JP4775121B2 - Vehicle driving support system - Google Patents

Description

  The present invention relates to a driving support system for a vehicle that performs appropriate driving support in accordance with a driving experience of a driver and a surrounding situation of the vehicle.

  Conventionally, in order to improve the comfort and convenience during driving, there has been a driving situation notification system that issues an alarm to the driver at an appropriate timing in consideration of the driving experience of the driver. In this travel status notification system, for example, when there is no traffic experience on a certain road or when there is little traffic experience, a travel condition such as a speed limit or a change in the number of lanes is notified as an alarm. Conversely, if there is a lot of traffic experience on the road and you are familiar with the road situation, you will not be alerted.

  Furthermore, in this driving situation notification system, appropriate notifications and recommended driving conditions are presented according to the driver's familiarity with road conditions, so that the driver is not notified more than necessary. It does not give annoyance (see, for example, Patent Document 1).

There is also an information providing device that recognizes a driver or a passenger in the passenger seat and corresponds to the driver or the passenger (for example, see Patent Document 2).
JP 2005-121382 A JP 2005-31071 A

  However, in the above driving situation notification system and information providing device, the driving experience of the driver and passengers is recorded in a recording device provided in the vehicle, so that the past driving can only be performed on a vehicle that has been driven in the past. Driving assistance such as notification of driving conditions based on experience and provision of information was not performed. In other words, driving assistance based on traveling experience could not be received with vehicles other than those that have driven in the past.

  The present invention has been made in view of such problems, and even when a driver or a passenger gets on another vehicle, notification of appropriate driving information is made according to the driving experience history of the driver or the passenger. The purpose is to provide a system that provides driving assistance.

  In order to solve such a problem, the vehicle driving support system according to claim 1 includes a portable travel experience history recording means, a driver specifying means, a support degree determining means, and a control means.

  The portable travel experience history recording means is configured to be portable so as to record the travel experience information of each occupant acquired by the travel experience information acquisition means for acquiring the travel experience information of the occupant as a travel experience history that can be identified for each occupant. Has been. Further, the driver specifying means specifies the driver.

  Then, the assistance degree determination means is a driving assistance for the specified driver based on the driving experience history of the driver specified by the driver specifying means among the driving experience histories recorded in the portable driving experience history recording means. Determine the degree. For example, the degree of driving assistance is determined based on the driving experience history of how many times the driver has traveled on the driving road, or the driving experience history and driving experience information acquisition means of the identified driver are used to drive The driving support degree is determined based on the comparison result while comparing with the traveling experience information acquired inside as needed.

Further, the control means controls at least the operation content of the on-vehicle equipment or the vehicle travel device based on the degree of driving assistance determined by the assistance degree determining means.
Further, the travel experience information acquisition means is configured to be able to acquire travel experience information of at least a passenger in the passenger seat among the passengers of the traveling vehicle.
In the vehicle driving support system configured as described above, the travel experience information of the occupants in the vehicle is recorded for each occupant as a travel experience history that can be identified by a portable travel experience history recording means that can be carried. Is done.

  Furthermore, the degree of driving support for the identified driver is determined based on the driving experience history of the driver specified by the driver specifying means among the driving experience histories recorded in the portable driving experience history recording means that can be carried. Is done. Based on the determined degree of support, at least the operation content of the on-vehicle equipment or the vehicle travel device is controlled.

  In other words, since driving assistance is performed based on the traveling experience history recorded in the portable traveling experience history recording means that can be carried, if the driver carries the portable traveling experience history recording means to another vehicle, the driver A vehicle that has never been driven in the past can receive driving assistance based on past driving experience history.

  As driving assistance based on the traveling experience history, there is a driving assistance based on the number of times the road has traveled. For example, when the number of times the road has been traveled is recorded, the road on which the vehicle is currently traveling is a road that has traveled more than a predetermined number of times in the past, and the driver is driving while awake Therefore, if notification is not performed before the point of caution, troublesome driving is eliminated.

  On the other hand, even if the road that has been traveled is a road that has traveled a predetermined number of times in the past, if the driver is not awake, a danger notice is given at a predetermined distance from the point of caution By doing so, it is possible to avoid danger.

In addition, if the road you are driving is a road that has traveled less than a certain number of times in the past, driving assistance when the distance from the caution point is within a predetermined distance regardless of the driver's arousal level If the notification is issued for the driver, the driver's attention level increases, so the driver can safely pass the warning points. Similarly, if the current traveling time and the past traveling time on the road are the same, the degree of driving assistance may be determined according to the traffic congestion state of the road.
In addition, among passengers, the riding position of the passenger in the passenger seat is close to the riding position of the driver, so if the passenger is awake, the driving experience information of the passenger in the passenger seat is the driving experience information of the driver Although it is a little different, it will be very close.
Therefore, since the driving experience information acquisition means is configured to be able to acquire the driving experience information of at least the passenger in the passenger seat among the occupants of the traveling vehicle, the driving experience information close to the driving experience information of the driver can be acquired. It becomes like this.

  “Passenger travel experience information” refers to the name of the road on which the vehicle being ridden as a occupant traveled, the number of times traveled on that road, information on the travel history of the vehicle such as the time traveled on that road, and travel on that road. The surrounding environment of the vehicle such as the congestion of the road at the time, the number of times the accelerator pedal and brake pedal were operated, the strength and amount of depression of each pedal, or the amount of steering operation was recorded along with the time. It means the driver's driving operation information etc.

The “road congestion status” means the congestion information acquired by VICS or the time required to travel on a certain section of the road.
Further, the “vehicle traveling device” is a device directly related to the traveling of the vehicle, for example, a brake device, a steering device, an engine control device, etc., and the “vehicle mounted device” is mounted on the vehicle and operates. A device such as a car navigation device or an audio device.

