JP2018185587A - Driving support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a support device capable of immediately corresponding to an unintended behavior of another vehicle when a driver is artificially driving.SOLUTION: In a driving support device, a controller acquires a caution needed level of another vehicle with respect to a self-vehicle, which is based on at least one of characteristics of a driving operation of the other vehicle, a driving history of a driver of the other vehicle, and a maintenance history of the other vehicle (step S1, step S2, step S3), and if the caution needed level is equal to or higher than a predetermined level (step S5), increases respective output levels of drive force and brake force with respect to a driving operation of the self-vehicle (step S8), and notifies a driver of the self-vehicle of a caution needed level of the other vehicle (step S7).SELECTED DRAWING: Figure 4

Description

  The present invention relates to an apparatus for assisting driving when a driver travels by performing an acceleration / deceleration operation or steering.

  An example of this type of device is described in Patent Document 1. The apparatus acquires information indicating the state of the other vehicle by performing inter-vehicle communication between the host vehicle and another vehicle traveling around the host vehicle, and based on the acquired information on the other vehicle. Thus, an abnormality such as the possibility of collision of another vehicle with the host vehicle is detected or determined. If the information described above is a failure of the other vehicle, the health condition of the driver, etc. and it is determined that there is a high possibility that the other vehicle will collide with the own vehicle based on the acquired information on the other vehicle. Is configured to issue an alarm to the driver.

  In Patent Document 2, a driver's driving characteristics such as acceleration and inter-vehicle distance are acquired by a mobile terminal mounted on the vehicle, and the acquired driver's driving characteristics deviate from the driver's past driving characteristics. When it is determined that the vehicle is in non-normal driving, an apparatus is described that is configured to notify other vehicles around the host vehicle of the presence of the host vehicle having non-normal driving characteristics. In Patent Document 3, based on information about the driver such as snoozing and looking away, traveling information such as acceleration and the position of the shift lever, and peripheral information such as the presence of other vehicles and pedestrians around the host vehicle An apparatus configured to select a notification destination and a notification method for alerting the host vehicle is described.

  Patent Document 4 describes an apparatus configured to avoid an accident by performing optimal driving assistance based on an operation characteristic indicating a tendency of whether or not a driver operates the host vehicle according to an alarm. Yes. When the tendency is high, the device performs driving support by warning, and when the tendency is low, the device issues a warning earlier than the case where the tendency is high, or due to the driver's operation. It is configured to perform driving intervention control such as performing automatic control not to decelerate below a predetermined speed. In Patent Document 5, when the inter-vehicle communication is performed between the own vehicle and other vehicles positioned before and after the own vehicle, and the inter-vehicle distance between the own vehicle and the preceding vehicle is equal to or less than a threshold, the driver When the predetermined distance between the vehicles is not secured even if the warning is issued, the brake is automatically controlled to decelerate and secure the distance between the vehicles regardless of the driver. An apparatus is described. In addition, the device issues an alarm when the inter-vehicle distance between the host vehicle and the rear vehicle is less than or equal to a threshold, and depends on the driver when the predetermined inter-vehicle distance is not ensured even when the alarm is issued. Instead, the accelerator is automatically controlled and accelerated to ensure a vehicle-to-vehicle distance.

Japanese Patent Laid-Open No. 2007-255782 JP 2013-225254 A JP 2010-217956 A JP 2009-282702 A JP 2008-77309 A

  By the way, other vehicles whose driving operation characteristics such as acceleration / deceleration and steering timing or their operation amount are greatly different from the own vehicle, such as frequently accelerating and decelerating around the own vehicle or deviating from the lane. If there is, there is a possibility that the behavior of the other vehicle becomes an unintended behavior for the host vehicle. That is, it may cause an accident and requires attention. In the apparatus described in Patent Document 1, when an abnormality such as a high possibility that another vehicle will collide with the host vehicle is detected, a warning is issued to the driver of the host vehicle, so that the driver is alerted. However, if the other vehicle behaves unintentionally for the own vehicle, it may not be possible to immediately respond to the behavior of the other vehicle.

