JP6492802B2 - Driving assistance notification device - Google Patents

Description

  The present invention relates to a driving assistance notification device.

  Conventionally, driving support functions that support driving of a vehicle, such as auto cruise control (ACC) and lane keep assist (LKA), are known. Japanese Patent Application Laid-Open No. 2004-151561 describes a technique for informing a driver of a vehicle about such a driving support function.

  Specifically, select a driving environment where the driving support function is easier based on conditions such as the vehicle traveling on a toll road, driving on an automobile-only road, the vehicle speed is above a predetermined level, and the amount of rainfall is low. Thus, a technique for guiding the use of the driving support function is disclosed.

JP 2008-305319 A

  The guidance as in Patent Document 1 is useful for a driver who does not know the existence of the driving support function or a driver who knows the existence but does not know in which driving environment.

  However, according to the inventor's investigation, even if the driver knows the existence of the driving support function and the usable driving environment, the driver support function is also notified to the driver who wants to drive by himself without using it. There are scenes where this is effective. Specifically, after a dangerous situation (near incident) that does not lead to an accident in the vehicle occurs, the driver may become mentally unstable and adversely affect driving operations. Relatively preferred.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a technique for notifying a driver of a driving support function after a dangerous situation that does not lead to an accident occurs in a vehicle.

In order to achieve the above object, the invention according to claim 1 is a dangerous situation determination means (110) for determining that a dangerous situation that does not lead to an accident is detected in a vehicle, and the dangerous situation determination that the dangerous situation is detected. Driving operation determining means (118) for determining whether or not a difference in feature amount of the driving operation of the driver for the vehicle before and after the means exceeds a reference value; and when the dangerous situation is detected, the dangerous situation The driving operation is performed when the difference between the characteristic amount of the driving operation of the driver for the vehicle before and after the determination by the determining unit and the dangerous state determining unit determines that the dangerous situation is detected exceeds the reference value. determination means based on the determined, notifying the driver assistance function of the vehicle utilizing the onboard assisted sensors (2a) and support actuator (3a) to said vehicle And notification means for performing (120), a driving support notification device provided with. Thus, after a dangerous situation that does not lead to an accident occurs in the vehicle, the driver can be notified of the driving support function.

  In addition, the code | symbol in the bracket | parenthesis in the said and the claim shows the correspondence of the term described in the claim, and the concrete thing etc. which illustrate the said term described in embodiment mentioned later. .

It is a block diagram of a vehicle-mounted system. It is a flowchart of the alerting | reporting process in 1st Embodiment. It is a figure which illustrates the alerting | reporting content of a driving assistance function. It is a flowchart of the alerting | reporting process in 2nd Embodiment. It is a figure which illustrates the alerting | reporting content of a driving assistance function.

(First embodiment)
The first embodiment of the present invention will be described below. A driving support control device 1 (corresponding to an example of a driving support notification device) according to the present embodiment includes a driving support control device 1, a support sensor group 2, and a support actuator group 3 as shown in FIG. Yes.

  The driving support control device 1 is a microcomputer that includes a CPU, RAM, ROM, flash memory, I / O, and the like (not shown). Various processes of the driving support control device 1 are realized by the CPU executing programs read from the ROM or flash memory using the RAM as a work area. The driving support control device 1 executes the near miss detection process 11, the notification process 12, and the support control process 13 in a multitasking manner (that is, substantially simultaneously) by such a method.

  The sensor group 2 is a sensor group mounted on the vehicle. For example, a wheel speed sensor that outputs a pulse signal corresponding to the wheel speed of the vehicle, an acceleration sensor that detects acceleration applied to the vehicle body of the vehicle, and a distance between the preceding vehicle and the preceding vehicle. It has a millimeter-wave radar sensor that detects a distance and the like, an in-vehicle camera that captures an object in front of the vehicle, and the like. A part of the sensor group 2 is a support sensor 2 a used in the support control process 13. The support sensor 2a may be one or plural.

  The actuator group 3 is an actuator group mounted on the vehicle, and includes, for example, a driving actuator, a braking actuator, a power steering actuator, a notification actuator, and the like.

  The driving actuator includes, for example, a throttle motor that changes the throttle opening of the vehicle, a traveling motor that generates a driving force for traveling the vehicle, and the like. The braking actuator includes, for example, a pressure increasing valve, a pressure reducing valve, a hydraulic pump drive motor, and the like for controlling a braking force (wheel cylinder pressure) in a vehicle brake device. The power steering actuator includes a power steering motor for applying a rotational force to the steering handle via a reduction gear or the like. The notification actuator includes an audio output device for notifying the driver of the vehicle by voice, a display for notifying the driver of the vehicle by characters or images, and the like. A part of the in-vehicle actuator group 3 is a support actuator 3 a used in the support control process 13. There may be one or more support actuators 3a.

