JP2006215862A - Driving support system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To support driving such that a driver can safely and comfortably drive while avoiding excessive dependance of the driver on a driving support system. <P>SOLUTION: A safe driving degree computing element 34 compares a long-term moving average velocity VL and a velocity reference value VA, and calculates a safe driving degree C (=(VL-VS)/VD) by use of a short-term moving average velocity VS, the long-term moving average velocity VL and standard deviation VD thereof in the case of VL>VA. An alarm timing control part 35 controls alarm timing on the basis of the safe driving degree C. A timing change rate restriction part 36 corrects a control signal from the alarm timing control part 35 such that a degree of a change of the alarm timing does not become sharp. An alarm 40 generates alarm sound in the alarm timing controlled by the alarm timing control part 35 through the timing change rate restriction part 36. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a driving support system, and more particularly to a driving support system that does not depend excessively on a driver.

  In recent years, various driving support systems have been proposed that can improve vehicle safety and reduce driver fatigue. The driving support system is intended to improve safety when driving a vehicle and reduce the burden on the driver. However, the driving support system does not drive on its own, but only assists the driving of the driver. For this reason, the driver is configured not to depend excessively. Specifically, a driving support device that is not excessively dependent on the driver is disclosed as follows (see, for example, Patent Document 1).

  The driving support device of Patent Document 1 determines the driver's dependence on the driving support device based on the driving ratio of the actuator in the driving of the operating unit a plurality of times, and next time the operating unit by the actuator is determined according to this dependency. The operation start time and the operation force are set thereafter. For example, if the dependence is large, the operation start timing is delayed and the actuation force is increased, while if the dependence is small, the actuation start timing is advanced and the actuation force is reduced.

Therefore, if the degree of dependence on the driving support device in driving the operating unit up to this time is large, the operation start timing of the operating unit by the actuator will be delayed when the operating unit is driven next time, so it is necessary to change the vehicle traveling state. When this occurs, there is a high probability that the driver will perform a driving operation without waiting for the actuator to start operating the actuator. In addition, if the operation is not performed before the operation start time even though the operation start time is delayed, the operation start time is changed so that the operation start time is further delayed. The suspicion that a driving operation is performed during driving is further enhanced, thereby preventing excessive dependence.
Japanese Patent Laid-Open No. 2004-90789

  The driving support device of Patent Document 1 obtains the degree of dependence on the driving support device, and when the degree of dependence is large, control is performed so that the degree of dependence becomes low. Changes in longitudinal acceleration, lateral acceleration, yaw rate, etc.) are not taken into account, and it is not estimated whether the vehicle is actually in a dangerous state.

  For this reason, even if the vehicle is traveling safely, the above-mentioned driving support device slows down the operation of the actuator if it is determined that the driver is excessively dependent, so the driver feels confused and uncomfortable. There was a problem that gave.

  The present invention has been proposed to solve the above-described problems, and provides a driving support system that supports driving so that the driver can drive safely and comfortably while avoiding excessive dependence from the driver. The purpose is to provide.

  In order to solve the above-described problem, the invention described in claim 1 includes driving support means for supporting driving of a driver, safe driving degree estimating means for estimating a safe driving degree of the driver, and safe driving degree estimating means. Control means for controlling the driving support means so as to increase the degree of driving support to the driver as the estimated degree of safe driving increases.

  The driving support means supports the driver's driving so as to reduce the burden on the driver. For example, an alarm for warning that an obstacle has been approached, an automatic steering device for lane keeping on an expressway, etc. For example, an automatic inter-vehicle control system is applicable.

  The safe driving level estimation means estimates a safe driving level indicating the degree of safe driving by the driver. The control means controls the driving support means, and controls the driving support means so that the degree of driving support to the driver increases as the degree of safe driving increases.

  Therefore, the invention according to claim 1 estimates the driver's safe driving degree, and controls the driving support means to increase the degree of driving support to the driver as the estimated safe driving degree becomes higher, Driving can be supported so that the driver can drive safely and comfortably.

  The invention according to claim 2 is the invention according to claim 1, wherein the safe driving degree estimating means estimates the safe driving degree based on a vehicle motion state quantity. The vehicle motion state quantity refers to a motion state quantity actually working on the vehicle, such as vehicle speed, longitudinal acceleration, lateral acceleration, and yaw rate. Therefore, the invention according to claim 2 estimates the safe driving degree based on the amount of vehicle motion state actually working on the vehicle, so that the degree of safe driving of the driver can be estimated objectively.

  According to a third aspect of the present invention, the safe driving degree estimating means includes a vehicle motion state quantity in the past first predetermined time and a vehicle motion in a second predetermined time that is longer than the first predetermined time in the past. The safe driving degree is estimated based on the state quantity. Therefore, the invention according to claim 2 can estimate the current degree of safe driving from the past driving history of the driver.

