CN116895161A - Traffic safety auxiliary system - Google Patents

Abstract

The invention aims to provide a traffic safety auxiliary system which can improve traffic safety under the condition that a mobile body approaches a host vehicle and the host vehicle is predicted to exceed other mobile bodies. In order to solve the above-described problems, the present invention provides a traffic safety support system 1 including an identification means, an HMI, a risk notification setting unit 64, and a risk notification control device, wherein the risk notification setting unit 64 sets a notification mode of the risk notification control device to a sign notification mode or an analog notification mode based on a vehicle distance between the four-wheel vehicle 2 and the four-wheel vehicle 5, a relative speed of the four-wheel vehicle 2 with respect to the four-wheel vehicle 5, and driving subject state information of a driver of the four-wheel vehicle 2, when the motorcycle 3 is a counter-moving body approaching the four-wheel vehicle 2 from a front side in a traveling direction of the four-wheel vehicle 2, and when the four-wheel vehicle 5 that prevents the driver of the four-wheel vehicle 2 from identifying a position of the motorcycle 3 exists between the four-wheel vehicle 2 and the motorcycle 3.

Description

Traffic safety auxiliary system

Technical Field

The present invention relates to a traffic safety assistance system. More specifically, the present invention relates to a traffic safety support system for supporting driving of a driver as a support target for a mobile body.

Background

In public transportation, various traffic participants such as moving bodies of four-wheeled automobiles, motorcycles, bicycles, and the like, and pedestrians move at different speeds based on their own will. As a technique for improving the safety, convenience, and the like of traffic participants in such public transportation, for example, patent literature 1 discloses a driving support device that performs driving support control based on predicted dangerous states, information on the running state of a vehicle when an occupant feels a danger, and information on the surrounding environment of the vehicle, thereby performing warning or intervention operation for running control so as not to hinder smooth running even in the case where a plurality of objects are present.

[ Prior Art literature ]

(patent literature)

Patent document 1: japanese patent application laid-open No. 2021-136001

Disclosure of Invention

[ problem to be solved by the invention ]

In the conventional driving support technique, when a moving object approaches the host vehicle and the host vehicle is predicted to overtake another moving object, the driver of the host vehicle is notified when there is a possibility that the moving object collides with the host vehicle. However, in the conventional driving support technique, the driver of the host vehicle cannot be notified accurately, and the safety of traffic cannot be sufficiently ensured.

The present invention provides a traffic safety support system capable of improving traffic safety in a situation where a mobile object approaches a host vehicle and the host vehicle is predicted to overtake another mobile object.

[ means of solving the problems ]

(1) A traffic safety support system (for example, a traffic safety support system 1 described later) of the present invention supports driving of a driver as a support object (for example, a four-wheel car 2 described later) of a first moving body, the traffic safety support system comprising: identification means (for example, an in-vehicle driving support device 21, an in-vehicle communication device 24, a portable information processing terminal 25, an in-vehicle driving support device 31, an in-vehicle communication device 34, a portable information processing terminal 35, a portable information processing terminal 40, a signal control device 55, an infrastructure camera 56, an object traffic area identification unit 60, and a traffic environment database 67, which will be described later), for identifying traffic participants and traffic environments in a monitored area around the support object; human-machine interfaces (for example, human-machine interfaces (Human Machine Interface, HMI) 220, HMI 320, and HMI 420) described later operate so that the driver can recognize them; a notification mode setting means (for example, risk notification setting means 64 described later) for setting a notification mode of the man-machine interface based on a recognition result of the recognition means while the presence of the second mobile body is recognized by the recognition means outside a first range (for example, an advanced driving support system (Advanced Driver Assistance System, ADAS) operation range described later) in the monitored area and centered around the support object; a notification control means (for example, a risk notification control device 227, a risk notification control device 327, and an HMI control device 425 described later) that causes the human-machine interface to operate in a first notification mode when the notification mode is set to a first mode (for example, a sign notification mode described later), and causes the human-machine interface to operate in a second notification mode having a higher notification intensity than the first notification mode when the notification mode is set to a second mode (for example, an analog (analog) notification mode described later); and driving characteristic acquisition means (for example, driving subject information acquisition means 61 described later) for acquiring driving subject state information of the driver of the first mobile body; the notification mode setting means sets the notification mode to the first mode or the second mode based on a distance between the first moving body and the third moving body, a relative speed of the first moving body with respect to the third moving body, and the driving subject state information of the driver of the first moving body when the second moving body is a counter moving body approaching the auxiliary object from the traveling direction of the auxiliary object to Fang Wangqian, and a third moving body (for example, a four-wheel vehicle 5 described later) that prevents the driver of the first moving body from recognizing the position of the second moving body is present between the first moving body and the second moving body.

(2) In this case, it is preferable that the notification mode setting means sets the notification mode to the first mode when the first moving body exceeds a first inter-vehicle distance and a first relative speed that indicate a possibility of exceeding the third moving body, and sets the notification mode to the second mode when the first moving body exceeds a second inter-vehicle distance and a second relative speed that indicate a possibility of exceeding the third moving body, and the driving subject state information of the driver of the first moving body includes an operation that indicates a possibility of exceeding the third moving body.

(3) In this case, it is preferable that the notification mode setting means sets the notification mode to the first mode when the first moving object becomes equal to or less than a second inter-vehicle distance and a second relative speed, which are indicative of a possibility of exceeding the third moving object, after setting the notification mode to the second mode.

(4) In this case, it is preferable that the notification mode setting means releases the notification mode when the first moving body becomes a first inter-vehicle distance and a first relative speed or less, which are indicative of a possibility of exceeding the third moving body, after setting the notification mode to the first mode.

(5) In this case, it is preferable that the notification mode setting means changes the notification intensity according to the degree of risk between the auxiliary object and the second mobile body when the notification mode is set to the second mode.

(6) In this case, it is preferable that the assist target has a driving assist device (for example, an in-vehicle driving assist device 21 described later) that automatically operates at least one of the brake device and the steering device on the condition that a moving body having a possibility of touching is present in the first range.

(effects of the invention)

(1) In the traffic safety support system according to the present invention, the notification control means causes the man-machine interface to operate in the first notification mode when the notification mode is set to the first mode, causes the man-machine interface to operate in the second notification mode having a higher notification intensity than the first notification mode when the notification mode is set to the second mode, and the notification mode setting means sets the notification mode to the first mode or the second mode based on a vehicle distance between the first mobile body and the third mobile body, a relative speed of the first mobile body with respect to the third mobile body, and driving body state information of the driver of the first mobile body when the second mobile body is a counter mobile body approaching the auxiliary object from the front in the traveling direction of the auxiliary object, and when a third mobile body that prevents the driver of the first mobile body from recognizing the position of the second mobile body is present between the first mobile body and the second mobile body. Thus, the traffic safety support system can perform notification in the first notification method and the second notification method in advance when there is a third mobile body that prevents the first mobile body from recognizing the position of the second mobile body. In this way, in the traffic safety support system 1, since the notification intensity of the first notification method performed in advance is lower than that of the second notification method, when there is a third moving body that prevents the first moving body from recognizing the position of the second moving body and the first moving body is predicted to overrun the third moving body, it is possible to suppress the annoyance of the notification to the driver of the first moving body and to ensure the traffic safety.

(2) In the traffic safety support system according to the present invention, the notification mode setting means sets the notification mode to the first mode when the first moving body exceeds the first inter-vehicle distance and the first relative speed that indicate the possibility of exceeding the third moving body, and sets the notification mode to the second mode when the driving subject state information of the driver of the first moving body includes an operation that indicates the idea of exceeding the third moving body and the first moving body exceeds the second inter-vehicle distance and the second relative speed that indicate the possibility of exceeding the third moving body. Thus, the traffic safety support system can notify the driver in advance in the case where there is a possibility that the first mobile body will overrun the third mobile body, so that the safety of traffic can be ensured.

(3) In the traffic safety support system according to the present invention, the notification mode setting means sets the notification mode to the first mode when the first moving object becomes equal to or less than the second inter-vehicle distance and the second relative speed, which indicate the possibility of exceeding the third moving object, after setting the notification mode to the second mode. Thus, the traffic safety support system changes the notification mode from the second mode to the first mode when the possibility that the first mobile body overruns the third mobile body becomes low. Thus, the traffic safety support system can communicate the presence of other mobile bodies to the driver to a non-annoying extent in the case where the risk level is low.

(4) In the traffic safety support system according to the present invention, the notification mode setting means releases the notification mode when the first moving body becomes a first inter-vehicle distance that shows a possibility of exceeding the third moving body or less than the first relative speed after the notification mode is set to the first mode. Thus, the traffic safety assistance system can communicate to the driver that the first mobile body is almost lost from exceeding the third mobile body.

(5) In the traffic safety support system according to the present invention, the notification pattern setting means changes the notification intensity according to the degree of risk between the support object and the second mobile body, and therefore, the traffic safety support system according to the present invention can strongly communicate the approach of the second mobile body to the driver when the degree of risk is high, and can communicate the presence of the second mobile body to the driver at a non-annoying degree when the degree of risk is low.

