JP2020154736A - Driving assist system, driving assist method, and program - Google Patents

Abstract

To assist in a proper driving maneuver at a halt position where a vehicle should halt.SOLUTION: A driving assist system 10 includes: a vehicle information acquisition unit 12 that acquires information concerning a position and behavior of an own vehicle; a halt position identification unit 16 that identifies a correlation between a halt position where a vehicle should halt and the position of the own vehicle; a traveling history management unit 18 that records as a traveling history pieces of information concerning the positions and behaviors of the own vehicle in a halt section within a predetermined range from the halt position; a behavior analysis unit 20 that analyzes the traveling history and extracts a specific behavior of the own vehicle which is likely to occur in the halt section; and a notification control unit 26 that notifies a driver of the own vehicle on the basis of the specific behavior of the own vehicle extracted by the behavior analysis unit 20.SELECTED DRAWING: Figure 2

Description

The present invention relates to a driving support device, a driving support method and a program.

In recent years, drive recorders that capture and record a front image of a moving vehicle have become widespread. It not only records the front image, but also recognizes the position of the traffic light and the stop line, and when the own vehicle crosses the stop line under the situation where the own vehicle should stop at the stop line of the yellow light or the red light, the stop line A technique for notifying the fact that the value has been exceeded has been proposed.

Japanese Unexamined Patent Publication No. 2017-37528

It is desirable to be able to support an appropriate driving operation for stopping the own vehicle at the stop position before the own vehicle exceeds the stop position where the own vehicle should stop.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a technique for supporting an appropriate driving operation at a stop position.

The driving support device of a certain aspect of the present invention has a vehicle information acquisition unit that acquires information on the position and behavior of the own vehicle, and a stop position identification unit that specifies the relative relationship between the stop position where the vehicle should stop and the position of the own vehicle. A driving history management unit that records information on the position and behavior of the own vehicle in the stopped section within a predetermined range from the stopped position as a running history, and a specific own vehicle that is likely to occur in the stopped section by analyzing the running history. It includes a behavior analysis unit that extracts behavior, and a notification control unit that notifies the driver of the own vehicle based on the specific behavior of the own vehicle extracted by the behavior analysis unit.

Another aspect of the present invention is a driving support method. This method includes a step of acquiring information on the position and behavior of the own vehicle, a step of specifying the relative relationship between the stop position where the vehicle should stop and the position of the own vehicle, and a stop section within a predetermined range from the stop position. A step of recording information on the position and behavior of the own vehicle as a running history, a step of analyzing the running history and extracting a specific behavior of the own vehicle that is likely to occur in a stop section, and a specific behavior of the extracted own vehicle. It is provided with a step of notifying the driver of the own vehicle based on the above.

It should be noted that any combination of the above components or components and expressions of the present invention that are mutually replaced between methods, devices, systems, and the like are also effective as aspects of the present invention.

According to the present invention, it is possible to support an appropriate driving operation at a stop position.

It is a figure which shows typically the stop section which is the object of recording of the travel history. It is a functional block diagram which shows typically the structure of the driving support device. It is a flowchart which shows the flow of the driving support method.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The specific numerical values and the like shown in such an embodiment are merely examples for facilitating the understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are designated by the same reference numerals to omit duplicate description, and elements not directly related to the present invention are not shown. To do.

The present embodiment relates to a technique for supporting safe driving of a vehicle in the vicinity of a stop position where the vehicle should stop, such as a stop line at an intersection with a traffic light or a stop sign, or a stop line at a railroad crossing. In the present embodiment, the position and behavior of the own vehicle in the vicinity of the stop position are recorded as a travel history, and the accumulated travel history is analyzed to extract inappropriate vehicle behavior that is likely to occur in the vicinity of the stop position. To do. The extracted inappropriate vehicle behavior varies from person to person depending on the driving characteristics of the driver, and if the driver has high driving skills or is a driver who encourages safe driving, no inappropriate vehicle behavior will be extracted. Sometimes. According to the present embodiment, when inappropriate vehicle behavior that occurs frequently is extracted, advance notification is given to avoid the inappropriate vehicle behavior, so that the driving characteristics of the driver can be adjusted. Appropriate notification is possible. As a result, safe driving can be supported more appropriately than in the case where the notification is given regardless of individual differences in driving characteristics.

