CN116895176A - Traffic safety auxiliary system - Google Patents

Abstract

The invention aims to provide a traffic safety auxiliary system which can improve traffic safety in the case that a host vehicle tries to turn right and other moving bodies are expected to exceed the host vehicle. In order to solve the above problems, a traffic safety support system (1) is provided with: the risk notification setting means (64) sets, when the motorcycle (3) is traveling straight on a lane of a road and the four-wheel vehicle (2) is turning right on the road, a risk notification control device (227) and a notification mode of the risk notification control device (327) to a care notification mode or a simulation notification mode based on the speed of the motorcycle (3), the deceleration of the motorcycle (3), the relative speed of the motorcycle (3) to the four-wheel vehicle (2), the inter-vehicle distance between the four-wheel vehicle (2) and the motorcycle (3), and the rider's driving body characteristic information of the motorcycle (3) acquired by the driving body information acquisition means (61) that are recognized by the recognition means.

Description

Traffic safety auxiliary system

Technical Field

The present invention relates to a traffic safety assistance system. And more particularly, to a traffic safety assistance system that assists driving of a moving body, that is, a driver of an assist object.

Background

In public transportation, various traffic participants such as moving bodies such as four-wheeled automobiles, motorcycles, and bicycles, and pedestrians move at different speeds according to their own wishes. As a technique for improving safety, convenience, and the like of traffic participants in such public transportation, for example, patent document 1 discloses a driving support device that performs driving support control based on information of a running state of a vehicle when a passenger feels danger and information of a surrounding environment of the vehicle together with a predicted dangerous state, so as to perform warning or intervention operation for running control without impeding smooth running even if 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 the host vehicle tries to turn right and it is expected that another moving object will exceed the host vehicle, the driver of the host vehicle is notified when there is a possibility that the host vehicle collides with the other moving object. However, in the conventional driving support technique, the driver of the host vehicle cannot be accurately notified, and the safety of traffic cannot be sufficiently ensured.

The present invention aims to provide a traffic safety assistance system capable of improving traffic safety in the case where a host vehicle tries to turn right and other moving bodies are expected to exceed the host vehicle.

[ means of solving the problems ]

(1) A traffic safety support system (for example, a traffic safety support system 1 described later) for supporting driving of a driver of a first mobile body, that is, a support object (for example, a four-wheel car 2 described later), the traffic safety support system comprising: identifying 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 identifying unit 60, and a traffic environment database 67, which will be described later), for identifying traffic participants and traffic environments in the monitored area around the support object; human-machine interfaces (e.g., HMI 220, HMI 320, and HMI 420 described later) operate in a manner perceivable by the driver described above; a notification mode setting means (for example, risk notification setting means 64 described later) for setting a notification mode of the human-machine interface based on a recognition result of the recognition means while the recognition means recognizes that a second mobile body (for example, motorcycle 3 described later) exists outside a first range (for example, an ADAS operation range described later) centering on the auxiliary object within the monitoring area; 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 operates the human-machine interface in a first notification mode when the notification mode is set to a first mode (for example, a care notification mode described later), and that operates the human-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 (for example, an analog notification mode described later); and driving characteristic obtaining means (for example, driving subject information obtaining means 61 described later) for obtaining driving subject characteristic information of a driver of the second moving body, wherein the notification mode setting means sets the notification mode to the first mode or the second mode based on the speed of the second moving body, the deceleration of the second moving body, the relative speed of the second moving body with respect to the first moving body, the inter-vehicle distance between the first moving body and the second moving body, and the driving subject characteristic information of the driver of the second moving body obtained by the driving characteristic obtaining means when the second moving body is a moving body approaching the assist object from the rear in the advancing direction of the assist object and the second moving body is traveling straight in the monitoring area, and the first moving body is turning right in the monitoring area.

(2) In this case, preferably, the notification mode setting means sets the notification mode in the peripheral moving bodies around the first moving body to the first mode or the second mode based on the position of the first moving body and the driving body state information acquired by the driving characteristic acquisition means when the first moving body turns right at a point in the monitored area that is not an intersection.

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

(4) In this case, the assist target preferably includes 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 in a condition that there is a possibility of a moving object contacting the first range.

(effects of the invention)

(1) In the traffic safety support system according to the present invention, the notification control means operates the man-machine interface in the first notification mode when the notification mode is set to the first mode, operates the man-machine interface 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 sets the notification mode to the first mode or the second mode based on the speed of the second moving body recognized by the recognition means, the deceleration of the second moving body, the relative speed of the second moving body to the first moving body, the inter-vehicle distance between the first moving body and the second moving body, and the driving body characteristic information of the driver of the second moving body acquired by the driving characteristic acquisition means when the second moving body approaches the auxiliary object from the rear in the forward direction of the auxiliary object and the second moving body moves straight in the monitored area, and the first moving body turns right in the monitored area. Thus, the traffic safety support system can perform notification in the first notification manner in advance in the case where the first mobile body tries to turn right and the second mobile body is expected to exceed the first mobile body, and perform notification in the second notification manner in the case where the second mobile body is approaching. Therefore, 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 the first mobile body tries to turn right and the second mobile body is predicted to exceed the first mobile body, it is possible to reduce the trouble of notifying the driver of the first mobile body and to ensure traffic safety.

(2) In the traffic safety support system according to the present invention, the notification mode setting means sets the notification mode of the surrounding mobile bodies around the first mobile body to the first mode or the second mode based on the position of the first mobile body and the driving body state information acquired by the driving characteristic acquisition means when the first mobile body turns right at a point other than the intersection in the monitored area. Thus, the traffic safety support system can reduce the trouble of notifying the driver of the surrounding mobile body and can ensure the traffic safety when the first mobile body tries to turn right and the second mobile body is expected to exceed the first mobile body.

(3) In the traffic safety support system according to the present invention, the notification mode setting means changes the notification intensity according to the risk level between the support object and the second mobile body, so that 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 risk level is high, and can communicate the presence of the second mobile body to the driver at a level that is not annoying when the risk level is low.

(4) In the traffic safety support system according to the present invention, the support target includes a driving support device that automatically operates at least one of the brake device and the steering device in a condition that there is a possibility of contact of the moving body within 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 traffic safety support system according to an embodiment of the present invention and a partial structure of an object traffic area of the traffic safety support system as a support object.

Fig. 2 is a block diagram showing the construction of a collaboration assistance apparatus and a plurality of area terminals communicably connected to the collaboration 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 construction of a notification device mounted on a portable information processing terminal owned by a pedestrian.