(6) In the traffic safety support system according to the present invention, the support target has a driving support device that automatically operates at least one of the brake device and the steering device on condition that a moving body having a possibility of touching is present in the first range. Therefore, the traffic safety auxiliary system can reduce the possibility of collision between the first mobile body and the second mobile body by the driving auxiliary device, and ensure traffic safety.

Drawings

Fig. 1 is a diagram showing a configuration of a traffic safety support system according to an embodiment of the present invention and a part of an object traffic area, which is a support object of the traffic safety support system.

Fig. 2 is a block diagram showing the configuration of a coordination assistance apparatus and a plurality of regional terminals communicably connected to the coordination assistance apparatus.

Fig. 3A is a block diagram showing the structure of a notification device mounted on a four-wheel automobile.

Fig. 3B is a block diagram showing the structure of the notification device mounted on the motorcycle.

Fig. 3C is a block diagram showing the structure of a notification device mounted on a portable information processing terminal owned by a pedestrian.

Fig. 4 is a schematic diagram for explaining the situation of a four-wheel car and a motorcycle on a road as a monitoring area.

Detailed Description

A traffic safety assistance system according to an embodiment of the present invention will be described below with reference to the drawings.

Fig. 1 is a diagram schematically showing a configuration of a traffic safety support system 1 according to the present embodiment and a part of an object traffic area 9 in which a traffic participant is located as a support object of the traffic safety support system 1.

The traffic safety support system 1 recognizes a pedestrian 4, which is a person moving in the target traffic area 9, and the four-wheel vehicle 2, the motorcycle 3, and the like, which are moving bodies, as each traffic participant, and notifies each traffic participant of support information generated through the recognition, thereby facilitating communication between each traffic participant moving based on their own will (specifically, for example, mutual recognition between each traffic participant) and recognition of surrounding traffic environments, and thereby supporting safe and smooth traffic for each traffic participant in the target traffic area 9.

In fig. 1, a case will be described in which the vicinity of an intersection 52 in an urban area including a roadway 51, an intersection 52, a pedestrian path 53, and a traffic signal 54 as traffic infrastructure equipment is set as the target traffic area 9. In fig. 1, a total of 7 four-wheeled vehicles 2 and a total of 2 motorcycles 3 are shown moving in a roadway 51 and an intersection 52, and a total of 3 groups of pedestrians 4 are moving in a roadway 53 and an intersection 52. In addition, fig. 1 shows a case where a total of 3 infrastructure cameras 56 are provided.

The traffic safety assistance system 1 includes: an in-vehicle device group 20 (including portable information processing terminals held or worn by a driver driving the four-wheel car 2 in addition to in-vehicle devices mounted on the four-wheel car 2) that moves together with the respective four-wheel cars 2; an in-vehicle device group 30 (including portable information processing terminals held or worn by a driver driving the motorcycle 3 in addition to in-vehicle devices mounted on the motorcycle 3) that moves together with the respective motorcycles 3; portable information processing terminals 40 held or worn by the walkers 4; a plurality of infrastructure cameras 56 disposed in the object traffic area 9; a signal control device 55 for controlling the signal generator 54; and a coordination auxiliary device 6 communicably connected to a plurality of terminals (hereinafter, also simply referred to as "regional terminals") existing in the target traffic region 9, such as the in-vehicle device groups 20,30, the portable information processing terminal 40, the infrastructure camera 56, and the signal control device 55.

The coordination support apparatus 6 is constituted by one or more computers communicably connected to the plurality of area terminals via the base station 57. More specifically, the coordination support apparatus 6 is configured by a server connected to a plurality of regional terminals via a base station 57, a network core, and the internet, an edge server connected to a plurality of regional terminals via a base station 57 and a multi-access edge computing (Mulch-access Edge Computing, MEC) core, or the like.

Fig. 2 is a block diagram showing the configuration of the coordination assistance apparatus 6 and a plurality of area terminals communicably connected to the coordination assistance apparatus 6.

The set of in-vehicle devices 20 mounted on the four-wheeled vehicle 2 in the target traffic area 9 includes, for example: an in-vehicle driving support device 21 for supporting driving of a driver, a notification device 22 for notifying various information to the driver, a driving subject state sensor 23 for detecting the state of the driving driver, an in-vehicle communication device 24 for performing wireless communication between the host vehicle and the coordination support device 6 or another vehicle in the vicinity of the host vehicle, a portable information processing terminal 25 owned or worn by the driver, and the like.

The in-vehicle driving support device 21 includes an external sensor unit, a host vehicle state sensor, a navigation device, a driving support electronic control unit (Electronic Control Unit, ECU), and the like. The external sensor unit includes: an off-vehicle camera unit for photographing the periphery of the vehicle; a plurality of vehicle-mounted external sensors mounted on the host vehicle, such as a radar unit or a laser detection and ranging (Light Detection and Ranging, LIDAR) unit that detects an object outside the vehicle by using electromagnetic waves; and an external recognition device for acquiring information on the surrounding state of the vehicle by performing sensor fusion processing on the detection results of the vehicle-mounted external sensors. The vehicle state sensor includes sensors for acquiring information on the running state of the vehicle, such as a vehicle speed sensor, an acceleration sensor, a steering angle sensor, a yaw rate sensor, a position sensor, and an azimuth sensor. The navigation device includes, for example, a global navigation satellite system (Global Navigation Satelite System, GNSS) receiver that determines the current position of the host vehicle based on signals received from GNSS satellites, a storage device that stores map information, and the like.

The driving support ECU executes driving support control such as lane departure suppression control, lane change control, preceding vehicle following control, false start suppression control, collision release braking control, collision avoidance control, and the like, based on information acquired by the external sensor unit, the host vehicle state sensor, the navigation device, and the like. The driving support ECU generates driving support information for supporting safe driving of the driver based on information acquired by the external sensor unit, the host vehicle state sensor, the navigation device, and the like, and transmits the driving support information to the notification device 22.

Here, the driving assist ECU starts collision-release brake control for automatically operating the brake device of the host vehicle to release the loss due to contact between the host vehicle and another mobile body, on the condition that the mobile body having a possibility of contact with the host vehicle exists within a predetermined collision-release brake operation range around the host vehicle. The driving assist ECU starts collision avoidance control for automatically operating the steering device of the host vehicle to avoid contact with other mobile objects, on the condition that mobile objects having a possibility of contact with the host vehicle exist within a predetermined collision avoidance steering operation range around the host vehicle. Hereinafter, the collision-alleviation braking operation range and the collision-avoidance steering operation range are collectively referred to as "ADAS operation range".

The driving subject state sensor 23 is constituted by various devices that acquire time-lapse data of information related to the presence of the driving ability of the driving driver. The driving body state sensor 23 is constituted by, for example, the following devices: an in-vehicle camera that detects the direction of the line of sight of the driving driver, whether or not the eyes are open, a seat belt sensor that is provided on a seat belt worn by the driver and that detects the presence or absence of a pulse or breath of the driver, a steering wheel sensor that is provided on a steering wheel held by the driver and that detects the skin potential of the driver, an in-vehicle microphone that detects the presence or absence of a dialogue between the driver and the fellow passenger, and the like.

The in-vehicle communication device 24 has the following functions: a function of transmitting information acquired by the driving support ECU (including information acquired by an external sensor unit, a host vehicle state sensor, a navigation device, and the like, control information related to the driving support control being executed, and the like), information related to the driving body acquired by the driving body state sensor 23, and the like, to the coordination support device 6; and a function of receiving the coordination support information transmitted from the coordination support apparatus 6 and transmitting the received coordination support information to the notification apparatus 22.

The notification device 22 is configured by various devices that cause a human-machine interface (hereinafter, also referred to simply as "HMI (Human Machine Interface)") to operate so as to be determined based on the driving support information transmitted from the in-vehicle driving support device 21 and the coordination support information transmitted from the coordination support device 6, and thereby notify the driver of various information by means of the sense of hearing, the sense of sight, the sense of touch, and the like of the driver.

Fig. 3A is a block diagram showing the structure of notification device 22 mounted on a four-wheel automobile. In fig. 3A, only the modules of the notification device 22, particularly, the modules related to the control based on the coordination support information transmitted from the coordination support device 6 are illustrated.

The notification device 22 includes: HMI 220 operates in a manner that can be perceived by the driver; and an HMI control device 225 that operates the HMI 220 based on the coordination support information transmitted from the coordination support device 6.

HMI 220 includes: an acoustic device 221 that operates so that a driver can recognize the acoustic device by hearing; head up display 222, which operates in a manner that the driver can recognize visually; and a seat belt control device 223 and a seat vibration device 224 that are operated so that the driver can recognize by touch.

The acoustic device 221 includes: the headrest speaker 221a, which is provided in a headrest of a driver seat on which a driver sits, can emit a two-channel sound having directivity; and a main speaker 221b provided near the driver's seat or the passenger seat. These headrest speaker 221a and main speaker 221b emit sounds corresponding to instructions from the HMI control device 225. The head-up display 222 displays an image corresponding to an instruction from the HMI control 225 on the view field (for example, a windshield) of the driver who is driving. The seat belt control device 223 changes the tension of the seat belt worn by the driver in response to an instruction from the HMI control device 225. The seat vibration device 224 vibrates the seat on which the driver sits at an amplitude and/or a vibration frequency corresponding to the instruction from the HMI control device 225.

