JP2007328612A - Driving support system and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce annoyance for a driver, while calling the driver's attention. <P>SOLUTION: A level of driving behavior to evaluate the driving behavior of the driver at an intersection is estimated based on a history of driving. Based on the history of driving, the driver's intention behind the driving behavior is also estimated as the intention of the driving behavior. Based on the estimated level and intention of the driving behavior, the frequency to present information to be presented to the driver is set. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a driving support system and a method thereof, and more particularly, to a method for presenting information that prompts a driver to call attention.

2. Description of the Related Art Conventionally, a technique for presenting information that prompts a driver to call attention is known from the viewpoint of driving support for a driver. For example, Patent Document 1 discloses a method of estimating a future travel route of a vehicle, detecting a dangerous point on the estimated route in advance, and warning the driver of this. In the method of this patent document 1, dangerous points are extracted within two ranges of a long distance and a short distance on the estimated route of the vehicle, and by providing priority, both the long distance and the short distance are obtained. Only one danger point is selected from the combined, and a warning is given to the driver according to the selected danger point. According to such a method, the warning can be given at a frequency at which the driver does not feel bothered by selectively giving the warning.
JP 2001-357499 A

  However, according to the method disclosed in Patent Document 1, since the frequency is simply reduced, the driver may still feel annoyance. For example, even if a driver is performing a safe driving action or a driver who is not, a warning is issued every time if the risk is relatively high in the area. Therefore, there is a possibility that the driver who is performing safe driving behavior may feel bothered by the warning.

  This invention is made | formed in view of this situation, The objective is reducing the annoyance which a driver | operator feels, prompting a driver's attention.

  In order to solve this problem, the present invention provides vehicle state acquisition means, route information acquisition means, travel history storage means, driving action level estimation means, driving action intention estimation means, setting means, and presentation means. A driving support system is provided. Here, the vehicle state acquisition means acquires a vehicle state that is information relating to the state of the vehicle. The route information acquisition means acquires route information that is information relating to a route on which the vehicle travels. The travel history storage unit stores the vehicle state acquired by the vehicle state acquisition unit and the route information acquired by the route information acquisition unit as a travel history. The driving action level estimation means uses the driving action rules in which the standard rules relating to the driving action of the driver are set in advance based on the driving history stored in the driving history storage means. Estimate the driving behavior level to evaluate the driving behavior. The driving action intention estimation means estimates the driver's intention with respect to the driving action as the driving action intention based on the driving history stored in the driving history storage means. The setting means sets the presentation frequency of information to be presented to the driver based on the driving action level estimated by the driving action level estimating means and the driving action intention estimated by the driving action intention estimating means. The presenting means presents information prompting the driver to call attention according to the presenting frequency set by the setting means.

  According to the present invention, the information presentation frequency is set based on the driving action level when passing the intersection and the driving action intention. By presenting information according to the set presentation frequency, it is possible to reduce the annoyance felt by the driver who performed the driving action.

(First embodiment)
FIG. 1 is an overall configuration diagram of a driving support system according to a first embodiment of the present invention. The driving support system is a system that is mounted on a vehicle and provides driving support by presenting information that prompts the driver to call attention (hereinafter referred to as “warning information”). This driving support system presents alerting information when traveling at an intersection, thereby providing driving support. In this embodiment, driving at an intersection that needs to be temporarily stopped, that is, at a temporarily stopped intersection. The explanation is based on the premise of support. This driving support system is mainly configured by a vehicle state detection unit 10, a navigation system 20, a control unit 30, and an information presentation unit 40.

  The vehicle state detection unit 10 detects a vehicle state that is information related to the state of the vehicle. The vehicle state is, for example, a vehicle speed. As the vehicle state detection unit 10, for example, a vehicle speed sensor that detects the vehicle speed by detecting the number of rotations of a wheel can be used. The vehicle state detected by the vehicle state detection unit 10 can typically be a vehicle speed, but can also include a steering angle, a brake pedal operation amount, and the like.

  The navigation system 20 outputs navigation information around the host vehicle. In the navigation system 20, the current position of the vehicle is detected based on information acquired from the GPS receiver, the direction sensor, and the vehicle speed sensor. Note that the method of detecting the current position is not limited to the method using GPS, and the current position is detected based on the distance to the base station that receives radio waves transmitted from a plurality of base stations at the same time and is calculated from the arrival times of the radio waves. The position may be detected by triangulation, or the current position of the vehicle may be detected by performing road-to-vehicle communication with road-side infrastructure provided on the road side.

