JP2009110075A - Vehicle rear-end collision prevention device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a rear-end collision between a vehicle and a vehicle succeeding the vehicle and traveling. <P>SOLUTION: Present position information of one's own vehicle is calculated in a position calculation part 40, and target point position information of a closest target point set inside a route is acquired from map data, for example, in a route setting part 41. A distance from a present position to the closest target point is calculated in a distance calculation part 42. Driving data DU(t)=äA(t), B(t), V(t)} with an accelerator opening A(t), a brake operation amount B(t), and a vehicle speed V(t) as elements are read, and it is estimated whether a driver performs vehicle stop action in the target point based on the driving data DU(t) and a template T<SP>mr</SP>in a driving action estimation part 45 when the distance to the target point is a decision start distance or below. When it is estimated that the driver performs the vehicle stop action, stop notification information showing the effect that the own vehicle stops is transmitted toward the rearward of the own vehicle in a stop information transmission part 50. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle rear-end collision prevention device that prevents rear-end collision between a vehicle and a vehicle that travels following the vehicle.

In recent years, a vehicle rear-end collision prevention device that prevents a rear-end collision between a vehicle and a vehicle that travels following the vehicle has been developed. Such a vehicle rear-end collision prevention device measures the distance from a front obstacle or vehicle (hereinafter also referred to as a forward target) to the host vehicle, and when this distance is less than or equal to the warning distance, An alarm is transmitted by wireless communication (see, for example, Patent Document 1), the distance from the front target to the host vehicle is measured, and the speed of the host vehicle is detected to cause the host vehicle to collide with the front target. There is known one that issues a warning to a succeeding vehicle when it is determined that the possibility of collision is high (see, for example, Patent Document 2).
JP-A-10-250510 JP 2001-14596 A

  In the vehicle rear-end collision prevention devices described in Patent Literature 1 and Patent Literature 2, rear-end collision between the host vehicle and its subsequent vehicle can be suppressed when the host vehicle collides with a forward target. However, a rear-end collision between the host vehicle and its subsequent vehicle occurs not only when the host vehicle collides with an obstacle or vehicle ahead, but also when the host vehicle stops with a stop sign or a red signal, for example. Conceivable.

  In this way, when the vehicle stops once with a stop sign or a red light, the forward target does not always exist, so the vehicle rear-end collision prevention device described in Patent Document 1 and Patent Document 2 issues a warning to the following vehicle. May not be possible. In some cases, a stop sign or a red signal for the vehicle ahead is not visible to the driver of the following vehicle. In such a case, the driver of the following vehicle may not be aware that the vehicle ahead is about to stop, and the following vehicle may collide with the vehicle ahead.

  The present invention has been made in view of these problems, and an object of the present invention is to provide a vehicle rear-end collision prevention device that can suppress the occurrence of rear-end collision between a vehicle and its subsequent vehicle.

  In the vehicle rear-end collision prevention device according to claim 1, which is made to achieve the above object, the current position information acquisition unit acquires current position information indicating the current position of the host vehicle, and the stop target point position information acquisition unit. However, the stop target point position information indicating the position of the stop target point that is a point where the host vehicle may stop is acquired. And the distance calculation means is based on the current position information acquired by the current position information acquisition means and the stop target point position information acquired by the stop target point position information acquisition means, based on the distance from the host vehicle to the stop target point. Find a certain target point distance.

  The driving data acquisition means acquires driving data including speed information of the own vehicle and operation information related to the vehicle operation of the driver that affects the traveling state of the own vehicle. Furthermore, it comprises a template storage means for storing a plurality of templates indicating a typical vehicle stop action pattern of the driver, and the stop action estimation means is an allowable value in which the target point distance obtained by the distance calculation means is set in advance. Whether or not the driver performs a vehicle stop action at the stop target point based on the history of the driving data acquired by the driving data acquisition means and the template stored in the template storage means when Further, stop notification information indicating that the own vehicle is to be stopped is directed toward the rear of the own vehicle when the stop notification transmitting means is estimated by the stop action estimating means when the driver stops the vehicle. Wireless transmission.

When the stop notification receiving unit receives the stop notification information transmitted from the outside of the host vehicle, the notification unit notifies that there is a possibility that the vehicle ahead will stop.
According to the vehicle rear-end collision prevention device according to claim 1 configured as described above, the stop action estimating means includes a history of driving data including speed information and operation information, and a typical vehicle stop action pattern of the driver. Since the driver's vehicle stop behavior is estimated based on a plurality of templates indicating the vehicle, there is no obstacle or vehicle (front target) ahead of the vehicle (own vehicle) on which the vehicle rear-end collision prevention device is mounted. Even in this case, it can be estimated whether or not the host vehicle stops.

  When it is estimated that the host vehicle will stop, the stop notification transmission means wirelessly transmits the stop notification information toward the rear of the host vehicle, and the vehicle following the host vehicle (hereinafter also referred to as a subsequent vehicle). When the stop notification receiving unit of the mounted vehicle rear-end collision prevention device receives the stop notification information, the notification unit of the following vehicle notifies that there is a possibility that the vehicle ahead will stop.

  As a result, when a plurality of vehicles equipped with the vehicle rear-end collision prevention device are traveling continuously in the front-rear direction, the driver of the succeeding vehicle is about to stop the front vehicle (that is, the host vehicle). You can know in advance.

  That is, the driver of the following vehicle can know whether or not the preceding vehicle (own vehicle) is about to stop even when there is no forward target ahead of the preceding vehicle (that is, the above-described own vehicle). The occurrence of a rear-end collision between the vehicle and its subsequent vehicle can be suppressed.

  Since there are many stop signs on the road, in the vehicle rear-end collision prevention device according to claim 1, the stop target point is a temporary stop on the traveling route of the host vehicle as described in claim 2. It is good to make it the temporary stop point which should be a point. Thereby, generation | occurrence | production of the rear-end collision with the vehicle and its succeeding vehicle in a temporary stop point can be suppressed.

  Further, in the vehicle rear-end collision prevention apparatus according to claim 2, in order for the stop target point position information acquisition means to acquire temporary stop position information indicating the position of the temporary stop point, specifically, according to claim 3. As described above, a temporary stop position information storage unit that preliminarily stores temporary stop position information indicating the position of the temporary stop point is provided, and the stop target point position information acquisition unit is a temporary stop position stored in the temporary stop position information storage unit. Information may be used as stop target point position information. As the temporary stop position information storage means, for example, a map storage medium of a well-known car navigation system can be used.

  However, when the map storage medium of the car navigation system is used as the temporary stop position information storage means, there is a possibility that the position of the temporary stop point on the road newly constructed after the map storage medium is created is not stored. There is also.

  Therefore, in the vehicle rear-end collision prevention device according to claim 2, as described in claim 4, the temporary stop position information receiving means receives temporary stop position information indicating the position of the temporary stop point from the outside, and The point position information acquisition means may use the pause position information received by the pause position information reception means as the stop target point position information.