FIG. 1 is a diagram schematically showing a stop section 60 to be recorded in a travel history. FIG. 1 schematically shows the vicinity of the intersection 52 where the traffic light 54 is located, and the own vehicle 50 is traveling toward the stop line 56 of the intersection 52. The stop section 60 is a section within a predetermined range from the stop line 56, and includes a first section 62 in front of the stop line 56 and a second section 64 in front of the stop line 56. The lengths of the first section 62 and the second section 64 are the ranges in which the own vehicle 50 behaves to stop before the stop line 56 or the own vehicle 50 behaves to accelerate after stopping at the stop line 56. For example, 5 m, 10 m, 15 m, and the like. The lengths of the first section 62 and the second section 64 are not fixed values, but may be configured to be variable values depending on the vehicle speed, road type, and the like. For example, if the road has a low speed limit (20 km / h, etc.), the first section 62 is set shorter (for example, 3 m to 5 m), and if the road has a high speed limit (60 km / h, etc.), the first section 62 may be set longer (for example, 10 m to 20 m). The length of the second section 64 may be in the range of the intersection 52. As the stop section 60, only one of the first section 62 and the second section 64 may be set. Further, the length of one of the first section 62 and the second section 64 may be a fixed value, and the length of the other may be a variable value. The stop section 60 is similarly set for a stop line at an intersection with a stop sign instead of a traffic light and a stop line for a railroad crossing that intersects a railroad track.

In the stop section 60, the position and behavior of the own vehicle 50 are recorded as a traveling history. When the own vehicle 50 passes through the plurality of stop sections 60, the traveling history is recorded and accumulated in each of the plurality of stop sections 60. After that, by analyzing the accumulated driving history, the specific vehicle behaviors considered inappropriate and which occur frequently are extracted. For example, sudden braking to stop at the red light stop line 56, overrun that crosses the stop line 56 without stopping at the stop line 56, and signal ignoring that ignores the red light and passes through the stop line 56. Specific vehicle behaviors include flying before turning to a green light and crossing the stop line 56, and sudden acceleration after turning to a green light. If the stop section 60 is not an intersection with a traffic light but an intersection or railroad crossing with a stop sign, the stop time at the stop position is less than the reference value (for example, 1 second or 2 seconds), or the stop is paused. Specific vehicle behavior includes accelerating suddenly without slowing down later.

When a specific vehicle behavior with a high frequency of occurrence is extracted, a notification mode of advance notification for avoiding the specific vehicle behavior is determined. For example, in the case of avoiding sudden braking, a notification mode for prompting an early braking operation is determined before entering the stop section 60. Further, in the case of avoiding the flying that starts before changing to the green light, the notification mode for urging the continuation of the braking operation while stopped at the stop line 56 of the red light is determined. In this way, by determining the notification mode of the advance notification that is effective for the specific vehicle behavior that occurs frequently, it is possible to realize detailed driving support for avoiding inappropriate vehicle behavior.

FIG. 2 is a functional block diagram schematically showing the configuration of the driving support device 10. Each functional block shown in the figure can be realized by elements and mechanical devices such as the CPU and memory of a computer in terms of hardware, and by a computer program or the like in terms of software, but here, by linking them. It is drawn as a functional block to be realized. Therefore, it is understood by those skilled in the art that these functional blocks can be realized in various forms by combining hardware and software.

The driving support device 10 is connected to various devices mounted on the vehicle via the vehicle-mounted network 28. A recording device 30, a display device 32, a speaker 34, an input device 36, a navigation device 38, an in-vehicle camera 40, an in-vehicle sensor 42, a wireless communication device 44, and the like are connected to the in-vehicle network 28. The driving support device 10 may be connected to all of these various peripheral devices, or may be connected to only a part of them. The driving support device 10 may be connected to various peripheral devices via an arbitrary connection means by wire or wireless instead of the in-vehicle network 28. Before detailing the functional configuration of the driving support device 10, peripheral devices will be described.

The recording device 30 records travel history information managed by the driving support device 10, images captured by the in-vehicle camera 40, and the like. The recording device 30 includes, for example, a magnetic disk such as a hard disk or a semiconductor memory such as a flash memory. The recording device 30 may be provided in an external device such as a smartphone or tablet connected by wireless communication such as Wi-Fi (registered trademark), or an external device 48 such as a server.

The display device 32 is a display device such as a liquid crystal display or a head-up display, and is attached to a position of a center console or a dashboard of a vehicle. The display device 32 is one of the notification means for visually notifying the driver. The speaker 34 is one of the notification means for performing voice notification.

