JP2014142864A - Danger zone warning system, driving support apparatus, and driving support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a danger zone warning system using inter-vehicle communication, configured to determine whether a warning has an influence on an own vehicle or not, and to warn a driver only when there is an influence on the own vehicle.SOLUTION: A danger zone warning system transmits a danger message from a first vehicle when danger avoiding operation occurs, and warns a driver in a second vehicle which receives the message. The danger message includes the number of vehicles which have performed danger avoiding operation in a danger avoiding operation occurrence position. The first vehicle transmits a value obtained by adding one to the number of vehicles included in the danger message received from the other vehicle and including the same occurrence position as its own danger avoiding operation occurrence position, as the number of vehicles, included in the danger message to be transmitted from the own vehicle. The second vehicle warns the driver when the number of vehicles included in the received danger message is equal to or larger than a predetermined threshold.

Description

  The present invention relates to a technique for notifying a dangerous place on a road, and more particularly to a technique for notifying a dangerous place on a road using inter-vehicle communication.

  Patent Document 1 describes a system in which when a sudden brake is detected in a vehicle, a subsequent vehicle is notified by inter-vehicle communication, and a warning is given to the driver in the vehicle that has received the notification. Since the sudden brake warning is given by the inter-vehicle communication, it is possible to avoid the danger by giving the warning instantly.

JP 2006-99453 A

  The notification of the dangerous place using the inter-vehicle communication has an advantage that it is superior in real time as compared with the notification via the center, but has a disadvantage. For example, if the service goes through a center, information on a large number of vehicles can be used. Therefore, a location where one vehicle has performed a risk-avoidance operation such as a sudden brake, and many other vehicles also perform a risk-avoidance operation. It is possible to determine whether the place is a dangerous place or a place where only a small number of vehicles are performing a dangerous avoidance operation. On the other hand, in vehicle-to-vehicle communication, such information cannot be determined because information can only be obtained from nearby vehicles.

  If the cause of the danger is something that lasts for a relatively long time, such as falling objects or road surface freezing, it is effective to provide information to the following vehicle, but if it is a temporary cause such as animal jumping out or driver's carelessness Providing information to the following vehicle is not effective. However, in the method described in Patent Document 1, notification is made when a certain vehicle suddenly brakes without determining whether or not there is a lot of danger avoidance driving, and in the vehicle that has received the notification, Information is provided to the driver. Therefore, information is provided even when information provision to the following vehicle is not effective, and the driver of the following vehicle feels bothered and the reliability of the system is also lowered.

  The present invention has been made in consideration of the above-mentioned problems, and in a dangerous location notification system using inter-vehicle communication, it is possible to determine whether or not the danger notification affects the own vehicle. The goal is to be able to warn the driver only in certain cases.

  In order to solve the above-mentioned problems, the danger location notification system according to the present invention employs the following configuration.

  The danger location notifying system according to the present invention includes first and second vehicles. When the first vehicle detects the occurrence of the danger avoidance driving in the own vehicle, the first vehicle transmits a danger message notifying the surrounding vehicles of the occurrence of the danger avoidance driving by inter-vehicle communication. The danger message includes the occurrence position of the danger avoidance driving. The second vehicle receives a danger message from surrounding vehicles, and notifies the driver when the own vehicle approaches the occurrence position included in the danger message.

  Here, the danger message includes the number of vehicles that have performed the danger avoidance driving at the above-mentioned danger avoidance driving occurrence position. The first vehicle receives a danger message transmitted from another vehicle and refers to the occurrence position and the number of vehicles included in the danger message, so that how many vehicles are performing danger avoidance driving at which position. I can judge. Therefore, the first vehicle transmits a value obtained by adding 1 to the number of vehicles that have performed dangerous avoidance driving at the risk avoidance driving occurrence position of the own vehicle in the danger message transmitted from the own vehicle. In the second vehicle, when the number of vehicles included in the received danger message is equal to or greater than a predetermined threshold, the driver is notified.