In addition, as a transmission source of temporary stop position information, the road machine installed on the road is mentioned, for example.
According to the vehicle rear-end collision prevention device configured as described above, the vehicle rear-end collision prevention is performed by transmitting the temporary stop position information indicating the position of the temporary stop point on the newly constructed road from the transmission source of the temporary stop position information. Even on the device side, the position of a new temporary stop point can be recognized.

  In addition, since there are many traffic signals on the road, in the vehicle rear-end collision prevention device according to claim 1, as described in claim 5, the traffic signal information receiving means includes traffic signal position information indicating the position of the traffic signal. The current signal color information indicating the color of the current signal of the traffic signal and the signal cycle information indicating the switching period of the color of the signal of the traffic signal are received from the outside, and then the signal predicting means is received by the signal information receiving means. The traffic signal color when the host vehicle reaches the traffic signal is determined based on the traffic signal position information, the current signal color information, the signal cycle information, and the speed information of the host vehicle acquired by the driving data acquisition means. Predicting and stopping point position information acquisition means, when the signal prediction means predicts that the color of the traffic signal is red when the host vehicle reaches the traffic signal, The traffic signal location information of the communication Unit may be such that the stop point of interest location.

In addition, as a transmission source of traffic signal position information, current signal color information, and signal cycle information, for example, a traffic signal or a road device installed on the road can be cited.
According to the vehicle rear-end collision prevention device configured as described above, the following vehicle equipped with the vehicle rear-end collision prevention device indicates that the own vehicle equipped with the vehicle rear-end collision prevention device temporarily stops due to a red signal in front of the traffic signal. Can be recognized by the side. Thereby, generation | occurrence | production of the rear-end collision of the vehicle in front of a traffic signal and its succeeding vehicle can be suppressed.

  Further, in the vehicle rear-end collision prevention device according to any one of claims 1 to 5, as described in claim 6, a weight storage unit that stores a weight coefficient for the template is provided for each of the plurality of templates. In addition to the driving data history and template, the stopping action estimation means further estimates whether or not the driver stops the vehicle at the stopping target point based on the weighting coefficient, and the driving action recognition means further determines whether to stop While recognizing the driving behavior of the driver actually performed at the point, the first weight updating means compares the estimation result by the stopping behavior estimation means with the recognition result by the driving behavior recognition means, Are matched, the weighting factor for the template used in the matching estimation results is used to estimate the vehicle stop action using the template. It may be so updated to increase the resistance.

  In other words, the vehicle rear-end collision prevention device according to claim 6 updates the weighting factor for the template so that the estimation result by the stop behavior estimation unit and the recognition result by the driving behavior recognition unit coincide with each other. Learn about trends.

  According to the vehicle rear-end collision prevention device according to claim 6 configured as described above, the estimation accuracy by the stop action estimating means can be improved by learning so that the actual stop action of the vehicle is reflected. it can.

  Further, in the vehicle rear-end collision prevention device according to claim 6, as described in claim 7, the second weight update means compares the estimation result by the stop action estimation means with the recognition result by the driving action recognition means, When the estimation result and the recognition result do not match, it is preferable to update the weighting factor for the template used in the estimation result so as to reduce the reliability in estimating the vehicle stop action using the template. .

  According to the vehicle rear-end collision prevention device configured as described above, the weight coefficient for the template is not only when the estimation result and the recognition result match, but also when the estimation result and the recognition result do not match. By updating, learning about the driving tendency of the driver is performed, so that the estimation accuracy can be further improved.

(First embodiment)
A first embodiment of the present invention will be described below with reference to the drawings.
FIG. 1 is a block diagram showing a configuration of the navigation device 10 of the present embodiment and a schematic configuration of an in-vehicle LAN 25 to which the navigation device 10 is connected.

  As shown in FIG. 1, the navigation device 10 is mounted on a vehicle and connected to various ECUs and in-vehicle devices including an engine ECU 31, a brake ECU 32, and a steering ECU 33 via an in-vehicle LAN 25.

  Among these, the engine ECU 31 is configured to control the rotation of the engine based on at least a detection signal from an accelerator opening sensor that detects an accelerator opening corresponding to the depression amount of the accelerator pedal of the driver. . The brake ECU 32 receives at least a detection signal from a master cylinder pressure sensor that detects a brake operation amount from a hydraulic pressure of a master cylinder that pumps brake oil according to a driver's brake pedal operation and a vehicle speed sensor that detects a vehicle speed. Based on this, ABS control, traction control, and the like are executed. Further, the steering ECU 33 executes power steering control for generating an assist force at the time of changing the steering angle of the steered wheel based on at least a detection signal from a steering angle sensor that detects the steering angle of the front wheel at the time of the steering operation of the driver. Is configured to do.

  Various vehicle information (accelerator opening, brake operation amount, vehicle speed, etc.) detected by these ECUs 31 to 33 and the like can be arbitrarily transmitted and received via the in-vehicle LAN 25.

  Next, the navigation device 10 is mounted on a vehicle, a position detector 11 for detecting the current position of the vehicle, an operation switch group 12 for inputting various instructions from the user, and various instructions as with the operation switch group 12. Remote control terminal (hereinafter referred to as “remote control”) 13a, remote control sensor 13b for inputting a signal from remote control 13a, map data and various information A map data input device 14 for inputting map data and the like from a map storage medium on which the information is recorded, a display unit 15 for displaying a map and various information, and an audio output unit 16 for outputting various guide voices, etc. A microphone 17 that outputs an electrical signal based on the voice spoken by the user, and a road device (not shown) installed in the vicinity of the traveling route of the vehicle A vehicle-to-vehicle communication device 18 that performs wireless communication with a vehicle, a vehicle-to-vehicle communication transmitter 19 that transmits information to a communication device (not shown) mounted on another vehicle, and a vehicle mounted on another vehicle. A vehicle-to-vehicle communication receiver 20 that receives information transmitted from a vehicle-to-vehicle communication transmitter 19 (not shown), and an in-vehicle LAN communication unit 21 that exchanges various vehicle information and the like with other devices via the in-vehicle LAN 25. The position detector 11, the operation switch group 12, the remote control sensor 13b, the map data input device 14, the microphone 17, the road-to-vehicle communication device 18, the vehicle-to-vehicle communication receiver 20, the in-vehicle LAN communication unit 21 described later, Various processes are executed according to the input from the short-range communication unit 23, and the display unit 15, the audio output unit 16, the road-to-vehicle communication device 18, the inter-vehicle communication transmitter 19, the inter-vehicle communication receiver 20, and the in-vehicle LAN. Communication unit 21 And a Gosuru controller 22.

  Among these, the position detector 11 receives a radio wave from a GPS (Global Positioning System) artificial satellite via a GPS antenna (not shown) and outputs the received signal, and a rotation applied to the vehicle. A gyroscope 11b for detecting the magnitude of motion, a distance sensor 11c for detecting the distance traveled from the longitudinal acceleration of the vehicle, etc., and a geomagnetic sensor 11d for detecting the traveling direction from the geomagnetism are provided. . Based on the output signals from these sensors 11a to 11d, the control unit 22 calculates the position, direction, speed, etc. of the vehicle.

