JP2001163082A - Controller for movable body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller for a movable body performing optimal information provision control or hazard evasive control in accordance with driving characteristics of a driver. SOLUTION: It is determined whether or not information provision to the driver or a hazard evasive action of the vehicle itself is necessary based upon a quantity of a vehicular state and a manipulated variable of the vehicle itself detected as states or the like of a sensor group and a control switch group, and when it is determined to be necessary, the information provision and/or the hazard evasive action are executed (S1-S3). Timings for executing these actions are corrected in accordance with driving technique of the driver determined on the basis of data showing watching points obtained from a watching point detection sensor.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a moving object, and more particularly to a control device suitable for application to a typical moving object such as an automobile.

[0002]

2. Description of the Related Art Conventionally, there has been proposed an apparatus for automatically controlling a running state of a vehicle, which is a typical moving body, for safe running.

As an example of such a control device, for example, Japanese Unexamined Patent Publication No. 7-159525 discloses a timing for issuing an alarm for preventing a collision with a preceding vehicle by determining a distance between the vehicle and the preceding vehicle at the time when the own vehicle starts to decelerate. And a control device having a function of learning based on the vehicle speed of the host vehicle. Also, Japanese Patent Application Laid-Open No. 10-338056 proposes a device that performs brake control of the host vehicle such that the deviation between the target vehicle distance and the inter-vehicle distance between the host vehicle and the preceding vehicle is reduced.

[0004]

In general, it is known that the driving characteristics of a driver have a high correlation with the proficiency (skill) of the driving operation of the driver. Since the control function is executed irrespective of the proficiency level in the driving operation of the driver, it is expected that some drivers will feel uncomfortable with the automatic execution of the control function.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a control apparatus for a moving body which performs optimal information provision control or danger avoidance control according to the driving characteristics of a driver.

[0006]

In order to achieve the above object, a moving object control apparatus according to the present invention has the following features.

That is, a control device for a moving body driven by a driver, comprising: a driving state detecting means for detecting a driving state of the moving body; and a driving state detected by the driving state detecting means (for example, from a traveling lane). An information providing means (e.g., an alarm issuance by voice or display) for providing information on the detected driving state to the driver when the deviation amount reaches a predetermined state, and a visual recognition action for detecting the driver's visual recognition action Detecting means, and control means for determining a driving characteristic of the driver based on the viewing behavior detected by the viewing behavior detecting means, and correcting information provision control by the information providing means in accordance with the determined driving characteristic. And characterized in that:

Alternatively, in order to achieve the above object, there is provided a control device for a moving body driven by a driver, wherein the driving state detecting means detects a driving state of the moving body, and the driving state detected by the driving state detecting means. A danger avoiding means for causing the moving body to automatically perform a danger avoidance operation (throttle opening, braking, operation control of a transmission, etc.) when a state becomes a predetermined state, and detecting a visual recognition action of the driver; Determining the driving characteristic of the driver based on the visual recognition behavior detected by the visual recognition behavior detecting means, and correcting the danger avoidance control by the danger avoidance means in accordance with the determined driving characteristic. And control means for performing the operation.

In any of the above control devices, for example, when the visual recognition behavior detecting means detects the gaze frequency of the driver with respect to a mirror provided on the moving body,
The control unit may execute the correction when the gaze frequency detected by the viewing behavior detecting unit is less than a predetermined number.

[0010] Alternatively, for example, when the visual recognition action detecting means detects a gaze range of the driver with respect to the front of the moving body, the control means sets the gaze range detected by the visual recognition action detecting means to be lower than a predetermined range. When the distance is narrow, the correction is preferably performed.

Alternatively, for example, when the viewing behavior detecting means detects a gaze distance of the driver with respect to the front of the moving body, the control means sets the gaze distance detected by the viewing behavior detection means to be smaller than a predetermined distance. When the time is short, the correction is preferably performed.

[0012]

According to the present invention described above, it is possible to provide a control apparatus for a moving body that performs optimal information provision control or danger avoidance control according to the driving characteristics of the driver.

That is, according to the first aspect of the present invention, it is possible to perform optimal information provision control in accordance with the driver's driving characteristics determined based on the driver's visual recognition behavior.

According to the second to fourth aspects of the present invention, the gaze frequency of the mirror, the front gaze range, or the front gaze distance is detected as the driver's visual recognition behavior,
It is possible to accurately determine the driving characteristics of the driver,
Optimal control can be performed.

According to the fifth aspect of the present invention, optimal danger avoidance control can be performed in accordance with the driver's driving characteristics determined based on the driver's visual recognition behavior.

[0016]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram of a control system for a mobile unit according to the present invention; FIG.

FIG. 1 is a diagram showing a system configuration of an automobile equipped with a control device for a moving body according to this embodiment. FIG. 2 is a block diagram showing a configuration of a control function in the moving object control device according to the present embodiment. FIG. 3 is a diagram showing a driver's seat of the automobile shown in FIG.

1 to 3, reference numeral 1 denotes a control unit for performing a control process. Reference numeral 11 denotes an inter-vehicle distance sensor that detects the inter-vehicle distance between the preceding vehicle and the own vehicle and the relative speed between the preceding vehicle and the own vehicle using a laser radar or the like. Reference numeral 12 denotes a lane marker sensor that detects magnetism from a magnetic marker provided on a road to detect the traveling position of the vehicle. Reference numeral 13 denotes a side mirror or a line C provided on the side or rear side of the vehicle body for detecting an inter-vehicle distance and a relative speed with another vehicle located on the rear side of the own vehicle.
It is a rear side vehicle sensor such as a CD (Charge Coupled Device). A vehicle speed sensor 14 detects a vehicle speed V of the own vehicle. Reference numeral 15 denotes a yaw rate sensor that detects a yaw angle in order to detect an acceleration G in a direction or a lateral direction of the vehicle.

Reference numeral 16 denotes a throttle sensor for detecting a throttle opening. Reference numeral 17 denotes a brake pressure sensor that detects a brake pressure applied to a brake mechanism (not shown) included in the acceleration / deceleration mechanism 29. 18 is a steering mechanism 30 for detecting a steering angle corresponding to the operation of the steering wheel.
Is a steering angle sensor provided in the vehicle. Reference numeral 19 denotes a gazing point detection sensor that detects a position (a gazing point) that the driver is looking at as described later. 21 uses the map information 20
GP used in a navigation unit (not shown) for detecting the current position of the vehicle and guiding the route to the destination
GP that receives S (Global Positioning System) signal
It is an S sensor. Reference numeral 22 denotes a road-to-vehicle communication unit that communicates traffic information, information on an obstacle in front, information on the presence or absence of a pedestrian walking on a pedestrian crossing, and the like with a wireless device provided on the road.

