JP2008015561A - Information providing vehicle and driving support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform more suitable support according to the information based on the biological information of a driver. <P>SOLUTION: When a driver feels danger during traveling, the biological information changes due to his/her feeling stressed. A probe car specifies an area where the driver feels danger based on a change in biological information of the driver. The probe car transmits information on the specified dangerous area to a probe information center. In the probe information center, information related to the dangerous area transmitted from the probe car is collected to generate a dangerous area map. When the driver makes request for driving support, a driving support device mounted on the vehicle obtains a dangerous area map corresponding to a range required for driving support from the probe information center. The driving support device detects a dangerous area existing on a route based on the dangerous area map provided from the probe information center. The driving support device performs driving support by informing the driver of the presence of a detected dangerous area. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an information providing vehicle and a driving support device, for example, an information providing vehicle that collects information related to a dangerous area, and a driving support device that performs driving support based on information related to the dangerous area.

From the vehicle called a probe car, the operation status of vehicle speed data, wipers, etc. are collected together with position information, and detection and prediction of traffic jam and rainfall status information based on the collected information (probe information). A technique to be performed is proposed in Patent Document 1.
JP 2005-4359 A

  The probe information that can be collected by the information collecting system using the conventional probe car is limited information such as the running speed and acceleration of the traveling vehicle and the operation status of each system such as the wiper.

Therefore, a first object of the present invention is to provide a dangerous point determined using the driver's biological information.
A second object of the present invention is to provide driving assistance based on dangerous area information created using the driver's biological information.

(1) In the invention described in claim 1, the current position detecting means for detecting the current position of the vehicle, the biological information acquiring means for acquiring the driver's biological information, and the biological information acquired by the biological information acquiring means. The first object is provided by providing the information providing vehicle with a dangerous point determining unit that determines whether or not it is a dangerous point and a transmitting unit that transmits position information of the point determined as the dangerous point to the information center. To achieve.
(2) In the invention described in claim 2, in the information providing vehicle according to claim 1, the dangerous point determination means determines the dangerous point based on the fact that the biological information has changed by a predetermined value or more. It is characterized by that.
(3) In the invention described in claim 3, based on the stored dangerous area information, storage means for storing the dangerous area information created based on the position information of the dangerous point determined based on the driver's biological information. The driving support means for performing driving support is provided in the driving support device to achieve the second object.
(4) In the invention described in claim 4, in the driving support apparatus according to claim 3, the dangerous area information is determined by the information providing vehicle based on the biological information of the driver of the information providing vehicle and transmitted. It is created in the information center based on the location information of the dangerous point, and the storage means receives the danger information created in the information center from the information center.
(5) In the invention described in claim 5, in the driving support device according to claim 3, the vehicle is provided with destination input means for inputting a destination and route search means for searching for a travel route to the destination, The driving support means increases the cost corresponding to the dangerous area with respect to the road information used by the route search means.
(6) In the invention described in claim 6, in the driving support device according to claim 3, a risk area for determining whether a risk area exists ahead of the traveling direction of the vehicle from the acquired risk area information. It comprises a judging means and a notifying means for notifying the existence of the dangerous area when it is judged that the dangerous area exists.
(7) In the invention described in claim 7, in the driving support device according to claim 3, the dangerous area information includes frequency information for receiving a dangerous point from the information providing vehicle for each dangerous area, The driving support means determines the risk level based on the frequency information of the dangerous area, and performs driving support according to the risk level.
(8) In the invention described in claim 8, in the driving support apparatus according to claim 3, the dangerous area information includes the authorized time for the temporarily authorized dangerous area, and the driving support means includes: , Driving assistance according to the elapsed time from the authorized time is performed.