  There are various methods for obtaining the current position based on the output signal from the GPS receiver 11a. However, any of a single positioning method and a relative positioning method (D-GPS method, interference positioning method) may be used. . In particular, the RTK-GPS (Real Time Kinematics Global Positioning System) method among interference positioning methods is preferably used.

  The operation switch group 12 includes a touch panel configured integrally with the display surface of the display unit 15 and mechanical key switches provided around the display unit 15. The touch panel and the display unit 15 are laminated and integrated. There are various types of touch panels such as a pressure-sensitive method, an electromagnetic induction method, a capacitance method, or a combination of these methods. It may be used.

  The map data input device 14 is a device for inputting various data stored in a map storage medium (not shown). Map storage media includes map data (node data, link data, cost data, road data, terrain data, mark data, intersection data, temporary stop data, facility data, etc.), target voice data, voice recognition data Etc. are stored. As a type of storage medium for storing such data, a storage medium such as a hard disk or a memory card may be used in addition to a CD-ROM or a DVD-ROM.

  The display unit 15 is a color display device such as a liquid crystal display, an organic EL display, or a CRT, and any of them may be used. On the display screen of the display unit 15, a map image based on the map data input from the map data input device 14 is displayed, and a mark indicating the current position of the vehicle detected by the position detector 11 over the map image, Additional data such as guidance routes to destinations, names, landmarks, and various facility marks are also displayed.

The sound output unit 16 outputs facility guides and various target sounds input from the map data input device 14.
The microphone 17 outputs an electric signal (voice signal) based on the inputted voice to the control unit 22 when the user inputs (speaks) voice. The navigation device 10 can be operated by a voice command input via the microphone 17.

The inter-vehicle communication transmitter 19 is configured to transmit information toward the rear of the vehicle by wireless communication such as radio wave communication, optical communication, or infrared communication.
The vehicle-to-vehicle communication receiver 20 is a vehicle-to-vehicle communication transmission mounted on a vehicle (hereinafter also referred to as a forward vehicle) traveling in front of a vehicle (hereinafter also referred to as the host vehicle) on which the navigation device 10 is mounted. In order to receive information transmitted from the machine 19, it is installed in front of the host vehicle (for example, a front bumper portion).

  The short-range communication unit 23 communicates with the mobile phone PH owned by the driver who drives the vehicle by using a wireless communication technology such as RF-ID or Bluetooth (registered trademark). The short-range communication unit 23 acquires driver identification information used for driver identification stored in the mobile phone PH via radio.

The in-vehicle LAN communication unit 21 communicates with various devices (such as the engine ECU 31) connected to the in-vehicle LAN 25 via the in-vehicle LAN 25.
The control unit 22 is configured around a well-known microcomputer including a CPU, ROM, RAM, I / O, and a bus line connecting these configurations, and various control units 22 are based on programs stored in the ROM and RAM. Execute the process.

Here, FIG. 2 is a functional block diagram showing an outline of processing executed by the control unit 22.
As shown in FIG. 2, the control unit 22 includes a position calculation unit 40 that obtains current position information indicating the current position of the vehicle based on a detection signal from the position detector 11, and a map stored in the map data input unit 14. In accordance with data, operation of the operation switch group 12 and the remote controller 13a, a voice command from the microphone 17, etc., the destination is set and the optimum route from the current position to the destination is set and set in the route. It is calculated by a route setting unit 41 that acquires target point position information indicating the position of the most recent target point (temporary stop point in the present embodiment) from map data stored in the map data input device 14 and a position calculation unit 40. From the current position to the nearest target point (temporary stop point) based on the current position information and the target point position information acquired by the route setting unit 41 Distance and the distance calculation unit 42 for calculating a plurality of templates weighting factor alpha _t (r _i) representing the tendency of driving operation of the driver (described later) and the RAM memory of the control unit 22 respectively in correspondence with each driver A parameter storage unit 43 that acquires the template weight coefficient α _t (r _i ) corresponding to the driver acquired by the short-range communication unit 23 from the parameter storage unit 43.

Further, vehicle information reflecting the driver's driving operation such as accelerator opening, brake operation amount, vehicle speed, etc. acquired from the ECUs 31 to 33 via the in-vehicle LAN communication unit 21 and the template weight selected by the parameter selection unit 44 A driving behavior estimation unit 45 that estimates the driver's behavior based on the coefficient α _t (r _i ) and the current position information before and after passing through the temporary stop point calculated by the position calculation unit 40 And a driving behavior recognition unit 46 that recognizes the driving behavior of the driver.

  Furthermore, the operation data DU (t) = {A (t), B () using the accelerator opening A (t), the brake operation amount B (t), and the vehicle speed V (t) as elements through the in-vehicle LAN communication unit 21. t), V (t)}, current position information acquired by the position calculation unit 40, and the operation data DU (t) and current position information are stored in the RAM of the control unit 22. And a driving recorder unit 47 to be operated.

Further, based on the comparison result between the estimation result by the driving behavior estimation unit 45 and the recognition result by the driving behavior recognition unit 46, the template weighting coefficient α _t (r _i ) is updated in order to learn the tendency of the driving operation of the driver. A driving action adaptation unit 48 is provided.

  Further, the control unit 22 uses the current position information (current position) calculated by the position calculation unit 40 to display a map near the current position read via the map data input device 14 with a mark indicating the current position, The display processing unit 49 displayed on the display unit 15 together with the route set by the route setting unit 41, and stop notification information indicating that the host vehicle is stopped are wirelessly transmitted to the following vehicle according to the estimation result of the driving behavior estimation unit 45. And a stop information transmission unit 50 for transmission.

  And the ROM which comprises the control part 22 has memorize | stored the action pattern template (henceforth only a template) used when the driver | operator's action estimation part 45 estimates a driver | operator's action.

  The procedure for creating the behavior pattern template will be described with reference to the flowcharts shown in FIGS. 3 and 4 and the explanatory diagram shown in FIG. The behavior pattern template is created by processing executed on a computer outside the navigation device 10.

  As shown in FIG. 3, when the behavior model creation procedure is started, first, in S110, from the database in which data obtained by sampling various vehicle information representing the state of the vehicle at a preset sampling interval S is stored in advance. Driving data represented by a plurality of designated vehicle information (accelerator opening A, brake operation amount B, vehicle speed V in this embodiment) is loaded.

  The driving data accumulated in the database may be collected by measurement using an actual vehicle or may be collected using a driving simulator. Then, Tp / S pieces of operation data acquired during a predetermined period Tp before the temporary stop point are set as the temporary stop point operating data UG group, and the temporary stop point operation is performed for all the temporary stopped points. It is assumed that the data group UG is loaded and that the pre-temporary stop operation data group UG is loaded for 100 persons.

Subsequently, in S120, each element A, B, V of all operation data loaded in this way is normalized so as to have a value of 0-1.
Subsequently, in S130, the operation data group UG before the temporary stop point is classified using a clustering method.