  In this way, when a plurality of vehicles continuously perform the danger avoidance driving at the same location, the notification is propagated to the following vehicle while the number of vehicles included in the danger message increases. On the other hand, when a small number of vehicles perform the danger avoidance operation, the number of vehicles included in the danger message does not increase so much because the propagation of the danger message does not continue. Therefore, by notifying the driver only when the number of vehicles included in the danger message is above a predetermined threshold, the driver is informed only about the places where many vehicles are performing danger avoidance driving. No notification is made about the location where only the vehicles of the part are performing the danger avoidance driving. In other words, the vehicle receiving the danger message notifies the driver only when the vehicle is dangerous for the vehicle, and does not notify the driver when the vehicle is not dangerous for the vehicle, so that the driver feels bothered by unnecessary notification. There is no.

  If a plurality of vehicles are included within the communication distance of the inter-vehicle communication, the danger message transmitted from a certain vehicle reaches several vehicles behind. Therefore, even if all the vehicles traveling in the dangerous place do not perform the danger avoidance driving, the danger message propagates backward while the number of vehicles included in the danger message increases.

  In addition, if the cause of the danger is removed at the danger occurrence position and the danger avoidance operation is no longer performed, the propagation of the danger message stops. It is also possible to avoid notifications.

  The danger avoidance operation in the present invention may be any one of sudden braking, sudden turning, and slipping. Similarly, a dangerous part can be detected from the vehicle state of the slip angle generated by the road surface condition. In the present specification, the driving for avoiding the danger of sudden braking and sudden turning and the vehicle behavior when a slip occurs are referred to as danger avoiding driving. Generation | occurrence | production of these danger avoidance driving | operations can be judged from the sensor which acquires the state of a vehicle. Examples of the sensor include a speed sensor, an acceleration sensor, a brake pedal sensor, a steering angle sensor, and a yaw rate sensor.

  In the present invention, when the first vehicle receives a plurality of danger messages including the same occurrence position as the occurrence position of the danger avoidance driving of the own vehicle from the other vehicles, the number of vehicles included in the plurality of danger messages. Of these, the value obtained by adding 1 to the largest number of vehicles is preferably the number of vehicles in the danger message transmitted by the host vehicle.

  When the communication distance of inter-vehicle communication is long, a danger message is received from a plurality of vehicles. In this case, since the largest number of vehicles among the number of vehicles included in the plurality of danger messages corresponds to the number of vehicles actually performing the danger avoidance driving, the own vehicle transmits a value obtained by adding 1 to the value. By including it in the danger message, the number of vehicles that have performed the danger avoidance driving can be appropriately notified to the following vehicle.

The present invention can be understood as a danger location notification system including at least a part of the above-described means. It can also be understood as a dangerous location notification method including at least a part of the above processing. The present invention can also be understood as a driving support apparatus including at least a part of the above means, a driving support method including at least a part of the above processes, and a computer program for causing a computer to execute the processes.

More specifically, another aspect of the present invention is:
A sensor for obtaining the state of the vehicle;
Detection means for detecting occurrence of danger avoidance driving based on the state of the vehicle acquired from the sensor;
A transmission means for notifying the occurrence of danger avoidance driving and transmitting a danger message including the occurrence position of the danger avoidance driving by inter-vehicle communication;
Receiving means for receiving a danger message from another vehicle by inter-vehicle communication;
An informing means for informing the driver of the dangerous part;
A driving support device comprising:
The danger message includes the number of vehicles that performed the danger avoidance driving at the occurrence position of the danger avoidance driving,
The transmission means receives a value obtained by adding 1 to the number of vehicles included in the danger message received from another vehicle and including the same occurrence position as the occurrence position of the danger avoidance driving of the own vehicle. Send it as a unit,
The notification means notifies the driver when the number of vehicles included in the danger message is equal to or greater than a predetermined threshold.
It is a driving assistance device.