According to the first aspect of the present invention, since it is determined whether or not it is a dangerous point using the driver's biological information, position information of the point determined as the dangerous point can be provided to the information center.
According to the invention described in claim 3, it is possible to provide driving support based on the dangerous area information created based on the position information of the dangerous point determined based on the biological information of the driver of the information providing vehicle.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to FIGS. 1 to 10.
(1) Outline of Embodiment When the driver feels some danger during traveling, the driver's biological information (heart rate and skin impedance) changes due to the sense of tension.
Therefore, the probe car identifies an area (point) that the driver feels dangerous as a dangerous area (near hat area) based on changes in the driver's biological information.
Then, information related to the identified dangerous area, for example, position information of the dangerous area, passage time of the dangerous area, vehicle information, environmental information, and type / status information of the dangerous area are transmitted to the probe information center.
The probe information center collects information about the dangerous area transmitted from the probe car and generates a dangerous area map.
Thus, by identifying the dangerous area based on the change of the driver's biological information, it is possible to create a highly reliable dangerous area map in consideration of the driver's mental state (degree of tension).

When the driver desires driving assistance, the driving assistance device mounted on the vehicle acquires a dangerous area map corresponding to a range necessary for driving assistance (for example, around the current position) from the probe information center.
The driving support device detects a dangerous area on the route based on the dangerous area map provided from the probe information center.
Then, the driving assistance device performs driving assistance by notifying the driver of the presence of the detected dangerous area (notification or warning).

(2) Details of Embodiment FIG. 1 shows a configuration of a driving support system in the present embodiment.
As shown in FIG. 1, the driving support system includes a probe car 1 equipped with a driving support device and a probe information center 2. The probe car 1 (driving support device) and the probe information center 2 are connected to a wireless network. 3 is connected.

FIG. 2 shows the configuration of the driving support apparatus mounted on the probe car 1 that is operated yesterday as the information providing vehicle in the present embodiment.
This driving support device also functions as an information collecting device.
As shown in FIG. 1, the driving support device includes an ECU (electronic control device) 10 that controls the entire driving support device according to various programs and data. The ECU 10 includes a current position detection device 11 and a biological information acquisition device. 12, environment information acquisition device 13, vehicle information acquisition device 14, storage device 15, image input device 16, display device 17, audio output device 18, vehicle control device 19, communication device 20, and input device 21 are connected.

The current position detection device 11 is for detecting the current position (absolute coordinate value composed of latitude and longitude) of the vehicle on which the driving support device is mounted, and is a GPS that measures the position of the vehicle using an artificial satellite. (Global Positioning Systems) receiving device.
Note that the current position detection device 11 may include a geomagnetic sensor, a gyro sensor, a vehicle speed sensor, and the like that detect the geomagnetism and determine the direction of the vehicle as a device that supplements the current position detection by the GPS receiver. The gyro sensor and the vehicle speed sensor may be shared with the vehicle speed sensor 144 and the gyro sensor 145 of the vehicle information acquisition device 14 to be described later, or may be provided separately.

The biological information acquisition device 12 includes a heart rate sensor 121 and a skin impedance sensor 122 as sensors for acquiring the driver's biological information.
When the vehicle starts running, the heart rate and the amount of sweat are detected at predetermined time intervals and supplied to the ECU 10.

  The heart rate sensor 121 is a sensor that detects the heart rate of the driver, and detects the heart rate from the pulse rate of the driver. The heart rate sensor 121 according to the present embodiment detects a heart rate by collecting a heart rate signal from the hand of a driver who is driving by an electrode disposed on a steering wheel. The heart rate sensor 121 may be provided with a dedicated sensor on the driver's body such as a wrist.

  Skin impedance sensor 122 is disposed on the steering and measures the skin impedance (resistance value) of the driver. Since the skin impedance value changes according to the change in the sweating state, the driver's sweating state can be detected from the change in the skin impedance.

The environmental information acquisition device 13 includes an inter-vehicle distance / relative speed measurement device 131 and an image processing device 132.
The inter-vehicle distance / relative speed measuring device 131 includes millimeter wave radars, laser radars, and the like arranged in front and rear of the vehicle, and detects inter-vehicle distances and relative speeds with the preceding vehicle and inter-vehicle distances and relative speeds with the rear vehicle. At the same time, the presence or absence of an oncoming vehicle is determined.
The image processing device 132 performs image processing of the outside image captured by the image input device 16 described later, and the front visibility (weather, rain, snow, fog, etc., and the visibility of the curve existing in front of the vehicle ( Obstacles that block the field of vision)) are detected.