  Specifically, the distance between the operation data group UG before the temporary stop point is defined, and the distances close to each other are classified into the same cluster. Note that such a clustering method is well known, and for example, the K-means method can be used, but the present invention is not limited to this.

  Subsequently, in S140, according to the classification result in S130, as shown on the left side in FIG. 5, the average value of the operation data group UG before the suspension point for each of the classified M clusters (m = 1 to M). Is calculated and the behavior model creation procedure is completed.

Hereinafter, the average value of the operation data group UG before the temporary stop point of the cluster m is referred to as an average data group UG ^m , and is expressed by Equation (1). However, U ^m (i) in the equation (1) is i (i = 1 to Tp / S) -th average operation data constituting the average data group UG ^m , and is expressed by equation (2). In addition, A ^m (i) in the equation (2) is the accelerator opening obtained by extracting the accelerator opening A of the i-th operation data from all the operation data groups UG before the temporary stop point included in the same cluster m. The average value of the degree A, and B ^m (i) and V ^m (i) are the average values of the brake operation amount B and the vehicle speed V obtained in the same manner.

UG ^m = {U ^m (1), U ^m (2),..., U ^m (Tp / S)} (1)
U ^m (i) = {A ^m (i), B ^m (i), V ^m (i)} (2)
After that, as shown in FIG. 4, when the template creation procedure is started, in S150, for each of the M average data groups UG ^m obtained in the behavior model creation procedure, Tw / sequential from the average data group UG ^{m is obtained.} R (= (Tp−Tw) / Tf + 1) groups obtained by cutting out the S average operation data U ^m (i) while shifting by Tf / S units are obtained as action pattern templates T ^mr (r = 1 to R). And ending the template creation procedure.

However, the action pattern template T ^mr is expressed by the equation (3), and U ^mr (j) in the equation (3) is the average operation data defined by the equation (4) where j = 1 to Tw / S. is there. U ^mr (j) is expressed by equation (5), and A ^mr (j), B ^mr (j), and V ^mr (j) in equation (5) are defined in the same manner as equation (4). It is the average value of accelerator opening, brake operation amount, and vehicle speed.

T ^mr = {U ^mr (1), U ^mr (2),..., U ^mr (Tw / S)} (3)
U ^mr (j) = U ^m (j + (r−1) × Tf / S) (4)
U ^mr (j) = {A ^mr (j), B ^mr (j), V ^mr (j)} (5)
That is, R behavior pattern templates T ^mr are generated for each cluster m, and M × R are generated as a whole.

In this embodiment, S = 0.5 sec, Tp = 10 sec, Tw = 5 sec, Tf = 1 sec, Tp / S = 20, Tw / S = 10, Tf / S = 2 R = 6. The number of clusters M varies depending on the processing result in S130, but is about 2 to 7, and therefore the behavior pattern template T ^mr has a scale of about 10 to 40.

Next, the navigation process which the control part 22 of the navigation apparatus 10 performs is demonstrated.
However, since the processes of the position calculation unit 40, the route setting unit 41, the distance calculation unit 42, the driving recorder unit 47, and the display processing unit 49 are well-known processes, description thereof is omitted and parameter selection related to the main part of the present invention is performed. The processing of the unit 44, the driving behavior estimation unit 45, the driving behavior recognition unit 46, and the driving behavior adaptation unit 48 will be described using the flowcharts shown in FIGS.

The process shown in FIG. 6 is executed when the route setting unit 41 sets a route to the destination.
When this process starts, first, in step S1010, the short-range communication unit 23 obtains driver identification information.

Subsequently, in S1020, the template weighting coefficient α _t (r _i ) corresponding to the parameter selection unit 44 is read, and the template weighting coefficient α _t (r _i ) corresponding to the driver represented by the identification information acquired in S1010. To get. Here, α _t (r _i ) represents the reliability of the template r _i (i is a template number) at the discrete time t, and is an index representing the tendency of the driving operation by the driver. If the template weight coefficient α _t (r _i ) corresponding to the driver recognized in S1010 is not stored in the parameter storage unit 43, a plurality of template weight coefficients α _t stored in the parameter storage unit 43 are stored. the average value of (r _i), the initial value of the template weighting factor recognized driver α _t (r _i) in S1010, in association with the driver stored in the parameter storage unit 43.

  Subsequently, in S1030, a distance Cd to the nearest temporary stop point (hereinafter, this temporary stop point is referred to as “target temporary stop point”) is acquired from the distance calculation unit 42, and the distance Cd is set in advance. It is determined whether or not the determination start distance is 300 m or less. If the distance Cd is larger than the determination start distance, the process is repeated by repeating the same step. On the other hand, if the distance Cd is equal to or less than the determination start distance, it is determined that the target temporary stop point is sufficiently close and the process proceeds to S1040. .

  In S1040, the driving action data storage process corresponding to the driving recorder unit 47 is started. Subsequently, in S1050, a driving action estimation process (described later) corresponding to the driving action estimation unit 45 is executed, and in S1060, the estimation result of the driving action estimation process is stored in the RAM of the control unit 22.

  Subsequently, in S1070, it is determined whether or not the estimation result flag F (see S1280 and S1290 described later) = 1. That is, it is determined whether or not “stop” is estimated in the driving action estimation process of S1050. If it is determined that the estimation result flag F is not 1, the process proceeds to S1090. On the other hand, if it is determined that the estimation result flag F = 1, the process proceeds to S1080, and the stop notification information indicating that the host vehicle stops is transmitted to the inter-vehicle communication transmitter 19. Thereafter, the process proceeds to S1090. Note that the processing of S1080 corresponds to the stop information transmission unit 50.

  When the process proceeds to S1090, a warning process (described later) for performing a warning for stopping the host vehicle is executed. Subsequently, in S1100, the distance Cd to the target temporary stop point is acquired from the distance calculation unit 42, and it is determined whether or not the target temporary stop point has been passed based on the distance Cd. If the target temporary stop point has not yet been passed, the process returns to S1050 and the processes of S1050 to S1090 are repeatedly executed. On the other hand, if the target temporary stop point has already been passed, the process proceeds to S1110.

In S1110, a driving action recognition process (described later) corresponding to the driving action recognition unit 46 is executed.
Subsequently, in S1120, the driving behavior data storage process executed in S1040 is terminated. That is, the driving recorder unit 47 stores the operation data DUm (t) and the current position information between the distance Cd to the target temporary stop point in the RAM of the control unit 22.

Subsequently, in S1130, the estimation result stored in the process of S1060 is compared with the recognition result in the driving action recognition process of S1110, and the process proceeds to S1140.
In S1140, a weight update process (described later) corresponding to the driving action adaptation unit 48 is executed. Subsequently, in S1150, it is determined whether or not the operation is finished. If the driving is not completed, the process returns to S1030 and the processes of S1030 to S1140 are repeatedly executed. On the other hand, if the driving is completed, the navigation process is terminated.