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

Detailed Description

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

Fig. 1 is a diagram schematically showing a partial structure of a traffic safety support system 1 according to the present embodiment and a target traffic area 9 in which a traffic participant as a support target of the traffic safety support system 1 exists.

The traffic safety support system 1 recognizes a person moving in the target traffic area 9, that is, a pedestrian 4 and a moving body, that is, the four-wheel car 2, the motorcycle 3, and the like, as each traffic participant, and notifies each traffic participant of the support information generated via the recognition, and assists the safe and smooth traffic of each traffic participant in the target traffic area 9 by prompting the communication between each traffic participant moving according to the respective will (specifically, for example, mutual recognition between each traffic participant) and recognition of the surrounding traffic environment.

In fig. 1, a case is described in which the vicinity of an intersection 52 of a city area including a lane 51, an intersection 52, a sidewalk 53, and a signal lamp 54 as traffic infrastructure equipment is used as the target traffic area 9. Fig. 1 shows a case where a total of 7 four-wheeled vehicles 2 and a total of 2 motorcycles 3 move in lanes 51 and intersections 52, and a total of 3 groups of pedestrians 4 move in sidewalks 53 and intersections 52. Fig. 1 shows a case where a total of 3 infrastructure cameras 56 are provided.

The traffic safety support system 1 includes: the in-vehicle device group 20 (which includes, in addition to the in-vehicle devices mounted on the four-wheel vehicles 2, a portable information processing terminal owned or worn by a driver driving the four-wheel vehicles 2) moves together with each of the four-wheel vehicles 2; the in-vehicle apparatus group 30 (which includes, in addition to the in-vehicle apparatus mounted on the motorcycle 3, a portable information processing terminal owned or worn by the driver of the motorcycle 3) moves together with each motorcycle 3; a portable information processing terminal 40 owned or worn by each pedestrian 4; a plurality of infrastructure cameras 56 disposed in the object traffic area 9; a signal control device 55 for controlling the signal lamp 54; the cooperation support apparatus 6 is communicably connected to a plurality of terminals (hereinafter, also simply referred to as "area terminals") existing in the target traffic area 9, such as the in-vehicle apparatus groups 20 and 30, the portable information processing terminal 40, the infrastructure camera 56, and the signal control apparatus 55.

The cooperation support apparatus 6 is composed of one or more computers communicably connected to the plurality of area terminals via a base station 57. More specifically, the cooperation assisting 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 cooperation assisting apparatus 6 and a plurality of area terminals communicably connected to the cooperation assisting 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: a vehicle-mounted driving support device 21 that supports driving of a driver; a notification device 22 that notifies the driver of various information; a driving body state sensor 23 that detects a state of a driver during driving; an in-vehicle communication device 24 that performs wireless communication between the host vehicle and the cooperation support device 6 and other vehicles in the vicinity of the host vehicle; and a portable information processing terminal 25 owned or worn by the driver.

The in-vehicle driving support device 21 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 vehicle, such as a radar unit and a laser detection and ranging (Light Detection and Ranging, LIDAR) unit, for detecting an object outside the vehicle by using electromagnetic waves; and an external recognition device for performing sensor fusion processing on the detection results of the vehicle-mounted external sensors to obtain information related to the surrounding state of the vehicle. The vehicle state sensor includes a vehicle speed sensor, an acceleration sensor, a steering angle sensor, a yaw rate sensor, a position sensor, an orientation sensor, and other sensors that acquire information related to the traveling state of the vehicle. The navigation device includes, for example: a GNSS receiver that specifies a current position of the host vehicle based on signals received from global navigation satellite system (Global Navigation Satellite System, GNSS) satellites; and a storage device for storing map information.

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 reduction 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.

The driving assistance ECU starts collision-reducing brake control for automatically operating the own vehicle brake device under the condition that a mobile body possibly contacting the own vehicle exists in a predetermined collision-reducing brake operation range centering on the own vehicle, so as to reduce damage caused by contact of the own vehicle with other mobile bodies. In addition, the driving assist ECU starts collision avoidance control for automatically operating the own-vehicle steering device so as to avoid contact of the own vehicle with other moving bodies under the condition that there is a moving body that is likely to contact the own vehicle within a predetermined collision avoidance steering operation range centered on the own vehicle. Hereinafter, the collision-reduction braking operation range and the collision-avoidance steering operation range are also 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 driving ability of the driver during driving. The driving body state sensor 23 is constituted by, for example, the following devices: the camera in the vehicle detects the sight direction of the driver, whether eyes are open or not and the like in the driving process; the safety belt sensor is arranged on a safety belt worn by a driver to detect whether the driver has pulse, breath and the like; a steering sensor provided on a steering wheel held by a driver to detect a skin potential of the driver; and an in-vehicle microphone for detecting whether or not there is a dialogue between the driver and the co-occupant.

The in-vehicle communication device 24 includes: 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 driving support control during execution, and the like) and information related to a driving body acquired by the driving body state sensor 23, and the like, to the cooperative support device 6; and a function of receiving the cooperation assistance information transmitted by the cooperation assistance apparatus 6 and transmitting the received cooperation assistance information to the notification apparatus 22.

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

Fig. 3A is a block diagram showing the structure of notification device 22 mounted on a four-wheel automobile. Further, only the blocks related to control based on the cooperation assistance information transmitted by the cooperation assistance apparatus 6 in particular in the notification apparatus 22 are illustrated in fig. 3A.

The notification device 22 includes: HMI 220 operates in a driver perceivable manner; and an HMI control device 225 operating the HMI 220 according to the cooperation assistance information transmitted by the cooperation assistance device 6.

The HMI 220 includes: an acoustic device 221 that is operated by a driver in a manner that can be perceived by hearing; head-up display 222, operable by a driver via visual perception; and a seat belt control device 223 and a seat vibration device 224 that are operated in such a manner that the driver can feel by touch.

The audio device 221 includes: the headrest speaker 221a, which is provided on a driver seat headrest on which the driver sits, and is capable of emitting 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 in the driver's view (for example, a windshield) during driving. The seat belt control device 223 changes the tension of the seat belt worn by the driver in accordance with 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 an instruction from the HMI control device 225.

The HMI control device 225 includes: a soundness control device 226 that operates the HMI220 in a manner determined for sounding the driving ability (particularly, the perception ability) of the driver; and a risk notification control device 227 for operating the HMI220 in a manner determined by making the driver perceive that there is a risk of approaching the body. As described later, the cooperation assistance information transmitted to the four-wheel vehicle 2 by the cooperation assistance device 6 includes: information on a soundness notification setting value for setting on/off of soundness notification by soundness control device 226, information on a risk notification setting value for setting on/off of risk notification by risk notification control device 227 and a notification mode type described later, information on a risk near the driver (hereinafter also referred to as "risk information"), and the like.