Reference numeral 23 denotes an infrared light emitting lamp provided on, for example, a column cover of a steering wheel and emitting infrared light to the head and face of the driver. Reference numeral 24 denotes an infrared light projection area imaging camera that is provided on, for example, a column cover of a steering wheel and captures light reflected from the head face by the infrared light projection lamp 23.

Reference numeral 27 denotes a liquid crystal display (L) for providing output results of a navigation unit (not shown) and various kinds of information.
CD) and a display such as a head-up display (HUD). Reference numeral 28 denotes a speaker that outputs various voices and provides information and alerts to the driver as described later.

Reference numeral 29 denotes an acceleration / deceleration mechanism for the host vehicle, which includes a throttle, a transmission, a brake mechanism, and the like. 30
Is a steering mechanism that performs steering in accordance with the operation of the steering wheel.

Reference numeral 3 denotes a group of various operation switches, including a turn signal switch 31 used for operation of a turn signal lamp, a light switch 32 used for operation of a headlight, a wiper switch 33 used for operation of a wiper, a distance between vehicles. Using an auto cruise main switch 34 used for operation of an auto cruise function capable of holding a vehicle, a main switch 35 for a front vehicle collision warning system capable of turning on / off a collision warning function with a preceding vehicle, and a road-vehicle communication unit 22. A main switch 36 for an information providing system capable of turning on / off an information providing system capable of obtaining various types of information from the infrastructure side, a main switch 37 for a lane departure warning system capable of turning on / off a system for warning a deviation from the traveling lane, Turn off the warning system for other vehicles located on the rear side. - made off possible after lateral warning system for the main switch 38, and a system for warning about the presence of the pedestrian from the on-off capable pedestrian warning system for the main switch 39. In this embodiment,
The operation state of the blinker switch 31 is used for recognition of the driver's driving operation (driving behavior), the light switch 32 used for operation of headlights and the like is used for day and night recognition, and the wiper switch 33 is used for weather recognition. Used for

Incidentally, since the individual structures of the sensor group and the switch group, and the acceleration / deceleration mechanism 29 and the steering mechanism 30 are generally common at present, detailed description in this embodiment is omitted.

Here, the function of the control unit 1 in the present embodiment will be outlined. First, in the driving skill determination module, the driving skill (driving characteristics) for the driver's driving operation is determined based on the driver's gazing point detected by the gazing point detection sensor 19, and the control execution module determines the driving skill on the left side of FIG. The state of the above-mentioned sensor group and switch group shown, and the estimated driving skill (driving characteristics)
In accordance with the parameter determined by the parameter determination module in accordance with the information, the display 27 and / or the speaker 28 are used to provide information, and the acceleration / deceleration mechanism 29 and / or the steering mechanism 30 are controlled for danger avoidance operation. Will be In the parameter determination module, an optimal parameter to be used next time is determined in the control execution module in accordance with the result of the driving skill determination. Each of these modules represents a functional unit of software executed by a microcomputer (not shown) provided in the control unit 1, and more specific processing is performed as follows.

FIG. 4 is a diagram showing a basic flowchart of a control process executed by the control unit 1 of the control device for a mobile unit according to the present embodiment. For example, the control process is executed over a period in which an ignition key switch is turned on.

In the figure, step S1: The states of the above-mentioned sensor group and switch group are detected as the vehicle state quantity and the operation quantity of the own vehicle.

Step S2, Step S3: Step S
Based on the vehicle state quantity and the operation quantity detected in step 1 and the parameters stored in the memory in step S7 executed last time, it is determined whether the provision of information to the driver and / or the danger avoidance operation of the own vehicle is necessary. (Step S
2) If it is determined that it is necessary, information provision and / or danger avoidance operation is performed (step S3), and if it is determined that it is unnecessary, the process proceeds to step S4.

Steps S4 to S6: The driving skill of the driver has already been determined, and it is determined whether or not a value representing the driving skill is stored in a predetermined area of the memory (step S4). Sometimes returns,
If not yet determined, the gazing point detection sensor 19
Is stored in a predetermined area of the memory (step S5), and the driving skill of the driver is determined as described later (step S5).
6).

Step S7, Step S8: Step S
It is determined whether the driving skill has been determined in step 6 (step S7). If the determination is not made, the process returns. If the determination is completed, the process returns to step S6 in order to use it in step S3 in the next control cycle. In accordance with the result of the determination of the driving skill, the parameters are corrected in, for example, five steps, the corrected parameters are stored in a predetermined area of the memory (step S8), and the process returns.

<Detection of Point of Gaze> First, before describing a method of detecting a point of gaze, an example of an experimental result relating to the movement of the driver's head and face and the movement of the pupil will be described with reference to FIG. .

FIG. 6 is a diagram showing the results of experiments on the movement of the driver's head and face and the direction of the line of sight when changing lanes.

As shown in the figure, between 30 seconds and 15 seconds before the end of the merging to determine whether or not the lane can be changed, the driver's head is repeatedly turned horizontally in order to confirm the rear of the vehicle. It can be seen that the pupil is sharply turned left and right and is gazing at the side mirror and the room mirror during the lane change, and the movement of the head face and the pupil with respect to the vertical direction. It can be seen that there is no significant change in (movement in the line of sight). Accordingly, it can be determined that the driving operation performed when the subject changes lanes does not include useless visual observation such as inattentiveness. Therefore, in the present embodiment, a gazing point indicating where the driver is looking is obtained based on the direction of the pupil (the direction of the line of sight),
It is used as a factor for determining the driving skill of the driver.

Here, a method of detecting the gazing point P of the driver by the gazing point detection sensor 19 will be described.

FIG. 5 is a block diagram showing the system configuration of the gazing point detection sensor 19 in this embodiment. Each module described below in this embodiment is a microcomputer (not shown) provided in the gazing point detection sensor 19. Represents a functional unit of software to be executed.

As shown in the figure, an infrared transmitting filter 25 is provided in the light emitting portion of the infrared light emitting lamp 23 and the light receiving portion of the infrared light emitting area imaging camera 24 to detect the gazing point. The sensor 19 performs a general binarization process and a feature point extraction process in an image processing module based on a video signal output from the infrared light projection area imaging camera 24, thereby obtaining an image of the head and face of the driver. Is extracted, and the gaze point detection module detects the head-face direction Dh and the gaze direction Ds based on the extracted head-face image in order to calculate the gaze point P of the driver.

Next, the specific function of the gazing point detection sensor 19 will be described with reference to FIG.

FIG. 7 is a diagram showing a flowchart of the gazing point detection process in this embodiment, and shows functions realized by the image processing module and the gazing point detection module.

