JP2007219716A - Operation support device, operation support method and vehicle with operation support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation support device, an operation support method and a vehicle with an operation support device for performing highly precise operation support while suppressing the complication of the device. <P>SOLUTION: This operation support device is provided with an intersection detection means for detecting an intersection; an operation detection means for detecting a driver operation at the intersection; a history storage means for time-sequentially storing the driver operation as the history information of each intersection; a pre-start variation decision means for deciding the pre-start variation of the driver operation at each intersection based on the history information; a post-start variation decision means for deciding the post-start variation of the driver operation at each intersection based on the history information; a latent risk estimation means for estimating a latent risk at the intersection based on the pre-start variation and the post-start variation; and an operation support means for supporting the operation of a driver according to the latent risk. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention belongs to the technical field of a driving support device, a driving support method, and a vehicle with a driving support device that perform driving support of a driver at an intersection.

As this type of technology, the technology described in Patent Document 1 is disclosed. In this publication, the driver's intention to decelerate that the driver feels critically sensitive is calculated based on the operation amount of the accelerator pedal or the brake pedal, and the driver's steering intention calculated based on the steering amount of steering. It is calculated from Further, the emergency sensitivity is estimated with high accuracy by using the external environment based on the vehicle position and the front obstacle information as a correction term for calculating the emergency sensitivity.
JP 2004-206207 A

  In the above prior art, a database for obtaining correction terms corresponding to the vehicle position and the front obstacle situation is prepared in advance, and the correction corresponding to the detected situation is detected by detecting the vehicle position and the front obstacle situation. The term is obtained from the database and used. Therefore, it is necessary to have means for detecting the vehicle position and obstacles ahead, and it is necessary to provide a database storing a huge amount of information corresponding to each detailed situation, which may cause the device to be complicated.

  The present invention has been made paying attention to the above-described problems, and the object of the present invention is to provide a driving support device, a driving support method, and a driving support capable of providing high-precision driving support while suppressing the complexity of the device. An object is to provide a vehicle with a device.

  In order to achieve the above object, in the present invention, an intersection detection unit for detecting an intersection, an operation detection unit for detecting a driver operation at the intersection, and a history storage for storing the driver operation as history information for each intersection in time series Pre-start variation determination means for determining presence / absence of a driver operation before starting for each intersection based on the history information, and presence / absence of a driver operation after starting for each intersection based on history information. Post-start variation determination means, potential risk estimation means for estimating presence / absence of potential risk at intersection based on pre-start variation and post-start variation, and driver depending on presence / absence of potential risk Driving support means for providing driving support for the vehicle.

  In the present invention, it is possible to estimate the potential risk by a simple method, and to perform detailed driving support according to the variation before the start of the driver operation and the variation after the start. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  Hereinafter, the best mode for carrying out the present invention will be described based on Examples 1 to 3.

  First, the configuration will be described.

  FIG. 1 is a block diagram illustrating a configuration of the driving support apparatus according to the first embodiment.

  The driving support device of the first embodiment includes a host vehicle position sensor 1, an accelerator position sensor 2, a brake position sensor 3, a vehicle speed sensor 4, a head direction detection sensor 5, a temporary stop required intersection database 6, and information. A recording unit 7, a detection / storage unit 8, a potential risk estimation unit 9, and a speaker 10 are provided.

  The own vehicle position sensor 1 detects the own vehicle position from, for example, a navigation system using GPS and a map database.

  The accelerator position sensor 2 detects the operation amount (accelerator position) of the accelerator pedal. The brake position sensor 3 detects the operation amount (brake position) of the brake pedal. The vehicle speed sensor 4 detects the speed of the host vehicle. The head direction detection sensor 5 detects the head direction of the driver. The accelerator position sensor 2, the brake position sensor 3, the vehicle speed sensor 4, and the head direction detection sensor 5 correspond to the operation detection means of the present invention.

  The temporary stop required intersection database 6 stores a database of intersections that need to be temporarily stopped (temporary stop intersections). The information recording unit 7 stores driver operation information such as the driver's head direction, accelerator pedal operation amount, brake pedal operation amount, vehicle speed and the like in the information recording database (history storage means) 7a as time-series data for each temporary stop intersection. To do.

  Based on the information stored in the information recording database 7a, the detection / storage unit 8 uses the computer 8a to calculate the presence / absence of a variation in the driver's operation before and after starting the vehicle at each temporary stop intersection. It is stored in the RAM 8b that is a medium. The driver operation variation will be described in detail later. The detection / storage unit 8 corresponds to a pre-start variation determination unit and a post-start variation determination unit of the present invention.

  When the host vehicle is approaching the temporary stop intersection, the potential risk estimation unit (potential risk estimation means) 9 uses the computer 9a to vary the driver operation before and after the start when the temporary stop intersection is already stored in the RAM 8b. When the vehicle is at a temporary stop, the presence or absence of potential risk is estimated based on the variation in driver operation before starting and the variation in driver operation after starting, and the sound corresponding to the estimation result is By outputting from 10, the driver is alerted.

[Driving support control processing]
FIG. 2 is a flowchart showing the flow of the driving support control process executed by the driving support device of the first embodiment, and each step will be described below. This process is repeatedly executed at a predetermined calculation cycle.

  In step S1, it is determined whether or not the approaching intersection is a temporary stop intersection, that is, an intersection where the own vehicle needs to be stopped without a signal, that is, a temporary stop intersection (intersection detection means). If yes, then go to step S2, if no, go to return. Here, the temporary stop intersection is determined from information from the temporary stop required intersection database 6 or driver operation.

