JP2018106508A - Driving support apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support apparatus capable of improving preventive safety by using evaluation focusing on an urgency of avoiding a behavior of a self-vehicle.SOLUTION: A driving support apparatus (100) comprises: avoidance behavior detection means (102) for detecting an avoidance behavior of a self-vehicle (1) with respect to another vehicle; evaluation point providing means (103) for adding an evaluation point obtained by adding a weighting based on an urgency of the avoidance behavior; evaluation point accumulating means (104) for accumulating the evaluation points on avoidance behaviors to obtain a cumulative point; and guidance output means (105) for guiding a driver of the self-vehicle when the cumulative point exceeds a predetermined reference point.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a driving support device.

  The driver of the vehicle has experienced a situation where he / she feels a danger leading to the occurrence of an accident although he / she does not get an accident during his / her daily driving. Hereinafter, such a state is collectively referred to as “near hat”.

  Although a near-miss experience can occur daily, it is left to the driver's own reflection to make use of this for safe driving prevention. Such reflections remain in memory as a one-time dangerous experience, and are easily forgotten over time and become fragmented.

  It has been proposed that risk information including near-miss information from a plurality of terminals is collected and accumulated by a server, and the risk information is distributed in response to a request from a communication device (see, for example, Patent Document 1).

  In Patent Document 1, in addition to being notified by residents or drivers, the danger information is provided with a running state determination unit in the car navigation system of the vehicle to detect a sudden handle, a sudden brake, an approaching distance from a preceding vehicle, etc. It is described that it is determined whether it is in a state and the danger information is automatically transmitted to the server.

  In addition, it is described that the server identifies the dangerous area by counting the number of occurrences of dangerous conditions based on the received dangerous information, and issues a warning when the vehicle is present or approaching the dangerous area. Yes.

JP 2003-123185 A

  However, in the technique disclosed in Patent Document 1, near-miss information is aggregated and statistics are collected, but continuously paying attention to the factor that caused near-miss and the avoidance action of the vehicle according to the cause. Analysis and evaluation to improve preventive safety has not been studied.

  This invention is made | formed in view of this point, and makes it one of the objectives to provide the driving assistance device which can improve preventive safety using the evaluation which paid its attention to the urgency of the avoidance action of the own vehicle.

  One aspect of the driving support device of the present invention is an avoidance behavior detecting means for detecting an avoidance behavior of the own vehicle with respect to another vehicle, and an evaluation score giving an evaluation score to which weighting based on the urgency of the avoidance behavior is added. Means for accumulating the evaluation points for the avoidance action to obtain a cumulative score, and guidance for guiding the driver of the host vehicle when the cumulative score exceeds a predetermined reference score Output means.

  ADVANTAGE OF THE INVENTION According to this invention, preventive safety can be improved using the evaluation which paid its attention to the urgency of the avoidance action of the own vehicle.

It is a schematic block diagram of the driving assistance device which concerns on this Embodiment. It is a schematic diagram which shows the vehicle carrying the driving assistance device which concerns on this Embodiment. It is a figure which shows the control flow of the driving assistance device which concerns on this Embodiment. It is a schematic diagram which shows the action of the own vehicle when another vehicle interrupts with respect to the own vehicle. It is a schematic diagram which shows the action of the own vehicle when another vehicle interrupts with respect to the own vehicle. It is a schematic diagram which shows the action of the own vehicle when another vehicle interrupts with respect to the own vehicle. It is a schematic diagram which shows the action of the own vehicle when another vehicle interrupts with respect to the own vehicle. It is a schematic diagram which shows the relationship between the motion of the other vehicle which interrupts with respect to the own vehicle, and the detectable range by a vehicle detection means. It is a schematic diagram which shows the relationship between the motion of the other vehicle which interrupts with respect to the own vehicle, and the detectable range by a vehicle detection means. It is a schematic diagram which shows an example of the map which the guidance assistance apparatus which concerns on this Embodiment displays.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following, an example in which the driving support device according to the present invention is applied to a four-wheeled vehicle will be described, but the application target can be changed without being limited thereto. For example, the driving support apparatus according to the present invention may be applied to other types of vehicles (for example, straddle-type vehicles such as motorcycles and motorcycles).

<Overview>
Near-miss events include, for example, those caused by the driver's own vehicle where the driver of the own vehicle missed a pedestrian and stepped on the brake suddenly, and sudden braking caused by an interruption or extreme shifting of the vehicle immediately before the own vehicle. There are both things caused by other vehicles such as stepping on or turning the steering wheel suddenly.

  The present inventor noticed that the near-miss to the own vehicle caused by the other vehicle stays in the memory only on the spot, and tends to become a fragmentary memory, compared to that caused by the own vehicle, This was thought to contribute to the improvement of preventive safety measures.

  Therefore, the present inventor indirectly detects near-miss caused by the other vehicle by detecting avoidance behavior by the own vehicle against the other vehicle, and continuously analyzing and evaluating the behavior. It has been found that guidance is given to the driver, and the present invention has been completed.

