JP2010272069A - Driving diagnosis device and driving support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving diagnosis device which can efficiently conduct careful driving diagnosis and fuel saving diagnosis, and gains the results of diagnoses which excels in accuracy, and to provide a driving support device. <P>SOLUTION: A driving support ECU (electronic control unit) 1 diagnoses the degree of a driver's careful driving in a careful driving diagnosing part 15 and also diagnoses the driver's ecological driving, in an ecological driving diagnosing part 16. The driving support ECU 1 includes a diagnosis distribution switching part 12 and adjusts the diagnosis distributions of safe driving diagnosis and ecological driving diagnosis, according to the slope of a traveling road on which a vehicle travels. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a driving diagnosis apparatus and a driving support apparatus that perform driving diagnosis of a driver who drives a vehicle and driving support using the driving diagnosis result.

  2. Description of the Related Art Conventionally, as a driving diagnosis device that performs driving diagnosis of a driver who drives a vehicle, a driving diagnosis device that performs driving diagnosis with respect to a vehicle driving situation of the driver is known (for example, see Patent Document 1). In this driving diagnosis device, as driving diagnosis, a safe driving diagnosis related to safe driving and a fuel saving diagnosis related to fuel saving driving are performed. In this driving diagnosis device, a safe driving diagnosis or a fuel saving diagnosis is performed for each driving attribute. For this reason, a fair safe driving diagnosis and a fuel saving diagnosis can be performed without being influenced by the travel location and conditions.

JP 2006-243856 A

  However, the driving diagnosis apparatus in Patent Document 1 does not particularly define conditions such as whether to perform safe driving diagnosis or fuel saving diagnosis. For this reason, for example, even in a situation suitable for safe driving diagnosis, both safe driving diagnosis and fuel saving diagnosis are performed. Therefore, there has been a problem that the diagnosis cannot be performed efficiently and the accuracy of the diagnosis result may be insufficient.

  Accordingly, an object of the present invention is to provide a driving diagnosis device and a driving device capable of performing an efficient diagnosis and performing an accurate diagnosis result when performing a safe driving diagnosis and a fuel saving diagnosis. It is to provide a support device.

  The driving diagnosis apparatus according to the present invention that has solved the above problems is a driving diagnosis apparatus that includes driving diagnosis means for performing safety confirmation diagnosis and fuel-saving driving diagnosis as driving diagnosis of a driver who drives the vehicle. A travel environment detection means for detecting, and a diagnosis ratio adjustment means for adjusting a ratio between the safety confirmation diagnosis and the fuel saving diagnosis, and the diagnosis ratio adjustment means is based on the travel environment of the vehicle detected by the travel environment detection means. The ratio between the safety confirmation diagnosis and the fuel-saving driving diagnosis is adjusted.

  The driving diagnosis apparatus according to the present invention includes a diagnosis ratio adjusting unit that adjusts a ratio between the safety confirmation diagnosis and the fuel saving diagnosis, and is based on the traveling environment of the vehicle detected by the traveling environment detecting unit. The ratio between confirmation diagnosis and fuel-saving driving diagnosis is adjusted. For this reason, it is possible to determine which of the safe driving diagnosis and the fuel saving diagnosis is suitable for the situation. Therefore, when performing the safe driving diagnosis and the fuel saving diagnosis, an efficient diagnosis can be performed and the accuracy of the diagnosis result can be improved.

  Here, the traveling environment of the vehicle may be an aspect in which the vehicle is inclined with respect to the traveling direction of the vehicle.

  The appropriateness of the safe driving diagnosis and the fuel saving diagnosis varies greatly depending on the inclination direction with respect to the traveling direction of the vehicle. For this reason, when the traveling environment of the vehicle is an inclination direction with respect to the traveling direction of the vehicle, the diagnosis result can be further improved.

  In addition, a pressure sensor for detecting the pressure applied to each of the left and right positions of the steering in the vehicle is provided, and the driving diagnosis unit is configured to diagnose the degree of safety confirmation of the driver by using the left and right load changes applied to the steering. You can also.

  Thus, by using the left and right load change applied to the steering wheel, the degree of safety of the driver can be easily and accurately diagnosed.

  Further, the driving environment of the vehicle is an external appearance degree that is the degree of visibility of the external environment in the vehicle, and the driving diagnosis means uses the external appearance degree detected by the driving environment detection means to determine the driver's safety confirmation degree. It can be set as the aspect diagnosed.

  In this way, by diagnosing the driver's safety confirmation degree using the outside world visibility degree, it is possible to perform a safe driving diagnosis that also takes into account the surrounding conditions of the vehicle. Therefore, safe driving diagnosis can be performed with higher accuracy.

