JP2010066827A - Driving support system, driving support device and driving support method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To urge a driver to pay attention even in an unknown danger spot, and to suppress excess of attention notification to reduce trouble of the driver. <P>SOLUTION: A vehicle 1a or a vehicle 1b receives a traffic accident history from a traffic accident management center server 200 through an antenna 17a. The vehicle 1a acquires at least one of a present driving situation and travel state, and information of peripheral environment, decides whether or not a present one's own vehicle position or a spot wherein a travel scheduled route is present is the danger spot wherein a traffic accident is easy to occur based on the acquired traffic accident history, performs danger notification to the driver and automatically interposes in travel control of the vehicle 1a to secure safety as the need arises, when it is decided that it is the danger spot. Thus, accident prediction is performed from similarity with a past traffic accident case, the driving situation, the travel state and the peripheral environment to prevent the occurrence of the traffic accident. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving support system, a driving support device, and a driving support method for notifying a driver of a dangerous point that requires attention to driving operation.

  2. Description of the Related Art Conventionally, there is a driving support device that warns or warns a driver when a situation in which a traffic accident may occur during traveling of a vehicle. For example, there has been proposed a traffic safety support device that monitors a traveling state of a vehicle in the vicinity of a temporary stop line and warns a corresponding vehicle driver when it is determined that the vehicle cannot be stopped safely.

  In addition, based on the map information acquired from the car navigation device, driving support for vehicles that controls the driving of vehicles so that safe driving is performed in accordance with traffic regulations at points on roadways that require attention on driving such as refraction roads. A device was proposed.

  Also, by using an obstacle recognition device and a biological reaction acquisition device, record a point where the biological reaction indicating that the driver is not recognizing even though the vehicle is approaching the obstacle is normal. In addition, there has been proposed a vehicle driving support device that alerts the driver when the vehicle passes through a corresponding point.

  In addition, when there is a pre-recorded accident occurrence point on the set route when setting the route, the driver will be notified of the accident occurrence point and be careful when passing through the corresponding accident occurrence point. Techniques for encouraging car navigation devices have been disclosed.

Japanese Patent Laid-Open No. 2001-67596 JP-A-8-335298 JP 2007-65997 A JP 2006-329713 A

  However, in the above prior art, a point that requires attention for driving a vehicle or a point where accidents frequently occur is specified, so a point that is not recorded in advance even though the road condition is the same is an unknown dangerous point. The driver could not be alerted to the driving operation.

  In addition, the above-described prior art calls the driver to be aware of driving operations based solely on the determination of whether or not the driving state of the vehicle complies with traffic rules. It was annoying.

  Therefore, the driving support system, the driving support device, and the driving support method of the present invention are made to solve the above problems (problems), and call attention to the driver even in an unknown danger point. An object of the present invention is to reduce the annoyance of the driver by suppressing excessive warning notification.

  In order to solve the above-described problems and achieve the object, the driving support system, the driving support device, and the driving support method of the present invention are at least one of a driving situation of the vehicle, a driving state of the vehicle, and a surrounding environment of the vehicle. To determine whether the vehicle is located at the dangerous point by calculating the similarity between the acquired vehicle situation and the vehicle situation at the time of the traffic accident included in the traffic accident history This is a requirement.

  According to the driving support system, the driving support device, and the driving support method of the present invention, even an unknown dangerous point is determined as a dangerous point based on the similarity with the past accident history, and the driver is alerted. This makes it possible to reduce the annoyance of the driver by suppressing an excessive amount of caution notification, and further to suppress a traffic accident.

  Exemplary embodiments according to a driving support system, a driving support device, and a driving support method will be described below in detail with reference to the accompanying drawings. In the following example of the embodiment, a technique using road-to-vehicle communication (DSRC (Dedicated Short Range Communication) method or optical beacon method) as a method for the vehicle to receive the traffic accident history in the driving support system will be described. However, it is not limited to a communication method using a radio frequency such as road-to-vehicle communication.

  For example, data may be received by wired communication when the vehicle is stopped. Further, data received by wired communication may be stored in a storage medium, and the data may be received by using data stored in the storage medium.

  First, the outline | summary of the driving assistance system which concerns on an example of 1st embodiment is demonstrated. FIG. 1 is a block diagram illustrating an overview of a driving support system according to an example of the first embodiment. As shown in the figure, the traffic accident management center server 200 included in the driving support system S includes a server-side traffic accident history management unit 201 that manages a server-side traffic accident history management table 201, and a server-side traffic accident history management table. A traffic accident history transmission unit 202 that transmits the traffic accident history stored in 201 to the vehicle 1a and an antenna 202a are provided. The traffic accident history is information including, for example, a traffic accident occurrence point, an accident occurrence date and time, an accident content, a driving situation of the vehicle 1a at the time of the accident, a traveling state, and a surrounding environment. In the server-side traffic accident history management table 201, the latest traffic accident history is always added and updated.

