JP2010026556A - Driving support apparatus and program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an aged driver from passing over a stopping location without noticing it and without stopping there. <P>SOLUTION: The driving support apparatus decelerates a vehicle so that it can stop at a stopping location (122), if time (marginal time t<SB>3</SB>) obtained by adding recognizing time to a sum of an idle running time and braking time t<SB>2</SB>is longer than an arrival time t<SB>1</SB>from the current location to a stopping location (120), considering a recognizing time determined from attributes of a driver. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving support device and a program.

2. Description of the Related Art Conventionally, there is known a vehicle speed control device that controls vehicle speed based on static information such as legally limited speed and suspension restriction, and changes control content based on dynamic information such as road surface conditions (for example, , See Patent Document 1). In the vehicle speed control apparatus described in Patent Document 1, the braking (brake) pattern is adjusted by adjusting the control parameter of the forced brake according to the personal characteristics obtained by measuring and accumulating the driving behavior of the daily driver. The
JP 2005-173909 A

  By the way, in 2015, one out of four people is expected to be elderly people (for example, those over 65 years old), and when the driver is an elderly person, it is desired to provide more appropriate driving assistance. For example, in the case where the driver is an elderly person, the position of the place to be stopped (for example, the temporary stop line at the temporary stop intersection) without noticing the position to be stopped by the driver (for example, the temporary stop line at the temporary stop intersection). Driving support that makes it possible to avoid the situation (situation) that the vehicle passes without stopping at the position of (1) is desired.

  However, the speed control device for a vehicle described in Patent Document 1 is based on characteristics of a road on which the vehicle is traveling (for example, the degree of road inclination (particularly, the inclination in the pitching direction of the vehicle), the degree of road curve, and the surroundings of the road. The vehicle is controlled with an appropriate braking force that does not cause a sense of incongruity according to the driver's visual field resulting from the environment of the vehicle, and does not provide driving support in consideration of being an elderly person. That is, it does not solve the situation in which an elderly driver passes through without stopping at a position where the driver should stop, for example, without noticing where the driver should stop.

  The present invention has been made in view of the above-described circumstances, and a situation where an elderly driver passes through without stopping at a position where the driver should stop without noticing where the driver should stop. An object of the present invention is to provide a driving support device and a program that can be avoided.

  In order to achieve the above object, a first driving support apparatus according to the present invention includes a current position acquisition unit that acquires current position information indicating a current position of a vehicle, and a stop that indicates a position of the place where the vehicle should stop. Based on the current position information, the stop position information, and the vehicle speed, the vehicle remains at the vehicle speed based on the storage means that stores the map data including the position information, the vehicle speed detection means that detects the vehicle speed, and the current An arrival time estimating means for estimating an arrival time from a position until reaching the place to be stopped; a braking time estimating means for estimating a braking time required for the vehicle to stop after starting deceleration; and the driver Is a time from when the information indicating that the location is to be stopped until it is recognized that the location indicated by the information is a position to be stopped, and is determined by the attribute of the driver. The sum of the recognition time, the idling time that is the time from when the driver recognizes the position to be stopped until the driver starts the deceleration, and the braking time is greater than the arrival time Includes a control means for assisting the driving of the driver by performing deceleration control for decelerating the vehicle so that the vehicle stops at the position to be stopped.

  According to the first driving support apparatus of the present invention, the time from when the driver shows the information indicating that it is a place to stop until the driver recognizes that the place indicated by this information is the position to stop. In addition, the recognition time, which is the time determined by the driver's attributes, is added to the sum of the idle time and the braking time, which is the time from when the driver recognizes that the position should be stopped until the driver starts deceleration. If the elapsed time is longer than the arrival time from the current position to the place where the vehicle should stop, deceleration control is performed to decelerate the vehicle so that the vehicle stops at the position where the vehicle should stop. The above recognition time is a value obtained as a result of an experiment by the inventors of the present application, and is a time determined by the attribute of the driver. This recognition time is, for example, the time required for recognizing the environmental change (noticing the environmental change) when the driver is an elderly person. Here, the environment is, for example, a situation in which the vehicle approaches the temporary stop intersection and the vehicle must stop at the position of the (temporary) stop line of the temporary stop intersection, or when the vehicle turns left In order to prevent entanglement when making a left turn, it is necessary to check for the presence of a vehicle running in the left direction of the vehicle (for example, a two-wheeled vehicle), or because the brake lamp on the vehicle ahead lights up and the vehicle collides with the vehicle ahead This refers to a situation in the vicinity of the host vehicle such as a situation where the vehicle must be braked (brake) controlled in order to prevent the vehicle. In addition, the change of environment means that these situations have changed, for example, from the situation where the presence of the parallel running vehicle in the left direction of the above vehicle must be confirmed, It means that the vehicle has changed to a situation where it must approach and stop at the position of the stop line at the stop intersection.

  According to the present invention, in consideration of the recognition time determined by the attribute of the driver, the arrival time until the time when the recognition time is added to the sum of the idle time and the braking time reaches the place to stop from the current position. If it is larger, the vehicle is decelerated so that the vehicle stops at the position where the vehicle should stop. Therefore, the attribute of this driver is assumed to be an elderly person, and the driver obtained by an experiment by the inventors of the present application is an elderly person. When the time within a predetermined range centered on 1 second, which is the time required to recognize the switching of the environment in a certain case, is the recognition time, the elderly driver is not aware of the place to stop, It is possible to avoid a situation where the vehicle cannot be stopped at the position where it should be stopped.

  In order to achieve the above object, the second driving support device according to the present invention includes a current position acquisition unit that acquires current position information indicating a current position of the vehicle, and a position of the place where the vehicle should stop. Based on the current position information, the stop position information, and the vehicle speed, the vehicle remains at the vehicle speed based on the storage means that stores the map data including the stop position information shown, the vehicle speed detection means that detects the vehicle speed, An arrival time estimating means for estimating an arrival time from the current position until reaching the place to be stopped; a braking time estimating means for estimating a braking time required for the vehicle to stop after starting deceleration; This is the time from when the driver indicates that the location where the driver should stop until the driver recognizes that the location indicated by the information is the location where the driver should stop. The sum of the recognition time, the idle time that is the time until the driver starts the deceleration after the driver recognizes that it is the position to stop, and the braking time is calculated from the arrival time. If larger, the vehicle is configured to include control means for assisting the driver's operation by performing deceleration control for decelerating the vehicle at a maximum deceleration and stopping the vehicle.

  According to the second driving support apparatus of the present invention, the time from when the driver shows the information indicating that it is a place to stop until it recognizes that the place indicated by this information is the position to stop. In addition, the recognition time, which is the time determined by the driver's attributes, is added to the sum of the idle time and the braking time, which is the time from when the driver recognizes that the position should be stopped until the driver starts deceleration. If the elapsed time is longer than the arrival time from the current position to the place where the vehicle should be stopped, deceleration control is performed in which the vehicle is decelerated at the maximum deceleration to stop the vehicle.