The HMI control device 225 includes: a health control device 226 for causing the HMI 220 to operate so as to determine the driving ability (particularly, cognitive ability) of the healthy driver; and a risk notification control device 227 that causes the HMI 220 to operate so as to determine the existence of a risk of approaching the driver. As will be described later, the coordination support information transmitted from the coordination support apparatus 6 to the four-wheel vehicle 2 includes: information on a soundness notification setting value for setting on/off of soundness notification under soundness control device 226, information on a risk notification setting value for setting on/off of risk notification under risk notification control device 227 and a type of notification mode described later, information on a risk of approaching the driver (hereinafter also referred to as "risk information"), and the like.

The soundness notification setting value input to the soundness control apparatus 226 is set to either one of "0" which sets soundness notification under the soundness control apparatus 226 to off and "1" which turns soundness notification under the soundness control apparatus 226 on.

The soundness control apparatus 226 sets the soundness notification to off when the soundness notification setting value is "0". That is, when the soundness notification setting value is "0", the soundness control apparatus 226 does not operate the HMI 220. Furthermore, this does not prevent the operation of HMI 220 controlled by risk notification control 227.

When the soundness notification setting value is "1", the soundness control apparatus 226 sets the soundness notification to on. More specifically, the soundness control apparatus 226 soundes a musical composition of interest to the driver, for example, via the headrest speaker 221a or the main speaker 221b, thereby sounding the driving ability of the driver. In this case, in order to increase the wakefulness of the driver, the Beats Per Minute (BPM) of the musical composition may be changed or the bass may be emphasized.

In this way, since the health control device 226 operates the HMI 220 for the purpose of making the driver's drivability healthy, the health notification can be turned off even when the risk notification by the risk notification control device 227 described later is set to on (i.e., when the risk notification setting value is "1" or "2"), so as not to feel annoyance to the driver. In the present embodiment, the case where the headrest speaker 221a or the main speaker 221b is operated by the soundness control device 226 to soundly the driving ability of the driver mainly through the hearing of the driver is described, but the present invention is not limited to this. The soundness control device 226 may operate the seat belt control device 223 or the seat vibration device 224, for example.

The risk notification control device 227 can perform risk notification in a plurality of notification modes in which at least one of the operation target device and the operation mode of the HMI 220 is different. More specifically, the risk notification control device 227 can perform risk notification in at least any one of the following notification modes: a sign notification mode for the purpose of making the driver recognize the existence of a potential risk, a simulation notification mode for the purpose of making the driver recognize the existence of a risk that is exposed and/or the degree of the risk, and a prediction assistance notification mode for the purpose of notifying the driver of information that is beneficial to avoiding the predicted risk. Accordingly, the risk notification setting value input to the risk notification control device 227 is set to any one of "0" which sets the risk notification under the risk notification control device 227 to be off, "1" which sets the risk notification under the risk notification control device 227 to be on and sets the notification mode to be the sign notification mode and the prediction assist notification mode, and "2" which sets the risk notification under the risk notification control device 227 to be on and sets the notification mode to be the analog notification mode and the prediction assist notification mode.

The risk notification control device 227 sets the risk notification to be off when the risk notification setting value is "0". That is, the risk notification control device 227 does not operate the HMI 220 when the risk notification setting value is "0". Furthermore, this does not prevent the operation of HMI 220 controlled by health control device 226.

When the risk notification setting value is "1", the risk notification control device 227 sets the notification mode to the sign notification mode and the prediction-assist notification mode, and turns on the risk notification in these set notification modes.

In addition, when the risk notification setting value is "2", the risk notification control device 227 sets the notification mode to the simulation notification mode and the prediction-assist notification mode, and turns on the risk notification in these set notification modes.

Here, in the case where the notification mode is set to the prediction support notification mode, the risk notification control device 227 generates risk avoidance assistance information that is useful for avoiding the risk of approaching the driver's side based on the risk information transmitted from the coordination support device 6, and causes the acoustic device 221 or the heads-up display 222 of the HMI 220 to operate so that the driver can recognize the risk avoidance assistance information by hearing or vision. Here, the risk avoidance assistance information includes: information about the position of a traffic participant (hereinafter also referred to as a "risk object") having a possibility of contact with the host vehicle, and information on the content that draws attention of the driver to the risk object.

More specifically, in the case where there is a motorcycle driven by a rider in an unhealthy state in front of a four-wheel vehicle driven by the driver, the risk notification control device 227 sends out or displays a message of the content "please notice the dangerous right turn of the two-wheel vehicle" on the head-up display 222 as risk avoidance assistance information for avoiding contact with the motorcycle. In this case, the risk notification control device 227 may display an arrow image indicating the current position or the predicted position of the motorcycle as risk avoidance assistance information for avoiding contact with the motorcycle by the head-up display 222.

In addition, when the notification mode is set to the sign notification mode, the risk notification control device 227 causes the HMI 220 to operate so as not to feel annoyance to the driver, thereby causing the driver to naturally recognize the presence of the risk object extracted from the risk information transmitted from the coordination support apparatus 6. In this way, in the sign notification mode, in order to make the driver feel no annoyance and naturally recognize the presence of the risk object, the risk notification control device 227 preferably causes the headrest speaker 221a, which is particularly dependent on the sense of hearing of the driver, to operate among the plurality of devices included in the HMI 220. More specifically, when the notification mode is set to the sign notification mode, the risk notification control device 227 emits the sound of the eariness of the binaural sound set to naturally direct the driver's line of sight to the position of the risk target at a small volume by the headrest speaker 221 a.

When the notification mode is set to the analog notification mode, the risk notification control device 227 causes the HMI 220 to operate in a manner different from the above-described sign notification mode, and thereby causes the driver to strongly recognize the presence of the risk object extracted from the risk information transmitted from the coordination support device 6 and the degree of risk for the risk object. In this way, in the simulation notification mode, in order to make the driver strongly aware of the presence of the risk object, the risk notification control device 227 makes the HMI 220 operate in such a manner that the notification intensity is higher than that decided in the sign notification mode. Here, the notification intensity refers to an intensity that attracts attention and attention of the driver. More specifically, in the case where the notification mode is set to the analog notification mode, the risk notification control device 227 generates a beep or a pulse sound having a volume greater than the effect sound generated in the sign notification mode, via the headrest speaker 221a or the main speaker 221 b. These beeps or pulse sounds are sounds which are not sound of the driver's eariness and have a large volume as compared with the effect sounds emitted in the sign notification mode, and thus the notification intensity is higher than the effect sounds emitted in the sign notification mode.

In the case where the notification intensity is changed according to the degree of risk in this way, the risk notification control device 227 preferably operates the HMI 220 so that the notification intensity is maximized at the time when the collision-mitigation braking control or the collision-avoidance steering control of the driving assistance ECU starts to be executed, in other words, at the time when the risk subject enters the ADAS operation range of the host vehicle.

In the present embodiment, the case where the risk notification control device 227 causes the acoustic device 221 to operate when the notification mode is set to the analog notification mode is described, but the present invention is not limited to this. When the notification mode is set to the simulation notification mode, the risk notification control device 227 may operate the seat belt control device 223, change the tension of the seat belt, or operate the seat vibration device 224 to vibrate the seat, instead of operating the acoustic device 221. In this way, the seat belt control device 223 and the seat vibration device 224 operate by the sense of touch of the driver, and therefore, the notification intensity is higher than the effect sound emitted in the sign notification mode. In addition, when the notification mode is set to the analog notification mode, the risk notification control device 227 may operate the acoustic device 221, the seat belt control device 223, and the seat vibration device 224 in combination.

In addition, as described above, in the simulation notification mode, in order to make the driver strongly recognize the risk level for the risk object in addition to the presence of the risk object, the risk notification control device 227 preferably changes the notification intensity according to the risk level for the risk object (for example, the collision prediction time for the risk object) extracted from the risk information transmitted from the coordination support device 6. Specifically, the risk notification control device 227 may increase the volume of the buzzing sound, increase the volume of the pulse sound, or shorten the interval of the pulse sound as the degree of risk is higher (i.e., as the collision prediction time is shorter). As described above, in the case where the webbing control mechanism 223 is operated, the risk notification control mechanism 227 may increase the tension of the webbing as the risk level increases. In addition, as described above, in the case where the seat vibration device 224 is operated, the risk notification control device 227 may increase the amplitude of the vibration of the seat as the degree of risk increases.

Referring back to fig. 2, the portable information processing terminal 25 is constituted by, for example, a wearable terminal worn by the driver of the four-wheel car 2, a smart phone held by the driver, or the like. The wearable terminal has the following functions: a function of measuring biological information of the driver such as heart rate, blood pressure, and blood oxygen saturation, and transmitting the measurement data of the biological information to the coordination support apparatus 6; and a function of receiving the coordination assistance information transmitted from the coordination assistance apparatus 6 and notifying the driver of a message corresponding to the coordination assistance information by means of an image, voice, warning sound, vibration, or the like. In addition, the smart phone has the following functions: a function of transmitting information on the driver such as position information, movement acceleration, and schedule information of the driver to the coordination support apparatus 6; and a function of receiving the coordination assistance information transmitted from the coordination assistance apparatus 6 and notifying the driver of a message corresponding to the coordination assistance information by means of an image, a voice, a warning sound, a melody, vibration, or the like.