  That is, the driving support device of the present invention includes an avoidance behavior detection unit that detects an avoidance behavior of the own vehicle with respect to another vehicle, and an evaluation point provision unit that assigns an evaluation score to which weighting based on the urgency of the avoidance behavior is added. And evaluation point accumulating means for accumulating the evaluation points for the avoidance behavior to obtain an accumulated score, and guidance output for guiding the driver of the host vehicle when the accumulated score exceeds a predetermined reference score And means.

<Drive assist device>
Hereinafter, embodiments of the present invention will be described in more detail with reference to the drawings. First, the configuration of the driving support apparatus 100 according to the present embodiment will be described. FIG. 1 is a schematic configuration diagram of a driving support apparatus according to the present embodiment. In addition, in the own vehicle (automobile 4) 1 to which the driving support apparatus 100 is applied, it is assumed that the configuration (engine, tire, etc.) normally provided in the automobile is provided, and the description is omitted. .

  The driving support apparatus 100 (see FIG. 1) according to the present embodiment includes an ECU (Electronic Control Unit) 101 that is an example of a processing unit. ECU101 is comprised by the processor which performs various processes, for example.

  The ECU 101 executes a program as a processing unit, and gives an avoidance behavior detection unit 102 that detects an avoidance behavior of the host vehicle 1 with respect to another vehicle, and an evaluation score obtained by adding a weight based on the urgency of the avoidance behavior. Evaluation point giving means 103, evaluation point accumulating means 104 for accumulating evaluation points for avoiding behavior, and obtaining a cumulative score, and providing guidance to the driver of the host vehicle 1 when the cumulative score exceeds a predetermined reference score The guidance output means 105 to perform is comprised so that realization is possible.

  Further, the driving support apparatus 100 includes an infrared laser radar (hereinafter simply referred to as a laser radar) 111 and an ultrasonic sensor 112 as an example of a vehicle detection unit that detects other vehicles and measures a distance.

  The driving support device 100 also includes a steering wheel rotation angle sensor 113, an acceleration sensor 114, a vehicle speed sensor 115, and a brake pedal sensor 116 for detecting avoidance behavior of the host vehicle 1, and outputs thereof are input to the ECU 101. So that it is electrically connected.

  Further, the ECU 101 is configured so that it can grasp that the ABS is operated as one unit constituting the ABS (anti-lock brake system) 117.

  In addition, the storage unit 121, the voice output unit 122, the communication unit 123, the display unit 124, the navigation device 125, and the GPS receiving unit 126 can transmit and receive signals to each other, or can transmit and receive signals in one direction. Electrically connected as possible.

  The navigation device 125 is electrically connected to the display unit 124 and the GPS receiving unit 126, and is configured to control the display unit 124 and receive a GPS signal from the GPS receiving unit 126.

  As the laser radar 111 which is an example of the vehicle detection means, an infrared laser radar which is generally available on the market can be used. In the present embodiment, an infrared laser radar having a practical range of a detectable range of 20 m is used. Instead of the laser radar 111, a quasi-millimeter wave radar having a practical range of a detectable range of 50 m may be used.

  As the ultrasonic sensor 112 that is an example of the vehicle detection means, an ultrasonic sensor that is generally available on the market can be used. In the present embodiment, an ultrasonic sensor having a practical range of a detectable range of 6 m is used.

  In the present embodiment, the laser radar 111 and the ultrasonic sensor 112 having different detectable ranges are used in combination, but either one may be used.

  The steering wheel rotation angle sensor 113, the acceleration sensor 114, the vehicle speed sensor 115, the brake pedal sensor 116, and the ABS 117 are well known and can be easily understood by those skilled in the art.

  In order to realize the present invention, the acceleration sensor 114 needs to be able to detect at least the acceleration (lateral G) in the lateral direction (horizontal direction) of the motorcycle 1 and the motorcycle 2.

  FIG. 2 is a schematic diagram showing a vehicle equipped with the driving support apparatus 100 (FIG. 1) according to the present embodiment. FIG. 2A shows an automobile 4 which is an example of a host vehicle equipped with a driving support apparatus 100 according to the present embodiment, and FIGS. 2B and 2C are equipped with the driving support apparatus 100 according to the present embodiment. 1 shows a motorcycle 2 which is an example of the subject vehicle.

  As shown in FIG. 2A, in the automobile 4, the laser radar 111 and the ultrasonic sensor 112 are attached to, for example, the front side center, left and right sides, and both sides of the front portion of the automobile 1. The attachment positions and the number of the laser radars 111 and the ultrasonic sensors 112 are appropriately determined so that the detectable range is approximately −90 ° to + 90 ° when the traveling direction of the automobile 1 is 0 °. be able to.

  For example, the handle rotation angle sensor 113 is attached to a steering shaft (not shown). The acceleration sensor 114 is attached in the engine room of the automobile 1 and near the center in the lateral direction.

  As shown in FIGS. 2B and 2C, in the motorcycle 2, the ultrasonic sensor 112 is attached to, for example, the vicinity of the front light of the motorcycle 2 and both side portions of the fuel tank. The attachment position and number of the ultrasonic sensors 112 can be appropriately determined such that the detectable range is approximately −90 ° to + 90 ° when the traveling direction of the motorcycle 2 is 0 °.