  In the navigation system 20, navigation information is stored in, for example, a hard disk device integrated with the navigation system 20. The navigation information is map information including route information that is information on a route traveled by the host vehicle, and includes road data including nodes representing specific points and road links representing connections between the specific points. Yes. In the navigation information, each road on the map is divided by a plurality of nodes corresponding to intersections, branches, junctions, etc., and each road link is connected by defining the road between the nodes as a road link. A road is constructed. The road link is composed of data such as a unique number (link ID) for identifying the link, a link length indicating the length of the link, start and end node coordinates (latitude / longitude) of the link, road name, road width, and the like. The A node is a connection link in which a node ID, a node coordinate, a node name, and a link ID of all road links connected to the node are described for each node where each road on the map intersects, merges, and branches. It consists of data such as ID, intersection type (presence / absence of temporary stop regulation, etc.), traffic signal installation position, stop line position, intersection environmental conditions, and the like.

  The navigation system 20 can grasp information on a route on which the host vehicle travels by searching the navigation information based on the detected position information of the vehicle. The navigation information may be stored in a recording medium such as a DVD or a CD-ROM and can be read by the navigation system 20. Further, the route information may be grasped by performing road-to-vehicle communication with road-side infrastructure provided on the road side.

  As the control unit 30, for example, a microcomputer mainly composed of a CPU, a ROM, a RAM, and an I / O interface can be used. The control unit 30 performs various arithmetic processes related to driving support according to a control program stored in the ROM.

  FIG. 2 is a block diagram functionally showing the configuration of the control unit 30. When this control unit 30 grasps this functionally, the traveling information acquisition unit 31, the traveling history storage unit 32, the driving behavior level estimation unit 33, the driving behavior intention estimation unit 34, and the frequency setting unit 35 Have

  The travel information acquisition unit 31 acquires the vehicle state detected by the vehicle state detection unit 10 and the navigation information by the navigation system 20 as travel information. In other words, the travel information acquisition unit 31 includes a vehicle state acquisition unit that acquires vehicle state that is information related to the state of the vehicle, and a route information acquisition unit that acquires route information that is information related to the route along which the vehicle travels. It plays both functions.

  The travel history storage unit 32 stores the travel information acquired by the travel information acquisition unit 31, that is, the vehicle state and navigation information (specifically, route information) as a travel history. Specifically, the travel history storage unit 32 includes information such as position information (node ID and node coordinates) of a temporarily stopped intersection as shown in FIG. 3 and road information (link ID) connected to the temporarily stopped intersection. Remembered. It can be determined by referring to the navigation information whether or not the intersection existing on the route along which the vehicle (vehicle V in the figure) travels is a temporarily stopped intersection.

  Further, the traveling history storage unit 32 also stores a series of vehicle states when the vehicle is traveling at the temporary stop intersection, that is, the vehicle speed. Further, the travel history storage unit 32 also stores positional information of the vehicle in association with the storage of the vehicle speed. By associating and storing the position information, it is possible to grasp the relative position of the vehicle with respect to the stop line before the intersection (that is, the distance from the stop line) and the vehicle speed at that position.

  The driving behavior level estimation unit 33 estimates a driving behavior level for evaluating the driving behavior of the driver during the intersection traveling based on the traveling history stored in the traveling history storage unit 32. Specifically, the driving action level is estimated based on a series of vehicle speed transitions when traveling at a temporarily stopped intersection. When estimating this driving action level, a driving action rule in which a standard rule relating to the driving action of the driver is set in advance is used.

  The driving action intention estimation unit 34 estimates the driving action intention as the driving action intention based on the driving history stored in the driving history storage unit 32. Specifically, the driving action intention is estimated based on a series of vehicle speed transitions when passing through the temporary stop intersection and route information regarding the temporary stop intersection.

  The frequency setting unit 35 presents the alerting information to be presented to the driver based on the driving behavior level estimated by the driving behavior level estimation unit 33 and the driving behavior intention estimated by the driving behavior intention estimation unit 34. Set. Further, the frequency setting unit 35 refers to the information in the navigation system 20 and the travel history storage unit 32, and controls the information presenting unit 40, which will be described later, with the arrival of the vehicle at the temporary stop intersection in the route on which the vehicle travels. To present the alert information to the driver. When presenting the alert information, the frequency setting unit 35 performs this based on the set presentation frequency.