  The “degree of driving support” means the content of driving support for the driver. For example, if notification is made to the driver or the vehicle traveling device is controlled via a vehicle-mounted device, or if notification is made, the notification content, frequency, timing, or strength of notification (volume) In the case of controlling a vehicle travel device, it means selection of a device to be controlled, control timing of the selected device, and control content.

According to a second aspect of the present invention, the vehicle driving support system includes an external travel experience history recording unit, a driver specifying unit, a transmitting / receiving unit, a support level determining unit, and a control unit.
The external driving experience history recording means is provided outside the vehicle and records each passenger's driving experience history acquired by the driving experience information acquisition means for acquiring the passenger's driving experience information in an identifiable manner for each occupant. Based on the transmission command for transmitting the traveling experience history of the occupant, the traveling experience history of the occupant specified by the transmission command among the recorded traveling experience histories of each occupant is transmitted. Further, the driver specifying means specifies the driver.

  The transmission / reception means transmits a transmission command for transmitting the driving experience history of the driver specified by the driver specifying means to the external driving experience history recording means, and records the external driving experience history based on the transmission command. The driving experience history of the driver transmitted from the means is received.

Further, the support level determination means determines the degree of driving support for the driver based on the driving experience history of the driver received by the transmission / reception means.
Furthermore, the control means controls at least the operation content of the on-vehicle equipment or the vehicle travel device based on the degree of driving assistance determined by the assistance degree determining means.
Further, the travel experience information acquisition means is configured to be able to acquire travel experience information of at least a passenger in the passenger seat among the passengers of the traveling vehicle.

  In the vehicle driving support system configured as described above, external travel experience history recording means provided outside the vehicle as travel experience history in which travel experience information of the occupants in the vehicle can be identified for each occupant To be recorded. Then, based on the transmission command for transmitting the traveling experience history of the specific occupant, the traveling experience history of the occupant specified by the transmission command among the recorded traveling experience histories of each occupant is transmitted.

  Further, a transmission command for transmitting the driving experience history of the identified driver is transmitted to the external traveling experience history recording unit by the transmission / reception unit, and the driver is transmitted from the external traveling experience history recording unit based on the transmission command. The traveling experience history is received by the transmission / reception means.

As described above, the driving history of the driver specified by the driver specifying means among the driving experience histories recorded in the external driving experience history recording means is received by the transmission / reception means, and the received driving experience history is included in the received driving experience history. Driving assistance is performed based on this. Therefore, if the vehicle is equipped with the driving support system for a vehicle, the driver has not driven in the past without carrying the driving experience history (for example, a friend's vehicle or a rental car). Can receive driving assistance based on past driving experience history.
In addition, among passengers, the riding position of the passenger in the passenger seat is close to the riding position of the driver, so if the passenger is awake, the driving experience information of the passenger in the passenger seat is the driving experience information of the driver Although it is a little different, it will be very close.
Therefore, since the driving experience information acquisition means is configured to be able to acquire the driving experience information of at least the passenger in the passenger seat among the occupants of the traveling vehicle, the driving experience information close to the driving experience information of the driver can be acquired. It becomes like this.

Note that “provided outside the vehicle” means being provided in a place other than the vehicle, for example, being installed in an information center or a command center of a security company.
By the way, as a method of recording the traveling experience history of each occupant in the external traveling experience history recording means, there are various methods such as connecting a recording medium recording the traveling experience history to the external traveling experience history recording means and transferring the traveling experience history. Conceivable. Among these methods, in order to transmit the travel experience information of each occupant acquired by the travel experience information acquisition means as described in claim 3 to the external travel experience history recording means as a travel experience history that can be identified for each occupant. The travel history transmission means may be provided, and the external travel experience history recording means may include travel experience history reception means for receiving the travel experience history of each occupant transmitted from the history transmission means.

  If it does in this way, the driving experience information acquired by the driving experience information acquisition means will be transmitted and received, and will be recorded on the external driving experience history recording means as a driving experience history. Therefore, it is not necessary to connect a recording medium or the like to the external recording device when recording the driving experience history, so that the vehicle driving support system is easy for the passenger to use.

  Further, if the travel experience history is transmitted and received in real time, the recorded travel experience history is always the latest. That is, since driving assistance is always performed based on the latest driving experience history, the driver can receive more appropriate driving assistance.

  By the way, the driving operation of the driver, in particular, the degree of cautiousness of the driving operation varies depending on the driver's age, family structure, presence of sickness, and the like. Therefore, when driving support is provided, not only the driving experience history of the driver but also personal information recording means for recording personal information that affects the driving operation as described in claim 4 is provided, and driving support degree determining means Then, the personal information of the driver specified by the driver specifying means is acquired from the personal information recording means, and the degree of driving assistance of the occupant while driving the vehicle is determined in consideration of the acquired personal information of the driver. Good.

  In this way, the degree of driving assistance can be determined in consideration of not only the past driving experience history of the driver but also personal information that affects the driving operation of the driver, so that driving assistance more appropriate for the driver is performed. be able to.

  For example, if you live in a company house and commute by car to the same workplace, you may have the same driving experience history because you may pass the same road at the same time during work. It may be considered that However, even if you have a similar driving experience history, the person is young or mature, has more or less driving experience, is single or has a family, is driving The driving operation differs depending on whether there is a chronic illness that causes seizures, that is, "personal information that affects driving operation".

  Therefore, if the content of driving support is changed, such as changing the frequency and content of notifications while driving, or changing the content of control of the vehicle traveling device, taking into account personal information that affects driving operations, it will be helpful for the driver. More appropriate driving assistance can be provided.