The navigation device 38 has map information and manages the traveling route of the vehicle. The navigation device 38 holds information on the position of the stop line 56, information on the road on which the stop line 56 is located, information on the location or area where the stop line 56 is located, and the like. The navigation device 38 may acquire traffic jam information, weather information, and the like through the wireless communication device 44.

The in-vehicle camera 40 is configured to image the periphery of the vehicle, for example, the front of the vehicle. The in-vehicle camera 40 may be configured to image only the outside of the vehicle, or may be configured to image both the outside and the inside of the vehicle. A plurality of cameras may be mounted on the vehicle, for example, each of the plurality of cameras may image the front, rear, and sides of the vehicle.

The in-vehicle sensor 42 is a device for acquiring information regarding the traveling of the vehicle. Specific examples of the in-vehicle sensor 42 include, but are limited to, a vehicle speed sensor, a steering angle sensor, an acceleration sensor, a gyro sensor, a radar sensor, a lidar (LiDAR; Light Detection and Ranging), a position information sensor (GPS sensor), and the like. It is not something that is done.

The wireless communication device 44 is configured to wirelessly connect to a network including the Internet to acquire information, and is configured to wirelessly connect to an external device 48. The wireless communication device 44 may receive road traffic information delivered by FM multiplex broadcasting, radio signal or optical signal, for example, a radio beacon signal or an optical beacon signal in a vehicle information and communication system (VICS; registered trademark). May be configured to receive. The wireless communication device 44 may be configured to acquire information on the road around the vehicle and other vehicles by road-to-vehicle communication or vehicle-to-vehicle communication.

The external device 48 collects the travel history information of the stop section 60, and extracts a specific point that tends to be a specific vehicle behavior. The external device 48 collects driving history information of various vehicles on which the driving support device 10 is mounted, analyzes the driving history of a large number of drivers, and extracts intersections that are likely to have specific vehicle behavior. The external device 48 transmits the analysis result to the driving support device 10, and reflects the analysis result of the external device 48 on the driving support device 10.

Subsequently, the functional configuration of the driving support device 10 will be described in detail. The driving support device 10 includes a vehicle information acquisition unit 12, a stop position identification unit 16, a travel history management unit 18, a behavior analysis unit 20, and a notification control unit 26. The driving support device 10 may further include an environmental information acquisition unit 14, a specific point information acquisition unit 22, and a notification mode determination unit 24.

The vehicle information acquisition unit 12 acquires information on the position and behavior of the own vehicle 50. The vehicle information acquisition unit 12 acquires information for specifying the position coordinates, speed, acceleration, accelerator operation, brake operation, handle operation, etc. of the own vehicle 50 from the navigation device 38, the vehicle-mounted camera 40, the vehicle-mounted sensor 42, and the like.

The environmental information acquisition unit 14 acquires information on the traveling environment of the own vehicle 50. The environmental information acquisition unit 14 includes road information, area information, and weather information of the current position of the own vehicle 50 from the navigation device 38, the in-vehicle camera 40, the wireless communication device 44, and the like, and other vehicles and pedestrians around the own vehicle 50. Get information about the presence or absence of obstacles. As road information, for example, the road width, the number of lanes, the speed limit, the traffic condition, and the like are acquired. As regional information, information on restricted areas such as residential areas, commercial areas, and industrial areas, and information for identifying whether the area is near public facilities such as schools and hospitals, shopping districts, or downtown areas are acquired. The environmental information acquisition unit 14 may acquire the elapsed time from the start of operation of the own vehicle 50 as information on the driving environment.

The stop position specifying unit 16 specifies the relative relationship between the stop line 56 in front of the own vehicle 50 and the position of the own vehicle 50. The stop position specifying unit 16 identifies the presence or absence of the stop line 56 based on the map information of the navigation device 38 and the current position information of the own vehicle 50, and when the stop line 56 exists around the own vehicle 50, the stop line 56 is present. The distance from the 56 to the own vehicle 50 and whether the stop line 56 is in front of or behind the own vehicle 50 are specified. The stop position specifying unit 16 determines the presence or absence of the stop line 56 by using an image recognition technique based on the front image captured by the in-vehicle camera 40, and when the stop line 56 exists around the own vehicle 50, the stop line 56 is determined. The position of is specified, and the distance from the stop line 56 to the own vehicle 50 and whether the stop line 56 is in front of or behind the own vehicle 50 are specified. The stop position specifying unit 16 may recognize a stop sign indicating that there is a stop line or a stop sign indicating that there is a stop line to be paused, based on the front image captured by the vehicle-mounted camera 40. The stop position specifying unit 16 may specify the state of the traffic light on the stop line 56 based on the front image, and sets a time series of the state change of the traffic light corresponding to the change in the relative position between the stop line 56 and the own vehicle 50. You may specify. When the stop line 56 cannot be specified from the front image because another vehicle is stopped at the intersection in front, the stop position specifying unit 16 specifies the stop position of the other vehicle in front as a provisional stop position. May be good. When another vehicle is stopped at an intersection or a stop line in front, the stop position specifying unit 16 may specify the relative relationship between the stop position and the position of the own vehicle 50 with the other vehicle stopped in front as the stop position. Good.