  In step S2, information such as the driver's head direction, accelerator pedal operation amount, brake pedal operation amount, vehicle speed, and the like before and after entering the temporary stop intersection is acquired as a driver operation, and the process proceeds to step S3. For example, by setting the acquisition range from a position about 30 m before the temporary stop intersection to a position about 10 m beyond the temporary stop intersection, the amount of data stored in the information recording unit 7 can be reduced as much as possible. The vehicle position at the intersection may receive information from a satellite such as GPS, or may receive information transmitted from an infrastructure such as a beacon installed at the intersection.

  In step S3, it is determined whether or not the temporary stop intersection is the first intersection. If YES, the process proceeds to step S10. If NO, the process proceeds to step S4.

  In step S4, based on the information stored in the RAM 8b of the detection / storage unit 8, it is determined whether or not there is a variation in driver operation before and after the vehicle starts for each temporary intersection.

  In step S5, the presence / absence of a potential risk at the temporary stop intersection is calculated based on the presence / absence of variations in driver operations before and after the vehicle starts, and the process proceeds to step S6.

  In step S6, it is determined whether or not driving assistance by notification is necessary according to the potential risk calculated in step S5. If YES, the process proceeds to step S7. If NO, the process proceeds to step S12.

  In step S7, a support method is determined according to the presence / absence of driver operation variation before and after the vehicle start determined in step S4, and the process proceeds to step S8. The determination of the support method will be described in detail later.

  In step S8, driving assistance is provided to the driver based on the assistance method determined in step S7, and the process proceeds to step S9.

  In step S9, the driver operation data is acquired until after the temporary stop intersection, and the process proceeds to return.

  In step S10, it is notified that “the next intersection is an intersection that needs to be temporarily stopped”, and the process proceeds to step S11.

  In step S11, the driver operation data is acquired until after the temporary stop intersection, and the process proceeds to return.

  In step S12, the driver operation data is acquired until after the temporary stop intersection, and the process proceeds to return.

[Driving support control operation]
If the forward temporary stop intersection is an intersection that has traveled in the past, the process proceeds to step S1, step S2, step S3, step S4, step S5, step S6 in the flowchart of FIG. In step S5, the presence / absence of potential risk is estimated based on the presence / absence of driver operation variation before and after the vehicle starts, and in step S6, whether or not driving assistance by notification is necessary depending on the potential risk. Is determined.

  If it is determined in step S6 that driving assistance is necessary, the flow proceeds to step S6 → step S7 → step S8 → step S9. In step S7, a driving assistance method is selected, and in step S8, step S7 Driving assistance by notification to the driver is performed by the method selected in. If it is determined in step S6 that driving assistance is not required, the flow proceeds from step S6 to step S12, and only the driver operation is acquired at the temporary stop intersection, and driving assistance for the driver is not performed.

  When the front temporary stop intersection is an intersection that travels for the first time, in the flowchart of FIG. 2, the process proceeds from step S1, step S2, step S3, step S10, and step S11. In step S10, the presence of a temporary stop intersection is notified, and in step S11, the driver operation is acquired.

[Driving support control action]
Next, the operations of the pre-start variation determining means and the post-start variation determining means, which are the main components of the present invention, and the potential risk estimating section 9 corresponding to the potential risk estimating means will be described. .

  In this embodiment, the gap between the risk recognized by the driver and the risk actually occurring at the intersection is defined as a potential risk. This potential risk is estimated from the variation in driver operation before starting the vehicle at the aforementioned intersection and the variation in driver operation after starting, which is based on Heinrich's law and the cause of the encounter accident described below. Is based.

  FIG. 3 is a graph showing the ratio of the number of encounter accidents for each type of road structure. As can be seen from Fig. 3, many encounter accidents occur at no-signal intersections, that is, at temporary stop intersections ("Survey report on measures to prevent encounter accidents", page 6: General Affairs Agency Secretariat Safety Measures Office, 1998 3 Moon). FIG. 4 is a graph showing the ratio of the purpose of passing when an encounter accident occurs. As can be seen from FIG. 4, the encounter accident occurs for traffic purposes such as commuting, shopping, and hospital visits (Traffic accident comprehensive analysis center, 2003 data). In other words, it seems that it occurs on a familiar road that passes every day.

  When a driver passes a stop intersection, the traffic volume, the direction that needs attention, the start timing, and local rules (for example, intrusion in order, practice that prioritizes entering the intersection first, etc.) Learn features every time. Therefore, it can be considered that a smooth safety check can always be performed by the effect of this learning.

  However, in fact, as described with reference to FIGS. 3 and 4, accidental changes in traffic volume at the temporary stop (for example, it is usually quiet, but traffic volume has increased due to a detour route, etc.) Accidents frequently occur due to reasons such as failure to perform safety confirmation due to habituation (for example, the confirmation is not allowed because there is no other vehicle from the left, and it is usually given by local rules).

  By the way, since the driver can perform a smooth safety check at the familiar intersection as described above, it is conceivable that variations in the stop time and the check time before starting are reduced. Therefore, in this embodiment, it is estimated whether or not the driver is accustomed at this intersection from the variation in driver behavior before starting.

  In addition, according to Herbert Wilhelm Heinrich's law, a numerical value of “1: 29: 300” can be obtained if statistically verified in the case of an accident. Breaking it down, if there was one accident that was more than a serious injury, there were 29 minor injuries behind it, and 300 accidents that weren't injured. It has been broken. According to this law, it is considered that an accident can be prevented even in an encounter accident at an intersection if the number of near-miss operations can be reduced.