  The information presentation unit 40 is a means for presenting information to the driver such as a display device or a speaker. Depending on the presentation frequency set by the frequency setting unit 35, alert information is presented to the driver via the information presentation unit 40.

  FIG. 4 is a flowchart illustrating a series of processing procedures performed by the driving support system according to the first embodiment. The process shown in this flowchart is executed by the control unit 30.

  First, in step 1 (S1), the travel information acquisition unit 31 reads travel information. Specifically, the travel information acquisition unit 31 reads the vehicle state from the vehicle state detection unit 10 and reads navigation information including route information from the navigation system 20.

  In step 2 (S2), when the traveling information acquisition unit 31 refers to the route information and determines that the vehicle approaches the temporary stop intersection, the position information (node ID and node coordinates) of the temporary stop intersection and the temporary stop are obtained. Road information (link ID) connected to the intersection is stored in the travel history storage unit 32. Further, the travel information acquisition unit 31 stores the vehicle speed read from the vehicle state detection unit 10 in the travel history storage unit 32. The vehicle speed stored in the travel history storage unit 32 is continued until it can be considered that the vehicle has passed the temporary stop intersection. As a result, the travel history storage unit 32 stores a series of vehicle speed transitions from when the vehicle enters the temporary stop intersection until it passes. In addition, the travel history storage unit 32 refers to information from the navigation system 20 including route information together with the vehicle speed that is the vehicle state, and stores vehicle position information in association with each other.

  In step 3 (S3), the driving action level is estimated. Generally, when driving on a temporary stop intersection, it is preferable that the driver performs a two-stage stop as the driving behavior. In the case of a two-stage stop, the driver performs the following driving behavior. Specifically, the vehicle temporarily stops corresponding to the stop line, and then enters the intersection, and temporarily stops corresponding to the intersection entrance position, that is, the parting position where the situation in the intersection can be overlooked. After confirming the situation in the intersection, the vehicle starts and passes through the intersection.

  In the present embodiment, as the driving behavior at the temporary stop intersection, the driving behavior rule serving as the evaluation criterion is set to two-stage stop. Then, the driving action level is estimated by comparing a series of vehicle speed transitions stored in the travel history storage unit 32 with driving action rules. When the driving behavior of the driver can be evaluated as a two-stage stop that is a driving action rule from a series of vehicle speed transitions, the driving action level estimation unit 33 estimates that the driving action level is high and cannot evaluate the two-stage stop. In this case, the driving action level estimation unit 33 estimates that the driving action level is low.

  FIG. 5 and FIG. 6 are diagrams showing a series of changes in the vehicle speed in traveling at the temporary stop intersection. Here, FIG. 5 and FIG. 6 show changes in vehicle speed at different temporary intersections, and FIGS. 5A to 5C show changes in vehicle speed for different drivers. When the driver is performing a two-stage stop, as shown in FIGS. 5A and 6A, the vehicle speed can be regarded as zero or substantially zero corresponding to the stop line position and the parting position. There are two places where it falls. On the other hand, when the driver does not perform the two-stage stop, as shown in FIGS. 5B and 5C and FIGS. 6B and 6C, the vehicle speed is set to a value that can be regarded as zero or substantially zero. There is only one point that falls, or none at all.

  Based on a series of vehicle speed transitions stored in the travel history storage unit 32, the driving action level estimation unit 33 corresponds to the stop line position and the parting position, and sets the vehicle speed to a value that can be regarded as zero or substantially zero. If it is determined that there are two places to be lowered, it is determined that the driver is performing a two-stage stop, and it is determined that the driving action level is high. On the other hand, if the driving action level estimation unit 33 determines that there are no two places where the vehicle speed decreases to a value that can be regarded as zero or substantially zero corresponding to the stop line position and the parting position, It is judged that the two-stage stop is not performed, and it is estimated that the driving action level is low.

