is about to pass near the rear vehicle C1 and the front vehicle C2. Is shown.

Under such circumstances, the rear vehicle C1 and the front vehicle C2 may move to the side of the road and travel at a low speed so that the emergency vehicle can easily pass through. That is, the rear vehicle C1 speeds up to evacuate in a hurry and temporarily approaches the front vehicle C2, so that the rear vehicle C1 is in a state of fanning driving against the intention of the driver. In addition, the front vehicle C2 suddenly decelerates at the evacuation site and runs at a low speed, and the distance between the front vehicle C1 and the rear vehicle C1 is shortened at a stretch. ..

Therefore, when an emergency vehicle is detected around the rear vehicle C1 by various sensors, the determination unit 22 prohibits the execution of the determination process of the driving of the rear vehicle C1. Further, when an emergency vehicle is detected around the front vehicle C2 by various sensors, the determination unit 22 prohibits the execution of the determination process of the fanned driving of the front vehicle C2.

As a result, even if the own vehicle is temporarily fanned or fanned to avoid an emergency vehicle, the execution of the determination process is prohibited so that the driver is not determined to be fanned or fanned. Therefore, since the notification information by the notification unit 231 is not notified, it is possible to reduce the driver's impatience and annoyance due to the notification information being notified.

Next, with reference to FIG. 5C, a case where there is no target vehicle for fanning / fanning driving in front of or behind the own vehicle C will be described. In FIG. 5C, it is assumed that there is no other vehicle in front of or behind the own vehicle C.

Even in the case shown in FIG. 5C, the determination unit 22 may determine that the driver is driving or the driver is driving based on the traveling information of the own vehicle C. That is, if there is another vehicle in front of or behind the own vehicle C, the determination unit 22 is driven or fanned when the own vehicle C and the other vehicle are in a fanned / fanned relationship. Judge that you are driving.

Then, in such a case, the determination unit 22 determines that the driving level or the driving level is low because there is actually no other vehicle. Then, when the determination unit 22 determines that the driving level or the driving level is low, the notification unit 231 notifies notification information including driving advice and introduction of past accident cases. That is, the notification unit 231 does not notify the information that directly indicates that the driver is driving or is driving.

In the example shown in FIG. 5C, when the determination unit 22 determines that the driver is driving, the notification unit 231 says, "It seems that the brakes are pressed many times. When the accelerator or brake is slowly depressed, gasoline is used each time. I will notify you of notification information including driving advice such as "I can save XX ml!". As a result, the driver of the own vehicle C can improve the driving operation based on the notification information, and thus can suppress the occurrence of the later fanning operation.

In addition, when it is determined by the determination unit 22 that the notification unit 231 is driving, "It seems that the current speed is slower than the legal speed. It is an accident caused by running at a low speed in a high-speed overtaking lane. Please note that the number of accidents that have occurred is XX as of this year. " As a result, the driver of the own vehicle C can improve the driving operation based on the notification information, and thus can suppress the occurrence of the later fanned driving.

In the situation shown in FIG. 5C, when the driver has no margin, such as when the own vehicle C travels in front of the intersection, the notification information may not be notified.

Further, in FIG. 5C, the notification information when the driving level or the driving level is low is shown, but when the driving level or the driving level is low (for example, when there is a vehicle in front or a vehicle behind), the driving level is low. Notification information that directly indicates driving or driven driving may be notified. In this way, by notifying the notification information of the content according to the fanned driving level or the fanned driving level, it is possible to notify the notification information of the appropriate content.

Next, the processing procedure of the processing executed by the driving support device 1 according to the embodiment will be described with reference to FIGS. 6 and 7. FIG. 6 is a flowchart showing a processing procedure of the entire processing executed by the driving support device 1 according to the embodiment. FIG. 7 is a flowchart showing a processing procedure of the automatic operation switching process executed by the operation support device 1 according to the embodiment.

First, with reference to FIG. 6, the entire process executed by the driving support device 1 according to the embodiment will be described. The process shown in FIG. 6 is repeatedly executed while the vehicle equipped with the driving support device 1 is running (while the engine is being driven).

As shown in FIG. 6, first, the acquisition unit 21 acquires the travel information regarding the travel of the own vehicle (step S101). Subsequently, the determination unit 22 determines whether or not there is an emergency vehicle around the own vehicle based on the travel information (step S102).