Next, details of the driving action estimation process executed in S1050 will be described using the flowchart shown in FIG.
When this driving action estimation process is started, first, in S1210, driving using the accelerator opening A (t), the brake operation amount B (t), and the vehicle speed V (t) as elements through the in-vehicle LAN communication unit 21. Data DU (t) = {A (t), B (t), V (t)} is read.

Subsequently, in S1220, each element A (t), B (t), V (t) of the operation data DU (t) read in S1210 is normalized so as to have a value of 0 to 1. To do.
Note that t represents the time at which data is sampled, and the operation data DU (t) is read at every sampling interval S (= 0.5 seconds) described above.

  Subsequently, in S1230, the operation data DU (t), DU (t−S),... DU (t−t) for the past Tw (= 5 seconds) including the normalized operation data DU (t). Tw) is updated in the RAM so that the data stored in the RAM constituting the control unit 22 is stored. In the following description, the operation data for Tw seconds (Tw / S) stored in the RAM is expressed as an operation data group MG by the expression (6), and each operation data MU (j) belonging to the operation data group MG is expressed. Is expressed by equation (7). However, j = 1 to Tw / S, j = 1 represents the oldest data, and j = Tw / S represents the latest data. That is, DU (t−Tw) = MU (1),... DU (t) = MU (Tw / S).

MG = {MU (1), MU (2), ..., MU (Tw / S)} (6)
MU (j) = {A (j), B (j), V (j)} (7)
Subsequently, in S1240, the similarity R (t) at time t is calculated based on the driving data group MG and the behavior pattern template T ^mr stored in the ROM of the control unit 22, and is stored in the RAM of the control unit 22. Remember.

Specifically, first, index data R ^mr representing the distance from the driving data group MG is calculated for each of the behavior pattern templates T ^{mr according to} the equation (8).

Then, the index data R ^mr calculated for each behavior pattern template T ^mr has the smallest value (that is, the distance from the behavior pattern template most similar to the driving data group MG) as the representative index at time t. Extracted as data RE (t) (see equation (9)), and the largest of the past representative index data calculated in this way is extracted as reference index data RK (t) ((10) See formula). Furthermore, similarity (R (t)) is obtained by normalizing representative index data RE (t) using reference index data RK (t) (see equation (11)).

Subsequently, in S1250, as shown in FIG. 8, the distance Cd to the temporary stop point acquired from the distance calculation unit 42 is input, and 1 is output when the distance Cd is equal to or less than a certain distance (100 m in this embodiment). If the distance Cd is greater than a certain distance, the membership value Ms is obtained using a membership function that outputs a value smaller than 1 that decreases as the distance Cd increases.

Subsequently, in S1260, the degree of certainty K (= R (t) × Ms) is calculated by further multiplying the similarity R (t) obtained in S1240 by the membership value Ms.
Subsequently, in S1270, it is determined whether or not the certainty factor K calculated in S1260 is greater than or equal to a preset determination threshold TH (0.5 in the present embodiment).

  If it is determined in S1270 that the certainty factor K is greater than or equal to the determination threshold TH, the process proceeds to S1280, where it is estimated that the driver is about to stop at the temporary stop point, and the estimation result flag F is set to 1. To do. Then, this driving action estimation process is complete | finished.

  On the other hand, if it is determined in S1270 that the certainty factor K is less than the determination threshold TH, the process proceeds to S1290, where it is estimated that the driver is going to take an action other than stop, and the estimation result flag F is set to 0. Set. Thereafter, the driving behavior estimation process is terminated.

Next, details of the driving action recognition process executed in S1110 in the navigation process (FIG. 6) will be described using the flowchart shown in FIG.
When the driving action recognition process is started, first, in S1310, a driving action determination process for recognizing the driving action performed by the driver at the target temporary stop point is performed. In this driving behavior determination process, for example, if the vehicle speed at the target temporary stop point is equal to or lower than the stop determination speed (for example, 3 km / h), the driver determines that the vehicle is stopped at the target temporary stop point.

Subsequently, in S1320, it is determined whether or not it is determined that the vehicle has been stopped in the driving action determination process in S1310.
If it is determined in S1320 that the operation has been stopped, the process proceeds to S1330 and the recognition result flag Fn is set to 1. Thereafter, the driving action recognition process is terminated.

On the other hand, if it is determined in S1340 that the operation has not been stopped, the process proceeds to S1340 and the recognition result flag Fn is set to 0. Thereafter, the driving action recognition process is terminated.
Next, the weight update process executed in S1140 in the navigation process (FIG. 6) will be described using the flowchart shown in FIG.

When the weight update process is started, first, in S1401, a counter L indicating the number of times of learning related to the driving operation tendency of the driver is set to an initial value (L = 1).
Subsequently, in S1402, it is determined whether or not the estimation result flag F = 1 and the recognition result flag Fn = 1. That is, it is determined whether or not it has been recognized that the vehicle has been stopped by the driving behavior recognition process after it has been estimated that the vehicle has been stopped by the driving behavior estimation process (F = 1).

  If it is determined in S1402 that F = 1 and Fn = 1, the process proceeds to S1403, and the similarity group Rm up to the target temporary stop point stored in the RAM of the control unit 22 (7 in the present embodiment). Second data).

Subsequently, in S1404, the template corresponding to the similarity group Rm is based on the end of the similarity group (which also stores the ID of the template used to calculate the similarity) Rm, that is, the time when the target temporary stop point is reached. to update the template weighting factor α _t (r _i) by the propagation of the template weighting factor α _t (r _i) to the compensation Rw.

Specifically, first, an evaluation function evl (r _i , t) that propagates the reward Rw to a template that is predicted to bend retroactively (seven seconds) is given based on the time when the stop point is reached. (Equation (12), Equation (13)).

Here, GR (r _i , n _t ) in the equations (12) and (13) is a value indicating the reward obtained by the template r _i before n _t sampling. n _t is an index indicating a time series in sampling before the temporary stop point, and n _t = 0 indicates the time when the temporary stop point is reached. The larger the value, the closer to the past.

As shown in the equation (13), GR (r _i , n _t ) is the first term with respect to the template r _i estimated to be stopped, the reward Rw is the first term, the value γ greater than 1, and the n _t is the variable. And a reward of “0” is returned to the template r _i that was not estimated to stop. That is, the reward is propagated so that a large amount is distributed to the template r _i that has been estimated correctly at an early stage.

Then, (12) as shown in equation sums the compensation propagated for template r _i, by averaging the number of templates r _i is used to estimate N (r _i), the evaluation function evl ( r _i , t) is obtained.

Then, W _t (r _i ), which is a parameter of the template weight coefficient α _t (r _i ) and represents the intensity of each template, is updated based on the evaluation function evl (r _i , t). For example, the update from W _t (r _i ) to W _{t + 1} (r _i ) can be obtained by subtracting evl (r _i , t) from W _t (r _i ) as shown in equation (14). . Then, the conversion from the intensity W (r _i ) to the template weight coefficient α _t (r _i ) is performed by normalization using the Soft-max function as shown in the equation (15). The Soft-max function is a function for normalization, and balances the entire operation pattern template. In the equation (15), β is a positive constant. When β → 0, all α _t (r _i ) are _equal , and when β → ∞, the maximum α _t (r _i ) Has the characteristic of approaching 1. Thereafter, the weight update process is terminated.