  According to the present invention, in consideration of the recognition time determined by the attribute of the driver, the arrival time until the time when the recognition time is added to the sum of the idle time and the braking time reaches the place to stop from the current position. If it is larger, the vehicle is stopped by decelerating the vehicle at the maximum deceleration, so that the driver attribute is an elderly person, and the driver obtained as a result of an experiment by the inventors of the present application is an elderly person. When the time within a predetermined range centered on 1 second, which is the time required for recognizing the environmental change in the vehicle, is the recognition time, the elderly driver stops without noticing where to stop. The situation of passing without stopping at the position of the place should be avoided.

  In order to achieve the above object, the third driving support apparatus according to the present invention includes a current position acquisition unit that acquires current position information indicating a current position of the vehicle, and a position of the place where the vehicle should stop. Based on the current position information, the stop position information, and the vehicle speed, the vehicle remains at the vehicle speed based on the storage means that stores the map data including the stop position information shown, the vehicle speed detection means that detects the vehicle speed, An arrival time estimating means for estimating an arrival time from the current position until reaching the place to be stopped; a braking time estimating means for estimating a braking time required for the vehicle to stop after starting deceleration; This is the time from when the driver indicates that the location where the driver should stop until the driver recognizes that the location indicated by the information is the location where the driver should stop. The sum of the recognition time, the idle time that is the time until the driver starts the deceleration after the driver recognizes that it is the position to stop, and the braking time is calculated from the arrival time. A brake pedal for transmitting an instruction to a brake device for decelerating the vehicle is greater than a predetermined value or the accelerator opening detected by the accelerator opening detecting means for detecting the accelerator opening is large. When the brake pedal operation detecting means for detecting whether the vehicle is operated by the driver detects that the brake pedal is not operated by the driver, the vehicle stops so as to stop at the position to be stopped. Control means for assisting driving of the driver by performing deceleration control for decelerating the vehicle. .

  According to the third driving support apparatus according to the present invention, the time until the driver indicates that the place to be stopped is recognized until the place indicated by the information is the position to stop. In addition, the recognition time, which is the time determined by the driver's attributes, is added to the sum of the idle time and the braking time, which is the time from when the driver recognizes that the position should be stopped until the driver starts deceleration. The accelerator opening detected by the accelerator opening detecting means for detecting the accelerator opening is larger than a predetermined value or the vehicle is longer than the arrival time until the stop position is reached from the current position. The brake pedal operation detecting means detects whether or not the brake pedal for transmitting an instruction to the brake device for decelerating the operation is operated by the driver. Dar is when it is detected as not being operated by the driver, the deceleration control to decelerate the vehicle so that the vehicle is stopped at a position to be stopped is performed.

  Here, when it is detected that the accelerator opening is larger than the predetermined value or the brake pedal is not operated by the driver, it can be determined that the driver is not trying to apply the brake.

  According to the present invention, in consideration of the recognition time determined by the attribute of the driver, the arrival time until the time when the recognition time is added to the sum of the idle time and the braking time reaches the place to stop from the current position. If it is larger and the driver determines that the vehicle is not about to be braked, the vehicle is decelerated so that the vehicle stops at the position where the vehicle should be stopped. If the recognition time is a time within a predetermined range centered on 1 second, which is the time required to recognize the change of environment when the driver is an elderly person, the elderly person It is possible to avoid the situation where the driver cannot stop at the position where the driver should stop without noticing the place where the driver should stop.

  Further, according to the present invention, when it is determined that the driver is about to apply the brake, unnecessary deceleration control is not required.

  In order to achieve the above object, a fourth driving support apparatus according to the present invention includes a current position acquisition unit that acquires current position information indicating a current position of the vehicle, and a position of the place where the vehicle should stop. Based on the current position information, the stop position information, and the vehicle speed, the vehicle remains at the vehicle speed based on the storage means that stores the map data including the stop position information shown, the vehicle speed detection means that detects the vehicle speed, An arrival time estimating means for estimating an arrival time from the current position until reaching the place to be stopped; a braking time estimating means for estimating a braking time required for the vehicle to stop after starting deceleration; This is the time from when the driver indicates that the location where the driver should stop until the driver recognizes that the location indicated by the information is the location where the driver should stop. The sum of the recognition time, the idle time that is the time until the driver starts the deceleration after the driver recognizes that it is the position to stop, and the braking time is calculated from the arrival time. A brake pedal for transmitting an instruction to a brake device for decelerating the vehicle is greater than a predetermined value or the accelerator opening detected by the accelerator opening detecting means for detecting the accelerator opening is large. When it is detected by the brake pedal operation detecting means that detects whether or not the brake pedal is operated by the driver, the vehicle is decelerated at a maximum deceleration and the vehicle is stopped. Control means for supporting the driving of the driver by performing deceleration control.

  According to the fourth driving support apparatus of the present invention, the time from when the driver shows the information indicating that it is a place to stop until it recognizes that the place indicated by this information is the position to stop. In addition, the recognition time, which is the time determined by the driver's attributes, is added to the sum of the idle time and the braking time, which is the time from when the driver recognizes that the position should be stopped until the driver starts deceleration. The accelerator opening detected by the accelerator opening detecting means for detecting the accelerator opening is larger than a predetermined value or the vehicle is longer than the arrival time until the stop position is reached from the current position. The brake pedal operation detecting means detects whether or not the brake pedal for transmitting an instruction to the brake device for decelerating the operation is operated by the driver. If the dull is detected not operated by the driver, the deceleration control to stop the vehicle by decelerating the vehicle at the maximum deceleration is performed.

  As described above, when it is detected that the accelerator opening is larger than the predetermined value or the brake pedal is not operated by the driver, it can be determined that the driver is not about to apply the brake. .

  According to the present invention, in consideration of the recognition time determined by the attribute of the driver, the arrival time until the time when the recognition time is added to the sum of the idle time and the braking time reaches the place to stop from the current position. If it is larger and the driver determines that the brake is not being applied, the vehicle is decelerated at the maximum deceleration and the vehicle is stopped. If the recognition time is a time within a predetermined range centered on 1 second, which is the time required for recognizing environmental switching when the driver is an elderly person, the elderly driver However, it is possible to avoid a situation where the vehicle passes through without stopping at the position of the place to stop without noticing the place to stop.

  Further, according to the present invention, when it is determined that the driver is about to apply the brake, unnecessary deceleration control is not required.

  The time within the predetermined range may be a time from 0.7 seconds to 1.3 seconds.

  Further, the place to be stopped may be a temporary stop line.

  In order to achieve the above object, a first program according to the present invention uses a computer as the arrival time estimating means, the braking time estimating means, and the control means in any one of the above driving assistance devices. It is a program to make it function. According to this program, based on the same principle as described above, it is possible to avoid a situation where an elderly driver does not notice where to stop and passes without stopping at the position where the driver should stop. Can do.