When there is no emergency vehicle around the own vehicle (step S102: Yes), the determination unit 22 determines whether or not the own vehicle is driving in a fan (step S103).

When the own vehicle is driving in a fan (step S103: Yes), the determination unit 22 determines the level of the fan driving, which indicates the degree of the fan driving (step S104).

The notification unit 231 notifies the driver of the own vehicle of the notification information of the content corresponding to the driving level, which is the information related to the driving, and ends the process.

On the other hand, in step S102, when there is an emergency vehicle (step S102: No), the determination unit 22 ends the process without performing the determination process.

Further, in step S103, when the determination unit 22 determines that the driving is not being performed (step S103: No), the determination unit 22 determines whether or not the own vehicle is being driven and driving (step S106).

When the determination unit 22 determines that the fanned operation is being performed (step S106: Yes), the determination unit 22 determines the fanned operation level (step S107).

Subsequently, the notification unit 231 notifies the driver of the own vehicle of the notification information of the content corresponding to the fanned driving level, which is the information related to the fanned driving (step S108), and ends the process.

On the other hand, in step S106, when the determination unit 22 determines that the operation is not being fanned (step S106: No), the process ends.

Next, the automatic operation switching process executed by the operation support device 1 according to the embodiment will be described with reference to FIG. 7. The process shown in FIG. 7 is executed when it is determined by the determination unit 22 that the own vehicle is driving or being driven.

As shown in FIG. 7, the notification unit 231 notifies the driver of the own vehicle of the notification information regarding the fanned driving or the fanned driving (step S201).

Subsequently, the determination unit 22 determines, after the notification of the notification information, whether or not the driving of the own vehicle or the driving of the own vehicle has been resolved (step S202).

When the determination unit 22 determines that the driving or the driving of the own vehicle has been resolved (step S202: Yes), the notification unit 231 ends the notification of the notification information (step S203), and ends the process.

On the other hand, when the determination unit 22 determines that the driving of the own vehicle or the driving is not resolved (step S202: No), the notification unit 231 notifies the notification information again (step S204).

Subsequently, the determination unit 22 determines, after re-notification of the notification information, whether or not the driving of the own vehicle or the driving of the own vehicle has been resolved (step S205).

The notification unit 231 executes step S203 when it is determined by the determination unit 22 that the driving of the own vehicle or the driving of the own vehicle has been resolved (step S205: Yes).

On the other hand, when the determination unit 22 determines that the driving of the own vehicle or the driving is not resolved (step S205: No), the traveling control unit 233 switches the own vehicle to the automatic driving and the driving or the driving is performed. Travel control is performed so that the operation is eliminated (step S206), and the process is terminated.

As described above, the driving support device 1 according to the embodiment includes an acquisition unit 21, a determination unit 22, and a notification unit 231. The acquisition unit 21 acquires travel information, which is information related to the travel of the own vehicle. The determination unit 22 determines whether or not the own vehicle is driving with respect to another vehicle based on the travel information acquired by the acquisition unit 21. When the determination unit 22 determines that the driving is being performed, the notification unit 231 notifies the driver of the own vehicle of the notification information regarding the driving. As a result, it is possible to suppress the fanning operation.

Further, as described above, the driving support device 1 according to the embodiment includes an acquisition unit 21, a determination unit 22, and a processing unit 23. The acquisition unit 21 acquires travel information, which is information related to the travel of the own vehicle. Based on the travel information acquired by the acquisition unit 21, the determination unit 22 determines whether or not the own vehicle is driving in a fanned manner, which is a driving that is easily fanned by another vehicle. The processing unit 23 performs processing according to the determination result of the determination unit 22. As a result, it is possible to suppress the fanning operation.

Next, a driving support system including the driving support device 1 according to the embodiment will be described. 8A to 8C are diagrams showing the driving support system S.

As shown in FIG. 8A, the driving support system S according to the embodiment includes the server device 100 and the driving support devices 1-1, 1-2 mounted on the vehicles V-1, V-2, V-3, etc., respectively. , 1-3 ... and the user terminal 200. In the following, the term "vehicle V" will be used to refer to the vehicle in general, and the term "driving support device 1" will be used to refer to the driving support device in general.