The environment information acquisition device 13 includes a time sensor as a sensor for determining the current time.
In addition to (or instead of) the image processing of the image processing device 132, the environment information acquisition device 13 is a sensor for determining the weather, a wiper sensor for detecting the operating state of the wiper, A vehicle width light sensor for detecting the on state and a head lamp sensor for detecting the on state of the headlamp are provided.

The vehicle information acquisition device 14 includes a steering wheel steering angle sensor 141, a brake pedal force sensor 142, an accelerator pedal force sensor 143, a vehicle speed sensor 144, a gyro sensor 145, and other sensors. To detect.
The steering angle sensor 141 detects the steering angle of the steering wheel, the steering wheel operation amount, the steering wheel operation torque, and the steering wheel operation status.

The brake pedal force sensor 142 detects the speed at which the brake is depressed, the brake pedal force, and the brake operation status.
Based on the value detected by the brake pedal force sensor 142, the ECU 10 determines a sudden brake, that is, determines whether or not a sudden brake operation has been performed.
FIG. 3 is a diagram illustrating an example of a detection result of the brake pedal force sensor 142.
For example, the ECU 10 determines that the sudden braking operation has been performed when the brake pedal force satisfies the condition of the average value ± 3Σ or more or the brake operation situation average value ± 3Σ or more.
The average value indicates the average during driving by the current driver.

The accelerator pedal force sensor 143 detects the speed at which the accelerator is depressed, the accelerator pedal force, and the like.
The vehicle speed sensor 144 detects the vehicle speed.
The gyro sensor 145 detects the acceleration of the vehicle.

The storage device 15 includes a ROM, a RAM, a magnetic recording medium such as a flexible disk, a hard disk, and a magnetic tape, a semiconductor recording medium such as a memory chip and an IC card, a CD-ROM, an MO, and a PD (phase change rewritable optical disk). Recording media on which information is optically read, and recording media on which data and computer programs are recorded by various methods.
As the recording medium, a different medium is used depending on the recording contents. For example, when storing information whose contents are updated (added) as needed, a recording medium capable of rewriting data is used.

  The storage device 15 includes a biological information program 151, a vehicle information processing program 152, an environment information processing program 153, a driving support determination program 154, a near-miss storage memory 155, a vehicle information storage memory 156, an environment information storage memory 157, and a map database 158. Various data used in this embodiment, such as dangerous area map data 159, and other data are stored.

The biometric information program 151 is a program for acquiring detection values obtained by the heart rate sensor 121 and the skin impedance sensor 122 as biometric information and storing them in the RAM.
The RAM stores, as biological information, the detection results of the heart rate sensor 121 and the skin impedance sensor 122, the presence / absence of changes in the biological information determined from these detection results, and the determination result of the degree of tension (Level). Is done.

  The vehicle information processing program 152 is a program that acquires detection values of the steering wheel sensor 141, the brake sensor 142, the accelerator sensor 143, the vehicle speed sensor 144, and the gyro sensor 145 as vehicle information and stores them in the vehicle information storage memory 156.

  The environmental information processing program 153 is a program that acquires the detection values of the inter-vehicle distance / relative speed measuring device 131 and the image processing device 132 as vehicle information and stores them in the environmental information storage memory 157.

The driving support determination program 154 is based on biometric information, vehicle information, environmental information, etc., and the driver feels “near”, that is, the judgment suddenly feels surprise or fear, or “feels” That is, it is a program for determining (detecting) a region that is surprised by an unexpected event, that is, a dangerous region (hereinafter referred to as a near-miss region).
Further, the driving support determination program 154 determines that the area existing ahead of the vehicle is stored in the stored dangerous area based on the information stored in the dangerous area map data 159, that is, the information provided from the probe information center 2. Judgment is made in the relevant area, and if it falls in the dangerous area, based on information stored in the dangerous area map data 159, vehicle information, measurement (detection) of biological information, etc., appropriate warning, driving by vehicle control It is a program for assisting driving operations and realizing comfortable and safe driving by providing support.