  Here, the near miss detection process 11, the notification process 12, and the support control process 13 will be described. The driving assistance control device 1 is a process for detecting that a dangerous situation (hereinafter, referred to as a near-miss) has occurred in the vehicle by executing a near-miss detection process 11.

  Specifically, the driving assistance control device 1 detects the occurrence of a near-miss by executing a near-miss detection process 11 while the vehicle is traveling. For example, in the near miss detection process 11, the driving assistance control device 1 determines whether or not the vehicle has suddenly decelerated (whether or not the vehicle deceleration has exceeded a threshold value) based on the detection signal from the acceleration sensor. If it is determined that the vehicle has suddenly decelerated, data indicating that a near-miss has been detected is passed to the notification process 12, and if it is determined that the vehicle has not suddenly decelerated, data indicating that a near-miss has been detected is sent to the notification process 12. Don't give it.

  Further, for example, in the near miss detection process 11, the driving support control device 1 determines whether or not the distance between the host vehicle and the preceding vehicle has rapidly decreased based on the detection signal of the millimeter wave radar sensor (per unit time of the distance between the vehicles). It is determined whether or not the amount of decrease exceeds a threshold value. If it is determined that the near-miss has been rapidly shortened, data indicating that the near-miss has been detected is passed to the notification processing 12, and if it is determined that the near-miss has not been rapidly contracted, data indicating that the near-miss has been detected is transmitted to the notification processing 12. Don't give it. At this time, instead of the millimeter wave radar sensor, by performing a well-known image recognition process on the captured image in front of the vehicle output by the in-vehicle camera, the distance between the host vehicle and the preceding vehicle included in the captured image is reduced. You may determine whether it shrunk rapidly.

  The notifying process 12 is a process for notifying the driving support function of the vehicle (one or both of the proposal of using the driving support function and the description of the method of using the driving support function). The driving support function is a function of controlling the behavior of the vehicle by using the support sensor 2a and the support actuator 3a and controlling the support actuator 3a based on the detection result of the support sensor 2a.

  Specifically, as shown in FIG. 2, the driving support control device 1 first detects the occurrence of a near-miss in the notification process 12, and the near-miss detection process 11 newly generates a near-miss (that is, the determination in the previous step 110). Thereafter, it is determined whether or not it has been detected (by the current determination). If it is determined that it has not been detected, step 110 is repeated.

  When it determines with having detected, it progresses to step 120 and alert | reports a driving assistance function. Specifically, as shown in FIG. 3, a message 52 for proposing use of the driving support function and a message 53 for explaining how to use the driving support function are displayed on both or one of the audio output devices and the display for a predetermined time. Let me know.

  The message 52 can make the driver aware of the use of the driving support function when the driver does not know the driving support function and when the driver does not think that the driving support function is useful in a scene shaken by a near-miss. Further, the message 53 can achieve the same effect as the message 52, and can teach the usage method when the driver does not know how to use the driving support function or when the driver cannot remember easily due to shaking. In addition, about the messages 52 and 53, you may alert | report both and you may alert | report only one of them. After step 120, the process returns to step 110.

  As described above, the driving support control device 1 executes the notification process 12 to determine whether or not a dangerous situation (a near miss) that does not lead to an accident in the vehicle has been detected by the near miss detection process 11 (step 110). Then, based on the determination that a near-miss has been detected, the driving support function is notified (step 120).

  Upon receiving this notification, the driver can perform an operation on the driving support control device 1 to start the driving support function in accordance with the message 53 that explains how to use the driving support function. In such a case, the driving support control device 1 starts executing the support control process 13.

  In the assistance control process 13, the driving assistance control device 1 executes, for example, auto cruise control (ACC control) and / or lane keep assist control (LKA control).

  First, auto cruise control control will be described. In the auto cruise control control, the driving support control device 1 calculates the inter-vehicle distance and the relative speed between the preceding vehicle and the host vehicle based on the detection signal of the millimeter wave radar sensor or the image taken by the in-vehicle camera. Then, the driving support control device 1 calculates the target acceleration so that the inter-vehicle distance between the preceding vehicle and the host vehicle realizes and maintains the target inter-vehicle distance. Then, the driving support control device 1 controls the above-described throttle motor, travel motor, pressure increasing valve, pressure reducing valve, and hydraulic pump drive motor by a known method so that the calculated target acceleration is realized. The above is the auto cruise control control.