The server device 100 is configured as a cloud server that provides cloud services via a network such as the Internet or a mobile phone network, and data related to vehicle V from a data user (an example of traveling information; hereinafter referred to as vehicle data). ) Accepts collection requests. The collection request includes trigger conditions for vehicle data to be collected, data contents to be collected, data conditions to be acquired, and the like. The server device 100 collects vehicle data from each driving support device 1 based on the received collection request and provides the vehicle data to the data user.

The driving support device 1 is mounted on, for example, an in-vehicle device (hereinafter, referred to as an in-vehicle device 1). The in-vehicle device 1 is a drive recorder having, for example, a camera, various sensors such as an acceleration sensor and a GPS (Global Positioning System) sensor, a storage device, a microcomputer, and the like. The vehicle data corresponding to the collection request is acquired from the vehicle V.

Further, the in-vehicle device 1 appropriately uploads the acquired vehicle data to the server device 100. The in-vehicle device 1 and the driving support device 1 may be configured separately.

The user terminal 200 is a terminal used by a data user, for example, a notebook PC (Personal Computer), a desktop PC, a tablet terminal, a PDA (Personal Digital Assistant), a smartphone, a glasses type or a clock type information processing. It is a wearable device that is a terminal.

In the driving support system S according to the embodiment, based on the collection conditions specified via the user terminal 200, the server device 100 is fanned or fanned from the in-vehicle device 1 and is associated with vehicle data related to the driving. Collect and provide to the user terminal 200. Hereinafter, a series of flows until the vehicle data is provided to the data user in the driving support system S will be described with reference to FIGS. 8A to 8C.

As shown in FIG. 8A, the data user first specifies the collection conditions by the user terminal 200 connected to the server device 100. The collection condition includes a determination condition relating to a determination process of a fanned operation or a fanned operation.

Further, at this time, the server device 100 is added to the actual data R (an example of vehicle data) to be collected, and is tag data having characteristics as index data used for searching the actual data R and grasping the outline. Generate data for generating T. That is, the tag data T is metadata in which the actual data R is converted into metadata. The data for generating the tag data T is generated based on the operation of the data user while using the program and the data for generation stored in the user terminal 200 or the server device 100.

Then, the designated collection conditions and the generated data for generating the tag data T are stored in the server device 100, distributed to the vehicle V to be collected, and stored in the in-vehicle device 1. To.

Next, each in-vehicle device 1 monitors the output data of various sensors, and when an event that satisfies the stored collection condition occurs, stores the actual data R such as the output data and the video data in the storage device.

Specifically, when the driving support device 1 which is an in-vehicle device satisfies the determination condition for being determined to be driving or being driven, the driving support device 1 is driven or driven based on the vehicle data for a predetermined period before and after the time when the determination condition is satisfied. Information indicating the driven driving and the actual data R (an example of driving information) associated with the fanned driving level or the fanned driving level are stored. Further, each in-vehicle device 1 generates and stores the tag data T corresponding to the actual data R based on the stored tag data T generation data and the actual data R. The tag data T is associated with the presence or absence of information regarding the fanned driving or the fanned driving. Then, each in-vehicle device 1 uploads the tag data T to the server device 100, and the server device 100 stores the tag data T. At this time, the actual data R is not uploaded to the server device 100. That is, as shown in FIG. 8A, the server device 100 is in a state of holding only the tag data T.

Then, when the data user connects to the server device 100 for checking the data collection status and collecting the actual data R by the user terminal 200, the meta information based on the tag data T collected by the server device 100 is used. It is displayed on the user terminal 200.

Then, as shown in FIG. 8B, when the data user specifies the tag data T corresponding to the actual data R to be collected by the user terminal 200, the actual data R is sent to the corresponding in-vehicle device 1 via the server device 100. Instruction data to specify is sent.

After that, as shown in FIG. 8C, the designated actual data R is uploaded from each in-vehicle device 1 to the server device 100 and stored in the server device 100. Then, the data user accesses the actual data R stored in the server device 100 by the user terminal 200, and browses or downloads the actual data R.

As a result, the data user can perform detailed data analysis on the fanned driving or the fanned driving based on the actual data R.

From the viewpoint of the data capacity of the in-vehicle device 1, it is preferable that the actual data R uploaded to the server device 100 and the tag data T corresponding thereto are deleted from the in-vehicle device 1 after being uploaded to the server device 100. ..