  Further, for example, the acceleration sensor 114 is attached to the body of the motorcycle 2 approximately at the center in the front-rear direction of the motorcycle 2. Further, the acceleration sensor 114 is preferably located at a higher position from the ground because it is easier to measure the acceleration and, as will be described later, the separation behavior is determined based on the measurement result in the bank.

  Further, in the driving support device 100 (FIG. 1), the storage unit 121 is configured by one or a plurality of storage media such as a ROM (Read Only Memory), a RAM (Random Access Memory), and the like according to applications.

  The voice output means 122 is configured to output a voice-synthesized guidance sentence from a speaker (not shown), for example.

  Instead of the sound output means 122, an alarm sound generating means may be provided. The warning sound generating means is for warning the driver of the host vehicle 1. The alarm sound generation means may be constituted by, for example, an alarm sound generator and a speaker.

  An example of the communication unit 123 is a short-range wireless communication unit for communicating with a portable information processing terminal (for example, a smartphone). As a communication method, for example, Bluetooth (registered trademark) and Wi-Fi (registered trademark) can be used, but there is no particular limitation.

  Another example of the communication unit 123 is a mobile wireless communication unit for connecting to the Internet. As a communication method, for example, mobile phone communication (3G, 4G, LTE, etc.) can be used, but is not particularly limited.

  As the display means 124, for example, a display provided in a navigation device 125 described later may be used, or a display of an instrument panel (not shown) may be used.

  Instead of the display means 124, guidance may be performed using a warning light provided in the instrument panel.

  For example, the navigation device 125 is configured to display a map on a display provided by the navigation device 125 based on map data stored in storage means provided in the navigation device 125.

  The GPS receiver 126 is configured to receive GPS signals from GPS satellites and output them to the ECU 101 and the navigation device 125.

  The driving support device 100 mounted on the automobile 1 has been described above with reference to FIG. It is also possible to mount the driving support device 100 on a motorcycle 2 (see FIG. 1) which is another example of the own vehicle. The difference between the motorcycle 1 and the motorcycle 2 is that, for example, in the case of the motorcycle 2, the handle rotation angle sensor 113 is not provided but only the acceleration sensor 114 is provided due to the difference in direction change behavior. Further, the motorcycle 2 has a smaller turn than the motorcycle 1 and a shorter braking distance, and therefore includes only the ultrasonic sensor 112 having a short detectable range. However, it goes without saying that the driving assistance device 100 may have the same configuration for the automobile 1 and the motorcycle 2. In the following description, when the vehicle 1 is simply described, it means both the automobile 1 and the motorcycle 2.

  Next, a control flow of the driving support device 100 according to the present embodiment will be described. FIG. 3 is a diagram showing a control flow of the driving support apparatus 100 according to the present embodiment.

  First, the avoidance action detection unit 102 (see FIG. 1) determines whether or not there is another vehicle (also referred to as a side-by-side vehicle) that runs alongside the host vehicle 1 (ST101). This determination is made as YES in ST101 if, for example, another vehicle is detected in the left or right side direction of the host vehicle 1 within the detectable range based on a signal from the vehicle detection means.

  In the present embodiment, since the laser radar 111 and the ultrasonic sensor 112 are used in combination as vehicle detection means, it is determined whether or not a parallel running vehicle exists using at least one of them.

  If the determination is NO in ST101, ST101 is repeated.

<Avoidance action detection process>
If the determination is YES in ST101, avoidance behavior detection means 102 performs avoidance behavior detection processing (ST102).

  In the present embodiment, the avoidance actions detected by the avoidance action detection means 102 are (A) braking action and (B) separation action.

(A) Braking action The braking action is an action in which a driver operates a brake to secure a distance from another vehicle in front of the traveling direction of the host vehicle 1.

  For example, the avoidance action detection unit 102 can detect the braking action based on the output signal of the brake pedal sensor 116 and the operating state of the ABS 117.

  The braking action performed from the state where the parallel running vehicle exists has a high probability of being caused by the influence of other vehicles. Therefore, there is a high possibility that a near-miss caused by another vehicle has occurred.

(B) Separation behavior The separation behavior refers to behavior that changes the traveling direction of the host vehicle 1 so that the host vehicle 1 moves away from the other vehicle in order to avoid contact with the other vehicle, that is, changes direction.

  In the case of the automatic four-wheeled vehicle 1, the driver steers (handles) and changes direction, so that, for example, detecting separation behavior based on outputs from the steering wheel rotation angle sensor 113 and the acceleration sensor 114 (see FIG. 1). Can do. The angular velocity or acceleration of the steering wheel when the driver turns the steering wheel can be used. Further, the acceleration (transverse G) in the lateral direction (horizontal direction) with respect to the four-wheeled vehicle 1 generated by the direction change of the host vehicle can be measured by the acceleration sensor 114 and used to detect the separation action.

  In the case of the motorcycle 2, the direction change is performed by the driver moving the weight and banking the motorcycle 2. Therefore, the acceleration (lateral G) in the lateral direction (horizontal direction) with respect to the motorcycle 2 generated at the time of banking can be measured by the acceleration sensor 114 (see FIG. 1) and used for detecting the separation action.