  As a factor that causes a near-missing operation, there is a potential risk that the driver cannot recognize. In other words, if the driver enters the intersection after having recognized all the risks before entering the intersection, there will be few occurrences of a near-miss action, but if there is a potential risk, the near-hit action will occur. Will often occur.

  Therefore, in this embodiment, the potential risk is estimated by estimating near-missed behavior from the presence or absence of driver operation variation after starting the vehicle and evaluating the presence or absence of driver operation variation before starting the vehicle. I tried to do it.

  From the above consideration, in the driving support device of the present embodiment, from the past driver operation stored as history information, the potential risk at the temporary stop intersection is estimated, and when there is a potential risk, Driving assistance such as notifications was made.

  For this reason, in this embodiment, the potential risk is estimated in real time, and the focus is not on driving support, but rather on the driver's driving operation (safety confirmation operation) without adding complicated devices. By guiding and stimulating past experiences, it is possible to suppress a decrease in the degree of recognition of the situation of the driver's temporary stop intersection.

  Further, in this embodiment, since past driver operation is used as an index for determining the situation of an intersection, it is not necessary to obtain a reference model for each driver (driver situation determination characteristics for each temporarily stopped intersection) in advance. It can also handle drivers that do not have normative models.

  Next, the variation determination of the driver behavior before starting and after starting based on the history information will be individually described in detail.

[Driver operation at the stop intersection]
In the present embodiment, the vehicle position relative to the temporarily stopped intersection is divided into three sections T1, T2, and T3 as shown in FIG.

  The section T1 is a section where deceleration is started with respect to the temporary stop intersection stop position (vehicle stop line). A period from when the accelerator is turned off until the vehicle speed is less than a certain value (for example, 5 km / h or less) or until the driver starts turning the head to check the left and right road conditions (see FIG. 6).

  Section T2 is a section in which the driver checks the left and right road conditions for starting at a temporary stop intersection. This indicates the range from the time when the vehicle speed becomes below a certain level (for example, 5 km / h or less) to the brake off, or from the start of the right direction confirmation to the brake off by the driver.

  The section T3 is a section in which the start operation is executed at the temporary stop intersection. The range from when the brake is turned off until the accelerator opening reaches a peak within a certain time, or the range where the vehicle speed becomes more than a certain level after the brake is turned off.

  The variation determination of the driver operation before the vehicle starts is determined by the driver operation in the section T2. In the section T2, the stop time of the vehicle and the left and right confirmation times are detected as driver operations. Further, the determination of the variation in the driver operation after the vehicle starts is determined by the operation of the driver in the section T3. In a section T3, an accelerator operation amount and a brake operation amount are detected as driver operations.

FIG. 7 is a diagram for explaining a method for determining variation in driver operation before vehicle start based on the stop time in the section T2, and FIG. FIG. 7 is a graph showing the stop time at each temporary stop intersection, and FIG. 7B is a graph showing the stop time distribution at this intersection.
In the information recording part 7, the stop time for each temporary stop intersection shown in FIG. 7A is acquired and stored in the information recording database 7a. In FIG. 7A, the number of times of passing through the currently approaching intersection is the Nth, and Na and Nb are integers that satisfy Na <Nb. Hereinafter, the same symbol is used for the number of times of passing through the intersection.

  The detection / storage unit 8 calculates, from the acquired stop time, the standard deviation Sa of the latest Na-th to N-1th acquisition times and the standard deviation Sb from the past Nb-th to N-1-th (FIG. 7 ( b)) Sa and Sb are compared. At this time, if Sa <Sb, it is determined that there is a variation in the driver operation before starting the vehicle, and if Sa ≧ Sb, it is determined that there is no variation in the driver operation before starting the vehicle.

・ Driver motion variation determination logic before vehicle start based on left and right confirmation time In this example, the time from the start to the end of the driver's head rotation near the temporary stop intersection is acquired and temporarily stopped as the horizontal confirmation time of the temporary stop intersection. The information is stored in the information recording database 7a for each intersection.

  The head direction detection sensor 5 shoots the driver's face with a camera installed on the instrument panel or inside mirror, etc., calculates the face direction from the facial feature points, etc. Get time. In particular, the act of rotating the head to the left or right in order to confirm the left or right at the intersection increases the rotation angle of the head compared to the act of looking at the side mirror. Therefore, for example, when the rotation angle is greater than 45 degrees, it is determined as a left-right confirmation action, and by excluding 45 degrees or less, the movement of other parts (for example, eyeball position etc.) is detected. Thus, the driver's confirmation action can be determined more accurately and simply.

  The detection / storage unit 8 calculates the standard deviation Sa of the latest Na-th to N-1th acquisition times and the standard deviation Sb from the previous Nb-th to the N-1-th And Sa and Sb are compared. At this time, if Sa <Sb, it is determined that there is a variation in the driver operation before starting the vehicle, and if Sa ≧ Sb, it is determined that there is no variation in the driver operation before starting the vehicle.

  In the above-described driver operation variation determination before starting the vehicle, the period from the driver Nath to the (N-1) th time is defined as the first period of the present invention, and the period from the Nbth to the N-1th time is defined as the second period of the present invention. And

-Driver operation variation judgment logic after vehicle start based on accelerator operation amount FIG. 8 is a diagram for explaining the driver operation variation after vehicle start based on the accelerator operation amount, and FIG. 8 (a) shows a case where there is no driver operation variation. The accelerator opening is shown, and FIG. 8B shows the accelerator opening when the driver operation varies. In FIG. 8B, the accelerator opening when there is no variation in the driver operation is shown by a dotted line for comparison.
In this embodiment, as shown in FIG. 8, based on the accelerator position detected by the accelerator position sensor 2, the inflection point of the accelerator depression angle (accelerator opening angle) within a certain time T from the start of the accelerator depression is shown. The occurrence frequency is acquired and stored in the information recording database 7a for each temporarily stopped intersection. Here, the “inflection point” refers to a point where the second-order derivative becomes 0, that is, a point where the secondary part disappears at a point on the tangent line.
The fixed time T may be set to a time to accelerate from the start of the accelerator depression to the vehicle speed A (for example, 5 km / h) or about 5 seconds when there is no variation in the driver operation.