  As described above, according to the driving support device and the program according to the present invention, an elderly driver passes through without stopping at the position of the stop without noticing the place to stop. The effect of being able to avoid the situation that it ends is obtained.

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

[First Embodiment]
First, the first embodiment will be described. As shown in FIG. 1, the driving support device 10 according to the present embodiment includes a brake control device connected to a computer 12, a GPS (Global Positioning System) receiver 14, a vehicle speed sensor 16, a speaker 18, and a brake device 22. 20 is comprised. In the present embodiment, the driving support device 10 is mounted on a vehicle (not shown) as a traveling body that travels by a driver's operation.

  The GPS receiver 14 measures the current position of the vehicle on which the GPS receiver 14 is mounted by receiving a signal from a GPS satellite and measuring the current position of the GPS receiver 14. That is, the current position information indicating the current position of the vehicle can be acquired by the GPS receiver 14. The GPS receiver 14 corresponds to the current position acquisition unit of the present invention.

  The vehicle speed sensor 16 detects the speed of the vehicle (vehicle speed) and outputs a detection signal indicating the vehicle speed. That is, the vehicle speed can be detected by the vehicle speed sensor 16. The vehicle speed sensor 16 corresponds to the vehicle speed detection means of the present invention.

  The speaker 18 outputs a sound based on the input data.

The brake control device 20 controls the brake device 22 so that the vehicle decelerates at a deceleration according to the input braking (brake) instruction. For example, when a braking instruction for decelerating at the deceleration a (m / S ² ) is input to the brake control device 20, the brake control device 20 decelerates the vehicle at the deceleration a (m / S ² ). The brake device 22 is controlled to Thereby, the brake device 22 decelerates the vehicle at the deceleration a (m / S ² ).

  The computer 12 includes a ROM (Read Only Memory) 12a, an HDD (Hard Disk Drive) 12b, a CPU (Central Processing Unit) 12c, a RAM (Random Access Memory) 12d, and an I / O (input / output) port 12e. . The ROM 12a, HDD 12b, CPU 12c, RAM 12d, and I / O port 12e are connected to each other via a bus 12f.

  A basic program such as an OS is stored in the ROM 12a as a storage medium.

  The HDD 12b as a storage medium stores a program for executing a processing routine of driving support processing, which will be described in detail below.

  Also, the HDD 12b stores a flag 24 for determining an elderly person with a predetermined number of bits (for example, 1 bit) as shown in FIG. The value of the elderly person determination flag 24 can be registered from input means (not shown) (for example, a keyboard, a mouse, a touch panel, etc.), and the value corresponding to the attribute of the driver (driver) is used for the elderly person determination. Registered in advance in the flag 24. Here, when the driver is an elderly person (for example, one 65 years or older), the driver attribute in the present embodiment is “elderly” and the driver is not an elderly person (65 The driver attribute is “non-elderly” for a non-elderly person under the age of). Therefore, when the driver is an elderly person, a predetermined value (for example, “1”) indicating that the driver is an elderly person is registered in the judgment flag for elderly person 24, while the driver is a non-elderly person. Is registered with a predetermined value (for example, “0”) indicating that the driver is a non-elderly person.

  The HDD 12b stores map data (not shown) including stop position information indicating the position of the place where the vehicle should stop. The stop position information includes, for example, position information of a temporary stop line at a temporary stop intersection, and may be any information as long as the position information indicates the position of the place where the vehicle should stop.

  In addition, the HDD 12b stores, for each attribute of each driver, the time required to notice the change of environment (the time required to recognize the change of environment) and the time determined by the attribute of the driver. Has been. In this embodiment, the recognition time when the driver is an elderly person is set to a predetermined value, for example, 1 second, and the recognition time when the driver is a non-elderly person is set to a predetermined value, for example, 0 seconds. Here, the environment is, for example, a situation in which the vehicle approaches the temporary stop intersection and the vehicle must stop at the position of the (temporary) stop line of the temporary stop intersection, or when the vehicle turns left In order to prevent entanglement when making a left turn, it is necessary to check for the presence of a vehicle running in the left direction of the vehicle (for example, a two-wheeled vehicle), or because the brake lamp on the vehicle ahead lights up and the vehicle collides with the vehicle ahead This refers to a situation in the vicinity of the host vehicle such as a situation where the vehicle must be braked (brake) controlled in order to prevent the vehicle. In addition, the change of environment means that these situations have changed, for example, from the situation where the presence of the parallel running vehicle in the left direction of the above vehicle must be confirmed, It means that the vehicle has changed to a situation where it must approach and stop at the position of the stop line at the stop intersection.

  The inventors of the present application have found through a plurality of experiments that the time (recognition time) required for an elderly person to notice the change of environment is approximately 1 second (0.7 seconds to 1.3 seconds). Hereinafter, each experiment conducted by the inventors will be described.

  In general, the physical and mental ability decreases with age, so driving may be difficult for the elderly. It is said that the driver's task in driving is three repetitions of “recognition”, “judgment”, and “operation”. Among them, it is said that the influence of a decrease in aging is large with regard to cognition / judgement, especially in situations where complex tasks are performed.

  As an example in the traffic environment, for example, when turning right (left) at an intersection, pay attention to multiple movements such as oncoming straight cars, pedestrian crossings, bicycles, etc., and the right (left) turn start timing It is an issue to judge.

  There are cases where a plurality of dangers occur at the same time in a composite task and cases where a plurality of tasks occur in a short time, both of which are greatly affected by a decrease in aging.

  In the experiment by the inventors of the present application, the ability of young people and elderly people was measured for the ability to recognize and judge the situation change in a short time, when a plurality of problems occurred in a short time.

  A temporary intersection scene is used as a traffic scene used in the experiment. A scene from a single road traveling to an intersection is a scene where the single road traveling environment is switched to the intersection environment, and the driver needs to switch the recognition / judgment task accordingly. However, there are various hazards (dangerous items for safe driving) such as pedestrians, parked vehicles, and oncoming vehicles in traffic scenes, and drivers must always pay attention to them. , There may be a delay in noticing the change of environment when approaching an intersection.

  This experiment seeks a situation where it is difficult to perform a suspended task in the presence of various hazards that require attention.

  According to the traffic accident statistics shown in Figure 3 (National Police Agency Transportation Bureau: Traffic accident occurrence status in 2006, 2007, (http://www.npa.go.jp/toukei/koutuu41/20070228.pdf)) In 2006, traffic accidents by accident type accounted for 27.5% of top accidents.

  Regarding the cause of death accidents by age group, the causes of death accidents by age group are shown in Figure 4 (Traffic accident comprehensive analysis center: Elderly traffic accident, Italda Information, No. 24 (2000)). There are many ratios of non-stop and signal ignorance. According to the results of micro analysis (interview survey, etc.) conducted by the Traffic Accident Comprehensive Analysis Center on the causes of signal ignorance, Figure 5 (Traffic Accident Analysis Center: Accidents in four-wheel driving by elderly people, Italda Information, No. 5) 68 (2007)), oversight accounts for about half. From the above, it can be seen that oversight is a major cause of accidents.