The travel history management unit 18 records information on the position, behavior, and travel environment of the own vehicle 50 in the stop section 60 as a travel history in chronological order. When the own vehicle 50 exists in the stop section 60 based on the position of the stop line 56 specified by the stop position specifying unit 16, the traveling history management unit 18 records the traveling history information in chronological order such as the recording device 30. Record in. The travel history management unit 18 determines, for example, the distance between the own vehicle 50 and the stop line 56 and the traveling speed and / or acceleration of the own vehicle 50 as information regarding the position and behavior of the own vehicle 50 acquired by the vehicle information acquisition unit 12. , Information on the presence / absence of brake operation and / or the amount of brake operation (brake depression amount) of the own vehicle 50 is recorded in the recording device 30 or the like in association with each other. For example, when the own vehicle 50 exists in the second section 64, the travel history management unit 18 receives information on the position and behavior of the own vehicle 50 acquired by the vehicle information acquisition unit 12 of the own vehicle 50 and the stop line 56. The distance, the traveling speed and / or acceleration of the own vehicle 50, and the information on the presence / absence of accelerator operation and / or the accelerator operation amount (accelerator opening degree) of the own vehicle 50 are recorded in the recording device 30 or the like in association with each other. The travel history management unit 18 records information on the position and behavior of the own vehicle 50 for each predetermined mileage such as every 0.5 m or 1 m from the time when the own vehicle 50 enters the stop section 60. It is recorded in a recording device 30 or the like as travel history information in chronological order.

The behavior analysis unit 20 analyzes the travel history information recorded in the travel history management unit 18 and extracts specific behavior of the own vehicle 50 that is likely to occur in the stop section 60. The behavior analysis unit 20 holds, for example, a plurality of types of vehicle behavior patterns that are considered inappropriate, and calculates the number or frequency of occurrences of vehicle behavior that matches each pattern. Specific behavior patterns that are considered inappropriate include, for example, sudden braking or sudden acceleration in which the absolute value of the acceleration of the own vehicle 50 exceeds a predetermined value, non-stop at the stop line, and stop time below the reference value at the stop line. , The vehicle speed is faster than the distance to the stop line. The behavior analysis unit 20 determines as a specific vehicle behavior a pattern in which the calculated number of times or frequency exceeds a predetermined reference value. For example, when the own vehicle 50 passes through a plurality of stop sections 60 and sudden braking occurs at a rate of 50% or more in the plurality of stop sections 60, the behavior analysis unit 20 performs "sudden braking" on the own vehicle 50. Determined as the specific behavior of. For example, when the own vehicle 50 passes through a plurality of stop sections 60 and the stop time less than the reference value at the stop line occurs three times in a row, the behavior analysis unit 20 "references at the stop line". "Stop time less than the value" is determined as a specific behavior of the own vehicle 50.

The behavior analysis unit 20 may change the determination criteria as to whether or not it matches a specific vehicle behavior pattern based on the information regarding the traveling environment of the own vehicle 50 acquired by the environment information acquisition unit 14. For example, based on the road type, area information, and weather information while driving, the size of the predetermined value that is the judgment standard for sudden braking or sudden acceleration can be changed, or the size of the reference value for the stop time at the stop line can be changed. It may be changed. For example, in the case of a residential area or school zone, in the rain or at night, when there are pedestrians or other vehicles in front, the judgment criteria for sudden braking or sudden acceleration acceleration can be lowered, or the reference value for stop time can be lowered. It may be determined that the vehicle behavior is inappropriate unless the driving operation is performed more carefully. The behavior analysis unit 20 may analyze a specific behavior pattern that is considered inappropriate for each driving environment of the own vehicle 50 acquired by the environment information acquisition unit 14. The behavior analysis unit 20 determines, for example, a pattern such that non-stop at the stop line is likely to occur when traveling in a residential area and sudden braking is likely to occur in rainy weather or at night as specific behavior. May be good.