The soundness notification set value input to soundness control apparatus 226 is set to any one of the following values: the soundness notification of soundness control apparatus 226 is set to "0" which is turned off, and the soundness notification of soundness control apparatus 226 is set to "1" which is turned on.

The soundness control apparatus 226 sets the soundness notification to off when the soundness notification setting value is "0". That is, the health control device 226 does not operate the HMI220 when the health notification setting value is "0". Furthermore, this does not prevent the risk notification control 227 from operating the HMI220.

The soundness control apparatus 226 sets the soundness notification to on when the soundness notification setting value is "1". More specifically, the soundness control device 226 soundes a musical composition of interest to the driver, for example, by the headrest speaker 221a and the main speaker 221b, to sounde 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.

As described above, since the soundness control device 226 operates the HMI220 to soundly drive the driver, the soundness notification can be turned off so that the driver does not feel tired when the risk notification of the risk notification control device 227 to be described later is set to on (that is, when the risk notification set value is "1" or "2"). In the present embodiment, the headrest speaker 221a and the main speaker 221b are operated by the soundness control device 226, and the driving ability is sounded mainly by the hearing of the driver, but the present invention is not limited to this. The soundness control device 226 may operate the seat belt control device 223 and the seat vibration device 224, for example.

The risk notification control device 227 can perform risk notification in a plurality of notification modes different from at least one of the operation target device and the operation mode of the HMI 220. More specifically, the risk notification control device 227 may perform risk notification in at least one of a care notification mode for the purpose of causing the driver to perceive the existence of a potential risk, a simulation notification mode for the purpose of causing the driver to perceive the existence of a risk appearing and/or the degree of the risk, and a prediction assistance notification mode for notifying the driver of information 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 the following values: the risk notification of the risk notification control device 227 is set to "0" which is turned off, "the risk notification of the risk notification control device 227 is set to" 1 "which is turned on and the notification mode is set to the care notification mode and the prediction auxiliary notification mode," the risk notification of the risk notification control device 227 is set to "2" which is turned on and the notification mode is set to the simulation notification mode and the prediction auxiliary 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 robust control apparatus 226 from operating the HMI 220.

The risk notification control device 227 sets the notification mode to the care notification mode and the prediction-assist notification mode when the risk notification setting value is "1", 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.

Wherein, 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 beneficial for avoiding the risk near the driver's body, based on the risk information transmitted by the cooperation support device 6, while operating the audio device 221 and the head-up display 222 of the HMI 220 in such a manner that the driver can sense the risk avoidance assistance information by hearing and vision. Among them, the risk avoidance assistance information includes information related to the position of a traffic participant (hereinafter, also referred to as a "risk object") who may come into contact with the host vehicle and content information that calls the driver's attention to the risk object.

More specifically, the risk notification control device 227, when there is a motorcycle driven by a rider in an unhealthy state in front of the four-wheel vehicle driven by the driver, issues a content message "please pay attention to dangerous right turn of the two wheels" from the audio device 221, or displays it on the head-up display 222 as risk avoidance assistance information for avoiding contact with the motorcycle. In addition, at this time, the risk notification control device 227 may display an arrow image for indicating the current position and the predicted position of the motorcycle as risk avoidance assistance information for avoiding contact with the motorcycle via the head-up display 222.

In addition, when the notification mode is set to the care notification mode, the risk notification control device 227 operates the HMI 220 so as not to annoy the driver, and causes the driver to naturally perceive the presence of a risk object extracted from the risk information transmitted from the cooperation support device 6. In this way, in the care notification mode, in order to naturally perceive the presence of the risk object without making the driver feel tired, the risk notification control device 227 preferably operates the headrest speaker 221a that is particularly dependent on the sense of hearing of the driver among the plurality of devices included in the HMI 220. More specifically, in the case where the notification mode is set to the care notification mode, the risk notification control device 227 emits familiar sound effects generated by two-channel sounds set so that the driver's line of sight naturally faces the position of the risk object at a small volume by the headrest speaker 221a.

In addition, when the notification mode is set to the simulation notification mode, the risk notification control device 227 operates the HMI 220 differently from the care notification mode described above to make the driver strongly perceive the existence of the risk object extracted from the risk information transmitted from the cooperation support device 6 and the risk level for the risk object. In this way, in the simulated notification mode, in order to make the driver strongly perceive the presence of the risk object, the risk notification control device 227 operates the HMI 220 in such a manner that the notification intensity is higher than that determined in the care notification mode. The notification intensity refers to the intensity that brings the attention and attention of the driver. More specifically, when the notification mode is set to the analog notification mode, the risk notification control device 227 generates a beep sound and a pulse sound having a sound effect volume greater than those generated in the care notification mode by the headrest speaker 221a and the main speaker 221 b. These beeps and pulse sounds are not familiar to the driver and are loud compared to the sound effects emitted in the care notification mode, and therefore the notification intensity is higher than the sound effects emitted in the care notification mode.

In addition, when the notification intensity is changed in accordance with the degree of risk in this manner, the risk notification control device 227 preferably operates the HMI 220 so as to maximize the notification intensity at the time when the driving assistance ECU starts to execute the collision-reduction brake control or the collision-avoidance steering control, 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 operates the audio device 221 when the notification mode is set to the analog notification mode has been described, but the present invention is not limited to this. The risk notification control device 227 may operate the seatbelt control device 223 to change the tension of the seatbelt or operate the seat vibration device 224 to vibrate the seat, instead of operating the acoustic device 221, when the notification mode is set to the analog notification mode. As described above, the seat belt control device 223 and the seat vibration device 224 operate in a manner dependent on the touch feeling of the driver, and therefore, the notification intensity is higher than the sound effect emitted in the care notification mode. In addition, the risk notification control device 227 may operate the audio device 221, the seatbelt control device 223, and the seat vibration device 224 in combination when the notification mode is set to the analog notification mode.

In addition, as described above, in the simulation notification mode, in order for the driver to strongly perceive 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 extracted from the risk information transmitted by the cooperation assisting device 6 (for example, the collision prediction time for the risk object). Specifically, the risk notification control device 227 may increase the volume of the buzzing sound, or increase the volume of the pulse sound, or shorten the interval of the pulse sound, the higher the risk level (i.e., the shorter the collision prediction time). As described above, in the case where the webbing control device 223 is operated, the higher the risk level, the greater the tension of the webbing can be increased by the risk notification control device 227. 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 the higher the risk level.