  In the experimental design, a task is set in which two tasks are combined with the current pause task. In a situation where a plurality of tasks occur sequentially, the situation in which it is difficult for an elderly person to perform the task (task execution) is examined. Specifically, the task of estimating the passage width to inspect the “width estimation ability”, the task of determining the presence or absence of the left motorcycle to inspect “the ability to find the left motorcycle when turning left”, and this time Combine stop tasks at the (temporary) stop line.

[experimental method]
The experiment consists of a main experiment and an auxiliary experiment. In the main experiment, a plurality of tasks are generated in sequence, leading to the last stop line stop task. On the other hand, in the auxiliary experiment, only the stop task of the pause line is considered as a single task, and the cause of the task execution is analyzed by comparing the two tasks.

[Main experiment 1]
The video stimulus and the subject's task in this experiment will be explained. FIG. 6 is a diagram showing an experimental scene. FIG. 7 is a diagram showing the positional relationship (arrangement) of the front display 88, the left display 89, and the subject 90. As shown in FIG. As shown in FIG. 7, a front display 88 is disposed about 95 cm apart in front of the subject 90. As shown in the figure, the front display 88 is arranged so that the left and right edges of the screen of the front display 88 correspond to a left and right viewing angle of 30 degrees with respect to the front direction of the subject 90. Further, a left display 89 is arranged about 95 cm away from the subject 90 in the left direction. Hereinafter, the screen of the front display 88 is referred to as “front screen”, and the screen of the left display 89 is referred to as “left screen”.

  The flow of the video displayed on each screen and the task of the subject will be described with reference to FIG.

[Step 1]
Watch the cross mark on the front screen (screen 1 in FIG. 8). The cross display continues for 1 second.

[Step 2]
Both the front screen and the left screen are switched to a moving image (from screen 2 onward) that approaches the pause intersection at a constant speed.

[Step 3]
Determine whether your vehicle can pass through without touching the stationary object 91. If you can pass through the vehicle, press the key marked with ○ (use a sticker marked with ○ on the 4 key on the numeric keypad) If not, press the key marked with x (use the sticker with x on the 6 key on the numeric keypad) (screen 3). When the key is pressed, the stationary object 91 disappears from the front image (screen 4).

[Step 4]
There is a black diamond 92 in the center of the front image, and the yellow mark in it blinks (screen 4). There are 7 lightings within 9 seconds, and the sequence is as shown in FIG. 9 and lights at random time intervals (however, the time interval between lighting is 400 msec). There is a restriction of above).

  The subject 90 looks at the diamond 92. Then press the ■ mark key (use the 8 key on the numeric keypad with a sticker written ■ on it) according to the yellow lighting. During the 9 seconds, the stop line 93 gradually appears (the brightness is gradually increased from the road brightness to the stop line brightness).

[Step 5]
The black diamond 92 in the center of the front screen disappears from the screen (screen 5). The subject 90 turns to the left with the signal, and gazes at the gazing point 94 at the center of the left screen. The gazing point 94 is a rhombus whose shape is the same as that of the rhombus 92 displayed in the front image, in which red marks blink at intervals of 100 msec. Then, if the lattice figure 95 corresponding to the two-wheeled vehicle is recognized in the peripheral view, the key of the circle mark is pressed, and if it is recognized that the lattice figure 95 corresponding to the two-wheeled vehicle does not exist, the key of the x mark is pressed.

[Step 6]
The subject 90 turns his neck and looks at the front screen, and presses the key marked with ■ at the timing when the stop line 93 overlaps the hood 96 of the own vehicle (screen 6).

[Step 7]
When the ■ mark key is pressed in step 6, the screen returns to screen 1 and proceeds to the next trial.

  The video displayed on each screen and the subject's task flow have been described above with reference to FIG.

[Experimental parameters]
The independent variables A to C to be changed for each subject 90 and items to be measured are as follows.

-Independent variable A: Three conditions (passage width estimation task (passage width estimation task)) that can not pass through the horizontal position of the stationary object 91, can pass through at the last minute, can pass through with a margin rather than the last.
Independent variable B: two conditions when there are two-wheeled vehicles and two-wheeled vehicles (two conditions whether or not there are two-wheeled vehicles) (the task of finding the left two-wheeled vehicle (the task of determining whether or not the left two-wheeled vehicle is present))
-Independent variable C: Three conditions of 2 seconds, 4 seconds, and 6 seconds from when the rhombus 92 on the front screen disappears from the screen until the stop line 93 overlaps the hood 96 (pause task (pause task)) )
・ Measurement item: Measure the time when each key (button) was pressed

  As described above, there are 3 × 2 × 3 = 18 combinations of conditions, and the same condition is repeated five times for the same subject 90 for statistical processing. That is, the number of experiments tried per subject is 90 trials / subject. The order of video stimulus presentation is random (even among individuals). The subject 90 has 12 young people, the ages of these 12 people are 21 to 29 years old (average age 23.8 years), the elderly are 12 people, and the ages of these 12 people are 66 to 79. Age (average age 70.2).

[Auxiliary experiment]
A single task (single task) for stopping as an auxiliary experiment will be described. In the main experiment, a plurality of tasks are sequentially generated and reach the stop task of the last pause line, whereas this experiment is a single task only for the stop task of the pause line. It is used to analyze the cause that makes task execution difficult by comparing the two.

  The flow of the video displayed on each screen and the task of the subject will be described with reference to FIG.

[Step 1]
Watch the cross mark on the front screen (screen 1). The cross display continues for 1 second.

[Step 2]
Both the front screen and the left screen are switched to a moving image (screen 2, 3, 4) approaching the temporary stop intersection at a constant speed. In this experiment, it is assumed that the stationary object 91, the rhombus 92, the gazing point 94, and the lattice figure 95 are not displayed.

[Step 3]
When the stop line 93 overlaps the hood 96 of the host vehicle, the ■ key is pressed (screens 5 and 6).
[Step 4]
When the ■ key is pressed in step 3, the screen returns to screen 1 and proceeds to the next trial.

  The video displayed on each screen and the subject's task flow in the auxiliary experiment have been described with reference to FIG.

[Experimental parameters]
The independent variables to be changed for each subject 90 and the items to be measured are as follows.

Independent variable: Three conditions of 2 seconds, 4 seconds, and 6 seconds after the diamond 92 on the front screen disappears from the screen until the stop line 93 overlaps the hood 96 (pause task (pause task))
・ Measurement item: Measure the time when each key (button) was pressed

  Under the above conditions, the same condition is repeated five times for the same subject 90 for statistical processing. That is, the number of experiments tried per subject is 15 (= 3 × 5) trials / subject. The order of video stimulus presentation is random (even among individuals). The subject 90 is the same subject as the main experiment 1 described above.