  The detection / storage unit 8 records the number of occurrences of inflection points within a certain time T from the start of accelerator depression for each paused intersection, and the occurrence probability Pa from the most recent Na times to the N-1th occurrence and N from the past Nb times The occurrence probability Pb up to the first time is calculated, and Pa and Pb are compared. At this time, if Pa> Pb, it is determined that there is a variation in the driver operation after starting the vehicle, and if Pa ≦ Pb, it is determined that there is no variation in the driver operation after starting the vehicle.

FIG. 9 is a diagram for explaining the variation in the driver operation after the vehicle starts depending on the brake operation amount. FIG. 9A is a diagram in the case where there is no variation in the driver operation. Brake ON / OFF is shown, and FIG. 9B shows the brake ON / OFF when the driver operation varies.
In this embodiment, as shown in FIG. 9B, based on the brake position detected by the brake position sensor 3, the brake start frequency or the brake pressure increase frequency generated within a predetermined time T from the release of the brake is acquired. The information is stored in the information recording database 7a for each temporarily stopped intersection.
The fixed time T may be set to a time required for acceleration from the brake release to the vehicle speed A (for example, 5 km / h) or about 5 seconds when there is no variation in the driver operation.

  The detection / storage unit 8 records the occurrence of the brake start or the increase in brake pressure within a certain time T from the release of the brake at each temporary stop intersection, and the occurrence probability Pa from the most recent Na times to the (N-1) th occurrence and N from the past Nb times The occurrence probability Pb up to the first time is calculated, and Pa and Pb are compared. At this time, if Pa> Pb, it is determined that there is a variation in the driver operation after starting the vehicle, and if Pa ≦ Pb, it is determined that there is no variation in the driver operation after starting the vehicle.

  In the above-described driver operation variation determination after starting the vehicle, the period from the Nath to the (N-1) th period is the third period of the present invention, and the period from the Nbth to the (N-1) th period is the fourth period of the present invention. To do.

[Potential risk estimation effect]
In step S7 of the flowchart of FIG. 2, the support method is determined by classifying into four as potential risks according to the variation in the driver behavior before and after starting the vehicle. FIG. 10 is a table showing the classification of potential risks according to the presence / absence of variations in driver operations before and after starting the vehicle. As shown in FIG. 10, the potential risks are classified into A, B, C, and D. FIG. 11 is a table showing selection of a support method according to the potential risk. According to the classification of the potential risk, the content as shown in FIG. 11 is notified to the driver by voice. Hereinafter, the classification of the potential risks and the selection of the support method corresponding to each potential risk will be described in detail based on FIGS.

1) Potential risk: A
If there is a variation in the driver operation before starting the vehicle and there is also a variation in the driver operation after starting the vehicle, the potential risk is estimated as A. If the potential risk is A, the driver is not accustomed to the approaching intersection and cannot perform a smooth safety check, and may not be able to fully recognize the intersection risk. .
Therefore, at 30m in front of the intersection, you will hear a voice saying "There is an intersection ahead. Let's make sure of safety." Furthermore, when the vehicle speed becomes 5 km / h or less, an evasive action is taken against potential risks that cannot be recognized by notifying the user that "Let's start slowly with attention to cars, bicycles and pedestrians." Encourage behavior that can be removed.

2) Potential risk: B
If there is no variation in the driver operation before starting the vehicle and there is a variation in the driver operation after starting the vehicle, the potential risk is estimated as B. If the potential risk is B, the driver may not be able to fully recognize the intersection risk.
Therefore, when the vehicle speed becomes 5 km / h or less, an evasive action against potential risks that cannot be recognized by alerting you to "start slowly with attention to cars, bicycles and pedestrians". Encourage behavior that can be removed.

3) Potential risk: C
If there is no variation in the driver operation before starting the vehicle and there is a variation in the driver operation after starting the vehicle, the potential risk is estimated as C. If the potential risk is C, the driver is not accustomed to the approaching intersection and may not be able to perform a smooth safety check.
Therefore, at 30m in front of the intersection, we will raise the awareness of safety confirmation by giving a voice message saying "There will be an intersection in the future.

4) Potential risk: D
If there is no variation in the driver operation before starting the vehicle and there is no variation in the driver operation after starting the vehicle, the potential risk is estimated as D. If the potential risk is D, the driver is familiar with the approaching intersection, so it may be possible to make a smooth safety check. Moreover, it is considered that the risk at the intersection can be fully recognized. Therefore, no voice notification is performed.

[Action of notification]
We confirmed experimentally the change of the driver operation by the prior notice when approaching the temporary stop intersection. As an experimental method, the driver was allowed to pass a temporary stop intersection with poor visibility, and the change in vehicle speed from stop to start was recorded.

  After passing the same paused intersection several times, before driving into the intersection, the vehicle will alert you to `` Let's stop temporarily before the intersection '' or not to alert the vehicle. Compare the distance traveled at a vehicle speed of 5 km / h or less.