  The above-described driving situation represents the situation of the driver during driving of the vehicle 1a (for example, the presence or absence of side-view driving, the sweating condition of the hand holding the steering wheel, etc.). The traveling state represents a traveling state (vehicle speed, steering angle of the steering wheel, etc.) when the vehicle 1a is traveling. The surrounding environment represents the situation around the vehicle 1a (such as the topography of the road on which the vehicle is running, the traffic jam situation, the weather situation, etc.). Hereinafter, the driving situation, the running state, and the surrounding environment are collectively referred to as “vehicle situation”.

  The vehicle 1a receives the traffic accident history from the traffic accident management center server 200 via the antenna 17a. The vehicle 1a obtains information on the current driving situation, traveling state, and surrounding environment, and determines whether or not the current vehicle position is a danger point where a traffic accident is likely to occur based on the received traffic accident history. If it is determined that the point is a dangerous point, the driver is informed of the danger and automatically intervenes in the travel control of the vehicle 1a to ensure safety as necessary.

  According to the driving support system S described above, the occurrence of a traffic accident can be predicted by predicting a dangerous point where the possibility of an accident is high based on past traffic accident examples, driving conditions, driving conditions, and similarities with the surrounding environment. Can be prevented.

  Next, the server-side traffic accident history management table 201 managed by the server-side traffic accident history management unit 201 of the traffic accident management center server 200 will be described. FIG. 2 is a diagram illustrating an example of a traffic accident history management table.

  As shown in FIG. 2, the server-side traffic accident history management table 201 includes, for each traffic accident, longitude information and latitude information (GPS (Global Positioning System) information) as accident location information, accident occurrence date and time, The accident contents, point information, vehicle type, and vehicle status at the time of the accident are stored.

  Here, the accident content represents a type of traffic accident such as an on-vehicle collision, an interpersonal collision, a train collision, or a self-injury accident. The point information indicates point information on a road that identifies a traffic accident occurrence point. For example, the temporary stop, intersection, railroad crossing, sharp curve (for example, R (curvature radius) = 100), etc. are the point information.

  The vehicle type indicates the type of the vehicle that caused the traffic accident, and is, for example, a normal passenger car, a commercial truck, or the like. The vehicle status indicates the driving status of the accident vehicle, the driving status, and the surrounding environment at the time of the accident. For example, presence / absence of side-by-side driving (the driving status), vehicle speed, steering angle (wheel turning angle), accelerator operation amount The amount of brake operation (above, running state), the weather at the time of the accident (above, surrounding environment), etc.

  For example, in FIG. The accident history registered in line 1 has a GPS position of “longitude 34 ° 41′N, latitude 135 ° 12′E” and an accident occurrence date “2008/6/25 17:00” The accident content is “car collision”, the point information is “pause” point, the vehicle type is “normal passenger car”, the weather is “clear”, and the vehicle speed is “20 km / h”, The rudder angle is 15 ° to the left, and accidental information indicates that the side driving is “none”.

  Next, the structure of the driving assistance apparatus which concerns on an example of 1st embodiment is demonstrated. FIG. 3 is a functional block diagram illustrating a configuration of the driving support apparatus according to an example of the first embodiment. As shown in the figure, the driving support device 10a is connected to the travel control device 40 via the in-vehicle network 100 in the vehicle 1a.

  The traveling control device 40 is a device that controls various devices related to the traveling of the vehicle 1a, and detects the vehicle speed of the engine 1 that controls the engine, the brake control device 42 that controls the brake, and the vehicle 1a. A vehicle speed sensor 43 that detects an accelerator operation amount, an accelerator operation amount sensor 44 that detects an accelerator operation amount, a brake operation amount sensor 45 that detects a brake operation amount, and a steering device operation amount sensor 46 that detects a steering amount are connected.

  The driving support device 10a includes a traffic accident history acquisition unit 11, a traffic accident history management unit 11a that manages the traffic accident history management table 11a1, a vehicle situation acquisition unit 12, a dangerous point determination unit 13, and a dangerous point determination score storage. Unit 13 a, danger point notification unit 14, danger avoidance control instruction unit 15, in-vehicle network interface unit 16, wireless communication interface unit 17, output interface unit 18, and external device interface unit 19.