The near-miss storage memory 155 stores information (data) related to the near-hat area detected (acquired) by the near-hat area acquisition process (FIG. 6) described later.
FIG. 4 is a diagram showing an example of information stored in the near-miss storage memory 155.
As shown in FIG. 4, the near-miss storage memory 155 stores determination results, vehicle information, environmental information, and position information regarding the near-miss area.

The near-miss storage memory 15 stores the type / situation (vehicle operation information) of the near-miss area as a determination result.
The near-miss storage memory 15 stores vehicle speed, tire rotation speed, vehicle acceleration, vehicle lateral acceleration, handle operation torque, handle operation status, brake pedal force, and brake operation status as vehicle information.
In the near-miss storage memory 15, the front obstacle, the front vehicle distance, and the front vehicle relative speed are stored as environmental information.
The near-miss storage memory 15 stores road type, east longitude, and north latitude as position information.

The vehicle information storage memory 156 includes vehicle speed (km / h), vehicle acceleration (G), steering wheel operation torque (N · m), steering wheel operation status (N · m / ms), accelerator pedaling force (N · m), The brake depression force (N · m) and the brake operation status (N · m / ms) are stored.
The vehicle information storage memory 156 stores the visibility (Level) determined from the detected data and the acquired data in the inter-vehicle distance / relative speed measuring device 131 and the image processing device 132.

  The environment information storage memory 157 stores the visibility (Level) determined from the detected data and the acquired data in the inter-vehicle distance / relative speed measuring device 131 and the image processing device 132.

The map database 158 is a database in which information related to various maps such as map information, road information, and curve information is stored.
The road information is used to detect a road currently running and a position on the road by map matching between the current position of the vehicle detected by the current position detection device 11 and the road information.
The map database 158 is also used in the navigation function, and map information is used to display various maps and roads around the current location of the vehicle and around the destination on the display device, and road information is used for route search to the destination. Is done. In addition, facility information (POI information) in which information for each facility is stored is also stored.

The dangerous area map data 159 includes information relating to the dangerous area map provided from the probe information center 2, and more specifically, dangerous area judgment items and driving assistance judgment items referred to in driving assistance processing (FIG. 9) described later. Stored.
FIG. 5 is a diagram illustrating an example of information stored in the dangerous area map data 159.
As shown in FIG. 5, the dangerous area map data 159 stores position information related to the dangerous area, dangerous area type, type / situation (vehicle operation information), and number of near misses.
The number of near-misses indicates the frequency specified as a dangerous area in the probe car 1 (driving support device) based on the driver's biological information.
Although not shown in the drawing, the dangerous area map data 159 also stores information on the time when the information of the corresponding dangerous area map is updated in the probe information center 2.

In the dangerous area map data 159, east longitude and north latitude are stored as position information.
The dangerous area map data 159 includes, as the dangerous area type, a flag indicating a stationary dangerous area or a sudden dangerous area, a time zone in the case of a stationary dangerous area, and a danger in the case of a sudden dangerous area. The occurrence time of is saved.
The dangerous area map data 159 stores a flag indicating a situation such as sudden braking, sudden steering, or sudden approach as the type / situation.
The dangerous area map data 159 stores the total value of the determination results obtained by determining that the corresponding area is a near-miss area as the number of near-miss hats.

The image input device 16 includes a stereo camera disposed in front of the vehicle.
The vehicle outside image captured by the image input device 16 is supplied to the image processing device 132 and used for visibility determination.
As the input device 18, various devices such as a touch panel (functioning as a switch), a keyboard, a mouse, a light pen, a joystick, an infrared remote control, a touch panel attached to the display screen of the display device, a remote control, and a voice recognition device can be used. It constitutes an input means for inputting various information.

The audio output device 19 includes a plurality of speakers and an audio control device arranged in the vehicle. The voice output device 19 outputs a voice controlled by the voice control unit, for example, a warning voice that alerts the presence of a dangerous area and a part of driving assistance.
The audio output device 19 may also be used as an audio speaker.
As the display device 20, various display devices such as a liquid crystal display device, a CRT, and a head-up display are used, and the presence of a dangerous area and / or a warning character (text) that alerts the attention in this embodiment is a driving support. As part of the display.
In addition, the display device 20 displays the map for the dangerous area on the display screen when the map around the vehicle or the route searched for the route searched based on the navigation function, the searched route, the surrounding facility guidance screen, or the like is displayed. A warning may be displayed.