  FIG. 12 is a diagram illustrating a result of the above-described experiment, in which a solid line indicates a change in vehicle speed when alerting is performed, and a dotted line indicates a change in vehicle speed when alerting is not performed.

  As shown in FIG. 12, the travel distance L2 that travels at a vehicle speed of 5 km / h or less when alerting is longer than the travel distance L1 that travels at a vehicle speed of 5 km / h or less when alert is not performed. . The moving distance L2 is about 40% longer than the moving distance L1.

  From this, it can be seen that alerting the driver in advance has the effect of prompting the driver to reduce the speed early (5 km / h or less). Further, as can be seen from FIG. 12, it can be seen that, when alerting is performed, the increase in the vehicle speed at the time of starting is moderate and cautious when starting, as compared with the case where alerting is not performed. .

  Also, when passing the intersection where the previous alert was issued, even if no alert is issued, the vehicle will run at a vehicle speed of 5 km / h or less compared to the case where no alert was issued in the past. The travel distance was extended and the vehicle speed at the start was reduced.

Next, the effect will be described.
In the driving support device of the first embodiment, the effects listed below can be obtained.

  An intersection detection means (FIG. 2: step S1) for detecting an intersection, and an operation position detection means for detecting a driver operation at the intersection include an accelerator position sensor 2, a brake position sensor 3, a vehicle speed sensor 4, and a head direction detection sensor 5. An information recording database 7a as history storage means for storing driver operations in a time series as history information for each intersection, and pre-start variation for determining presence / absence of the driver operation before start for each intersection based on the history information Detection / storage unit 8 as a post-start variation determination unit that determines the presence / absence of variation after the start of the determination unit and the potential for estimating the presence / absence of a potential risk at the intersection based on the pre-start variation and the post-start variation As a potential risk estimation means, the potential risk estimation unit 9 And a speaker 10 as a driving support means for performing driving support for the driver.

  Therefore, it is possible to estimate the potential risk by a simple method, and to perform detailed driving support according to the variation before the start of the driver operation and the variation after the start. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  The detection / storage unit 8 calculates the displacement distribution of the driver operation before the start from the acquired driver operation history information at each temporary stop intersection, and in the first period (from Na to N-1) When the displacement distribution in the second period (from Nb to N-1 times: Na <Nb) is larger than the displacement distribution, it is determined that there is variation before starting.

  Therefore, it is possible to determine the variation as the characteristic of the intersection environment and the driver operation without determining the temporary change of the intersection environment or the operation performed temporarily by the driver as the variation. Therefore, it is possible to detect the variation in the driver operation before starting the vehicle with higher accuracy.

  Further, the detection / storage unit 8 calculates the displacement distribution of the driver operation after the start from the acquired driver operation history information at every stop intersection, and in the third period (from the Nath to the (N-1) th time) )) Is larger than the displacement distribution in the fourth period (from Nb to N-1 times: Na <Nb), it is determined that there is a pre-launch variation.

  Therefore, it is possible to determine the variation as the characteristic of the intersection environment and the driver operation without determining the temporary change of the intersection environment or the operation performed temporarily by the driver as the variation. Therefore, it is possible to detect the variation in the driver operation after the vehicle starts with higher accuracy.

  Further, the head direction detection sensor 5 detects the driver's head rotation as the motion detection means.

  Therefore, it is possible to detect the operation of the driver confirming the road condition by a simple method. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  Furthermore, as a motion detection means, the vehicle speed sensor 4 detects the stop state of the vehicle at the intersection.

  Therefore, it is possible to detect the operation of the driver confirming the road condition by a simple method. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  In addition, the driver's accelerator pedal operation amount is detected by the accelerator position sensor 2 as an operation detection means.

  Therefore, it is possible to detect the driver's action by a simple method without attaching the device to the driver. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  -Furthermore, the brake pedal operation amount is detected by the brake position sensor 3 as an operation detecting means.

  Therefore, it is possible to detect the driver's action by a simple method without attaching the device to the driver. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  ・ Furthermore, as the motion detection means, the vehicle speed before and after the intersection was detected.

  Therefore, since the places where the vehicle speed is detected are narrowed before and after the intersection, the history information to be recorded can be reduced.

  Further, the detection / storage unit 8 as a variation determination unit before starting determines whether or not there is variation before starting based on the displacement distribution of the duration of the head rotation of the driver.

  Therefore, it is possible to determine whether or not there is a variation in the driver operation before the vehicle starts without using the reference model. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  Further, the detection / storage unit 8 as the pre-start variation determining means determines the presence or absence of the pre-start variation based on the displacement distribution of the stop time of the vehicle.

  Therefore, it is possible to determine whether or not there is a variation in the driver operation before the vehicle starts without using the reference model. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  Further, the detection / storage unit 8 as post-start variation determination means determines the presence or absence of post-start variation based on the displacement distribution of the accelerator stepping angular velocity within a certain time from the start of the accelerator stepping.

  Therefore, it is possible to determine whether or not there is a variation in the driver operation after the vehicle starts without using the reference model. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  Further, the detection / storage unit 8 as post-start variation determining means determines the presence / absence of post-start variation based on the displacement distribution of the brake pedal operation amount generated within a predetermined time from the release of the brake.

  Therefore, it is possible to determine whether or not there is a variation in the driver operation after the vehicle starts without using the reference model. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  When the driving support means (speaker 10) determines that there is a variation before starting, the driving support means (speaker 10) gives a notification before the set distance from the intersection, and when it is determined that there is variation after starting, the intersection Announcement is made when the vehicle speed falls below the set vehicle speed.