  The driving assistance device 10 a is connected to the car navigation device 30 via the external device interface unit 19. The car navigation device 30 includes a host vehicle position acquisition unit 30a such as a GPS system, and a map information DB (Data Base) 30b including road terrain information.

  In addition, the driving support device 10 a is connected to the weather information acquisition device 31 via the external device interface unit 19. The meteorological information acquisition device 31 may be, for example, a device that detects the outside temperature, illuminance, rainfall, and the like installed in the vehicle 1a, or may be a device that acquires meteorological information at the current position by wireless communication. Good.

  The driving support device 10a is connected to a display device 20 having a display screen 20a via the output interface unit 18. Further, a speaker 21 that outputs voice and sound is connected via the output interface unit 18.

  In addition, the driving support device 10 a is connected to the armpit driving monitoring device 32 via the external device interface unit 19. The armpit driving monitoring device 32 monitors the direction in which the driver's face faces, detects the angle of the face with respect to the traveling direction of the vehicle 1a (hereinafter referred to as the face angle), and transmits the information to the driving support device 10a.

  The traffic accident history acquisition unit 11 receives the accident history from the traffic accident management center server 200 via the antenna 17a and the wireless communication interface unit 17. Then, the traffic accident history acquisition unit 11 stores the received accident history in the traffic accident history management table 11a1 of the traffic accident history management unit 11a.

  The table image of the traffic accident history management table 11a1 is the same as the accident history management table 201a of the traffic accident management center server 200 as illustrated in FIG. In addition, it is good also as receiving and storing only the accident history within the predetermined radius centering on the position of the vehicle 1a on the restrictions of the memory resource of the traffic accident history management part 11a.

  The vehicle status acquisition unit 12 acquires the driver's face angle from the armpit driving monitoring device 32 as the driving status. In addition, the vehicle status acquisition unit 12 includes a vehicle type acquired from the travel control device 40, a vehicle speed acquired from the vehicle speed sensor 43 via the travel control device 40, and an accelerator acquired from the accelerator operation amount sensor 44 as the travel state. The operation amount, the brake operation amount acquired from the brake operation amount sensor 45, the steering angle acquired from the steering device operation amount sensor 46, and the like are acquired.

  Further, the vehicle status acquisition unit 12 includes, as the surrounding environment, the vehicle position acquired from the vehicle position acquisition unit 30a, road landform information (including point information and immediately preceding point information) acquired from the map information DB 30b, weather information The current time is acquired from the weather information acquired from the acquisition device 31 and the system clock (or the vehicle position acquisition unit 30a) of the driving support device 10a itself.

  The danger point determination unit 13 determines the coincidence between the vehicle status acquired by the vehicle status acquisition unit 12 and each item of the accident history stored in the traffic accident history management table 11a1.

  For example, the dangerous point determination unit 13 matches, for all accident histories stored in the traffic accident history management table 11a1, a match between the vehicle position and the GPS position, a match between the current time and the accident occurrence date, weather information and the weather. Match is determined for each item included in the accident history, such as match of vehicle speed, vehicle speed and vehicle speed, rudder angle, and side-by-side presence / absence. Then, the risk point similarity scores illustrated in FIG. 5 are totalized for all the matching items for each row of the traffic accident history management table 11a1. For example, if the total is “50” or more, the vehicle position is determined to be a dangerous point.

  In FIG. 5, for example, if the GPS positions coincide with each other with an error within a predetermined range, “50” is assigned as the risk point similarity score, and the time of the accident occurrence date is, for example, a difference within 1 hour before and after. In this case, “15” is assigned as a match, “20” is assigned if the point information matches, and “15” is assigned if the vehicle types match. Further, the vehicle speed is regarded as a match when, for example, the difference between the vehicle speed and the vehicle speed at the time of the accident is ± 10 km / h, and the excess rate (percentage) of the regulated vehicle speed of the corresponding roadway acquired from the map information DB 30b or the like A value obtained by doubling the value is assigned as the risk point similarity score. Further, if the presence or absence of the side-by-side matches, “20” is assigned as the dangerous point similarity score. In this way, the assigned dangerous spot similarity scores are summed for each row of the traffic accident history management table 11a1. For example, if the total is “50” or more, the vehicle position is determined to be a dangerous point.

  The danger point notification unit 14 performs danger notification when the vehicle 1a is about to enter a danger point where the possibility of a traffic accident is high due to the danger point determination unit 13. The table form of the danger notification is as illustrated in FIGS. 8-1 and FIG. 8-2. The danger point notification unit 14 generates accurate advice to be notified to the driver in consideration of the location information of the vehicle position, weather information, and the vehicle state, and controls display on the display screen 20a. Or it is good also as sound output from the speaker 21 the exact advice notified to a driver | operator.