  The vehicle control device 21 assists in driving operation such as lowering the vehicle speed (speed) when passing through the dangerous area as assistance for driving operation according to the state of the driver with respect to the dangerous area.

  The communication device 22 functions as a communication unit, connects to the wireless network 3, and transmits and receives various data with the external probe information center 2.

Returning to the description of FIG. 1, the probe information center 2 includes a central server that plays a central role of the driving support system.
The central server of the probe information center 2 collects (accumulates) the probe information transmitted from the plurality of probe cars 1, analyzes the information, and based on requests from the probe car 1 (driving support device). Thus, information on the dangerous area map is provided to the probe car 1.
The central server of the probe information center 2 is configured by a computer having input, storage, calculation, control, and output functions.

  The wireless network 3 is a communication system using radio waves for connecting the probe car 1 and the probe information center 2.

Next, the processing operation of the driving support process in the driving support system configured as described above will be described.
FIG. 6 is a flowchart showing the operation of the near-hat area acquisition process.
This near-hat area acquisition process is executed by the driving support device of the probe car 1 when the vehicle starts to run and continues to be executed while the vehicle is running, but is executed when the ignition is turned on and ends when the ignition is turned off. Good.

ECU10 detects a driver | operator's biometric information by the biometric information acquisition apparatus 12 (step 11).
And ECU10 judges the presence or absence of a change of biometric information about the detected biometric information according to predetermined biometric information determination conditions (step 12).
Here, in order to transmit (provide) information on the near-miss area with higher accuracy to the probe information center 2, it is determined (detected) whether there is a change in biological information based on detection results of a plurality of types of biological information. To do.
In other words, this process determines (detects) the driver's mental state (tension state) from changes in the driver's biological information.
In addition, the change of the biometric information detected here is an example of abnormality of biometric information.

FIG. 7 is a diagram illustrating a determination example of changes in biological information.
7A and 7B, the upper part shows the detection (measurement) result of the skin impedance sensor 122, and the lower part shows the detection (measurement) result of the heart rate sensor 121.
In the present embodiment, for example, when the skin impedance and the heart rate suddenly increase as shown in FIG. 7 (a), or when the skin impedance suddenly increases as shown in FIG. 7 (b). When the heart rate suddenly decreases, it is determined that the biological information has changed.

When a change in the biological information is not detected (step 12; N), the ECU 10 returns to step 11 and continues detecting the biological information.
When the change of the biological information is detected (step 12; Y), the ECU 10 refers to the vehicle information storage memory 156 and detects the vehicle information at the timing (time) when the change of the biological information occurs (step 13).
Here, as vehicle information, vehicle speed, vehicle acceleration, steering wheel operation torque, steering wheel operation status, accelerator pedal force, brake pedal force, brake operation status, and the like are detected.

Next, the ECU 10 refers to the environment information storage memory 157 and detects the environment information at the timing (time) when the biological information changes (step 14).
Here, measurement data in the inter-vehicle distance / relative speed measuring device 131 and the image processing device 132 are detected as the environmental information.

Next, the ECU determines whether or not the area (point) that has passed at the timing (time) when the change of the biometric information occurs corresponds to an appropriate near-miss area (step 15).
The determination of the near-miss area is performed by comparing the detected vehicle information and environmental information with a predetermined determination condition and determining whether or not the corresponding condition is satisfied.
FIG. 8 exemplifies determination items and conditions for determining whether the area is a near-miss area.
As shown in FIG. 8, for example, the vehicle speed is 5 km / h or more, the vehicle acceleration is −0.3 G or less, and the brake pedaling force is an average value ± 3Σ or more (or a brake operation situation average value ± 3Σ or more). In this case, it is determined that the area is a near-miss area related to sudden braking (condition example 1).

Similarly, when the conditions of sudden approach (condition example 2), sudden handle (condition example 3), front and rear slip (condition example 4), lateral slip (condition example 5), and obstacle (condition example 6) are satisfied. Determines that it is a near-miss area.
In the sudden braking (condition example 1), the sudden braking determination is made based on the OR condition of the brake pedal force and the brake operation status. You may make it perform based on the result of the cluster analysis plotted.