  Therefore, by notifying the driver in advance, it is possible to prompt the driver to reduce the speed early. In addition, the driver can be encouraged to start with caution.

  ・ Detects intersections, detects driver movements at intersections, stores driver movements as history information for each intersection in a time series, and determines whether there is variation before the start of driver actions for each intersection based on history information Then, based on the history information, it is determined whether or not there is a variation after the start of the driver operation at each intersection, and driving support for the driver is performed based on the variation before the start and the presence or absence of the variation after the start.

  Therefore, it is possible to estimate the potential risk by a simple method, and to perform detailed driving support according to the variation before the start of the driver operation and the variation after the start. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  ・ After detecting the intersection, the driver operation at the intersection is detected, and then the driver operation is stored in a time series as history information for each intersection. Based on the history information, the variation of the driver operation before the start of each intersection In addition to determining presence / absence, based on history information, it is determined whether or not there is a variation after the start of the driver operation for each intersection, and then driving support for the driver is performed based on the variation before and after the start. I did it.

  Therefore, it is possible to estimate the potential risk by a simple method, and to perform detailed driving support according to the variation before the start of the driver operation and the variation after the start. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

  An intersection detection means (FIG. 2: step S1) for detecting an intersection, and an operation position detection means for detecting a driver operation at the intersection include an accelerator position sensor 2, a brake position sensor 3, a vehicle speed sensor 4, and a head direction detection sensor 5. An information recording database 7a as history storage means for storing driver operations in a time series as history information for each intersection, and pre-start variation for determining presence / absence of the driver operation before start for each intersection based on the history information Detection / storage unit 8 as a post-start variation determination unit that determines the presence / absence of variation after the start of the determination unit and the potential for estimating the presence / absence of a potential risk at the intersection based on the pre-start variation and the post-start variation As a potential risk estimation means, the potential risk estimation unit 9 And a speaker 10 in the vehicle as a driving support means for performing driving support for the driver.

  Therefore, it is possible to estimate the potential risk by a simple method, and to perform detailed driving support according to the variation before the start of the driver operation and the variation after the start. Therefore, highly accurate driving assistance can be performed while suppressing the complexity of the apparatus.

First, the configuration will be described.
FIG. 13 is a block diagram illustrating the configuration of the driving support apparatus according to the second embodiment. In the driving support apparatus according to the second embodiment, a support unit 11 is added to the configuration of the first embodiment illustrated in FIG. Different.

  The support unit 11 has a function of applying vibration to the brake pedal and an automatic brake function of controlling the brake pressure regardless of the driver's brake operation.

  When the host vehicle is approaching a temporary stop intersection, the potential risk estimation unit 9 is a temporary stop intersection in which the temporary stop intersection is stored by the computer 9a in the driver operation variation stored in the RAM 8b. At the same time, as in the first embodiment, the potential risk is estimated based on the variation of the driver operation, and the sound corresponding to the estimation result is output from the speaker 10. Further, in the second embodiment, notification control that applies intermittent vibration to the brake pedal to alert the driver in accordance with the speed and potential risk of the host vehicle and braking control that increases the brake pressure are performed.

[Driving support control processing]
The driving support control process executed by the driving support apparatus of the second embodiment is the same as the process of the first embodiment shown in the flowchart of FIG. 2, but the content of the support method in step S7 is different from the first embodiment. As described above, in the second embodiment, the notification control by voice is performed as in the first embodiment, and the notification control by the vibration of the brake pedal and the braking control for increasing the brake pressure are performed.

1) Potential risk: A
If there is a variation in the driver operation before starting the vehicle and there is also a variation in the driver operation after starting the vehicle, the potential risk is estimated as A. In the case of potential risk A, if the potential risk is A, the driver is not accustomed to the approaching intersection, so smooth safety checks cannot be performed, and the intersection risk is fully recognized. It is possible that you cannot do it.
Therefore, first, an average position of the positions where the brake is started is obtained from the past history at the approaching intersection. By giving intermittent vibration to the brake pedal from the average position where the brake is started to when the brake is released for a certain set time, the awareness of the brake operation is raised. In addition, it is not possible to recognize by setting the brake pressure higher than the normal brake release during the period from when the vehicle is stopped until the vehicle passes through the intersection until the vehicle crosses the intersection. Make it possible to quickly avoid potential risks.

2) Potential risk: B
If there is no variation in the driver operation before starting the vehicle and there is a variation in the driver operation after starting the vehicle, the potential risk is estimated as B. In the case of potential risk B, it is possible that the risk at the intersection cannot be fully recognized.
Therefore, there is a potential that cannot be recognized by setting the brake pressure higher than the time of normal brake release during the period from the release after the vehicle stops until it passes the intersection, that is, at the start after the temporary stop. Make it possible to quickly avoid the risk.

3) Potential risk: C
If there is no variation in the driver operation before starting the vehicle and there is a variation in the driver operation after starting the vehicle, the potential risk is estimated as C. In the case of the potential risk C, the driver may not be able to perform a smooth safety check because he / she is not used to the approaching intersection.
Therefore, first, an average position of the positions where the brake is started is obtained from the past history at the approaching intersection. By giving intermittent vibration to the brake pedal from the average position where the brake is started to when the brake is released for a certain set time, the awareness of the brake operation is raised.

4) Potential risk: D
If there is no variation in the driver operation before starting the vehicle and there is no variation in the driver operation after starting the vehicle, the potential risk is estimated as D. If the potential risk is D, the driver is familiar with the approaching intersection, so it may be possible to make a smooth safety check. Moreover, it is considered that the risk at the intersection can be fully recognized. Therefore, driving assistance by brake pedal vibration or brake pressure increase is not performed.