  The danger avoidance control instruction unit 15 considers the location information of the vehicle position, weather information, and the vehicle state, and if necessary, with respect to the engine control device 41, the brake control device 42, etc. via the travel control device 40. Instruct the appropriate risk avoidance control. For example, when the vehicle 1a exceeds the traffic regulation vehicle speed and is about to enter the danger point, the danger avoidance control instruction unit 15 stops the fuel injection to the engine control device 41 and activates the engine brake and / or A mechanical brake is operated to the brake control device 42. In this way, foreseeable traffic accidents are automatically avoided.

  Next, the accident history reception process will be described. FIG. 6 is a flowchart showing an accident history reception process procedure. The accident history receiving process is periodically executed until the vehicle 1a is turned off after the ignition is turned on. However, the present invention is not limited to this, and may be executed only once when the ignition of the vehicle 1a is turned on, executed according to the moving distance of the vehicle, or executed when entering a specific area. .

  As shown in FIG. 6, the traffic accident history acquisition unit 11 determines whether an accident history is received from the traffic accident management center server 200 (step S101). If it is determined that the accident history has been received (Yes at Step S101), the process proceeds to Step S102. If it is not determined that the accident history has been received (No at Step S101), Step S101 is repeated.

  Subsequently, the traffic accident history acquisition unit 11 determines whether or not the accident history received this time is different from the accident history accumulated so far (step S102). If it is determined that the accident history received this time has a difference from the accident history accumulated so far (Yes in step S102), the process proceeds to step S103, and the accident history received this time has a difference from the accident history accumulated so far. Is not determined (No at step S102), the process proceeds to step S101.

  In step S103, the traffic accident history acquisition unit 11 updates the accident history of the traffic accident history management table 11a1 by difference. Subsequently, the traffic accident history acquisition unit 11 determines whether or not the ignition is off (step S104). When it is determined that the ignition is off (Yes at Step S104), the accident history reception process ends. When it is not determined that the ignition is off (No at Step S104), the process proceeds to Step S101.

  Next, the dangerous point determination process will be described. FIG. 7 is a flowchart showing a danger point determination processing procedure. As shown in the figure, first, the vehicle status acquisition unit 12 acquires the host vehicle position, the vehicle status, and the surrounding status (step S121). Subsequently, the dangerous point determination unit 13 calculates a dangerous point similarity score (total) of the vehicle position, the vehicle state, and the surrounding situation for each entry of the acquired accident history in the traffic accident history management table 11a1 (step S122).

  Subsequently, the dangerous point determination unit 13 determines whether or not the maximum dangerous point similarity score (total) is, for example, “50” or more. When it is determined that the maximum risk point similarity score (total) is “50” or more (Yes at step S123), the process proceeds to step S124, and the maximum risk point similarity score (total) is “50” or more. Is not determined (No at step S123), the dangerous point determination process ends.

  Subsequently, the dangerous spot notifying unit 14 extracts matching items of entries in the traffic accident history management table 11a1 in which it is determined that the maximum dangerous spot similarity score (total) is “50” or more (step S124). Subsequently, the dangerous spot notification unit 14 generates an alarm (notification message) based on the matching item extracted in step S124 and notifies the driver (step S125). For example, if the vehicle position ahead point and the accident history point information match with “pause”, the weather information and the accident history weather match with “rain”, and the vehicle speed exceeds the traffic regulation, Alert the driver as shown in 8-1 to call attention.

  Alternatively, if the vehicle location ahead point and the point information match with “pause” and the presence / absence of side-view matches “Yes”, notify the driver with an alarm as shown in FIG. Prompt. In addition, when the side view is “Yes”, notification by voice is more effective.

  Subsequently, the danger avoidance control instruction unit 15 determines whether or not the danger avoidance automatic control is performed (step S126). For example, when the vehicle speed and the vehicle speed of the accident history coincide with each other, the engine control device 41 is instructed to stop fuel injection, and the brake control device 42 is automatically controlled by the brake by hydraulic operation. When it is determined that the risk avoidance automatic control is to be performed (Yes at Step S126), the process proceeds to Step S127, and the travel control unit 40 is instructed to perform control for risk avoidance. On the other hand, when it is not determined that the risk avoidance automatic control is performed (No in step S126), the danger point determination process ends.

  According to the example of the first embodiment described above, a point and / or situation similar to the point and / or situation where the accident occurred is detected based on the past accident history, and the vehicle 1a enters the detected danger point. The driver is informed that the probability of an accident is high, and depending on the situation, the vehicle 1a is automatically controlled to avoid the occurrence of the accident. it can. In addition, since the alarm is issued only when entering the danger point where the probability of occurrence of an accident is truly high by the score calculation, it is possible to suppress excessive attention notification and reduce the driver's troublesomeness.