  By the way, when it deviates from the driving | running rule prescribed | regulated previously called a two-step stop, a driving action level will be estimated low. For example, the vehicle stops only at the stop line, stops only at the parting position, or enters the intersection slightly and stops. However, these driving actions may be intentionally performed by the driver for a reason. For example, when the line of sight in the intersection is good at the stop line position, safety within the intersection can be sufficiently confirmed even if the line is stopped only by the stop line. Also, if the distance from the stop line position to the intersection is far and the line of sight at the stop line position is bad, stop at the stop line position and stop at the parting position, and check the state inside the intersection It is also possible. In addition, when there are vehicles parked or stopped near the intersection or road construction is being performed, it may be possible to stop after entering the intersection and check the state in the intersection there.

  In step 4 (S4), the driving action intention estimation unit 34 estimates the driving action intention of the driver. Even if the driving behavior intention is deviated from the driving behavior rules, it is estimated whether the driving behavior is intended to be safe. Here, is the driving action intention estimation unit 34 performing slow traveling from the stop line position to the intersection entrance (parting position) based on the vehicle state and route information stored in the travel history storage unit 32? Alternatively, the environmental conditions (stop line and intersection) of the temporary intersection are specified.

  When the distance between the stop line and the intersection entrance is short, it is estimated that the driving action intended for safety is being performed even in the case where the vehicle stops only on the stop line. Also, if you slow down from the stop line position to the intersection entrance (parting position) and the distance from the stop line to the intersection entrance is long, even if you stop only at the parting position, It is estimated that driving behavior intended for safety is performed. Furthermore, when driving slowly between the stop line position and the intersection entrance (parting position), even if the vehicle is entering the intersection slightly and stopping, presume.

  Each of FIGS. 5B and 5C and FIGS. 6B and 6C corresponds to a case that deviates from the driving action rule. However, when the driving action intention is estimated, a stop line is obtained. 5 (b) and FIG. 6 (b) are presumed that the driving action intended for safety is being performed based on the slow driving from the vehicle to the intersection approach point, while FIG. 5 (c) and FIG. (C) is presumed that the driving action intended for safety is not performed.

  FIG. 7 is an explanatory diagram showing the concept of frequency setting. In step 5 (S5), the frequency setting unit 35 sets the presentation frequency of the alert information based on the estimated driving behavior level and the estimated driving behavior intention. The frequency setting unit 35 basically sets the presentation frequency to be lower as the driving action level estimated in Step 3 is higher, as shown in FIG. Therefore, at the temporary stop intersection, the driving behavior that stops in two stages at the stop line position and the parting position is confirmed as a safe driving behavior according to the driving behavior rules. For this, the frequency of alerting is minimized, and the annoyance associated with information presentation is reduced.

  By the way, when driving behavior deviating from the driving behavior rule is recognized, it is estimated that the driving behavior level is uniformly low, and if the presentation frequency is set high accordingly, the driving behavior rule is deliberately deviated. The driver tends to feel bothered in presenting information. Therefore, if the intention of safe driving is estimated as the driving action intention by the driver, the frequency setting unit 35 sets the presentation frequency to be reduced accordingly.

  That is, when it is estimated that the driving action level is high in Step 3, the presentation frequency is set to the lowest “low”. On the other hand, when the driving action level is estimated to be low in step 3, the driving action intention estimated in step 4 is referred to, and when the driving action intended for safety is performed, the presentation frequency is , “Medium” is set. On the other hand, when the driving action level is estimated to be low in step 3 and the driving action intended for safety is not performed, the presentation frequency is set to the highest “high”. Here, “medium” indicating the presentation frequency is a frequency that is intermediate between “low” having the lowest presentation frequency and “high” having the highest presentation frequency.

  In step 6 (S6), the frequency setting unit 35 refers to the navigation information from the navigation system 20, and when determining the passage of the vehicle to the temporarily stopped intersection, information that alerts is presented. The presentation unit 40 is controlled. At this time, the frequency setting unit 35 controls the information presentation unit 40 so that the alert information has the frequency set in step 5. Thus, the alert information is presented to the driver via the information presentation unit 40.