  By the way, various methods are conceivable for recording personal information. For example, when emphasizing the confidentiality of personal information, the system is somewhat complicated. However, as described in claim 5, the personal information recording means may be provided outside the vehicle.

  That is, a personal information output command transmitting means for receiving a command from the support level determining means and transmitting a personal information output command for outputting personal information to the personal information recording means, and a personal information output from the personal information recording means Personal information receiving means for receiving information is provided.

  The personal information recording means is configured to transmit the personal information to the travel experience history receiving means when receiving a personal information output command for outputting personal information. Further, the support degree determining means can output a command to output personal information of the driver specified by the driver specifying means to the personal information output command transmitting means, and the personal information can be output via the personal information receiving means. It is configured to be obtainable.

  In this way, the driver's personal information specified by the driver specifying means can be acquired from the personal information recording means outside the vehicle using radio waves or the like. Therefore, if the security of the personal information recording means outside the vehicle is ensured, the personal information is not leaked to the outside, so that the confidentiality of the personal information can be improved.

  On the contrary, in order to simplify the system, the personal information recording means may be configured to be portable as described in claim 6. Specifically, personal information is recorded in a storage device such as a memory card or a mobile phone, and the support level determination means reads the personal information from a storage device such as a memory card or a mobile phone.

  If this is done, personal information cannot be read by the support level determination means if the memory card or mobile phone is lost, etc., so it may be slightly inconvenient. It becomes easy to use for a person. In addition, driving assistance based on personal information can be performed with a very simple system configuration.

  Note that storage devices such as memory cards and mobile phones can take measures to ensure the security of personal information on their own, so there is a problem in securing the security of personal information. Absent.

  By the way, there are two pieces of traveling experience information acquired during traveling of the vehicle. One is driving experience information (hereinafter referred to as driving driving experience information) acquired when driving a vehicle as a driver, and the other is driving experience information as a passenger other than the driver. (Referred to as travel experience information when riding).

  Since the driver performs a driving operation while riding, the driver is awake while driving. Therefore, if the driving experience history during driving is constantly recorded, the record becomes the driving experience history of the driver. However, the passenger does not obtain the traveling experience information under the same conditions as the driver by sleeping while driving the vehicle or watching the scenery outside the vehicle. Therefore, even if the continuous driving experience history is recorded in the same manner as the driving experience history of the driver, the recorded driving experience history is not directly used as the traveling experience history of the passenger.

  More specifically, when the passenger sleeps immediately after the vehicle starts to travel and awakens when reaching the destination, the traveling experience history that the passenger actually recognizes is the position of the departure point. Only the location of the destination. That is, even if there is a traffic jam while traveling, a passenger who is sleeping does not recognize the traffic jam as travel experience information.

  Therefore, when acquiring the driving experience information, as described in claim 7, the driving experience information acquiring means is configured to be able to acquire at least the driving experience information of the driver among the occupants of the traveling vehicle. Since the driving experience information of the driver who obtains the most traveling experience information while the vehicle is traveling among the occupants can be acquired, the largest number of driving experience histories for determining the driving support level can be recorded.

By the way, since the driver is performing the driving operation, it is only necessary to always acquire the traveling experience information. However, unlike the driver, the passenger in the passenger seat is not always in a state where the traveling state of the vehicle can be recognized. For example, as described above, there may be a case where the scenery while traveling is seen or asleep. Thus, even if the driving experience information in a state where the driving state of the vehicle cannot be recognized is acquired and recorded as the driving experience history, it is not possible to provide effective driving support using the recorded driving experience history. Item 8 is provided with a recognition state determination means for determining whether or not the passenger in the passenger seat can recognize the traveling state, and the traveling experience acquisition means is configured to allow the passenger in the passenger seat to travel by the recognition state determination means. Only when it is determined that the situation can be recognized, the traveling experience information of the passenger in the passenger seat may be acquired.

  In this way, the traveling experience history of the passenger in the passenger seat can be recorded in a state where the passenger in the passenger seat can recognize the traveling state of the vehicle. That is, since the recorded driving experience history and the driving experience history recognized by the passenger in the passenger seat coincide with each other, effective driving support can be performed based on the driving experience history.

  By the way, the degree of driving assistance not only based on the driving experience history and personal information of the driver, that is, past information about the driver, but also affects the driving operation at the time when the driver actually drives the vehicle. If the determination is made in consideration of the state of mind and body of the driver, the driving support takes into account the current state of mind and body of the driver, and more effective driving support becomes possible.

Therefore, as described in claim 9 , there is provided psychosomatic state estimating means for estimating the state of mind and body of the driver that influences the driving operation during driving, and the driving support degree determining means includes the psychosomatic state estimating means. The degree of driving assistance may be determined in consideration of the estimated state of mind and body of the driver.

  In this way, when the driver's arousal level is not sufficient, or when the driver is driving aside, the strength of notification to the driver is increased via the on-vehicle equipment, If the frequency is increased or the vehicle traveling device is controlled, danger can be avoided more appropriately.

  On the other hand, if the driver is sufficiently awake and is not driving aside, that is, if he is concentrating on driving, the strength of the notification for driving assistance will be weakened, If the frequency is reduced or control for driving assistance is not performed, driving assistance that does not bother the driver can be performed while maintaining a state in which the driver can safely drive.

  Here, “the state of mind and body of the driver” means the driver's arousal level and the concentration level on the driving, for example, whether the driver is asleep or not while driving. It means whether or not.