  The separation action performed from the state in which the parallel running vehicle exists has a high probability of being caused by the influence of other vehicles. Therefore, there is a high possibility that a near-miss caused by another vehicle has occurred.

  As shown in FIG. 3, the avoidance action detection means 102 (see FIG. 1) determines whether or not there is an avoidance action based on the result of the avoidance action detection process (ST102) (ST103). If the determination is NO in ST103, the process returns to ST101.

<Driving distance judgment>
If the determination is YES in ST103, the distance between the host vehicle 1 (see FIG. 1) and the other vehicle before the avoidance action is performed is determined (ST104). In this embodiment, since the laser radar 111 having a long detectable range and the ultrasonic sensor 112 having a short detectable range are used in combination as vehicle detection means, the inter-vehicle distance is determined using the difference in the detectable range. .

  That is, when both the laser radar 111 and the ultrasonic sensor 112 detect another vehicle, it is determined that the inter-vehicle distance is short. On the other hand, when the laser radar 111 detects the other vehicle but the ultrasonic sensor 112 does not detect the other vehicle, it is determined that the inter-vehicle distance is long.

  Here, for the sake of easy understanding, the determination result of the inter-vehicle distance is described as “far” and “close”, but the presence or absence of detection of the laser radar 111 and the ultrasonic sensor 112 is simply used as the determination result of the inter-vehicle distance. Those skilled in the art will readily understand and be able to use this.

<Evaluation point grant processing>
Based on the results of the avoidance action detection process (ST102) and the inter-vehicle distance determination (ST103) as described above, the evaluation point assigning means 103 performs the evaluation point giving process (ST105).

  For the assignment of the evaluation points, for example, an evaluation table A in which the evaluation points are associated with the avoidance behavior of the host vehicle shown in Table 1 below is used.

  The concept of the evaluation table A is as follows. First, assuming the situation of the other vehicle with the host vehicle, ranking is performed according to the degree of risk. The situation of the other vehicle with the own vehicle is an influence from the other vehicle on the own vehicle, and may be a cause of a near-miss.

  The situation and rank with the own vehicle shown in the evaluation table A is only an example, and the number of situations with the own vehicle and what kind of situation to set a high rank are matters that can be arbitrarily performed, especially It is not limited.

  Next, the behavior of the own vehicle corresponding to the situation with the own vehicle and its urgency are assumed. The action of the own vehicle is an avoidance action, and it is assumed that the type and the urgency of the avoidance action change according to the risk level of the situation with the own vehicle. Therefore, the type of avoidance action and its urgency are determined, and the situation with the host vehicle is estimated.

  In the present embodiment, as described above, the urgency of braking actions and separation actions detected in the avoidance action detection process (ST102 in FIG. 3) can be determined.

  Hereinafter, determination of the urgency of avoidance behavior in the present embodiment will be described.

(A) Interruption First, a case where another vehicle issues an interrupt to the host vehicle 1 (see FIG. 1) will be described. The situation with the own vehicle 1 of the other vehicle at the time of interruption has been interrupted at some distance in front of the own vehicle 1 as set in ranks 1, 2, 3, and 5 of the evaluation table A Depending on the situation, the danger level differs depending on whether the vehicle 1 has just entered the short distance immediately before the host vehicle 1, and it can be considered that the latter is more dangerous than the former. That is, the closer the distance between the host vehicle 1 immediately after the interruption and the other vehicle is, the higher the degree of danger is.

  Also, when the other vehicle has interrupted at a distance from the host vehicle 1 and when it has been interrupted from near the host vehicle 1, the risk is different, and the latter has a higher risk than the former. Can be considered. That is, the closer the distance between the host vehicle 1 immediately before the interruption and the other vehicle is, the higher the degree of danger.

  In the evaluation table A, the degree of danger is set according to the combination of the inter-vehicle distance immediately before the interruption and the inter-vehicle distance immediately after the interruption, and is ranked.

  In the present embodiment, the movement of the other vehicle is actually monitored to recognize the situation with the own vehicle 1 and the risk is not determined, but based on the action of the own vehicle 1, that is, the urgency of the avoidance action. The situation with the own vehicle 1 is estimated.

  To explain from the lower rank in the evaluation table A, when an interrupt is made in front of the host vehicle 1 of rank 5, the driver of the host vehicle 1 avoids a collision by taking the distance between the other vehicles. Therefore, it is assumed that the brake pedal is depressed to perform a braking action. The braking action at this time is not sudden braking because the inter-vehicle distance immediately after the interruption is relatively secured. Therefore, in the evaluation table A, in response to the situation with the host vehicle “interrupt forward of the host vehicle 1”, the action of the host vehicle is set to brake operation, but the deceleration is below a reference value. .

  Here, the reference value can be determined by, for example, testing each vehicle in advance and storing it in the storage unit 121 (see FIG. 1). The determination of the reference value is the same in the following description.