  As described above, according to this embodiment, the driving support system includes the driving information acquisition unit 31, the driving history storage unit 32, the driving behavior level estimation unit 33, the driving behavior intention estimation unit 34, and the frequency setting unit 35. The information presentation unit 40 is mainly configured. Here, the traveling information acquisition unit 31 acquires a vehicle state that is information regarding the state of the vehicle and route information that is information regarding a route along which the vehicle travels. The driving history storage unit 32 stores the vehicle state and route information acquired by the driving information acquisition unit 31 as a driving history. The driving action level estimation unit 33 uses the driving action rule in which the reference rules regarding the driving action of the driver are set in advance based on the driving history stored in the driving history storage unit 32 to drive at the intersection driving. A driving action level for evaluating a person's driving action is estimated. The driving behavior intention estimation unit 34 estimates the driving behavior intention by the driver as the driving behavior intention based on the traveling history stored in the traveling history storage unit 32. The frequency setting unit 35 sets the presentation frequency of information to be presented to the driver based on the driving behavior level estimated by the driving behavior level estimation unit 33 and the driving behavior intention estimated by the driving behavior intention estimation unit 34. To do. Based on the presentation frequency set by the frequency setting unit 35, the information presentation unit 40 presents information that prompts the driver to call attention.

  According to this configuration, the information presentation frequency is set based on the driving action level when passing the intersection and the driving action intention. Thus, by presenting information according to the set presentation frequency, it is possible to prompt the driver who performed the driving action to call attention in a state where safety is not impaired and annoyance is reduced. it can.

  Further, according to the present embodiment, the frequency setting unit 35 sets the presentation frequency higher as the driving behavior level estimated by the driving behavior level estimation unit 33 is lower. Here, when the driving behavior intention estimation unit 34 estimates the safety intention of the driving behavior of the driver, the presenting frequency is set lower than the presentation frequency set based on the driving behavior level.

  FIG. 8 is an explanatory diagram showing a setting tendency of a presentation frequency set for a driver who has traveled an actual temporary stop intersection. In the figure, the area indicated by wide hatching indicates the composition ratio of the driver whose presentation frequency is set to “low”, and the area indicated by narrow hatching is the configuration of the driver whose presentation frequency is set to “medium”. The area shown in white and white is the component ratio of the driver whose presentation frequency is set to “high”. In FIG. 1 shows the composition rate of the driver at the temporary stop intersection with good visibility. No. 2 shows the composition rate of the driver at the intersection where the line of sight is bad and the stop line is in front. 3 shows the composition rate of the driver at an intersection with good visibility (intersection different from No. 1). 4 shows the composition rate of the driver at the intersection where the line of sight is bad.

  As shown in the figure, there are about 20% of drivers whose presentation frequency is classified as “medium” although there are differences depending on the stop intersection. When the presentation frequency is set only based on the driving action level evaluated according to the driving action rule, the driver whose presentation frequency is set to “medium” in the same figure is set to “high”. Become. However, by setting the presentation frequency in consideration of the driving action intention, an effect of reducing a sense of discomfort related to information presentation can be obtained for these drivers. In addition, it is possible to call attention in consideration of safety by reducing the presentation frequency for a driver with a high driving action level and increasing the frequency for a driver with a low driving action level.

  In this embodiment, the driver's driving action level and driving action intention are estimated from the vehicle state / route information. However, the driver is provided with a face direction detecting means for detecting the driver's face direction and the driver's left and right confirmation. The driving action level and the driving action intention may be estimated by taking into account safety confirmation actions such as actions. That is, it is preferable that the driving action intention estimation unit 34 estimates the driving action intention based on at least one of the vehicle state, the route information, and the driver's safety confirmation action. According to such a configuration, it is possible to estimate the driving behavior intention from various methods, and thus, even if the driving behavior deviates from the driving behavior rule, the presentation frequency can be set in consideration of the driver's intention. it can.

  Specifically, the driving action intention estimation unit 34 estimates the driving action intention based on the vehicle speed of the vehicle approaching the temporary stop intersection. When the driver is driving for safety, the behavior for confirming safety by slowing down is reflected in the approaching vehicle speed. Can be estimated.

  In addition, the driving action intention estimation unit 34 estimates the driving action intention based on the prospect of the intersection road at the temporary stop intersection or the positional relationship between the stop line and the intersection. Even if the driver is driving for safety, depending on the environment of the intersection, the driver may deviate from the driving behavior rules and the intention of the safe driving behavior may not be reflected. By taking this into consideration, the driving behavior intention can be estimated.

  Furthermore, the driving action intention estimation unit 34 estimates the driving action intention based on the driver's left / right confirmation act at the temporary stop intersection. When the driver is driving for safety, in order to grasp the environment in the intersection, the right and left confirmation actions are performed, so the driving action intention is estimated based on the left and right confirmation actions. Can do.