  As described above, when performing the auto cruise control, the driving support control device 1 includes the millimeter wave radar sensor or the in-vehicle camera as the support sensor 2a, and includes the throttle motor, the travel motor, the pressure increasing valve, the pressure reducing valve, and the hydraulic pump. The drive motor belongs to the support actuator 3a.

  Next, lane keep assist control will be described. In the lane keep assist control, the driving support control device 1 performs a well-known white line recognition process on the captured image in front of the vehicle acquired from the in-vehicle camera of the in-vehicle sensor group 2, so that two white lines in front of the host vehicle are detected. The relative position with respect to the own vehicle is specified. Subsequently, the driving support control device 1 determines a target travel line based on the positions of the two identified white lines. The target travel line is created so that, for example, the lengths of two perpendicular lines drawn from the same point on the target travel line to two white lines are the same. Then, the driving support control device 1 determines the target steering force according to the offset amount D in the direction opposite to the offset so that the offset amount D (the amount of deviation to the left and right) of the host vehicle with respect to the target travel line becomes zero. Then, the above-described power steering motor is operated so as to realize the determined target steering force. Further, the driving support control device 1 deviates from one of the two white lines after a few seconds, for example, from the position of the two white lines and the vehicle speed of the host vehicle (calculated based on the detection signal of the wheel speed sensor). Predict whether or not to do. Then, only when it is predicted to deviate, the above-described sound output device is caused to output an alarm sound. The above is the lane keep assist control.

  As described above, when the driving support control device 1 performs the lane keep assist control, the in-vehicle camera and the wheel speed sensor belong to the support sensor 2a, and the power steering motor and the voice output device belong to the support actuator 3a.

  As described above, the driving support control device 1 according to the present embodiment notifies the driving support function based on the determination that the near-miss has been detected. This is because even a person who does not normally use the driving support function should use the driving support function in a mentally unstable state after a near-miss occurs. Actually, it is known that near-miss driving is likely to occur near 15 minutes after the near-miss (reference book: Nobuyo Kasuga, “Safe driving starts from“ Awareness ””, Naruyamado Shoten, August 30, 2013. Page 15), and it is thought that the fluctuations will affect safe driving. However, in this situation, there are situations where people who are not familiar with the driving support function can not think of how to use it, or even if they come up with it, they do not know how to use it. Therefore, effective use of the driving support function is promoted by proposing the driving support function and explaining how to use it in the situation where a near-miss occurs as described above.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. This embodiment is different from the first embodiment only in the processing content of the notification processing 12. More specifically, the driving support control device 1 of the present embodiment performs the process shown in FIG. 4 in the notification process 12 instead of the process of FIG. The same step numbers are assigned to the processes equivalent to those in FIGS.

  As shown in FIG. 4, the driving support control device 1 first acquires preliminary driving characteristics in step 105 as shown in FIG. 4. The driving characteristic is a characteristic amount that reflects the driving operation characteristic (character) of the driver with respect to the vehicle, and the preliminary driving characteristic is a driving characteristic before it is determined in step 110 that a near-miss is detected.

As the feature amount, for example,
(1) Average value of the inter-vehicle distance when the distance between the preceding vehicle and the own vehicle is within 100 meters (2) Average value of the offset D of the own vehicle with respect to the target travel line described in the first embodiment (3) Turn left Average value of the distance from the point where the turn signal is operated before the intersection to the intersection (4) There is an average value of the angular velocity of the vehicle when the intersection turns at the intersection where the turn is left. Here, the average value may be an average value within a predetermined period in advance (for example, within the past 30 minutes).

  The inter-vehicle distance between the preceding vehicle and the host vehicle in the above (1) can be acquired using a millimeter wave radar sensor or an in-vehicle camera in the in-vehicle sensor group 2 as described in the first embodiment. These sensors belong to the support sensor 2a when the auto cruise control control is performed in the support control processing 13, and do not belong to the support sensor 2a when the auto cruise control control is not performed.

  The offset D of the host vehicle with respect to the target travel line in (2) above can be acquired using an in-vehicle camera and a wheel speed sensor in the in-vehicle sensor group 2 as described in the first embodiment. These sensors belong to the support sensor 2a when the lane keep assist control is performed in the support control processing 13, and do not belong to the support sensor 2a when the lane keep assist control is not performed.