The behavior analysis unit 20 analyzes the extracted specific vehicle behavior pattern and the factors of the traveling environment in which the vehicle behavior is likely to occur. For example, inappropriate vehicle behavior is likely to occur at an intersection at a specific point, inappropriate vehicle behavior is likely to occur in rainy weather or at night, inappropriate vehicle behavior is likely to occur during traffic jams, and driving time is a predetermined value (for example). Factors related to specific vehicle behavior, such as improper vehicle behavior that is likely to occur after 1 hour, 2 hours, etc., and inappropriate vehicle behavior that is likely to occur when there are pedestrians or other vehicles in front. To identify. The behavior analysis unit 20 analyzes, for example, the correlation between various factors related to the traveling environment and the specific vehicle behavior, and identifies the traveling environment in which the specific vehicle behavior is likely to occur.

Even if the behavior analysis unit 20 analyzes the behavior of the own vehicle 50 based on the time series of the state change of the traffic light corresponding to the change in the relative position between the stop line 56 specified by the stop position specifying unit 16 and the own vehicle 50. Good. The travel history management unit 18 determines, for example, the distance between the own vehicle 50 and the stop line 56, the traveling speed and / or acceleration of the own vehicle 50, whether or not the brake or accelerator of the own vehicle 50 is operated, and the brake or the brake of the own vehicle 50. The operation amount of the accelerator and the state change of the traffic light are associated and recorded in the recording device 30 or the like. The behavior analysis unit 20 determines, for example, the timing at which the traffic light changes to a yellow signal or a red signal, the distance between the own vehicle 50 and the stop line 56 at that timing, the speed and / or acceleration of the own vehicle, and the own vehicle 50. Based on information about how the brakes and accelerators are operated, specific behaviors such as signal ignoring are extracted. For example, when the own vehicle 50 passes through a plurality of stop sections 60 where the traffic light becomes a yellow light or a red light, the behavior analysis unit 20 performs a specific behavior such as ignoring the signal at a predetermined ratio (50% or more). When it occurs, or when a specific behavior occurs a plurality of times (for example, three times) in succession, the specific behavior (for example, ignoring a signal) is determined as a specific behavior of the own vehicle 50.

The specific point information acquisition unit 22 acquires information on a specific point where the vehicle behavior is likely to occur from the external device 48 for the specific vehicle behavior extracted by the behavior analysis unit 20 included in a large number of other vehicles. For example, when sudden braking is extracted as a specific vehicle behavior, the point information of an intersection known to be likely to cause sudden braking is acquired based on the behavior analysis of another vehicle. By acquiring information on a specific point based on the behavior analysis of another vehicle, it is possible to make a notification to avoid the occurrence of sudden braking even at an intersection where the own vehicle 50 travels for the first time.

When the own vehicle 50 is traveling toward the stop section 60 ahead, the notification mode determination unit 24 determines the necessity of prior notification in order to avoid the occurrence of a specific vehicle behavior in the stop section 60. To do. The notification mode determination unit 24 determines the stop section 60 in front of the vehicle when the stop section 60 corresponds to the traveling environment specified by the behavior analysis unit 20, that is, the stop section 60 specified that a specific vehicle behavior is likely to occur in the own vehicle 50. When the own vehicle 50 is traveling toward the vehicle, it is determined to execute advance notification. The notification mode determination unit 24 sets the stop section 60 in front of the stop section 60 to a specific point acquired by the specific point information acquisition unit 22, that is, a stop section 60 specified to easily cause a specific vehicle behavior in another vehicle. When the own vehicle 50 is traveling toward the vehicle, it is determined to execute the advance notification. The notification mode determination unit 24 does not execute advance notification when the front stop section 60 does not correspond to the driving environment specified by the behavior analysis unit 20 or when it is not a specific point acquired by the specific point information acquisition unit 22. To determine.

