JP4748036B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support apparatus that monitors the running state of another vehicle located behind the host vehicle and warns the driver of the host vehicle based on the monitoring result.

2. Description of the Related Art Conventionally, as a technology for supporting driving of a vehicle, a camera or a radar detects other vehicles located on the side and rear of the host vehicle and warns the driver of the host vehicle (Patent Document 1). (Patent Document 2) has been proposed (Patent Document 2) that monitors the relative speed of the vehicle and determines that there is a risk of contact or rear-end collision when the rear vehicle is faster and the inter-vehicle distance is shorter.
JP 2002-49998 A JP-A-2005-308645

By the way, in general, when a dangerous state occurs in front of the host vehicle, it is relatively easy to brake or steer the host vehicle to avoid the risk. On the other hand, when a dangerous state occurs due to another vehicle approaching from behind the host vehicle, the avoidance actions that can be taken from when the driver recognizes the danger are limited. That is, it can be said that it is more difficult to avoid “not colliding” than when the host vehicle “does not collide”.
In addition, if the warning is issued simply by detecting a vehicle approaching from behind, the warning may be issued even if the danger level is low, and it is always appropriate for the appropriate situation. Is hard to say.

  The present invention has been made in view of the above circumstances, and a purpose thereof is to monitor a driving state of a rear vehicle so that a warning can be given when a dangerous state becomes more specific. Is to provide.

  According to the driving support apparatus of the first aspect, the attention estimation unit drives the other vehicle based on the running state of the other vehicle located on the rear side of the own vehicle that is continuously monitored by the monitoring unit. Estimate the driver ’s attention. When the warning means determines that the driver's attention level estimated by the attention level estimation means is reduced, the warning means gives a warning to the driver of the host vehicle. That is, if the driving state of the rear vehicle is continuously monitored and the result is analyzed, it is possible to estimate to some extent what consciousness the driver of the vehicle is driving. Therefore, if it is determined based on the estimation result that the attention of other vehicle drivers is reduced, if a warning is given to the driver of the host vehicle, a more appropriate warning can be given according to the determination result.

The attention estimating means is based on the monitoring result of the inter-vehicle distance from the other vehicle and the speed of the other vehicle by the monitoring means , and the monitoring result of the situation of a person or vehicle jumping out of the road with the other vehicle. Thus, when it is estimated that the driver of the rear vehicle has performed an unnecessary sudden braking operation, a decrease in attention is determined. That is, if each of the above parameters is monitored, it can be determined whether or not the sudden braking operation has been performed and whether or not the operation state has been appropriate. If the situation in which the sudden braking operation is performed is inappropriate, it is possible to determine a decrease in the attention of the other vehicle driver.

According to the driving support apparatus according to claim 2 , the attention estimation means is configured such that when the other vehicle suddenly decelerates when the inter-vehicle distance is equal to or greater than the predetermined distance and the speed of the other vehicle is slower than the own vehicle speed, It is presumed that an unnecessary sudden braking operation was performed when no sudden braking operation was required. That is, in this case, there is a high possibility that the rear vehicle does not need to decelerate rapidly, so that it is possible to appropriately determine that the attention of other vehicle drivers has decreased.

According to the driving support apparatus of the third aspect , when the road condition does not require a sudden braking operation, the attention estimation means further detects other vehicles within a certain time retroactively from the time when the sudden deceleration occurs. With reference to the speed fluctuation, it is estimated that an unnecessary sudden braking operation is performed when the speed fluctuation is relatively small. That is, when the speed fluctuation in the above period is relatively large, it is estimated that the driver of the other vehicle originally has such a driving tendency. On the other hand, when the speed fluctuation is relatively small, the possibility that the sudden braking operation is suddenly performed becomes higher, so that the estimation accuracy can be improved.

According to the driving support apparatus of the fourth aspect , the monitoring means monitors the illuminance on the rear side of the own vehicle and monitors the lighting state of the headlight of the other vehicle by the image, and the attention estimating means When it is estimated that the headlamp is not properly turned on / off according to the illuminance, it is determined that the driver's attention of the other vehicle is reduced. That is, if the driver's attention is normal, the headlamp should be appropriately turned on / off according to the surrounding illuminance change, so that a reduction in attention can be appropriately determined.

According to the driving support apparatus of the fifth aspect , the attention estimation means appropriately determines the situation in which the headlamp should be turned on if the other vehicle has turned off the headlamp when the illuminance is relatively low. Since it indicates that no judgment has been made, it is possible to judge a reduction in the driver's attention.

According to the driving support device of the sixth aspect , the attention estimating means appropriately determines the situation in which the headlamp should be turned off if the other vehicle lights the headlamp when the illuminance is relatively high. Since it indicates that no judgment has been made, it is possible to judge a reduction in the driver's attention.

According to the driving support apparatus of the seventh aspect , the attention level estimation means determines that the driver's attention level is reduced if the other vehicle that lights the headlamp when the illuminance is relatively high is a four-wheeled vehicle. By doing so, the determination can be made more reliably.

According to the driving support apparatus of claim 8 , the attention estimating means is a situation in which the headlamp should originally be turned on if the other vehicle that turns off the headlamp when the illuminance is relatively high is a two-wheeled vehicle. This indicates that the driver's attention has been reduced.