The set of in-vehicle devices 30 mounted on the motorcycle 3 in the target traffic area 9 includes, for example: an in-vehicle driving support device 31 that supports driving of a rider, a notification device 32 that notifies the rider of various information, a rider status sensor 33 that detects the status of the driving rider, a portable information processing terminal 35 owned or worn by the rider, and the like.

The in-vehicle driving support device 31 includes an external sensor unit, a host vehicle state sensor, a navigation device, a driving support ECU, and the like. The external sensor unit includes: an off-vehicle camera unit for photographing the periphery of the vehicle; a plurality of vehicle-mounted external sensors mounted on the host vehicle, such as a radar unit and a LIDAR unit for detecting an object outside the vehicle by using electromagnetic waves; and an external recognition device for acquiring information on the surrounding state of the vehicle by performing sensor fusion processing on the detection results of the vehicle-mounted external sensors. The vehicle state sensor is composed of a vehicle speed sensor, a 5-axis or 6-axis inertial measurement device, and other sensors that acquire information on the traveling state of the vehicle. The navigation device includes, for example, a GNSS receiver that determines a current position based on signals received from GNSS satellites, a storage device that stores map information, and the like.

The driving support ECU executes driving support control such as lane keeping control, lane departure suppression control, lane change control, preceding vehicle following control, false start suppression control, collision release braking control, and the like, based on information acquired by the external sensor unit, the host vehicle state sensor, the navigation device, and the like. The driving support ECU generates driving support information for supporting safe driving of the rider based on information acquired by the external sensor unit, the host vehicle state sensor, the navigation device, and the like, and transmits the driving support information to the notification device 32.

Here, the driving assist ECU starts collision-release brake control for automatically operating the brake device of the host vehicle to release the loss due to contact between the host vehicle and another mobile body, on the condition that the mobile body having a possibility of contact with the host vehicle exists within a predetermined collision-release brake operation range around the host vehicle. The driving assist ECU starts collision avoidance control for automatically operating the steering device of the host vehicle to avoid contact with other mobile objects, on the condition that mobile objects having a possibility of contact with the host vehicle exist within a predetermined collision avoidance steering operation range around the host vehicle. Hereinafter, the collision-alleviation braking operation range and the collision-avoidance steering operation range are collectively referred to as "ADAS operation range".

The rider status sensor 33 is constituted by various means that acquire information related to the presence of the driving ability of the rider being driven. The rider status sensor 33 is constituted, for example, by: a seat sensor provided on a seat on which a rider sits and detecting the presence or absence of a pulse or breath of the rider, or a helmet sensor provided on a helmet worn by the rider and detecting the presence or absence of a pulse or breath of the rider, skin potential, and the like.

The in-vehicle communication device 34 has the following functions: a function of transmitting information acquired by the driving assistance ECU (including information acquired by an external sensor unit, a host vehicle state sensor, a navigation device, and the like, control information related to driving assistance control being executed, and the like), information related to a rider acquired by a rider state sensor 33, and the like, to the coordination assistance device 6; and a function of receiving the coordination support information transmitted from the coordination support apparatus 6 and transmitting the received coordination support information to the notification apparatus 32.

The notification device 32 is configured by various devices that cause the HMI to operate so as to be determined based on the driving assistance information transmitted from the in-vehicle driving assistance device 21 and the coordination assistance information transmitted from the coordination assistance device 6, thereby notifying the rider of various information by means of the sense of hearing, vision, touch, and the like of the rider.

Fig. 3B is a block diagram showing the structure of the notification device 32 mounted on the motorcycle. In fig. 3B, only the modules of the notification device 32, particularly, the modules related to the control based on the coordination support information transmitted from the coordination support device 6 are illustrated.

The notification device 32 includes: HMI 320 operates in a manner that a rider can recognize; and, the HMI control unit 325 operates the HMI 320 based on the coordination support information transmitted from the coordination support apparatus 6.

HMI 320 includes: a head speaker 321 that operates in such a manner that a rider can recognize by hearing; and a heads-up display 322 that operates in a manner that a rider can recognize visually.

The head speaker 321 is provided on a helmet worn by a rider, and can emit a binaural sound having directivity. The head speaker 321 emits a sound corresponding to an instruction from the HMI control 325. The head-up display 322 displays an image corresponding to an instruction from the HMI control 325 in the field of view of the rider who is driving (for example, a helmet's face screen (shield)).

The HMI control device 325 includes: a health control device 326 that causes the HMI 320 to operate so as to be determined for the driving ability (particularly, cognitive ability) of the health rider; and a risk notification control device 327 that causes the HMI 320 to operate so as to determine the existence of a risk of approaching the rider. As will be described later, the coordination support information transmitted from the coordination support apparatus 6 to the motorcycle 3 includes: information on a soundness notification setting value for setting on/off of soundness notification under soundness control apparatus 326, information on a risk notification setting value for setting on/off of risk notification under risk notification control apparatus 327 and the kind of notification mode, risk information on a risk of approaching the rider, and the like.

The soundness notification setting value input to the soundness control apparatus 326 is set to either one of "0" and "1", the "0" sets soundness notification under the soundness control apparatus 326 to off, and the "1" turns on soundness notification under the soundness control apparatus 326.

The soundness control apparatus 326 sets the soundness notification to off when the soundness notification setting value is "0". That is, when the health notification setting value is "0", the health control device 326 does not operate the HMI 320. Furthermore, this does not prevent the operation of HMI 320 controlled by risk notification control device 327.

When the soundness notification setting value is "1", the soundness control apparatus 326 sets the soundness notification to on. More specifically, the soundness control apparatus 326 gives out a music piece of interest in riding feeling, for example, via the head-mounted speaker 321, thereby sounding the driving ability of the rider. In this case, the BPM of the music may be changed or the bass may be emphasized in order to increase the wakefulness of the rider.

In this way, since the health control device 326 operates the HMI 320 for the driving ability of the health rider, the health notification may be turned off to prevent the rider from feeling annoyed even when the risk notification by the risk notification control device 327 described later is set to on (that is, when the risk notification setting value is "1" or "2").

The risk notification control device 327 can perform risk notification in a plurality of notification modes in which at least one of the operation target device and the operation mode of the HMI 320 is different. More specifically, risk notification control device 327 is capable of performing risk notification in at least any one of the following notification modes: a sign notification mode for the purpose of making the rider recognize the existence of a potential risk, a simulation notification mode for the purpose of making the rider recognize the existence of a risk that is exposed and/or the degree of the risk, and a prediction assistance notification mode for the purpose of notifying the rider of information that is beneficial to avoiding the predicted risk. Accordingly, the risk notification setting value input to the risk notification control device 327 is set to any one of "0" that sets the risk notification under the risk notification control device 327 to be off, "1" that sets the risk notification under the risk notification control device 327 to be on and sets the notification mode to be the sign notification mode and the prediction assistance notification mode, and "2" that sets the risk notification under the risk notification control device 327 to be on and sets the notification mode to be the analog notification mode and the prediction assistance notification mode.

The risk notification control device 327 sets the risk notification to off when the risk notification setting value is "0". That is, when the risk notification setting value is "0", the risk notification control device 327 does not operate the HMI 320. In addition, this does not prevent the operation of HMI 320 controlled by robust control device 326.

When the risk notification setting value is "1", risk notification control device 327 sets the notification mode to the sign notification mode and the prediction-assist notification mode, and turns on the risk notification in these set notification modes.

In addition, when the risk notification setting value is "2", the risk notification control device 327 sets the notification mode to the simulation notification mode and the prediction-assist notification mode, and turns on the risk notification in these set notification modes.

Here, in the case where the notification mode is set to the prediction assistance notification mode, the risk notification control device 327 generates risk avoidance assistance information that is useful for avoiding the risk of approaching the rider's side based on the risk information transmitted from the coordination assistance device 6, and causes the head-mounted speaker 321 or the head-up display 322 of the HMI 320 to operate in such a manner that the rider can recognize the risk avoidance assistance information by hearing or vision. Here, the risk avoidance assistance information includes: information about the position of the risk object having a possibility of contact with the host vehicle, and information of content that draws attention of the rider to the risk object.

More specifically, in the case where there is a four-wheel vehicle driven by a driver in an unhealthy state in front of a motorcycle driven by a rider, the risk notification control device 327 issues a message or displays a message of "please notice the dangerous right turn of the four-wheel vehicle" on the head-up display 322 as risk avoidance assistance information for avoiding contact with the four-wheel vehicle via the head-mounted speaker 321. In this case, the risk notification control device 327 may display an arrow image indicating the current position or the predicted position of the four-wheel vehicle as risk avoidance assistance information for avoiding contact with the four-wheel vehicle by the head-up display 322.