  Moreover, in this embodiment, the driving action level estimation part 33 estimates a driving action level based on the driving action accompanying the stop in a temporary stop intersection. According to this configuration, the driving behavior with respect to the driver's safety can be evaluated. Therefore, by setting the presentation frequency according to the driving behavior level, a sense of incongruity can be reduced and a warning is given in consideration of safety. Can do.

  Note that, depending on the navigation information, it may be possible not to have a temporary stop intersection as information. In this case, after referring to the vehicle state acquired by the travel information acquisition unit 31 and the navigation information, the temporary stop intersection is learned on condition that the vehicle is at an intersection and the vehicle speed is substantially zero. Also good. The processing described above may be executed on the assumption that such prior learning is performed.

  In the above-described embodiment, the driving action intentions are classified into two types, and the presentation frequency of the alert information is classified into three types, but the present invention is not limited to this. Naturally, it is also possible to estimate the driving action intention in a more detailed unit and to set the frequency of presenting the alerting information in detail accordingly.

(Second Embodiment)
Hereinafter, the driving support system according to the second embodiment of the present invention will be described. In the first embodiment, the presentation frequency is set based on the driving behavior level and the driving behavior intention of the driver accompanying the approach to the temporary stop intersection. It is possible to set the presentation frequency corresponding to each scene based on the driving action level and the driving action intention of the driver. For example, driving behavior when turning left or right at an intersection, driving behavior when turning right at an intersection, driving behavior when driving a pedestrian crossing at an intersection, steering at an intersection, and stopping at an intersection. As a result, it is possible to present information that prompts attention at an appropriate frequency in each scene. Note that the basic configuration of the driving support system is the same as that of the first embodiment, and differences in operation between the travel history storage unit 32 and the driving behavior level estimation unit 33 will be described below.

  In the second embodiment, the travel information acquisition unit 31 acquires information related to the travel situation ahead of the vehicle, that is, the travel situation in the intersection, as necessary. For the situation in front of the vehicle, a known system comprising a sensing means such as a laser radar, a millimeter wave radar, and an imaging means, and a controller that processes information from these sensing means and recognizes the situation in front of the vehicle is used. it can. In addition to this, the driving situation in the intersection can also be acquired by performing road-to-vehicle communication with the road-side infrastructure that monitors the driving situation in the intersection. In the present embodiment, the route information includes, in a broad sense, information related to the traveling situation in such an intersection.

(1) When turning left and right at an intersection When turning right and left at an intersection, a driving action rule is used in which a direction indicator is issued at a predetermined point (for example, 30 m) before the intersection. The driving action level estimation unit 33 refers to the vehicle state / route information in the traveling history storage unit 32, evaluates whether or not the driving action conforms to the driving action rule, and estimates the driving action level. That is, the driving action level estimation unit 33 estimates the driving action level to be low on the condition that the walking instruction timing is delayed.

  By the way, if there is a different intersection in front of the intersection where the driver made a right or left turn, there is a possibility that the driver of the following vehicle will mistakenly make a right or left turn at the previous intersection. May be delayed. That is, it is considered that the deviation from the driving action rule is intended by the driver.

  Therefore, the driving action intention estimation unit 34 refers to the vehicle state / route information in the traveling history storage unit 32, and if there is a different intersection before the intersection where the driver turns left or right, the deviation from the driving action rule is determined. Is assumed by the driver and is assumed to be driving behavior intended for safety. Further, the driving action intention estimation unit 34 refers to the vehicle state in the travel history storage unit 32, and when there is no driving action such as sudden braking or sudden steering, driving intended for safety on the premise of turning right or left at the intersection. Presume that you are taking action.

  In this way, by setting the information presentation frequency based on the driving action level and the driving action intention, it is possible to reduce the annoyance without impairing safety for the driver who performed the driving action. It is possible to urge attention in the state that has been done.

(2) When making a right turn When using a right turn, a driving action rule is used in which an oncoming vehicle has made a right turn after a passing time. The driving action level estimation unit 33 refers to the vehicle information / route information (specifically, information related to the driving situation in the intersection) in the driving history storage unit 32, and determines whether or not the driving action level conforms to the driving action rule. Evaluate and estimate driving behavior level. That is, the driving action level estimation unit 33 estimates the driving action level to be low on the condition that the vehicle turns right at a short time gap from the passing of the oncoming vehicle.