  The devices described in Patent Document 2 and Patent Document 3 notify other vehicles around the own vehicle of the existence of the own vehicle or alert the other vehicle, and deal with the behavior of the other vehicle. is not. In addition, in the devices described in Patent Document 4 and Patent Document 5, when the driver does not act to avoid an accident even if an alarm is issued, or when the driver has a low tendency to act according to the alarm. The vehicle is accelerated or decelerated by performing automatic control not depending on the operation of the driver. That is, since a driving operation different from the driving operation of the driver is performed, there is a possibility that the driver may feel uncomfortable.

  The present invention has been made paying attention to the above technical problem, and provides a support device that can immediately cope with an unintended behavior of another vehicle when the driver is driving artificially. It is for the purpose.

  In order to achieve the above object, the present invention provides a driving support device for supporting driving of the host vehicle based on characteristics of driving operation of the other vehicle traveling around the host vehicle together with the host vehicle. A controller for supporting driving, wherein the controller is based on at least one of a characteristic of a driving operation of the other vehicle, a driving history of a driver of the other vehicle, and a maintenance history of the other vehicle. When the caution level of the other vehicle with respect to the own vehicle is acquired and the caution level is equal to or higher than a predetermined level, the output levels of the driving force and the braking force for the driving operation of the own vehicle are respectively increased. The driver is notified of the caution level of the other vehicle to the driver of the host vehicle.

  According to the present invention, when there is another vehicle that travels around the host vehicle together with the host vehicle, the characteristics of the driving operation of the other vehicle that travels around the host vehicle, that is, the behavior, and the driving history of the driver of the other vehicle And the level of attention based on the maintenance history of other vehicles. When the level of caution is greater than or equal to a predetermined level, the output level of driving force or braking force is increased, and the presence of other vehicles with a level of caution or higher than the predetermined level is notified to the driver of the host vehicle. To do. Therefore, the driver can pay attention to the behavior of other vehicles. Further, the output level of the driving force and the braking force is changed so that the behavior of the host vehicle is agile with respect to the driving operation of the driver. Therefore, when the other vehicle performs an unintended behavior, it is possible to increase the distance between the host vehicle and the other vehicle by immediately generating a driving force or a braking force, or to stop the host vehicle. Become. As a result, it is possible to avoid or suppress an accident such as a contact between the host vehicle and another vehicle or a collision.

It is a schematic diagram which shows the state which the own vehicle and other vehicles are drive | working the road of multiple lanes. It is a block diagram for demonstrating the structure of the controller in embodiment of this invention. It is a figure which shows an example of a caution level typically. It is a flowchart for demonstrating an example of the control performed by embodiment of this invention.

  As shown in FIG. 1, the driving support device according to the embodiment of the present invention is connected to other vehicles VB, VC, VD traveling around the host vehicle VA, that is, front, rear, left, and right with the host vehicle VA. Alternatively, wireless communication is performed between the host vehicle VA and the other vehicles VB, VC, VD via the server 1 or a data center. And, it is necessary to pay attention to the other vehicles VB, VC, VD based on the characteristics of the driver of the other vehicles VB, VC, VD, that is, the characteristics of the driving operation (hereinafter referred to as driving operation characteristics), the traveling history, the maintenance history, etc. Configured to get the level. The periphery of the host vehicle VA may be a predetermined range, or may be a range that changes according to the congestion state of the traveling road at the current time point. Driving characteristics are characteristics that can be referred to as driving habits and roughness, or preference or propensity, and are the timing and magnitude of acceleration / deceleration by the driver, or the timing and magnitude of steering, and the number of steerings within a predetermined period. Or, it is a characteristic of the operation that the driver operates to drive the vehicle, such as the speed, the vehicle speed, and the operation timing of the direction indicator. Therefore, it varies from driver to driver depending on the length of the driving history, the degree of familiarity or proficiency with the driving operation, the presence or absence of the driving history for the current driving path, and the like. It may also change depending on the physical condition. The travel history is a history of the road on which the host vehicle VA and other vehicles VB, VC, and VD travel, and the maintenance history is a history of maintenance, repair, or modification performed on the other vehicles VB, VC, and VD. The level requiring attention will be described later.