In addition, when the notification mode is set to the sign notification mode, the risk notification control device 327 causes the HMI 320 to operate so as not to feel annoyance to the rider, thereby causing the rider to naturally recognize the presence of the risk object extracted from the risk information transmitted from the coordination support apparatus 6. As such, in the sign notification mode, in order for the rider to naturally recognize the presence of the risk object without feeling annoyance, the risk notification control device 327 preferably causes the head speaker 321, which is dependent on the hearing of the rider in particular, of the plurality of devices included in the HMI 320 to operate. More specifically, when the notification mode is set to the sign notification mode, the risk notification control device 327 emits, via the head speaker 321, an effect sound based on eariness of the two-channel sound set so that the rider's line of sight naturally faces the position of the risk object at a small volume.

In addition, when the notification mode is set to the analog notification mode, the risk notification control device 327 causes the HMI 320 to operate differently from the above-described sign notification mode, thereby making the rider strongly aware of the presence of the risk object extracted from the risk information transmitted from the coordination support device 6 and the degree of risk for the risk object. In this way, in the simulation notification mode, in order to make the rider strongly aware of the presence of the risk object, the risk notification control device 327 causes the HMI 320 to operate in such a manner that the notification intensity is higher than that decided in the sign notification mode. More specifically, in the case where the notification mode is set to the analog notification mode, the risk notification control device 327 emits a beep or a pulse sound with a volume greater than the effect sound emitted in the sign notification mode via the head speaker 321. These beeps or pulse sounds are sounds that are not eary to the rider and have a larger volume than the effect sounds emitted in the sign notification mode, and thus the notification intensity is higher than the effect sounds emitted in the sign notification mode.

In addition, as described above, in the simulation notification mode, in order for the rider to strongly recognize the degree of risk for the risk object in addition to the presence of the risk object, the risk notification control device 327 preferably changes the notification intensity in accordance with the degree of risk for the risk object (for example, the collision prediction time for the risk object) extracted from the risk information transmitted from the coordination support device 6. Specifically, the risk notification control device 327 may increase the volume of the buzzing sound, increase the volume of the pulse sound, or shorten the interval of the pulse sound as the degree of risk is higher (i.e., as the collision prediction time is shorter).

In the case where the notification intensity is changed according to the degree of risk in this way, the risk notification control device 327 preferably operates the HMI 320 so that the notification intensity is maximized at the time when the collision-reduction braking control of the driving assistance ECU starts to be executed, in other words, at the time when the risk subject enters the ADAS operation range of the host vehicle.

Returning to fig. 2, the portable information processing terminal 40 owned or worn by the pedestrian 4 in the target traffic area 9 is constituted by, for example, a wearable terminal worn by the pedestrian 4, a smart phone owned by the pedestrian 4, or the like. The wearable terminal has the following functions: and a function of measuring biological information of the pedestrian 4 such as heart rate, blood pressure, and blood oxygen saturation, and transmitting the measurement data of the biological information to the coordination support apparatus 6, or receiving the coordination support information transmitted from the coordination support apparatus 6. In addition, the smart phone has the following functions: and a function of transmitting pedestrian information such as position information, movement acceleration, and schedule information of the pedestrian 4 to the coordination support apparatus 6, or receiving coordination support information transmitted from the coordination support apparatus 6.

The portable information processing terminal 40 further includes a notification device 42, and the notification device 42 notifies the pedestrian of various information by means of hearing, vision, touch, and the like of the pedestrian by operating the HMI in a manner determined based on the received coordination assistance information.

Fig. 3C is a block diagram showing the structure of the notification device 42 mounted on the portable information processing terminal 40. In fig. 3C, only the modules of the notification device 42, particularly, the modules related to the control based on the coordination support information transmitted from the coordination support device 6 are illustrated.

The notification device 42 includes: HMI 420 operates in a manner that a pedestrian can recognize; and, the HMI control device 425 operates the HMI 420 based on the coordination support information transmitted from the coordination support device 6.

HMI 420 includes: a speaker 421 that allows a pedestrian to recognize by hearing; and, the excitation device 424 is operated so that the walker can recognize by touch.

The speaker 421 emits a sound corresponding to an instruction from the HMI control 425. The excitation device 424 vibrates the main body of the portable information processing terminal 40 at an amplitude and/or a vibration frequency in accordance with a command from the HMI control device 425.

As will be described later, the coordination support information transmitted from the coordination support apparatus 6 to the portable information processing terminal 40 owned by the pedestrian includes: information on risk notification setting values for setting the on/off of risk notification under the HMI control device 425 and the kind of notification mode, risk information on risk of an approaching pedestrian, and the like.

The HMI control device 425 can perform risk notification in a plurality of notification modes in which at least one of the operation target device and the operation mode of the HMI 420 is different. More specifically, the HMI control device 425 can perform risk notification in at least any one of the following notification modes: a sign notification pattern for the purpose of making a pedestrian recognize the existence of a potential risk, and a simulation notification pattern for the purpose of making a pedestrian recognize the existence of a risk and/or the degree of the risk. Accordingly, the risk notification setting value input to the HMI control 425 is set to any one of "0", "1", and "2", the "0" sets the risk notification under the HMI control 425 to off, the "1" sets the risk notification under the HMI control 425 to on, and the notification mode to the sign notification mode, and the "2" sets the risk notification under the HMI control 425 to on, and the notification mode to the analog notification mode.

When the risk notification setting value is "0", the HMI control device 425 sets the risk notification to off. That is, when the risk notification setting value is "0", the HMI control device 425 does not operate the HMI 420.

The HMI control device 425 sets the notification mode to the sign notification mode when the risk notification setting value is "1", and turns on the risk notification in the set notification mode.

In addition, when the risk notification setting value is "2", the HMI control device 425 sets the notification mode to the analog notification mode, and turns on the risk notification in the set notification mode.

Here, when the notification mode is set to the sign notification mode, the HMI control device 425 causes the HMI 420 to operate so as not to feel annoyance to the walker, thereby causing the walker to naturally recognize the presence of the risk object extracted from the risk information transmitted from the coordination support device 6. More specifically, when the notification mode is set to the sign notification mode, the HMI control device 425 operates the excitation device 424 to vibrate the main body of the portable information processing terminal 40 at a predetermined amplitude and frequency.

When the notification mode is set to the simulation notification mode, the HMI control device 425 causes the HMI 420 to operate in a different manner from the above-described sign notification mode, and thereby makes the pedestrian strongly recognize the existence of the risk pattern extracted from the risk information transmitted from the coordination support device 6 and the degree of risk for the risk object. In this way, in the simulated notification mode, the HMI control device 425 causes the HMI 420 to operate in such a manner that the notification intensity is higher than that determined in the sign notification mode in order for the pedestrian to strongly recognize the presence of the risk object. More specifically, when the notification mode is set to the analog notification mode, the HMI control device 425 emits a beep sound, a pulse sound, a message indicating that there is a risk, or the like through the speaker 421.

In addition, as described above, in the simulation notification mode, in order to make the pedestrian strongly recognize the risk level for the risk object in addition to the presence of the risk object, the HMI control device 425 preferably changes the notification intensity according to the risk level for the risk object (for example, the collision prediction time for the risk object) extracted from the risk information transmitted from the coordination support device 6. Specifically, the HMI control unit 425 may increase the volume of the beep sound, increase the volume of the pulse sound, shorten the interval of the pulse sound, increase the volume of the message, or change the content of the message as the risk level is higher (i.e., the collision prediction time is shorter).

Returning to fig. 2, the infrastructure camera 56 captures images of the traffic infrastructure including the roadways, intersections, and walkways in the target traffic area and the moving bodies or pedestrians moving in these roadways, intersections, and walkways, and transmits the obtained image information to the coordination support device 6.

The traffic signal control device 55 controls the traffic signal and transmits traffic signal state information on the current lighting color of the traffic signal provided in the target traffic area, the timing of switching the lighting color, or the like to the coordination auxiliary device 6.

The coordination support device 6 is a computer that generates, for each of the traffic participants to be supported, coordination support information for promoting communication between the traffic participants and identification of surrounding traffic environments based on information acquired from a plurality of regional terminals existing in the target traffic region as described above, and notifies the traffic participants of the generated coordination support information, thereby supporting safe and smooth traffic of the traffic participants in the target traffic region. In the present embodiment, a traffic participant having a means (for example, notification devices 22,32, 42) that receives coordination assistance information generated in the coordination assistance device 6 and causes the HMI to operate so as to be decided based on the received coordination assistance information among a plurality of traffic participants existing in the target traffic area is an assistance target of the coordination assistance device 6.

The coordination assistance apparatus 6 includes: an object traffic area identifying unit 60 that identifies people and moving bodies in the object traffic area as individual traffic participants; a driving subject information acquisition unit 61 that acquires driving subject state information related to the presence of driving capability of a driving subject of a moving body identified as a traffic participant by the object traffic region identification unit 60; a prediction unit 62 that predicts the movement of a traffic participant in the target traffic area; a soundness notification setting unit 63 that sets on/off of soundness notification for each traffic participant identified as an auxiliary object by the object traffic region identification unit 60; a risk notification setting unit 64 that sets a notification mode of a risk notification for each traffic participant identified as an auxiliary object by the object traffic area identification unit 60; a coordination assistance information notification unit 65 that transmits coordination assistance information generated for each of the traffic participants identified as assistance objects by the object traffic region identification unit 60; a traffic environment database 67 storing information on the traffic environment of the subject traffic area; and a drive history database 68 storing information on past drive histories of the driving subjects registered in advance.