Returning 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 owned by the driver, and the like. The wearable terminal is provided with: a function of measuring biological information of the driver such as heart rate, blood pressure, and blood oxygen saturation, and transmitting measurement data of the biological information to the cooperation support apparatus 6; and a function of receiving the cooperation assistance information transmitted from the cooperation assistance device 6 and notifying the driver of a message corresponding to the cooperation assistance information by means of an image, voice, warning sound, vibration, or the like. The smart phone further includes: a function of transmitting information related to the driver, such as position information, movement acceleration, and schedule information of the driver, to the cooperation support apparatus 6, and a function of receiving the cooperation support information transmitted from the cooperation support apparatus 6 and notifying the driver of a message corresponding to the cooperation support information by means of an image, voice, warning sound, 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 state sensor 33 that detects a rider state during driving; and 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 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 performing sensor fusion processing on the detection results of the vehicle-mounted external sensors to obtain information related to the surrounding state of the vehicle. The vehicle state sensor is composed of a vehicle speed sensor, and a sensor that acquires information on the running state of the vehicle, such as a 5-axis or 6-axis inertial measurement device. The navigation device includes, for example: a GNSS receiver for specifying a current position based on signals received from GNSS satellites; and a storage device for storing map information.

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 mitigation 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.

The driving assistance ECU starts collision-reducing brake control for automatically operating the own vehicle brake device under the condition that a mobile body possibly contacting the own vehicle exists in a predetermined collision-reducing brake operation range centering on the own vehicle, so as to reduce damage caused by contact of the own vehicle with other mobile bodies. In addition, the driving assist ECU starts collision avoidance control for automatically operating the own-vehicle steering device so as to avoid contact of the own vehicle with other moving bodies under the condition that there is a moving body that is likely to contact the own vehicle within a predetermined collision avoidance steering operation range centered on the own vehicle. Hereinafter, the collision-reduction braking operation range and the collision-avoidance steering operation range are also collectively referred to as "ADAS operation range".

The rider status sensor 33 is constituted by various devices that acquire information related to the rider's driving ability during driving. The rider status sensor 33 is constituted by, for example, the following devices: a seat sensor provided on a seat on which a rider sits to detect whether the rider has a pulse, breath, or the like; the helmet sensor is arranged on a helmet worn by a rider to detect whether the rider has pulse, breath, skin potential and the like.

The in-vehicle communication device 34 includes: 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 during execution, and the like) or information related to a rider acquired by a rider state sensor 33, and the like, to the cooperative assistance device 6; and a function of receiving the cooperation assistance information transmitted by the cooperation assistance apparatus 6 and transmitting the received cooperation assistance information to the notification apparatus 32.

The notification device 32 is constituted by various devices that notify the rider of various information by hearing, vision, touch, and the like of the rider by operating the HMI in a manner determined from the driving assistance information transmitted by the in-vehicle driving assistance device 21 and the cooperation assistance information transmitted by the cooperation assistance device 6.

Fig. 3B is a block diagram showing the structure of the notification device 32 mounted on the motorcycle. Further, only the blocks related to control based on the cooperation assistance information transmitted by the cooperation assistance apparatus 6 in particular in the notification apparatus 32 are illustrated in fig. 3B.

The notification device 32 includes: HMI 320 operates in a rider-perceivable manner; and an HMI control unit 325 for operating the HMI 320 based on the cooperation assistance information transmitted from the cooperation assistance unit 6.

The HMI 320 includes: a head speaker 321 operable by a rider in an auditory sense; head-up display 322 is operated in a manner that the rider can feel by visual perception.

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 rider's view during driving (for example, the hood of a helmet).

The HMI control device 325 includes: a soundness control device 326 that operates the HMI 320 in a manner determined for sounding the rider's driving ability (particularly, perceptibility); and a risk notification control 327 for operating the HMI 320 in a manner determined by making the rider perceive that there is a risk of approaching the body. As described later, the cooperative assistance information transmitted to the motorcycle 3 by the cooperative assistance device 6 includes: information on a soundness notification setting value for setting on/off of soundness notification by soundness control apparatus 326, information on a risk notification setting value for setting on/off of risk notification by risk notification control apparatus 327 and a notification mode type, risk information on a risk near the rider, and the like.

The soundness notification set value input to the soundness control apparatus 326 is set to any one of the following values: the soundness notification of the soundness control apparatus 326 is set to "0" which is turned off, and the soundness notification of the soundness control apparatus 326 is set to "1" which is turned on.

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

The soundness control apparatus 326 sets the soundness notification to on when the soundness notification setting value is "1". More specifically, the soundness control apparatus 326 soundes a music of interest in riding feeling, for example, by the head-mounted speaker 321, to soundly the rider's driving ability. Further, at this time, in order to increase the level of arousal of the rider, the BPM of the musical composition may be changed, or the bass may be emphasized.

As described above, since the health control device 326 operates the HMI320 to make the drivability of the rider sound, the health notification can be turned off so that the driver does not feel tired when the risk notification of the risk notification control device 327 described later is set to on (that is, when the risk notification set value is "1" or "2").

The risk notification control device 327 can perform risk notification in a plurality of notification modes different from at least one of the operation target device and the operation mode of the HMI 320. More specifically, risk notification control device 327 may perform risk notification in at least any one of a care notification mode for the purpose of causing the rider to perceive the presence of a potential risk, a simulation notification mode for the purpose of causing the rider to perceive the presence of a risk and/or the degree of the risk, and a prediction assistance notification mode for the purpose of notifying the rider of information 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 the following values: the risk notification of the risk notification control device 327 is set to "0" that is off, "the risk notification of the risk notification control device 327 is set to" 1 "that is on and the notification mode is set to the care notification mode and the prediction assistance notification mode," the risk notification of the risk notification control device 327 is set to "2" that is on and the notification mode is set to the simulation 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, the risk notification control device 327 does not operate the HMI 320 when the risk notification setting value is "0". Furthermore, this does not prevent the robust control apparatus 326 from operating the HMI 320.

When the risk notification setting value is "1", the risk notification control device 327 sets the notification mode to the care 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.

Wherein the risk notification control device 327 generates risk avoidance assistance information beneficial for avoiding a risk near the rider's body from the risk information transmitted by the cooperation assistance device 6 in the case where the notification mode is set to the prediction assistance notification mode, while operating the head-mounted speaker 321 and the head-up display 322 of the HMI 320 in such a manner that the rider can sense the risk avoidance assistance information by hearing and vision. Wherein the risk avoidance assistance information includes information related to the position of a risk object that may be in contact with the host vehicle and content information that arouses the attention of the rider to the risk object.