  The invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the control means controls the degree of driving assistance to the driver when controlling the driving assistance means. The driving support means is controlled while gradually changing. Therefore, the invention according to claim 3 can provide driving assistance without causing the driver to feel uncomfortable.

  The invention according to claim 5 is the invention according to any one of claims 2 to 4, wherein the vehicle motion state quantity is at least one of speed, longitudinal acceleration, lateral acceleration, and yaw rate. is there.

  The invention according to claim 6 is the invention according to any one of claims 1 to 5, wherein the driving support means uses a voice or an image to detect danger to an obstacle at a predetermined timing. The control means controls the predetermined timing based on the degree of safe driving. Therefore, the invention according to claim 6 can notify the driver that there is a danger by sound or image at a predetermined timing.

  The driving support system according to the present invention estimates the driver's safe driving degree, and controls the driving support means so as to increase the degree of driving support to the driver as the estimated safe driving degree becomes higher. Can support driving so that the driver can drive safely and comfortably.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a block diagram showing a configuration of a driving support system according to an embodiment of the present invention. The driving support system according to the present embodiment is mounted on a vehicle and supports the driver's safe driving by controlling the timing of an alarm issued in the event of a danger.

  The driving support system includes an obstacle sensor 11 that detects an obstacle ahead of the vehicle, a vehicle speed sensor 12 that detects a vehicle speed (running speed), a GPS antenna 13 that receives a GPS (Global Positioning System) radio wave, and a GPS antenna. A GPS receiving circuit 14 that detects position information from a GPS signal from 13 and a map database 20 are provided.

  In addition, the driving support system calculates a short-term average speed calculation unit 31 that calculates a short-term average speed, a long-term average speed calculation unit 32 that calculates a long-term average speed, and calculates a speed reference value VA in a traffic jam, for example. The speed reference value calculation unit 33 that performs the safe driving degree calculator 34 that calculates the safe driving degree C, the alarm timing control unit 35 that controls the alarm timing based on the safe driving degree C, and the rate of change of the alarm timing. Is provided with a timing change rate limiting unit 36 for generating the alarm and an alarm device 40 for generating an alarm sound.

  The driving support system configured as described above operates as follows. In the present embodiment, the alarm device 40 is described as generating an alarm sound, but may be a display device that displays an alarm screen. In this embodiment, “timing” is the distance from the obstacle to the host vehicle, but it may be the time until the host vehicle reaches the obstacle.

  The obstacle sensor 11 detects an obstacle in front of the vehicle and supplies the detection result to the alarm device 31. The obstacle is not particularly limited as long as it prevents the vehicle from traveling, and includes pedestrians in addition to buildings, vehicles, trees, and the like. Moreover, the obstacle sensor 11 can use the CCD image sensor arrange | positioned toward the vehicle front, for example. Further, the obstacle sensor 11 is not limited to the above as long as it detects an obstacle in front of the vehicle. For example, a laser radar device that irradiates a laser radar in front of the vehicle or a sensor installed on the road side. There may be.

  The vehicle speed sensor 12 detects a vehicle speed (traveling speed) V as a vehicle motion state quantity. The GPS receiving circuit 14 calculates the latitude and longitude (position information) of the current location based on the GPS signal from the GPS antenna 13.

  The map database 20 can be used also as map information of a navigation system, for example. The map database 20 stores a speed reference value VA for each predetermined position (or predetermined section) on the road. The speed reference value VA represents a statistical (long-time) vehicle speed (excluding during a traffic jam or slowdown) for each predetermined position on the road, and is used as a reference value during a traffic jam or slowdown.

  The short-term average speed calculation unit 31 sequentially calculates the short-term moving average speed VS for the past 10 seconds for the vehicle speed detected by the vehicle speed sensor 12 and supplies the short-term moving average speed VS to the safe driving degree calculator 34.

  The long-term average speed calculation unit 32 sequentially calculates the long-term moving average speed VL and its standard deviation VD for the past one hour for the vehicle speed detected by the vehicle speed sensor 12, and calculates the long-term average moving speed VL and the standard deviation VD as the degree of safe driving. This is supplied to the calculator 34. However, the long-term average speed calculation unit 32 is used when the host vehicle is stopped or slowing down (for example, when V <Vref (Vref is, for example, 20 km)) or during acceleration / deceleration (| dV / dt |> Aref (Aref is For example, 0.1G = 0.98 m / s ^ 2) is not calculated. Note that the values of Vref and Aref are examples, and are not limited to these. In addition, within 1 hour after resetting, the time from resetting to the current time is averaged.

  When the position information is supplied from the GPS receiving circuit 14, the speed reference value calculation unit 33 accesses the map database 20 and reads the speed reference value VA corresponding to this position information. Then, the speed reference value calculation unit 33 calculates the speed reference value VA and its standard deviation VAD (= VA · R (R is 0.2, for example)).