The traffic environment database 67 stores information on the traffic environment of traffic participants in the target traffic area, such as map information on the target traffic area (for example, the width of the roadway, the number of lanes, the speed limit, the width of the pedestrian, the presence or absence of guardrails between the roadway and the pedestrian crossing, and the position of the pedestrian crossing), risk area information on a high risk area, particularly, a high risk area among the target traffic areas, and the like, which are registered in advance. The information stored in the traffic environment database 67 is also referred to as registered traffic environment information hereinafter.

In the driving history database 68, information on past driving histories of a driving subject registered in advance is stored in a state of being associated with a registration number of a moving body owned by the driving subject. Therefore, if the registration number of the moving body being recognized can be determined by the object traffic area recognition unit 60 described later, the past driving history of the driving subject of the moving body being recognized can be acquired by retrieving the driving history database 68 based on the registration number. Hereinafter, the information stored in the drive history database 68 is also referred to as registered drive history information.

The target traffic area identifying unit 60 identifies identification objects including persons or moving bodies in the target traffic area, that is, traffic participants, and the traffic environments of the traffic participants in the target traffic area, based on the information transmitted from the area terminals (the in-vehicle device groups 20,30, the portable information processing terminal 40, the infrastructure cameras 56, and the signal control device 55) in the target traffic area, and the registered traffic environment information read from the traffic environment database 67, and acquires identification information about these identification objects.

Here, the information transmitted from the in-vehicle driving support device 21 and the in-vehicle communication device 24 included in the in-vehicle device group 20 to the target traffic area identifying unit 60 and the information transmitted from the in-vehicle driving support device 31 and the in-vehicle communication device 34 included in the in-vehicle device group 30 to the target traffic area identifying unit 60 include: information on the state of the own vehicle as a traffic participant, which is acquired by an external sensor unit, information on the state of the own vehicle as a traffic participant, which is acquired by an own vehicle state sensor, a navigation device, or the like. The information transmitted from the portable information processing terminal 40 to the target traffic area identifying unit 60 includes: information on the status of pedestrians as a traffic participant, such as position and movement acceleration. In addition, the image information transmitted from the infrastructure camera 56 to the object traffic area identifying unit 60 includes: information about each traffic participant or its traffic environment, such as the appearance of traffic infrastructure equipment such as a roadway, an intersection, and a pedestrian road in the target traffic area, and the appearance of a traffic participant moving in the target traffic area. The traffic signal status information transmitted from the signal control device 55 to the target traffic area identifying unit 60 includes: information about the traffic environment of each traffic participant, such as the current lighting color of the traffic signal and the timing to switch the lighting color. The registered traffic environment information read from the traffic environment database 67 by the target traffic area identifying unit 60 includes: map information of the target traffic area, risk area information, and the like, and information on the traffic environment of each traffic participant.

Accordingly, the target traffic area identifying unit 60 can acquire the identification information (hereinafter, also referred to as "traffic participant identification information") of each traffic participant in the target traffic area, such as the position, the moving speed, the moving acceleration, the moving direction, the vehicle type of the moving body, the vehicle class of the moving body, the registration number of the moving body, the number of pedestrians constituting the pedestrian, the age group of the pedestrian, and the like of each traffic participant in the target traffic area, based on the information transmitted from these area terminals. The target traffic area identifying means 60 may acquire, based on the information transmitted from the area terminals, identification information (hereinafter, also referred to as "traffic environment identification information") of the traffic environment of each traffic participant in the target traffic area such as the width of the roadway, the number of lanes, the speed limit, the width of the roadway, the presence or absence of the guardrail between the roadway and the roadway, the lighting color of the traffic light, the switching timing thereof, and the risk area information.

Thus, in the present embodiment, the means for identifying the traffic participants and the traffic environment in the target traffic area is constituted by: an object traffic area identifying unit 60; an in-vehicle driving support device 21, an in-vehicle communication device 24, and a portable information processing terminal 25 included in the in-vehicle device group 20 of the four-wheel vehicle 2; an in-vehicle driving support device 31, an in-vehicle communication device 34, and a portable information processing terminal 35 included in the in-vehicle device group 30 of the motorcycle 3; a portable information processing terminal 40 for pedestrian 4; an infrastructure camera 56; a signal control device 55; and, a traffic environment database 67.

The target traffic area identifying unit 60 transmits the traffic participant identifying information and the traffic environment identifying information acquired as described above to the driving subject information acquiring unit 61, the predicting unit 62, the soundness notification setting unit 63, the risk notification setting unit 64, the coordination assistance information notifying unit 65, and the like.

The driving subject information acquiring unit 61 acquires driving subject state information and driving subject characteristic information regarding the presence of the current driving capability of the driving subject of the mobile body identified as the traffic participant by the target traffic area identifying unit 60, based on the information transmitted from the above-described area terminals (particularly the in-vehicle device groups 20, 30) in the target traffic area and the registered driving history information read from the driving history database 68.

More specifically, the driving subject information obtaining unit 61 obtains, as driving subject state information of the driver, information transmitted from the in-vehicle device group 20 mounted on the four-wheel car, in a case where the driving subject of the four-wheel car identified as the traffic participant by the target traffic region identifying unit 60 is a person. In addition, the driving subject information acquiring unit 61 acquires, as driving subject state information of the rider, information transmitted from the in-vehicle device group 30 mounted on the motorcycle in the case where the driving subject of the motorcycle identified as the traffic participant by the target traffic area identifying unit 60 is a person.

Here, the information transmitted from the driving body state sensor 23 and the in-vehicle communication device 24 included in the in-vehicle device group 20 to the driving body information acquisition unit 61 includes: information related to the presence of driving ability of the driving driver as time-lapse data related to the direction of the line of sight of the driving driver, appearance information such as the presence or absence of eyes, the presence or absence of pulse, respiration, biological information such as skin potential, and voice information such as the presence or absence of dialogue. The information transmitted from the rider status sensor 33 and the in-vehicle communication device 34 included in the in-vehicle device group 30 to the driving subject information acquisition unit 61 includes: information on the presence of driving ability of a driving rider as time-lapse data on the presence or absence of pulse and respiration of the rider, skin potential, and other biological information. The information transmitted from the portable information processing terminals 25,35 included in the in-vehicle device groups 20,30 to the driving subject information acquisition unit 61 includes: calendar information of the driver or rider person. When a driver or a rider is driving a moving body on an urgent schedule, anxiety may occur and drivability may be reduced. Therefore, the schedule information of the driver or the rider person can be said to be information related to the existence of the own driving ability.

The driving subject information obtaining unit 61 obtains relevant driving subject characteristic information on driving subject characteristics (e.g., abrupt lane change excessive, abrupt acceleration/deceleration excessive, etc.) regarding the presence of current driving ability of the driving subject being driven by using both or either of the driving subject state information for the driving subject obtained according to the above flow and the registered driving history information read from the driving history database 68.

The driving body information obtaining unit 61 transmits the driving body state information of the driving body obtained as described above to the prediction unit 62, the soundness notification setting unit 63, the risk notification setting unit 64, the coordination assistance information notification unit 65, and the like.

The prediction unit 62 extracts a part of the traffic regions in the subject traffic region as the monitoring region, and predicts the movement of the plurality of traffic participants in the monitoring region based on the traffic participant identification information and the traffic environment identification information acquired by the subject traffic region identification unit 60, the driving subject state information and the driving subject characteristic information acquired by the driving subject information acquisition unit 61. More specifically, prediction section 62 constructs a virtual space that simulates a monitored area based on the traffic participant identification information and the traffic environment identification information acquired by target traffic area identification section 60, and predicts the movement of each traffic participant in the monitored area by performing a simulation experiment on the virtual space based on the traffic participant identification information, the traffic environment identification information, the driving subject state information, and the driving subject characteristic information. In addition, a detailed description of a specific flow of predicting the movement of each traffic participant in the monitored area by the prediction unit 62 is omitted.

Here, the target traffic area is a relatively wide traffic area determined in the urban village, for example. In contrast, the monitoring area is a traffic area through which a four-wheel vehicle can pass for about several tens of seconds when moving at legal speed, for example, in the vicinity of an intersection or a specific facility. That is, the monitoring area is narrower than the traffic area, but is wider than the ADAS operation range of the driving support ECU mounted on each mobile body.

The soundness notification setting unit 63 sets, as a setting target, traffic participants identified as auxiliary objects and as moving bodies by the object traffic region identification unit 60 among a plurality of traffic participants existing in the object traffic region, on/off of soundness notification for each setting target.