In FIG. 5, step S51: The headlight of the driver is projected by the infrared light projection lamp 23, and the analog video signal of the headface photographed by the infrared light projection area imaging camera 24 is converted into an image. The video signal is captured by a processing module and subjected to general binarization processing to convert the video signal into digital multivalued image data for each pixel.

Step S52: A face image portion of the driver is extracted from the obtained multi-valued image data using a general image processing technique, and a plurality of feature points (for example, the inner and outer corners of the eye) included in the extracted face image portion are extracted. , Nostrils, etc.).

Step S53: From the extracted image data of the face image portion, the position of the reflection point and the position of the pupil generated on the cornea of the driver's eyeball by infrared light projection are determined using a general image processing method. To detect.

Step S54: By calculating the inclination of the driver's head face in a predetermined three-dimensional coordinate space based on the position of the feature point detected in step S52, the direction in which the driver's head face is directed (head) Face direction) Ds is measured.

Step S55: The corneal reflection point detected in step S53 and the head-face direction D detected in step S54
s and the direction of the driver's line of sight (gaze direction) D
s is detected.

Step S56: The gaze direction Ds detected in step S55 is stored in a predetermined position inside and outside the vehicle as a coordinate in the predetermined three-dimensional coordinate space (a distant position in front, a position near the vehicle in front, a rearview mirror). By determining whether the position corresponds to the mounting position, the mounting position of the left and right side mirrors, and the like, the gazing point P of the driver is detected, and data representing the detected gazing point P (for example, a distant position ahead, a vehicle ahead). The control unit 1 outputs the near position, the rearview mirror mounting position, the left and right side mirror mounting positions, and the like, respectively, to the control unit 1 and returns.

The above-mentioned gazing point detection process is performed, for example, at each control cycle of the microcomputer (not shown) of the gazing point detection sensor 19, and the data (identification flag) representing the detected gazing point P is described above. In step S5 of the flowchart shown in FIG. 4, the gazing point memory (RAM) in the control unit 1 is stored in chronological order for a predetermined number of detections.

<Determination of Driving Skill> Next, a method of obtaining the driving skill executed in step S6 (corresponding to the driving skill determination module shown in FIG. 2) of the flowchart shown in FIG. Will be described. In the present embodiment, three types of methods described below are assumed, and at least one of these methods is used.
One can be adopted.

FIG. 8 is a flowchart showing a driving skill determination process based on the gaze frequency of the indirect mirror. In this determination method, a driver having relatively low driving skill generally uses indirect mirrors (left and right side mirrors and a room mirror). The driving characteristic is based on the fact that the frequency of checking the rear of the own vehicle using the vehicle is low (that is, there is no room to look behind the own vehicle).

In the figure, step S61A: the current driving operation state is a state where the vehicle is traveling straight or the lane change is completed, based on the operation state of the turn signal switch 31 and the steering angle detected by the steering angle sensor 18. It is determined whether the vehicle is in the state or the state where the left turn has been completed.

Step S62A: When it is determined that the vehicle is traveling straight in step S61A, the time-series gazing point data (identification flag) stored in the gazing point memory is referred to and the indirect mirror (left and right) for a predetermined TS Straight seconds is used. Of the side mirrors and room mirrors)
Is counted.

Step S63A: When the lane change is completed in the judgment of step S61A, the time-series gazing point data stored in the gazing point memory is referred to.
The number of times of gaze NLane of the indirect mirrors (the left and right side mirrors and the room mirror) during TLane seconds from the start to the end of the lane change is counted.

Step S64A: When the left turn has been completed in the determination of step S61A, the time-series gazing point data stored in the gazing point memory is referred to, and an indirect mirror (TLeft seconds) from the start to the end of the left-turn. Number of gazes NLeft of left and right side mirrors and room mirrors)
Is counted.

Step S65A, Step S66A: It is determined whether or not the number of gazes NStraight, the number of gazes NLane, and the number of gazes NLeft have been counted (step S65A). The driving skill level of the driver is determined based on the number of gazes (step S66A).

That is, in step S66A, if the number of gazes NStraight, the number of gazes NLane, and the number of gazes NLeft are all less than or equal to a predetermined value M (StraightM, LaneM, LeftM), it is determined that the level is 1 (the driving skill is low). If any of the number of gazes is less than or equal to the predetermined value M, it is determined to be level 2 (the driving skill is somewhat low). Also, NStraight> Straig
When htM, NLane> LaneM, and NLeft> LeftM, it is determined that the level is 3 (the driving skill is normal), and one of these gaze counts is a predetermined value H ((> predetermined value M): StraightH, Lane
H, LeftH) or more, it is determined that the level is 4 (the driving skill is somewhat high), and NS Straight> Straight H, NLane> La
When neH, NLeft> LeftH, it is determined that the level is 5 (the driving skill is high).

As described above, the predetermined values (predetermined times) M and H used for determining the driving skill based on the gaze frequency of the indirect mirror are determined by the gaze time per one time and the need to confirm the rear view. It may be corrected according to the characteristics (for example, traffic volume and highway). That is, these thresholds may be increased if the gaze time per indirect mirror by the indirect mirror is shorter than a predetermined time, and small if the gaze time is long.
If the type of road on which the vehicle is traveling is a general road, the thresholds are increased, and if the type of road is an expressway, the thresholds are corrected to be small. If the traffic on the road on which the vehicle is traveling is large, these thresholds are increased, and if they are small, these thresholds are corrected to be small.

FIG. 9 is a flowchart showing a driving skill determination process based on the frequency of gaze around the vehicle. In this determination method, a driver with relatively low driving skill generally has a gaze range in the left and right direction ahead of the host vehicle. It is based on the driving characteristic of being narrow (that is, there is no room to see around the own vehicle).

In the same figure, step S61B: similar to step S61A described above, the current driving operation state is a state in which the vehicle is traveling straight, based on the operation state of the turn signal switch 31 and the steering angle detected by the steering angle sensor 18. Or
It is determined whether the lane change has been completed or the left turn has been completed. If it is determined that the vehicle is not traveling straight, the process proceeds to step S7. If the vehicle is traveling straight, the process proceeds to step S7.
Proceed to 62B.

Step S62B: Since the vehicle is in the straight traveling state in the judgment of step S61B, reference is made to the time-series gazing point data stored in the gazing point memory and a predetermined TS
The number of gazes NStraightL in the forward left direction and the number of gazes NStraightR in the forward right direction during ht seconds are counted.

Step S63B, Step S64B: It is determined whether or not the number of gazes NStraightL and the number of gazes NStraightR have been counted (step S63B). If the count is not counted, the process proceeds to step S7. Is determined based on the driving skill level (step S64B).