Yet another aspect of the present invention provides:
A driving support method for an in-vehicle system,
A transmission step of transmitting a danger message including the occurrence position of the danger avoidance driving by inter-vehicle communication when the occurrence of the danger avoidance driving is detected;
A notification step of receiving the danger message and notifying a driver when the host vehicle approaches the generation position included in the danger message;
Including a driving support method,
The danger message includes the number of vehicles that performed dangerous avoidance driving at the occurrence position,
In the transmission step, a value obtained by adding 1 to the number of vehicles included in the danger message received from another vehicle and including the same occurrence position as the occurrence position of the danger avoidance driving of the own vehicle is transmitted to the danger message transmitted from the own vehicle. Send it as a unit,
In the notification step, when the number of vehicles included in the danger message is equal to or greater than a predetermined threshold value, notification to the driver is performed.
It is a driving support method.

  According to the present invention, in a dangerous location notification system using inter-vehicle communication, it is possible to determine whether or not the danger notification affects the own vehicle, and the driver can be warned only when the own vehicle is affected. .

The functional block diagram of the driving assistance device mounted in the vehicle which comprises the dangerous location notification system which concerns on this embodiment. The figure which shows the format of a danger message. The flowchart which shows the process in the vehicle which received the danger message. The flowchart which shows the process in the vehicle which detects a danger avoidance driving | operation. The figure explaining the operation example (operation example 1) in case a some vehicle performs danger avoidance driving | running | working continuously and propagation of a danger message continues. The figure explaining the operation example (operation example 2) when the vehicle which does not perform danger avoidance driving exists and propagation of a danger message stops. An operation example (operation example 3) when the communication distance of the inter-vehicle communication is long and the propagation of the danger message continues even if some of the vehicles do not perform the danger avoidance driving will be described.

  The danger location notification system according to the embodiment of the present invention is a system that, when danger avoidance driving occurs, notifies other vehicles by inter-vehicle communication and warns the driver in the notified vehicle. It is. The danger location notification system according to the present embodiment includes a plurality of vehicles equipped with driving support devices.

<Configuration>
FIG. 1 is a functional block diagram showing a configuration of a driving support device 1 mounted on each vehicle constituting the dangerous location notification system according to the present embodiment. The driving support device 1 includes a GPS device 10, a plurality of vehicle state sensors 20, a control unit 30, a transmission unit 40, a reception unit 50, a notification unit 60, and the like.

  The GPS device 10 acquires position information based on a signal received from a GPS satellite. The positioning accuracy may be improved by using not only GPS satellite signals but also information obtained from a gyro mounted on a vehicle, an acceleration sensor, or the like, or an auxiliary signal from a base station or the like. In place of the GPS device, position information acquisition means using any other satellite positioning system such as a quasi-zenith satellite system, Galileo, and Compass may be employed.

  The vehicle state sensor 20 is an arbitrary sensor that acquires the state of the vehicle. The vehicle state sensor 20 includes, for example, a speed sensor, an acceleration sensor, a brake pedal sensor, a steering angle sensor, a yaw rate sensor, and the like. As the vehicle speed sensor, a wheel speed sensor that is disposed on the wheel and detects the wheel speed based on the number of rotations of the axle per unit time can be used. As the acceleration sensor, various sensors that mainly detect acceleration in the traveling direction of the vehicle can be used. As the brake pedal sensor, a sensor that detects a brake pedal opening degree (a brake pedal depression amount) can also be used. As the steering angle sensor, a sensor that detects the rotation angle of the steering wheel can be used. As the yaw rate sensor, a sensor that detects the change speed of the rotation angle in the turning direction of the vehicle can be used. In addition to the above, the vehicle state sensor 20 may be a sensor that acquires engine output, shift pedal operation, light lighting state, direction indicator state, weather state (rainfall, etc.), ambient brightness, and the like. it can.

The control unit 30 is configured by a computer device such as an ECU (Electronic Control Unit). The ECU is configured by a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and a computer program stored in the ROM is loaded onto the RAM and is desired to be executed by the CPU. It performs the function. When the CPU executes the computer program, functional units such as the danger avoidance driving detection unit 32, the inter-vehicle information generation unit 34, and the dangerous state determination unit 36 are realized.