  By the way, if the oncoming car blinks, the oncoming car has passed, or the right turn has a good prospect, the driver's safety Depending on the judgment, a right turn may be performed. That is, it is considered that the deviation from the driving action rule is intended by the driver.

  Therefore, the driving action intention estimation unit 34 refers to the vehicle information / route information in the travel history storage unit 32, determines the environmental condition of the right turn location, the behavior of the oncoming vehicle, a signal, the confirmation action to the right turn by the driver, the vehicle state If it is determined that the vehicle is not making a right turn due to sudden start / steering, and that the safety of the oncoming vehicle / right turn destination is sufficiently confirmed, it is estimated that the driving action intended for safety is being performed.

  In this way, by setting the information presentation frequency based on the driving action level and the driving action intention, it is possible to reduce the annoyance without impairing safety for the driver who performed the driving action. It is possible to urge attention in the state that has been done.

(3) When driving on a pedestrian crossing When driving on a pedestrian crossing at an intersection, a driving action rule that waits for a pedestrian to pass is used. The driving action level estimation unit 33 refers to the vehicle information / route information in the travel history storage unit 32, evaluates whether the driving action is in accordance with the driving action rule, and estimates the driving action level. That is, the driving action level estimation unit 33 estimates the driving action level to be low on the condition that the pedestrian does not wait for passage.

  By the way, if the pedestrian has entered the pedestrian crossing after passing or there is no following vehicle following the own vehicle and the pedestrian confirms the intention to wait for the own vehicle, the pedestrian will not wait You may cross a pedestrian crossing. That is, it is considered that the deviation from the driving action rule is intended by the driver.

  Therefore, the driving action intention estimation unit 34 refers to the vehicle information / route information in the travel history storage unit 32, and confirms the safety of the pedestrian / rear from the pedestrian / rear confirmation action and driving behavior. If it is determined that the vehicle has passed through after slowing down and slowing down, it is estimated that the driving action intended for safety is being performed.

  In this way, by setting the information presentation frequency based on the driving action level and the driving action intention, it is possible to reduce the annoyance without impairing safety for the driver who performed the driving action. It is possible to urge attention in the state that has been done.

(4) At the time of steering At the time of steering, the driving action rule that sudden steering is not performed is used. The driving action level estimation unit 33 refers to the vehicle information / route information in the travel history storage unit 32, evaluates whether the driving action is in accordance with the driving action rule, and estimates the driving action level. That is, the driving action level estimation unit 33 estimates the driving action level to be low on the condition that rapid steering is performed.

  By the way, when there is an obstacle on the road, there is a jump out, or there is an avoidance space adjacent to the intersection, there is an exceptionally rapid steering. That is, it is considered that the deviation from the driving action rule is intended by the driver.

  Therefore, the driving action intention estimation unit 34 refers to the vehicle information / route information in the traveling history storage unit 32, and determines the surrounding situation (from the positional relationship with the obstacle, the surrounding environment, the safety confirmation action to the surroundings, and the driving action). In particular, when it is determined that the steering is at a level that does not cause another danger such as slip, falling, and collision, the side) is confirmed, it is estimated that the driving action intended for safety is being performed.

  In this way, by setting the information presentation frequency based on the driving action level and the driving action intention, it is possible to reduce the annoyance without impairing safety for the driver who performed the driving action. It is possible to urge attention in the state that has been done.

(5) At the time of stop The driving action rule that sudden stop is not performed at the time of stop is used. The driving action level estimation unit 33 refers to the vehicle information / route information in the travel history storage unit 32, evaluates whether the driving action is in accordance with the driving action rule, and estimates the driving action level. That is, the driving action level estimation unit 33 estimates the driving action level to be low on the condition that a sudden stop is performed.

  By the way, when there is an obstacle on the road or there is a jump, an exceptionally rapid stop may be performed. That is, it is considered that the deviation from the driving action rule is intended by the driver.

  Therefore, the driving action intention estimation unit 34 refers to the vehicle information / route information in the traveling history storage unit 32, and determines the surrounding situation (from the positional relationship with the obstacle, the surrounding environment, the safety confirmation action to the surroundings, and the driving action). In particular, if it is determined that the vehicle is stopped to the extent that another danger such as slipping, overturning or collision is not confirmed, it is estimated that the driving action intended for safety is being performed.

  In this way, by setting the information presentation frequency based on the driving action level and the driving action intention, it is possible to reduce the annoyance without impairing safety for the driver who performed the driving action. It is possible to urge attention in the state that has been done.