That is, in step S64B, if both the number of gazes NStraightL and the number of gazes NSRightR are equal to or less than the predetermined value M (StraightLM, StraightRM), it is determined that the level is 1 (driving skill is low). If the value is equal to or less than the predetermined value M, it is determined that the level is 2 (the driving skill is slightly low). Also, NSRightR> Straight
Level 3 when RM, NS StraightL> StraightLM
It is determined that the driving skill is normal, and one of these gaze counts is a predetermined value H ((> predetermined value M): Straight LH, Straig
htRH) or more, it is judged that the level is 4 (the driving skill is somewhat high), and NSRightR> StraightRH, NStraig
When htL> StraightLH, it is determined that the level is 5 (the driving skill is high).

As described above, the predetermined values (predetermined times) M and H used for performing the driving skill determination based on the frequency of gaze around the vehicle are also determined by the driving skill determination based on the gaze frequency of the indirect mirror. As in the case, the correction may be made according to the gaze time per one time or the necessity of confirming the rear view (for example, the traffic volume or the expressway).

FIG. 10 is a flowchart showing a driving skill determining process based on a distant gaze frequency in front of the vehicle. In this determining method, a driver having relatively low driving skill generally has a short gaze distance in front of the host vehicle (ie, , The driver cannot afford to see the distant vehicle).

In the figure, step S61C: similar to step S61A described above, the current driving operation state is a state in which the vehicle is traveling straight, based on the operation state of the turn signal switch 31 and the steering angle detected by the steering angle sensor 18. Or
It is determined whether the lane change has been completed or the left turn has been completed. If it is determined that the vehicle is not traveling straight, the process proceeds to step S7. If the vehicle is traveling straight, the process proceeds to step S7.
Proceed to 62C.

Step S62C: Since the vehicle is in the straight traveling state in the judgment of step S61C, the time-series gazing point data (identification flag) stored in the gazing point memory is referred to, and
The total gaze time N at a predetermined distant position ahead (for example, more than 50 m ahead of the host vehicle) in a predetermined TS Straight seconds.
StraightF, the total fixation time NStraight at a predetermined nearby position (for example, 50 m ahead from the parting position of the hood of the vehicle).
N is, for example, the count value of the identification flag indicating that the distant position and the near position are gazed at the predetermined TS Straight
It is obtained by counting each time within the range of seconds and calculating the product of the count value and a predetermined unit time.

Steps S63C and S64C: It is determined whether the total fixation times NStraightF and NStraightN have been calculated (step S63C), and if not, the process proceeds to step S7.
The driving skill level of the driver is determined based on the total watching time (step S64C).

That is, in step S64C, the ratio of the total fixation time NStraightF to NStraightN is calculated. If the calculated ratio is smaller than the predetermined value FrontPointL, it is determined that the level is 1 (the driving skill is low), and the calculated ratio is calculated. Is larger than the predetermined value FrontPointLM (> FrontPointL), it is determined that the level is 2 (the driving skill is slightly low).
Also, the calculated ratio is equal to a predetermined value FrontPointM (> FrontP).
ointLM), it is determined that the level is 3 (the driving skill is normal), and the calculated ratio is equal to the predetermined value FrontPointHM.
If it is larger than (> FrontPointM), it is determined that the level is 4 (the driving skill is somewhat high), and the calculated ratio is equal to the predetermined value Fr.
When it is larger than ontPointH (> FrontPointHM), it is determined to be level 5 (the driving skill is high).

The predetermined value used when the driving skill is determined based on the distant gaze frequency in front of the vehicle as described above.
Regarding thresholds such as FrontPointL, as in the case of driving skill determination based on the gaze frequency of the indirect mirror, the gaze time per time and the necessity of confirming the rear view (for example, traffic volume and highway) are also considered. It should be corrected accordingly.

<Control Processing and Parameter Determination Processing> Next, FIG.
Steps S1 to S3 in the flowchart shown in FIG.
(Corresponding to the control execution module shown in FIG. 2), and parameter determination processing corresponding to step S8 in FIG. 2 (corresponding to the parameter determination module shown in FIG. 2).
Will be described.

In the present embodiment, it is assumed that ten types of methods described below are mounted as specific examples of the information provision processing and the danger avoidance control, but the present invention is not limited to this configuration. At least one of these methods may be adopted.

<Case of Realizing a Forward Vehicle Collision Warning System> First, based on the above-described hardware configuration, a forward vehicle collision warning system having an auto cruise function capable of maintaining a predetermined inter-vehicle distance with a preceding vehicle is realized. Will be described.

FIG. 11 is a flowchart showing a forward vehicle collision warning process which can be applied to the moving object control apparatus according to the present embodiment.
4 and main switch 35 for forward vehicle collision warning system
Shows the processing executed by the control unit 1 when is set to the ON state.

In the figure, steps S101 and S102: Data detected by the vehicle speed sensor 14, the steering angle sensor 18, the yaw rate sensor 15, and the inter-vehicle distance sensor 11 are input (step S101), and based on these data, The traveling route of the vehicle (that is, the traveling route of the host vehicle) is calculated. As a method of calculating the traveling route, a method disclosed in Japanese Patent Application Laid-Open No. 7-220119 may be employed.

Steps S103 and S104: It is determined whether an obstacle exists within a predetermined distance range in the calculated traveling path. If the determination is YES (if an obstacle exists), the process proceeds to step S105. If the answer is NO (when there is no obstacle), the acceleration / deceleration mechanism 29 is operated as a danger avoidance operation so that the vehicle speed V is maintained at a predetermined value (may be a desired vehicle speed set by the driver). Control the opening degree of the throttle and the automatic transmission (step S1)
04).

Steps S105 and S106: It is determined whether or not an obstacle has been detected in step S103 in the previous control cycle (step S10).
5) When the determination is NO (when no obstacle is detected), the process proceeds to step S107, and when the determination is YES (when an obstacle is detected), the information providing operation for notifying that is as follows. The speaker 28 is driven to output a predetermined single-shot artificial sound (for example, “beep”) (step S106).

Steps S107 to S113: In the judgment of step S7, the distance L between the obstacle and the own vehicle is determined.
Is determined to be longer than the predetermined distance L1, the acceleration / deceleration mechanism 29 is configured as a danger avoidance operation such that the inter-vehicle distance L is maintained at a predetermined value (may be a desired distance set by the driver). The throttle opening and the automatic transmission to be controlled are controlled (step S108). Step S7
When it is determined in step S8 that the distance L between the detected obstacle and the host vehicle is shorter than the predetermined distance L1 and shorter than the predetermined distance L2 (<L1), an information providing operation for notifying that fact. As a result, the speaker 28 is driven to generate a predetermined continuous artificial sound (for example, “pip-pip”).
Is output (step S110), and the braking mechanism constituting the acceleration / deceleration mechanism 29 is controlled as a danger avoidance operation (step S110). In addition, in the determination in step S7 and step S8, the distance L between the obstacle and the host vehicle is determined.
Is shorter than the predetermined distance L1 and the predetermined distance L2 (<L1)
When it is determined that the sound is longer, the speaker 28 is driven to output the synthesized sound of the horn (step S11).
At the same time as 2), as a danger avoiding operation, the opening of the throttle constituting the acceleration / deceleration mechanism 29 and the automatic transmission are controlled (step S113).

