JP4774671B2 - Vehicle information presentation device - Google Patents

Description

  The present invention relates to a vehicle information presentation apparatus that presents information for assisting driving to a driver according to the driving tendency of the driver.

  2. Description of the Related Art Conventionally, there has been known a device that obtains an optimum traveling limit speed in accordance with the road shape and the external environment such as the weather and issues a warning to the driver when the speed of the host vehicle exceeds the optimum traveling limit speed (Patent Literature). 1).

JP-A-5-272984

  However, even when driving on the same road, the driving tendency and driving skill of the driver are different, so the conventional device does not calculate an appropriate optimum driving speed limit according to the driving skill of the driver and the like. There was a problem that information could not be presented to the driver.

The vehicle information presentation device according to the present invention determines the driving tendency of the driver, records it for each traveling scene , calculates a second recommended speed reflecting the driving tendency recorded for each traveling scene , A method of presenting the second recommended speed to the driver is determined.

  According to the vehicle information presentation device according to the present invention, since the method of presenting information to be presented to the driver is determined based on the driving tendency recorded for each driving scene, appropriate information corresponding to the driving tendency of the driver is determined. You can make a presentation.

-First embodiment-
FIG. 1 is a diagram showing a configuration of a first embodiment of a vehicle information presentation device according to the present invention. The vehicle information presentation device according to the first embodiment also functions as a navigation device that performs route guidance, and includes a vehicle speed sensor 1, an accelerator opening sensor 2, a brake sensor 3, a laser radar 4, and a GPS sensor 5. A map database 6, a control unit 10, and a display device 20.

  The vehicle speed sensor 1 detects the speed of the vehicle. The accelerator opening sensor 2 detects the accelerator opening. The brake sensor 3 detects whether or not a brake (not shown) is depressed. The laser radar 4 transmits a laser beam to detect the distance to the preceding vehicle and to detect the relative speed between the preceding vehicle and the host vehicle.

  The GPS sensor 5 detects the current position of the host vehicle by satellite navigation. Various types of vehicle information detected by the sensors 1 to 3 and 5 and the laser radar 4 are output to the control unit 10. The map database 6 stores map data.

  The control unit 10 includes a CPU and a memory (not shown), and has a road information acquisition unit 11, a recommended speed calculation unit 12, a travel result recording unit 13, a driving tendency determination unit 14, and information presentation due to internal processing functions. And a method determining unit 15. The road information acquisition unit 11 acquires map data around the host vehicle from the map data stored in the map database 6. The recommended speed calculation unit 12 calculates the recommended speed of the vehicle by a method described later. The travel result recording unit 13 records travel data (travel results) of the vehicle together with information on the road shape and traffic flow.

  The driving tendency determination unit 14 determines the driving tendency of the driver based on the recommended speed calculated by the recommended speed calculation unit 12 and the traveling data recorded in the traveling result recording unit 13. The information presentation method determination unit 15 drives based on the determination result of the driving tendency by the driving tendency determination unit 14, the recommended speed calculated by the recommended speed calculation unit 12, and the vehicle information detected by the sensors 1 to 5. How to present the recommended speed to the person.

  The display device 20 is, for example, a liquid crystal display used for map display of a navigation device or a display in an instrument panel, and the recommended speed calculated by the recommended speed calculating unit 12 by the information presenting method determined by the information presenting method determining unit 15. Display speed.

  FIG. 2 shows the processing contents for calculating the recommended speed by the recommended speed calculation unit 12 and determining the driving tendency of the driver based on the calculated recommended speed and the travel information recorded by the travel result recording unit 13. It is a flowchart. The process starting from step S10 is performed at regular intervals (for example, 100 ms).

  In step S10, the road information acquisition unit 11 reads map data within a certain range (for example, 500 m) ahead of the host vehicle from the map database 6 based on the position of the host vehicle acquired from the GPS sensor 5. FIG. 3 is a diagram for explaining elements constituting the map data. As shown in FIG. 3, the map data is generally composed of point data and link data. The point data includes a node that is a position coordinate of a point where there is a branch road such as an intersection or a junction (JCT), and a complementary point that is a position coordinate of a point for drawing a road curvature. The link data corresponds to a road connecting point data.