When the notification mode determination unit 24 determines that the advance notification is to be executed, the notification mode determination unit 24 determines the timing of the advance notification. The notification mode determination unit 24 determines the notification timing that is effective for avoiding the specific vehicle behavior extracted by the behavior analysis unit 20. For example, when a specific vehicle behavior is sudden braking, the recommended braking distance for avoiding sudden braking is calculated, and the own vehicle 50 passes a position in front of the recommended braking distance calculated from the stop line 56. The notification timing is determined so that the advance notification is sometimes executed. The notification mode determination unit 24 has identified, for example, that sudden braking is likely to occur at a point where the distance between the own vehicle 50 and the stop line 56 is 3 m based on the travel history information recorded in the travel history management unit 18. If so, the recommended braking distance is set to 10 m, and the timing at which the distance between the own vehicle 50 and the stop line 56 is 10 m is determined as the notification timing. For example, when the specific vehicle behavior is a non-stop at the stop line 56 or a stop time less than the reference value at the stop line 56, the notification mode determining unit 24 determines the distance to the stop line 56 in front of the own vehicle 50. The notification timing is determined so that the advance notification is executed at the timing within the predetermined value (for example, within 1 m or within 2 m). In addition, if the specific vehicle behavior is a flying start before the red light changes to the green light or a sudden acceleration after the green light changes, advance notification will be executed when the vehicle is stopped at the red light stop line 56. Determine the notification time.

When the notification mode determination unit 24 determines that the advance notification is to be executed, the notification mode determination unit 24 determines the content of the advance notification. The notification mode determination unit 24 determines the notification content that is effective for avoiding the specific vehicle behavior extracted by the behavior analysis unit 20. For example, when a specific vehicle behavior is sudden braking, the notification content is to encourage early braking operation such as "let's apply the brake early" and "let's decelerate from here". If a particular vehicle behavior is a non-stop at the stop line 56 or a stop time below the reference value at the stop line 56, make a sufficient pause such as "let's stop surely" or "let's stop and check safety". The content of the notification is to prompt. In addition, if the specific vehicle behavior is a flying start before the red light changes to a green light or a sudden acceleration after the green light changes, a hasty start such as "Let's start by checking the surroundings" or "Let's start slowly". The content of the notification is to suppress.

The notification mode determination unit 24 may adjust the notification timing and notification content of the advance notification according to the traveling environment of the stop section 60 in front of the own vehicle 50. For example, in the case of rainy weather or nighttime, the advance notification timing for prompting the braking operation may be set earlier than in the case of fine weather or daytime so that the braking distance can be provided with a margin. Also, in the case of a residential area or school zone, the notification content may be changed to "Be careful of children jumping out" to encourage more careful safety confirmation at the time of suspension.

When the traffic light 54 is on the stop line 56, the notification mode determining unit 24 may determine the necessity of prior notification according to the state of the traffic light 54. When the front traffic light 54 is a green light, the notification mode determination unit 24 may determine that the front stop line 56 is not a stop position to be stopped and does not perform advance notification. When the front traffic light 54 is a yellow signal or a red light, the notification mode determination unit 24 may determine that the front stop line 56 is a stop position to be stopped and perform advance notification. When the behavior analysis unit 20 analyzes that the notification mode determination unit 24 is likely to cause a specific behavior such as sudden acceleration in the own vehicle 50 at the timing when the traffic light 54 in front changes from a green signal to a yellow signal, for example. If the traffic light 54 in front is a green light, it may be decided to give advance notification to avoid sudden acceleration. When the notification mode determination unit 24 gives advance notification to avoid sudden braking, the distance from the stop line 56 to the own vehicle 50 is less than the recommended braking distance when the traffic light 54 in front changes from a green light to a yellow light. If this is the case, it may be decided not to give advance notice so as not to induce a driving operation in which sudden braking is applied by advance notice to forcibly stop the vehicle.

When the notification mode determination unit 24 determines that the notification mode determination unit 24 notifies the driver in advance, the notification control unit 26 so that the driver is notified in advance based on the notification content and the notification timing determined by the notification mode determination unit 24. To do. The notification control unit 26 causes the speaker 34 to output a notification voice, for example, so that the driver is notified in advance by voice. The notification control unit 26 may display the notification image on the display device 32.