  The driving support apparatus according to the embodiment of the present invention drives the own vehicle VA when other vehicles VB, VC, VD having a level of caution that is equal to or higher than a predetermined threshold level exist around the own vehicle VA. It is configured to increase an output level such as a driving force or a braking force with respect to the driving operation of the person. That is, the driving force characteristics are changed so as to make the behavior of the host vehicle VA agile. Specifically, the driving force characteristic of the host vehicle VA is changed to a characteristic that allows the engine braking force and driving force at the time of braking to be large and to decelerate quickly and accelerate quickly. As a result, when another vehicle VB, VC, or VD performs an unintended behavior for the host vehicle VA, the host vehicle VA immediately accelerates or decelerates to increase the distance between the vehicles, or stops. And other vehicles VB, VC, VD are configured to avoid or suppress accidents such as contact and collision. In addition, the vehicle is configured to notify the driver of the presence of the other vehicles VB, VC, VD other than the above-mentioned level of caution and call attention.

  The host vehicle VA and the other vehicles VB, VC, VD have a function of detecting and maintaining driving operation characteristics, and recording a travel history, a maintenance history, and the like. The own vehicle VA has a function of acquiring, that is, receiving, at least the driving operation characteristics and the caution level of the other vehicles VB, VC, VD. On the other hand, each other vehicle VB, VC, VD has at least a function of transmitting driving operation characteristics, maintenance history, and the like.

  FIG. 2 is a block diagram showing the configuration of the controller 2 in the embodiment of the present invention. The controller 2 uses the server 1 and the other vehicles VB, the above-described various data (hereinafter simply referred to as other vehicle data) 4 regarding the own vehicle driving operation characteristic acquisition unit 3 and the other vehicles VB, VC, VD. And a receiving unit 6 that acquires from the outside 5 such as VC and VD. The own vehicle driving operation characteristic acquisition unit 3 has a function of detecting or calculating the driving operation characteristic of the own vehicle VA and holding it. The receiving unit 6 is configured to receive the other vehicle data 4 at all times or at predetermined time intervals. In addition, data from various sensors, switches, or other systems is input to the controller 2 in order to detect or calculate the driving operation characteristics of the host vehicle VA. Examples of such sensors, switches, or systems include a vehicle speed sensor 7, an accelerator opening sensor 8, a brake pedaling force sensor 9, a steering angle sensor 10, an acceleration sensor 11, a yaw rate sensor 12, a navigation (NAVI) system 13, and a direction indication. The switch 14 and the inter-vehicle distance sensor 15 are included. Here, the data from the acceleration sensor 11 may include a longitudinal acceleration and a lateral acceleration of the vehicle. Further, the data from the NAVI system 13 may include map data and position data of the host vehicle VA. Further, the inter-vehicle distance sensor 15 may be inter-vehicle distance data obtained from image data captured by a camera or inter-vehicle distance data obtained by a radar.

  The other vehicle data 4 received by the receiving unit 6 described above is stored in the server 1 or the data center or the like, directly acquired from the other vehicles VB, VC, VD by inter-vehicle communication that is communication between vehicles, and It may be data obtained by road-to-vehicle communication from so-called big data updated as needed. Big data may be unstructured data collected by a public organization for traffic control or the like, or unstructured data or structured data collected by a private organization for providing service information. When the received data is unstructured data, the controller 2 of the host vehicle VA includes a system that analyzes the received data and obtains the driving operation characteristics of the other vehicles VB, VC, VD. The other vehicle data 4 includes, for example, driving operation characteristics including the driving history and physical condition of the driver of the other vehicles VB, VC, VD, the traveling history of the traveling road, the maintenance history of the other vehicles VB, VC, VD, The state of the vehicle such as an accident history can be listed. The driving operation characteristics include driving roughness Z corresponding to the level of caution, the number of departures from the lane, and so-called fluctuations such as a change in behavior in the left-right direction on the travel path.

  Based on the other vehicle data 4 and the driving operation characteristics of the own vehicle VA, the caution level determining unit 16 that determines the caution level of each of the other vehicles VB, VC, VD traveling around the own vehicle VA. Is provided. Further, the controller 2 changes the driving force characteristic for the driving operation of the driver of the own vehicle VA based on the determination result in the attention level determination unit 16, or there is a vehicle requiring attention with respect to the outside 5. Information is transmitted, or a warning is given to the driver 17 that there is a vehicle requiring attention. Therefore, the driving / braking force changing unit 18 for changing the driving force characteristic, the transmitting unit 19 for transmitting information to the outside 5, and the warning unit 20 for giving a warning to the driver 17 are provided.