  The amount of (3) above is, for example, that the driving support control device 1 can read the map data, can determine the current position of the host vehicle using a GPS receiver, etc., and turn on / off the blinker If the turn signal sensor for detecting is included in the in-vehicle sensor group 2, it can be acquired.

  The amount of (4) can be determined by, for example, the driving support control device 1 being able to read map data, specifying the current position of the host vehicle using a GPS receiver, and the yaw rate sensor being an in-vehicle sensor. If it is included in group 2, it can be acquired.

  In addition to the amounts (1) to (4), driving characteristics as described in JP 2011-34430 A may be employed. Moreover, only one type may be employ | adopted among the other driving characteristics described in said (1)-(4) and Unexamined-Japanese-Patent No. 2011-34430, and multiple types may be employ | adopted.

  In step 110 following step 105, as in the first embodiment, it is determined whether the near-miss detection process 11 newly detects the occurrence of a near-miss. If it is determined that it has not been detected, the process returns to step 105. If it is determined that it has been detected, the process proceeds to step 115.

  In step 115, a pre-operation characteristic is acquired. The preliminary operation characteristic is an operation characteristic after it is determined in step 110 that a near-miss has been detected. The driving characteristics acquired here are of the same type as the driving characteristics acquired in step 105 (above (1)).

  Here, the average value may be an average value within a predetermined period after the fact (for example, within 5 minutes after determining that a near-miss was detected in step 110).

  Subsequently, in step 118, it is determined whether or not the influence of the near-miss appears in the driving characteristics (the driving operation is disturbed) depending on whether or not the difference between the feature values of the preliminary driving characteristics and the subsequent driving characteristics exceeds the reference value. .

  Specifically, one type of the feature amount of the preliminary operation characteristic is compared with the same one type of the feature amount of the preliminary operation characteristic. Note that the preliminary driving characteristic at this time point is an average value of feature amounts within the predetermined period before it is determined that a near-miss has been detected. And, for example, whether the influence of the near-miss appears on the driving characteristics depending on whether or not the average value of the inter-vehicle distance of (1) is shortened beyond the reference distance (for example, 10 m) before the near-miss detection. Determine whether or not.

  Further, for example, whether or not the influence of near-miss appears in the driving characteristics depending on whether or not the average value of the offset D in (2) is longer than the reference distance (for example, 2 m) before the near-miss detection. Determine whether or not.

  In addition, for example, whether or not the influence of near-miss appears in the driving characteristics depending on whether or not the average value of the distance of (3) is shorter than the reference distance (for example, 10 m) after the near-miss detection. Determine whether.

  Further, for example, it is determined whether or not the influence of near-miss appears in the driving characteristics depending on whether or not the average value of the angular velocity in the above (4) is greater than the reference angular velocity after the near-miss detection. .

  If it is determined that the influence of near-miss appears in the driving characteristics, the process proceeds to step 120. If it is determined that the driving characteristic does not appear, the process returns to step 105. In step 120, the driving support function is notified as in the first embodiment.

  However, in this embodiment, as shown in FIG. 5, together with the messages 52 and 53 that are the same as those in the first embodiment, a message 51 indicating that the driving after the occurrence of a near-miss is upset is displayed on either or both of the audio output device and the display. For a predetermined time.

  As described above, in this embodiment, the message 51 for notifying the feature of the driving operation performed by the driver after the occurrence of the near-miss occurs in the step 118 is the difference between the feature amount of the pre-driving characteristic and the post-driving characteristic. This is to inform the occupant that the vehicle has exceeded the reference value. With this message 51, the driver is aware that he may be upset and may be an opportunity to return to calm.

  In this way, by notifying the determination result of the driving characteristics by the message 51, the message 51 can be used to make the driver aware even when the driver does not have the same awareness and can effectively promote the use of the driving support function.

  In addition, the driver who has received the notification of the messages 52 and 53 can perform an operation for starting the driving support function on the driving support control device 1 in accordance with the message 53 explaining how to use the driving support function. In such a case, the driving support control device 1 executes the support control process 13 by the same method as in the first embodiment.

  As described above, the driving support control device 1 according to the present embodiment determines that a near-miss has been detected, and the difference in the feature value of the driver's driving operation with respect to the vehicle before and after determining that a near-miss has been detected is the reference value. It is determined whether or not the number is exceeded. And based on having determined that it exceeded, the notification of a driving assistance function is performed. With this configuration, it is possible to more accurately select a driver's sway occurrence scene and report the driving support function.