  In addition, when an interruption is performed immediately before or immediately before the own vehicle 1 of ranks 1, 2, and 3, the driver of the own vehicle 1 may avoid a collision by a sudden braking action and a sudden separation action. is assumed. 4 to 7 are schematic diagrams illustrating the behavior of the host vehicle 1 when another vehicle interrupts the host vehicle 1. FIG. 4 shows a case where both the own vehicle and the other vehicle are the motorcycle 2. If another motorcycle 10 has interrupted forward or immediately before the motorcycle 2, the driver of the motorcycle 2 may suddenly bank the vehicle body to avoid contact with the other motorcycle 10. A change of direction is assumed. The motorcycle 2 is subjected to a lateral G (indicated by an arrow in FIG. 4) due to a sudden change of direction. Therefore, based on the signal from the acceleration sensor 114 (see FIG. 1), it is confirmed that the sudden change of direction has been made depending on whether the lateral (horizontal) acceleration (lateral G) exceeds a predetermined reference value. Can be estimated.

  FIG. 5 shows the case where the host vehicle is the motorcycle 2 and the other vehicle is the other four-wheeled vehicle 11, but the concept of the urgency of the avoidance action is the same as that shown in FIG.

  FIG. 6 shows a case where both the own vehicle and the other vehicle are automatic four-wheeled vehicles, and FIG. 7 shows a case where the own vehicle is the four-wheeled vehicle 1 and the other vehicle is another motorcycle 10. . In the case of the automobile 1, the urgency of avoidance behavior is basically the same as that of the motorcycle 2 described with reference to FIG. To do. That is, as shown in FIG. 6, when another automobile 11 has interrupted the front or near from the vicinity of the automobile 1, the driver of the automobile 1 can make another motorcycle 10. In order to avoid contact with the vehicle, it is assumed that the steering wheel is suddenly turned and the direction is changed.

  Also in this case, as described with reference to FIG. 4, based on the signal from the acceleration sensor 114 (see FIG. 1), whether the lateral (horizontal) acceleration (lateral G) has exceeded a predetermined reference value. It can be inferred that a sudden turn has occurred.

  In the case of the four-wheeled automobile 1, a sudden change of direction is made depending on whether or not the rotational angular velocity or rotational angular acceleration of the steering wheel exceeds a predetermined reference value based on a signal from the steering wheel rotational angle sensor 113 (see FIG. 1). You can also estimate what has been done. The same applies to the case shown in FIG.

  In addition, when there is an interruption, it is conceivable that the driver activates the brake, and the inter-vehicle distance between the own vehicle 1 immediately after the interruption and the other vehicle (the other motorcycle 10 and the other automobile 11), that is, Depending on whether the interruption is performed in the front or immediately before, the urgency of the braking action, that is, whether or not to apply a sudden brake varies.

  Furthermore, regarding the degree of sudden braking, the urgency of the braking action differs between when the deceleration due to the braking operation exceeds the reference value and when the ABS 117 (see FIG. 1) is activated due to the braking operation. The latter can be considered more urgent.

  Considering the above points, first, in the evaluation table A, as rank 3, in response to the situation of the own vehicle “interrupt from the vicinity of the own vehicle to the front”, sudden braking operation (that is, braking operation) Yes, and the case where deceleration exceeds a reference value) and the acceleration in the lateral direction (horizontal direction) (lateral G) exceeds a predetermined reference value.

  In the case of the motorcycle 2 described with reference to FIGS. 4 and 5, the sudden direction change is when the lateral acceleration (lateral G) exceeds a predetermined reference value. In the case of the automobile 1 described with reference to FIG. 7, the rotational angular velocity or rotational angular acceleration of the steering wheel exceeds a predetermined reference value.

  Also, in the evaluation table A, ranks 1 and 2 correspond to a situation where the sudden brake is activated and the ABS 117 (see FIG. 1) is activated in response to the situation of the own vehicle “interrupt immediately before the own vehicle”. In rank 2, in addition to the operation of ABS 117, the case where the lateral acceleration (lateral G) exceeds a predetermined reference value is set in rank 1.

  In the ranks 1, 2, and 3 of the evaluation table A, the situation with the host vehicle 1 is taken into consideration whether or not there is an interrupt from the vicinity of the host vehicle 1, but the vehicle is detected at ST101 (see FIG. 3) before the interrupt. You may determine based on the other vehicle (parallel running vehicle) which the means detected cannot be detected.

  FIG. 8 is a schematic diagram showing the relationship between the movement of another vehicle that interrupts the host vehicle 1 and the detectable range by the vehicle detection means. As shown in FIG. 8, when the other motorcycle 10 and the automobile 11 that are other vehicles interrupt the automobile 4 and the motorcycle 2 that are the own vehicles, two points in FIG. Since other motorcycles 10 and four-wheeled vehicles move as indicated by chain lines, the detectable range of the vehicle detection means (laser radar 111 and ultrasonic sensor 112) of the motorcycle 1 and motorcycle 2 (in FIG. 8) , Indicated by a chain line) and become undetectable. In such a case, it can be considered that the other vehicle interrupted from the vicinity of the own vehicle. Therefore, the vehicle detection means can no longer detect other vehicles immediately before the avoidance action (brake operation and direction change) according to the judgment criteria of the action of the own vehicle corresponding to ranks 1, 2, and 3 of the evaluation table A. May be added.