More specifically, first, the soundness notification setting unit 63 acquires, from the driving body information acquisition unit 61, driving body state information and driving body characteristic information in which driving bodies that are respective setting targets of the moving body are associated. The soundness notification setting unit 63 calculates the current soundness of the driving subject for each setting target based on the acquired driving subject state information and driving subject characteristic information. When the degree of health calculated for each setting target is smaller than the predetermined degree of health threshold, the health notification setting unit 63 determines that the driving subject of the setting target is in an unhealthy state, and sets the health notification setting value for the setting target to "1" in order to set the health notification of the setting target to on. When the degree of health calculated for each setting target is equal to or greater than the degree of health threshold, the health notification setting unit 63 determines that the driving subject of the setting target is in a health state, and sets the health notification setting value for the setting target to "0" in order to set the health notification of the setting target to off.

The soundness notification setting unit 63 sets soundness notifications for a plurality of setting objects in the object traffic area to on or off by the above-described flow. Information about the soundness notification setting values set for the respective setting targets by the soundness notification setting unit 63 is sent to the coordination support information notifying unit 65.

The risk notification setting unit 64 sets, as a setting target, traffic participants identified as auxiliary targets by the target traffic zone identifying unit 60 among the plurality of traffic participants in the monitored zone extracted from the target traffic zone by the predicting unit 62, on/off and notification modes of the risk notification for the respective setting targets.

More specifically, the risk notification setting unit 64 sets the on/off and notification mode of the risk notification of each setting object existing in the monitored area based on the information associated with the monitored area among the traffic participant identification information and the traffic environment identification information acquired by the object traffic area identification unit 60, the information associated with the monitored area among the driving body state information and the driving body characteristic information acquired by the driving body information acquisition unit 61, and the prediction result of the monitored area by the prediction unit 62.

In the following, a specific flow of setting the on/off of the risk notification for each setting target and the notification mode by the risk notification setting means 64 will be described with respect to a case where, for example, the road R1 shown in fig. 4 is set as the monitoring area.

Fig. 4 is a schematic diagram for explaining the conditions of the four-wheel car 2 and the motorcycle 3 on the road R1 as the monitoring area. In the example shown in fig. 4, the road R1 as the monitoring area includes a road of one-side one-lane, the four-wheel car 2 as the auxiliary object is traveling on one lane of the road, and the motorcycle 3 as the second mobile body is traveling on the lane opposite to the four-wheel car 2.

Further, the four-wheel car 5 as the third moving body exists on the same lane as the four-wheel car 2 and is traveling in front of the four-wheel car 2. That is, in the road R1 as the monitoring area, the lanes in which the four-wheel vehicle 2 and the four-wheel vehicle 5 travel are adjacent to the lanes in which the motorcycle 3 travels. The four-wheel vehicle 2 is traveling forward of the four-wheel vehicle 5 in order to go beyond the four-wheel vehicle 5 traveling forward from the right side. In this case, the four-wheel car 2 that passes beyond the four-wheel car 5 from the right side may collide with the motorcycle 3 that is traveling straight.

In the example shown in fig. 4, when the motorcycle 3 is a counter-moving body that moves toward the four-wheel vehicle 2 from the front in the traveling direction of the four-wheel vehicle 2 and when the four-wheel vehicle 5 that prevents the driver of the four-wheel vehicle 2 from recognizing the position of the motorcycle 3 is present between the four-wheel vehicle 2 and the motorcycle 3, the risk notification setting means 64 sets the notification modes of the risk notification control device 227 and the risk notification control device 327 to the sign notification mode or the simulation notification mode based on the inter-vehicle distance between the four-wheel vehicle 2 and the four-wheel vehicle 5, the relative speed of the four-wheel vehicle 2 to the four-wheel vehicle 5, and the driving subject state information of the driver of the four-wheel vehicle 2. Here, the distance between the four-wheel vehicle 2 and the four-wheel vehicle 5 and the relative speed of the four-wheel vehicle 2 to the four-wheel vehicle 5 are recognized by the above-described recognition means. In addition, driving subject state information of the driver of the four-wheel vehicle 2 is acquired by the driving subject information acquisition unit 61.

As described above, the risk notification setting means 64 sets the notification modes of the risk notification control device 227 and the risk notification control device 327 to the sign notification mode by setting the risk notification setting values input to the risk notification control device 227 and the risk notification control device 327 to "1", and sets the notification modes of the risk notification control device 227 and the risk notification control device 327 to the analog notification mode by setting the risk notification setting values input to the risk notification control device 227 and the risk notification control device 327 to "2", respectively.

Specifically, when the inter-vehicle distance between the four-wheel vehicle 2 and the four-wheel vehicle 5 recognized by the above-described recognition means exceeds the first inter-vehicle distance and the first relative speed that indicate the possibility that the four-wheel vehicle 2 is overrun the four-wheel vehicle 5, the risk notification setting means 64 sets the notification modes of the risk notification control device 227 and the risk notification control device 327 to the sign notification mode. Here, the first inter-vehicle distance is the inter-vehicle distance of the four-wheel car 2 from the four-wheel car 5, and shows the possibility that the four-wheel car 2 exceeds the four-wheel car 5. The first relative speed is the relative speed of the four-wheel car 2 with respect to the four-wheel car 5, and shows the possibility that the four-wheel car 2 overruns the four-wheel car 5.

Further, the risk notification setting means 64 sets the notification modes of the risk notification control device 227 and the risk notification control device 327 to the analog notification mode when the driving subject state information of the driver of the four-wheel vehicle 2 acquired by the driving subject information acquisition means 61 includes an operation showing an idea of overrunning the third mobile object and the four-wheel vehicle 2 exceeds the second inter-vehicle distance and the second relative speed showing a possibility of overrunning the four-wheel vehicle 5. Here, the second inter-vehicle distance is the inter-vehicle distance of the four-wheel car 2 from the four-wheel car 5, and shows that the four-wheel car 2 is more likely to overrun the four-wheel car 5 than the first inter-vehicle distance. That is, the second inter-vehicle distance is a shorter distance than the first inter-vehicle distance. The second relative speed is the relative speed of the four-wheel car 2 with respect to the four-wheel car 5, and shows that the four-wheel car 2 is more likely to overrun the four-wheel car 5 than the first relative speed. That is, the second relative speed is a faster speed than the first relative speed.

Further, after setting the notification mode to the analog notification mode, when the four-wheel car 2 becomes equal to or less than the second inter-vehicle distance and the second relative speed, which show a possibility of exceeding the four-wheel car 5, the risk notification setting unit 64 sets the notification modes of the risk notification control device 227 and the risk notification control device 327 to the sign notification mode. In addition, as the second relative speed, when the relative speed of the four-wheel vehicle 2 to the four-wheel vehicle 5 is on the negative side, the risk notification setting means 64 may set the notification modes of the risk notification control device 227 and the risk notification control device 327 to the sign notification mode.

Further, after setting the notification mode to the sign notification mode, when the four-wheel vehicle 2 becomes the first inter-vehicle distance and the first relative speed or less, which show a possibility of exceeding the four-wheel vehicle 5, the risk notification setting unit 64 releases the notification modes of the risk notification control device 227 and the risk notification control device 327 from being set to the sign notification mode. That is, the risk notification setting unit 64 turns off the risk notifications of the four-wheel vehicle 2 and the motorcycle 3, respectively.

In the above example, the risk notification setting means 64 sets the notification mode of the risk notification control device 227 of the four-wheel vehicle 2 and the risk notification control device 327 of the motorcycle 3 to the sign notification mode or the simulation notification mode, but the present invention is not limited thereto, and the risk notification setting means 64 may set either the risk notification control device 227 or the risk notification control device 327 to the sign notification mode or the simulation notification mode. In addition, the risk notification setting means 64 may set the risk notification control device 227 of the four-wheel vehicle 5 to the sign notification mode or the simulation notification mode when the four-wheel vehicle 5 has the in-vehicle device group 20 like the four-wheel vehicle 2.

Returning to fig. 2, the coordination support information notification unit 65 generates coordination support information for promoting communication with surrounding traffic participants and recognition of surrounding traffic environments for each of the traffic participants identified as support objects by the object traffic area identification unit 60, based on the traffic participant identification information and the traffic environment identification information acquired by the object traffic area identification unit 60, the driving subject state information and the driving subject characteristic information acquired by the driving subject information acquisition unit 61, the prediction result of the prediction unit 62, the information on the soundness setting value set by the soundness notification setting unit 63, and the information on the risk notification setting value set by the risk notification setting unit 64, and transmits the generated coordination support information to each of the traffic participants.

Here, the coordination support information transmitted from the coordination support information notification unit 65 to each support object includes: information about the soundness setting value, information about the risk notification setting value, and risk information about the risk of approaching each auxiliary object. Here, the risk information includes, for example, a prediction result of the prediction unit 62, information on the positions of the traffic participants existing in the surroundings of each traffic participant, and the like.

According to the traffic safety support system 1 of the present embodiment, the following effects are achieved.