  In addition, the driving support apparatus according to the present invention that has solved the above problems is at least one of the driving diagnosis apparatus, a seat position adjusting unit that adjusts a seat position of a vehicle, and a steering position adjusting unit that adjusts a steering position of the vehicle. And adjusting at least one of the seat position and the steering position by using the degree of external appearance detected by the travel environment detection means.

  In the driving support device according to the present invention, at least one of the seat position and the steering position is adjusted using the outside view degree detected by the traveling environment detecting means. For this reason, when performing safe driving confirmation, driving assistance to the driver can be suitably performed.

  According to the driving diagnosis device and the driving support device according to the present invention, when performing the safe driving diagnosis and the fuel saving diagnosis, an efficient diagnosis can be performed and the accuracy of the diagnosis result is excellent. Can do.

It is a block block diagram of the driving assistance device which concerns on embodiment of this invention. It is a perspective view of a driver seat. It is a flowchart which shows the process sequence in the driving assistance device which concerns on embodiment of this invention. It is a flowchart which shows the procedure of a right-and-left safety confirmation diagnosis. It is a flowchart which shows the procedure of left-right safety confirmation support. (A)-(d) is a top view which shows typically the positional relationship of the stop position of the vehicle in a temporary stop intersection, and the obstruction of the circumference | surroundings. It is a figure which shows the parameter of the confirmation time at the time of performing left-right confirmation diagnosis. It is a figure which shows the operation amount of the actuator at the time of performing left-right confirmation assistance.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted. For the convenience of illustration, the dimensional ratios in the drawings do not necessarily match those described.

  FIG. 1 is a block configuration diagram of a driving support apparatus including a driving diagnosis apparatus according to an embodiment of the present invention. As shown in FIG. 1, the driving support apparatus according to the present embodiment includes a driving support ECU (Electronic control unit) 1. A navigation device 2, an external measurement sensor 3, a vehicle sensor 4, a seat pressure sensor 5, a seat back pressure sensor 6, and a steering pressure sensor 7 are connected to the driving assistance ECU 1. Further, a steering column movable actuator 8, a seat slide actuator 9, and a massage function actuator 10 are connected to the driving assistance ECU 1.

  The navigation device 2 uses a global positioning system (hereinafter referred to as “GPS”) or the like to detect the current position of the host vehicle and performs various guidance to a travel destination. The navigation device 2 holds a map information database for displaying a map around the current position of the host vehicle on a display. In addition, the navigation device 2 transmits position information regarding the position of the host vehicle and map information around the current position of the host vehicle to the driving support ECU 1.

  The external measurement sensor 3 includes a camera, a radar, and the like attached in front of the vehicle. The camera captures obstacle information such as obstacles around the host vehicle by imaging the front of the vehicle and performing image processing on the captured image. The radar is composed of a laser radar, a millimeter wave radar, or the like, and measures the distance between an obstacle around the host vehicle and the host vehicle and acquires the distance information. The external measurement sensor 3 transmits the acquired obstacle information and distance information to the driving support ECU 1.

  The vehicle sensor 4 includes a vehicle speed sensor, a brake sensor, a longitudinal and lateral acceleration sensor, a steering sensor, an engine output sensor, an accelerator opening sensor, and the like. The vehicle sensor 4 acquires travel information such as the travel speed and travel direction of the vehicle based on these sensors. The vehicle sensor 4 transmits the acquired travel information to the driving support ECU 1.

  The seat pressure sensor 5 is provided on a seating seat in the driver's seat of the vehicle, and the seat pressure sensor 5 that detects the seat pressure applied when the driver is seated on the seat detects the seat pressure information related to the detected seat pressure. It transmits to driving assistance ECU1.

  The seat back pressure sensor 6 is provided on the seat back in the driver's seat of the vehicle, and detects the seat back pressure applied when the driver leans against the seat back. The seat back pressure sensor 6 transmits seat back pressure information related to the detected seat back pressure to the driving support ECU 1.

  The steering pressure sensor 7 is provided on the steering wheel of the vehicle and detects the steering pressure. The steering pressure sensor 7 has, as steering pressure, a pressure applied to the steering in the front-rear direction (hereinafter referred to as “front-rear direction pressure”) and a pressure in the front-rear direction based on the driver gripping the steering (hereinafter referred to as “grip pressure”). Is detected). Among these, the pressure applied in the front-rear direction of the steering is mainly caused by the acceleration / deceleration of the vehicle. The grip pressure is detected for each of the left and right steering. The steering pressure sensor 7 can detect the steering pressure regardless of the rotation state of the steering wheel. The steering pressure sensor 7 transmits steering pressure information related to the detected steering pressure to the driving assistance ECU 1.