Next, a procedure for determining the predetermined distances L1 and L2 as parameters (thresholds) used in performing the above-described forward vehicle collision warning process will be described. In the present embodiment, the predetermined distances L1 and L2 are calculated by the following equations.

L1 (L2) = T × V + (V ² / α0 +
(V−Vr) ² ) / αf) / 2, where, in the above equation, the predetermined distances L1 and L2, the own vehicle speed V, the relative speed Vr with respect to the preceding vehicle, the assumed deceleration α0 of the own vehicle, and the assumption of the preceding vehicle. The deceleration αf and the reaction time T of the driver are used, and the assumed deceleration α0 and the reaction time T are calculated based on the five driving skill levels determined in step S6 (FIG. 4). For example, the following values are set.

Level 1: α0 = α01 (= 0.15G), T = T1 (= 1.2s), Level 2: α0 = α02 (= 0.20G), T = T2 (= 1.1s), Level 3: α0 = α03 (= 0.25G), T = T3 (= 1.0s), Level 4: α0 = α04 (= 0.30G), T = T4 (= 0.9s), Level 5: α0 = α05 (= 0.35G), T = T5 (= 0.8 s) Similarly, for the calculation of the predetermined distance L2, for example, the following values are set.

Level 1: α0 = α01 (= 0.4 G), T = T1 (= 1.2 s), Level 2: α0 = α02 (= 0.5 G), T = T2 (= 1.1 s), Level 3: α0 = α03 (= 0.6G), T = T3 (= 1.0s), level 4: α0 = α04 (= 0.7G), T = T4 (= 0.9s), level 5: α0 = α05 (= 0.8 G), T = T5 (= 0.8 s), When performing the forward vehicle collision warning process as described above,
The timing of providing information and / or performing the automatic danger avoidance operation may be corrected according to the type of road on which the vehicle is traveling, the road surface condition, or the type of the vehicle ahead. That is, if the type of road on which the vehicle is traveling is a general road, the execution timing is delayed, and if the road type is an expressway, the travel distance before braking is longer than that of a general road. It is better to correct the execution timing earlier. Further, when the road friction coefficient μ of the traveling road, which can be calculated from the difference between the wheel speeds of the host vehicle, is large, the execution timing is delayed, and when the road friction coefficient μ is small, the execution timing is corrected earlier to prevent slippage due to sudden braking or the like. Good. Also,
When the type of the preceding vehicle is a large vehicle, the execution timing is delayed, and when the vehicle is a sports car, the execution timing can be decelerated at a larger deceleration as compared with the large vehicle. This correction of the execution timing can be applied to nine types of control described below.

<Case of Realizing Pedestrian Warning System> Next, a case of realizing a pedestrian warning system based on the above-described hardware configuration will be described.

FIG. 12 is a flowchart showing a pedestrian warning process applicable to the control apparatus for a moving object according to the present embodiment.
9 shows a process executed by the control unit 1 when 9 is set to the ON state.

In the figure, steps S121 and S122: the above-mentioned front vehicle collision warning process (FIG. 11)
As in steps S101 and S102, the vehicle speed sensor 14, the steering angle sensor 18, the yaw rate sensor 1
5, and the traveling path of the own vehicle is calculated based on the detection data from the inter-vehicle distance sensor 11.

Step S123: It is determined whether or not a pedestrian exists within the calculated predetermined distance range L0 in the traveling path. If the determination is YES (if a pedestrian is present), the process proceeds to step S124, and if NO If (there is no pedestrian), the process proceeds to step S4 (FIG. 4). Here, as a method of detecting a pedestrian existing in the traveling path, a method disclosed in Japanese Patent Application Laid-Open No. H10-100820 may be employed.

Steps S124 and S125: It is determined whether the presence of a pedestrian has been detected in step S123 in the previous control cycle (step S12).
4) When the determination is NO (when no pedestrian is detected), the process proceeds to step S126, and when the determination is YES (when a pedestrian is detected), the information providing operation for notifying that is as follows. The speaker 28 is driven to output a predetermined single-shot artificial sound (for example, “beep”) (step S125).

Steps S126 and S127: It is determined whether or not the detected distance L between the pedestrian and the host vehicle is shorter than a predetermined distance L1 (step S126).
In step S4, the process proceeds to step S4 (FIG. 4). In the case of YES, the speaker 28 is driven to output a synthesized horn sound as information provision to that effect (step S12).
7).

Next, a procedure for determining the predetermined distance L1 as a parameter (threshold) used when performing the above-described pedestrian warning process will be described. In this embodiment,
The predetermined distance L1 is calculated by the following equation.

L1 = T × V + (V ² / α0) / 2, where, in the above equation, the predetermined distance L1, the own vehicle speed V, the assumed deceleration α0 of the own vehicle, and the reaction time T of the driver,
The assumed deceleration α0 and the reaction time T are determined according to the five driving skill levels determined in step S6 (FIG. 4).
For example, the following values are set.

Level 1: α0 = α01 (= 0.15 G), T = T1 (= 1.2 s), Level 2: α0 = α02 (= 0.20 G), T = T2 (= 1.1 s), Level 3: α0 = α03 (= 0.25G), T = T3 (= 1.0s), Level 4: α0 = α04 (= 0.30G), T = T4 (= 0.9s), Level 5: α0 = α05 (= 0.35G), T = T5 (= 0.8 s), <Case of Realizing Lane Departure Warning System> Next, a case of realizing a lane departure warning system based on the above-described hardware configuration will be described. I do.

FIG. 13 is a flow chart showing a lane departure warning process applicable to the control device for a mobile unit according to the present embodiment. For example, when the main switch 37 for the lane departure warning system is set to the ON state, 2 shows a process executed by the control unit 1.

In the figure, steps S131 and S132: Data detected by the vehicle speed sensor 14, the steering angle sensor 18, the yaw rate sensor 15, and the lane mark sensor 12 are input (step S131), and based on these data, the own vehicle is executed. Of the vehicle in the traveling lane (deviation amount and direction). As a method of calculating the deviation amount, a method disclosed in Japanese Patent Application Laid-Open No. 8-169994 may be employed.

Step S133: It is determined whether or not the calculated deviation amount is larger than the predetermined amount D1. If the determination is YES (if the deviation amount is larger than the predetermined amount D1), the process proceeds to step S133.
The process proceeds to 134, and if NO (when the deviation amount is smaller than the predetermined amount D1), the process proceeds to step S4 (FIG. 4).