1 is an overall configuration diagram of a driving support system according to a first embodiment. Functional block diagram of the configuration of the control unit 30 Explanatory drawing showing the pause line The flowchart which shows the procedure of a series of processes by the driving assistance system in 1st Embodiment. A diagram showing a series of changes in vehicle speed when traveling at a temporarily stopped intersection A diagram showing a series of changes in vehicle speed when traveling at a temporarily stopped intersection Explanatory diagram showing the concept of frequency setting Explanatory drawing which shows the setting tendency of the presentation frequency set to the driver who drive | worked the actual stop intersection

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle state detection part 20 Navigation system 30 Control unit 31 Travel information acquisition part 32 Travel history memory | storage part 33 Driving action level estimation part 34 Driving action intention estimation part 35 Frequency setting part 40 Information presentation part

Claims (12)

In the driving support system,
Vehicle state acquisition means for acquiring a vehicle state that is information relating to the state of the vehicle;
Route information acquisition means for acquiring route information that is information about a route on which the vehicle travels;
Travel history storage means for storing the vehicle state acquired by the vehicle state acquisition means and the route information acquired by the route information acquisition means as a travel history;
Driving that evaluates the driving behavior of the driver at the time of intersection driving based on the driving history stored in the driving history storage means by using a driving behavior rule in which a standard rule relating to the driving behavior of the driver is set in advance. Driving behavior level estimation means for estimating the behavior level;
Driving action intention estimation means for estimating the driver's intention for the driving action as driving action intention based on the driving history stored in the driving history storage means;
A setting means for setting a frequency of presenting information to be presented to the driver based on the driving action level estimated by the driving action level estimating means and the driving action intention estimated by the driving action intention estimating means;
A driving support system comprising: presentation means for presenting information that prompts the driver to call attention according to the presentation frequency set by the setting means.   The setting means sets the presentation frequency higher as the driving action level estimated by the driving action level estimating means is lower, and a safety intention is estimated for the driving action of the driver by the driving action intention estimating means. The driving support system according to claim 1, wherein the presentation frequency is set lower than the presentation frequency set based on the driving action level.   3. The driving action intention estimation unit estimates the driving action intention based on at least one of the vehicle state, the route information, and a driver's safety confirmation action. The described driving assistance system.   The driving support system according to any one of claims 1 to 3, wherein the driving behavior level estimation means estimates the driving behavior level based on driving behavior associated with a stop at a temporary stop intersection. .   The driving support system according to claim 4, wherein the driving action intention estimation unit estimates the driving action intention based on an approaching vehicle speed of the vehicle to the temporary stop intersection.   6. The driving behavior intention estimation unit estimates the driving behavior intention based on a prospect of an intersection road at a temporary stop intersection or a positional relationship between a stop line and an intersection. Driving assistance system.   The driving support intention according to any one of claims 4 to 6, wherein the driving action intention estimation means estimates the driving action intention based on a driver's left / right confirmation action at a temporary stop intersection. system.   The driving support level according to any one of claims 1 to 3, wherein the driving action level estimating means estimates the driving action level based on a driving action accompanying a direction instruction at the time of turning right or left. system.   The driving support system according to any one of claims 1 to 3, wherein the driving action level estimation means estimates the driving action level based on a gap time with an oncoming vehicle at the time of a right turn. .   The said driving action level estimation means estimates the said driving action level based on the driving action accompanying the passage waiting time of the pedestrian at the time of a pedestrian crossing passing, The Claim 1 characterized by the above-mentioned. Driving assistance system.   The driving support system according to any one of claims 1 to 3, wherein the driving action level estimating means estimates the driving action level based on a steering action or a braking action. In a driving support method that presents information that calls the driver to alert,
Get the vehicle status, which is information about the vehicle status,
Get route information, which is information about the route the vehicle travels,
Storing the vehicle state and the route information as a travel history;
Based on the driving history, using a driving behavior rule in which a standard rule relating to the driving behavior of the driver is set in advance, a driving behavior level for evaluating the driving behavior of the driver at the intersection traveling is estimated,
Based on the driving history, the driver's intention for the driving action is estimated as the driving action intention,
A driving support method, comprising: setting a presentation frequency of information to be presented to the driver based on the driving behavior level and the driving behavior intention.

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