  Further, the driving support ECU 1 includes a driving environment detection unit 11, a diagnosis distribution switching unit 12, a safe driving norm model database 13, and a fuel-saving driving (economy driving, hereinafter referred to as "eco driving") norm model database 14. Further, the driving support ECU 1 includes a safe driving diagnosis unit 15, an eco driving diagnosis unit 16, a diagnosis result database 17, and an actuator control unit 18.

  Based on the position information and map information transmitted from the navigation device 2, the traveling environment detection unit 11 acquires a traveling environment that is an environment around the host vehicle when traveling. Examples of the travel environment acquired here include an inclination direction of a travel path of the host vehicle and a temporary stop intersection. The travel environment detection unit 11 outputs the acquired travel environment as travel environment information to the diagnosis distribution switching unit 12, the safe driving diagnosis unit 15, and the eco driving diagnosis unit 16.

  The diagnosis distribution switching unit 12 adjusts the diagnosis distribution between the safe driving diagnosis and the eco driving diagnosis based on the driving environment information output from the driving environment detecting unit 11, and distributes the safe driving diagnosis and the eco driving diagnosis. Switch to the determined diagnosis distribution. The diagnosis distribution switching unit 12 outputs a switching signal for switching the diagnosis distribution between the safe driving diagnosis and the eco driving diagnosis to the adjusted diagnosis distribution to the safe driving diagnosis unit 15 and the eco driving diagnosis unit 16, respectively.

  The safe driving norm model database 13 stores a safe driving norm model serving as a norm model for performing safe driving diagnosis. The safe driving norm model includes a model serving as a norm for performing safe driving according to the driving environment. Specifically, a model is stored such that left and right confirmation is performed at the time of pause.

  The eco-driving norm model database 14 stores an eco-driving norm model serving as a norm model when performing eco-driving diagnosis. The eco-driving norm model includes a model serving as a norm for performing eco-driving according to the driving environment. Specifically, a model is stored such that the vehicle travels within a predetermined vehicle speed when the vehicle travels.

  The safe driving diagnosis unit 15 transmits the traveling environment information output from the traveling environment detection unit 11, the external measurement sensor 3, the vehicle sensor 4, the seat pressure sensor 5, the seat back pressure sensor 6, and the steering pressure sensor 7. Based on the information, the safe driving degree of the driver is diagnosed. Further, the safe driving diagnosis unit 15 reads the safe driving rule model from the safe driving rule model database 13 when performing the safe driving diagnosis.

  Further, the safe driving diagnosis unit 15 refers to the driving environment information output from the driving environment detection unit 11 and each information transmitted from each sensor with respect to the read safe driving norm model, thereby performing the safe driving diagnosis. Do. When performing safe driving diagnosis, the diagnosis is performed with distribution according to the switching signal output from the diagnosis distribution switching unit 12. The safe driving diagnosis unit 15 causes the diagnosis result database 17 to store a safe driving diagnosis result that is a diagnosis result for the driver's safe driving.

  The eco-driving diagnosis unit 16 transmits the travel environment information output from the travel environment detection unit 11, the external measurement sensor 3, the vehicle sensor 4, the seat pressure sensor 5, the seat back pressure sensor 6, and the steering pressure sensor 7. Based on the information, the degree of eco-driving of the driver is diagnosed. Further, the eco-driving diagnosis unit 16 reads out the eco-driving norm model from the eco-driving norm model database 14 when performing the eco-driving diagnosis.

  Further, the eco-driving diagnosis unit 16 performs eco-driving diagnosis by referring to the driving environment information output from the driving environment detection unit 11 and each information transmitted from each sensor with respect to the read eco-driving norm model. Do. Further, when performing the eco-driving diagnosis, the diagnosis is performed with distribution according to the switching signal output from the diagnosis distribution switching unit 12. The eco-driving diagnosis unit 16 stores an eco-driving diagnosis result, which is a diagnosis result for the driver's safe driving, in the diagnosis result database 17.

  The diagnosis result database 17 stores the safe driving diagnosis result output from the safe driving diagnosis unit 15. Further, the diagnosis result database 17 stores the eco-driving diagnosis result output from the eco-driving diagnosis unit 16. Here, the safe driving diagnosis result includes a determination result as to whether or not the driver has performed a left-right safety check at the temporary stop intersection.

  The actuator control unit 18 calculates the operation amounts of the steering column movable actuator 8, the seat slide actuator 9, and the massage function actuator 10 based on the safe driving diagnosis result and the eco driving diagnosis result stored in the diagnosis result database 17. . The actuator control unit 18 transmits a control signal corresponding to the calculated operation amount of each actuator 8 to 10 to each actuator 8 to 10.