According to the driving support apparatus of claim 9 or 16 , the monitoring means monitors the front portion including the headlight of the other vehicle by an image, and the attention estimating means is in a lighting state of the headlight of the other vehicle. When the center of gravity of the vehicle monitored based on the left and right direction does not coincide with the center of gravity monitored based on the image of the front portion of the vehicle, a decrease in driver's attention is determined. That is, if the centers of gravity of the two do not match, it is presumed that either one of the headlights arranged on the left and right of the four-wheeled vehicle has failed. It can be determined that the driver's attention is reduced.

According to the driving support apparatus according to claim 10 or 17 , the monitoring means monitors the inter-vehicle distance from the other vehicle and the road gradient on the rear side of the own vehicle, and the attention estimation means determines the other vehicle based on each monitoring result. When it is estimated that the vehicle is not properly controlling the speed, it is determined that the driver's attention is reduced. That is, if the rear vehicle does not appropriately control the speed according to the up / down of the road gradient, the inter-vehicle distance is not properly maintained, so that it is possible to determine the driver's attention reduction.

A drive assistance device according to claim 1 1, wherein, attention estimation means inter-vehicle distance is relatively narrow, if it and the road gradient is constant or increases host vehicle speed when it is horizontal or down, other It is estimated that the vehicle is not properly controlling the speed. That is, in the above case, the following vehicle is excessively speeding up, so that inappropriate speed control can be reasonably estimated.

A drive assistance device according to claim 1 wherein, attention estimation means, there being spread inter-vehicle distance, if it was and constant or decrease the host vehicle speed when the road gradient is up, the other vehicle It is estimated that speed control is not performed properly. That is, in the above case, the following vehicle has reduced the speed too much, so that inappropriate speed control can be estimated reasonably.

According to the driving support apparatus of claim 13 or 18 , the monitoring means monitors the speed of the other vehicle, the blind spot area on the rear side of the host vehicle, and whether or not the vehicle is in front thereof, and the attention estimation means. Determines that the attention of the driver of the other vehicle is reduced when it is estimated that the other vehicle stays unnecessarily in the blind spot area based on each monitoring result. That is, it is dangerous for other vehicles to stay in the blind spot area of a certain vehicle without any reason, and since it is unnatural as a running state, it is possible to appropriately determine a reduction in attention.

A drive assistance device according to claim 1 4, wherein, attention estimation means, faster than the speed the vehicle speed when another vehicle enters the blind area, and other vehicles are in a state capable of overtaking a vehicle In this case, it is estimated that the other vehicle stays unnecessarily in the blind spot area. That is, in the above case, it is estimated that the natural driving flow is that other vehicles pass the own vehicle as it is, and therefore it is possible to appropriately determine a reduction in attention.

A drive assistance device according to claim 1 5, wherein, attention estimating means, in addition to the above conditions, when the relative speed with which another vehicle enters the blind area is relatively fast, staying unnecessarily the blind area Therefore, it is possible to more reliably determine a decrease in attention.

According to the driving support apparatus of claim 19 , the attention estimation means holds the monitoring result by the monitoring means for a predetermined time from the time when the result is acquired, and clears the monitoring result after the predetermined time has passed. . That is, in general, the state where the driver's attention is reduced is often temporary, and it is difficult to assume that the state will continue for a long period of time. It is possible to make a reasonable judgment about the decline.

According to the driving support device of claim 20 , when the warning means determines that the attention of the other vehicle driver is reduced, the warning means sets a risk avoidance plan according to the estimation result that is the determination source, Since the avoidance plan is presented to the driver of the vehicle, not only a warning is given, but information on how to avoid a dangerous state is provided. It can contribute to driving support.

  An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows an arrangement state of main control units constituting the driving support apparatus. The driving support device includes a side rear monitoring sensor control computer (monitoring means) 21, a following vehicle monitoring / warning computer (attention force estimating means, warning means) 22, and a navigation device (warning means) 23, for example, CAN. (Registered Trademark), MOST (Registered Trademark), IE-BUS (Registered Trademark), etc. are connected via an in-vehicle LAN 24 and can communicate with each other.

  FIG. 2 is a functional block diagram showing the configuration of the navigation device 23. The vehicle navigation device 23 includes a control circuit (guide means) 2 mainly composed of a microcomputer, a position detector (position acquisition means) 3 for detecting the current position of the vehicle, and a map data input device (map database) 4. , An operation switch group 5, an external memory interface (I / F) 6, a display device (notification means) 7 comprising a color liquid crystal display or the like, a voice controller 9 to which a speaker (notification means) 8 is connected, and a microphone 10 The voice recognition device 11 that recognizes voice, the remote control sensor 13 that transmits and receives commands and the like with the remote controller 12, and the data of the data by wireless communication with the outside, for example, the VICS (registered trademark) center 15 and various information centers. External information input / output devices that perform transmission and reception (for example, mobile phones, automobile phones, FM multiplex receivers, VICS And a con, etc.) 14.

  The position detector 3 is a gyroscope 16 that detects the rotational angular velocity of the vehicle, a distance sensor 17 that detects the travel distance of the vehicle, and a GPS (Global Positioning) that detects (positions) the current position of the vehicle based on a radio wave transmitted from an artificial satellite. GPS receiver 18 for Positioning System). Each sensor 16-18 has an error with a different property. Therefore, the control circuit 2 detects the current position, traveling direction, speed, travel distance, current time, etc. of the vehicle with high accuracy by interpolating the detection values of the sensors 16-18. Yes. Depending on the accuracy, the position detector 3 may be constituted by only a part of the sensors 16 to 18 described above. Further, a steering rotation sensor, a wheel sensor of each rolling wheel, or the like may be used.