  Further, when a vehicle detection unit having a different detectable range is used together as in the driving support device 100 (see FIG. 1) of the present embodiment, the inter-vehicle distance between the host vehicle 1 and another vehicle is further recognized. It can be used as a criterion for determining the behavior of the host vehicle 1. FIG. 9 is a schematic diagram showing the relationship between the movement of another vehicle that interrupts the host vehicle 1 (see FIG. 1) and the detectable range by the vehicle detection means. In FIG. 9, the detectable range of the laser radar 111 (see FIG. 1) of the host vehicle 1 is indicated by a thick broken line, and the detectable range of the ultrasonic sensor 112 (see FIG. 1) is indicated by a thin broken line. When interrupting the own vehicle 1 from a state in which another motorcycle 10 is running in the range where the ultrasonic sensor 112 can detect, the following three detection patterns are conceivable.

(A) When the ultrasonic sensor 112 can be detected until the interruption is completed (solid arrow in FIG. 9)
This is a case where another motorcycle 10 suddenly changes direction within the detectable range of the ultrasonic sensor 112 (within a practical range of 6 m) and makes an interruption, and is considered to be extremely dangerous.

(B) The ultrasonic sensor 112 becomes undetectable immediately before interruption, but the laser radar 111 is detectable (indicated by the one-dot chain line arrow in FIG. 9).
The other motorcycle 10 is outside the detectable range of the ultrasonic sensor 112 but changes direction within the detectable range of the laser radar 111 (within a practical range of 20 m) and interrupts, and the risk is considerably high. it is conceivable that.

(C) When both the laser radar 111 and the ultrasonic sensor 112 become undetectable immediately before interruption (indicated by a two-dot chain line arrow in FIG. 9)
This is a case where the other motorcycle 10 changes direction outside the detectable range of the laser radar 111 and makes an interrupt, and the degree of danger is considered to be lower than (a) and (b).

  Thus, the combined use of the laser radar 111 and the ultrasonic sensor 112 is excellent in that the movement of another vehicle can be reflected in the evaluation in more detail.

(B) Width alignment Next, a case where the other vehicle performs width alignment on the host vehicle 1 (see FIG. 1) will be described. In the present embodiment, the width adjustment is set to rank 4 as the situation “approaching close to own vehicle” with the own vehicle.

  If the width-shifting is grasped by the action of the own vehicle, that is, the avoidance action, the other vehicle (parallel running vehicle) that has run side by side has approached rapidly, so the driver of the own vehicle 1 (see FIG. 1) It can be considered to change the direction by banking the car body. On the other hand, since the other vehicle remains in parallel with the host vehicle 1, it is difficult to assume that the driver of the host vehicle 1 performs a sudden braking action (sudden braking).

  Therefore, in the evaluation table A, rank 4 corresponds to the situation of the host vehicle “approaching close to the host vehicle”, and the behavior of the host vehicle 1 is based on a signal from the acceleration sensor 114 (see FIG. 1). The case where the lateral acceleration (horizontal direction) acceleration (lateral G) exceeds a predetermined reference value is set.

  Further, in this case, immediately before the avoidance action (direction change) is performed, whether the vehicle detection means (laser radar 111 and ultrasonic sensor 112) has detected the other vehicle or not is different from the own vehicle 1 of the other vehicle. It is possible to determine whether the situation (influence from other vehicles) is narrowing or interruption. That is, if it is an interruption, as described with reference to FIG. 7, the other vehicles (other motorcycles 10 and 11) are outside the detectable range of the vehicle detection means and cannot be detected. On the other hand, the width adjustment is performed within the detectable range of the vehicle detection means.

  As described above, based on the detection result of the avoidance action detection process (ST102), the evaluation point assigning unit 103 determines whether the other vehicle and the own vehicle 1 are based on the action of the own vehicle 1, that is, the urgency of the avoidance action. The rank determined based on the situation (the influence of the other vehicle on the host vehicle 1) can be determined.

  Furthermore, in the evaluation table A, evaluation points are set corresponding to ranks 1 to 5. Here, in the evaluation table A, evaluation points are set separately for each type of the host vehicle 1 (see FIG. 1), that is, for the motorcycle 2 and the four-wheeled vehicle 1 (see FIG. 2). The reason why the evaluation score is set for each type of the host vehicle 1 is that it is preferably set according to the characteristics of the host vehicle 1, that is, the size and the agility.

  In the case of the automobile 4, the vehicle detection means is based on the laser radar 111. Since the automobile 1 is larger than the motorcycle 2 and is difficult to take agile movement, even if the distance between the host vehicle 1 and the other vehicle is long, there is a tendency for near-miss to occur. Is preferably assumed to be long. For this reason, in the evaluation table A, the distance between the vehicles is longer when the laser radar 111 of the motorcycle 1 is used than when the ultrasonic sensor 112 of the motorcycle 2 is used. The evaluation score is set to be the same.