  The steering column movable actuator 8 is provided on the steering column and moves the steering wheel back and forth. The steering column movable actuator 8 moves the steering wheel in the front-rear direction based on a control signal transmitted from the actuator control unit 18 in the driving support ECU 1.

  The seat slide actuator 9 is provided in a slide mechanism that supports a driver seat that is a driver's seat, and moves the driver seat in the front-rear direction. The seat slide actuator 9 moves the driver seat back and forth based on a control signal transmitted from the actuator control unit 18 in the driving support ECU 1.

  The massage function actuator 10 is provided on the seat back in the driver's seat, and moves a roller (not shown) up and down. Two rollers are provided in the seat back. As shown in FIG. 2, the rollers are vertically moved along the left roller guide path 31 and the right roller guide portion 32 provided inside the seat back 30 at the driver's seat. It can be moved. The massage function actuator 10 moves the roller up and down along the left roller guide path 31 and the right roller guide portion 32.

  Next, a processing procedure in the driving support apparatus according to the present embodiment will be described. FIG. 3 is a flowchart showing a processing procedure in the driving support apparatus according to the present embodiment.

  As shown in FIG. 3, in the driving support device according to the present embodiment, personal authentication of the driver is performed by a personal authentication device (not shown) (S1). By performing personal authentication, a safe driving diagnosis and an eco-driving diagnosis of each driver are performed. As the personal authentication device used here, for example, a device that performs image processing on an image obtained by capturing the driver's face to authenticate the driver's individual, a device that reads an identification card held by the driver, or the like can be used. The contents of the personal authentication here include driver attributes, such as the physical ability of the driver. After the personal authentication is completed, the traveling environment detection unit 11 acquires the traveling environment of the host vehicle based on the position information and map information transmitted from the navigation device 2 (S2).

  When the travel environment of the host vehicle is acquired, the diagnosis distribution switching unit 12 acquires the tilt direction of the travel path of the host vehicle, and determines whether the travel environment of the host vehicle is an uphill based on the acquired tilt direction. Judgment is made (S3). When traveling uphill, the speed of the vehicle is difficult to achieve and the fuel consumption is also reduced. Furthermore, the burden placed on the vehicle at the time of starting increases. As a result, when the driving diagnosis is performed, the diagnosis result when the eco driving diagnosis is performed is more easily reflected than the safe driving diagnosis.

  Therefore, as a result of determining whether or not the driving environment of the host vehicle is uphill, if it is determined that the driving environment of the host vehicle is uphill, the eco-driving diagnosis is more important than the safe driving diagnosis, The diagnosis ratio between the safe driving diagnosis and the eco driving diagnosis is adjusted to set the eco driving diagnosis to the safe driving diagnosis to 80:20 (S4). As a result, the diagnosis ratio for eco-driving diagnosis is set to 80%, and the diagnosis ratio for safe driving diagnosis is set to 20%.

  On the other hand, when it is determined that the traveling environment of the vehicle is not uphill, it is determined whether or not the traveling environment of the vehicle is downhill (S5). When the traveling environment of the host vehicle is downhill, although the burden on starting is reduced, an overspeed tendency occurs. As a result, when the driving diagnosis is performed, the diagnosis result when the safe driving diagnosis is performed is more easily reflected than the eco driving diagnosis.

  For this reason, if it is determined that the driving environment of the host vehicle is downhill as a result of the determination, the safe driving diagnosis is more important than the eco driving diagnosis, The eco-driving diagnosis versus the safe driving diagnosis is set to 20 to 80 (S6). As a result, the diagnosis ratio for safe driving diagnosis is set to 80%, and the diagnosis ratio for eco-driving diagnosis is set to 20%.

  Furthermore, when it is determined that the traveling environment of the vehicle is not downhill, the traveling environment of the vehicle is a flat road. When the driving environment of the vehicle is a flat road, the eco-driving diagnosis and the safe driving diagnosis can be performed at the same level, so the eco-driving diagnosis versus the safe driving diagnosis is set to 50:50 (S7). As a result, the diagnosis ratio for safe driving diagnosis is set to 50%, and the diagnosis ratio for eco-driving diagnosis is set to 50%.

  Subsequently, the safe driving diagnosis unit 15 and the eco-driving diagnosis unit 16 perform safe driving diagnosis and eco-driving diagnosis according to the set diagnosis ratio. Here, as part of the safe driving diagnosis, the safe driving diagnosis unit 15 determines whether or not the left / right safety check is performed when the vehicle reaches a temporary stop intersection. The diagnosis result database 17 stores diagnosis results indicating whether left-right safety confirmation has been performed. The actuator control unit 18 determines the control contents at the temporary stop intersection of each actuator 8 to 10 according to the diagnosis result of the left and right safety check.