The danger avoidance driving detection unit 32 is a functional unit for detecting whether or not a danger avoidance driving is occurring in the host vehicle based on information acquired from the vehicle state sensor 20 or the GPS device 10. The dangerous avoidance operation to be detected can be, for example, sudden braking, sudden turning, slip (slip). The sudden braking can be detected when the brake pedal opening acquired from the brake pedal sensor suddenly increases or when sudden deceleration occurs by the acceleration sensor. The sudden turn can be detected as occurring when the steering angle of the steering wheel obtained from the steering angle sensor changes abruptly. Slip can be detected as occurring when there is a difference between the turning speed intended by the driver obtained based on information acquired from a yaw rate sensor, a steering angle sensor, or the like and the actual turning speed. When the danger avoidance driving detection unit 32 detects the occurrence of the danger avoidance driving, the vehicle-to-vehicle information generation unit 34 transmits a danger message to the surrounding vehicles by inter-vehicle communication.

  The inter-vehicle information generating unit 34 is a functional unit that generates a message (referred to as a danger message) to be transmitted by inter-vehicle communication when the occurrence of a danger avoidance driving is detected. The format of the danger message generated by the inter-vehicle information generating unit 34 is shown in FIG. The danger message includes a message ID 71, a transmission vehicle ID 72, a danger occurrence position 73, a traveling direction 74, and the number of vehicles 75. The message ID 71 stores an ID indicating that this message is a message notifying the occurrence of the danger avoidance driving. The transmission vehicle ID 72 stores the ID of the vehicle that generated this message. In the danger occurrence position 73, latitude / longitude information of the position where the danger avoidance driving has occurred is stored. The inter-vehicle information generation unit 34 sets the position information acquired from the GPS device 10 at the time when the danger avoidance driving detection unit 32 detects the danger avoidance driving as the danger occurrence position 73. The traveling direction 74 stores the traveling direction of the host vehicle. For example, the traveling direction may be expressed as an angle where north is 0 degree, or may be expressed as either uplink / downlink. The number of vehicles 75 stores the number of vehicles that have performed danger avoidance driving at the same position. In the present embodiment, when a danger message is received from another vehicle, the control unit 30 stores the occurrence position and the number of vehicles included in the danger message. When the risk avoidance driving by another vehicle is performed at the same position as the position where the risk avoidance driving of the host vehicle is detected, the inter-vehicle information generating unit 34 adds 1 to the stored number of vehicles. Is the number of vehicles 75 of the danger message generated by the own vehicle. In addition, when the danger message about the same location is received several times from other vehicles, the danger including the appropriate number of vehicles is stored by storing the largest number of vehicles included in the received danger message. A message can be generated and transmitted.

  The dangerous state determination unit 36 is a functional unit that determines whether the host vehicle can be in a dangerous state based on a dangerous message received from another vehicle. When receiving a danger message from another vehicle, the dangerous state determination unit 36 stores the generation position 73 and the number of vehicles 74 included in the danger message. When the danger avoidance driving has already occurred at the same position, the number of vehicles may be updated only when the number of vehicles included in the newly received danger message is larger than the stored number. The dangerous state determination unit 36 determines whether or not the number of vehicles included in the dangerous message is equal to or greater than a predetermined threshold (for example, three). When the number of vehicles is less than the threshold value, there is a possibility that the danger avoidance driving has occurred due to a temporary cause, and therefore no warning is notified based on this danger message. On the other hand, if the number of vehicles is equal to or greater than the threshold value, it is determined whether the host vehicle is approaching the danger avoidance driving occurrence position, and if it is approaching, control is performed so as to notify the driver from the notification unit 60. . Note that the approach to the dangerous avoidance driving occurrence position is based on the fact that the position of the own vehicle is traveling toward the dangerous avoidance driving occurrence position, or the distance between the own vehicle position and the dangerous avoidance driving occurrence position is a predetermined distance. It can be determined on the condition that it is within the range. It is also preferable to determine that the traveling direction 74 included in the received danger message is the same as the traveling direction of the host vehicle.