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

In addition, when the notification mode is set to the care notification mode, the risk notification control device 327 operates the HMI 320 so as not to feel tired to the rider, and causes the rider to naturally perceive the presence of the risk object extracted from the risk information transmitted by the cooperation support device 6. As such, in the care notification mode, in order to make the rider feel the presence of the risk object naturally without feeling tired, the risk notification control device 327 preferably operates the head-mounted speaker 321 which is dependent on the hearing of the rider, among the plurality of devices included in the HMI 320. More specifically, in the case where the notification mode is set to the care notification mode, the risk notification control device 327 emits familiar sound effects generated by two-channel sounds set so that the rider's line of sight naturally faces the position of the risk object at a small volume by the head-mounted speaker 321.

In addition, when the notification mode is set to the simulation notification mode, the risk notification control device 327 operates the HMI 320 in a manner different from the care notification mode described above, and makes the rider strongly perceive the existence of the risk object extracted from the risk information transmitted by the cooperation support device 6 and the degree of risk for the risk object. In this way, in the simulation notification mode, in order for the rider to strongly perceive the existence of the risk object, the risk notification control device 327 operates the HMI 320 in such a manner that the notification intensity is higher than that determined in the care notification mode. More specifically, when the notification mode is set to the analog notification mode, risk notification control device 327 generates a beep sound or a pulse sound with a sound effect larger than that generated in the care notification mode through head speaker 321. These beeps and pulse sounds are sound unfamiliar to the rider and are of a large volume as compared with the sound effects emitted in the care notification mode, and therefore the notification intensity is higher than the sound effects emitted in the care notification mode.

In addition, as described above, in the simulation notification mode, in order for the rider to strongly perceive 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 according to the degree of risk for the risk object extracted from the risk information transmitted by the cooperation assisting device 6 (for example, the collision prediction time for the risk object). Specifically, the risk notification control device 327 may increase the volume of the buzzing sound, or increase the volume of the pulse sound, or shorten the interval of the pulse sound, the higher the risk level (i.e., the shorter the collision prediction time).

In this way, when the notification intensity is changed according to the degree of risk, the risk notification control device 327 preferably operates the HMI320 so as to maximize the notification intensity at the time when the driving assistance ECU starts to execute the collision-reduction brake control, 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 subject traffic area 9 is constituted by, for example, a wearable terminal worn by the pedestrian 4, a smart phone owned by the pedestrian 4, and the like. The wearable terminal has a function of measuring biological information of the pedestrian 4 such as heart rate, blood pressure, and blood oxygen saturation, and transmitting measurement data of the biological information to the cooperation support apparatus 6, or receiving cooperation support information transmitted from the cooperation support apparatus 6. The smart phone has a function of transmitting pedestrian information such as position information, movement acceleration, and schedule information of the pedestrian 4 to the cooperation support apparatus 6, or receiving cooperation support information transmitted from the cooperation 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 hearing, vision, touch, and the like of the pedestrian by operating the HMI in a manner specified based on the received cooperation assistance information.

Fig. 3C is a block diagram showing the structure of the notification device 42 mounted on the portable information processing terminal 40. Further, only the blocks related to control based on the cooperation assistance information transmitted by the cooperation assistance apparatus 6 in particular in the notification apparatus 42 are illustrated in fig. 3C.

The notification device 42 includes: HMI 420 operates in a pedestrian-perceivable manner; and an HMI control device 425 operating the HMI 420 according to the cooperation assistance information transmitted by the cooperation assistance device 6.

The HMI 420 includes: a speaker 421 operable by a pedestrian through auditory perception; and, the vibration device 424 is operable in a manner that is tactilely perceptible to a pedestrian.

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

As described later, the cooperation assistance information transmitted to the portable information processing terminal 40 owned by the pedestrian by the cooperation assistance device 6 includes information on risk notification setting values for setting the on/off of the risk notification of the HMI control device 425 and the kind of notification mode, risk information on the risk of approaching the pedestrian, and the like.

The HMI control device 425 can perform risk notification in a plurality of notification modes different from at least one of the operation target device and the operation mode of the HMI420. More specifically, the HMI control 425 can perform risk notification in at least any one of a care notification mode for the purpose of causing a pedestrian to perceive the existence of a potential risk and a simulation notification mode for the purpose of causing a pedestrian to perceive the existence of a risk appearing and/or the degree of the risk. Accordingly, the risk notification setting value input to the HMI control device 425 is set to any one of the following values: the risk notification of the HMI control 425 is set to "0" which is turned off, "the risk notification of the HMI control 425 is set to" 1 "which is turned on and the notification mode is set to the care notification mode," the risk notification of the HMI control 425 is set to "2" which is turned on and the notification mode is set to the analog notification mode.

The HMI control device 425 sets the risk notification to off when the risk notification setting value is "0". That is, the HMI control device 425 does not operate the HMI420 when the risk notification setting value is "0".

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

When the risk notification setting value is "2", the HMI control device 425 sets the notification mode to the analog notification mode and starts the risk notification in the set notification mode.

When the notification mode is set to the care notification mode, the HMI control device 425 operates the HMI 420 so as not to cause a pedestrian to feel tired, and naturally senses the existence of a risk object extracted from the risk information transmitted from the cooperation support device 6. More specifically, when the notification mode is set to the care notification mode, the HMI control unit 425 operates the vibration unit 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 analog notification mode, the HMI control device 425 operates the HMI 420 in a manner different from the care notification mode, and strongly senses the existence of the risk pattern extracted from the risk information transmitted from the cooperation support device 6 and the risk level for the risk object. In this manner, in the simulated notification mode, the HMI control 425 operates the HMI 420 so that the pedestrian strongly perceives the presence of the risk object, in a manner that the notification intensity is higher than that determined in the care notification mode. 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 for the pedestrian to strongly perceive 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 extracted from the risk information transmitted by the cooperation assisting device 6 (for example, collision prediction time for the risk object). Specifically, the higher the risk level (i.e., the shorter the collision prediction time), the higher the volume of the beep, or the higher the volume of the pulse sound, or the shorter the interval of the pulse sound, or the higher the volume of the message, or the change in the content of the message, the HMI control 425 may increase the volume of the beep.

Returning to fig. 2, the infrastructure camera 56 photographs images of traffic infrastructure equipment including lanes, intersections, and sidewalks in the target traffic area or moving bodies and pedestrians moving on these lanes, intersections, sidewalks, and the like, and transmits the obtained image information to the cooperation assisting apparatus 6.

The signal control device 55 controls the traffic lights and transmits, to the cooperative assisting device 6, traffic light state information related to the current lighting color of the traffic lights provided in the target traffic area, the timing of switching the lighting color, and the like.