  Point data and link data each have attribute information. The attribute information of the point data includes information relating only to the point, such as the curvature of the point, the presence / absence of a signal, and the necessity of pausing. The link data attribute information includes information over a certain distance such as road width, gradient, speed limit, road type, and the like. If the curvature information is not included in the attribute information of the point data, it can be calculated using the position coordinates of the points, the length of the link between the points, and the angle formed by the links before and after the point.

  In step S10, when road shape data is acquired by reading map data within a certain range in front of the host vehicle, the process proceeds to step S20. In step S20, information about traffic flow is acquired. That is, the laser radar 4 detects the inter-vehicle distance D and the relative speed Vr to the preceding vehicle. When the inter-vehicle distance D to the preceding vehicle and the relative speed Vr are detected, the process proceeds to step S30.

  In step S30, the recommended speed calculation unit 12 calculates the recommended speed of the host vehicle based on the road shape data acquired in step S10 and the information regarding the traffic flow detected in step S20. 4A and 4B are diagrams for explaining a method of calculating the recommended speed. FIG. 4A illustrates an example of a traveling course, and FIG. 4B travels along the course illustrated in FIG. The recommended speed is shown respectively.

  In the curve section BC in the traveling course shown in FIG. 4A, the speed Vc calculated based on the curvature of the curve is set to the recommended speed. FIG. 5A is a diagram showing the relationship between the curvature of the curve and the recommended speed. As shown in FIG. 5A, the recommended speed is set to be smaller as the curvature of the curve becomes smaller (as the curve becomes steeper). The recommended speed calculation unit 12 calculates the recommended speed Vc based on a table as shown in FIG. 5A prepared in advance and the curvature of the curve.

In the scroll zone F in the traveling course shown in FIG. 4A, the speed limit Vs in this area is set to the recommended speed. In other sections, the speed limit Vl is set to the recommended speed. In addition, at points D and E, since the stop information is included in the attribute information of the point data, the recommended speed is set so that the vehicle speed becomes zero at these points.

At the point where the recommended speed changes, the change in the recommended speed is set to a standard deceleration rate αd (for example, −2.5 [m / s ² ]) or acceleration αa (for example, 2.0 [m / s ² ]). To do. By such a method, a recommended speed pattern as shown in FIG. 4B is determined.

  In addition, although the traveling road shown to Fig.4 (a) demonstrated as a road which has a general width | variety, you may change a recommended speed according to the width of a road width. FIG. 5B is a diagram illustrating the relationship between the width W of the road and the recommended speed. A table having a relationship as shown in FIG. 5B is prepared in advance, the recommended speed calculated from this table is compared with the limit speed, and the lower speed can be set as the recommended speed.

  In step S40 following step S30, the traveling scene at the point where the recommended speed of the recommended speed pattern (see FIG. 4B) calculated in step S30 is changed by the travel result recording unit 13 based on the curvature of the road or the like. Determine. The curvature of the road is acquired from the attribute information included in the road shape data acquired in step S10, or is calculated based on the positional relationship between the points.

  For example, within a certain distance before and after the point where the calculated recommended speed decreases (for example, 100 m), if the curvature changes from 300R or more to 100R or less, it is determined as a curve, and if the road width decreases, the road width decreases. Next, the traveling scene is determined. The travel scene includes information on the road shape such as a curve and road width reduction, and information on traffic flow such as whether the vehicle is traveling independently or following.

  Independent traveling refers to traveling in a situation where the driver can freely adjust the speed because there is no preceding vehicle or there is a sufficient inter-vehicle distance even if the preceding vehicle exists. Further, the follow-up traveling is a traveling state in which the vehicle travels while following the preceding vehicle. A specific determination method between the independent traveling and the following traveling will be described.

If the inter-vehicle distance D and the relative speed Vr detected in step S20 satisfy the conditions of the following expressions (1) and (2), it is determined that the vehicle is following traveling, and otherwise it is determined that the vehicle is traveling independently. . In Expression (1), it is determined whether the inter-vehicle distance D is shorter than a predetermined distance Ds (for example, 50 m). In Expression (2), it is determined whether or not the time (D / Vr) until the vehicle collides with the preceding vehicle is shorter than a predetermined time Ts (for example, 5.0 seconds). Therefore, even if the inter-vehicle distance to the preceding vehicle is long, if the vehicle is approaching the preceding vehicle rapidly, the relationship of Expression (2) is not satisfied and it is not determined that the vehicle is traveling alone.
D <Ds (1)
D / Vr <Ts (2)

  In step S50 following step S40, the traveling result recording unit 13 causes the vehicle traveling information, that is, the vehicle speed detected by the vehicle speed sensor 1, the accelerator opening detected by the accelerator opening sensor 2, and the brake sensor 3 to be used. Records information on ON / OFF of the detected brake. These pieces of traveling information are recorded up to a time point that is a certain period (for example, 60 seconds) from the present time, and are recorded in a memory (not shown) provided in the control unit 10. When the traveling result is recorded, the process proceeds to step S60.