  The transmission unit 40 transmits the danger message generated by the vehicle-to-vehicle information generation unit 34 through vehicle-to-vehicle communication. The wireless communication system for inter-vehicle communication is not particularly limited in the present invention. However, the communication distance of the inter-vehicle communication is desirably long to some extent, and it is desirable that there is a communication distance of about 200 to 300 meters so that several vehicles before and after are in the communication range in a normal traveling state.

The receiving unit 50 receives a vehicle-to-vehicle communication message transmitted from another vehicle and passes it to the dangerous state determination unit 36.

  The notification unit 60 notifies the driver that the vehicle is approaching a dangerous place by using sound, warning sound, warning light, image, or the like. At this time, it may be only notified that it is dangerous, but it is also preferable to notify the location of the dangerous location, the distance to the dangerous location, the avoidance action to be taken, and the like.

<Processing>
Next, processing executed by the driving support device for each vehicle constituting the dangerous location notification system according to the present embodiment will be described with reference to the flowcharts of FIGS. FIG. 3 shows processing in a vehicle (receiving vehicle) that has received the danger message. FIG. 4 shows processing in a vehicle (transmission vehicle) that detects the occurrence of danger avoidance driving in the own vehicle and transmits a danger message.

  First, the flow of processing in the receiving vehicle will be described with reference to FIG. When the receiver 50 receives a message for inter-vehicle communication from another vehicle (S10), it determines whether or not the message is a danger message based on the message ID 71 (S11). If the received message is not a dangerous message (S11-NO), the process ends. If the received message is a dangerous message (S11-YES), the dangerous state determination unit 36 stores information such as the occurrence position 73, the traveling direction 74, the number of vehicles 75, etc. included in the dangerous message in the memory (S12). ).

  The dangerous state determination unit 36 determines whether or not the number of vehicles 75 included in the dangerous message is equal to or greater than a predetermined threshold (for example, three) (S13). When the number of dangerous avoidance driving vehicles is smaller than the threshold value (S13-NO), there is a possibility that dangerous avoidance driving has occurred due to, for example, popping out of animals or carelessness of the driver, which is dangerous for the host vehicle. Not necessarily. Therefore, in this case, the process ends without warning of danger.

  On the other hand, when the number of vehicles 75 included in the received danger message is equal to or greater than a predetermined threshold (S13-YES), the danger state determination unit 36 determines whether or not the host vehicle is approaching the danger occurrence position. (S14). For example, when the position of the host vehicle is traveling toward the danger avoidance driving occurrence position and the distance between the position of the host vehicle and the danger avoidance driving occurrence position is within a predetermined distance, the host vehicle is dangerous. It is determined that it is approaching the generation position. If it is determined that the host vehicle is not approaching the danger occurrence position (S14-NO), the process is terminated without warning of danger.

  On the other hand, if it is determined that the host vehicle is approaching the danger occurrence position (S14-YES), the driver is informed that the vehicle is approaching a dangerous location by voice and screen display via the notification unit 60. (S15). At this time, an instruction about avoidance behavior such as deceleration or lane change is also notified.

  Next, with reference to FIG. 4, the flow of processing in the transmission vehicle will be described. The danger avoidance driving detection unit 32 periodically acquires information from the vehicle state sensor 20 (S20), and determines whether or not a danger avoidance driving has occurred (S21). The danger avoidance operation is, for example, sudden braking, sudden turning, slip (slip). The danger avoidance driving detection unit 32 detects occurrence based on appropriate sensor information. When the occurrence of the danger avoidance driving is not detected (S21-NO), the process is terminated.