  Next, a driving support device according to an example of the second embodiment will be described. Note that the driving support apparatus according to the example of the second embodiment records a driving situation, a driving state, a surrounding environment, and the like when the driver performs the danger avoidance operation driving as a history, and the situation is similar with reference to the history. This is a device that calls a driver's attention by determining a point to be a dangerous point. In other words, the vehicle situation when the driver performs the danger avoidance operation driving is recorded as a history, and when the same vehicle situation is reached, the driver is notified that the point where the vehicle is located is high risk. Do. The description of the example of the second embodiment will be made only on the differences from the example of the first embodiment. In the example of the second embodiment, the traveling state includes the vehicle position acquired by the vehicle position acquisition unit 30a.

  First, the structure of the driving assistance apparatus which concerns on an example of 2nd embodiment is demonstrated. FIG. 9 is a functional block diagram illustrating a configuration of the driving support apparatus according to an example of the second embodiment. As shown in the figure, in the vehicle 1b, the driving assistance device 10b according to the example of the second embodiment is replaced with the vehicle accident history acquisition unit 11 of the driving assistance device 10a according to the example of the first embodiment. A recording unit 22 is included.

  The driving support device 10b includes a danger avoidance driving operation history management unit 22a and a vehicle situation history table 22a1 instead of the traffic accident history management unit 11a and the traffic accident history management table 11a1. Moreover, it has the input interface 23 to which the input part 23a is connected instead of the wireless communication interface part 17.

  The driving support device 10 b is connected to the handle gripping sweat amount measuring device 33 via the external device interface unit 19. The handle gripping sweat amount measuring device 33 is a device for measuring the sweating degree of the palm of the driver holding the handle, and has a sensor for measuring the sweat amount attached to the handle.

  The vehicle status history recording unit 22 measures the driver's face angle and the amount of sweat perceived by the driver from the armpit driving monitoring device 32 as a driving situation triggered by a risk-avoidance driving operation such as sudden braking or sudden steering. The amount of sweating of the palm of the driver is acquired from the device 33. In addition, the vehicle status history recording unit 22 includes, as a traveling state, a vehicle type acquired from the travel control device 40, a vehicle speed acquired from the vehicle speed sensor 43, an accelerator operation amount acquired from the accelerator operation amount sensor 44, and a brake operation amount. The brake operation amount acquired from the sensor 45, the steering angle acquired from the steering device operation amount sensor 46, and the like are acquired.

  In addition, the vehicle status history recording unit 22 includes, as the surrounding environment, the vehicle position acquired from the vehicle position acquisition unit 30a, road terrain information (including point information and immediately preceding point information) acquired from the map information DB 30b, weather The current time is acquired from the weather information acquired from the information acquisition device 31 and the system clock (or the vehicle position acquisition unit 30a) of the driving support device 10a itself.

  The vehicle status history recording unit 22 stores the vehicle status acquired in response to the danger avoidance driving operation in the vehicle status history table 22a1. Here, as a criterion for determining that a dangerous avoidance driving operation such as a sudden brake or a sudden handle has been performed, for example, an ABS operation by a sudden brake, a brake assist device operation, ESC (Electronic Stability Control, skid prevention mechanism) Alternatively, the ESP (Electronic Stability Program, skid prevention mechanism, registered trademark) may be activated, or the yaw rate detected by the acceleration sensor may be a predetermined value or more. As illustrated in FIG. 10, the vehicle situation history table 22a1 is basically the same table configuration as the traffic accident history management table 11a1, but stores risk-avoidance driving operation content instead of the accident content item, The perspiration amount acquired from the handle gripping perspiration amount measuring device 33 is stored.

  The danger point determination unit 13 determines the coincidence between the current vehicle state acquired by the vehicle state acquisition unit 12 and each item of the vehicle state history stored in the vehicle state history table 22a1 so far. To do. The determination method of coincidence is the same as that in the first embodiment. Although not shown, for example, “5” is stored in the risk point determination score storage unit 13a as a risk point similarity score of sweating amount.

  Next, the danger avoidance driving operation history recording process will be described. FIG. 11 is a flowchart showing a danger avoidance driving operation history recording processing procedure. The danger avoidance driving operation history recording process is periodically executed after the ignition of the vehicle 1b is turned on.