The map data input device 4 is a map data recording medium that records various data such as road map data, landmark data, map matching data, destination data (facility database), and table data for converting traffic information into road data. It is comprised by the drive device for reading data from. As the map data recording medium, a large-capacity storage medium such as a DVD is generally used, but a medium such as a memory card or a hard disk device may be used.
The road map data includes data such as road shape, road width, road name, signal, railroad crossing, building, various facilities, place name, terrain, etc., and for displaying the road map on the screen of the display device 7. Contains data. For each road, when one-way traffic or entry prohibition is set, the traffic rule information is also recorded.

  Destination data consists of information about transportation facilities such as stations, leisure facilities, accommodation facilities, public facilities, various stores such as retail stores, department stores, restaurants, residences, condominiums, and place names. The data includes data such as the telephone number, address, latitude and longitude, and data for displaying landmarks indicating facilities on the screen of the display device 7 on the road map. It is configured.

  The operation switch group 5 as input means is configured to include a mechanical switch provided in the vicinity of the screen of the display device 7 and a touch panel provided on the screen of the display device 7. The user (driver) uses this operation switch group 5 to input a destination, information necessary for searching for the destination (destination search condition), a passing point, and the like, an activation route, an activation point, and a display to be described later. Various commands for switching the screen and display mode of the apparatus 7 (map scale change, menu display selection, route search, route guidance start, current position correction, volume adjustment, etc.) are input. The remote controller 12 is provided with a plurality of operation switches, and various command signals are transmitted from the remote controller 12 to the control circuit 2 via the remote controller sensor 13 by the switch operation. Note that the operation switch group 5 and the remote controller 12 can cause the control circuit 2 to execute the same function by any operation.

The external memory I / F 6 corresponds to a memory medium such as a flash memory card, for example. As for navigation, for example, the route data set by the control circuit 2 at the time of route guidance, the vehicle passed It is used for writing and storing route data and the like in a recording medium such as a memory card.
On the screen of the display device 7 (display means), a map around the position of the vehicle is displayed at various scales, and a current location mark (pointer) indicating the current position and the traveling direction of the vehicle is superimposed on the display. Is displayed. In addition, a route guidance screen is displayed when route guidance to the destination is executed. Furthermore, an input screen for inputting information necessary for the user to search for the destination, searching for and setting the destination, various messages, and the like are also displayed.

  The voice recognition device 11 collates the voice inputted through the microphone 10 with the dictionary data for recognition stored therein, and recognizes the inputted voice. The voice controller 9 controls the voice recognition device 11 to output the voice recognition result to the control circuit 2 and outputs the recognized voice as a talkback via the speaker 8. Further, an audio output signal is output to the speaker 8 based on an audio output command from the control circuit 2. The sound output from the speaker 8 is a sound related to guidance, a sound related to operation explanation, the talkback sound described above, and the like.

  The microcomputer constituting the control circuit 2 includes a CPU, memory (RAM, ROM, EEPROM, flash memory, etc.), I / O, and the like. When the CPU executes a program stored in the ROM (or flash memory), the control circuit 2 can perform destination setting means, route search means, display control means, route guidance means, passage route specification means, function control means, Functions as current position correction means. The function as the route search means is to automatically calculate a recommended travel route from the starting point (current position) of the vehicle to the destination. For example, the Dijkstra method is used.

  The function as the route guidance means is to display a road map around the current location on the screen of the display device 7 so that it can move along the travel route, and to display a current location mark indicating the current position and traveling direction of the vehicle on the road map. This is a function for displaying images in a superimposed manner. In this case, the display of the current location moves on the map as the vehicle travels, and the map is scrolled according to the position of the vehicle. At this time, map matching is performed in which the current location of the vehicle is placed on the road.

  FIG. 3 shows the components centered on a side rear monitoring sensor control computer (hereinafter referred to as SC computer) 21. The SC computer 21 includes cameras (for example, a CCD, a CMOS image sensor, and monitoring means) 31 to 33 arranged toward the rear side and the rear side of the vehicle, and a laser arranged toward the rear side. A radar (monitoring means) 34 and a millimeter wave radar (monitoring means) 35 are connected. The SC computer 21 controls the cameras 31 to 33 and the radars 34 and 35 by the camera recognition unit 21a and the radar recognition unit 21b, which are software function modules, and recognizes information output from them. ing.

  The cameras 31 and 33 are arranged on the right rear side and the left rear side of the vehicle, respectively, and the camera 32 is arranged on the rear side of the vehicle. The camera recognition unit 21a combines the image information obtained from these. Thus, it is possible to obtain a rear side image (including the side) without causing a blind spot. Further, the laser radar 34 has a high accuracy in detecting a reflected wave by a lamp of a rear vehicle and recognizing a non-uniform shape, and the millimeter wave radar 35 is excellent in detection in the case of rain or when the target is black. In other words, these have advantages and disadvantages, so they are used properly according to the situation.

  The radars 34 and 35 are both configured as active phased array radars. The overall configuration is shown in FIG. The active phased array distributes the signal output from the low-power signal transmitter 36 to the plurality of transmission / reception modules 39 and the antenna 40 via the circulator 37 and the distributor / mixer 38 and transmits the signals. Further, the signals received by the plurality of antennas 40 are received by the receiver 41 through the reverse path.