  Here, the level of caution is described. The attention level is divided into a plurality of levels. As shown in FIG. 3, the level of caution can be divided into, for example, four levels. If the level of caution is described in ascending order, the level of caution 1 is around other vehicles VB, VC, VD around the host vehicle VA. Or there is an accident such as a contact or collision between the host vehicle VA and the other vehicles VB, VC, VD, such as the distance between the host vehicle VA and the other vehicles VB, VC, VD being longer than a predetermined inter-vehicle distance. The possibility of occurrence is as low as possible. Attention level 1 is similar to the driving operation characteristics of the host vehicle VA and the driving operation characteristics of the other vehicles VB, VC, VD, and the driving history is longer than a predetermined period, so-called normal or normal It is a level that can be called a state. Attention level 2 indicates that there are other vehicles VB, VC, and VD in a predetermined range around the host vehicle VA, such as different driving operation characteristics from the host vehicle VA and a short driving history. This is a level that calls attention. At the level 3 requiring attention, other vehicles VB, VC, VD such as driving characteristics are greatly different from the own vehicle VA around the own vehicle VA, and the driving history is short or deviates from the lane. Exists, is sufficiently separated from the other vehicles VB, VC, VD, and the behavior of the own vehicle VA with respect to the driving operation characteristics of the own vehicle VA is agile so that the behavior of the other vehicles VB, VC, VD can be dealt with immediately. It is a level to make. At the level 4 of caution, other vehicles VB, VC such as driving operation characteristics greatly different from the own vehicle VA around the own vehicle VA, short driving history, no maintenance history, accident history, etc. , VD exist and is a level for alerting other vehicles VB, VC, VD around the host vehicle VA in addition to the response at the level 3 requiring attention. That is, the level 4 requiring attention is more likely to cause an accident than the level 3 requiring attention, so that information is transmitted between the own vehicle VA and the other vehicles VB, VC, VD via inter-vehicle communication or the server 1. It is a level to share and avoid so-called multiple accidents.

An example of determining the level of caution based on the driving roughness Z in the driving operation characteristics will be described. The driving roughness Z is a numerical value of driving operation characteristics of the other vehicles VB, VC, VD, and is calculated by the following equation (1). The driving support apparatus according to the embodiment of the present invention is configured to determine the level of caution by comparing the driving roughness Z calculated by the following equation (1) with a preset threshold value. That is, the driving roughness Z corresponds to the level of caution, and the other vehicle data 4 received by the receiving unit 6 includes the level of caution of other vehicles VB, VC, VD and information related thereto.
Z = a * A + b * B + c1 * C1 + c2 * C2 + d * D (1)
In the equation (1), A is the number of repetitions of acceleration and deceleration within a predetermined period, and B is the number of times the accelerator pedal or brake pedal is changed within a predetermined period. C1 is the deviation rate between the average inter-vehicle distance corresponding to the vehicle speed and the actual inter-vehicle distance, that is, the ratio of the actual inter-vehicle distance to the average inter-vehicle distance. The average inter-vehicle distance can be obtained in advance by experiments or the like. C2 is the number of lane changes within a predetermined period, and D is the rate of change of the inter-vehicle distance within the predetermined period.

  a, b, c2, c1, d are coefficients, and a and b are set to large values when traveling on suburban roads and highways, and when traveling on urban and mountainous roads. It is set to a smaller value than when driving on suburban roads or highways. That is, the number A of acceleration and deceleration repetitions and the number B of switching between the accelerator pedal and the brake pedal tend to increase due to rough driving. There is a tendency to increase compared to when driving on highways. In mountainous areas, there are tendencies to increase the frequency and frequency of acceleration and deceleration caused by traveling on uphill and downhill roads, and the number of repetitions A and the number of step changes B described above tend to increase accordingly. In other words, in order to prevent or suppress the misjudgment that the driving is rough due to traveling on an urban area or a mountain road, a and b are used when traveling on an urban area or a mountain road. Is set to a small value. Further, the number of lane changes C2 and the variation rate D of the inter-vehicle distance tend to increase due to driving roughness. Therefore, the coefficients c2 and d are large when driving on suburban roads and highways where there are relatively few opportunities for starting and stopping, and acceleration / deceleration due to traffic congestion on the signals and driving paths. On the other hand, when traveling on urban roads and mountain roads, each of a and b is set to a smaller value than when traveling on suburban roads or highways. Note that c1 is set to a predetermined value.