[Results and discussion from main experiment 1 and auxiliary experiment]
In the temporary stop task, which is the final task (task) of the main experiment 1, and the temporary stop task of the auxiliary experiment, the time when the stop line 93 overlaps the hood 96 is set to 0 seconds (completely accurate). If you stop at, the time is calculated as minus. In this calculation, among the independent variables A to C in the main experiment 1, two independent variables B (existence of the left two-wheeled vehicle regarding the left two-wheeler discovery task) excluding the independent variable A regarding the passing-through width estimation task, independent FIG. 10 shows the results of aggregation by variable C (the time from when the rhombus 92 on the front screen disappears from the screen until the stop line 93 overlaps the hood 96) and by age group.

  As shown in the results of FIG. 10, when the single task and the independent variable C are 6 seconds and 4 seconds, the difference between the age groups is small. Compared with the elderly group), the average value of the time delay (plus time) that is a delayed time in the elderly group (elderly group) is about twice as large, and the standard deviation is about three times larger. Regarding the presence or absence of a two-wheeled vehicle, if there is no two-wheeled vehicle, the difficulty of finding a discovery increases, and the time delay and standard deviation also increase.

  It is considered that the delay time of the stop is not only the result of the ability to perform the pause task but also the time delay of the two-wheeler discovery task that is the previous task. The influence of the discovery problem of motorcycles is that the discovery problem of motorcycles took a long time, so the time left for the next temporary stop task was shortened, and the accuracy of the stop timing was deteriorated. After tackling the discovery task, it is thought that there are two effects of the characteristic of switching the cognitive object in the brain to perform the next pause task. For example, as the influence of the latter, in order to perform a pause task, the time from when the pause line 93 that is a recognition target is visually observed until the location indicated by the pause line 93 is recognized as a position to be stopped. Then, it is conceivable that the recognition time, which is a time determined by the attribute (for example, age) of the driver, affects. Note that “visually” includes “gaze”, which means central vision, and “peripheral vision”.

[Main experiment 2]
The main experiment 2 used the same measurement apparatus and image stimulus as the main experiment 1, and caused the subject to perform the same task.

[Experimental parameters]
The independent variables B to C to be changed for each subject 90 and items to be measured are as follows.

Independent variable B: two conditions when there are two-wheeled vehicles and two-wheeled vehicles (two conditions whether or not there are two-wheeled vehicles) (the task of finding the left two-wheeled vehicle (the task of determining whether or not the left two-wheeled vehicle is present))
Independent variable C: The time from when the rhombus 92 on the front screen disappears from the screen until the stop line 93 overlaps the bonnet 96 is 1.9 seconds, 2.2 seconds, 2.5 seconds, 2.8 seconds, 3.1 conditions of 3.1 seconds, 3.4 seconds, 3.7 seconds (pause task (pause task))
・ Measurement item: Measure the time when each key (button) was pressed

  As described above, there are 2 × 7 = 14 conditions, and the same condition is repeated five times for the same subject for statistical processing. That is, the number of experiments tried per subject is 70 trials / subject. The order of video stimulus presentation is random (even among individuals). In addition, the test subjects in this experiment are 10 of 12 elderly test subjects in the main test 1 described above.

[Results and discussion from main experiment 1 and main experiment 2]
Here, with reference to FIG. 11, “time interval”, “room time”, and “stop time delay” used below will be described. As shown in the figure, the “time interval” is the value of the independent variable C, and is the time from when the rhombus 92 on the front screen disappears from the screen until the stop line 93 overlaps the hood 96. .

  Further, the “margin time” is obtained by subtracting the time spent for the motorcycle discovery task from the time interval to obtain the time spent only for the pause task. As a specific measurement method, there was a slight difference in the measurement method between the main experiments 1 and 2 due to experimental reasons. In the main experiment 1, it is obtained as the time from the time when the determination key (○ mark key or x mark key) in the motorcycle discovery task is pressed to the time when the bonnet 96 and the stop line 93 overlap. The time when the head image was started from the face image taken with the camera was measured, and the time from that time to the time when the bonnet 96 and the stop line 93 overlapped was obtained.

  Further, “stop time delay” is a time when the stop line 93 overlaps the bonnet 96 is set to 0 seconds (completely accurate), and a case where the stop line 93 is excessive is added.

  The relationship between the allowance time and the delay of the stop time is shown in all trials of 1080 trials (12 elderly persons × 90 trials / subjects) in the main experiment 1 and 700 trials (10 elderly persons × 70 trials / subjects) in the main experiment 2 ( FIG. 12 shows a scatter plot for 1780 trials. FIG. 13 is a plot of 990 trials (11 young people × 90 trials / subject) in the main experiment 1 as a scatter diagram. Each figure is a scatter diagram in which the horizontal axis represents the margin time and the stop time delay represents the vertical axis.

  From the scatter diagram shown in FIG. 12, it can be seen that when the margin time is shortened (particularly around 1 second), the variation in the vertical axis (delay of the stop time) increases particularly in elderly people.

  Further, from the scatter diagram shown in FIG. 12, when the margin time is shorter than around 1 second (the time within a predetermined range centered on 1 second), the delay time of the elderly is significantly increased, and the data is extremely delayed. Will also appear. From this result, in the driving support device, as a timing for performing forced braking control such as forced braking, the elderly needs to perform forced braking control at a timing about 1 second earlier (that is, increased by about 1 second) than the younger person. This experiment revealed that there is. For example, when braking control is performed with the recognition time of a young person as a predetermined value, for example, 0 seconds, more appropriate braking control is performed for the elderly by considering about 1 second as the recognition time of the elderly. Is possible. Further, from the scatter diagram of FIG. 12, since the delay time of the elderly is significantly increased when the margin time is between 0.7 seconds and 1.3 seconds, the recognition time of the elderly is 0.7 seconds to 1. It can be seen that the time is up to 3 seconds. Note that this elderly person's recognition time is, for example, information indicating that the elderly driver is a place where the elderly driver should stop when switching from another environment to an environment where the elderly person must pause. It is considered that it is the time from the time when the temporary stop line formed above is visually observed until the location indicated by this information is recognized as the position to be stopped.

  As described above, according to a plurality of experiments performed by the inventors of the present application, the time (recognition time) required for an elderly person to notice the change of environment is approximately 1 second (0.7 seconds to 1.3 seconds). Explained what was discovered.

  Here, the description returns to FIG. The CPU 12c reads the program from the ROM 12a and the HDD 12b and executes it. Various data are temporarily stored in the RAM 12d. The above-described GPS receiver 14, vehicle speed sensor 16, speaker 18, and brake controller 20 are connected to the I / O port 12e.

  Next, a processing routine of driving support processing executed by the CPU 12c of the computer 12 will be described with reference to FIG. In the present embodiment, the driving support process is executed when a switch (not shown) for turning on the power to the driving support device 10 is turned on.

  First, in step 100, current position information indicating the current position of the vehicle is acquired from the GPS receiver 14.