  Further, the driving support control device 1 calculates driving characteristics before and after determining that a near-miss has been detected based on the detection result of the support sensor 2a. And the driving assistance control apparatus 1 implement | achieves a driving assistance function in the assistance control process 13 based on the detection result of the same sensor 2a for assistance.

  In this way, when the driving characteristic acquired to determine whether or not to notify the driving support function reflects the detection result of the support sensor 2a also used in the driving support function, the driving support function is used. Doing so increases the possibility of improving driving safety.

  In each of the above embodiments, the driving support control device 1 functions as an example of a dangerous situation determination unit by executing Step 110 in FIGS. 2 and 4. Moreover, it functions as an example of a driving | operation determination means by performing step 118 of FIG. Moreover, it functions as an example of an alerting | reporting means by performing step 120 of FIG. 2, FIG.

(Other embodiments)
In addition, this invention is not limited to above-described embodiment, In the range described in the claim, it can change suitably. Further, the above embodiments are not irrelevant to each other, and can be combined as appropriate unless the combination is clearly impossible. In each of the above-described embodiments, it is needless to say that elements constituting the embodiment are not necessarily essential unless explicitly stated as essential and clearly considered essential in principle. Yes. Further, in each of the above embodiments, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is clearly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to the specific number except for the case. Further, in each of the above embodiments, when referring to the shape, positional relationship, etc. of the component, etc., the shape, unless otherwise specified and in principle limited to a specific shape, positional relationship, etc. It is not limited to the positional relationship or the like. The present invention also allows the following modifications to the above embodiments. In addition, the following modifications can select application and non-application to the said embodiment each independently. In other words, any combination of the following modifications can be applied to the above-described embodiment.

(Modification 1)
The driving support control device 1 may directly perform the acquisition of the detection signal from the support sensor 2a and the control of the support actuator 3a as described in the above embodiments. However, it may be performed not via direct but via other ECU and / or in-vehicle LAN.

(Modification 2)
In each of the above embodiments, the support control process 13 performs both or one of the auto cruise control control and the lane keep assist control in order to realize the driving support function. In addition to these, other support control processes (For example, brake assist) may be performed. Alternatively, instead of these, a type of driving assistance (that is, an automatic driving function) that completely eliminates the driver's operation may be realized.

(Modification 3)
The near-miss detection method by the near-miss detection processing 11 shown in the above embodiments is merely an example, and near-miss may be detected by another known method.

(Modification 4)
In the above embodiment, the near miss detection process 11, the notification process 12, and the support control process 13 are realized by the same driving support control apparatus 1, but these processes 11 to 13 may be realized by different apparatuses.

DESCRIPTION OF SYMBOLS 1 Driving assistance control apparatus 2 In-vehicle sensor group 2a Support sensor 3 In-vehicle actuator group 3a Support actuator

Claims (3)

A dangerous situation determination means (110) for determining that a dangerous situation that does not lead to an accident is detected in the vehicle ;
Driving operation determination means (118) for determining whether or not the difference in the characteristic amount of the driving operation of the driver for the vehicle before and after the danger situation determination means determines that the dangerous situation is detected exceeds a reference value; ,
The difference in feature amount of the driving operation of the driver with respect to the vehicle before and after the danger situation judging means judges that the dangerous situation is detected and the dangerous situation judgment means judges that the dangerous situation is detected Of the vehicle driving support function using the support sensor (2a) and the support actuator (3a) mounted on the vehicle based on the determination by the driving operation determination means that the vehicle has exceeded the reference value. A driving assistance notification device comprising: notification means (120) for performing notification. The driving support function is a function of controlling the behavior of the vehicle by controlling the support actuator based on the detection result of the support sensor,
The driving operation determination means calculates the characteristic amount of the driving operation of the driver for the vehicle before and after the danger situation determination means determines that the danger situation is detected based on the detection result of the support sensor. The driving assistance notification device according to claim 1 , wherein The notification means determines that the dangerous situation is detected by the dangerous situation determination means, and the driver's driving operation for the vehicle before and after the dangerous situation determination means determines that the dangerous situation is detected. Based on the fact that the driving operation determination means determines that the difference in the feature amount exceeds the reference value, the driving support function is notified, and the danger situation determination means determines that the danger situation is detected driving support notification apparatus according to claim 1 or 2, characterized in that the notification about the characteristics of the driving operation by the driver has made to later the vehicle.

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