  In addition, “the state of mind and body of the driver that influences the driving operation during driving” means the driver's arousal level and the degree of concentration on driving, for example, whether the driver is dozing. This means whether or not you are looking aside while driving.

By the way, in order to estimate the state of mind and body of a driver, there are a method of directly obtaining information about the driver and a method of obtaining indirectly. Among these, as a method for obtaining directly, there is a method for estimating the state of mind and body of the driver based on the biological information of the driver as described in claim 10 .

According to this method, since the state of mind and body of the driver can be estimated medically or psychologically, a more appropriate degree of driving assistance can be determined in order to avoid danger.
Here, “biological information” is information for directly measuring the state of mind and body of the driver's body, such as heart rate, brain waves, eyelid movement, and the like.

The “biological information acquisition means” is, for example, an electrocardiogram measuring instrument for measuring a heart rate, an electroencephalograph for measuring an electroencephalogram, an in-vehicle camera for imaging an eyelid or facial expression.
On the other hand, as a method for indirectly estimating the physical and mental state of the driver, there is a way to estimate the physical and mental condition of the driver based on the running state of the vehicle as described in claim 11. In other words, if the driver's arousal level is low or the driver is looking aside, the vehicle that the driver is driving may be staggered or the timing for applying the brake may be delayed. Therefore, for example, an image including a center line is acquired with an in-vehicle camera while traveling, and the rate of change of the deviation from the center line of the traveling vehicle is calculated from the acquired image to acquire vehicle wobble, or car navigation The distance from the caution point in the traveling direction of the vehicle is acquired by the device, and it is determined whether or not the timing of applying the brake to the distance is late, and the state of mind and body of the driver is estimated.

  Thus, if the state of mind and body of the driver is estimated from the running state of the vehicle, the state of mind and body of the driver can be estimated. Furthermore, since it is possible to determine whether or not the vehicle itself is traveling in a dangerous state, it is possible to determine the degree of driving assistance with higher urgency.

  Here, “the running state of the vehicle” is a running state of the vehicle that changes depending on the driving state of the driver. For example, the degree of wobbling in the lateral direction of the vehicle with respect to the traveling direction of the vehicle or the timing at which the brake is applied. Etc.

During vehicle driving, for example, the vehicle may pass through places (caution points) with a high degree of danger such as intersections, junctions or junctions of roads. Accordingly, as described in claim 12 , the vehicle includes a distance acquisition unit that acquires a distance from the current position of the vehicle to a preset point of attention in the vehicle traveling direction, and the support degree determination unit acquires the distance from the distance acquisition unit. The degree of driving assistance may be determined in consideration of the distance to the caution point in the vehicle traveling direction.

  For example, if there is a vehicle far from the intersection, the notification frequency will be lowered and a brief notification will be given. If the distance from the intersection is near, the notification frequency will be increased, If you want to make a notification at, turn up the volume. In this way, the driver who has received the notification can safely drive based on the notification at the intersection.

  Here, the “distance acquisition unit” is a unit that acquires a distance from the car navigation device to a point of caution ahead of the traveling direction of the vehicle when the in-vehicle device is a car navigation device. In other words, the GPS onboard device of the car navigation device acquires the current position of the vehicle and the traveling direction of the vehicle, searches for a caution point ahead of the traveling direction of the vehicle on a pre-stored road map, and retrieves the attention. The distance from the point to the current position of the vehicle is calculated. Therefore, the distance from the calculated attention point to the current position of the vehicle is acquired.

By the way, when driving a vehicle, the degree of danger varies depending on the surrounding conditions of the vehicle, for example, weather conditions, sunshine conditions, road surface conditions, and the like. Accordingly, as described in claim 13 , there is provided ambient condition acquisition means for acquiring the ambient condition of the vehicle, and the assistance degree determining means considers the ambient condition of the vehicle acquired by the ambient condition acquisition means and supports driving. It is advisable to determine the degree of.

  For example, a vehicle surrounding camera that captures an image of the surroundings of the vehicle grasps the outlook around the vehicle, or acquires weather information from the Internet. Then, if the vehicle traveling direction is poor or the occurrence of rain or fog is predicted in the vehicle traveling direction, the degree of driving assistance is increased, that is, the frequency of notification is increased or the assistance control is performed. Like that. Further, the illuminance meter measures the illuminance around the vehicle, and if the measured illuminance is less than or equal to a predetermined value, it is considered that the surroundings of the vehicle are dark and the prospect is poor, so the degree of driving assistance may be increased. .

In this way, the degree of driving assistance can be increased in consideration of the surrounding conditions of the vehicle, so that the driver can drive safely.
Here, “vehicle surroundings” means road conditions, weather conditions around the vehicle such as sunny, rainy, fog, sunshine conditions such as daytime or nighttime, road surface conditions, and the like. In addition, the surrounding situation of the vehicle includes not only the current situation but also a forecasted situation such as a weather forecast.

  The “ambient status acquisition means” includes a vehicle surrounding camera for acquiring road prospects and road surface conditions, a device for acquiring weather forecast data from the Internet by a wireless communication device, and an illuminance for measuring the illuminance around the vehicle. There are totals.

By the way, for a driver who is driving a vehicle, a state where a person is present at or near a point of caution in front of the vehicle traveling direction is a state where the most attention must be paid to avoid danger. Therefore, as described in claim 14, it is provided with a living body detection means for detecting the presence or absence of a living body in the vicinity of a caution point in front of the vehicle traveling direction, and the support degree determination means is a caution in front of the vehicle traveling direction detected by the biological detection means The degree of driving assistance may be determined in consideration of the presence or absence of a living body near the point.