The notification mode determining unit 24 may decide to notify the driver after the fact when a specific vehicle behavior occurs in the stop section 60. When deciding to perform post-notification, the notification mode determination unit 24 post-notifies the content for notifying that a specific vehicle behavior has occurred and the content for improving the driving operation that caused the specific vehicle behavior. Determine as content. For example, when sudden braking occurs, the content of the post-notification is "It is a sudden braking" or "Let's apply the brakes early". The notification mode determination unit 24 may decide to perform post-notification only when pre-notification for avoiding a specific vehicle behavior is performed. For example, it may be decided to give a post-notification only when sudden braking occurs even though a preliminary notification such as "Let's decelerate" has been given to avoid sudden braking. On the other hand, if an inappropriate vehicle behavior different from the specific vehicle behavior targeted for prior notification occurs, it may be decided not to perform post-notification. For example, if "Let's decelerate" is notified in advance to avoid sudden braking, sudden braking is avoided, but if sudden acceleration occurs after a pause, the sudden acceleration should not be notified afterwards. May be decided. In addition, regardless of the presence or absence of prior notification, it may be decided to notify afterwards. When the notification mode determination unit 24 determines that the notification mode determination unit 24 will perform the subsequent notification, the notification control unit 26 causes the driver to perform the subsequent notification by at least one of voice and screen display based on the determined notification content. ..

When there are a plurality of inappropriate vehicle behaviors that frequently occur, the behavior analysis unit 20 may specify only one of them, or may specify a plurality of vehicle behaviors. When a plurality of vehicle behaviors are specified by the behavior analysis unit 20, the notification mode determination unit 24 may determine the presence / absence of advance notification corresponding to each of the plurality of vehicle behaviors, and the content and timing of the advance notification. For example, the notification mode may be determined so that after the advance notification for avoiding sudden braking is given, the advance notification for avoiding sudden acceleration is given.

FIG. 3 is a flowchart schematically showing the flow of the driving support method. The stop position specifying unit 16 specifies a stop position in front of the own vehicle 50 (S10). If there is a stop position at a predetermined distance in front of the own vehicle 50 (Y in S10), the notification mode determining unit 24 determines the necessity of prior notification in the stop section 60 including the stop position in front (S12). If advance notification is required (Y in S12), the notification mode such as the timing and content of advance notification is determined (S14).

Subsequently, the travel history management unit 18 starts recording the travel history in the stop section 60 (S16). After that, the wait process is executed until the advance notification notification time comes (N in S18), and when the advance notification notification time comes (Y in S18), the notification control unit 26 causes the notification means to execute the advance notification (N). S20). If the stop section 60 has not been passed (N in S22), the processes of S18 and S20 are repeated. If the vehicle has passed the stop section 60 (Y in S22), the travel history management unit 18 ends the recording of the travel history (S24). The behavior analysis unit 20 analyzes the latest travel history and identifies factors related to the presence or absence of inappropriate vehicle behavior that frequently occurs and the driving environment in which inappropriate vehicle behavior is likely to occur (S26).

If there is no stop position in front of the own vehicle 50 (N in S10), the processes from S12 to S26 are skipped. If advance notification is not required (N in S12), recording of the travel history is started (S28). After that, if the vehicle has not passed the stop section 60 (N in S30), the recording of the travel history is continued, and if the vehicle has passed the stop section 60 (Y in S30), the travel history management unit 18 records the travel history. (S24). The behavior analysis unit 20 analyzes the latest travel history and identifies factors related to the presence or absence of inappropriate vehicle behavior that frequently occurs and the driving environment in which inappropriate vehicle behavior is likely to occur (S26).

The driving support device 10 repeatedly executes the processes of S10 to S30 shown in FIG. 3 from the start of operation to the end of operation of the own vehicle 50. As a result, while analyzing the tendency of the vehicle behavior in the stop section 60, it is possible to execute advance notification to prevent the occurrence of inappropriate vehicle behavior frequently.

Although the present invention has been described above with reference to the above-described embodiment, the present invention is not limited to the above-described embodiment, and the present invention is not limited to the above-described embodiment, and the configurations shown in each display example are appropriately combined or replaced. Is also included in the present invention.

In the above-described embodiment, the case where the driving support device 10 is mounted on the vehicle is shown. The driving support device 10 may be implemented as, for example, a drive recorder or a navigation device. In the modified example, the function of the driving support device 10 may be realized by a mobile device such as a smartphone or a tablet. In this case, each function of the driving support device 10 may be realized by using a camera, various sensors, and a wireless communication device provided in the mobile device.