  FIG. 4B shows the internal configuration of the transmission / reception module 39. A phase shifter 39a is disposed on the distributor / mixer 38 side, and a receiver 39b and a transmitter 39c connected in opposite directions are disposed on the antenna 40 side. The active phased array can change the directivity (beam direction) obtained by synthesizing all of the antennas 40 by changing the phase shift amount of the signal given by the phase shifter 39a corresponding to each antenna 40. It is possible.

FIG. 5 shows a software configuration of functions mainly realized by the following vehicle monitoring / warning computer (hereinafter referred to as WC computer) 22. The WC computer 22 recognizes the running state of the rear vehicle based on information from each sensor acquired through the SC computer 21, and recognizes the driver's attention level of the rear vehicle based on the recognition result. In addition, the attention level of the driver of the own vehicle and the danger levels of the own vehicle and the rear vehicle are also recognized.
As for the driving condition of the rear vehicle, there are “abrupt brake start recognition”, “headlamp abnormality recognition”, “gradient control failure recognition”, “blind spot retention recognition”, etc. Will be described later). Then, the WC computer 22 determines a proposal for causing the driver of the own vehicle to avoid the risk based on the respective risk levels, and performs guidance (notification) based on the proposal.

Next, the operation of the present embodiment will be described with reference to FIGS.
<Sudden brake start recognition processing>
FIG. 6 is a flowchart showing the contents of the sudden brake start recognition process performed by the SC computer 21. When detecting the inter-vehicle distance with the following vehicle, the SC computer 21 determines whether the inter-vehicle distance is narrow (not sufficiently secured) (step S1). If the inter-vehicle distance is small (“YES”), the driver of the host vehicle is warned that the inter-vehicle distance is insufficient as in the conventional case (step S7).

  When a sufficient inter-vehicle distance is secured in step S1 ("NO"), the SC computer 21 compares the speed of the host vehicle with the speed of the following vehicle and determines whether the latter speed is faster. (Step S2). If the speed of the following vehicle is faster ("YES"), there is a risk of rear-end collision, so that the risk of occurrence of rear-end collision is warned in the same manner as in the prior art (step S8).

  If “NO” is determined in step S2, the inter-vehicle distance is sufficiently ensured and the own vehicle speed is high, so there is basically no problem with the traveling state between the own vehicle and the following vehicle. From this state, the SC computer 21 determines whether or not the subsequent vehicle has started sudden deceleration (step S3). If the following vehicle does not decelerate rapidly ("NO"), it can be said that the situation of the driver is appropriate, and the process is terminated as it is. The presence or absence of sudden deceleration, that is, sudden braking operation is detected, for example, by obtaining ground jerk, that is, the rapidity of acceleration change, by second-order differentiation of the relative speed of the following vehicle.

  On the other hand, if the subsequent vehicle suddenly decelerates in step S3 ("YES"), the subsequent vehicle is between the host vehicle and the subsequent vehicle based on the image captured by the rear camera 32 and the detection results of the radars 34 and 35. It is determined whether or not a phenomenon requiring a sudden braking operation (for example, jumping out of a person or another vehicle) has occurred (step S4). If the above phenomenon has occurred (“YES”), it is estimated that the driver of the following vehicle is taking appropriate measures according to the situation. Therefore, the process is terminated as it is.

  If the above phenomenon does not occur in step S4 ("NO"), the SC computer 21 determines the ground speed (absolute speed) of the subsequent vehicle within a certain time retroactive from the time when the subsequent vehicle has suddenly decelerated. Reference is made to the degree of variation (step S5). Here, if the speed fluctuation is relatively large, it indicates that the driver of the following vehicle tends to perform such driving originally. Therefore, in this case, the process is terminated.

  On the other hand, when the speed fluctuation in step S5 is relatively small, for example, a sudden braking operation is performed without any particular reason from a situation where only a gradual speed change corresponding to a road gradient or the like occurs (inertial driving). Presumed to have been broken. Accordingly, in this case, it is estimated that the driver's attention of the following vehicle is reduced. Therefore, the attention reduction level is evaluated and stored (step S6), and the process is terminated. At this time, points corresponding to the above level evaluation are given.

  In the above-described process or subsequent processes, each determination is made based on a comparison with a preset threshold value. Further, depending on the contents of determination, minute fluctuations are eliminated by sampling data only once or averaging the results of sampling a plurality of times as necessary. Further, the vehicle speed, road shape, speed limit data, weather, temperature, and other data are also acquired as necessary, and are determined by taking them into consideration as appropriate.

<Headlamp abnormality recognition processing>
FIG. 7 is a flowchart showing the details of the headlamp abnormality recognition process performed by the SC computer 21. The “headlight” here is limited to the headlight. The SC computer 21 detects the illuminance between the own vehicle and the following vehicle (step S11), and the state of the headlight of the succeeding vehicle depending on whether the illuminance is relatively high (bright) or low (dark), respectively. (ON / OFF) is detected by the camera 32 or the like (steps S12 and S15). The low illuminance is in the evening or at night, or when traveling in a tunnel.

If the headlamp is ON in step S12, the illuminance is high, and in subsequent step S13, it is determined from the image of the camera 32 whether the following vehicle is a two-wheeled vehicle or a four-wheeled vehicle (automobile). To do. Here, when the following vehicle is a two-wheeled vehicle, it is obliged to turn on the headlamp even when it is bright as in the daytime, so it is estimated that the driver's judgment is appropriate. Therefore, the process proceeds to step S18 (the processing content will be described later).
On the other hand, when the succeeding vehicle is a four-wheeled vehicle in step S13, it is not necessary to turn on the headlamp. Accordingly, it is estimated that the driver's judgment is inappropriate and the attention is reduced (step S14). Then, the process proceeds to step S18.