The cooperation assisting apparatus 6 is a computer that generates cooperation assisting information for prompting communication between the traffic participants and identification of surrounding traffic environments for each of the traffic participants as an assisting object based on information acquired from a plurality of area terminals existing in the target traffic area, and notifies the traffic participants of the cooperation assisting information, thereby assisting the traffic participants in safe and smooth traffic in the target traffic area. In the present embodiment, among the plurality of traffic participants existing in the target traffic area, a traffic participant having a means (for example, notification devices 22, 32, 42) for receiving the cooperation assistance information generated in the cooperation assistance device 6 and operating the HMI in a manner specified based on the received cooperation assistance information is set as an assistance target of the cooperation assistance device 6.

The cooperation support apparatus 6 includes: an object traffic area identifying unit 60 that identifies people and moving bodies in the object traffic area as each traffic participant; a driving subject information acquisition unit 61 that acquires driving subject state information related to 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 a future of the traffic participant in the subject 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 cooperative auxiliary information notifying unit 65 that transmits cooperative auxiliary information generated for each traffic participant identified as an auxiliary object by the object traffic area identifying unit 60; a traffic environment database 67 storing information related to traffic environments of the subject traffic areas; and a driving history database 68 storing information related to past driving histories of the driving subjects registered in advance.

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

The driving history database 68 stores information on past driving histories of a driving subject registered in advance in a state associated with the registration number of a moving body owned by the driving subject. Therefore, if the registration number of the identified moving body can be specified by the object traffic area identifying unit 60 described later, the driving history database 68 can be searched for based on the registration number, and the past driving history of the driving subject of the identified moving body can be acquired. Hereinafter, the information stored in the drive history database 68 is also referred to as registered drive history information.

The object traffic area identifying unit 60 identifies identification objects including persons or moving bodies in the object traffic area, that is, traffic participants and the traffic environments of the traffic participants in the object traffic area, based on the information transmitted by the above-described 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 object traffic area and the registered traffic environment information read from the traffic environment database 67, and acquires identification information related to the identification objects.

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 or 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 includes information on the state of the own vehicle as a traffic participant or the surrounding traffic participant acquired by the outside sensor unit or information on the state of the own vehicle as a traffic participant acquired by the own vehicle state sensor or the navigation device or the like. In addition, the information transmitted from the portable information processing terminal 40 to the target traffic area identifying unit 60 includes information on the state of the pedestrian as a traffic participant, such as the position or the moving acceleration. The image information transmitted from the infrastructure camera 56 to the target traffic area identifying unit 60 includes information on each traffic participant or its traffic environment, such as the appearance of traffic infrastructure equipment such as lanes, intersections, and sidewalks in the target traffic area, and the appearance of traffic participants moving in the target traffic area. The traffic light status information transmitted from the signal control device 55 to the target traffic area identifying unit 60 includes information on the traffic environment of each traffic participant, such as the current lighting color of the traffic light or the timing of switching the lighting color. In addition, the registered traffic environment information read from the traffic environment database 67 by the object traffic area identifying unit 60 includes information related to the traffic environment of each traffic participant, such as map information of the object traffic area or risk area information.

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

Therefore, in the present embodiment, the means for identifying the traffic participants and the traffic environment in the target traffic area is composed of the target traffic area identification means 60, the in-vehicle driving support device 21, the in-vehicle communication device 24, and the portable information processing terminal 25 included in the in-vehicle device group 20 of the four-wheeled vehicle 2, the in-vehicle driving support device 31, the in-vehicle communication device 34, and the portable information processing terminal 35 included in the in-vehicle device group 30 of the motorcycle 3, the portable information processing terminal 40 of the pedestrian 4, the infrastructure camera 56, the signal control device 55, and the 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 cooperation assistance information notifying unit 65, and the like.

The driving subject information obtaining unit 61 obtains driving subject state information and driving subject characteristic information relating to the current driving ability 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 by the above-described area terminal (in particular, the in-vehicle device group 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 vehicle when the driving subject of the four-wheel vehicle identified as a traffic participant by the target traffic area identifying unit 60 is a human. 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 when the target traffic area identifying unit 60 identifies that the driving subject of the motorcycle is a person.

The information transmitted from the driving subject state sensor 23 and the in-vehicle communication device 24 included in the in-vehicle device group 20 to the driving subject information acquisition unit 61 includes time-lapse data related to visual information such as the direction of the line of sight of the driver and whether the eyes are open or not during driving, biological information such as pulse and respiration, skin potential, voice information such as conversation, and the like, that is, information related to the driving ability of the driver during driving. In addition, 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 time data concerning whether the rider has a pulse, a breath, a skin potential, and other biological information, that is, information concerning the rider's driving ability during driving. In addition, 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 obtaining unit 61 includes schedule information of the driver or the rider person. When a driver or a rider drives a mobile body under a strenuous 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 driving ability of the driver or the rider.

The driving subject information obtaining unit 61 obtains driving subject characteristic information relating to characteristics (e.g., abrupt lane change, abrupt acceleration/deceleration, etc.) concerning the driving of the driving subject, which is related to the driving subject's current driving ability during driving, using both or either of the driving subject state information for the driving subject and the registered driving history information read from the driving history database 68, which are obtained through the above steps.

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 cooperation assistance information notification unit 65, and the like.

The prediction unit 62 extracts a part of the traffic region in the subject traffic region as a monitored region, and predicts the future of the plurality of traffic participants in the monitored 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, the prediction unit 62 constructs a virtual space simulating the monitoring area based on the traffic participant identification information and the traffic environment identification information acquired by the object traffic area identification unit 60, and predicts the future of each traffic participant in the monitoring area based on the traffic participant identification information, the traffic environment identification information, the driving subject state information, and the driving subject characteristic information by performing simulation on the virtual space. Further, detailed descriptions are omitted for specific steps of predicting the future of each traffic participant in the monitored area by the prediction unit 62.

The traffic area to be targeted is, for example, a traffic area with a relatively wide range determined by a city village unit. In contrast, the monitoring area is a traffic area through which a four-wheeled vehicle can pass when moving at a legal speed, for example, at an intersection, in the vicinity of a specific facility, or the like. That is, the monitoring area is narrower than the traffic area, but wider than the ADAS operation range of the driving assist ECU mounted on each mobile body.

The soundness notification setting unit 63 sets on/off of soundness notification for each setting target with respect to a traffic participant of the moving body, which is identified as an auxiliary target by the target traffic region identification unit 60, among a plurality of traffic participants existing in the target traffic region.