  When the vehicle at the potential risks A and B is stopped, the vehicle speed may be sufficiently reduced (for example, 5 km / h or less) even if the vehicle is not stopped completely.

  By virtue of the above action, the brake pedal is vibrated, so that it is possible to raise the driver's attention to the brake operation and raise the awareness of the stopping action. As shown in FIG. 15, it is possible to perform a sufficient stop operation before starting. Further, by setting the brake pressure higher than that at the time of normal brake release, it becomes possible to quickly perform the brake control with respect to the driver's brake operation.

Next, the effect will be described.
In the driving support device of the second embodiment, in addition to the effects of the first embodiment, the following effects can be obtained.

  ・ When it is estimated that there is a potential risk due to variations in driver operation (potential risk A or C), the driving support means (step S7) is from when the driver starts the brake operation until the brake operation is released. Apply intermittent vibration to the brake pedal. Therefore, by increasing the driver's attention to the brake operation, it becomes possible to further increase the driver's awareness of the stop operation, so that a stable left / right confirmation operation and stop time can be maintained.

  In the third embodiment, the approach speed to the temporary stop position and the start speed after the temporary stop are controlled according to the potential risk.

  FIG. 16 shows the speed control in the sections T1, T2 and T3 extended in the first embodiment according to the potential risk. FIG. 17 shows the average approach speed to the temporary stop position and the start speed after the temporary stop. It is a figure explaining the average of.

16 and 17, the speed Va indicates the average approach speed to the temporary stop position, and the speed Vb indicates the average start speed after the temporary stop. The velocities Va and Vb are expressed by the following equations.
Va = fa (d) + V0
Vb = fb (d) + 5
Va is the average vehicle speed when entering the section T1, and d is the distance from the parting line to the intersection.

  In FIG. 17, the dotted line indicates the past vehicle speed average at the temporary stop intersection, and the solid line indicates the vehicle speed of Va × 110% and Vb × 110%.

1) Potential risk: A
If there is a variation in the driver operation before starting the vehicle and there is also a variation in the driver operation after starting the vehicle, the potential risk is estimated as A. In the case of the potential risk A, the vehicle speed is controlled to Va × 110% or less in the section T1. In the section T3, the vehicle speed is controlled to Vb × 110% or less.

2) Potential risk: B
If there is no variation in the driver operation before starting the vehicle and there is a variation in the driver operation after starting the vehicle, the potential risk is estimated as B. In the case of the potential risk B, the vehicle speed is controlled to Va × 110% or less in the section T1.

3) Potential risk: C
If there is no variation in the driver operation before starting the vehicle and there is a variation in the driver operation after starting the vehicle, the potential risk is estimated as C. In the case of the potential risk C, the vehicle speed is controlled to Vb × 110% or less in the section T3.

4) Potential risk: D
If there is no variation in the driver operation before starting the vehicle and there is no variation in the driver operation after starting the vehicle, the potential risk is estimated as D. When the potential risk is D, speed control is not performed in any section.

  When there is no variation before the start, the traffic volume at the approaching intersection is small, or the driver's driving is patterned, and the speed of approaching the temporary stop position is stable. When the speed of approaching the temporary stop position at such an intersection is higher than the past average vehicle speed Va when approaching the temporary stop position, the driver's operation is greatly different from the usual, and there is a high possibility of inducing an accident.

  In addition, even when there is no variation after the start, the change in traffic at the approaching intersection is small, or the driver's own driving is patterned, and the start speed from the temporary stop position is stable. When the speed at which the vehicle starts from the temporary stop position at such an intersection is higher than the past average speed Vb at which the vehicle starts from the temporary stop position, the driver's operation is significantly different from that of the usual, and there is a high possibility of inducing an accident.

  Due to the above action, in this embodiment, the approach speed to the temporary stop position and the start speed from the temporary stop position are controlled to the vehicle speed Va × 110% and Vb × 110% or less, respectively. It becomes possible to make it.

  The support unit 11 controls the approach speed to the temporary stop position and the start speed from the temporary stop position to vehicle speeds Va × 110% and Vb × 110%, respectively. Therefore, since it becomes possible for the driver to operate as usual, the possibility of inducing an accident can be reduced.

It is a block diagram which shows the structure of the driving assistance device of Example 1. FIG. 3 is a flowchart illustrating a flow of a driving support control process executed by the driving support apparatus according to the first embodiment. It is a figure which shows the occurrence place of the encounter accident of Example 1. FIG. It is a figure which shows the purpose of traffic at the time of the encounter accident of Example 1. FIG. It is a figure which shows the change of the own vehicle position with respect to the temporary stop intersection of Example 1. FIG. 3 is a time chart showing each piece of information acquired at a temporarily stopped intersection in Example 1; It is a figure which shows the determination method of the presence or absence of the variation in the driver operation | movement according to the stop time of Example 1. FIG. It is a figure which shows the determination method of the presence or absence of the fluctuation | variation of the driver operation | movement according to the accelerator operation amount of Example 1. FIG. It is a figure which shows the determination method of the presence or absence of the driver operation | movement according to the brake operation amount of Example 1. FIG. It is a figure which shows the classification method of the potential risk based on the presence or absence of the driver operation variation before starting, and the presence or absence of the driver operation after starting. It is a figure which shows the alerting | reporting method to the driver according to the potential risk of Example 1. FIG. 3 is a time chart illustrating a driving support operation of the first embodiment. It is a block diagram which shows the structure of the driving assistance device of Example 2. FIG. It is a figure which shows the driving assistance method according to the potential risk of Example 2. FIG. It is a figure which shows the vehicle speed control method according to the own vehicle position of Example 2. FIG. It is a figure which shows the driving assistance method of Example 3. It is a figure explaining the past average speed of Example 3. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Own vehicle position sensor 2 Accelerator position sensor 3 Brake position sensor 4 Vehicle speed sensor 5 Head direction detection sensor 6 Intersection database 7 which requires a temporary stop 7 Information recording part 7a Information recording database 8 Detection / storage part 8a Computer 8b RAM
9 Potential risk estimation unit 9a Computer 10 Speaker