In the rapid approach (condition example 2), the determination of the rapid approach is made based on the AND condition when the distance between the vehicles ahead of the vehicle is equal to or smaller than the average value. You may make it perform based on the result of the cluster analysis which plotted the inter-vehicle distance two-dimensionally.
In the sudden handle (condition example 3), the determination of the sudden handle is performed based on the AND condition of the handle operation torque and the handle operation status. The determination of the sudden handle is based on the OR condition of the handle operation torque and the handle operation status. You may make it perform based on.
The determination of the abrupt handle may be made based on the result of cluster analysis in which the handle operation torque and the handle operation situation are two-dimensionally plotted.

Returning to the explanation of FIG. 6, when it is determined that the region does not correspond to the near-miss region (step 15; N), the ECU 10 returns to step 11 and continues detecting biometric information.
When it is determined that it falls under the near-miss area (step 15; Y), the ECU 10 presents the location information of the area (point) where the change in the biological state has occurred, that is, the area determined as the near-miss area, as the current position. It acquires from the detection result of the detection apparatus 11 (step 16).

The ECU 10 temporarily stores (stores) the position information of the area determined to be a near-miss area, the time information passing through the near-hat area, and the information about the near-hat area in the near-miss storage memory 155 (step). 17).
Here, the item information (data) shown in FIG. 4 is stored in the near-miss storage memory 155.

Then, the ECU 10 transmits the information stored (stored) in the near-miss storage memory 155 as probe information to the probe information center 2 via the wireless network 3 using the communication device 20 (step 18). Return processing.
Here, at least position information of a near-miss area (dangerous area) is transmitted to the probe information center 2 as the probe information.
The information stored (stored) in the near-miss storage memory 155 is deleted after the transmission to the probe information center 2 is completed.

The probe information transmitted to the probe information center 2 includes near-miss area (dangerous area) position information, near-hat area type / situation, vehicle speed, tire rotation speed, vehicle acceleration, vehicle side. There are information such as direction acceleration, steering wheel operation torque, steering wheel operation status, braking force, braking operation status, front obstacles, front vehicle distance, front vehicle relative speed, and near time of near-miss area.
However, as for other information excluding the location information of the near-miss area (dangerous area), not all the information is transmitted to the probe information center 2, but only necessary information is arbitrarily selected or required. A plurality of information may be combined and transmitted to the probe information center 2.

In the embodiment described above, information is transmitted to the probe information center 2 every time information is stored in the near-miss storage memory 155 in the processing of step 17, that is, every time one piece of probe information is generated. However, the probe information transmission timing is not limited to this.
For example, information in the near-miss storage memory 155 may be read periodically and transmitted to the probe information center 2 every predetermined time (for example, 3 minutes).
In this case, until the next transmission process is executed, the ECU 10 repeatedly executes the acquisition process of information related to the near-miss area from Step 11 to Step 17 described above, and the acquired information is Accumulated in the hat storage memory 155.

As described above, probe information transmitted from each probe car 1 (driving support device) is collected in the probe information center 2.
The probe information center 2 aggregates and analyzes the probe information collected from the probe car 1, and obtains risk area map data based on the frequency determined as a near-miss area in the probe car 1 (driving support device). Generate.

The contents of the dangerous area map data generated at the probe information center are the same as the information stored in the above-mentioned dangerous area map data 159 (FIG. 5), and thus detailed description thereof is omitted.
The probe information center 2 has a function of providing the probe car 1 (driving support device) with a dangerous area map corresponding to a corresponding area or time zone based on a request from the probe car 1 (driving support device).

Next, driving support processing in the probe car 1 (driving support device) using the dangerous area map will be described.
FIG. 9 is a flowchart showing the operation of the driving support process using the dangerous area map.
Note that the driving support process shown in FIG. 9 and the near-miss area acquisition process shown in FIG. 6 described above are executed in separate routines.
The ECU 10 detects the position information of the vehicle currently running by the current position detection device 11 and provides a dangerous area map corresponding to the current time zone around the detected position (for example, a radius of 5 km). 3 to request the probe information center 2 (step 21).