  In step S60 to step S80, the driving tendency determination unit 14 detects the driving tendency of the driver based on the recommended speed pattern calculated in step S30 and the actual travel pattern recorded in step S50. FIG. 6A and FIG. 6B are diagrams showing examples of travel patterns and recommended speed patterns in various road conditions. In the figure, the solid line indicates the actual speed change of the vehicle, and the dotted line indicates the recommended speed change.

  In step S60, the driver deceleration timing Δd is detected. The deceleration timing Δd is a time difference between the deceleration start time at the recommended speed and the deceleration start time in the actual travel result at a point where deceleration is required (see FIG. 6A).

A method for detecting the deceleration timing will be described with reference to FIG. FIG. 7 is a diagram showing an example of an actual traveling pattern, and shows a change in vehicle speed over time. First, a deceleration start time Di is detected when a state where the deceleration is a constant value (for example, −1.0 m / s ² ) or less continues for a predetermined time Td (for example, 1.0 second). Next, the time Ds at the deceleration start point (point Pds in FIG. 6A) in the recommended speed pattern is detected, and the driver deceleration timing Δd is detected by the following equation (3).
Δd = Di−Ds (3)

In step S70 following step S60, the driver acceleration timing Δa is detected. The acceleration timing Δa is the time difference between the acceleration start time at the recommended speed and the acceleration start time in the actual travel result at a point where acceleration is required (see FIG. 6A). First, an acceleration start time Ai is detected when a state where the acceleration is a constant value (for example, 1.0 m / s ² ) or more continues for a predetermined time Ta (for example, 1.0 second) or longer. Next, the time As of the acceleration start point (point Pas in FIG. 6A) in the recommended speed pattern is detected, and the driver acceleration timing Δa is detected by the following equation (4).
Δa = Ai−As (4)

In step S80 following step S70, a speed difference ΔV between the recommended speed Vs and the actual travel speed is detected. First, the maximum value and the minimum value of the vehicle speed within a predetermined time Ts (for example, 10 seconds) are detected, respectively, and it is determined whether or not the difference between them is a predetermined value Va (for example, 5.0 km / h) or less (see FIG. 7). If it is determined that it is equal to or less than the predetermined value Va, an average value Vi of the vehicle speed within the predetermined time Ts is obtained, and a speed difference ΔV is obtained by the following equation (5).
ΔV = Vs−Vi (5)

  In step S90 following step S80, the deceleration timing Δd, acceleration timing Δa, and travel speed difference ΔV obtained in steps S60 to S80 are recorded according to the travel scene determined in step S40. FIG. 8 is a diagram illustrating an example of a driving tendency determined by the driving tendency determination unit 14 and recorded in a memory (not shown). As shown in FIG. 8, for example, when the driving scene is determined to be “curve, single driving”, the deceleration timing Δd, the acceleration timing Δa, and the driving speed difference ΔV are respectively associated with the determined driving scene. Record. However, one run data is not recorded as it is, but, for example, an average value of past 5 run data is recorded.

  In step S90, when data relating to the driving tendency of the driver is recorded for each traveling scene as shown in FIG. 8, the processing of the flowchart shown in FIG. 2 ends.

Next, a method for presenting the calculated recommended speed to the driver will be described. FIG. 9 is a flowchart showing the processing contents performed by the information presentation method determination unit 15 of the control unit 10. In step S100, with reference to the map data stored in the map database 6, the recommended speed among the recommended speed patterns calculated in step S30 of the flowchart shown in FIG. 2 within the predetermined distance Lp from the current position of the host vehicle. It is determined whether or not there is a point where the value decreases. Here, the predetermined distance Lp is calculated by the following equation (6).
Lp = MAX (200, Vi / 3.6 × 7.5) [m] (6)
Vi is the speed of the host vehicle calculated in step S80 of the flowchart shown in FIG.