Claims (18)

An intersection detection means for detecting an intersection;
Operation detecting means for detecting a driver operation at the intersection;
History storage means for storing the driver operation in a time series as history information for each intersection;
Based on the history information, a pre-start variation determination unit that determines presence / absence of a pre-start variation of a driver operation for each intersection;
Based on the history information, a post-start variation determination unit that determines the presence or absence of a post-start variation of the driver operation for each intersection;
A potential risk estimation means for estimating the presence or absence of a potential risk at an intersection based on the variation before the departure and the variation after the departure;
Driving assistance means for providing driving assistance to the driver according to the presence or absence of the potential risk,
A driving support apparatus comprising: The driving support device according to claim 1,
The pre-start variation determining unit calculates a displacement distribution of the driver operation before the start from the history information, and a displacement in a second period after the start time of the first period is calculated from the displacement distribution in the first period. A driving support device, characterized in that, when the distribution is large, the driving support device is a means for determining that there is variation before starting. In the driving assistance device according to claim 1 or 2,
The after-start variation determining means calculates a change distribution of the driver operation after the start from the history information, and the displacement in the fourth period after the start time of the third period is calculated from the displacement distribution in the third period. A driving assistance apparatus, characterized in that, when the distribution is large, it is means for determining that there is variation. In the driving assistance device according to any one of claims 1 to 3,
The operation support means is means for detecting a driver's head rotation. In the driving support device according to any one of claims 1 to 4,
The operation support means is means for detecting a stop state of a vehicle at an intersection. In the driving assistance device according to any one of claims 1 to 5,
The driving support device according to claim 1, wherein the motion detection means is means for detecting a driver's accelerator pedal operation amount. The driving assistance apparatus according to any one of claims 1 to 6,
The operation support means is means for detecting a brake pedal operation amount of a driver. The driving support device according to any one of claims 1 to 7,
The operation support means is means for detecting vehicle speeds before and after an intersection. The driving support device according to claim 4,
The driving support apparatus according to claim 1, wherein the pre-start variation determination unit is a unit that determines presence / absence of a pre-start variation based on a displacement distribution of a duration of head rotation of the driver. The driving support device according to claim 5,
The driving support apparatus according to claim 1, wherein the variation determination unit before starting is a unit that determines presence / absence of the variation before starting based on a displacement distribution of a duration of the stop state of the vehicle. The driving support device according to claim 6,
The after-start variation determining means is a means for determining whether or not there is a variation after the start based on the displacement distribution of the accelerator depression angular velocity within a certain time from the start of the accelerator depression. The driving support device according to claim 7,
The after-start variation determining means is a means for determining presence / absence of a variation after start based on a displacement distribution of a brake pedal operation amount generated within a predetermined time from the release of the brake. The driving support device according to any one of claims 1 to 12,
When it is determined that there is a variation before the start, the driving support means gives a notification before a set distance from the intersection, and when it is determined that there is a variation after the start, before the intersection A driving support device that performs notification when the vehicle speed is lower than or equal to the set vehicle speed. In the driving assistance device according to any one of claims 1 to 13,
When it is determined that there is variation before the start, the driving support means applies intermittent vibration to the brake pedal from when the driver starts the brake operation until the driver releases the brake operation. A driving support apparatus characterized by being a means. In the driving assistance device according to any one of claims 1 to 14,
When it is determined that there is a variation before the start, the driving support means controls the vehicle speed before the start to a setting speed or less, and when it is determined that there is a variation after the start, after the start A driving support device that controls the vehicle speed to be equal to or lower than a set speed. Detect intersections,
Detect driver operation at the intersection,
The driver operation is stored in a time series as history information for each intersection,
Based on the history information, determine the presence or absence of variation before the start of the driver operation for each intersection,
Based on the history information, determine the presence or absence of variation after the start of the driver operation for each intersection,
A driving support device that performs driving support for a driver based on the variation before the start and the presence or absence of the variation after the start. Procedures for detecting intersections;
A procedure for detecting driver operation at the intersection;
A procedure for storing the driver operation in a time series as history information for each intersection;
Based on the history information, a procedure for determining whether or not there is a variation before the start of the driver operation for each intersection;
Based on the history information, a procedure for determining the presence or absence of variation after the start of the driver operation for each intersection;
A driving support method comprising: driving assistance for a driver based on the variation before the start and the presence or absence of the variation after the start. An intersection detection means for detecting an intersection;
Operation detecting means for detecting a driver operation at the intersection;
History storage means for storing the driver operation in a time series as history information for each intersection;
Based on the history information, a pre-start variation determination unit that determines presence / absence of a pre-start variation of a driver operation for each intersection;
Based on the history information, a post-start variation determination unit that determines the presence or absence of a post-start variation of the driver operation for each intersection;
A potential risk estimation means for estimating the presence or absence of a potential risk at an intersection based on the variation before the departure and the variation after the departure;
Driving assistance means for providing driving assistance to the driver according to the presence or absence of the potential risk,
A vehicle with a driving support device, comprising:

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