  Furthermore, in the case of the automobile 4, the laser radar 111 and the ultrasonic sensor 112 are used together in the present embodiment. In this case, when the ultrasonic sensor 112 becomes unable to detect another vehicle immediately before the avoidance action is detected, the inter-vehicle distance is short and the danger level is higher than that of the motorcycle 2, so even at the same level, The evaluation score is set high.

  The evaluation score assigning means 103 refers to the evaluation table A as described above, determines the rank based on the urgency of the avoidance action, and sets the evaluation score set corresponding to the rank for the avoidance action. The evaluation score to be assigned is determined (ST105).

<Accumulation of evaluation points>
Evaluation score accumulating means 104 (see FIG. 1) adds the evaluation score determined in ST105 to the previous cumulative score (ST106). The accumulated score is stored in the storage unit 121 (see FIG. 1), for example.

  Accumulation of evaluation points can be performed for each arbitrary unit. Here, examples of units include geographical units such as points, regions, and roads, time units such as time zones, days of the week, and periods, and driving-related units such as one unit from the start to the end of the engine. Although it is mentioned, it is not specifically limited.

  For example, the case where evaluation points are accumulated by using a point as a unit among geographical units will be described as an example. Based on the position information (coordinates) output from the GPS receiver 126, the evaluation point accumulating unit 104 sets a certain point as a reference point, and targets the avoidance behavior that occurs within a predetermined range from the reference point. Accumulate the evaluation points given to. The reference point can be set at a point where the avoidance behavior is detected for the first time and the avoidance behavior is not detected within a predetermined range from the point, but is not particularly limited. For example, landmarks such as intersections and schools may be set as reference points.

<Determination of cumulative score>
Next, the guidance output means 105 (see FIG. 1) determines whether or not the cumulative score exceeds the reference score (ST107).

  The number of reference points can be set arbitrarily, but it is preferable to use Heinrich's law. Heinrich's law is an empirical rule that there are 29 minor accidents behind a serious accident and 300 abnormalities behind it. Assuming that this abnormality corresponds to a near-miss, the number of accidents (number of serious accidents 1 + number of minor accidents 29 = 30) ÷ number of near-misses (300) = 1/10. Therefore, when experiencing 10 near-miss incidents, it can be considered that even if one serious accident or minor accident is encountered, there is no problem. Therefore, it is effective for preventive safety to set the reference score to 10 and to give guidance when the reference score is exceeded and to alert the driver to safe driving.

  If the determination is NO in ST107, the process returns to ST101.

<Guidance output>
If the determination is YES in ST107, the guidance output means 105 outputs guidance (ST108).

  Various modes can be considered for outputting the guidance. For example, a guide sentence, an icon, or the like stored in the storage unit 121 is displayed on a display that is an example of the display unit 124 (see FIG. 1). As described above, when the display included in the navigation device 125 is used, the guidance output unit 105 instructs the navigation device 125 to display a guidance sentence or the like. When the instrument panel display is used, the guidance output means 105 causes a control device (not shown) of the instrument panel to display a guidance text or to turn on a warning lamp.

  In addition, the guidance output means 105 causes the voice output means 122 (see FIG. 1) to output a voice-synthesized guidance sentence, or to issue an alarm instead of or simultaneously with the guidance output by the display means 124 as described above. An alarm sound can be generated or caused to sound generation means (not shown).

  Further, the guidance output means 105 controls the communication means 123 (see FIG. 1) and communicates with the portable information terminal using, for example, a short-range communication means or a mobile wireless communication means to display a guidance sentence. And / or voice output of a guidance sentence or generation of an alarm sound may be performed. When the mobile wireless communication means is used, communication with the portable information terminal includes both a case where communication is performed via a server on the Internet and a case where communication is performed directly with the portable information terminal.

  As shown in FIG. 3, after the guidance output is completed in ST108, the guidance output means 105 (see FIG. 1) determines whether or not the operation is completed based on, for example, whether the engine is operating (ST109). In ST109, if the determination is NO, the process returns to ST101, and if the determination is YES, the entire process is terminated.

  The guidance output means 105 (see FIG. 1) may display a cumulative score on a map including the planned travel route of the host vehicle 1 using a display provided in the navigation device 125. FIG. 10 is a schematic diagram illustrating an example of a map displayed by the guidance support apparatus according to the present embodiment. As shown in FIG. 10, the navigation device 125 displays the map 200 on the display. Map 200 includes a commute route 203 from home 201 to work location 202. The guidance output means 105 causes the navigation device 125 to display the accumulated points of the vehicle 1 (see FIG. 1) in units of points on the map 200, for example, with round numbers, and a near-miss occurs to the driver. , Specify points with evaluation points. As a result, the driver can grasp what kind of danger is likely to occur at which point at the start of driving, and can further improve preventive safety.

  For example, at point A in the map 200, the school 204 is nearby, and on a rainy day, it can be seen at a glance that there was an accidental change in the distance or interruption due to pick-up and a near-miss occurred.

  In addition, at points B1 and B2, it is a Y-shaped intersection, there is an interruption due to a lane change, and it can be seen at a glance that a near-miss occurred.