  Therefore, the navigation information transmitted from the navigation device 2 is referred to, and after performing the safe driving diagnosis and the eco driving diagnosis, it is determined whether or not the vehicle has reached the temporary stop intersection (S8). As a result, when it is determined that the temporary stop intersection has not been reached, the processing in the driving support ECU 1 is terminated as it is.

  If it is determined that the vehicle has reached a temporary stop intersection, the left and right safety check diagnosis information accumulation information is read from the diagnosis result database 17 and checked (S9). Then, it is determined whether or not the driver's physical ability confirmed at the time of personal authentication in step S1 is low, or whether or not the left and right safety confirmation diagnosis result stored in the diagnosis result database 17 is good (S10).

  The determination as to whether or not the physical ability is low is recorded as a personal authentication target in advance by age, sex, health condition of the driver, and the like, and is performed by confirming the record. The determination as to whether the left / right safety check diagnosis result is good is made based on whether the ratio of the left / right safety check in the past exceeds a predetermined threshold at the temporary stop intersection.

  As a result, when it is determined that one or both of the two conditions that the physical ability is low and the right and left safety confirmation diagnosis result is satisfactory, the actuator control unit 18 performs left and right safety confirmation support (S11). In the safe driving diagnosis unit 15, left and right safety confirmation diagnosis is performed (S12). If it is determined in step S10 that the physical ability is not low and the left / right safety check diagnosis result is not good, right / left safety check diagnosis is performed without providing left / right safety check support (S12).

  Then, the result of the left and right safety confirmation diagnosis is accumulated in the diagnosis result database 17 (S13), and the process in the driving support ECU 1 is terminated.

  Subsequently, the procedures of the left / right safety confirmation support (S11) and the left / right safety confirmation diagnosis (S12) will be described. Here, the procedure of the left and right safety check diagnosis will be described first, and then the procedure of the left and right safety check support will be described. FIG. 4 is a flowchart showing a procedure for left-right safety confirmation diagnosis.

  As shown in FIG. 4, when performing left-right safety confirmation support, the safe driving diagnosis unit 15 acquires the seat pressure based on the seat pressure information measured and transmitted by the seat pressure sensor 5 (S21). The safe driving diagnosis unit 15 compares the previously acquired seat pressure with the currently acquired seat pressure, and determines whether or not the acquired seat pressure has increased in front of the vehicle (S22).

  When the driver confirms safety, the upper body is moved forward, so that the seat pressure moves forward. Therefore, if it is determined as a result of the determination in step S22 that the seat pressure has not increased in front of the vehicle, it is determined that the driver does not intend to check left and right (S32), and the left and right safety check diagnosis processing is terminated. .

  On the other hand, when it is determined that the acquired seat pressure has increased in front of the vehicle, the safe driving diagnosis unit 15 calculates the seat back pressure based on the seat back pressure information measured and transmitted by the seat back pressure sensor 6. Obtain (S23). The safe driving diagnosis unit 15 compares the previously acquired seat back pressure with the currently acquired seat back pressure, and determines whether or not the acquired seat back pressure is changing in a decreasing direction (S24).

  When the driver confirms safety, the upper body is moved forward, so the seat back pressure is reduced. Therefore, if it is determined as a result of the determination in step S24 that the seat pressure has not changed in the decreasing direction, it is determined that the driver does not intend to confirm left and right (S32), and the left and right safety confirmation diagnosis processing is terminated.

  When it is determined that the acquired seat back pressure is changing in the decreasing direction, the safe driving diagnosis unit 15 acquires the steering pressure based on the steering pressure information measured and transmitted by the steering pressure sensor 7. (S25). The safe driving diagnosis unit 15 compares the steering pressure acquired last time with the steering pressure acquired this time, and determines whether or not the front-rear direction pressure is increasing backward (S26).

  Here, when the driver confirms safety, the steering is pushed backward in order to move the upper body forward. Therefore, if it is determined in step S26 that the front-rear direction pressure has not increased backward, it is determined that the driver does not intend to check left and right (S32), and the left and right safety check diagnosis processing is performed. finish.

  On the other hand, when it is determined that the front-rear direction pressure is increasing backward, it is determined whether the left and right grip pressures of the steering are increasing forward (S27). If it is determined that the left / right grip force of the steering has not increased forward, it is determined that the driver does not intend to confirm left / right (S32), and the left / right safety confirmation diagnosis process is terminated.