  As shown in FIG. 11, the vehicle situation history recording unit 22 performs the risk avoidance driving operation that satisfies the criterion for determining whether or not the risk avoidance driving operation has been performed, that is, the above-described risk avoidance driving operation has been performed. It is determined whether it has been received (step S201). When it is determined that the risk avoidance driving operation is performed (Yes at Step S201), the process proceeds to Step S202, and when it is not determined that the risk avoidance driving operation is performed (No at Step S201), the risk avoidance driving operation history recording process is performed. finish.

  Next, the vehicle status history recording unit 22 indicates that the driver has caused the own vehicle to the input unit 23a, assuming that the driver has performed a risk avoidance driving operation in order to avoid a dangerous state caused by the own vehicle. It is determined whether information has been input (step S201). When the information indicating that the own vehicle is the cause is input to the input unit 23a (Yes at Step S202), the process proceeds to Step S203, and when the information indicating that the own vehicle is the cause is not input to the input unit 23a (Step S202). (No in S202), the danger avoidance driving operation history recording process ends.

  Subsequently, the vehicle situation history recording unit 22 acquires the current vehicle situation (step S203). Subsequently, the vehicle situation history recording unit 22 stores the vehicle situation acquired in step S203 in the vehicle situation history table 22a1 (step S204). When this process ends, the danger avoidance driving operation history recording process ends.

  In addition, according to the above, when the information indicating that the own vehicle is the cause is input to the input unit 23a by the process of step S201, the vehicle situation history recording unit 22 records the danger avoidance driving operation history. Thus, accidental risk avoidance driving operations caused by other than the own vehicle can be excluded from the history, and the accuracy of the risk avoidance driving operation history can be improved.

  Further, the risk avoidance driving operation history may be recorded regardless of the own vehicle or other than the own vehicle when the risk avoidance driving operation is performed without performing the determination in step S202. In this way, the driver is alerted at a point where danger is likely to occur due to factors other than the host vehicle, and the surrounding environment (peripheral pedestrians, surrounding vehicles, objects located nearby (for example, utility poles, guardrails, or signs) It can be expected to promote alertness to pillars etc. and suppress the occurrence of traffic accidents.

  FIG. 12 is a flowchart showing a dangerous point determination processing procedure executed by the driving support device 10b. Steps S211, S213 to S217 are the same processes as the dangerous spot determination process executed by the driving support device 10a. Only step S212 calculates the risk point similarity score (total) of the vehicle position, the vehicle state, and the surrounding situation for each piece of risk avoidance driving operation history information in the vehicle situation history table 22a1 instead of the traffic accident history management table 11a1. Is different from step S122.

  According to an example of the second embodiment described above, a point and / or situation where a dangerous situation has occurred based on past risk avoidance driving operations is recorded as a history, and the vehicle 1a is located at a similar point and / or situation point. When the vehicle enters, the driver is informed that the probability of an accident is high, and depending on the situation, the vehicle 1b is automatically controlled to avoid the accident. The effect which suppresses generation | occurrence | production of can be expected. In addition, since the alarm is issued only when entering the true danger point by calculating the score, it is possible to suppress excessive attention notification and reduce the driver's troublesomeness.

  According to an example of the above embodiment, it is possible to extract an unknown danger point where the risk of a traffic accident is high but the danger is not recognized. In addition, the possibility of safe driving can be improved by taking advantage of the dangers encountered in the past.

  Although an example of the embodiment of the present invention has been described above, the present invention is not limited to this, and can be implemented in various different embodiments within the scope of the technical idea described in the claims. It may be. Moreover, the effect described in an example of embodiment is not limited to this.

  For example, when a route is set in the car navigation device 30, the GPS position, accident (dangerous situation) occurrence date / time, point information, vehicle type of the host vehicle stored in the traffic accident history management table 11a1 or the vehicle situation history table 22a1 , Referring to the weather, etc., the GPS positions (the vehicle position acquired by the vehicle position acquisition unit 30a) match (in addition, the time zone of the accident (dangerous situation) occurrence date and time (for example, the time zone in units of one hour) ), The point information, the vehicle type of the host vehicle, and the weather may match.) When a point exists on the set route, a route that avoids the point may be set.

  Further, when route guidance is performed in the car navigation device 30, the GPS position, accident (dangerous situation) occurrence date, point information, and vehicle type of the host vehicle stored in the traffic accident history management table 11a1 or the vehicle situation history table 22a1. Referring to the weather etc., the GPS positions (the vehicle position acquired by the vehicle position acquisition unit 30a) match (in addition, the time zone of the accident (dangerous situation) occurrence date and time (for example, the time zone in units of 1 hour) ), The point information, the vehicle type of the host vehicle, and the weather may be the same.) When a point exists on the route, the point may be extracted and notified to the driver in advance.