The probe information center 2 reads out the dangerous area map of the corresponding area from the storage device based on the request content from the probe car 1 (driving support device), and sends it to the probe car 1 (driving support device) via the wireless network 3. Send.
The ECU 10 receives the dangerous area map transmitted (provided) from the probe information center 2 and stores it in the dangerous area map data 159 of the storage device 15 (step 22).

Next, the ECU 10 determines, based on the information in the dangerous area map data 159, whether or not there is a dangerous area in front of the traveling road from the own vehicle position and the traveling direction of the own vehicle (step 23). ).
If there is no dangerous area ahead (step 23; N), the ECU 10 continues to determine whether or not there is a dangerous area ahead in step 23.
When there is a dangerous area ahead (step 23; Y), the ECU 10 determines whether or not the danger type of the corresponding dangerous area is a constant danger based on the information indicated in the dangerous area map. (Step 24).
Specifically, by referring to the flag information of regular danger or sudden danger shown as danger area type information on the danger area map, whether or not the danger type of the relevant danger area is regular danger. To judge

When it is a constant danger (step 24; Y), the ECU 10 displays information for notifying the driver that the danger area exists ahead (step 25).
Here, for example, the display device 17 displays a map of the vicinity of the currently traveling road and markings the corresponding dangerous area (danger point) in a color distinguishable from other areas on the map.
In this dangerous area notification display, different marking display colors may be used depending on the type and situation of the dangerous area.
Further, the type / situation of the dangerous area may be directly indicated by text data.

On the other hand, if it is not a regular danger (step 24; N), that is, if the danger type of the relevant dangerous area is a sudden danger, the ECU 10 determines the necessity of driving assistance and the content of the assistance (step) 26).
FIG. 10 shows the determination items and the conditions for the necessity of driving assistance and the contents of assistance.
As shown in FIG. 10, in the present embodiment, the necessity of driving assistance and the content of assistance are determined based on information on the number of near-misses and the dangerous area map update time shown in the dangerous area map. .
The ECU 10 determines which condition is satisfied for each of the determination items shown in FIG. 10, and determines the presence or absence of driving support and the degree of risk corresponding to the driving support content.

When it is determined in the driving support determination (step 26) based on FIG. 10 that there is no need for driving operation support, the process proceeds to step 31.
On the other hand, when it is determined that the degree of risk is low in the driving support determination (step 26) based on FIG. 10, the ECU 10 displays information for notifying the driver that the dangerous area exists ahead on the display device 17 (step 27). ).
Display processing similar to that in step 25 (stationary danger information display) is performed.

If it is determined in the driving support determination (step 26) based on FIG. 10 that the degree of risk is low, the ECU 10 displays information for notifying the driver that a dangerous area exists ahead on the display device 17, and further a predetermined warning. Processing is performed (step 28).
Here, as warning processing, for example, the voice output device 18 is used to notify the driver that a dangerous area with a high degree of danger exists ahead by voice, or a warning is displayed on the screen of the display device 17. Execute the process.
In detail, for example, a warning that “You are traveling in a dangerous area. Please drive carefully while driving in front of you” is given by voice or image (text display).

When driving assistance is not performed, and when information is displayed and a warning is issued, the ECU 10 determines whether the vehicle has escaped from the dangerous area, that is, whether the vehicle has passed through the dangerous area. Judgment is made by map matching between the current position detected in step S3 and road data in the map database 158 (step 31).
If the vehicle is traveling in the danger area, the ECU 10 returns to step 24 and continues the determination of driving assistance and the processing for driving assistance.
On the other hand, if the dangerous area has been escaped, the ECU 10 returns the process.

According to the present embodiment, the driver's mental state (tension state) can be detected based on the measurement (detection) value of the driver's biological information, for example, changes in heart rate and skin impedance.
Furthermore, it is possible to identify a highly reliable near-miss area (dangerous area) based on the detected mental state (tension state) of the driver and detection results of vehicle information (driving behavior) and environmental information. it can.