  If it is determined that the left / right blip force of the steering is increasing forward, it is determined whether the driver has made a right check (S28). In determining whether the right confirmation has been performed, it is determined that the right confirmation has been performed when the following two right confirmation conditions are met. The first right check condition that is the first condition is that the grip pressure on the right side of the steering increases or does not change, and the pressure increases or does not change in front of the steering. The second condition for confirming the second right, which is the second condition, is that the pressure on the steering left grip increases backward.

  As a result, when it is determined that one or both of the first right confirmation condition and the second right confirmation condition is not satisfied, it can be determined that the right confirmation is not performed. In this case, it is determined that the left / right confirmation is insufficient (S33), and the left / right safety confirmation diagnosis is terminated. If it is determined that both the first right confirmation condition and the second right confirmation condition are satisfied, it is determined whether or not the driver has performed a left confirmation (S29).

  In determining whether left confirmation has been performed, it is determined that left confirmation has been performed when the following two left confirmation conditions are met. The first left check condition, which is the first condition, is that the grip pressure on the left side of the steering increases or does not change, and the pressure increases or does not change in front of the steering. The second condition for confirming the second left, which is the second condition, is that the pressure on the steering right grip increases backward.

  As a result, when it is determined that one or both of the first left confirmation condition and the second left confirmation condition is not satisfied, it can be determined that the left confirmation is not performed. In this case, it is determined that the left / right confirmation is insufficient (S33), and the left / right safety confirmation diagnosis is terminated. When it is determined that both the first left confirmation condition and the second left confirmation condition are satisfied, it is determined whether or not the driver has performed the right confirmation again (S30). The determination as to whether or not the driver has performed the right check again is performed in the same procedure as the determination performed in step S28.

  When it is determined that both the first right confirmation condition and the second right confirmation condition are satisfied, it is determined that the right confirmation is performed again, and it is determined that the sufficient right / left confirmation is performed (S31), End the left and right safety check diagnosis. On the other hand, when it is determined that one or both of the first right confirmation condition and the second right confirmation condition is not satisfied, it is determined that the right confirmation is not performed, and the right and left confirmation is determined to be insufficient ( S33), the left and right safety confirmation diagnosis is terminated.

  Next, the procedure for left and right safety confirmation support will be described. FIG. 5 is a flowchart showing a procedure for left and right safety confirmation support.

  As shown in FIG. 5, in the left and right safety check support, the actuator control unit 18 operates the seat slide actuator 9 to slide the driver seat on which the driver is seated forward (S41). By sliding the driver seat forward, the driver can easily look into the front. Next, the steering column movable actuator 8 is operated to slide the steering wheel forward of the vehicle (S42). By sliding the steering wheel forward, the driver assists the movement when moving the upper body forward.

  Then, the massage function actuator 10 is operated to push out the left roller in the massage function actuator 10 (S43). Pushing out the left roller in the massage function actuator 10 assists in twisting the upper body when the driver performs a right safety check. Subsequently, the massage function actuator 10 is operated to push out the right roller in the massage function actuator 10 (S44). Pushing out the right roller in the massage function actuator 10 assists in twisting the upper body when the driver performs left safety confirmation.

  Further, the massage function actuator 10 is operated to push out the left roller in the massage function actuator 10 (S45). Pushing out the left roller in the massage function actuator 10 assists in twisting the upper body when the driver performs a right safety check. Thus, the left / right safety confirmation support process is terminated.

  As described above, in the driving support device according to the present embodiment, the diagnosis ratio of the safe driving diagnosis and the eco driving diagnosis is adjusted based on the driving environment. Specifically, when the driving environment is uphill, the ratio of safe driving diagnosis is increased, and when the driving environment is downhill, the ratio of eco-driving diagnosis is increased. For this reason, since it can be set as the diagnostic ratio according to the driving | running | working environment suitable for driving | operation diagnosis, while being able to perform an efficient diagnosis, it can be excellent in the accuracy of a diagnostic result. As a result, the safe driving diagnosis and the eco-driving diagnosis can coexist efficiently, and the driving diagnosis with high convincing for the driver can be performed.

  Further, in the driving support device according to the present embodiment, the steering pressure is used when the left / right safety check diagnosis is performed. For this reason, the right and left confirmation performed by the driver can be reliably monitored. As a result, the safe driving diagnosis can be performed reliably and the driver's impersonation can be prevented.

  Furthermore, in the driving support device according to the present embodiment, when the left and right safety check diagnosis result is not low, left and right safety check support is performed to facilitate the left and right safety check. For this reason, the motivation for making the driving | running behavior which performs right-and-left safety confirmation a habit can be heightened. Furthermore, even if the driver's physical ability is low, left and right safety confirmation support is provided. For this reason, for example, an elderly person or the like can provide left-right safety confirmation support to a driver who needs a lot of trouble to confirm safe driving.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above embodiment, the ratio between the safe driving diagnosis and the eco-driving diagnosis is set in three patterns of 20:80, 50:50, and 80:20, but can be set in a ratio other than these. More patterns can be set.