If the headlamp is ON in step S15, the illuminance is low, and it is estimated that the driver's judgment is appropriate. Therefore, the process directly proceeds to step S18. On the other hand, if the headlamp is OFF, it is determined in the subsequent step S16 whether the subsequent vehicle is a two-wheeled vehicle or a four-wheeled vehicle. Here, if the following vehicle is a two-wheeled vehicle, the headlamps should have been automatically turned on automatically (currently there are many such vehicles), so that the function does not work It means that the fault state is left unattended. Accordingly, it is determined that the attention of the driver of the following vehicle is reduced (step S17), and the process is terminated.
On the other hand, when the succeeding vehicle is a four-wheeled vehicle in step S16, it is in a situation where it is not lit even though the headlamp needs to be lit. Therefore, the judgment of the driver is inappropriate and the process proceeds to step S14.

  In step S18, the lighting state of the headlight of the following vehicle is confirmed again. If it is OFF, the process is terminated as it is. On the other hand, when ON, it is confirmed from the image by the camera 32 whether the center of gravity in the left-right direction of the following vehicle based on the lighting state of the headlamp and the same center of gravity based on the detection results of the radars 34 and 35 are inconsistent. . That is, in the case of a two-wheeled vehicle, since there is generally only one headlamp at the center of the vehicle, the centers of gravity of both should match.

  On the other hand, in the case of a four-wheeled vehicle, the center of gravity of both headlamps coincides if both headlights on both the left and right sides are lit. In this case, the centers of gravity of the two are inconsistent. Therefore, if the centroids of both coincide (“NO”), the process is terminated as it is, and if the centroids of both do not coincide (“YES”), the driver leaves the failure as it is in the same manner as in step S17. Therefore, it is estimated that attention is reduced (step S20).

<Gradient control failure recognition process>
FIG. 8 is a flowchart showing the content of gradient control failure recognition processing performed by the SC computer 21. The SC computer 21 monitors the increase / decrease state of the inter-vehicle distance between the host vehicle and the following vehicle (step S21), and the inter-vehicle distance is substantially constant or the inter-vehicle distance is reduced from a sufficiently secured state. Estimates that there is no problem in the driving state of the following vehicle, and ends the processing as it is.
On the other hand, when the inter-vehicle distance has decreased from a relatively short state, the gradient of the road on which the subsequent vehicle is located is determined (step S22). In the case of uphill, there is basically no problem with the attention of the driver of the following vehicle, that is, if the host vehicle is decelerating, it is an inter-vehicle situation corresponding to the situation, and the host vehicle is The same applies when the vehicle is accelerating at a constant speed. Therefore, the process is terminated as it is.

  Moreover, when it is horizontal or a downward slope in step S22, the vehicle speed change of the own vehicle is determined. If it is assumed that the host vehicle is decelerating, the process is terminated because the vehicle-to-vehicle situation is also in accordance with the situation. On the other hand, if the host vehicle is maintaining a constant speed or accelerating, if the inter-vehicle distance is decreased, the driver of the following vehicle is too fast. Guessed. Therefore, it is determined that the attention is reduced (step S24).

  Further, when the inter-vehicle distance is increased in step S21, the gradient of the road on which the subsequent vehicle is located is determined (step S25). In the case of a horizontal or downward slope, there is no problem because the inter-vehicle distance increases according to the situation, and the process is terminated. On the other hand, if it is an uphill slope, the vehicle speed change of the own vehicle is referred to (step S26). If the vehicle is accelerating, there is no problem as described above, and the process is terminated. When the host vehicle is at a constant speed or decelerating, the increase in the inter-vehicle distance is a result of the driver of the following vehicle not accelerating according to the ascending slope, so the attention is reduced. It is determined that the power of the following vehicle is insufficient or not (step S27).

<Bad spot retention recognition process>
FIG. 9 is a flowchart showing the contents of blind spot stay recognition processing performed by the SC computer 21. The SC computer 21 first determines a change in the vehicle speed of the host vehicle (step S31), and if there is no problem when the vehicle is at a low speed such as a stop or slow speed, the process is terminated as it is. On the other hand, if the vehicle speed is medium or high, it is determined whether or not the succeeding vehicle is located at a blind spot at an oblique rear based on the images of the cameras 31 and 33 (step S32). If the following vehicle is not located at the blind spot (“NO”), the process is terminated. If the succeeding vehicle is located at the blind spot (“YES”), the state of the vehicle is warned to the driver as in the prior art (step S33).

  Then, in the following step S34, the speed when the succeeding vehicle enters the blind spot is compared with the own vehicle speed. Here, when the host vehicle speed is higher, it means that the host vehicle has entered the rear blind spot in the process of the host vehicle trying to overtake the other vehicle located in front. Therefore, there is no problem with the driving of the following vehicle, and the process is terminated. On the other hand, if the speed of the following vehicle is higher, is there a “vacant” in front of the following vehicle, that is, in the lane adjacent to the lane in which the host vehicle is traveling (no other vehicle exists)? Whether or not) is judged (step S35).