On the other hand, when the occurrence of the danger avoidance driving is detected (S21-YES), the current position is acquired from the GPS device 10, and the information stored based on the danger message received from the other vehicle (step S12 in FIG. 3). From the reference), the number of vehicles that have performed danger avoidance driving at the same location is acquired (S22). When the danger message notifying the occurrence of the danger avoidance driving is not received from the other vehicle at the same location as the position where the own vehicle has performed the danger avoidance driving, the number of acquired vehicles is zero.

  The inter-vehicle information generating unit 34 generates a danger message transmitted from the host vehicle (S23). At this time, the transmission vehicle ID 72 is the ID of the own vehicle, the danger occurrence position 73 is the current position acquired from the GPS device 10, the traveling direction 74 is the current traveling direction of the own vehicle, and the number of vehicles 75 is acquired in step S22. The value obtained by adding 1 to the number of the risk avoidance driving vehicles is used. The generated danger message is transmitted to another vehicle by inter-vehicle communication via the transmission unit 50.

<Operation example>
A specific operation example will be described with reference to FIGS.

(Operation example 1) When danger avoidance driving continues FIG. 5 shows that all four vehicles A to C perform danger avoidance driving at position X in a state where four vehicles A to D are traveling. It is an example of operation in the case of. Here, for convenience of explanation, it is assumed that the communication message for inter-vehicle communication reaches one vehicle before and after. Further, it is assumed that there are three thresholds for determining whether or not to warn a dangerous place.

  FIG. 5A shows that the vehicle A performs the danger avoidance driving at the position X. At this time, since the vehicle A has not received a message indicating that the danger avoidance driving has occurred at the position X from another vehicle, 1 is set as the number of vehicles of the danger message transmitted by the own vehicle. The vehicle B receives the danger message from the vehicle A, but the danger message is not issued because the number of vehicles included in the danger message is 1 and is smaller than the threshold value.

  FIG. 5B shows that the vehicle B performs the danger avoidance operation at the position X. In this case, the vehicle B has received a danger message indicating that the danger avoidance driving has been performed at the position X from the vehicle A, and the number of vehicles included in the danger message is 1. Therefore, since it can be seen that the vehicle B is the second vehicle that has performed the danger avoidance driving at the position X, 2 is set as the number of vehicles in the danger message transmitted by the vehicle B. Although the vehicle C receives the danger message from the vehicle B, the number of vehicles included in the danger message is 2, which is smaller than the threshold value, so that no danger warning is given.

  FIG. 5 (c) shows that the vehicle C has performed the danger avoidance operation at the position X. Similarly to the above, it can be seen that the vehicle C is the third vehicle in which the host vehicle has performed the danger avoidance driving at the position X. Therefore, 3 is set as the number of vehicles in the danger message transmitted by the vehicle C. The vehicle D receives the danger message from the vehicle C, and the number of vehicles included in the danger message is 3 and is equal to or greater than the threshold value.

  As described above, a place where a plurality of vehicles continuously perform danger avoidance driving is likely to be a dangerous place due to falling objects, accidents, road surface freezing, etc., and may be a dangerous position for the following vehicle. high. In the present embodiment, the warning is performed only when the possibility of danger is high even for the following vehicle that has received the danger message, so that unnecessary warning can be avoided.

(Operation example 2) When danger avoidance driving does not continue FIG. 6 shows an operation example when only vehicles A and C perform danger avoidance driving at position X in a state where four vehicles A to D are traveling. It is. Other assumptions are the same as in the first operation example.

  FIG. 6A shows that the vehicle A has performed the danger avoidance operation at the position X, and a danger message in which 1 is set as the number of vehicles is sent from the vehicle A as in the case of FIG. Sent.

  FIG. 6B shows that the vehicle B drove safely at the position X without performing the danger avoidance operation. Since danger avoidance driving is not detected in vehicle B, the danger message is not transmitted from vehicle B. Therefore, at this time point, the vehicle C has not received the danger message for notifying the occurrence of the danger avoidance driving at the position X.