  As described above, the traffic accident history management table 11a1 or the vehicle situation history table 22a1 is, for example, a dangerous point in the car navigation device 30 (a point where a traffic accident has occurred in the past or a point where a driver has caused a risk in the past). It is possible to perform an appropriate route setting or route guide in consideration of the above.

  An example of the above embodiment includes the following. Specifically, the driving assistance device 10a or 10b included in the driving assistance system S disclosed in the example of the above embodiment is configured such that the vehicle 1a is determined when the dangerous point determination unit 13 determines that the vehicle is located at the dangerous point. Or it has the danger point alerting | reporting part 14 which alert | reports that 1b is located in the danger spot which needs attention.

  In addition, the driving support device 10a or 10b included in the driving support system S disclosed in the example of the embodiment described above is used when the traffic accident occurrence included in the vehicle status of the vehicle 1a or 1b and the traffic accident history is performed by the dangerous point determination unit 12. When it is determined that the similarity with the vehicle situation is equal to or greater than a predetermined value, danger is avoided by automatically controlling the driving device (engine control device 41) or braking device (brake control device 42) of the vehicle 1a or 1b. A risk avoidance control instruction unit 15 that outputs a risk avoidance control instruction to the travel control device 40 of the vehicle 1a or 1b is provided.

  The traffic accident history management center server 200 disclosed in the example of the embodiment is managed by a server-side server-side traffic accident history management unit 201 that manages a traffic accident history and a server-side server-side traffic accident history management unit 201. A traffic accident history transmission unit 202 that transmits the traffic accident history to the vehicle 1a or 1b.

  In addition, when the route setting is performed in the car navigation device 30, the dangerous point determination unit 13 includes the traffic accident history or the vehicle status history stored in the traffic accident history management table 11a1 or the vehicle status history table 22a1, and the car navigation device. By calculating the similarity to each point on the route set by 30, it is determined whether or not there is a dangerous point on the route on which the vehicle is scheduled to travel. The car navigation device 30 performs route setting that avoids the dangerous point determined by the dangerous point determination unit 13.

  In addition, when the route setting is performed in the car navigation device 30, the dangerous point determination unit 13 includes the traffic accident history or the vehicle status history stored in the traffic accident history management table 11a1 or the vehicle status history table 22a1, and the car navigation device. By calculating the similarity to each point on the route set by 30, it is determined whether or not there is a dangerous point on the route on which the vehicle is scheduled to travel. The car navigation device 30 notifies the driver of the dangerous point determined by the dangerous point determination unit 13 in advance.

  In addition, among the processes described in the example of the embodiment, all or part of the processes described as being automatically performed can be manually performed, or have been described as being manually performed. All or a part of the processing can be automatically performed by a known method. In addition, the processing procedure, the control procedure, the specific name, and information including various data and parameters shown in the exemplary embodiment can be arbitrarily changed unless otherwise specified.

  Each component of each illustrated device is functionally conceptual and does not necessarily need to be physically configured as illustrated. In other words, the specific form of distribution or integration of each device is not limited to that shown in the figure, and all or a part thereof may be functionally or physically distributed or arbitrarily distributed in arbitrary units according to various loads or usage conditions. Can be integrated and configured.

  Furthermore, each or all of the processing functions performed in each device are entirely or partially a CPU (Central Processing Unit) (or a microcomputer such as an MPU (Micro Processing Unit) or MCU (Micro Controller Unit)) and It may be realized by a program that is analyzed and executed by the CPU (or a microcomputer such as MPU or MCU), or may be realized as hardware by wired logic.

It is a block diagram showing the outline of the driving support system concerning an example of a first embodiment. It is a figure which shows an example of a traffic accident history management table. It is a functional block diagram which shows the structure of the driving assistance device which concerns on an example of 1st embodiment. It is a figure which shows an example of an accident log | history management table. It is a figure which shows an example of a dangerous point similarity score. It is a flowchart which shows the accident log | history reception process procedure. It is a flowchart which shows the dangerous point determination processing procedure which concerns on an example of 1st embodiment. It is a figure which shows an example of the display mode of a danger point approach warning. It is a figure which shows an example of the display mode of a danger point approach warning. It is a functional block diagram which shows the structure of the driving assistance device which concerns on an example of 2nd embodiment. It is a figure which shows an example of a danger avoidance driving | operation history table. It is a flowchart which shows a danger avoidance driving | operation history recording process sequence. It is a flowchart which shows the dangerous point determination processing procedure which concerns on an example of 2nd embodiment.