Further, the tag data T is not data that is simply an excerpt of a part of the actual data R, but can grasp the outline of the actual data R when the data user refers to it and determine the necessity of the actual data R. It is preferable that it is meta-informatized to some extent.

The server device 100 may acquire driving information from the in-vehicle device 1 and determine whether or not a driving operation or a driving operation has occurred based on the driving information. Specifically, the server device 100 generates a fanned driving model or a fanned driving model based on the traveling information acquired from various in-vehicle devices 1, and performs a determination process. As a result, the server device 100 can collect and accumulate a large amount of data related to driving information, so that a large amount of learning data in machine learning can be collected, and a highly accurate model can be generated. That is, it is possible to improve the determination accuracy of the fanned operation or the fanned operation.

Further, by collecting driving information from various in-vehicle devices 1 by the server device 100 and determining the driving or the driving, the data of the ease of "driving / driving" depending on the place, time, etc., for example. Etc. can also be obtained by stratification. As a result, for example, it is possible to acquire a wide variety of information such as a place where "fanning / fanning" is likely to occur, a date and time, and a driving method that is likely to be "fanned / fanned" according to the place / date and time, and data can be used. Can be provided to the person. To give a specific example, for example, in an area where a person travels for the first time, it is possible to perform determination processing and provide information according to the data of "fanning / fanning driving" peculiar to the area.

Further effects and variations can be easily derived by those skilled in the art. For this reason, the broader aspects of the invention are not limited to the particular details and representative embodiments expressed and described as described above. Therefore, various modifications can be made without departing from the spirit or scope of the general concept of the invention as defined by the appended claims and their equivalents.

1 Driving support device 2 Control unit 3 Storage unit 10 Various in-vehicle devices 21 Acquisition unit 22 Judgment unit 23 Processing unit 31 User information 32 Model information 50 Output device 100 Server device 200 User terminal 231 Notification unit 232 Proposal unit 233 Driving control unit S Driving support system

Claims (9)

An acquisition unit that acquires driving information, which is information about the driving of the own vehicle,
Based on the travel information acquired by the acquisition unit, a determination unit that determines whether or not the own vehicle is driving with respect to another vehicle, and a determination unit.
A driving support device including a notification unit for notifying the own vehicle of notification information regarding the driving when it is determined by the determination unit that the driving is being performed. The determination unit
The driving is determined by using a model generated based on the presence or absence of the driving, which outputs a score indicating the degree of the driving when the driving information acquired by the acquisition unit is input. The driving support device according to claim 1, wherein the driving support device is characterized by the above. The acquisition unit
The driving support device according to claim 1 or 2, wherein the driving information including at least one information of the driving state of the own vehicle, the position of the own vehicle, and the surrounding environment of the own vehicle is acquired. The determination unit
When it is determined that the vehicle is driving, the level of the road rage, which indicates the degree of the road rage, is determined.
The notification unit
The driving support device according to any one of claims 1 to 3, wherein the notification information of the content according to the driving level is notified. It is further equipped with a driving control unit that switches between manual driving and automatic driving to control driving.
The determination unit
After the notification information is notified by the notification unit, it is determined whether or not the driving is canceled.
The traveling control unit
The invention according to any one of claims 1 to 4, wherein when the determination unit determines that the driving is not eliminated, the driving is controlled so as to switch to the automatic operation and eliminate the driving. Driving support device. The acquisition unit
Obtaining driving information indicating the presence or absence of an emergency vehicle around the own vehicle,
The determination unit
The driving support device according to any one of claims 1 to 5, wherein when the emergency vehicle is around the own vehicle, the execution of the driving determination process is prohibited. An in-vehicle device including the driving support device according to any one of claims 1 to 6.
A driving support system including a server device that receives driving information associated with information about driving in a vehicle from the in-vehicle device. The server device
The driving support system according to claim 7, further comprising determining whether or not a driving operation has occurred based on the driving information. The acquisition process to acquire driving information, which is information about the driving of the own vehicle,
Based on the travel information acquired by the acquisition process, a determination step of determining whether or not the own vehicle is driving with respect to another vehicle, and a determination step.
A driving support method including a notification step of notifying the own vehicle of notification information regarding the driving when it is determined by the determination step that the driving is being driven.

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