  FIG. 6C shows that the vehicle C performs the danger avoidance operation at the position X. As described above, since the vehicle C has not received the danger message for notifying the occurrence of the danger avoidance driving at the position X, 1 is set to the number of vehicles in the danger message transmitted from the vehicle C. Therefore, in the vehicle D that has received the danger message from the vehicle C, the number of danger avoidance driving vehicles is smaller than the threshold value, so that no danger warning is given.

  As described above, according to the present embodiment, if many vehicles do not continuously perform the danger avoidance driving at the same position, the warning of danger is not given to the following vehicle. When a danger avoidance driving occurs due to a temporary cause such as an animal jumping out or carelessness of the driver, the position is not dangerous for the following vehicle, and it is not necessary to give a warning. Therefore, according to this embodiment, it is possible to suppress unnecessary warning notification based on a danger message generated due to a temporary cause.

  Further, even if the danger avoidance operation occurs due to a fallen object or the like, if the cause of the danger is removed, the danger message is not continuously transmitted, and the warning is not performed in the following vehicle. In other words, even if the expiration date of the information is not provided in the danger message, the transmission of the danger message and the warning notification can be stopped if the danger avoidance driving does not occur. Since the message capacity of the inter-vehicle communication message is not so large, being able to omit the expiration date is useful for improving communication efficiency.

(Operation example 3) When the communication distance of inter-vehicle communication is long In the above-mentioned operation examples 1 and 2, it is assumed that the communication distance of inter-vehicle communication is short and the inter-vehicle communication message reaches only one front and rear vehicle. It was. Under such an assumption, if there is even one vehicle that does not perform danger avoidance driving, the transmission of the danger message stops there. However, actually, the communication distance of inter-vehicle communication is as long as several hundred meters, and inter-vehicle communication reaches several vehicles before and after. Below, the example at the time of assuming that vehicle-to-vehicle communication reaches to two front and back is demonstrated.

  FIG. 7 is an operation example when several vehicles perform the danger avoidance driving at the position X in a state where eight vehicles A to H are traveling.

  FIG. 7A shows that the vehicle A has performed the danger avoidance operation at the position X. FIG. At this time, a danger message including 1 as the number of vehicles is transmitted from the vehicle A. This danger message is received by the vehicles B and C.

  FIG. 7B shows that the vehicle B performs the danger avoidance operation at the position X. At this time, a danger message including 2 as the number of vehicles is transmitted from the vehicle B and received by the vehicles C and D. The vehicle C receives the danger message for notifying the occurrence of the danger avoidance driving at the position X from the two vehicles A and B, and the number of the danger avoidance driving vehicles at the position X is included in the received danger message. It is determined that it is the largest value (in this case, 2) among the number of vehicles.

  FIG. 7C shows that the vehicle C performs the danger avoidance operation at the position X. As described above, since the vehicle C is known to have 2 risk avoidance driving vehicles at the position X, the number of vehicles in the danger message transmitted from the vehicle C is a value obtained by adding 1 to this value. 3 is stored. The danger message transmitted from the vehicle C is received by the vehicles D and E.

  FIG. 7 (d) shows that the vehicle D drove safely at the position X without performing the danger avoidance operation. Since danger avoidance driving is not detected in the vehicle D, the danger message is not transmitted from the vehicle D.

  FIG. 7 (e) shows that the vehicle E has performed the danger avoidance operation at the position X. The vehicle E has not received a danger message from the vehicle D, but has received a danger message from the vehicle C in which the number of vehicles is three. Accordingly, the number of vehicles in the danger message transmitted from the vehicle E is stored and transmitted, which is a value obtained by adding 1 to this value.

  As described above, by increasing the communication distance of the inter-vehicle communication, it is not always necessary to stop the propagation of the danger message even when all the vehicles do not perform the danger avoidance driving continuously. That is, if a large percentage of vehicles are in a place where danger avoidance driving is performed, a warning of danger can be given to the following vehicle.