In the modified example, a part of the function of the driving support device 10 may be provided in the external device 48. For example, the behavior analysis unit 20 may be provided in the external device 48. In this case, the travel history management unit 18 transmits the travel history of the own vehicle 50 to the external device 48, and the external device 48 analyzes the received travel history to obtain a specific vehicle behavior that frequently occurs or a specific vehicle behavior. You may extract the driving environment where is likely to occur. The external device 48 transmits the analysis result of the traveling history to the driving support device 10, and the notification mode determining unit 24 determines the necessity and the notification mode of the pre-notification and the post-notification based on the received analysis result of the traveling history. You may.

In the modified example, a part of the function of the driving support device 10 may be deleted. For example, the configuration may be such that the environment information acquisition unit 14 is not provided, or the specifications may be such that analysis according to the driving environment is not performed. The specific point information acquisition unit 22 may not be provided, and the necessity of prior notification may be determined based only on the analysis result of the behavior analysis unit 20.

10 ... Driving support device, 12 ... Vehicle information acquisition unit, 14 ... Environmental information acquisition unit, 16 ... Stop position identification unit, 18 ... Driving history management unit, 20 ... Behavior analysis unit, 22 ... Specific point information acquisition unit, 24 ... Notification mode determination unit, 26 ... Notification control unit, 48 ... External device, 50 ... Own vehicle, 60 ... Stop section.

Claims (9)

The vehicle information acquisition unit that acquires information on the position and behavior of the own vehicle,
A stop position identification unit that specifies the relative relationship between the stop position where the vehicle should stop and the position of the own vehicle,
A travel history management unit that records information on the position and behavior of the own vehicle in a stop section within a predetermined range from the stop position as a travel history.
A behavior analysis unit that analyzes the travel history and extracts the specific behavior of the own vehicle in the stopped section.
A driving support device including a notification control unit that notifies the driver of the own vehicle based on the specific behavior of the own vehicle extracted by the behavior analysis unit. Further provided with a notification mode determination unit for determining a advance notification mode for which advance notification should be performed in order to avoid the specific behavior in the stop section in front of the own vehicle.
The driving support device according to claim 1, wherein the notification control unit notifies the driver of the own vehicle based on the advance notification mode determined by the notification mode determination unit. It also has an environmental information acquisition unit that acquires information about the driving environment of the own vehicle.
The traveling history management unit further records information on the traveling environment of the own vehicle in the stopped section as the traveling history.
The behavior analysis unit analyzes the travel history and identifies a travel environment in which the own vehicle is likely to have the specific behavior in the stop section.
The second aspect of the present invention is characterized in that the notification control unit notifies based on the advance notification mode when the stop section in front of the own vehicle corresponds to the driving environment specified by the behavior analysis unit. Driving support device. The driving support device according to claim 3, wherein the notification mode determination unit determines the advance notification mode according to the traveling environment of the stop section in front of the own vehicle. When the own vehicle has the specific behavior in the stopped section after the notification, the notification mode determining unit performs post-notification related to at least one of the specific behavior and the driving operation that caused the specific behavior. Decide the content,
The driving support device according to any one of claims 2 to 4, wherein the notification control unit notifies the driver of the own vehicle of the post-notification content determined by the notification mode determination unit. Further provided with a specific point information acquisition unit that acquires information on a specific point where another vehicle is likely to have the specific behavior in the stop section from an external device.
The notification control unit according to any one of claims 1 to 5, wherein the notification control unit performs the notification when the stop section in front of the own vehicle is a specific point acquired by the specific point information acquisition unit. The described driving support device. The particular behavior is characterized by comprising at least one of sudden braking to stop at the stop position, non-stop at the stop position, and sudden acceleration after the stop at the stop position. The driving support device according to any one of 1 to 6. Steps to get information about the position and behavior of your vehicle,
Steps to identify the relative relationship between the stop position where the vehicle should stop and the position of the own vehicle,
A step of recording information on the position and behavior of the own vehicle in a stop section within a predetermined range from the stop position as a running history, and
A step of analyzing the traveling history and extracting a specific behavior of the own vehicle that is likely to occur in the stopped section, and
A driving support method comprising: a step of notifying a driver of the own vehicle based on the extracted specific behavior of the own vehicle. A function to acquire information on the position and behavior of the own vehicle,
A function to identify the relative relationship between the stop position where the vehicle should stop and the position of the own vehicle,
A function to record information on the position and behavior of the own vehicle in a stop section within a predetermined range from the stop position as a running history, and
A function to analyze the traveling history and extract specific behavior of the own vehicle that is likely to occur in the stopped section, and
A program characterized in that a computer realizes a function of notifying the driver of the own vehicle based on the extracted specific behavior of the own vehicle.

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