  The safe driving degree calculator 34 compares the long-term moving average speed VL calculated by the long-term average speed calculator 32 with the speed reference value VA calculated by the speed reference value calculator 33. When VL> VA, the safe driving degree calculator 34 calculates the safe driving degree C according to the following equation (1) using the short-term moving average speed VS, the long-term moving average speed VL, and its standard deviation VD. The safe driving degree C is an estimated value indicating how safe the driver is driving.

  FIG. 2 is a diagram illustrating the relationship between the long-term moving average speed VL and the short-term moving average speed VS. As shown in the figure, the safe driving degree calculator 34 has a deviation amount from the long-term moving average speed VL to the short-term moving average speed VS (≈current vehicle speed V) with respect to the standard deviation (variation) of the long-term moving average speed VL. The degree of safe driving C, which is the ratio of

  On the other hand, when VL ≦ VA, it is considered that the host vehicle is stopped or slowing down due to a cause such as traffic congestion. Therefore, the safe driving degree calculator 34 does not use the actual vehicle speed, but calculates the safe driving degree C using the speed reference value VA that is a statistical vehicle speed at the current position.

  Specifically, when VL ≦ VA, the safe driving degree calculator 34 calculates the safe driving degree C according to the following equation (2) using the speed reference value VA, its standard deviation VAD, and the short-term moving average speed VS. Calculate.

  Also, when the VA value changes more than a predetermined value, such as when entering an expressway from a general road, the long-term moving average is reset, and the safe driving degree C is set using the VA value for a predetermined time (for example, 1 minute). Calculate.

  As described above, the safe driving degree calculator 34 determines how much the short-term average value of the vehicle motion state amount is deviated based on the long-term average value and the standard deviation of the vehicle motion state amount (vehicle speed in the present embodiment). A safe driving degree C is calculated. Therefore, for example, the safe driving degree C increases as the short-term moving average speed VS becomes lower than the long-term moving average speed VL.

  Further, the safe driving degree calculator 34 actually detects the vehicle speed, which is the vehicle motion state quantity, and calculates the safe driving degree C based on this, so that it is objective from the current running state of the vehicle. The safe driving degree C indicating whether it is safe or not can be obtained accurately in real time.

  The alarm timing control unit 35 controls alarm timing, which is a timing for generating an alarm sound, based on the safe driving degree C calculated by the safe driving degree calculator 34.

  FIG. 3 is a diagram showing the relationship between the safe driving degree C and the alarm timing. The alarm timing control unit 35 has a table showing the relationship between the safe driving degree C and the alarm timing as shown in FIG. Then, the alarm timing control unit 35 refers to the table and controls the alarm timing according to the safe driving degree C calculated by the safe driving degree calculator 34.

  For example, if the alarm timing is set to 80 m before the obstacle as a default, the early timing is, for example, 100 m before the obstacle, and the late timing is, for example, 60 m before the obstacle. That is, the alarm timing control unit 35 controls the alarm timing earlier as the safe driving degree C is higher, and controls the alarm timing later as the safe driving degree C is lower.

  For this reason, the driving support system controls the alarm timing to be delayed so that the driver does not excessively depend on the driving support system as the safe driving degree C decreases. On the other hand, the driving support system performs control so that the warning timing is advanced as the safe driving degree C is increased, that is, the degree of driving support is increased.

  The timing change rate limiting unit 36 corrects the control signal from the alarm timing control unit 35 so that the degree of change in the alarm timing does not become abrupt. Here, the previous alarm timing is X1, the new alarm timing is X2, and the change limit value is Xth. X1, X2, and Xth are distances [m] from the obstacle to the host vehicle. Xth is set to 5 [m], for example, but is not limited thereto.

  The timing change rate limiting unit 36 corrects X2 as follows because the change from X1 to X2 is abrupt when X2-X1> Xth.

X2 = X1 + Vth
Note that when X2−X1 ≦ Xth, the timing change rate limiting unit 36 supplies the timing change rate limiting unit 36 without correcting X2 because the change from X1 to X2 is not abrupt.

  In addition, when X2−X1 <−Xth, the timing change rate limiting unit 36 corrects X2 as follows because the change from X1 to X2 is abrupt.

X2 = X1-Vth
Note that when X2−X1 ≧ −Xth, the timing change rate limiting unit 36 supplies the timing change rate limiting unit 36 without correcting X2 because the change from X1 to X2 is not abrupt.

  Therefore, the timing change rate limiting unit 36 limits the change rate of the alarm timing so that the absolute value of the change of the alarm timing does not exceed Xth. As a result, it can be reduced that the driver is perplexed by the change in the alarm timing of the alarm sound by the driving support system or feels uncomfortable.