  For example, an infrared camera acquires an infrared image of a caution point and the vicinity of the caution point, determines whether there is a heat source corresponding to the human body temperature, and if there is a heat source corresponding to the human body temperature, there is a person Thus, regardless of the driver's arousal level, the degree of driving support is increased to notify that there is a person at or near the caution point.

In this way, it is possible to support an important danger avoidance driving that avoids a collision with a person.
Here, “living body” means, for example, a person or an animal such as a dog or a cat. This is because in the case of a dog or cat, if the dog or cat is a pet, there is a high possibility that there is a person who is the owner in the vicinity.

  “Biological detection means” directly detects a biological reaction, such as a device that performs image processing on an image captured by a visible camera or an infrared camera, and detects whether there is a living body in the captured image. A communication device capable of communicating with a communication device possessed by a pedestrian, such as a mobile phone or a mobile phone, and communicates with the communication device possessed by the pedestrian, for example, by receiving personal identification data of the pedestrian Indirect detection of the presence of a living body.

  In addition, the “near caution point” means, for example, when a person at that location, such as a place where a person is waiting for a signal at the intersection, enters the intersection at the current vehicle speed, It means an area that can collide with a vehicle.

By the way, the method of controlling the on-vehicle equipment based on the degree of driving assistance determined by the assistance degree determining means differs depending on the on-vehicle equipment to be controlled. For example, when the vehicle-mounted device has a notification means such as an audio device, a display device, or an indicator lamp, the notification provided in the vehicle-mounted device is provided by the control means as described in claim 15 . The means may be controlled so that the driver is notified according to the degree of driving assistance.

  In this way, when the audio device is provided, notification for driving support can be performed by using a sound corresponding to the degree of driving support, sound of a volume, or warning sound. Moreover, when the display apparatus is provided, the notification for driving assistance can be performed by displaying the content according to the degree of driving assistance. Furthermore, when an indicator lamp is provided, notification for driving assistance can be made by turning on / off the indicator lamp according to the degree of driving assistance.

By the way, the method of controlling the vehicle travel device based on the degree of driving support determined by the support level determination means differs depending on the vehicle travel device to be controlled.
For example, when the vehicle travel device is a brake device as described in claim 16 , for example, based on the degree of driving support, for example, the timing at which the brake device is operated, the strength of the operation, or the operation pattern is set. What is necessary is just to control.

In addition, when the vehicle travel device is an engine control device as in the seventeenth aspect , engine control such as reducing the output of the engine may be performed based on the degree of driving support.
Further, as described in claim 18 , when the vehicle travel device is a steering device, control such as moving the vehicle to the end of the traveling road may be performed. In this case, it is possible to more effectively avoid the danger by using the brake device and the engine control device together to control the steering device when the vehicle speed becomes slow.

  Embodiments to which the present invention is applied will be described below with reference to the drawings. The embodiment of the present invention is not limited to the following embodiment, and can take various forms as long as they belong to the technical scope of the present invention.

[First Embodiment]
FIG. 1 is a block diagram showing a schematic configuration of a vehicle driving support system 1 incorporating a vehicle driving support device 10 according to the present invention.

The vehicle driving support system 1 includes a vehicle driving support device 10, a vehicle mounting device 50, a vehicle traveling device 30, and the like.
The vehicle driving support device 10 includes an indoor camera 12, a vehicle peripheral camera 14, an input / output unit 16, a portable recording device 18, a control unit 20, and the like.

  The indoor camera 12 is for acquiring the driver's biological information, and is attached to the vehicle interior so that the driver's facial expression can be imaged above the windshield. The indoor camera 12 is a small camera that acquires a visible light image, and a CCD camera, a pinhole camera, or the like is used.

  The vehicle surrounding camera 14 is for acquiring the surrounding situation of the vehicle, and is attached to the vehicle interior or the vehicle body so that the surroundings of the vehicle can be imaged. The vehicle peripheral camera 14 is a camera that acquires a visible light image, and includes a plurality of lenses and an image sensor (hereinafter referred to as an optical system) so that an image around the vehicle can be acquired. There are ones that can capture images over a wide range, and one that rotates a single optical system in a direction orthogonal to the optical axis so that the periphery of the vehicle can be imaged in all directions.

  The input / output unit 16 is for inputting / outputting data between the vehicle driving support device 10 and the vehicle mounting device 50 and the vehicle traveling device 30. From the vehicle mounting device 50, the current position of the vehicle, Data such as travel history and road surrounding conditions are input and output to the control unit 20, or data for notification output from the control unit 20 is output to the vehicle-mounted device 50.

  Further, the input / output unit 16 outputs the vehicle control data output from the control unit 20 to the traveling device control unit 32 of the vehicle traveling device 30, and brake operation information (the number of brake pedal operations and the brake pedal at a certain time). ), Engine operation information (accelerator pedal depression amount), steering operation amount, and the like are input from the traveling device control unit 32.

  “Vehicle travel history” means the name of the road traveled, the number of times traveled on the road, the time traveled on the road, the congestion status of the road at the time, and the like. In addition, the “road surroundings” means road congestion information acquired by VICS or the time required to travel on a certain section of the road.

  The “data for notification” is display data for notification to be displayed on the display device 56 of the vehicle-mounted device 50 or sound data for performing sound output for notification by the sound output device 58. “Control data” means brake control data for instructing the strength of the braking force and the brake operation time for controlling the brake control device 34 of the vehicle travel device 30, and the engine output for controlling the engine control device 36. Engine control data for instructing steering, or steering control data for instructing a steering angle for controlling the steering control device 38.

  The portable recording device 18 records the traveling experience information acquired by the vehicle-mounted device 50 as a traveling experience history, and records personal information that affects the driving operation, and is configured to be portable.