(1) In the traffic safety support system 1, the risk notification control device 227 and the risk notification control device 327 are configured to operate the HMI220 and the HMI 320 in a first notification mode when the notification mode is set to the sign notification mode, and operate the HMI220 and the HMI 320 in a second notification mode having a higher notification intensity than the first notification mode when the notification mode is set to the analog notification mode, and the risk notification setting means 64 is configured to set the risk notification control device 227 and the risk notification control device 327 to the sign notification mode or the analog notification mode based on the inter-vehicle distance between the four-wheel vehicle 2 and the four-wheel vehicle 5, the relative speed of the four-wheel vehicle 2 to the four-wheel vehicle 5, and the driving subject state information of the driver of the four-wheel vehicle 2 when the motorcycle 3 is a counter-moving body approaching the four-wheel vehicle 2 from the front in the traveling direction of the four-wheel vehicle 2, and when the four-wheel vehicle 5 is present between the four-wheel vehicle 2 and the motorcycle 3, which prevents the driver of the four-wheel vehicle 2 from recognizing the position of the motorcycle 3. Thus, the traffic safety support system 1 can notify in advance in the first notification method and the second notification method when there is a four-wheel vehicle 5 that prevents the motorcycle 3 from recognizing the position of the motorcycle 3. In this way, in the traffic safety support system 1, since the notification intensity of the first notification method performed in advance is lower than that of the second notification method, when there is a four-wheel vehicle 5 that prevents the motorcycle 3 from recognizing the position of the motorcycle 3 and the four-wheel vehicle 2 is predicted to go beyond the four-wheel vehicle 5, it is possible to suppress the annoyance of the notification to the driver of the four-wheel vehicle 2 and to ensure the traffic safety.

(2) In the traffic safety support system 1, the risk notification setting means 64 sets the notification modes of the risk notification control device 227 and the risk notification control device 327 to the sign notification mode when the inter-vehicle distance between the four-wheel vehicle 2 and the four-wheel vehicle 5, which is recognized by the above-described recognition means, exceeds the first inter-vehicle distance and the first relative speed, which indicate the possibility that the four-wheel vehicle 2 will overrun the four-wheel vehicle 5. Thus, the traffic safety support system 1 can notify the driver in advance in the case where there is a possibility that the four-wheel vehicle 2 will overrun the four-wheel vehicle 5, so that the traffic safety can be ensured.

(3) In the traffic safety support system 1, after setting the notification mode to the simulation notification mode, when the four-wheel car 2 becomes the second inter-vehicle distance and the second relative speed or less that show a possibility of exceeding the four-wheel car 5, the risk notification setting unit 64 sets the notification modes of the risk notification control device 227 and the risk notification control device 327 to the sign notification mode. Thus, the traffic safety support system 1 changes the notification mode from the simulation notification mode to the sign notification mode when the possibility that the four-wheel vehicle 2 overruns the four-wheel vehicle 5 becomes low. Thus, the traffic safety support system 1 can communicate the presence of other mobile bodies to the driver to a non-annoying extent in the case where the risk level is low.

(4) In the traffic safety support system 1, after setting the notification mode to the sign notification mode, when the four-wheel vehicle 2 becomes the first inter-vehicle distance and the first relative speed or less that show a possibility of exceeding the four-wheel vehicle 5, the risk notification setting unit 64 releases the notification modes of the risk notification control device 227 and the risk notification control device 327 from being set to the sign notification mode. Thus, the traffic safety assistance system 1 can communicate to the driver that the possibility of the four-wheel car 2 overrunning the four-wheel car 5 is almost eliminated.

(5) In the traffic safety support system 1, the risk notification setting unit 64 changes the notification intensity according to the degree of risk between the four-wheel vehicle 2 and the motorcycle 3 when the notification modes of the risk notification control device 227 and the risk notification control device 327 are set to the simulation notification mode. Thus, the traffic safety support system 1 can strongly communicate the approach of the motorcycle 3 as the second mobile body to the driver of the four-wheel vehicle 2 when the risk level is high, and can communicate the presence of the second mobile body to the driver at a non-annoying level when the risk level is low. Also, the traffic safety support system 1 can strongly communicate the approach of the four-wheel vehicle 2 to the driver of the motorcycle 3 in the case where the risk level is high, and can communicate the presence of the four-wheel vehicle 2 to the driver in the case where the risk level is low, at a non-annoying level.

(6) In the traffic safety support system 1, the four-wheel vehicle 2 as a support target has an in-vehicle driving support device 21, and the in-vehicle driving support device 21 automatically operates at least one of a brake device and a steering device on the condition that a mobile object having a possibility of touching is present in the ADAS range. Thus, the traffic safety support system 1 can reduce the possibility of collision between the four-wheel vehicle 2 and the motorcycle 3 by the in-vehicle driving support device 21, and ensure traffic safety.

While the above description has been given of the embodiment of the present invention, the present invention is not limited to this. The construction of the details may be appropriately changed within the gist of the invention. For example, in the above-described embodiment, the case where the identification means for identifying the traffic participants and the traffic environment in the monitored area around the auxiliary object as the mobile object and the notification mode setting means for setting the notification mode of the auxiliary object are provided as the object traffic area identification means 60 and the risk notification setting means 64, respectively, in the coordination auxiliary device 6 capable of performing wireless communication with the auxiliary object has been described, but the present invention is not limited to this. The identification means and the notification mode setting means may be configured by an in-vehicle device mounted on the auxiliary object. In this case, although the range of the monitoring area identified by the identification means is limited to a range that can be identified by the external sensor mounted on the auxiliary object, there is an advantage in that delay due to communication is small.

Reference numerals

1: traffic safety auxiliary system

9: object traffic area

2: four-wheel automobile (first mobile body, traffic participant)

20: vehicle-mounted device group

21: vehicle-mounted driving support device (identification means, driving support device)

22: notification device

23: driving body state sensor

24: vehicle communication device (identification means)

25: portable information processing terminal (identification means)

3: motorcycle (second moving body, traffic participator)

30: vehicle-mounted device group

31: vehicle-mounted driving support device (identification means, driving support device)

32: notification device

33: rider status sensor

34: vehicle communication device (identification means)

35: portable information processing terminal (identification means)

4: pedestrian (person, traffic participant)

40: portable information processing terminal (identification means)

51: roadway (traffic environment)

52: intersection (traffic environment)

53: walking path (traffic environment)

54: traffic light (traffic environment)

55: signal control device (identification means)

56: infrastructure camera (identification means)

6: coordination auxiliary device

60: object traffic area identification unit (identification means)

61: driving body information acquisition unit (driving characteristics acquisition means)

62: prediction unit (prediction means)

63: soundness notification setting unit

64: risk notification setting unit (notification mode setting means)

65: coordination assistance information notification unit

67: traffic environment database (identification means)

68: driving history database

220: HMI (man-machine interface)

225: HMI control device

226: soundness control device

227: risk notification control device (notification control means)

320: HMI (man-machine interface)

325: HMI control device

326: soundness control device

327: risk notification control device (notification control means)

420: HMI (man-machine interface)

425: HMI control device

Claims (6)

1. A traffic safety support system that supports driving of a driver as a support object of a first moving body, the traffic safety support system characterized by comprising:

an identification means for identifying traffic participants and traffic environments in a monitored area around the auxiliary object;

a human-computer interface which is operated in a manner that the driver can recognize;

a notification mode setting means for setting a notification mode of the man-machine interface based on a result of the recognition by the recognition means while the presence of the second mobile body is recognized by the recognition means within the monitored area and outside a first range centered on the auxiliary object;

A notification control means for operating the man-machine interface in a first notification mode when the notification mode is set to a first mode, and operating the man-machine interface in a second notification mode having a higher notification intensity than the first notification mode when the notification mode is set to a second mode; the method comprises the steps of,

a driving characteristic acquisition means for acquiring driving subject state information of a driver of the first mobile body; and, in addition, the processing unit,

the notification mode setting means is provided with a notification mode setting means,

when the second moving body is a counter moving body that approaches the assist object from the forward direction of the assist object Fang Wangqian, and a third moving body that prevents the driver of the first moving body from recognizing the position of the second moving body is present between the first moving body and the second moving body, the notification mode is set to the first mode or the second mode based on a distance between the first moving body and the third moving body, a relative speed of the first moving body with respect to the third moving body, and the driving subject state information of the driver of the first moving body.

2. The traffic safety support system according to claim 1, wherein the notification mode setting means,

When the first moving body exceeds a first distance and a first relative speed which show a possibility of exceeding the third moving body, the notification mode is set to the first mode,

the notification mode is set to the second mode when the driving subject state information of the driver of the first moving body includes an operation showing an idea of overrunning the third moving body and the first moving body exceeds a second inter-vehicle distance and a second relative speed showing a possibility of overrunning the third moving body.

3. The traffic safety support system according to claim 1 or 2, wherein the notification mode setting means sets the notification mode to the first mode when the first mobile body becomes equal to or less than a second inter-vehicle distance and a second relative speed at which the first mobile body is likely to overrun the third mobile body after the notification mode is set to the second mode.

4. The traffic safety support system according to claim 1 or 2, wherein the notification mode setting means releases the notification mode when the first moving body becomes a first distance and a first relative speed or less that show a possibility of exceeding the third moving body after setting the notification mode to the first mode.

5. The traffic safety support system according to claim 1 or 2, wherein the notification mode setting means changes the notification intensity according to a degree of risk between the support object and the second mobile body when the notification mode is set to the second mode.

6. The traffic safety support system according to claim 1 or 2, wherein the support object has a driving support device that automatically operates at least any one of the brake device and the steering device on condition that there is a moving body that is likely to be in contact within the first range.