Step S134: It is determined whether or not the calculated deviation amount is larger than a predetermined amount D2 (> D1).
In the case of ES (when the deviation amount is larger than the predetermined amount D2), the process proceeds to step S135, and in the case of NO (when the deviation amount is smaller than the predetermined amount D2), the process proceeds to step S138.

Steps S135 to S137: It is determined whether the own vehicle is moving in the departure direction detected in step S132 (step S135). If the moving direction of the own vehicle is different from the departure direction, step S4 is performed.
Proceeding to (FIG. 4), when the moving direction of the own vehicle remains in the departure direction, the steering mechanism 30 is controlled to perform steering in the direction opposite to the departure direction as a danger avoidance operation (step S136). As an information providing operation for notifying the user, the speaker 28 is driven to output a predetermined continuous artificial sound (for example, “beep”) (step S13).
7).

Steps S138 and S139: It is determined whether the own vehicle is moving in the departure direction detected in Step S132 (Step S138). If the moving direction of the own vehicle is different from the departure direction, Step S4 is performed.
Proceeding to FIG. 4, when the moving direction of the own vehicle remains in the departure direction, the speaker 28 is driven to output a predetermined synthesized sound (for example, “GotoGotoGoto”) as an information providing operation for notifying the deviation direction. (Step S139).

Next, as parameters (thresholds) used in performing the above-described departure warning processing, predetermined amounts D1 and D1 are set.
2 will be described. In the present embodiment, the following value is set as the predetermined amount D1 according to the driving skill of the driver. The predetermined amount D2 is also equal to the predetermined value D2.
Using st (> D1st), the same setting is performed.

Level 1: D1 = D1st × 1.2, Level 2: D1 = D1st × 1.1, Level 3: D1 = D1st × 1.0, Level 4: D1 = D1st × 0.9, Level 5: D1 = D1st × 0.8, <Case of Realizing Rear Side Warning System> Next, a case of realizing the rear side warning system based on the above-described hardware configuration will be described.

FIG. 14 is a flowchart showing a rear-side alarm process applicable to the control apparatus for a mobile unit according to the present embodiment. For example, the main switch 3 for the rear-side alarm system is shown.
8 shows a process executed by the control unit 1 when 8 is set to the ON state.

In the figure, steps S141 and S142: Data detected by the vehicle speed sensor 14, the steering angle sensor 18, the yaw rate sensor 15, and the rear side vehicle sensor 13 are input (step S141), and based on these data, A value (separation distance and relative speed) relating to another vehicle located behind the host vehicle is detected. The method for calculating the value for the other vehicle located on the rear side is described in
The method disclosed in Japanese Patent Application No. 0-206119 may be employed.

Step S143: It is determined by inputting the operation state of the blinker switch 31 whether or not the blinker has been operated to change the course in the direction of another vehicle existing within the predetermined range L1 on the rear side of the own vehicle. When the blinker operation in the direction of the other vehicle is not detected, the process proceeds to step S4 (FIG. 4). When the blinker operation in the direction of the other vehicle is detected, the information providing operation for notifying the fact is performed. The speaker 28 on the side where the vehicle is present is driven to output the synthesized sound of the horn (step S14).
4).

Next, a procedure for determining the predetermined distance L1 as a parameter (threshold) used when performing the above-mentioned rear side warning process will be described. In this embodiment,
The following value is set as the predetermined distance L1 according to the driving skill of the driver.

Level 1: L1 = D1st × 1.2, Level 2: L1 = D1st × 1.1, Level 3: L1 = D1st × 1.0, Level 4: L1 = D1st × 0.9, Level 5: L1 = D1st × 0.8 <To realize a curve intrusion speed warning system>
A description will be given of a case where the curve intrusion speed warning system is realized based on the above-described hardware configuration.

FIG. 15 is a flowchart showing a curve intrusion speed warning process applicable to the moving body control apparatus according to the present embodiment, and shows a process executed by the control unit 1.

In FIG. 15, steps S151 and S152: Data detected by the vehicle speed sensor 14, the steering angle sensor 18, the yaw rate sensor 15, and the lane mark sensor 12 are input (step S151), and the vehicle travels forward based on these data. A value (curvature, distance to the entry of the curve) relating to the curve shape of the road is detected. As for the method of obtaining the value related to the curve shape of the front running road, information obtained from the road-to-vehicle communication unit 22 may be used.

Step S153: It is determined whether or not there is a curve within the predetermined distance L0 based on the calculated value related to the curve shape of the front traveling road. If the determination is YES (the curve is within the predetermined distance L0) When there is), the process proceeds to step S154, and when NO (when there is no curve within the range of the predetermined distance L0), the process proceeds to step S4 (FIG. 4).

Step S154: A predetermined distance L1 (<L
It is determined whether or not the curve is within the range of 0).
In the case of ES (when there is a curve within the range of the predetermined distance L1), the process proceeds to step S155, and in the case of NO (when there is no curve within the range of the predetermined distance L1), the process proceeds to step S1.
Proceed to 57.

Steps S155 and S156: It is determined whether the vehicle speed V detected by the vehicle speed sensor 14 is higher than a predetermined speed (for example, 40 km / h) (Step S15).
5) If the speed is lower than the predetermined speed, step S4
Proceeding to (FIG. 4), when the speed is higher than the predetermined speed, the speaker 28 is driven to output a predetermined continuous artificial sound (for example, “pip-pip”) as an information providing operation for notifying that (step S156).

Steps S157 and S158: It is determined whether the vehicle speed V detected by the vehicle speed sensor 14 is higher than a predetermined speed (for example, 40 km / h) (Step S15).
7) If the speed is lower than the predetermined speed, step S4
Proceeding to (FIG. 4), when the speed is higher than the predetermined speed, the speaker 28 is driven to output a predetermined single-shot artificial sound (for example, “beep”) as an information providing operation for notifying that (step S158).

Next, a procedure for determining the predetermined distances L0 and L1 as parameters (threshold values) used when performing the above-described curve intrusion speed warning processing will be described. In the present embodiment, the following value is set as the predetermined distance L0 according to the driving skill of the driver.

Level 1: L0 = L0st × 1.2, Level 2: L0 = L0st × 1.1, Level 3: L0 = L0st × 1.0, Level 4: L0 = L0st × 0.9, Level 5: L0 = L0st × 0.8 Similarly, for the calculation of the predetermined distance L1, the predetermined value L1st
For example, the following values are set using (<L0st).