  In the above example, it is assumed that the communication distance for inter-vehicle communication is two front and rear vehicles. However, if the communication distance is longer than the communication distance, it may be dangerous even if a smaller percentage of vehicles perform a risk avoidance operation. You will see that message propagation continues. Further, it is obvious to those skilled in the art that the communication distance is determined only by the distance, and the assumption that the message reaches one or two vehicles before and after is for convenience of explanation.

  The vehicle that has received the danger message may extend the message reachable range by transferring the message.

DESCRIPTION OF SYMBOLS 10 GPS apparatus 20 Vehicle location sensor 30 Control part 32 Danger avoidance driving | running | working detection part 34 Inter-vehicle information generation part 36 Danger state determination part 60 Notification part

Claims (8)

A first vehicle that transmits a danger message including the occurrence position of the danger avoidance driving by inter-vehicle communication when the occurrence of the danger avoidance driving is detected;
A second vehicle that receives the danger message and notifies the driver when the host vehicle approaches the occurrence position included in the danger message;
A dangerous location notification system comprising:
The danger message includes the number of vehicles that performed dangerous avoidance driving at the occurrence position,
The first vehicle receives a value obtained by adding 1 to the number of vehicles included in the danger message received from another vehicle and including the same occurrence position as the occurrence position of the danger avoidance driving of the own vehicle. Including the number of vehicles,
The second vehicle notifies the driver when the number of vehicles included in the danger message is equal to or greater than a predetermined threshold.
Hazardous location notification system. The danger avoidance driving is one of sudden braking, sudden turning, and slipping,
The danger location notification system according to claim 1. When the first vehicle has received a plurality of danger messages including the same occurrence position as the occurrence position of the danger avoidance driving of the own vehicle from other vehicles, the first vehicle The value obtained by adding 1 to the largest number of vehicles is the number of vehicles in the danger message sent by the vehicle,
The danger location notification system according to claim 1 or 2. A sensor for obtaining the state of the vehicle;
Detection means for detecting occurrence of danger avoidance driving based on the state of the vehicle acquired from the sensor;
A transmission means for notifying the occurrence of danger avoidance driving and transmitting a danger message including the occurrence position of the danger avoidance driving by inter-vehicle communication;
Receiving means for receiving a danger message from another vehicle by inter-vehicle communication;
An informing means for informing the driver of the dangerous part;
A driving support device comprising:
The danger message includes the number of vehicles that performed the danger avoidance driving at the occurrence position of the danger avoidance driving,
The transmission means receives a value obtained by adding 1 to the number of vehicles included in the danger message received from another vehicle and including the same occurrence position as the occurrence position of the danger avoidance driving of the own vehicle. Send it as a unit,
The notification means notifies the driver when the number of vehicles included in the danger message is equal to or greater than a predetermined threshold.
Driving assistance device. The danger avoidance driving is one of sudden braking, sudden turning, and slipping,
The driving support device according to claim 4. The transmission means has the largest number of the vehicles included in the plurality of danger messages when a plurality of danger messages including the same occurrence position as the occurrence position of the danger avoidance driving of the own vehicle are received from another vehicle. The value obtained by adding 1 to the number of vehicles is the number of vehicles in the danger message transmitted by the host vehicle.
The driving support device according to claim 4 or 5. A driving support method for an in-vehicle system,
A transmission step of transmitting a danger message including the occurrence position of the danger avoidance driving by inter-vehicle communication when the occurrence of the danger avoidance driving is detected;
A notification step of receiving the danger message and notifying a driver when the host vehicle approaches the generation position included in the danger message;
Including a driving support method,
The danger message includes the number of vehicles that performed dangerous avoidance driving at the occurrence position,
In the transmission step, a value obtained by adding 1 to the number of vehicles included in the danger message received from another vehicle and including the same occurrence position as the occurrence position of the danger avoidance driving of the own vehicle is transmitted to the danger message transmitted from the own vehicle. Send it as a unit,
In the notification step, when the number of vehicles included in the danger message is equal to or greater than a predetermined threshold value, notification to the driver is performed.
Driving support method.   The program for making a computer perform each step of the method of Claim 7.

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