If the determination in step S100 is affirmed, a travel scene at a point where the recommended speed decreases is acquired, and the process proceeds to step S110. If the determination is negative, the process is terminated without presenting information to the driver. In addition, a road shape is detected from the map data memorize | stored in the map database 6 among driving | running | working scenes, and traffic flow (independent driving | running | working / following driving | running | working) is detected by the method mentioned above. In step S110, the recommended speed V c when the recommended speed is traveling later point decreases, and acquires from the recommended speed pattern. For example, the road shape of the point where the recommended speed is lowered if the curve, to obtain the recommended speed V c of the curve section.

  In step S120 following step S110, the obtained driving tendency data of the driving scene is read from the table shown in FIG. For example, when the acquired traveling scene is “curve, isolated traveling”, the table shown in FIG. 8 is referred to, and the traveling speed difference ΔV, deceleration timing Δd, and acceleration timing corresponding to “curve, isolated traveling” are determined. Read Δa. When the driving tendency data is read, the process proceeds to step S130.

In step S130, threshold values α2 and α3 for determining a recommended speed information presentation method are corrected from the driving tendency data read in step S120. For example, when the traveling scene is “curve, independent traveling”, first, a recommended speed V c corresponding to the curvature of the curve is calculated from the table shown in FIG. Then, using the speed difference ΔV read in step S120, a recommended speed V1 reflecting the driving tendency of the driver is calculated from the following equation (7).
V1 = V c + ΔV (7)

Next, the threshold values α2 (initial value is −1.0 m / s ² ) and α3 (initial value is −2.0 m / s ² ) are corrected based on the deceleration timing d1. FIG. 10A is a table showing the relationship between the deceleration timing d1 and the correction coefficients Δα of the threshold values α2 and α3. For example, when the value of the deceleration timing d1 is d1t, the correction coefficient for the threshold value α2 is Δα2, and the correction coefficient for the threshold value α3 is Δα3. Therefore, the corrected threshold values α2 and α3 are α2 + Δα2, α3 + Δα3, respectively. That is, correction is performed so that the values of the threshold values α2 and α3 become smaller as the value of the deceleration timing d1 is smaller (deceleration start timing is earlier).

In step S140 subsequent to step S130, a deceleration α required to reduce the speed Vi of the host vehicle to the recommended speed V1 is calculated by the following equation (8).
α = (V1 ² −Vi ² ) / 2L (8)
Here, L [m] is the distance from the current position of the host vehicle to the entrance of the curve. When the deceleration α is calculated, the process proceeds to step S150.

In step 150, it is determined whether or not the deceleration α calculated in step S140 satisfies the relationship of the following equation (9). If it determines with satisfy | filling the relationship of Formula (9), it will progress to step S170, and if it determines with not satisfy | filling the relationship of Formula (9), it will progress to step S160.
α3 ≦ α <α2 (9)

In step S160, it is determined whether or not the deceleration rate α calculated in step S140 satisfies the relationship of the following equation (10). If it is determined that the relationship of Expression (10) is satisfied, the process proceeds to Step S180. If the relationship of Expression (10) is not satisfied, that is, α ≧ α2 is satisfied, the process proceeds to Step S190.
α <α3 (10)

  11 and 12 are diagrams for explaining a method of presenting a recommended speed to the occupant. FIG. 11A is a diagram showing the relationship between the deceleration α and the threshold values α 2 and α 3, and FIG. 11B is a diagram for explaining the timing for presenting the recommended speed. In FIG. 11B, the position at the distance L1 from the entrance of the curve is the position where the deceleration for decelerating from the vehicle speed Vi to V1 is α2, and the position at the distance L2 is the position where the deceleration is α3. is there.

  When the deceleration α is equal to or greater than the threshold α2, the distance from the position of the vehicle traveling at the vehicle speed Vi to the entrance of the curve is equal to or greater than L1, and it is considered that there is a sufficient distance to decelerate ( (Refer FIG. 11 (a), (b)). On the other hand, when the deceleration rate α satisfies the relationship of equation (9), the distance to the entrance of the curve is longer than L2 and shorter than L1, so it is necessary to call the driver's attention. When the deceleration α is smaller than α3, the distance to the entrance of the curve is shorter than L2, so it is necessary to issue a warning to the driver.