Level 1: L1 = L1st × 1.2, Level 2: L1 = L1st × 1.1, Level 3: L1 = L1st × 1.0, Level 4: L1 = L1st × 0.9, Level 5: L1 = L1st × 0.8, <To realize a forward obstacle information providing system>
A case in which a forward obstacle information providing system is realized based on the above-described hardware configuration will be described.

FIG. 16 is a flowchart showing the forward obstacle information providing processing applicable to the control apparatus of the moving object according to the present embodiment, and shows the processing executed by the control unit 1.

In the figure, steps S161 and S162: The detection data from the vehicle speed sensor 14, the steering angle sensor 18 and the yaw rate sensor 15 are inputted (step S161), and the obstacle existing on the front running road from the road-vehicle communication unit 22. Information about things (accidents, falling objects,
Traffic congestion, etc.) is obtained (step S161).

Step S163: It is determined whether or not an obstacle exists within a predetermined distance L0 ahead of the host vehicle by referring to the obtained information on the obstacle existing on the front traveling road. At this time (when there is an obstacle within the predetermined distance L0), the process proceeds to step S164, and when NO (when there is no obstacle within the predetermined distance L0), the process proceeds to step S4 (FIG. 4).

Step S164: As an information providing operation for notifying that an obstacle is present within a predetermined distance L0 ahead of the host vehicle, the speaker 28 is driven to output a predetermined single-shot artificial sound (for example, "beep"). I do.

Next, a procedure for determining the predetermined distance L0 as a parameter (threshold) used when performing the above-described forward obstacle information providing process will be described. In the present embodiment, the following value is set as the predetermined distance L0 according to the driving skill of the driver.

Level 1: L0 = L0st × 1.4, Level 2: L0 = L0st × 1.2, Level 3: L0 = L0st × 1.0, Level 4: L0 = L0st × 0.8, Level 5: L0 = L0st × 0.6, <Case of Realizing Pedestrian Information Providing System> Next, a case of realizing a pedestrian information providing system based on the above-described hardware configuration will be described.

FIG. 17 is a flowchart showing a pedestrian information providing process applicable to the moving object control apparatus according to the present embodiment, and shows a process executed by the control unit 1.

In the figure, steps S171 and S172: Data detected by the vehicle speed sensor 14, the steering angle sensor 18 and the yaw rate sensor 15 are input (step S171), and the road-vehicle communication unit 22 sends the data on the pedestrian crossing at the front intersection. Get information about existing pedestrians.

Step S173: It is determined whether a pedestrian exists within a predetermined distance L0 ahead of the host vehicle by referring to the obtained information on the pedestrian existing on the pedestrian crossing at the front intersection. If YES (when there is a pedestrian within the range of the predetermined distance L0), step S
The process proceeds to 174, and if NO (when there is no pedestrian within the range of the predetermined distance L0), the process proceeds to step S4 (FIG. 4).

Step S174: As an information providing operation for notifying that a pedestrian is present within a predetermined distance L0 ahead of the host vehicle, the speaker 28 is driven to output a predetermined single-shot artificial sound (for example, "beep"). I do.

The parameter (threshold) used when performing the pedestrian information providing process is a predetermined distance L0.
May be determined in the same manner as the forward obstacle information providing process.

<Case of Realizing Right Turn Vehicle Information Providing System> Next, a case of realizing a right turn vehicle information providing system based on the above-described hardware configuration will be described.

FIG. 18 is a flowchart showing a right turn vehicle information providing process applicable to the moving object control apparatus according to the present embodiment, and shows the process executed by the control unit 1.

The right turn vehicle information providing process shown in the figure and the method of setting parameters (thresholds) used in the process are as follows.
This is substantially the same as the above-described pedestrian information providing process, and the overlapping description is omitted. However, in the right-turn vehicle information providing process, in the step S182, the road-vehicle communication unit 22
Get information about oncoming vehicles at the intersection ahead from
The difference from the pedestrian information providing process is that the presence or absence of an oncoming vehicle is determined based on the information obtained in step S183.

<Case of Implementing First Encounter Vehicle Information Providing System> Next, a case of implementing the first encounter vehicle information providing system based on the above-described hardware configuration will be described.

FIG. 19 is a flowchart showing a first meeting vehicle information providing process applicable to the control apparatus for a moving object according to the present embodiment, and shows a process executed by the control unit 1.

In FIG. 19, steps S191 and S192: Data detected by the vehicle speed sensor 14, the steering angle sensor 18, and the yaw rate sensor 15 are input (step S191), and at the same time, the vehicle-to-vehicle communication unit 22 temporarily outputs the data on the front traveling road. Information on the intersection that needs to be stopped (distance to the stop position of the intersection) is obtained (step S192).

Step S193: It is determined whether there is an intersection which needs to be stopped within a predetermined distance L0 ahead of the own vehicle by referring to the obtained information regarding the intersection which needs to be temporarily stopped and exists on the front traveling road. If the determination is YES (if there is an intersection requiring a temporary stop within the range of the predetermined distance L0), the process proceeds to step S194,
When the determination is NO (when there is no intersection requiring a temporary stop within the range of the predetermined distance L0), the process proceeds to step S4 (FIG. 4).

Steps S194 and S195: It is determined whether or not a vehicle approaching the own vehicle has been detected in step S193 in the previous control cycle (step S1).
94) When the judgment is NO (when there is no approaching vehicle)
Proceeds to step S196, and when YES (when there is an approaching vehicle), information notifying that there is another vehicle approaching an intersection which needs to be temporarily stopped within a predetermined distance L0 ahead of the own vehicle. As the providing operation, the speaker 28 is driven to output a predetermined single-shot artificial sound (for example, “beep”) (step S195).

Step S196: By referring to the obtained information on the intersection that needs to be temporarily stopped and exists on the front traveling road, the intersection that needs to be temporarily stopped within a predetermined distance L1 (<L0) ahead of the own vehicle is determined. It is determined whether the vehicle is present. If the determination is YES (if there is an intersection that needs to be temporarily stopped within the range of the predetermined distance L1), the process proceeds to step S1.
The process proceeds to step S4 (FIG. 4) when the answer is NO (when there is no intersection requiring a temporary stop within the range of the predetermined distance L1).

Step S197: As an information providing operation for notifying that there is another vehicle approaching an intersection which needs to be temporarily stopped within a predetermined distance L1 in front of the own vehicle, the speaker 28 is driven to perform a predetermined connection. Outputs an artificial sound (for example, “beep”).

Next, a description will be given of a procedure for determining the predetermined distances L0 and L1 as parameters (thresholds) used in performing the first encountering vehicle information providing process. In the present embodiment, the following value is set as the predetermined distance L0 according to the driving skill of the driver.