On the other hand, if it is determined in S1402 that F = 1 and Fn = 1, the process proceeds to S1406, where it is determined whether or not the estimation result flag F = 1 and the recognition result flag Fn = 0. That is, it is determined whether or not it is recognized that the vehicle is not stopped in the driving action recognition process in spite of the fact that the driving action is estimated to be stopped (F = 1).

  If it is determined in S1406 that F = 1 and Fn = 0, the process proceeds to S1407, and the driving behavior data DUm up to the target temporary stop point stored in the RAM of the control unit 22 by the driving recorder unit 47. (T) is acquired, and each element of the driving action data DUm (t) is normalized as in S1220 (FIG. 7).

  Subsequently, in S1408, as in S1230, a driving data group MGm is calculated based on driving data for the past Tw (= 5 seconds) including the driving action data DUm (t) normalized in S1407, and the control unit The MGm is stored in the RAM 22 and updated.

Subsequently, in S1409, similar to S1240 (FIG. 7), the degree of similarity R (t) at time t is calculated again based on the driving data group MGm and behavior pattern template T ^mr updated in S1408.

Subsequently, in S1410, it is determined whether the similarity R (t) is less than a determination threshold TH (= 0.5).
If it is determined in S1410 that the similarity R (t) is less than the determination threshold TH, the process proceeds to S1412. That is, the template weighting coefficient α _t (r _i ) at time t is recognized as an appropriate value.

On the other hand, if it is determined in S1410 that the similarity R (t) is greater than or equal to the determination threshold TH, the process proceeds to S1411 and the template weighting coefficient α _t (r _i ) is updated. Here, in the update process of α _t (r _i ), the difference between the similarity R (t) calculated in S1409 and the above-described determination threshold TH (0.5 in the present embodiment) is obtained, and the accumulated value of the difference is obtained. Is normalized by newly setting α _t (r _i ) (see equations (16) to (18)).

Specifically, first, an evaluation function evl (r _i , t) representing a difference between the similarity R (t) and the above-described determination threshold value TH is obtained (equation (16)).

Then, W _t (r _i ), which is a parameter of the template weight coefficient α _t (r _i ) and represents the intensity of each template, is updated based on the evaluation function evl (r _i , t). For example, the update amount from W _t (r _i ) to W _{t + 1} (r _i ) is obtained by adding evl (r _i , t) to W _t (r _i ) as shown in equation (17). It is done. For this reason, W _t (r _i ) is represented by the cumulative value of the difference between the similarity R (t) and the determination threshold value TH. Then, the conversion from the intensity W (r _i ) to the template weight coefficient α _t (r _i ) is performed by normalization using the Soft-max function as shown in the equation (18). Thereafter, the process proceeds to S1412.

  In S1412, the driving action data DUm (t) used in S1407 has passed the target temporary stop point (that is, in the series of driving data DUm (t) stored by the driving recorder 47 until the target temporary stop point). It is determined whether or not the operation data is stored last.

  If it is determined in S1412 that the driving action data DUm (t) is not the one at the time of passing through the target temporary stop point, the process returns to S1408 with the next driving data DUm (t) as a target. That is, the processing from S1408 to S1411 is repeated for the driving action data DUm (t) until it passes through the past temporary stop point.

On the other hand, if it is determined in S1412 that the driving action data DUm (t) is the one at the time when it passes the target temporary stop point, the process proceeds to S1413.
In S1413, it is determined whether or not the counter L has reached the number of learning times LT (= 5).

If it is determined in S1413 that the counter L has not reached the learning number LT, the process proceeds to S1414, 1 is added to the counter L (L = L + 1), and the process returns to S1407.
On the other hand, when it is determined in S1413 that the counter L has reached the learning number LT (that is, when the updating process of the template weighting coefficient α _t (r _i ) is repeated five times), the weight updating process is terminated. .

Next, the warning process executed in S1090 in the navigation process (FIG. 6) will be described using the flowchart shown in FIG.
When this warning process is started, first, in S1510, it is determined whether stop notification information has been received from another vehicle.

  If it is determined in S1510 that stop notification information has not been received from another vehicle, the process proceeds to S1530. On the other hand, if it is determined that the stop notification information has been received from another vehicle, the process proceeds to S1520, and a sound indicating a warning that the preceding vehicle is stopped is output to the audio output unit 16, and then the process proceeds to S1530.

Then, when the process proceeds to S1530, it is determined whether or not the estimation result flag F is set to 1, that is, whether or not the driver is about to stop at the temporary stop point.
If it is determined that the estimation result flag F is set to 1, the warning process is terminated. On the other hand, if it is determined in S1530 that the estimation result flag F is not set to 1, the process proceeds to S1540, where the distance Cd to the preceding vehicle is obtained by using the vehicle speed V of the host vehicle as a function f (V). It is determined whether or not the required distance Dneed = f (V) calculated by using is smaller.

  As shown in FIG. 12, the function f (V) is a function that increases the required distance Dneed as the vehicle speed V increases, and is expressed by equation (19). In this equation (19), Tdw is the warning response time of the driver, t1 is the time from when the driver steps on the brake until the vehicle actually starts to decelerate, v is the speed before deceleration, and v1 is the speed when stopped. , Α is the average deceleration.

If the distance Cd to the preceding vehicle is smaller than the required distance Dneed in S1540 (see d1 in FIG. 12), the process proceeds to S1550 and a sound indicating a warning prompting the temporary stop is output to the sound output unit 16. Then, the warning process is terminated. On the other hand, if the distance Cd to the preceding vehicle is greater than or equal to the necessary distance Dneed in S1540 (see d2 in FIG. 12), it is still too early to warn and the warning process is terminated without warning. .

  In the navigation device 10 configured as described above, the position calculation unit 40 calculates current position information indicating the current position of the host vehicle, and the route setting unit 41 sets the latest target point ( In this embodiment, target point position information indicating the position of the temporary stop point) is acquired from the map data stored in the map data input device 14. Then, based on the current position information calculated by the position calculation unit 40 and the target point position information acquired by the route setting unit 41 by the distance calculation unit 42, the nearest target point (temporary stop point) from the current position. The distance to is calculated.

In addition, driving data DU (t) = {A (t), B (, which includes the accelerator opening A (t), the brake operation amount B (t), and the vehicle speed V (t) via the in-vehicle LAN communication unit 21. t), V (t)} are read. Further, the template is stored in the ROM of the control unit 22 and the template weighting coefficient α _t (r _i ) is stored in the RAM of the control unit 22, and the distance to the target point is determined as the determination start distance (in this embodiment). 300m) or less (S1030), based on the driving data DU (t), the template T ^mr, and the template weighting coefficient α _t (r _i ), the driving action estimation unit 45 determines that the driver is at the target point. It is estimated whether or not to stop the vehicle (S1050).