  FIG. 12 is a diagram illustrating an example of a recommended speed presented to the driver. 12 (a) to 12 (c) each show an analog speedometer provided in the instrument panel, and FIG. 12 (a) shows a normal display state. FIG. 12B is a diagram showing a display state when the deceleration rate α satisfies the relationship of Expression (9). In FIG. 12 (b), the recommended speed V1 at the time of curve driving is shown together with the current vehicle speed Vi, and the fan-shaped area (lattice display portion in FIG. 12 (b)) between Vi and V1 is, for example, yellow Is displayed. As a result, the driver can be alerted.

  FIG. 12C is a diagram showing a display state when the deceleration rate α is smaller than the threshold value α3. In the display shown in FIG. 12C, the current vehicle speed Vi and the recommended speed V1 are shown, and the fan-shaped area between Vi and V1 (the hatched display portion in FIG. 12C) is displayed in red, for example. . As a result, a warning can be issued to the driver and the necessity of deceleration can be communicated.

  That is, in step S170 which proceeds after affirming step S150 of the flowchart shown in FIG. 9, the recommended speed V1 is displayed in the display form shown in FIG. In step S180, which proceeds after affirming the determination in step S160, the recommended speed V1 is displayed in the display form shown in FIG.

  The display timing will be described with reference to FIG. 11B. When the distance to the entrance of the curve is L1 or more, the normal display shown in FIG. 12A is performed, and the distance to the entrance of the curve is In the case of L2 or more and less than L1, the display shown in FIG. When the distance to the entrance of the curve is shorter than L2, the display shown in FIG.

  When the recommended speed V1 is displayed in step S170 or step S180, the process proceeds to step S190. In step S190, it is determined whether or not the acquired traveling scene (for example, a curve) has been passed. If it is determined that the acquired travel scene has been passed, the process proceeds to step S200, and if it is determined that it has not passed, the process starting from step S100 is performed again.

  In step S200, the display process of the recommended speed V1 is terminated at the vehicle position corresponding to the acceleration timing a1 read in step S120. That is, the display end position ΔP corresponding to the acceleration timing a1 is calculated with reference to the table shown in FIG. For example, since the value of the display end position ΔP when the acceleration timing a1 is a1t is ΔPt, the display processing of the recommended speed V1 is ended at a position before ΔPt from the curve end point. Thereafter, the processing after step S100 is repeatedly performed.

  In the vehicle information presentation apparatus in the first embodiment, first, a recommended speed is calculated based on road data around the own vehicle and traffic flow around the own vehicle, and the calculated recommended speed and the actual traveling result are calculated. Based on the above, the driving tendency of the driver is determined. This driving tendency is recorded for each driving scene, and a method for presenting information to be presented to the driver is determined based on the recorded driving tendency. Therefore, it is possible to present appropriate information according to the driving tendency of the driver.

  In addition, since the speed difference between the recommended speed and the actual speed, the acceleration timing, and the deceleration timing are detected as information related to the driving tendency, it is possible to present appropriate information in consideration of the traveling data (driving tendency). In particular, since the timing for presenting information to the driver is determined based on these driving tendency data, the information can be presented at a timing corresponding to the driving characteristics of the driver.

-Second Embodiment-
The vehicle information presentation device in the second embodiment includes a head-up display as the display device 20. The head-up display displays an image on the windshield, and is installed at a position where the image can be projected onto the windshield within the viewing angle of the driver.

  FIG. 13 is a flowchart showing the contents of processing performed by the vehicle information presentation device in the second embodiment. The same processes as those in the flowchart shown in FIG. 9 are denoted by the same reference numerals, and detailed description thereof is omitted. The processing from step S100 to step S160 is the same as the processing from step S100 to step S160 in the flowchart shown in FIG. If the determination in step S160 is affirmative, the process proceeds to step S300.

In step S300, it is determined whether the deceleration rate α is smaller than a predetermined threshold value α4 (<α3). The threshold value α4 is, for example, −3.5 [m / s ² ]. If it is determined that α <α4 holds, the process proceeds to step S310, and if it is determined that α <α4 does not hold, the process proceeds to step S180. In step S310, the display speed is switched to the head-up display display, and the recommended speed is displayed on the windshield.

  FIG. 14 is a table summarizing the relationship between the threshold values α2, α3, and α4 for comparison with the deceleration rate α and the timing for displaying the recommended speed. When the deceleration α satisfies the relationship of the expression (9), the display pattern 1 shown in FIG. 12B is displayed. When the deceleration α is not less than α4 and less than α3, the display shown in FIG. Pattern 2 is displayed. Further, when α <α4 holds, display by a head-up display is performed.