  Specifically, like the USB memory stick, it can be easily attached to the control unit 20 and can be carried. In addition to the memory stick, a non-volatile memory or a small earthquake-resistant hard disk device may be used as long as it can be easily attached to the control unit 20 by connector connection or the like. Further, a mobile phone or the like that can input and output travel experience information through communication may be used.

  The control unit 20 controls the indoor camera 12, the vehicle peripheral camera 14, the input / output unit 16, and the portable recording device 18, and includes a CPU, a ROM, a RAM, an I / O, and the like (not shown). .

  In addition, the control unit 20 determines the degree of driving support according to the mind-body state estimation process for estimating the mind-body state of the driver that affects the driving operation during driving and the estimated mind-body state of the driver. The support level determination process is performed. Based on the determined degree of support, the vehicle mounting device 50 and the vehicle traveling device 30 are controlled by outputting control data to the vehicle mounting device 50 and the vehicle traveling device 30 via the input / output unit 16.

  The mind-body state estimation process is a process for estimating a driver's mind-body state that affects the driving operation at the time of driving, and image processing is performed based on the driver's facial expression taken by the indoor camera 12, particularly the eyelid movement. To estimate the state of mind and body of the driver.

  For example, the region of the driver's eyes is extracted from the facial expression of the driver imaged by the indoor camera 12 by image processing. Next, the movement of the eyelid in the extracted region of the eye part is detected. And if the eyelid has been closed for more than a predetermined time, the interval until the eyelid closes and opens gradually increases, or the speed at which the eyelid closes gradually becomes slow, etc. presume.

  The support degree determination process determines the degree of driving support according to the state of mind and body of the driver that affects the driving operation estimated by the mind and body state estimation process. The state of mind and body of the driver obtained by the processing, the distance to the attention point ahead of the traveling direction acquired by the GPS onboard device 54 of the on-vehicle device 50, the traveling experience history recorded on the portable recording device 18 and the GPS onboard vehicle The degree of driving assistance is determined in consideration of the comparison result with the driving experience history acquired from the device 54 or the personal information of the driver.

  Further, the control unit 20 includes a connector such as a USB connector to which the portable recording device 18 can be attached. Further, when the portable recording device 18 can input and output travel experience information by communication like a mobile phone, it has a transmission / reception function that can communicate with it.

The vehicle mounting device 50 includes a GPS vehicle-mounted device 54, a display device 56, an audio output device 58, a vehicle mounting device control unit 52, and the like.
The GPS vehicle-mounted device 54 receives radio waves from at least four GPS satellites, detects the current position of the vehicle, and obtains the current value for each moment from the name of the road currently running, the number of times the road has been run, The travel experience history is output to the vehicle driving support device 10 through the vehicle mounting device control unit 52 together with the travel time.

  In addition, the GPS onboard device 54 calculates a distance to a predetermined point, for example, a caution point ahead in the traveling direction, and outputs the calculated distance to the vehicle driving support device 10 via the vehicle mounting device control unit 52. Further, the GPS onboard device 54 has a VICS function, and the vehicle congestion information on the currently running road acquired by the VICS function and the time required to travel on a certain section of the road as a surrounding situation of the road The data is output to the vehicle driving support device 10 via the mounting device control unit 52.

  The display device 56 is a device for displaying a map and displaying the current position of the vehicle acquired by the GPS onboard device on the map, displaying the route to the destination on the map, and displaying various other information. It is. Specifically, a liquid crystal panel, CRT, HUD (abbreviation for head up display), HMD (abbreviation for head mounted display or helmet mounted display), and the like. The voice output device 58 is a device for outputting a route guidance and other various information by voice.

  The vehicle mounting device control unit 52 inputs data for notification from the vehicle driving support device 10 and controls the GPS onboard device 54, the display device 56, and the audio output device 58, and the vehicle driving support device 10. Data such as the current position of the vehicle, the travel history of the vehicle, and the road surroundings are output to the input / output unit 16.

The vehicle travel device 30 includes a brake control device 34, an engine control device 36, a steering control device 38, a travel device control unit 32, and the like.
The brake control device 34 determines the brake operation force and operation time (not shown) based on the brake force strength and the brake operation time of the brake control data input from the vehicle driving support device 10 via the traveling device control unit 32. Control and brake the vehicle. The brake control device 34 obtains brake operation information such as the number of times the driver steps on the brake and the depression strength of the brake pedal by a potentiometer and a pressure sensor (not shown), and inputs / outputs via the traveling device control unit 32. 16 output.

  The engine control device 36 performs engine output control based on the engine output of the engine control data input from the vehicle driving support device 10 via the traveling device control unit 32. Further, the engine control device 36 acquires engine control information such as an accelerator depression amount when the driver operates the accelerator by a sensor such as a potentiometer (not shown), and sends it to the input / output unit 16 via the traveling device control unit 32. Output.

  The steering control device 38 controls the steering angle (not shown) based on the steering angle of the steering control data input from the vehicle driving support device 10 via the traveling device control unit 32. Further, the steering control device 38 acquires steering operation information such as a steering angle when the driver operates the steering wheel by a sensor such as an angle sensor (not shown), and sends the steering operation information to the input / output unit 16 via the traveling device control unit 32. Output.

  The travel device control unit 32 outputs the brake control data, engine control data, and steering control data output from the input / output unit 16 of the vehicle driving support device 10 to the brake control device 34, the engine control device 36, and the steering control device 38. To do.

  Further, the traveling device control unit 32 inputs brake operation information from the brake control device 34, inputs engine control information from the engine control device 36, inputs steering operation information from the steering control device 38, and inputs each control information. Is output to the input / output unit 16.