Level 1: L0 = L0st × 1.4, Level 2: L0 = L0st × 1.2, Level 3: L0 = L0st × 1.0, Level 4: L0 = L0st × 0.8, Level 5: L0 = L0st × 0.6 Similarly, for the calculation of the predetermined distance L1, the predetermined value L1st
For example, the following values are set using (<L0st).

Level 1: L1 = L1st × 1.2, Level 2: L1 = L1st × 1.1, Level 3: L1 = L1st × 1.0, Level 4: L1 = L1st × 0.9, Level 5: L1 = L1st × 0.8, <Case of Realizing Second Encounter Vehicle Information Providing System> Next, a case of realizing the second encounter vehicle information providing system based on the above-described hardware configuration will be described.

FIG. 20 is a flowchart showing the second meeting vehicle information providing process applicable to the moving body control apparatus according to the present embodiment, and shows the process executed by the control unit 1.

The second encounter vehicle information providing process and the method of setting parameters (thresholds) used in the process are substantially the same as the first encounter vehicle information providing process shown in FIG. The description of the second is omitted,
In the encounter vehicle information providing process of step S2,
02, information on other vehicles approaching the intersection on the non-priority road side at the intersection requiring a temporary stop existing on the front traveling road (vehicle speed of the relevant vehicle, distance to the intersection) is set between the road and the vehicle. Obtained from the communication unit 22 and differs from the first encounter vehicle information providing process in that in step S203, it is determined whether the other vehicle is within a predetermined distance L0 ahead of the host vehicle.

As described above, according to the above-described embodiment, the information provision or the danger avoidance operation is performed promptly for the driver having a low danger avoidance ability and a low driving skill. Optimal information provision control or danger avoidance control can be performed according to the characteristics, which can contribute to safe driving.

[Brief description of the drawings]

FIG. 1 is a diagram showing a system configuration of an automobile equipped with a control device for a moving body according to an embodiment.

FIG. 2 is a block diagram showing a configuration of a control function in the moving object control device according to the embodiment;

FIG. 3 is a view showing a driver's seat of the automobile shown in FIG. 1;

FIG. 4 is a diagram showing a basic flowchart of a control process executed by a control unit 1 of the control device for a moving body according to the present embodiment.

FIG. 5 is a block diagram illustrating a system configuration of a gazing point detection sensor 19 according to the present embodiment.

FIG. 6 is a diagram illustrating experimental results regarding the movement of the driver's head and face and the line of sight when changing lanes.

FIG. 7 is a diagram illustrating a flowchart of a gazing point detection process according to the embodiment.

FIG. 8 is a flowchart illustrating a driving skill determination process based on the gaze frequency of the indirect mirror.

FIG. 9 is a flowchart illustrating a driving skill determination process based on the frequency of gazing around the vehicle.

FIG. 10 is a flowchart illustrating a driving skill determination process based on a distant gaze frequency in front of the vehicle.

FIG. 11 is a flowchart showing a forward vehicle collision warning process applicable to the control device for a moving object according to the present embodiment.

FIG. 12 is a flowchart illustrating a pedestrian warning process applicable to the moving object control device according to the embodiment;

FIG. 13 is a flowchart showing a lane departure warning process applicable to the moving object control device according to the embodiment;

FIG. 14 is a flowchart illustrating a rear side warning process applicable to the control device of the moving body according to the present embodiment.

FIG. 15 is a flowchart showing a curve intrusion speed warning process applicable to the moving object control device according to the embodiment;

FIG. 16 is a flowchart illustrating a forward obstacle information providing process applicable to the moving object control device according to the embodiment;

FIG. 17 is a flowchart showing a pedestrian information providing process applicable to the moving object control device according to the embodiment;

FIG. 18 is a flowchart illustrating a right-turn vehicle information providing process applicable to the moving object control device according to the present embodiment.

FIG. 19 is a flowchart showing a first meeting vehicle information providing process applicable to the control device for a moving object according to the present embodiment.

FIG. 20 is a flowchart illustrating a second meeting vehicle information providing process applicable to the control device of the moving object according to the embodiment.

[Explanation of symbols]

 1: control unit, 3: various operation switches, 11: inter-vehicle distance sensor, 12: lane marker sensor, 13: rear side vehicle sensor, 14: vehicle speed sensor, 15: yaw rate sensor, 16: throttle sensor, 17: brake Pressure sensor, 18: steering angle sensor, 19: fixation point detection sensor, 20: map information, 21: GPS sensor, 22: road-to-vehicle communication unit, 23: infrared light emitting lamp, 24: infrared light emitting area imaging camera , 27: display, 28: speaker, 29: acceleration / deceleration mechanism, 30: steering mechanism,

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3D037 FA01 FA10 FA13 FA16 FA23 FA24 FA25 FA26 FB00 FB02 FB09 FB10 FB12 3D044 AA24 AA25 AC01 AC26 AC31 AC51 AC55 AC59 AE14 3G084 DA00 FA00 5H180 AA01 CC02 CC03 CC04 LLFF LL08 LL09

Claims (5)

[Claims] 1. A control device for a moving body driven by a driver, wherein a driving state detecting means for detecting a driving state of the moving body, and a driving state detected by the driving state detecting means is a predetermined state. Information providing means for providing information on the detected driving state to the driver, a visual recognition behavior detecting means for detecting the visual recognition behavior of the driver, and a visual recognition action detected by the visual recognition behavior detection means. A control device for a moving body, comprising: control means for determining a driving characteristic of a driver and correcting information provision control by the information providing means according to the determined driving characteristic. 2. The visual recognition behavior detecting means detects a gaze frequency of the driver with respect to a mirror provided on the moving body, and the control means determines that the gaze frequency detected by the visual behavior detection means is a predetermined frequency. 2. The control device for a moving body according to claim 1, wherein the correction is performed when the number of times is less than the number of times. 3. The visual recognition action detection means detects a gaze range of the driver with respect to the front of the moving body, and the control means sets a gaze range detected by the visual recognition action detection means smaller than a predetermined range. 2. The control device for a moving body according to claim 1, wherein the correction is performed. 4. The visual recognition action detecting means detects a gaze distance of the driver with respect to the front of the moving object, and the control means detects when the gaze distance detected by the visual recognition action detection means is shorter than a predetermined distance. 2. The control device for a moving body according to claim 1, wherein the correction is performed. 5. A control device for a moving body driven by a driver, wherein: an operating state detecting means for detecting an operating state of the moving body; and an operating state detected by the operating state detecting means is a predetermined state. A danger avoiding means for causing the moving body to automatically perform a danger avoiding operation; a visual recognition action detecting means for detecting a visual recognition action of the driver; and a visual recognition action detected by the visual recognition action detecting means. A control device for a moving body, comprising: control means for determining a driving characteristic of a driver and correcting danger avoidance control by the danger avoiding means in accordance with the determined driving characteristic.