More specifically, first, the soundness notification setting unit 63 acquires the driving body state information and the driving body characteristic information associated with the moving body, that is, the driving body of each setting object, from the driving body information acquisition unit 61. The soundness notification setting unit 63 calculates the current soundness of the driving body for each setting target based on the acquired driving body state information and driving body characteristic information. The soundness notification setting means 63 determines that the driving subject of the setting target is in an unhealthy state when the soundness calculated for each setting target is smaller than a predetermined soundness threshold value, and sets the soundness notification setting value for the setting target to "1" in order to set the soundness 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 steps. Information about the soundness notification setting values set for the respective setting objects by the soundness notification setting unit 63 is sent to the cooperation auxiliary information notification unit 65.

The risk notification setting unit 64 sets, as a setting target, a traffic participant identified as an auxiliary target by the target traffic region identification unit 60 among a plurality of traffic participants existing in the monitoring region extracted from the target traffic region by the prediction unit 62, an on/off and notification mode of the risk notification for each setting target.

More specifically, the risk notification setting unit 64 sets the on/off and notification mode of the risk notification for each setting target existing in the monitoring area based on the information associated with the monitoring area among the traffic participant identification information and the traffic environment identification information acquired by the target traffic area identification unit 60, the information associated with the monitoring 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 monitoring area by the prediction unit 62.

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

Fig. 4 is a schematic diagram for explaining the case 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 a single-sided single-lane, the assist object, that is, the four-wheel car 2, travels on one lane of the road, and the second moving body, that is, the motorcycle 3, travels behind the four-wheel car 2 on the same lane as the four-wheel car 2. Further, the four-wheel car 2 tries to turn right across the lane on the opposite side at a place other than the intersection. For example, the four-wheel vehicle 2 tries to turn right across the lane on the opposite side in order to enter the destination place.

In this case, the four-wheel vehicle 2 decelerates for the right, and therefore it is expected that the motorcycle 3 traveling behind the four-wheel vehicle 2 will go beyond the four-wheel vehicle 2 from the right rear side of the four-wheel vehicle 2. In this case, the four-wheel car 2 turning right may collide with the motorcycle 3 that exceeds the four-wheel car 2 from the rear right.

In the example shown in fig. 4, when the motorcycle 3 is a moving object approaching the four-wheel vehicle 2 from behind the forward direction of the four-wheel vehicle 2 and the motorcycle 3 is traveling straight on the lane of the road R1 and the four-wheel vehicle 2 is turning right on the road R1, the risk notification setting means 64 sets the notification modes of the risk notification control means 227 and the risk notification control means 327 to the care notification mode or the simulation notification mode based on the speed of the motorcycle 3 recognized by the recognition means, the deceleration of the motorcycle 3, the relative speed of the motorcycle 3 with respect to the four-wheel vehicle 2, the inter-vehicle distance between the four-wheel vehicle 2 and the motorcycle 3, and the driving body characteristic information of the rider of the motorcycle 3 acquired by the driving body information acquisition means 61.

Specifically, in the case where the speed of the motorcycle 3 is a speed that can exceed the four-wheel vehicle 2, the deceleration of the motorcycle 3 is low, or the motorcycle 3 is not decelerated outside the analog notification operation range including the ADAS operation range, the relative speed of the motorcycle 3 with respect to the four-wheel vehicle 2 is high enough to allow overtaking, the inter-vehicle distance between the four-wheel vehicle 2 and the motorcycle 3 is short enough to allow overtaking, and the rider of the motorcycle 3 recognizes that the driving subject characteristic information of the four-wheel vehicle 2 and the rider of the motorcycle 3 includes characteristics that frequently exceed other moving bodies, 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 care notification mode.

Further, in the case where the four-wheeled vehicle 2 and the motorcycle 3 are closer to each other and are present within the simulation notification operation range, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to the simulation notification mode.

The simulation notification operation range includes an ADAS operation range, and is an operation range in which the notification mode is set to the simulation notification mode when the distance between the motorcycle 3 and the four-wheel vehicle 2 is close, and the risk notification is performed in the simulation notification mode. That is, the analog notification operation range is a range wider than the ADAS operation range.

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

In addition, when the four-wheel vehicle 2 turns right at a point other than the intersection on the road R1, the risk notification setting unit 64 sets the notification mode of the surrounding moving object around the four-wheel vehicle 2 to the care notification mode or the analog notification mode based on the position of the four-wheel vehicle 2 and the driving subject state information acquired by the driving subject information acquisition unit 61. The peripheral moving body around the four-wheel vehicle 2 may have an in-vehicle driving support device 21 similar to the four-wheel vehicle 2, or may have a communication device capable of transmitting and receiving information from the four-wheel vehicle 2 and the cooperative support device 6 by inter-vehicle communication.

Specifically, when the four-wheel vehicle 2 turns right at a point other than the intersection on the road R1, and when the driving subject state information includes a preliminary operation (for example, the driver's sight line, the operation of the brake, or the like) of turning right by the driver of the four-wheel vehicle 2 while the position of the four-wheel vehicle 2 is present at a point other than the intersection on the road R1, the risk notification setting unit 64 sets the notification mode of the peripheral moving bodies around the four-wheel vehicle 2 to the care notification mode. Further, in the case where the four-wheel vehicle 2 and the motorcycle 3 are further approaching each other and are within the simulation notification operation range, the risk notification setting means 64 sets the notification mode of the peripheral moving body around the four-wheel vehicle 2 to the simulation notification mode.

In the above example, the risk notification setting means 64 sets the notification mode of the surrounding mobile object around the four-wheel vehicle 2 to the care notification mode or the simulation notification mode, but the present invention is not limited to this, and the risk notification such as the warning notification may be performed in the surrounding mobile object by receiving information from the four-wheel vehicle 2 and the cooperation support apparatus 6 through inter-vehicle communication.

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 care notification mode or the simulation notification mode, but the present invention is not limited to this, and the risk notification setting means 64 may set either one of the risk notification control device 227 and the risk notification control device 327 to the care notification mode or the simulation notification mode. In addition, in the case where the peripheral moving body has the in-vehicle device group 20 similarly to the four-wheeled vehicle 2, the risk notification setting unit 64 may set the risk notification control device 227 of the four-wheeled vehicle 5 to the care notification mode or the simulation notification mode.

Returning to fig. 2, the cooperative assist information notifying unit 65 generates cooperative assist information for prompting communication with surrounding traffic participants and recognition of surrounding traffic environments for each traffic participant recognized as an assist object by the object traffic area recognizing unit 60, based on the traffic participant recognition information and traffic environment recognition information acquired by the object traffic area recognizing unit 60, the driving subject state information and driving subject characteristic information acquired by the driving subject information acquiring unit 61, the prediction result of the predicting unit 62, the information on the soundness setting value set by the soundness notification setting unit 63, the information on the risk notification setting value set by the risk notification setting unit 64, and transmits the generated cooperative assist information to each traffic participant.