  That is, the vehicular information presentation apparatus according to the second embodiment displays the recommended speed by switching to the head-up display display when there is a high urgency to decelerate at a point where deceleration is necessary. , The safety of the vehicle can be further increased.

  The present invention is not limited to the embodiments described above. For example, the information presented to the occupant is not limited to the recommended speed, and information according to the traveling state of the vehicle can be presented. Also, the information presentation method is not limited to that shown in FIGS. 12A to 12C, and the display forms shown in FIGS. 15A to 15C may be used. 15 (a) to 15 (c), the vehicle speed when the deceleration α required for deceleration is equal to or less than the threshold value α3 is V3, and the deceleration α is equal to or greater than the threshold value α2 and less than α3. When the vehicle speed is V2, the region between V3 and 100 km / h is displayed in red, the region between V2 and V3 is displayed in yellow, and the region below V2 is displayed in blue. That is, as the vehicle approaches the entrance of the curve without decelerating, the red area in the speedometer increases as shown in FIG. 15 (a) → FIG. 15 (b) → FIG. 15 (c). Can be effectively alerted.

  Information can also be presented by the method shown in FIGS. In FIGS. 16A to 16C, a triangle indicating the host vehicle is displayed at the center of the two lines indicating the travel path. FIG. 16A shows a normal display state, and FIG. 16B shows a display state when the deceleration α is equal to or greater than the threshold value α2 and less than α3. FIG. 16C shows a display state when the deceleration α is equal to or less than the threshold value α3. That is, as the own vehicle approaches a curve and the required deceleration α decreases (the more rapid deceleration is required), the region indicated by red is enlarged and the darkness of red is increased. The region shown in red can be determined, for example, according to the required deceleration α. Thereby, the required deceleration can be visually shown.

  In the embodiment described above, the distance and relative speed to the preceding vehicle are detected by the laser radar 4 in order to detect the traffic flow, but the traffic flow may be detected using another radar device. In addition, a traffic flow may be detected by providing an in-vehicle camera and performing image processing on a captured image of the in-vehicle camera. Furthermore, a traffic flow can be acquired by providing a communication device and using VICS, FM multiplex broadcasting, or the like. Further, the vehicle position is not limited to the detection method by satellite navigation, and may be detected by autonomous navigation.

  The deceleration start time Di is detected as the time when deceleration starts when the deceleration α continues for a predetermined time Td or longer, but may be the time when the brake is detected by the brake sensor 3. The time when the accelerator opening detected by the accelerator opening sensor 2 is fully closed can be set as the deceleration start time. Similarly, the time Ai at the start of acceleration may be set as the start time when the accelerator opening detected by the accelerator opening sensor 2 continues to increase for a predetermined time Ta or more.

  When multiple displays are provided around the driver's seat in the car, it is recommended for displays near the center of the driver's viewing angle as the required deceleration α decreases (the urgency of the deceleration operation increases) Information such as speed may be presented.

  In the vehicle information presentation apparatus according to the second embodiment, when the required deceleration α is small and the urgency of the deceleration operation is high (step S310), information is presented using the head-up display. Can also inform the necessity of deceleration.

  The correspondence between the constituent elements of the claims and the constituent elements of the first and second embodiments is as follows. That is, the GPS sensor 5 is a position detection means, the laser radar 4 is a traffic flow detection means, the map database 6 is a map data storage means, the road information acquisition unit 11 of the control unit 10 is a road data acquisition means, and a recommended speed calculation. The unit 12 is a recommended speed calculation unit, the driving result recording unit 13 is a driving result recording unit, the driving tendency determination unit 14 is a driving tendency determination unit and a driving tendency recording unit, and the information presentation method determination unit 15 is a presentation method determination unit. The display device 20 constitutes presentation means. In addition, as long as the characteristic function of this invention is not impaired, each component is not limited to the said structure.