  On the road near point C1, the lane that is almost straight is also two lanes on one side, but the urban area 205 approaches and there is an interruption near the merging point that decreases to one lane, and a near-miss occurs. You can see at a glance. The same applies to the road in the city area of the point C2.

  In this way, by plotting points on the map 200 where a near-miss has been experienced, a danger map during traveling is completed. Since the map 200 can visually recognize a high-risk point, the driver can be reminded and re-recognized at the point where he / she experienced a near-miss, and the preventive safety effect increases.

  Furthermore, it is preferable that traffic conditions such as traffic congestion points are also written on the map 200 from the viewpoint of improving preventive safety.

  As shown in FIG. 10, as an evaluation result in another vehicle, particularly a motorcycle, it is preferable to write the accumulated points at the same point (for example, points B <b> 1 and C <b> 1 in FIG. 10) together with square numbers, for example. As a result, the driver's feelings of both the automobile and the motorcycle can be understood from each other, and it becomes a reference for safe driving in consideration of the other party. In addition, the accumulated score of other vehicles can be acquired using the communication means 123 (refer FIG. 1), for example via the server on the internet.

  The order of each process shown in the control flow in the driving assistance apparatus 100 described above is an example, and those skilled in the art can easily understand that it can be changed.

  As described above, according to the present embodiment, other dangers of near-miss can be utilized for traffic safety evaluation related to the driver and the route (for example, commuting route). In addition, it is possible to continuously analyze and evaluate near-miss experiences and use them for preventive safety measures to prevent traffic accidents.

  In addition, this invention is not limited to the said embodiment, It can change and implement variously. In the above-described embodiment, the size, shape, and the like illustrated in the accompanying drawings are not limited to this, and can be appropriately changed within a range in which the effect of the present invention is exhibited. In addition, various modifications can be made without departing from the scope of the object of the present invention.

  For example, in the above embodiment, as described with reference to the evaluation table A shown in Table 1, the laser radar 111 and the ultrasonic sensor 112 are used in combination in the automobile 4 (see FIG. 1). Using the difference in the detectable range, the urgency is determined based on the inter-vehicle distance from other vehicles, and the evaluation points are weighted. On the other hand, as shown in the evaluation table B shown in Table 2, only the laser radar 111 is used, and the distance between the other vehicles is measured by the laser radar 111. For example, two stages (within 6 m or over 6 m and within 20 m) ) To determine the distance between the vehicles, determine the urgency based on the distance between the vehicles, and weight the evaluation points. The inter-vehicle distance here is the inter-vehicle distance between the host vehicle 1 and another vehicle immediately before the avoidance action is detected.

  In addition, a drive recorder (not shown) can be used in combination with the driving support device 100 (see FIG. 1). In this case, since the video of the other vehicle can be recorded, the other vehicle that has caused the near-miss can be identified, and the effect is improved when it is desired to grasp the situation in detail.

  As described above, the present invention has an effect that it is possible to improve preventive safety by using an evaluation focusing on the urgency of avoidance behavior of a vehicle, and in particular, an automobile, a motorcycle, an automobile tricycle, etc. Useful for driving assistance devices.

1 Own vehicle (automobile)
2 Motorcycle 100 Driving support device 101 ECU
102 avoidance action detecting means 103 evaluation point giving means 104 evaluation point accumulating means 105 guidance output means 111 laser radar 112 ultrasonic sensor 113 handle rotation angle sensor 114 acceleration sensor 115 vehicle speed sensor 116 brake pedal sensor 121 storage means 122 audio output means 123 communication Means 124 Display means 125 Navigation device 126 GPS receiver 200 Map

Claims (9)

Avoidance action detecting means for detecting avoidance action for other vehicles by the own vehicle;
An evaluation point giving means for giving an evaluation point with weighting based on the urgency of the avoidance action,
Evaluation point accumulating means for accumulating the evaluation points for the avoidance behavior to obtain a cumulative score;
Guidance output means for guiding the driver of the host vehicle when the cumulative score exceeds a predetermined reference score;
A driving support apparatus comprising:   The driving support device according to claim 1, wherein the evaluation point assigning unit assigns a higher evaluation point to the higher urgency.   The driving support apparatus according to claim 1 or 2, wherein the urgency is determined based on one or both of a braking behavior and a separation behavior performed by the host vehicle.   The driving support device according to claim 3, wherein the evaluation score is determined based on a distance between the host vehicle and the other vehicle.   The driving support device according to claim 4, wherein the distance is determined using a detectable range of the vehicle detection unit.   6. The driving support apparatus according to claim 5, wherein an infrared laser radar or a quasi-millimeter wave radar and an ultrasonic sensor are used in combination as the vehicle detection means.   The evaluation point giving means assigns the evaluation point with reference to an evaluation table in which the evaluation point is set in association with the avoidance action of the host vehicle. The driving assistance device according to claim 1.   The driving support device according to any one of claims 1 to 7, wherein the reference score is set based on Heinrich's law.   The driving assistance apparatus according to any one of claims 1 to 8, wherein the guidance output unit displays the cumulative score on a map including a planned travel route of the host vehicle.

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