  In the next step 102, stop position information, which is information indicating the position where the vehicle should stop, is read from the map data stored in the HDD 12b. At this time, the stop position information of the position closest to the current position of the vehicle indicated by the current position information acquired in step 100 is a travel direction of the vehicle and a route set by a car navigation device (not shown). For example, it may be possible to read stop position information at a position where the possibility of passing through is highest.

In the next step 104, the distance d ₁ (m) between the current position of the vehicle indicated by the current position information acquired in step 100 and the position where the vehicle indicated by the stop position information read in step 102 should be stopped is obtained. Calculate.

  In the next step 106, a detection signal indicating the vehicle speed is taken from the vehicle speed sensor 16.

In the next step 108, the vehicle speed v ₁ (m / s) is calculated from the detection signal fetched in step 106.

In the next step 110, the vehicle indicated by the stop position information read in step 102 from the current position of the vehicle while the vehicle speed (vehicle speed) remains the vehicle speed v ₁ (m / s) calculated in step 108. An arrival time t ₁ (msec), which is a time until reaching a position to be stopped, is estimated according to the following equation (1).
_{t 1 = d 1 · 1000 /} v 1 ··· formula (1)

That is, in step 110, the vehicle is moved to the vehicle speed v ₁ (m) based on the current position information acquired in step 100, the stop position information read in step 102, and the vehicle speed v ₁ calculated in step 108. / s) remains, from the current position indicated by the current position information and estimates the arrival time t ₁ to reach the position to be stopped indicating the stop position information (location). Step 110 corresponds to arrival time estimating means of the present invention.

In the next step 112, the vehicle braking time t ₂ (msec) is estimated according to the following equation (2).
t ₂ = v ₁ · 1000 / g · μ Equation (2)
here,
g: Gravity acceleration 9.8 (m / s ² )
μ: Road surface friction coefficient.

Incidentally, braking time t ₂ is the time required for the vehicle to stop after the start of the deceleration. Step 112 corresponds to the braking time estimation means of the present invention. The road surface friction coefficient μ may be a value of “0.7” in the case of dry asphalt, for example.

  In the next step 114, the value registered in the elderly person determination flag 24 stored in the HDD 12b is read, and the read value is a value (for example, “1”) indicating that the driver is an elderly person. It is determined whether or not there is. Thereby, it can be determined whether the driver is an elderly person.

  If it is determined in step 114 that the value (read value) registered in the elderly person determination flag 24 is a value indicating that the driver is an elderly person, the process proceeds to the next step 116.

In step 116, in accordance with the following equation (3), the recognition time stored in the HDD 12b, which is the time required for the elderly to notice the change of environment (in this embodiment, the place where the driver should stop). Information indicating this, for example, the time from when the stop line is visually recognized until the place indicated by the stop line is recognized as the position to be stopped. This is a time within a predetermined range centered on the second (1 sec). In this embodiment, it is 1 second.) After the driver notices the change of environment, the driver depresses the brake pedal (not shown). Free running time until vehicle deceleration starts (in this embodiment, information indicating that the driver is to stop, for example, a temporary stop line, After recognizing that the location indicated by the position to be stopped, the time until the deceleration of the vehicle is started brake pedal is depressed by the driver), and the sum of the braking time t ₂ estimated in step 112 Calculation is made as the limit time t ₃ (msec).
t ₃ = recognition time of the elderly + free running time + braking time t ₂ Formula (3)

here,
Elderly person's recognition time: a value stored in the HDD 12b, and in this embodiment, a time idling time within a predetermined range centering on 1 second (1 sec): a predetermined value, for example, 500 msec
It is.

  Then, the process proceeds to the next step 120.

  On the other hand, if it is determined in step 114 that the value (read value) registered in the elderly person determination flag 24 is not a value indicating that the driver is an elderly person, the process proceeds to the next step 118. .

In step 118, in accordance with the following equation (4), the recognition time stored in the HDD 12b, which is the time required for the non-elderly person to notice the change of environment (in this embodiment, at the place where the driver should stop). Information indicating that there is, for example, a time from when the stop line is visually observed until the place indicated by the stop line is recognized as a position to be stopped. In this embodiment, as described above, 0 seconds (0 sec))) The idle running time from when the driver notices the change of environment until the driver depresses the brake pedal and the vehicle starts to decelerate (in this embodiment, the driver should stop) Information indicating that the location is present, for example, a stop line is visually observed, and the location indicated by the pause line is recognized as a position to be stopped. Pedal is depressed with time until the deceleration of the vehicle is started), and calculates the sum of the braking time t ₂ estimated in step 112 as a limit time t _{3 (msec).}
t ₃ = recognition time of non-elderly person + idle running time + braking time t ₂ Formula (4)

here,
Non-elderly person recognition time: a value stored in the HDD 12b. In the present embodiment, 0 second (0 sec)
Free running time: predetermined value, eg 500msec
It is.

  Then, the process proceeds to the next step 120.

In step 120, it is determined whether or not the latest time t ₃ calculated in step 116 or 118 is greater than the arrival time t ₁ calculated in step 110.

If it is determined in step 120 that the limit time t ₃ is equal to or less than the arrival time t ₁ (that is, the limit time t ₃ is not greater than the arrival time t ₁ ), it is determined that the braking control is not necessary. Then, the process returns to step 100.

On the other hand, if it is determined in step 120 that the limit time t ₃ is greater than the arrival time t _1, it is determined that braking control is necessary, and the process proceeds to the next step 122.

In the next step 122, a braking instruction for decelerating at a predetermined deceleration rate α, for example, a deceleration rate v ₁ ² / 2d ₁ (m / S ² ) is brake-controlled so that the vehicle stops at a position to be stopped. Output to the device 20. Thus, the vehicle is decelerated at the deceleration v ₁ ² / 2d ₁ (m / S ² ), can be stopped at the position to be stopped, and the driver's driving is supported. In this case, the deceleration α is a value that satisfies the following formula (5).
v ₁ ² −0 ² = 2αd ₁ Formula (5)

As described above, the sum of the recognition time, the idle running time, and the braking time t ₂ (limit time t ₃ ) that is determined by the driver's attributes by the processing of steps 110 to 122 is determined from the arrival time t ₁ . If it is larger, the driver's driving is supported by performing deceleration control of the vehicle so that the vehicle stops at a position where the vehicle should stop. Steps 110 to 122 correspond to the control means of the present invention.

  In the next step 124, the speaker 18 is controlled to output an alarm. This alerts the driver. Then, the process returns to step 100.

As described above, according to the driving support device 10 of the present embodiment, the time obtained by adding the recognition time to the sum of the idle running time and the braking time t ₂ in consideration of the recognition time determined by the attribute of the driver. If (limit time t ₃ ) is larger than arrival time t ₁ from the current position to the place where the vehicle should stop, the vehicle is decelerated so that the vehicle stops at the position where the vehicle should stop. Time within a predetermined range centered on 1 second, which is the time required for recognizing the change of environment when the attribute is elderly and the results of the experiment by the inventors of the present application when the driver is elderly Is recognized time, it is possible to avoid a situation in which an elderly driver cannot recognize where to stop and cannot stop at the position where the driver should stop.