Here, when there is no “empty” ahead of the following vehicle (“NO”), the following vehicle stays in the blind spot depending on the situation. Therefore, there is no problem with the driving of the following vehicle, and the process is terminated. On the other hand, if there is an “empty” in front of the following vehicle (“YES”), the following vehicle may stay in the blind spot for no reason even though the vehicle can overtake the vehicle. .
Therefore, the magnitude of the relative speed when the succeeding vehicle enters the blind spot is further determined (step S36). When the relative speed is small, it is estimated that the vehicle stays in the blind spot for a short time as it is, and is considered to be a natural driving flow. Therefore, the process ends. On the other hand, when the relative speed is large, the driving behavior of the following vehicle is extremely unnatural, and there is a high possibility that the vehicle stays in the blind spot for no reason. Therefore, it is estimated that the attention is reduced (step S37).

<Driving vehicle driver risk level / risk type determination process>
FIG. 10 is a flowchart showing the following vehicle driver risk / risk type determination process executed by the WC computer 22. First, in steps S41 to S43, when there is some change in the estimation results of the attention reduction in each recognition process of FIGS. 6 to 9 (step S42, “YES”), or when periodic detection is performed. (Step S43, "YES"), the output value of each recognition processing result is substituted into a parameter indicating the degree of risk (point) evaluated according to the state of reduced attention and the risk type (Step S44).

  Subsequently, regarding a parameter value held at that time, if there is a parameter that is “timed out” after a predetermined holding time (for example, about several minutes) has passed (step S45, “YES”), the parameter value Is eliminated (step S46). That is, in general, the state where the driver's attention is reduced is often temporary, and it is difficult to assume that the state continues for a long period of time. If there is a remaining parameter value whose cumulative risk exceeds the warning value (step S47, “YES”), the avoidance provided to the driver of the host vehicle according to the value indicated by the parameter at that time A proposal is determined (step S48).

  Here, FIG. 11 shows an example of a table for determining an avoidance proposal. The “target vehicle ID” is an ID that is assigned to distinguish a plurality of other vehicles when they are located behind the host vehicle. “Warning start condition” is a setting of a distance relation (position) depending on the direction in which the other vehicle is located, in which a warning is issued to the driver of the host vehicle. . For example, when the direction of the other vehicle is “rear”, the warning is started when “the distance the host vehicle travels in 2 seconds (at the current traveling speed)” is reached. When the direction of the other vehicle is “side rear”, a warning is started when “the distance the host vehicle travels in 4 seconds” is reached.

  “Warning target” indicates how the other vehicle is in a dangerous state (such as “decrease in driving caution”, “lights off right side”, “unknown purpose”, etc.) Etc. ”,“ traveling behind 60 m ”,“ entering a gentle downward slope ”, and the like. The “avoidance proposal” is how the driver of the host vehicle makes an avoidance action according to the “warning target”. For example, “turn on the brake lamp early when decelerating”, “if the behavior is suspicious (by the driver's judgment), go through in a safe place”, “run so that it is not mistaken for a motorcycle”, etc. These are output as voice messages from the speaker 8 of the navigation device 23 to notify the driver of the host vehicle.

  As described above, according to the present embodiment, the WC computer 22 drives the other vehicle based on the running state of the other vehicle located on the rear side of the own vehicle, which is continuously monitored by the SC computer 21. Estimate the driver ’s attention. When it is determined that the driver's attention is reduced, a warning is given to the driver of the host vehicle via the navigation device 23. Therefore, an appropriate warning can be given to the host vehicle driver in accordance with a situation where the other vehicle driver's attention is reduced.

Specifically, the SC computer 21 monitors the inter-vehicle distance with other vehicles and the monitoring result of the other vehicle speed, and the road condition between the other vehicles, and the WC computer 22 determines that the inter-vehicle distance is a predetermined distance or more. And if the other vehicle suddenly decelerates in a state where the speed of the other vehicle is slower than the own vehicle speed, it is estimated that an unnecessary sudden braking operation was performed when the road condition did not require a sudden braking operation. Thus, it can be appropriately determined that the attention of other vehicle drivers is reduced.
Furthermore, in addition to the above conditions, the WC computer 22 refers to the speed fluctuations of other vehicles within a certain period of time retroactive from the time when the sudden deceleration occurred when the road condition does not require a sudden braking operation. Since it is estimated that an unnecessary sudden braking operation is performed when the speed fluctuation is relatively small, the estimation accuracy for the unnecessary sudden braking operation is improved.

The SC computer 21 monitors the illuminance on the rear side of the host vehicle and also monitors the lighting state of the headlamps of the other vehicle by an image, and the WC computer 22 determines that the lighting of the headlamps of the other vehicle is changed to the illuminance. If it is presumed that the vehicle is not properly performed, it is determined that the driver of other vehicles is not careful. Specifically, when the other vehicle turns off the headlamp even though the illuminance is relatively low, when the other vehicle lights the headlamp while the illuminance is relatively high, the illuminance is relatively high. However, when the other vehicle with the headlights turned on is a four-wheeled vehicle, it is possible to appropriately determine a reduction in attention when the other vehicle with the headlights turned off is a two-wheeled vehicle even though the illumination is relatively high. .
Further, the WC computer 22 determines that the center of gravity of the vehicle in the left-right direction monitored based on the lighting state of the headlamp of the other vehicle does not match the same center of gravity monitored based on the image of the front portion of the vehicle. Therefore, when it is estimated that one of the headlights arranged on the left and right sides of the four-wheeled vehicle is broken, the vehicle is operated while the state is left as it is. It can be judged that the driver's attention is reduced.