Further, in the driving support apparatus according to the embodiment of the present invention, as shown in FIG. 3, a predetermined hysteresis is provided when the level of caution is raised and when the level of caution is lowered. First, the case of increasing the level of caution is described. _Be careful when the driving roughness Z calculated at the current time is larger than the driving roughness Z calculated at the previous time, that is, the previous value, and when the driving roughness Z at the current time is smaller than the first threshold value _Zth1. Level 1 is set. Further, when the driving roughness Z at the current time point is greater than the previous value, and is equal to or greater than the first threshold value Z _{th1 and} smaller than the second threshold value Z _th2 , a caution level 2 is set. Further, when the driving roughness Z at the current time point is greater than the previous value, and is equal to or greater than the second threshold value Z _{th2 and} smaller than the third threshold value Z _th3 , the caution level 3 is set. If the driving roughness Z at the current time point is greater than the previous value and greater than the third threshold value _Zth3 , the level of caution 4 is set.

The case of lowering the level of caution is described. When the driving roughness Z calculated at the current time point is smaller than the previous value and larger than the fourth threshold value _Zth4 , the caution level 4 is set. The fourth threshold value Z _th4 is smaller than the third threshold value Z _th3 . This is to suppress so-called control hunting. Further, when the driving roughness Z calculated at the current time point is smaller than the previous value, and is equal to or smaller than the fourth threshold value Z _{th4 and} larger than the third threshold value Z _th3 , the caution level 3 is set. The fifth threshold Z _th5 is a value smaller than the second threshold Z _th2 . Furthermore, small roughness Z driving calculated at the current point than the previous value, and, caution level 2 is set when a less fifth threshold value Z _th5 larger than the sixth threshold value Z _th6. When the driving roughness Z at the current time point is smaller than the previous value and smaller than the sixth threshold value _Zth6 , the caution level 1 is set.

  Factors other than the driving roughness Z that increase the level of caution are described. The factors include, for example, vehicle conditions such as vehicle maintenance history and remodeling history, accident history, or so-called wandering that deviates from the lane. If there is no vehicle maintenance history, a predetermined period has passed since the last maintenance, or there is a modification history, there is a tendency for the possibility of maintenance failure or failure to increase. Moreover, when there is an accident history, there is a tendency that the possibility of causing an accident again becomes high. In such a case, the driving roughness Z calculated by the above equation (1) is increased by a predetermined amount. Further, when the number of times of running out of the lane is greater than or equal to a predetermined number, there is a tendency that the possibility of collision between the host vehicle VA and the other vehicles VB, VC, VD is increased due to so-called wobbling. is there. Therefore, even in such a case, the driving roughness Z calculated by the equation (1) is increased by a predetermined amount. In addition, when the driver's driving history is short, he / she is unfamiliar with driving, there is a driver's dozing detection history due to a dozing detector (not shown), etc., or poor physical condition based on sweating etc. is detected However, it may be configured to increase the level of caution by increasing the driving roughness Z.

Furthermore, the priority order of the above-described various factors that increase the level of caution, so-called weights, will be described. Fluctuation avoids the possibility of contact or collision between the host vehicle VA and the other vehicles VB, VC, VD if the distance between the host vehicle VA and the other vehicles VB, VC, VD is sufficiently secured. Therefore, the priority order is set lower than the driving roughness Z or the state of the vehicle. Further, when driving of the other vehicles VB, VC, VD is rough, there is a possibility that the inter-vehicle distance between the host vehicle VA and the other vehicles VB, VC, VD is shortened by driving the other vehicles VB, VC, VD. Therefore, the priority is set higher than the wandering. Furthermore, since changes in the behavior of other vehicles VB, VC, VD due to vehicle conditions, so-called maintenance failures and failures, may not depend on driving operations, the priority of vehicle status is set to the highest. . If the priorities of the various factors described above are expressed by inequalities, the following equation (2) is obtained.
State of vehicle> Driving roughness Z> Fluctuation (2)