The figure which shows the structure of 1st Embodiment of the information presentation apparatus for vehicles by this invention. Flow chart showing processing contents for discriminating driving tendency of driver Diagram for explaining the elements that make up map data FIG. 4A shows an example of a traveling course, and FIG. 4B shows a recommended speed when traveling on the course shown in FIG. 4A. FIG. 5A is a diagram showing the relationship between the curvature of the curve and the recommended speed, and FIG. 5B is a diagram showing the relationship between the road width W of the road and the recommended speed. FIG. 6A and FIG. 6B are diagrams showing examples of traveling results and recommended speed patterns in various road conditions. The figure which shows the time change of the vehicle speed in the actual traveling pattern The figure which shows the record example of the judged driving tendency Flow chart showing the processing details for presenting recommended speed to the driver FIG. 10A shows the relationship between the deceleration timing d1 and the correction coefficients Δα of the threshold values α2 and α3, and FIG. 10B shows the relationship between the acceleration timing a1 and the display end position ΔP. Figure FIG. 11A is a diagram showing the relationship between the deceleration α and the threshold values α2 and α3, and FIG. 11B is a diagram for explaining the timing for presenting the recommended speed. 12 (a) to 12 (c) are diagrams showing display forms of recommended speeds corresponding to the deceleration α. The flowchart which shows the processing content performed by the vehicle information presentation apparatus in 2nd Embodiment. A diagram that summarizes the relationship between the threshold values α2, α3, and α4 for comparison with the deceleration rate α and the timing for displaying the recommended speed FIGS. 15A to 15C are diagrams showing an example of another presentation method for presenting the recommended speed to the occupant. FIGS. 16A to 16C are diagrams showing another example of information presented to the occupant, and a diagram showing a method for visually displaying the required deceleration.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle speed sensor 2 ... Accelerator opening degree sensor 3 ... Brake sensor 4 ... Laser radar 5 ... GPS sensor 6 ... Map database 10 ... Control unit 11 ... Road information acquisition part 12 ... Recommended speed calculating part 13 ... Travel result recording part 14 ... Driving tendency determination unit 15 ... information presentation method determination unit 20 ... display device

Claims (7)

Position detecting means for detecting the current position of the vehicle;
Traffic flow detection means for detecting traffic flow around the vehicle;
Map data storage means for storing map data;
Road data acquisition means for acquiring road data around the host vehicle from the map data stored in the map data storage means;
Recommended speed calculating means for calculating a first recommended speed based on road data around the own vehicle acquired by the road data acquiring means and traffic flow around the own vehicle detected by the traffic flow detecting means;
Traveling result recording means for recording the traveling result of the host vehicle;
Driving tendency determining means for determining a driving tendency of the driver based on the first recommended speed calculated by the recommended speed calculating means and the traveling result recorded by the traveling result recording means;
Driving tendency recording means for recording the driving tendency determined by the driving tendency determination means for each traveling scene;
The recommended speed calculating means by calculating a second recommended speed that reflects the recorded driving tendency for each running scene by prior Symbol driving tendency recording unit based on the first recommended speed is calculated, the calculated the first Presenting method determining means for determining a method of presenting the recommended speed of 2 to the driver;
A vehicle information presentation apparatus comprising: presentation means for presenting the second recommended speed to a driver by the presentation method determined by the presentation method determination means. The vehicle information presentation device according to claim 1,
The driving tendency determining means detects a speed difference between the first recommended speed calculated by the recommended speed calculating means and a vehicle speed included in the traveling result as the driving tendency of the driver. An information presentation device for a vehicle. In the vehicle information presentation device according to claim 1 or 2,
The driving tendency determination means compares the deceleration starting point of the second recommended speed at a point where deceleration is required with the deceleration starting point of the vehicle speed included in the traveling result as the driving tendency of the driver. An information presentation device for a vehicle that detects a deceleration start timing of a driver. In the vehicle information presentation device according to any one of claims 1 to 3,
The driving tendency determination means compares the acceleration starting point of the second recommended speed at a point where acceleration is required with the acceleration starting point of the vehicle speed included in the traveling result as the driving tendency of the driver. An information presentation device for a vehicle that detects the acceleration start timing of the driver. In the vehicle information presentation device according to any one of claims 1 to 4,
The presenting method determining means determines the timing for presenting the second recommended speed to the driver based on the driving tendency of the driver determined by the driving tendency determining means. apparatus. In the vehicle information presentation device according to any one of claims 1 to 5,
The presenting method determining means determines the presenting method of the second recommended speed based on the second recommended speed and the speed of the host vehicle. In the vehicle information presentation device according to any one of claims 1 to 6,
The presenting means includes a first presenting means and a second presenting means,
The presenting method determining means includes a first presenting means and a second presenting means as presenting means for presenting information based on a difference between the second recommended speed and the speed of the host vehicle. One of these is selected, The vehicle information presentation apparatus characterized by the above-mentioned.

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