Further, the SC computer 21 monitors the inter-vehicle distance from the other vehicle and the road gradient on the rear side of the own vehicle, and the WC computer 22 is estimated that the other vehicle is not appropriately controlling the speed based on the respective monitoring results. The driver's attention is reduced. Specifically, when the vehicle speed is constant or increasing when the inter-vehicle distance is relatively narrow and the road gradient is horizontal or descending, the vehicle speed is increased when the inter-vehicle distance is increasing and the road gradient is ascending. If the vehicle speed is constant or decreased, it is determined that the speed control is inappropriate, and it is possible to appropriately determine that the driver's attention is reduced.
The SC computer 21 monitors the speed of the other vehicle, the blind area on the rear side of the host vehicle, and whether or not a vehicle is present in front of the other vehicle. The WC computer 22 If it is estimated that the vehicle is unnecessarily staying in the vehicle, it is determined that the attention of the driver of the other vehicle is reduced. Specifically, when the speed at which the other vehicle enters the blind spot area is faster than the own vehicle speed and the other vehicle is in a state in which the own vehicle can be overtaken, and in addition to the conditions, the other vehicle enters the blind spot area. When the relative speed at the time of entering is relatively high, it is estimated that the other vehicle is unnecessarily staying in the blind spot area, so that a reduction in attention can be more appropriately determined.

Furthermore, the WC computer 22 holds the monitoring result by the SC computer 21 for a predetermined time from the monitoring time point, and clears the monitoring result after the predetermined time has elapsed, so that it is possible to appropriately determine the reduction in attention.
In addition, when the WC computer 22 determines that the attention of the other vehicle driver is reduced, the WC computer 22 sets a risk avoidance plan according to the estimation result that is the determination source, and uses the avoidance plan as the driving of the own vehicle. Since it is presented to the car, it is possible not only to give a warning, but also to provide information on how to avoid a dangerous state specifically to contribute to driving support of the host vehicle.

The present invention is not limited to the embodiments described above or shown in the drawings, and the following modifications are possible.
The cameras 31-33 should just install the number which can ensure a required visual field.
Further, only one of the laser radar 34 and the millimeter wave radar 35 may be used.
The recognition processing in FIGS. 6 to 9 may be executed by appropriately selecting what is deemed necessary.
In FIG. 6, step S5 may be deleted.
In FIG. 7, the processes of steps S18 to S20 may be performed as necessary.
In FIG. 9, step S36 may be deleted.
Guidance of avoidance plans according to danger may be performed as necessary.
It is not always necessary to configure using a navigation device, and a dedicated device having only functions required as a driving support device may be configured.

The figure which is one Example of this invention, and shows the arrangement | positioning state of the main control parts which comprise a driving assistance device Functional block diagram showing the configuration of the navigation device The figure which shows the structure centering on the side rear monitoring sensor control computer (A) is the whole structure of an active phased array radar, (b) is a figure which shows the internal structure of a transmission / reception module. The figure which shows the software constitution of the function which is realized with the succeeding vehicle monitoring / warning computer Flow chart showing the contents of the sudden brake start recognition process executed by the sensor control computer Flow chart showing the contents of the headlamp abnormality recognition process Flow chart showing the content of the same gradient control failure recognition process Flow chart showing the contents of the blind spot stay recognition process Flow chart showing the following vehicle driver risk level / risk type determination process executed by the monitoring / warning computer The figure which shows an example of the avoidance proposal determination table

Explanation of symbols

  In the drawing, 21 is a side rear monitoring sensor control computer (monitoring means), 22 is a following vehicle monitoring / warning computer (attention estimation means, warning means), 23 is a navigation device (warning means), and 31-33 are cameras (monitoring). Means) and 34 are laser radars (monitoring means), and 35 is a millimeter wave radar (monitoring means).

Claims (20)