  The alarm device 40 notifies the driver of the danger of a collision with an obstacle detected by the obstacle sensor 11 using an alarm sound. The alarm device 40 generates an alarm sound at the alarm timing controlled by the alarm timing control unit 35 via the timing change rate limiting unit 36.

  As described above, the driving support system according to the embodiment of the present invention calculates the safe driving degree C that is the degree of safe driving of the driver, and the degree of driving support increases as the safe driving degree C increases. That is, control is performed so that the alarm timing is advanced. For this reason, when the driver is driving safely, the burden on the driver can be reduced.

  Further, the driving support system objectively detects a vehicle movement state quantity such as a vehicle speed in real time and calculates a safe driving degree C based on the current and past relative values of the vehicle movement state quantity. It can be estimated whether or not the vehicle is driving safely.

  Further, since the driving support system controls the alarm timing based on the safe driving degree C, the driving support system controls the degree of driving support according to the safety of the actual vehicle running state. As a result, it is possible to further reduce the driving burden for a driver who is driving safely and to improve the safety during driving.

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that the present invention can also be applied to a design modified within the scope of the claims.

  For example, the driving support system generates an alarm sound as driving support, but may display a warning screen on a display device. At this time, as the safe driving degree C increases, the driving support system may be controlled to control the display screen from OFF to ON, increase the display intensity, or reduce false or missing information, for example. Further, a display device using vibration of a handle or a seat, reaction force of an accelerator, or the like may be used.

  In the above embodiment, the alarm device 40 has been described as an example of the driving support means. However, the present invention can also be applied to the following driving support means.

  As the driving support means, a steering assist device which is a so-called lane keep assist device may be used. At this time, the driving support system may be controlled to increase the steering reaction force, reduce the error of the steering reaction force, or turn the steering support from OFF to ON as the safe driving degree C increases.

  As the driving support means, an automatic brake device such as ACC (Adaptive Cruise Control) may be used. At this time, as the safe driving degree C increases, the driving support system may advance the brake operation timing, increase the strength of the brake, or control the brake operation smoothly.

  A brake assist device may be used as the driving support means. At this time, the driving support system may be controlled to increase the brake assist force as the safe driving degree C increases.

  A traction control system or a stability control system may be used as the driving support means. At this time, the driving support system may be controlled to improve the stability as the safe driving degree C increases.

  A navigation system may be used as the driving support means. At this time, the driving support system may control to present more detailed information to the driver as the safe driving degree C increases.

  As the driving support means, a peripheral monitoring monitor such as a so-called blind corner monitor may be used. At this time, the driving support system may perform control to increase the image resolution, switch from a monochrome image to a color image, increase the frame rate, or switch from OFF to ON as the safe driving degree C increases.

  In the above-described embodiment, the vehicle speed is used as the vehicle motion state quantity. However, longitudinal acceleration, lateral acceleration, yaw rate, or the like may be used.

It is a block diagram which shows the structure of the driving assistance system which concerns on embodiment of this invention. It is a figure which shows the relationship between long-term moving average speed VL and short-term moving average speed VS. It is a figure which shows the relationship between the safe driving degree C and alarm timing.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Obstacle sensor 12 Vehicle speed sensor 13 GPS antenna 14 GPS receiving circuit 20 Map database 31 Short-term average speed calculation part 32 Long-term average speed calculation part 33 Speed reference value calculation part 34 Safe driving degree calculator 35 Alarm timing control part 36 Timing change rate Limiting unit 40 Alarm

Claims (6)

Driving support means for supporting the driving of the driver;
Safe driving degree estimation means for estimating the safe driving degree of the driver;
Control means for controlling the driving support means so as to increase the degree of driving support to the driver as the safe driving degree estimated by the safe driving degree estimating means increases;
Driving support system with The driving support system according to claim 1, wherein the safe driving level estimation means estimates the safe driving level based on a vehicle motion state quantity. The safe driving degree estimating means is based on the vehicle motion state quantity in the first predetermined time in the past and the vehicle motion state quantity in the second predetermined time longer than the first predetermined time in the past, The driving support system according to claim 2, wherein a safe driving degree is estimated. 4. The control unit according to claim 1, wherein, when controlling the driving support unit, the control unit controls the driving support unit while gradually changing the degree of driving support to the driver. 5. Driving support system. The driving support system according to any one of claims 2 to 4, wherein the vehicle motion state quantity is at least one of speed, longitudinal acceleration, lateral acceleration, and yaw rate. The driving support means is a notification means for notifying the driver of the danger to the obstacle at a predetermined timing using at least one of voice, image, touch, and reaction force.
The driving support system according to any one of claims 1 to 5, wherein the control unit controls the predetermined timing based on the safe driving degree.

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