(Support level determination process)
Next, the assistance degree determination process executed by the control unit 20 of the vehicle driving assistance apparatus 10 will be described with reference to FIGS.

  FIG. 2 is a flowchart showing the flow of the support level determination process. FIG. 3 is a diagram showing the factors for determining the support level and their relations. FIG. 4 is a diagram showing the relationship between the factors for determining the support level and the support content. FIG. 5 is a diagram showing a relationship among factors for determining the support level, personal information, and support contents at each warning point. FIG. 6 is a diagram illustrating warning points up to an intersection 62 (attention point) ahead of the traveling direction of the vehicle 60.

  As shown in FIG. 2, in S100, the indoor image acquired by the indoor camera 12 is input, and in subsequent S105, the driver is specified from the indoor image input in S100. That is, the driver's face image is extracted from the input indoor image by image processing, and the driver is specified from the extracted driver's face image by image processing.

In the subsequent S110, the state of mind and body of the driver that affects the driving operation is estimated based on the driver's face image extracted in S105.
Specifically, the region of the driver's eyes is extracted from the driver's face image by image processing. Next, eyelid movement in the extracted eye area is detected. If the eyelid remains closed for a predetermined time or more, it is estimated that the driver is dozing.The interval between the eyelid closing and opening gradually increases, or the speed of opening and closing the eyelid is gradually slowed down. In the case of becoming a driver, it is presumed that the driver is about to fall asleep. As described above, when it is estimated that the driver is falling asleep or entering a dozing state, the state of mind and body of the driver is estimated to be “bad”.

  Conversely, if the driver's eyelid is open for more than a certain time, the time when the eyelid is opened is longer than the time when the eyelid is closed, or the eyelid is opened and closed at a speed above a certain level, The driver is in an awake state, and the state of mind and body of the driver is estimated to be “good”.

  In subsequent S115, vehicle operation information is input via the traveling device control unit 32. Specifically, the driver controls the brake control information from the brake control device 34 via the traveling device control unit 32, such as the number of times the driver steps on the brake and the brake pedal depression strength, and the engine control device 36. The engine control information such as the accelerator depression amount when the accelerator is operated, and the steering operation information such as the steering angle when the driver operates the alling are input from the steering control device 38.

  In subsequent S120, various information transmitted from the information center is input via the GPS onboard device 54 (and further via the vehicle-mounted device control unit 52). Specifically, accident location information such as intersections, school zones, railroad crossings, and road junctions is acquired from VICS and the information center.

  In S125, the current position of the vehicle is input via the GPS onboard unit 54. At this time, based on the difference between the current position of the vehicle input this time, the current position of the vehicle previously input, the time when the current position of the current vehicle is input, and the time when the current position of the previous vehicle is input, Is calculated.

  In the subsequent S130, the vehicle peripheral image acquired by the vehicle peripheral camera 14 is input, and in the subsequent S135, the vehicle peripheral situation is determined from the vehicle peripheral image acquired in S130.

  Specifically, out of the input surrounding images, there are no obstacles in front of the vehicle from the image in front of the vehicle, and whether or not an intersection traffic signal etc. is no longer seen by the driver, or due to bad weather (fog, rain, etc.) It is determined whether or not a traffic light or the like has disappeared. For example, it is determined as follows whether or not a traffic light or the like is not visible.

  If the vehicle is running, the closer the object is to the front of the vehicle in the traveling direction in the image, the faster the rate of increase in the image, so the image input this time and the image input last time are By comparing, it is determined which object is in front of the intersection 62. Then, whether or not the line of sight of the vehicle is good is determined based on whether or not the traffic light at the intersection 62 is blocked by an object in front of the intersection 62.

  Further, when the weather deteriorates and fog or rain occurs, the image of the signal installed at the intersection 62 is blurred due to fog or rain. Therefore, when the contour of the traffic signal is extracted by image processing, the contour of the traffic signal cannot be clearly extracted, so that the contour of the extracted traffic signal is blurred. Then, when the degree of blurring of the contour of the traffic light is equal to or greater than a predetermined value, it is determined that the line of sight is poor, and when the degree of blur is less than the predetermined value, it is determined that the line of sight is good.

  In addition to the prospects, dangerous objects around the vehicle are extracted. That is, from the surrounding image of the vehicle input in S130, in front of the vehicle, for example, a pedestrian, another vehicle, a motorcycle, a stroller, or the like to which a vehicle is subject to danger, a construction site or a road collapse. Dangerous objects such as those that make the vehicle itself dangerous are extracted by image processing.

  Then, the dangerous object is extracted, and at which position the extracted dangerous object is in front of the vehicle is calculated. Since this image processing can be realized by using a general method, description of the image processing is omitted.

  In the subsequent S140, personal information that affects the driving operation related to the driver specified in S105 is input from the portable recording device 18, and in the subsequent S145, the travel experience history information related to the driver specified in S105 is portablely recorded. Input from the device 18.

  Then, in the subsequent S150, the presence or absence of a factor for determining the driving assistance level and the factor, if any, are determined. Factors for determining the degree of support are the degree of risk, familiarity, skill, and age. Each factor is determined as shown in the following (a) to (d) as shown in FIG.

(A) Risk level The risk level means how dangerous the driver is (the driver himself is in a dangerous state) and affects the driving of the driver estimated in S110. It is determined from the state of mind and body, the weather information input in S120, the traffic jam information, the accident frequent occurrence point information, the vehicle position information input in S125, the vehicle surroundings determined in S135, and the like.