Monitoring means for monitoring the running state of another vehicle located behind the host vehicle;
Attentiveness estimating means for estimating the attentiveness of the driver driving the other vehicle based on the traveling state of the other vehicle continuously monitored by the monitoring means;
Warning means for warning the driver of the host vehicle when it is determined that the attention of the driver of the other vehicle estimated by the attention estimating means is reduced ;
The monitoring means monitors the distance between the other vehicle and the speed of the other vehicle, and monitors the situation of the person and the vehicle jumping out (road situation) on the road to the other vehicle by an image,
The attentiveness estimating means determines that the attentiveness of the driver is reduced when it is estimated that the driver of the rear vehicle has performed an unnecessary sudden braking operation based on the respective monitoring results. A driving support device characterized by that. Before Symbol attention estimating means, when the inter-vehicle distance is the another vehicle is suddenly decelerated and slower than and speed of the other vehicle at a predetermined distance or speed of the vehicle, wherein the monitoring means monitors 2. The driving support device according to claim 1, wherein it is estimated that an unnecessary sudden braking operation is performed when a road condition grasped by an image does not require a sudden braking operation . When the road condition does not require a sudden braking operation , the attention estimation means refers to the speed fluctuation of the other vehicle within a certain time retroactively from the point of time when the sudden deceleration occurs. 3. The driving support apparatus according to claim 2, wherein it is estimated that an unnecessary sudden braking operation is performed when the speed fluctuation is relatively small . The monitoring means monitors the illuminance on the rear side of the host vehicle and monitors the lighting state of the headlamp of the other vehicle by an image,
Before Symbol attention estimating means, it turns on or off the headlight of the other vehicle, when it is estimated that not properly carried out in accordance with the illuminance, the driver's attention of the other vehicle is reduced The driving support device according to claim 1, wherein the driving support device determines that the vehicle is operating. Before Symbol attention estimating means, when said illuminance is relatively low, if the other vehicle was that turns off the headlamp, that the driver's attention of the other vehicle is determined to have decreased The driving support apparatus according to claim 4, wherein The attention estimating means determines that the driver's attention of the other vehicle is reduced if the other vehicle lights a headlamp when the illuminance is relatively high. The driving support device according to claim 4 or 5. If the other vehicle that lights the headlamp when the illuminance is relatively high is a four-wheeled vehicle, the attention level estimating unit determines that the driver's attention level of the other vehicle has decreased. The driving support apparatus according to claim 6 . The attention estimating means, if another vehicle the illumination is to turn off the headlight when relatively high a motorcycle, the driver's attention of the other vehicle is determined to have decreased The driving support apparatus according to claim 6 or 7, characterized in that The monitoring means monitors the front portion including the headlight of the other vehicle by an image,
When the other vehicle lights the headlamp , the attention level estimating means is monitored based on the center of gravity of the vehicle to be monitored based on the lighting state and the image of the front portion of the vehicle. when the same center of gravity do not coincide, the driving support apparatus according to any one of claims 1 to 8 the driver's attention of the other vehicle and determines that has decreased. The monitoring means monitors an inter-vehicle distance with the other vehicle and a road gradient on the rear side of the own vehicle ,
The attentiveness estimating means determines that the attentiveness of the driver of the other vehicle is reduced when it is estimated that the other vehicle is not appropriately controlling the speed based on each monitoring result. The driving support device according to any one of claims 1 to 9, wherein Before Symbol attention estimating means, wherein the inter-vehicle distance is relatively narrow, and if the road slope is constant or increasing host vehicle speed when it is horizontal or down, the other vehicle is performed appropriately speed control The driving support device according to claim 10 , wherein the driving support device is estimated to be not . If the vehicle speed is constant or decreasing when the inter-vehicle distance is increasing and the road gradient is ascending, the attentiveness estimating means indicates that the other vehicle is not appropriately controlling the speed. The driving support device according to claim 10 , wherein the driving support device is estimated. The monitoring means monitors the speed of the other vehicle and whether or not a vehicle is present in and in the blind spot area on the rear side of the host vehicle,
When the other vehicle is estimated to be unnecessarily staying in the blind spot area based on each monitoring result, the driver's attention of the other vehicle is reduced. The driving support device according to claim 1, wherein the driving support device is determined. Before Symbol attention estimating means, the speed at which the other vehicle enters the blind area is faster than the speed of the vehicle, and, when the other vehicle is ready for overtaking the own vehicle, the other vehicle The driving support apparatus according to claim 13, wherein it is estimated that the unoccupied stay is unnecessarily in the blind spot area . In addition to the above conditions , the attention estimation means estimates that the other vehicle is unnecessarily staying in the blind spot area when the relative speed when the other vehicle enters the blind spot area is relatively high. The driving support device according to claim 14. Monitoring means for monitoring the running state of another vehicle located behind the host vehicle;
Attentiveness estimating means for estimating the attentiveness of the driver driving the other vehicle based on the traveling state of the other vehicle continuously monitored by the monitoring means;
Warning means for warning the driver of the host vehicle when it is determined that the attention of the driver of the other vehicle estimated by the attention estimating means is reduced;
The monitoring means monitors the front portion including the headlight of the other vehicle by an image ,
When the other vehicle lights the headlamp , the attention level estimating means is monitored based on the center of gravity of the vehicle to be monitored based on the lighting state and the image of the front portion of the vehicle. A driving assistance device , wherein when the same center of gravity does not match, it is determined that the attention of the driver of the other vehicle is reduced . Monitoring means for monitoring the running state of another vehicle located behind the host vehicle;
Attentiveness estimating means for estimating the attentiveness of the driver driving the other vehicle based on the traveling state of the other vehicle continuously monitored by the monitoring means;
Warning means for warning the driver of the host vehicle when it is determined that the attention of the driver of the other vehicle estimated by the attention estimating means is reduced;
The monitoring means monitors an inter-vehicle distance with the other vehicle and a road gradient on the rear side of the own vehicle,
The attentiveness estimating means determines that the attentiveness of the driver of the other vehicle is reduced when it is estimated that the other vehicle is not appropriately controlling the speed based on each monitoring result. A driving support device characterized by that . Monitoring means for monitoring the running state of another vehicle located behind the host vehicle;
Attentiveness estimating means for estimating the attentiveness of the driver driving the other vehicle based on the traveling state of the other vehicle continuously monitored by the monitoring means;
Warning means for warning the driver of the host vehicle when it is determined that the attention of the driver of the other vehicle estimated by the attention estimating means is reduced;
The monitoring means monitors the speed of the other vehicle and whether or not a vehicle is present in and in the blind spot area on the rear side of the host vehicle,
When the other vehicle is estimated to be unnecessarily staying in the blind spot area based on each monitoring result, the driver's attention of the other vehicle is reduced. A driving support device characterized by the above . 19. The attention level estimation unit holds the monitoring result by the monitoring unit for a predetermined time from the time when the result is acquired, and clears the monitoring result after the predetermined time has passed. The driving support device according to any one of the above. When the warning means determines that the attention of the driver of the other vehicle has been reduced, the warning means sets a risk avoidance plan according to the estimation result that is the determination source, and uses the avoidance plan as a driving vehicle of the own vehicle. The driving support apparatus according to claim 1, wherein the driving support apparatus is presented in the above.

Images