  FIG. 4 is a flowchart for explaining an example of the control of the control device according to the embodiment of the present invention, and this routine is repeatedly executed every predetermined short time by the controller described above. First, the travel history of other vehicles VB, VC, VD traveling around the host vehicle VA is received together with the host vehicle VA (step S1), and the characteristics of the driver of the other vehicles VB, VC, VD, that is, driving Data on the driving operation characteristics including the driver's driving history is received (step S2), and further data on the vehicle state such as the maintenance history and the modification history is received (step S3). When a plurality of other vehicles VB, VC, VD are traveling around the host vehicle VA together with the host vehicle VA, the above-described various data, that is, the other vehicle data 4 is received for each of the vehicles VB, VC, VD. . Hereinafter, a case where a plurality of other vehicles VB, VC, VD are traveling around the host vehicle VA will be described as an example. As described above, the other vehicle data 4 for each vehicle VB, VC, VD is directly acquired from the other vehicles VB, VC, VD by inter-vehicle communication, which is communication between the vehicles, the server 1 and the data center. It may be data acquired by road-to-vehicle communication from so-called big data that is stored in and updated at any time.

  Based on the other vehicle data 4 for each vehicle VB, VC, VD and the driving operation characteristic data for the host vehicle VA, the level of caution is determined for each other vehicle VB, VC, VD (step S4). . In this step S4, the roughness Z of each driving for each other vehicle VB, VC, VD based on the received other vehicle data 4 is weighted or corrected according to the state of the vehicle, the driving history, the wobble, etc. The average driving roughness Zf is obtained. Then, the caution level corresponding to the roughness Zf of each operation is determined.

  Next, it is determined whether or not the level of caution required in step S4 is “4” (step S5). When other vehicles VB, VC, VD having a caution level of “4” exist around the own vehicle VA, contact or collision between such other vehicles VB, VC, VD and the own vehicle VA Therefore, in order to avoid the accident in advance, it is necessary to increase the inter-vehicle distance or to change the travel path, for example. On the other hand, when the other vehicles VB, VC, VD having such a high level of caution are not in the vicinity of the host vehicle VA, for example, only other vehicles having a level of caution of “1” are in the vicinity of the host vehicle VA. Compared to the case where other vehicles VB, VC, VD having a caution level of “4” are present around the host vehicle VA, the inter-vehicle distance is increased or the travel route is changed. This need does not occur. In other words, the way to deal with varies depending on the level of caution. Therefore, in order to perform such sorting, when the level of caution required in step S4 is “4”, an affirmative determination is made in step S5 and the process proceeds to step S6.

  In step S6, the presence of other vehicles VB, VC, VD requiring attention level 4 within a predetermined range from the host vehicle VA, and the presence of other vehicles VB, VC, VD requiring attention level 4. The fact that the possibility of an accident occurring is as high as possible is transmitted from the transmitter 19 to the outside 5. For example, the existence of other vehicles VB, VC, VD and the possibility that an accident will occur due to the above-mentioned vehicle-to-vehicle communication or road-to-vehicle communication is as high as possible. Transmit to VB, VC, VD. In other words, information is shared and alerts are issued to avoid accidents.

  In addition, the other vehicles VB, VC, VD that require attention level 4 are vehicles that are as highly likely to induce an accident as possible, and are therefore preferably not approached. Therefore, a warning is given to the driver of the host vehicle VA that the distance between the vehicle at the level of caution 4 and the host vehicle VA is increased or the vehicle is traveling on a road different from the vehicle at the level of caution 4. The warning unit 20 issues to the driver (step S7). For example, it is displayed on the monitor of the NAVI system 13 or displayed on the head-up display, or the information specifying the other vehicles VB, VC, VD of the level 4 requiring attention is emitted as sound. When there are a plurality of vehicles VB, VC, VD other than the level 4 requiring attention, the driver may be notified in descending order of the level 4 requiring attention. In addition, when the target arrival point is set in the NAVI system 13, it is necessary to notify the route change based on the information obtained by the NAVI system 13, or when there are multiple lanes. It may be notified that a lane different from other vehicles VB, VC, VD of level 4 is selected.