  Further, when it is estimated by the driving behavior estimation unit 45 that the driver stops the vehicle at the target point (S1070: YES), the stop information transmission unit 50 provides stop notification information indicating that the host vehicle stops. It transmits toward the back of the host vehicle via the inter-vehicle communication transmitter 19 (S1080).

  When the stop notification information transmitted from the outside of the host vehicle is received via the inter-vehicle communication receiver 20 (S1510: YES), a sound indicating a warning that the preceding vehicle is stopped is sent via the sound output unit 16. And output (S1530).

According to the navigation device 10 configured in this manner, the driving behavior estimation unit 45 estimates the driver's vehicle stopping behavior based on the driving data DU (t) and the behavior pattern template T ^mr . Even when there is no obstacle or vehicle (hereinafter also referred to as a forward target) in front of the vehicle (own vehicle) on which the navigation device 10 is mounted, it can be estimated whether or not the own vehicle stops.

  When a plurality of vehicles on which the navigation device 10 is mounted are traveling forward and backward, the driver of the succeeding vehicle tries to stop the vehicle in front (that is, the above-described own vehicle) at the temporary stop point. Can know in advance.

  That is, the driver of the succeeding vehicle can know whether or not the preceding vehicle is about to stop even when there is no forward target ahead of the preceding vehicle (in this embodiment, a temporary stop point). And rear-end collision with the following vehicle can be suppressed.

Further, the driving behavior recognition unit 46 recognizes the driving behavior of the driver actually performed at the target point (S1110). Then, the estimation result in the driving behavior estimation unit 45 is compared with the recognition result in the driving behavior recognition unit 46 (S1130). If the estimation result and the recognition result match, the driving behavior adaptation unit 48 Then, the template weighting coefficient α _t (r _i ) for the template used in the matching estimation result is updated so as to improve the reliability when driving behavior is estimated using this template (S1140, S1404). .

That is, learning about the driving tendency of the driver is performed by updating the template weighting coefficient α _t (r _i ) so that the estimation result and the recognition result match.
Therefore, by performing learning so that the actual driving behavior is reflected, the estimation accuracy by the driving behavior estimation process (S1050) can be improved.

In addition, the estimation result in the driving behavior estimation unit 45 and the recognition result in the driving behavior recognition unit 46 are compared (S1130). If the estimation result and the recognition result do not match, the driving behavior adaptation unit 48 The template weighting coefficient α _t (r _i ) for the template used in this estimation result is updated so as to reduce the reliability in estimating driving behavior using this template (S1140, S1411). Thereby, not only when the estimation result and the recognition result match, but also when the estimation result and the recognition result do not match, by updating the template weight coefficient α _t (r _i ), the driver's Since the learning regarding the driving tendency is performed, the estimation accuracy can be further improved.

  In the embodiment described above, the navigation device 10 is the vehicle rear-end collision prevention device according to the present invention, the position detector 11 is the current position information acquisition means according to the present invention, and the route setting unit 41 is the stop target point position information acquisition means according to the present invention, the map. The data input device 14 is the temporary stop position information storage means in the present invention, the distance calculation section 42 is the distance calculation means in the present invention, the in-vehicle LAN communication section 21 is the driving data acquisition means in the present invention, and the RAM of the control section 22 is in the present invention. The template storage means and the weight storage means, the process of S1050 is the stop action estimating means in the present invention, the process of S1080 is the stop notification transmitting means in the present invention, the inter-vehicle communication receiver 20 is the stop notification receiving means in the present invention, S1520 The processing is notifying means in the present invention, and the determination start distance is allowable in the present invention. It is.

Further, the process of S1110 is the driving action recognition means in the present invention, the process of S1404 is the first weight update means in the present invention, the process of S1411 is the second weight update means in the present invention, the determination start distance is the allowable value in the present invention, The template weight coefficient α _t (r _i ) is a weight coefficient in the present invention.

(Second Embodiment)
A second embodiment of the present invention will be described below with reference to the drawings. In the second embodiment, only parts different from the first embodiment will be described.

The navigation device 10 in the second embodiment is the same as that in the first embodiment except that the navigation process is changed.
Here, the navigation processing procedure of the second embodiment will be described with reference to FIG. FIG. 13 is a flowchart showing the navigation processing of the second embodiment.

  As shown in FIG. 13, the navigation process of the second embodiment is different from the first embodiment in that the process of S1030 is omitted and the processes of S1022, S1024, and S1026 are added.

  That is, when the processing of S1020 is completed, traffic signal information is received from a road device (not shown) via the road-to-vehicle communication device 18 in S1022. The traffic signal information includes traffic signal position information indicating the position of the traffic signal, traffic signal color information indicating the current signal color of the traffic signal, and traffic signal cycle information indicating the switching period of the traffic signal signal.

  In S1024, based on the traffic signal information received in S1022 and the vehicle speed of the host vehicle, the color of the signal when the host vehicle reaches the intersection where the traffic signal is installed is estimated. It is determined whether or not to set a stop point. That is, if it is estimated that the signal is yellow or red when the host vehicle arrives, this intersection is determined to be a temporary stop point, and if it is estimated to be blue, this intersection is determined not to be a temporary stop point.

  Then, in S1026, if the intersection is a temporary stop point, it is determined whether or not it is determined in S1024. If it is not determined that the intersection is a temporary stop point, the process returns to S1022. On the other hand, if it is determined that the intersection is a temporary stop point, the process proceeds to S1028.

  Subsequently, in S1028, the distance Cd to the point determined as the temporary stop point in S1024 is acquired from the distance calculation unit 42, and the distance Cd is equal to or less than a predetermined determination start distance (300 m in this embodiment). It is determined whether or not. If the distance Cd is larger than the determination start distance, the process waits by repeating the same step. On the other hand, if the distance Cd is equal to or smaller than the determination start distance, it is determined that the temporary stop point is sufficiently close and the process proceeds to S1040.

  In the navigation apparatus 10 configured as described above, the traffic signal information (the traffic signal position information, the traffic signal color information, and the traffic signal cycle information) is received via the road-to-vehicle communication device 18 (S1022), and then the received traffic signal information and Based on the vehicle speed of the host vehicle, if it is estimated that the signal turns yellow or red when the host vehicle arrives, the intersection is determined to be a temporary stop point (S1024).

  According to the navigation device 10 configured in this way, the subsequent vehicle side on which the navigation device 10 is mounted recognizes that the host vehicle on which the navigation device 10 is mounted pauses due to a red signal in front of the traffic signal. can do. Thereby, generation | occurrence | production of the rear-end collision of the vehicle in front of a traffic signal and its succeeding vehicle can be suppressed.

In the embodiment described above, the road-to-vehicle communication device 18 is the traffic signal information receiving means in the present invention, and the processing of S1024 is the signal prediction means in the present invention.
As mentioned above, although one Example of this invention was described, this invention is not limited to the said Example, As long as it belongs to the technical scope of this invention, a various form can be taken.