The cooperation assistance information transmitted from the cooperation assistance information notification unit 65 to each assistance object includes information on the soundness setting value, information on the risk notification setting value, and risk information on the risk near each assistance object. The risk information includes, for example, information on the prediction result of the prediction unit 62, the positions of traffic participants existing around 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 operates the HMI 220 in the first notification mode when the notification mode is set to the care notification mode, operates the HMI 220 in the 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 sets the risk notification setting unit 64 to the care notification mode or the analog notification mode based on the speed of the motorcycle 3 recognized by the recognition means, the deceleration of the motorcycle 3, the relative speed of the motorcycle 3 to the four-wheel vehicle 2, the inter-vehicle distance between the four-wheel vehicle 2 and the motorcycle 3, and the rider's driving body characteristic information of the motorcycle 3 acquired by the driving body information acquisition unit 61 when the motorcycle 3 is a moving body approaching the four-wheel vehicle 2 from the rear in the forward direction of the four-wheel vehicle 2, and the motorcycle 3 is traveling straight on the lane of the road R1, and when the four-wheel vehicle 2 turns right on the road R1. Thus, the traffic safety assistance system 1 can make a notification in the first notification manner in advance in the case where the four-wheel car 2 tries to turn right and the motorcycle 3 is predicted to exceed the four-wheel car 2, and make a notification in the second notification manner in the case where the motorcycle 3 is approaching. Therefore, 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, in the case where the four-wheel vehicle 2 tries to turn right and the motorcycle 3 is predicted to exceed the four-wheel vehicle 2, it is possible to reduce the trouble of notifying the driver of the four-wheel vehicle 2 and to ensure the traffic safety.

(2) In the traffic safety support system 1, when the four-wheel vehicle 2 turns right at a point other than the intersection on the road R1, the notification mode of the surrounding moving object around the four-wheel vehicle 2 is set to the care notification mode or the analog notification mode based on the position of the four-wheel vehicle 2 and the driving body state information acquired by the driving body information acquisition unit 61. Thus, the traffic safety support system 1 can reduce the trouble of notifying the driver of the surrounding moving body and can ensure the traffic safety when the four-wheel vehicle 2 tries to turn right and the motorcycle 3 is expected to exceed the four-wheel vehicle 2.

(3) In the traffic safety support system 1, 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, 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. As a result, the traffic safety support system 1 can strongly communicate the approach of the second mobile body, that is, the motorcycle 3, 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 level that is not annoying when the risk level is low. Similarly, 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 at a level that is not annoying in the case where the risk level is low.

(4) In the traffic safety support system 1, the four-wheel vehicle 2 as a support target is provided with an in-vehicle driving support device 21, and at least one of the brake device and the steering device is automatically operated when there is a possibility of contact of the in-vehicle driving support device 21 with a moving object 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.

An embodiment of the present invention has been described above, but the present invention is not limited to this. The detailed construction may be appropriately changed within the spirit of the present invention. For example, in the above embodiment, the description has been made of the case where the identification means for identifying the traffic participants and the traffic environment in the monitored area around the moving object, that is, the auxiliary 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, on the cooperative auxiliary device 6 capable of wireless communication with the auxiliary object, but the present invention is not limited to this. The recognition means and the notification mode setting means may be configured by an in-vehicle device mounted on the auxiliary object. In this case, the range of the monitoring area recognized by the recognition means is limited to a range recognizable by an external sensor mounted on the auxiliary object, but there is an advantage in that delay caused by communication is small.

Reference numerals

1. Traffic safety auxiliary system

9. Object traffic area

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

20 vehicle-mounted device group

21 vehicle driving auxiliary device (identification means, driving auxiliary 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 participant)

30 vehicle-mounted device group

31 vehicle driving support device (identification means, driving support device)

32. Notification device

33. Rider status sensor

34 vehicle mounted communication device (identification means)

35 portable information processing terminal (identification means)

4 pedestrian (person, traffic participant)

40 portable information processing terminal (identification means)

51 lane (traffic environment)

52 crossroad (traffic environment)

53 sidewalk (traffic environment)

54 signal lamp (traffic environment)

55 signal control device (identification means)

56 infrastructure camera (identification means)

6 collaboration assistance apparatus

60 object traffic area identification unit (identification means)

61 driving subject information acquiring unit (driving characteristic acquiring means)

62 prediction unit (prediction means)

63 soundness notification setting unit

64 risk notification setting unit (notification mode setting means)

65 cooperative auxiliary information notifying unit

67 traffic environment database (identification means)

68 Driving history database

220HMI (man-machine interface)

225 HMI control device

226. Soundness control device

227 Risk report controller (report controller)

320HMI (man-machine interface)

325 HMI control device

326. Soundness control device

327 risk notification control device (notification control means)

420HMI (man-machine interface)

425HMI control device

Claims (4)

1. A traffic safety support system for supporting driving of a driver of a first mobile body, that is, a support object, the traffic safety support system comprising:

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

a human-computer interface that operates in a manner perceptible by the driver;

a notification mode setting means for setting a notification mode of the human-computer interface based on a recognition result of the recognition means during a period in which the recognition means recognizes that the second moving object exists outside the first range centered on the auxiliary object in the monitoring area;

a notification control means for operating the human-machine interface in a first notification mode when the notification mode is set to a first mode, and operating the human-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,

Driving characteristic obtaining means for obtaining driving subject characteristic information of the driver of the second moving body,

the notification mode setting means sets the notification mode to the first mode or the second mode based on the speed of the second moving body, the deceleration of the second moving body, the relative speed of the second moving body to the first moving body, the distance between the first moving body and the second moving body, and the driving subject characteristic information of the driver of the second moving body acquired by the driving characteristic acquisition means when the second moving body approaches the auxiliary object from the rear in the advancing direction of the auxiliary object and the second moving body moves straight in the monitoring area and the first moving body turns right in the monitoring area.

2. The traffic safety assistance system according to claim 1, wherein,

the notification mode setting means sets the notification mode in the peripheral moving body around the first moving body to the first mode or the second mode based on the position of the first moving body and the driving body state information acquired by the driving characteristic acquisition means when the first moving body turns right at a point in the monitored area that is not an intersection.

3. The traffic safety assistance 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 auxiliary object and the second mobile body when the notification mode is set to the second mode.

4. The traffic safety assistance system according to claim 1 or 2, wherein,

the assist target includes a driving assist device that automatically operates at least one of the brake device and the steering device under a condition that there is a possibility of the moving body being in contact with the first range.