  Further, the driving force characteristics are changed in order to cause the host vehicle VA to operate promptly or quickly according to the change in behavior of the other vehicles VB, VC, VD requiring attention level 4 (step S8). For example, the engine braking force and driving force are set large. The engine braking force can be increased by increasing the gear ratio, and can be increased by increasing the regenerative torque in the hybrid vehicle. In addition, the driver's brake pedal operation amount and the target braking force with respect to the pedal effort are set large. Further, the driving force can be increased by changing the relationship between the driving force and the accelerator opening so that the non-linear tendency is weakened to become a linear relationship. The control in step S8 is performed by the driving / braking force changing unit 18 described above.

  If a negative determination is made in step S5 described above, it is determined whether the level of caution is “3” (step S9). This is to perform sorting according to the level of caution as in step S5. When the level of caution is “3”, the determination in step S9 is affirmative and the process proceeds to step S7 described above. That is, the same countermeasure as that for the vehicle with the attention level 4 is performed except that the presence of the other vehicles VB, VC, VD of the attention level 3 is not transmitted to the other surrounding vehicles.

  If a negative determination is made in step S9, it is determined whether the level of caution is “2” (step S10). This is for the purpose of sorting according to the level of caution as in steps S5 and S9. If the determination in step S10 is affirmative, the driver of the host vehicle VA is informed to the driver of the host vehicle VA. The warning unit 20 issues a warning to the driver that there are other vehicles VB, VC, VD requiring attention (step S11). For example, as described in step S7, the information is displayed on the monitor of the NAVI system 13 or displayed on the head-up display, or the information specifying the vehicle of the level 2 requiring attention is emitted as sound. Thereafter, the process proceeds to step S8.

  If a negative determination is made in step S10, the process proceeds to step S12. If the control by the driving / braking force changing unit 18 is being performed, the control is terminated and the normal control is resumed. For example, the engine braking force and the relationship between the driving force and the accelerator opening are returned to normal. Alternatively, when the control by the driving / braking force changing unit 18 is not performed, the process returns once without performing the control.

  Therefore, according to the embodiment of the present invention, other vehicles VB, VC, VD around the host vehicle VA that may cause an accident in advance by using so-called big data are specified, and the specified other Since the behavior of the vehicles VB, VC, VD can be dealt with immediately, it is possible to avoid or suppress accidents such as contact and collision between the host vehicle VA and other vehicles VB, VC, VD. it can.

  Although the embodiment of the present invention has been described, the present invention is not limited to the above-described embodiment, and the data analyzed by the server 1 or the data center, that is, the level of caution is acquired and determined. It replaces with and may be comprised so that various data about other vehicles VB, VC, and VD may be acquired, and a caution level may be calculated and determined based on the acquired various data. Further, in the host vehicle, the difference between the received travel history data of the other vehicles VB, VC, VD and the average value, the ratio with the average value, etc. are obtained, that is, the data is analyzed, and the above-mentioned is based on the analysis result. The attention level may be judged or set.

  DESCRIPTION OF SYMBOLS 2 ... Controller, 3 ... Own-vehicle driving operation characteristic acquisition part, 4 ... Other vehicle data, 6 ... Reception part, 16 ... Caution level determination part, 17 ... Driver, 18 ... Driving / braking force change part, 20 ... Warning Part, VA ... own vehicle, VB, VC, VD ... other vehicles.

Claims (1)

In the driving support device that supports driving of the host vehicle based on the characteristics of driving operation of the other vehicle traveling around the host vehicle together with the host vehicle,
A controller for supporting the driving;
The controller is
The level of caution of the other vehicle with respect to the host vehicle is acquired based on at least one of the characteristics of the driving operation of the other vehicle, the driving history of the driver of the other vehicle, and the maintenance history of the other vehicle. ,
When the level of caution is equal to or higher than a predetermined level, output levels of driving force and braking force for driving operation of the host vehicle are increased, and the driver of the host vehicle is A driving support device that notifies the level of caution.

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