  For example, in the above embodiment, the target point position information is obtained from the map data stored in the map data input device 14, but the target point position information is transmitted from, for example, a road device (not shown) installed on the road. Then, the target point position information may be received via the road-vehicle communication device 18.

  According to the navigation device 10 configured as described above, the target point position information of the temporary stop point on the newly constructed road that is not recorded in the map data stored in the map data input device 14 is transmitted from the road device. By doing so, the position of the new temporary stop point can be recognized also on the navigation device 10 side. In this case, the road-to-vehicle communication device 18 is a stop position information receiving means in the present invention.

Further, the position information at the end of the traffic jam may be transmitted as the target point position information from a road device installed on the road.
In the above embodiment, the warning is given by voice (S1520, S1550). However, the warning may be given by displaying an image on the display unit 15 or by displaying an image on the windshield. Or a warning light (for example, an indicator light embedded in a meter, an LED or light installed on a dashboard, pillar, handle, etc.) installed at a position where the driver can visually recognize it. A warning may be given by lighting or blinking.

  In the above embodiment, the accelerator opening A, the brake operation amount B, and the vehicle speed V are used as the vehicle information used for estimating the driver's behavior. However, information other than the vehicle speed V affects the traveling state of the host vehicle. If the operation information is related to the vehicle operation of the driver who gives the vehicle, other information may be used, and the number thereof is not limited to three, and may be two or less or four or more. .

1 is a block diagram illustrating a configuration of a navigation device 10 and a schematic configuration of an in-vehicle LAN to which the navigation device 10 is connected. It is a functional block diagram which shows the outline | summary of the process which the control part 22 performs. It is a flowchart which shows an action model creation procedure. It is a flowchart which shows a template preparation procedure. It is explanatory drawing which shows the structure of action pattern template T ^mr . It is a flowchart which shows the navigation process of 1st Embodiment. It is a flowchart which shows a driving action estimation process. It is a graph which shows the outline | summary of the membership value used for calculation of a certainty factor. It is a flowchart which shows a driving action recognition process. It is a flowchart which shows a weight update process. It is a flowchart which shows a warning process. It is a graph which shows the execution condition of warning. It is a flowchart which shows the navigation processing of 2nd Embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Navigation apparatus, 11 ... Position detector, 12 ... Operation switch group, 13a ... Remote control, 13b ... Remote control sensor, 14 ... Map data input device, 15 ... Display part, 16 ... Audio | voice output part, 17 ... Microphone, 18 ... Road-to-vehicle communication device, 19: Transmitter for inter-vehicle communication, 20 ... Receiver for inter-vehicle communication, 21 ... In-vehicle LAN communication unit, 22 ... Control unit, 23 ... Short-range communication unit, 25 ... In-vehicle LAN, 31 ... Engine ECU, 32 ... Brake ECU, 33 ... Steering ECU, 40 ... Position calculation unit, 41 ... Path setting unit, 42 ... Distance calculation unit, 43 ... Parameter storage unit, 44 ... Parameter selection unit, 45 ... Driving action estimation unit, 46 ... driving action recognition part, 47 ... driving recorder part, 48 ... driving action adaptation part, 49 ... display processing part, 50 ... stop information transmission part

Claims (7)

Current position information acquisition means for acquiring current position information indicating the current position of the host vehicle;
Stop target point position information acquisition means for acquiring stop target point position information indicating a position of a stop target point that is a point where the host vehicle may stop;
Based on the current position information acquired by the current position information acquisition unit and the stop target point position information acquired by the stop target point position information acquisition unit, the distance from the host vehicle to the stop target point A distance calculating means for obtaining a target point distance;
Driving data acquisition means for acquiring driving data consisting of speed information of the own vehicle and operation information related to the vehicle operation of the driver that affects the running state of the own vehicle;
Template storage means for storing a plurality of templates indicating a typical vehicle stop action pattern of the driver;
When the target point distance obtained by the distance calculation means is less than or equal to a preset allowable value, the history of operation data acquired by the operation data acquisition means and stored in the template storage means Stop action estimating means for estimating whether or not a driver performs a vehicle stop action at the stop target point based on the template
Stop notification transmission means for wirelessly transmitting to the rear of the host vehicle stop notification information indicating that the host vehicle is stopped when the driver makes the vehicle stop action and is estimated by the stop action estimating unit;
Stop notification receiving means for receiving the stop notification information transmitted from the outside of the host vehicle;
When the stop notification receiving unit receives the stop notification information, the vehicle rear-end collision preventing device includes a notifying unit that notifies that there is a possibility that the vehicle ahead is likely to stop. The vehicle rear-end collision prevention device according to claim 1, wherein the stop target point is a temporary stop point that is a point to be temporarily stopped on a travel route of the host vehicle. Comprising temporary stop position information storage means for preliminarily storing temporary stop position information indicating the position of the temporary stop point;
The stop target point position information acquisition means includes:
The vehicle rear-end collision prevention device according to claim 2, wherein the temporary stop position information stored in the temporary stop position information storage means is used as the stop target point position information. Comprising pause position information receiving means for receiving pause position information indicating the position of the pause point from the outside;
The stop target point position information acquisition means includes:
The vehicle rear-end collision prevention device according to claim 2, wherein the temporary stop position information received by the temporary stop position information receiving unit is used as the stop target point position information. Traffic signal information reception for receiving traffic signal position information indicating the position of the traffic signal, current signal color information indicating the color of the current signal of the traffic signal, and signal period information indicating a switching period of the color of the signal of the traffic signal from the outside Means,
Based on the traffic signal position information, the current signal color information, and the signal cycle information received by the traffic signal information receiving means, and the speed information of the own vehicle acquired by the driving data acquisition means, Signal predicting means for predicting the color of the traffic signal when reaching the traffic signal,
The stop target point position information acquisition means includes:
When the signal predicting means predicts that the color of the traffic signal is red when the host vehicle reaches the traffic signal, the traffic signal position information of the traffic signal is used as the stop target point position information. The vehicle rear-end collision prevention device according to claim 1. Weight storage means for storing a weighting factor for the template for each of the plurality of templates;
The stop action estimating means estimates whether or not the driver performs a vehicle stop action at the stop target point based on the weight coefficient in addition to the driving data history and the template,
Driving behavior recognition means for recognizing the driving behavior of the driver actually performed at the stop target point;
The estimation result obtained by the stop action estimation means and the recognition result obtained by the driving action recognition means are compared, and when the estimation result and the recognition result match, the template used in the matching estimation result The first weight updating means for updating the weighting coefficient for the so as to increase the reliability in estimating the vehicle stop action using the template. 6. The vehicle rear-end collision prevention device according to claim. When the estimation result by the stop behavior estimation means and the recognition result by the driving behavior recognition means are compared, and the estimation result and the recognition result are inconsistent, a weighting factor for the template used in the estimation result is calculated. The vehicle rear-end collision prevention device according to claim 6, further comprising second weight update means for updating so as to reduce reliability in estimating the vehicle stop action using the template.