  Here, when comparing a conventional technology, for example, a pre-crash safety system including a face orientation detection function mounted on a vehicle with the driving support device 10 of the present embodiment, first, in the pre-crash safety system, the driver Measure the face direction of the camera with the camera, change the activation timing of the actuator (seat belt, airbag, etc.) or amplify the braking force according to the angle of the face direction (for example, the state where it is not facing the front is constant) If this continues, the brake force will be amplified, etc.), but this technique is not interventional braking, but reduces the impact of collision by amplifying the brake force after the driver starts the braking operation. To do.

  The driving support device 10 according to the present embodiment further advances one step, and even if an elderly person faces the front, it takes nearly 1 second to make a stop determination (as opposed to a younger person) (inside the brain) Therefore, there is an increased possibility of avoiding the collision itself by taking a step forward from the reduction of the collision.

  In the present embodiment, an example has been described in which the recognition time stored in the HDD 12b, which is the time required for an elderly person to notice the change of environment, is 1 second, for example. It may be any time from 0.7 seconds to 1.3 seconds, which is a time within a predetermined range.

In step 122, a brake instruction for decelerating at a predetermined deceleration α, for example, deceleration v ₁ ² / 2d ₁ (m / S ² ) is brake-controlled so that the vehicle stops at a position where the vehicle should stop. Although an example of outputting to the device 20 has been described, in step 122, a braking instruction for stopping the vehicle by decelerating at the maximum deceleration α may be output to the brake device 20. As a result, the vehicle is decelerated and stopped at the maximum deceleration α (m / S ² ), and the driver does not notice the place to stop and passes without stopping at the position to stop. Can be avoided.
[Second Embodiment]
Next, a driving support apparatus according to a second embodiment of the present invention will be described. In addition, about the structure similar to 1st Embodiment, and the same process, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  In the present embodiment, the difference from the first embodiment is that the driving support device 11 in the present embodiment detects the accelerator opening (a value from 0% to 100%) as shown in FIG. The accelerator opening degree detection sensor 17 is connected to the I / O port 12e, and the driving assistance process shown in FIG. 16 is executed. The accelerator opening detection sensor 17 detects the accelerator opening and outputs a detection signal indicating the accelerator opening. In the present embodiment, this driving support process is executed when a switch (not shown) for turning on the power to the driving support device 11 is turned on.

  As shown in the figure, the processing from step 100 to step 120 is the same as that of the first embodiment. If an affirmative determination is made in step 120, the process proceeds to the next step 200.

  In step 200, a detection signal indicating the accelerator opening is taken from the accelerator opening detection sensor 17.

  In the next step 202, the accelerator opening A (%) is calculated from the detection signal captured in step 200.

  In the next step 204, it is determined whether or not the accelerator opening A (%) calculated in step 202 is larger than a predetermined threshold, for example, 0 (%). Here, when it is determined that the accelerator opening A (%) is larger than a predetermined threshold, for example, 0 (%), it can be determined that the driver is not about to apply the brake. Further, when it is determined that the accelerator opening A (%) is not larger than a predetermined threshold, for example, 0 (%) (below the predetermined threshold), it is determined that the driver is about to brake. be able to. As described later, if it is determined by this determination that the driver is about to apply the brake, unnecessary deceleration control is not required.

  If it is determined in step 204 that the accelerator opening A (%) is larger than a predetermined threshold, for example, 0 (%), it is determined that the driver is not trying to brake, and the next step 122 is performed. move on.

  On the other hand, if it is determined in step 204 that the accelerator opening A (%) is not larger than a predetermined threshold, for example, 0 (%), it is determined that the driver is about to apply the brake, and braking control is performed. Since there is no need to do this, the process returns to step 100.

According to the driving support device 11 of the present embodiment, the time t _{3 obtained} by adding the recognition time to the sum of the idle running time and the braking time t ₂ in consideration of the recognition time determined by the driver attribute is calculated from the current position. If it is greater than the arrival time t ₁ until reaching the place to stop and the driver determines not to brake, decelerate the vehicle to stop at the position where the vehicle should stop, or Since the vehicle is decelerated at the maximum speed α, this driver attribute is assumed to be an elderly person, and the results of experiments by the inventors of this application are used to recognize the switching of the environment when the driver is an elderly person. When the time within a predetermined range centered on 1 second, which is the required time, is set as the recognition time, the elderly driver stops at the position of the stop without noticing the place to stop. Do not come, it is possible to avoid a situation where.

[Third Embodiment]
Next, a driving assistance apparatus according to a third embodiment of the present invention will be described. In addition, about the structure similar to 1st Embodiment, and the same process, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  In the present embodiment, the difference from the first embodiment is that the driving support device 15 in the present embodiment has a brake for decelerating the vehicle via the brake control device 20, as shown in FIG. A brake switch 19 for detecting whether or not a brake pedal (not shown) for transmitting an instruction to the device 22 is operated by a driver is provided, and this brake switch 19 is connected to the I / O port 12e, It is a point which performs the driving assistance process shown in FIG. The brake switch 19 detects that the brake pedal is depressed when the brake pedal is operated by the driver (for example, when the brake pedal is depressed by the driver). An ON state detection signal indicating that the driver is operating is output. The brake switch 19 detects that the brake pedal is not depressed when the brake pedal is not operated by the driver (for example, when the brake pedal is not depressed by the driver). An OFF state detection signal indicating that the driver is not operating is output. In the present embodiment, the driving support process is executed when a switch (not shown) for turning on the power to the driving support device 15 is turned on.

  As shown in the figure, the processing from step 100 to step 120 is the same as that of the first embodiment. If an affirmative determination is made in step 120, the process proceeds to the next step 300.

  In step 300, a detection signal is captured from the brake switch 19.

  In the next step 302, it is determined whether or not the brake pedal is operated by the driver by detecting whether or not the brake pedal is operated by the driver from the detection signal acquired in step 300. When the captured detection signal is in the ON state, it can be determined that the brake pedal is operated by the driver. On the other hand, when the captured detection signal is in the OFF state, the brake pedal is operated by the driver. It can be determined that it is not.

  If it is detected (determined) in step 302 that the brake pedal has not been operated by the driver, it is determined that the driver is not applying the brake, and the process proceeds to the next step 122.

  On the other hand, if it is detected (determined) in step 302 that the brake pedal is operated by the driver, it is determined that the driver is about to apply the brake, and the process returns to step 100. As a result, when the driver determines that the brake is about to be applied, unnecessary deceleration control is not required.