Explanation of symbols

1a, 1b Vehicle 10a, 10b Driving support device 11 Traffic accident history acquisition unit 11a Traffic accident history management unit 11a1 Accident history management table 12 Vehicle state acquisition unit 13 Danger point determination unit 13a Danger point determination score storage unit 14 Danger point notification unit 15 Danger avoidance control instruction unit 16 In-vehicle network interface unit 17 Wireless communication interface unit 17a Antenna 18 Output interface unit 19 External device interface unit 20 Display device 20a Display screen 21 Speaker 22 Danger avoidance driving operation history recording unit 22a Danger avoidance driving operation history management unit 22a1 Hazard-avoidance driving operation history table 23 Input interface unit 23a Input unit 30 Car navigation device 30a Own vehicle position acquisition unit 30b Map information DB
31 weather information acquisition device 32 armpit driving monitoring camera 33 steering wheel grip perspiration measurement device 40 travel control device 41 engine control device 42 brake control device 43 vehicle speed sensor 44 accelerator operation amount sensor 45 brake operation amount sensor 46 steering device operation amount sensor 100 In-vehicle network 200 Traffic accident management center server 201 Traffic accident history management unit 201a Traffic accident history management table 202a Antenna 202 Wireless communication interface unit

Claims (6)

A traffic accident history management server having a server side traffic accident history management unit for managing a traffic accident history, and a traffic accident history transmission unit for transmitting the traffic accident history managed by the server side traffic accident history management unit to a vehicle; ,
In the vehicle, at least one of a traffic accident history management unit that manages the traffic accident history received from the traffic accident history management server, a driving state of the vehicle, a driving state of the vehicle, and a surrounding environment of the vehicle A vehicle status acquisition unit that acquires a vehicle status including one, and by calculating a similarity between the vehicle status acquired by the vehicle status acquisition unit and the vehicle status at the time of the traffic accident included in the traffic accident history A driving support system comprising: a driving support device including a driving point determination unit that determines whether or not the vehicle is located at a driving point. In a vehicle, a traffic accident history management unit that manages a traffic accident history acquired from a predetermined information source,
A vehicle status acquisition unit that acquires a vehicle status including at least one of the driving status of the vehicle, the driving status of the vehicle, and the surrounding environment of the vehicle;
A risk of determining whether or not the vehicle is located at a dangerous point by calculating the similarity between the vehicle status acquired by the vehicle status acquisition unit and the vehicle status at the time of the traffic accident included in the traffic accident history A driving support device comprising: a point determination unit. A vehicle status acquisition unit that acquires a vehicle status including at least one of a driving status of the vehicle, a driving status of the vehicle, and a surrounding environment of the vehicle;
When the vehicle status acquired by the vehicle status acquisition unit relates to risk avoidance, a vehicle status history management unit that records the vehicle status as a vehicle status history;
A danger point determination unit that determines whether or not the vehicle is located at a dangerous point by calculating a similarity between the vehicle state acquired by the vehicle state acquisition unit and a past vehicle state included in the vehicle state history. A driving support apparatus comprising: When the route setting is performed in the car navigation device, the dangerous point determination unit is set by the traffic accident history or the vehicle situation history managed by the traffic accident history management unit or the vehicle situation history management unit, and the car navigation device. It is determined whether there is a dangerous point on the route on which the vehicle is scheduled to travel by calculating the similarity to each point on the route that has been determined, and the vehicle is scheduled to travel with respect to the car navigation device The driving support device according to claim 2 or 3, wherein route setting is performed so as to avoid a dangerous point determined to be present on the route. In a vehicle, a traffic accident history management step for managing a traffic accident history acquired from a predetermined information source,
A vehicle status acquisition step of acquiring a vehicle status including at least one of the driving status of the vehicle, the driving status of the vehicle, and the surrounding environment of the vehicle;
A risk of determining whether or not the vehicle is located at a dangerous point by calculating the similarity between the vehicle situation acquired in the vehicle situation acquisition step and the vehicle situation at the time of the occurrence of a traffic accident included in the traffic accident history A driving support method comprising: a point determination step. A vehicle status acquisition step of acquiring a vehicle status including at least one of a driving status of the vehicle, a driving status of the vehicle, and a surrounding environment of the vehicle;
When the vehicle status acquired by the vehicle status acquisition step relates to danger avoidance, a vehicle status history management step of recording the vehicle status as a vehicle status history;
A dangerous point determination unit that determines whether or not the vehicle is located at a dangerous point by calculating a similarity between the vehicle state acquired by the vehicle state acquisition step and a past vehicle state included in the vehicle state history. A driving support method comprising: and.

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