  Moreover, in performing the right and left safety check diagnosis, only the steering pressure is used when performing the right check and the left check. On the other hand, for example, it is possible to detect the time when the steering pressure is applied and determine that the right confirmation and the left confirmation are performed when the time when the steering pressure is applied exceeds a predetermined threshold.

  Further, when the time during which the steering pressure is applied is used, the presence of an obstacle at the temporary stop intersection is detected according to the detection result of the outside measurement sensor 3, and the degree of visibility of the outside world is determined based on the state of the obstacle. And it can also be set as the aspect which adjusts safety confirmation time according to the external field visibility. In addition, the safety confirmation time here means the time when it is recognized that the safety confirmation is performed when the safety confirmation action is taken. An example of this aspect will be described with reference to FIGS. FIGS. 6A to 6D are plan views schematically showing the positional relationship between the stop position of the vehicle at the temporary stop intersection and obstacles around it.

  Here, FIG. 6A shows a state in which the view from the vehicle is good. FIG. 6B shows a state in which an obstacle X exists on the right side when viewed from the vehicle and the right side has a poor view. Further, FIG. 6C shows a state in which an obstacle X exists on the left side when viewed from the vehicle, and the left side has poor visibility. FIG. 6D shows a state where the obstacle X exists on both sides when viewed from the vehicle and the visibility on both sides is poor.

  FIG. 7 is a diagram showing parameters of confirmation time when performing left-right confirmation diagnosis, and FIG. 8 is a diagram showing the amount of operation of the actuator when performing left-right confirmation support. As the operation amount of the actuator in FIG. 8, there are an extrusion amount of the left and right rollers, a movement amount of the driver sheet (hereinafter referred to as “sheet movement amount”), and a steering movement amount (hereinafter referred to as “steer movement amount”).

  For example, as shown in FIG. 6A, a case where the line of sight is good at an intersection where the vehicle M temporarily stops will be described. In this case, as shown in FIG. 7, the first right confirmation time, the left confirmation time, and the second right confirmation time are set to the first confirmation time, which is the confirmation time when the prospect is good.

  Further, at this time, when performing the left / right confirmation support, the sheet movement amount is set to the first sheet movement amount Sa which is the sheet movement amount when the line-of-sight is good. Furthermore, the steering movement amount is set to the first steering movement amount Sb that is the steering movement amount when the line of sight is good. Also, the left roller push-out amount at the first right check, the right roller push-out amount at the left check, and the left roller push-out amount at the second right check are all set to the first roller push amount Pa which is the roller push-out amount when the line of sight is good. Set.

  Furthermore, as shown in FIG. 6B, when the right side of the vehicle has poor visibility, the first right confirmation time and the second right confirmation time are both poor, as shown in FIG. Is set to the second confirmation time TA, and the left confirmation time is set to the first confirmation time Ta. Here, the second confirmation time TA is set to be shorter than the first confirmation time Ta.

  In addition, when performing left / right confirmation support at this time, as shown in FIG. 8, the sheet movement amount is set to the second sheet movement amount SA that is the sheet movement amount when the line of sight is bad. Furthermore, the steering movement amount is set to the second steering movement amount SB that is the steering movement amount when the line of sight is bad. Also, the left roller push-out amount at the first right check and the left roller push-out amount at the second right check are set to the second roller push-out amount PA which is the roller push-out amount when the line of sight is bad, and the right roller push amount at the left check Is set to the first roller extrusion amount Pa.

  Here, the second sheet movement amount SA and the second steering movement amount SB are set to values larger than any of the first sheet movement amount Sa and the first steering movement amount Sb. The second roller extrusion amount PA is set to a value larger than the first roller extrusion amount Pa.

  Further, as shown in FIG. 6 (c), when the left side of the vehicle has poor visibility, the left confirmation time is set to the second confirmation time TA as shown in FIG. The second right confirmation time is set to the first confirmation time Ta. Further, at this time, when performing the left / right confirmation support, as shown in FIG. 8, the sheet movement amount and the steering movement amount are set to the second sheet movement amount SA and the second steering movement amount SB, respectively. Further, the right roller pushing amount at the left confirmation is set to the second roller pushing amount PA, and the left roller pushing amount at the first right checking and the left roller pushing amount at the second right checking are set to the first roller pushing amount Pa. .