A drive assistance device 15 of the present embodiment, in consideration of the cognitive time determined by the driver attributes, cognitive time, empty run time and braking time t ₂ of time t ₃ when added to the sum, from the current position If it is greater than the arrival time t ₁ until reaching the place to stop and the driver determines not to brake, decelerate the vehicle to stop at the position where the vehicle should stop, or Since the vehicle is decelerated at the maximum speed α, this driver attribute is assumed to be an elderly person, and the results of experiments by the inventors of this application are used to recognize the switching of the environment when the driver is an elderly person. When the time within a predetermined range centered on 1 second, which is the required time, is set as the recognition time, the elderly driver stops at the position of the stop without noticing the place to stop. Do not come, it is possible to avoid a situation where.

It is a figure which shows the driving assistance device which concerns on 1st Embodiment. It is a schematic diagram of the elderly person determination flag according to the first embodiment. It is a figure which shows the traffic accident situation according to accident type. It is a figure which shows the death rate accident rate composition rate according to the law violation according to age group of a motor vehicle driver. It is a figure which shows the ratio and cause of signal ignorance. It is a figure which shows experimental scenery. It is a figure which shows a front display, a left display, and the positional relationship (arrangement | positioning) of a test subject. It is a figure for demonstrating the flow of the image | video displayed on each screen in each experiment, and a test subject's task. It is a figure for demonstrating the blinking sequence of the black rhombus of the center of a front image. Among the independent variables A to C in the main experiment 1, two independent variables B (the presence or absence of the left motorcycle regarding the discovery task of the left motorcycle), the independent variable C (after the rhombus on the front screen disappears from the screen) It is a figure which shows the result totaled according to every age group according to the time until a stop line overlaps with a bonnet. It is a schematic diagram for demonstrating "time interval", "margin time", and "stop time delay". It is a scatter diagram which plotted data when a subject is an elderly person. It is a scatter diagram which plotted data when a subject is a young person. It is a figure for demonstrating the driving assistance process in 1st Embodiment. It is a figure which shows the driving assistance device which concerns on 2nd Embodiment. It is a figure for demonstrating the driving assistance process in 2nd Embodiment. It is a figure which shows the driving assistance device which concerns on 3rd Embodiment. It is a figure for demonstrating the driving assistance process in 3rd Embodiment.

Explanation of symbols

10 Driving support device 12 Computer 12b HDD
12c CPU
14 GPS receiver 16 Vehicle speed sensor 18 Speaker 20 Brake control device 22 Brake device

Claims (8)

Current position acquisition means for acquiring current position information indicating the current position of the vehicle;
Storage means for storing map data including stop position information indicating the position of the place where the vehicle should stop;
Vehicle speed detection means for detecting the vehicle speed;
Based on the current position information, the stop position information, and the vehicle speed, arrival time estimation means for estimating an arrival time until the vehicle reaches the place to be stopped from the current position at the vehicle speed,
Braking time estimating means for estimating a braking time required from when the vehicle starts to decelerate until it stops;
The time from when the driver indicates that the place where the driver should stop until the driver recognizes that the place indicated by the information is the position where the driver should stop, and is the time determined by the attribute of the driver When the sum of the time, the idling time that is the time until the driver starts the deceleration after the driver recognizes that it is the position to stop, and the braking time is greater than the arrival time Control means for assisting driving of the driver by performing deceleration control of the vehicle so that the vehicle stops at the position to be stopped;
A driving support device including Current position acquisition means for acquiring current position information indicating the current position of the vehicle;
Storage means for storing map data including stop position information indicating the position of the place where the vehicle should stop;
Vehicle speed detection means for detecting the vehicle speed;
An arrival time estimating means for estimating an arrival time from the current position to the place where the vehicle should stop based on the current position information, the stop position information, and the vehicle speed; ,
Braking time estimating means for estimating a braking time required from when the vehicle starts to decelerate until it stops;
The time from when the driver indicates that the place where the driver should stop until the driver recognizes that the place indicated by the information is the position where the driver should stop, and is the time determined by the attribute of the driver When the sum of the time, the idling time that is the time until the driver starts the deceleration after the driver recognizes that it is the position to stop, and the braking time is greater than the arrival time Control means for assisting driving of the driver by performing deceleration control for decelerating the vehicle at a maximum deceleration and stopping the vehicle;
A driving support device including Current position acquisition means for acquiring current position information indicating the current position of the vehicle;
Storage means for storing map data including stop position information indicating the position of the place where the vehicle should stop;
Vehicle speed detection means for detecting the vehicle speed;
An arrival time estimating means for estimating an arrival time from the current position to the place where the vehicle should stop based on the current position information, the stop position information, and the vehicle speed; ,
Braking time estimating means for estimating a braking time required from when the vehicle starts to decelerate until it stops;
The time from when the driver indicates that the place where the driver should stop until the driver recognizes that the place indicated by the information is the position where the driver should stop, and is the time determined by the attribute of the driver The sum of the time, the idle time that is the time from when the driver recognizes the position to be stopped until the driver starts the deceleration, and the braking time is greater than the arrival time, and the accelerator The accelerator opening detected by the accelerator opening detecting means for detecting the opening is greater than a predetermined value, or a brake pedal for transmitting an instruction to a brake device for decelerating the vehicle is operated by the driver. The brake pedal operation detecting means for detecting whether or not the brake pedal is not operated by the driver is detected. The, by performing deceleration control in which the vehicle is to decelerate the vehicle to stop at a position to be the stop, and control means for assisting the operation of the driver when,
A driving support device including Current position acquisition means for acquiring current position information indicating the current position of the vehicle;
Storage means for storing map data including stop position information indicating the position of the place where the vehicle should stop;
Vehicle speed detection means for detecting the vehicle speed;
An arrival time estimating means for estimating an arrival time from the current position to the place where the vehicle should stop based on the current position information, the stop position information, and the vehicle speed; ,
Braking time estimating means for estimating a braking time required from when the vehicle starts to decelerate until it stops;
The time from when the driver indicates that the place where the driver should stop until the driver recognizes that the place indicated by the information is the position where the driver should stop, and is the time determined by the attribute of the driver The sum of the time, the idle time that is the time from when the driver recognizes the position to be stopped until the driver starts the deceleration, and the braking time is greater than the arrival time, and the accelerator The accelerator opening detected by the accelerator opening detecting means for detecting the opening is greater than a predetermined value, or a brake pedal for transmitting an instruction to a brake device for decelerating the vehicle is operated by the driver. The brake pedal operation detecting means for detecting whether or not the brake pedal is not operated by the driver is detected. In this case, by performing the deceleration control to stop the vehicle the vehicle is decelerated at the maximum deceleration, and control means for supporting the operation of the driver,
A driving support device including The attribute of the driver is information indicating that the driver is an elderly person,
The driving support device according to any one of claims 1 to 4, wherein the recognition time is a time within a predetermined range centered on 1 second.   The driving support device according to claim 5, wherein the time within the predetermined range is a time from 0.7 seconds to 1.3 seconds.   The driving support device according to any one of claims 1 to 6, wherein the place to be stopped is a temporary stop line. Computer
The program for functioning as the said arrival time estimation means, the said braking time estimation means, and the said control means in the driving assistance device of any one of Claims 1-7.

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