According to the present embodiment, it is possible to generate a highly accurate dangerous area map based on position information related to a highly reliable near-miss area (dangerous area).
In addition, according to the present embodiment, more accurate safe driving support can be performed by performing alerting, warning, and information display based on a highly accurate dangerous area map generated in the probe information center 2. it can.

Further, the dangerous area map information generated in the probe information center 2 described above can also be used in a navigation system that searches for a route to a destination.
Note that the route search process in the navigation system functions as a driving assistance act of the driver.
Specifically, when a route search to a destination is performed, position information from the departure point to the destination is sent to the probe information center 2 to request dangerous area map information in a range corresponding to the search area.
Hazardous area map information is acquired from the probe information center 2, and when calculating the cost for route search, the acquired dangerous area map information is used to increase the cost for the section where the dangerous area exists.

Then, the calculation cost is changed so that the dangerous area is not easily included in the searched route.
For example, the calculation cost is increased (for example, the cost is doubled) according to the degree of danger in the danger area, and even if it is a 500 m section, it is made difficult to select by calculating as a 1 km section.
As described above, by performing route search based on the dangerous area map information, it is possible to support comfortable driving in consideration of the dangerous area.

1 illustrates a configuration of a driving support system in the present embodiment. 1 illustrates a configuration of a driving support device mounted on a probe car according to the present embodiment. It is the figure which showed the example of the detection result of a brake pedaling force sensor. It is the figure which showed the example of the information stored in a near-miss storage memory. It is the figure which showed the example of the information stored in danger area map data. It is a flowchart showing the operation | movement of the acquisition process of a near-miss area. It is the figure which showed the example of determination of the change of biometric information. This is an example of determination items and conditions for determining whether the area is a near-miss area. It is a flowchart showing the operation | movement of the driving assistance process using a dangerous area map. It shows the judgment items and the conditions for the necessity of driving assistance and the contents of assistance.

Explanation of symbols

1 Probe Car 2 Probe Information Center 3 Wireless Network 10 ECU
DESCRIPTION OF SYMBOLS 11 Current position detection apparatus 12 Biological information acquisition apparatus 13 Environmental information acquisition apparatus 14 Vehicle information acquisition apparatus 15 Storage apparatus 16 Image input apparatus 17 Display apparatus 18 Voice output apparatus 19 Vehicle control apparatus 20 Communication apparatus 21 Input apparatus

Claims (8)

Current position detecting means for detecting the current position of the vehicle;
Biometric information acquisition means for acquiring the biometric information of the driver;
Danger point determination means for determining whether or not it is a dangerous point using the biological information acquired by the biological information acquisition means;
Transmitting means for transmitting the location information of the point determined as the dangerous point to the information center;
An information providing vehicle characterized by comprising:
The dangerous point determination means determines a dangerous point based on the fact that the biological information has changed by a predetermined value or more.
The information providing vehicle according to claim 1.
Storage means for storing the dangerous area information created based on the position information of the dangerous point determined based on the driver's biological information;
Driving support means for driving support based on the stored dangerous area information;
A driving support apparatus comprising:
The dangerous area information is determined by the information providing vehicle based on the biological information of the driver of the information providing vehicle, and is created in the information center based on the transmitted location information of the dangerous point,
The storage means receives the danger information created by the information center from the information center;
The driving support apparatus according to claim 3, wherein A destination input means for inputting a destination;
Comprising route search means for searching for a travel route to the destination;
The driving support means increases the cost corresponding to the dangerous area for the road information used in the route search means,
The driving support apparatus according to claim 3, wherein From the acquired dangerous area information, a dangerous area determination means for determining whether a dangerous area exists ahead of the traveling direction of the vehicle,
A notification means for notifying the presence of the dangerous area when it is determined that the dangerous area exists;
The driving support apparatus according to claim 3, further comprising: The dangerous area information has frequency information received for each dangerous area from the information providing vehicle for each dangerous area,
The driving support means determines the risk based on the frequency information of the dangerous area, and performs driving support according to the risk,
The driving support apparatus according to claim 3, wherein The dangerous area information has the authorized time for the temporarily authorized dangerous area,
The driving support means performs driving support according to an elapsed time from the authorized time.
The driving support apparatus according to claim 3, wherein

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