  Then, as shown in FIG. 6 (d), when the visibility on both sides of the vehicle is poor, as shown in FIG. 7, the first right confirmation time, the left confirmation time, and the second right confirmation time are Is also set to the second confirmation time TA. Further, at this time, when performing the left / right confirmation support, as shown in FIG. 8, the sheet movement amount and the steering movement amount are set to the second sheet movement amount SA and the second steering movement amount SB, respectively. Further, the left roller push-out amount at the first right check, the right roller push-out amount at the left check, and the left roller push-out amount at the second right check are set as the second roller push-out amount PA.

  Thus, the confirmation time is adjusted and set according to the state of the obstacle at the temporary stop intersection. Specifically, when confirming the direction in which an obstacle exists, the confirmation time is lengthened. For this reason, safe driving diagnosis with higher accuracy can be performed. Furthermore, the operation amount of the actuator is adjusted and set according to the state of the obstacle at the temporary stop intersection. Specifically, when confirming the direction in which the obstacle exists, the operation amount of the actuator is increased. For this reason, the driver | operator's assistance at the time of confirming safe driving can be performed more suitably.

  In the above example, the confirmation time and the operation amount of the actuator are adjusted as alternatives according to the presence or absence of an obstacle, but the position and size of the obstacle, or even the obstacle Depending on various conditions such as the distance, the confirmation time and the operation amount of the actuator can be set to a plurality of stages exceeding two stages.

  In the above embodiment, the left / right safety check support is performed when the left / right safety check diagnosis result is good. However, when the left / right safety check diagnosis result is bad, the left / right safety check support may be performed. . In this case, left and right safety confirmation can be promoted for a driver who does not perform left and right safety confirmation. In the case of this aspect, since the safety confirmation support can be performed for a driver who has a strong tendency not to perform the left-right safety confirmation, the implementation rate of the left-right safety confirmation can be increased.

  Furthermore, in the above-described embodiment, left and right safety confirmation support is uniformly performed for a driver with low physical ability. However, even if the driver has low physical ability, the right and left safety confirmation diagnosis result is good. It can also be set as the aspect which performs left-right safety confirmation support. In this aspect, right and left safety confirmation can be preferably promoted even for a driver with low physical ability.

DESCRIPTION OF SYMBOLS 1 ... Driving assistance ECU, 2 ... Navigation apparatus, 3 ... External field measurement sensor, 4 ... Vehicle sensor, 5 ... Seat pressure sensor, 6 ... Seat back pressure sensor, 7 ... Steering pressure sensor, 8 ... Steering column movable actuator, 9 ... Seat slide actuator, 10 ... massage function actuator, 11 ... running environment detection unit, 12 ... diagnostic distribution switching unit, 13 ... safe driving norm model database, 14 ... eco driving norm model database, 15 ... safe driving norm diagnosis unit, 16 ... eco Driving diagnosis unit, 17 ... diagnostic result database, 18 ... actuator control unit, 30 ... seat back, 31 ... left roller guide path, 32 ... right roller guide unit, M ... vehicle, X ... obstacle.

Claims (5)

As a driving diagnosis of a driver who drives a vehicle, in a driving diagnosis device provided with driving diagnosis means for performing safety confirmation diagnosis and fuel-saving driving diagnosis,
Traveling environment detection means for detecting the traveling environment of the vehicle;
A diagnostic ratio adjusting means for adjusting a ratio between the safety check diagnosis and the fuel saving diagnosis,
The diagnosis ratio adjusting unit adjusts a ratio between the safety confirmation diagnosis and the fuel-saving driving diagnosis based on the traveling environment of the vehicle detected by the traveling environment detecting unit.   The driving diagnosis apparatus according to claim 1, wherein the traveling environment of the vehicle is an inclination direction with respect to a traveling direction of the vehicle. A pressure sensor is provided for detecting the pressure applied to each of the left and right steering positions in the vehicle;
The driving diagnosis device according to claim 1, wherein the driving diagnosis unit diagnoses a degree of safety confirmation of the driver by using a left and right load change applied to the steering. The traveling environment of the vehicle is an outside view degree that is a degree of visibility of the outside world in the vehicle,
4. The driving diagnosis unit according to claim 1, wherein the driving diagnosis unit diagnoses the safety confirmation degree of the driver using the outside world outlook degree detected by the traveling environment detection unit. 5. Driving diagnostic device. The driving diagnosis device according to claim 4,
At least one of a seat position adjusting means for adjusting a seat position of the vehicle and a steering position adjusting means for adjusting a steering position of the vehicle,
A driving support apparatus, wherein at least one of the seat position and the steering position is adjusted using the outside world outlook degree detected by the driving environment detecting means.

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