  Specifically, first, the moving speed of the dangerous object in the vehicle direction is calculated from the moving distance of the image of the dangerous object extracted in S135 and the image processing speed. That is, first, the same dangerous object is extracted from the image acquired last time and the image acquired this time. Then, the moving speed of the moving object is calculated by dividing the moving distance of the extracted dangerous object by the time taken from the previous image processing to the current image processing.

  Next, the relative speed between the vehicle and the dangerous object is calculated from the calculated speed of the dangerous object in the direction of the vehicle and the speed of the vehicle calculated in S125, and the calculated relative speed and input in S125. The time for the vehicle to reach the dangerous object is calculated from the distance between the current position of the vehicle and the dangerous object. When the arrival time is large, the degree of danger is determined to be low, when the arrival time is small, the degree of danger is high, and when the arrival time is intermediate between large and small, the degree of risk is determined to be medium.

  This will be described more specifically with reference to FIG. In FIG. 6, the speed of the vehicle 60 is assumed to be constant in order to simplify the description. As shown in FIG. 6, when the distance to the intersection 62 is large (700 m in this embodiment), that is, when the arrival time to the intersection 62 is large, the degree of risk is determined as “small” (in FIG. 6). When the arrival time to the intersection 62 is short (in this embodiment, 30 m), the degree of danger is determined as “large” (see warning point B in FIG. 6), and immediately after passing through the intersection 62. In this case, the degree of risk is determined as “medium” (see warning point C in FIG. 6).

(I) Familiarity Familiarity means how familiar the driver is with the road, and the driving experience of the driver (the driver specified in S105) input in S145. Determined from history.

  Specifically, it is determined by the number of times of traveling on the currently traveling road from the traveling experience history. For example, if the vehicle has traveled 10 or more times on the road, it is determined that the familiarity of the road is high.

(C) Skill level The skill level means how much you are used to driving. Personal information and driving experience history of the driver (driver specified in S105) input in S140 and S145. Determined from.

  Specifically, the driving history that shows how much driving experience you have in your personal information, whether you are single or have a family, and if you have a family, what position do you belong to (grandfather, The family composition indicates grandmother, father, mother, eldest son, eldest daughter, etc.).

For example, if the driving history is 20 years or more and the father is a family member, the skill level is high. If the driving history is less than one year, the skill level is determined to be low regardless of the family structure.
(D) Age level The age level means how many aging characteristics such as a response speed to a certain event and memory ability appear, and is determined from the personal information input in S145. Specifically, it is determined by the age of the personal information. For example, the age is determined to be high if the age is 50 or older, the age is medium if the age is less than 50 and 30 or more, and the age is determined to be low if the age is less than 30.

  As described above, the presence / absence and the degree of the factor for determining the driving assistance level are determined. As a result, if it is determined that the driving assistance factor exists (S150: Yes), the following S155 and S160 are performed in S150. The notification content is determined depending on the presence or absence of each determined factor, and if it is determined that there is no driving support factor (S150: No), the notification processing is stopped in S165 (if the notification processing is not performed, no processing is performed) The process is shifted to S100, and the driving assistance degree determination process is repeated.

  In S155 and S160, as shown in FIG. 4, the presence / absence of notification, the timing of notification, and the content of the notification are determined depending on the presence / absence of the risk factor, and the presence / absence of notification is determined based on the presence / absence of the familiarity factor. The Further, the timing of notification is determined based on the presence / absence of the skill level, and the timing of notification and the content of the notification are determined based on the presence / absence of the age factor.

When it is determined that the notification is made depending on the presence or absence of each factor, the content of the notification is determined depending on the degree of each factor.
Specific examples will be given. As shown in the column “a” of FIG. 5, when the father is driving, the risk level is “low”, the familiarity level is “high”, the skill level is “high”, and the seniority level is “medium”. Consider the case where the position of the vehicle 60 is a warning point A as shown in FIG. In this case, since the distance from the intersection 62 is large, the degree of danger is low, the degree of familiarity and the degree of skill are high, no notification is given even if the age is middle.

  As shown in FIG. 6, when the position of the vehicle 60 is the warning point B, the distance from the intersection 62 becomes close even if the conditions are the same, so that the display by the display device 56 and the sound output by the sound output device 58 are performed. And make an announcement at normal timing.

As shown in FIG. 6, when the position of the vehicle 60 is the warning point C, that is, when the vehicle has reached the intersection 62, the notification is not made because the degree of danger is low.
Further, as shown in the column c of FIG. 4, when the grandmother is driving, the risk level is “low”, the familiarity level is “low”, the skill level is “low”, and the age level is “high”, As shown in FIG. 6, when the position of the vehicle 60 is at the warning point A, the distance from the intersection 62 is large, but the risk is high and the familiarity and skill level are low. The notification is made by display on the display device 56.

  As shown in FIG. 6, when the position of the vehicle 60 is the warning point B, the distance from the intersection 62 becomes close even if the conditions are the same, so the display by the display device 56 and the sound by the sound output device 58 Announcement at normal timing according to output. In addition, the notification is emphasized by blinking the display or increasing the sound output volume.

As shown in FIG. 6, when the position of the vehicle 60 is the warning point C, that is, when the vehicle has reached the intersection 62, the notification is not made because the degree of danger is low.
As exemplified above, after the notification is made by the vehicle-mounted device 50, the process proceeds to S100, and the process is repeated.

(Driving experience history recording process)
Next, a process for recording the travel experience history in the portable recording device 18 will be described with reference to FIG. FIG. 7 is a flowchart showing the processing contents of the driving experience history processing.

  In the travel experience history process, the travel time and travel position of the vehicle are input from the GPS onboard device 54 in S200, and in the subsequent S205, vehicle operation information (brake operation information, engine control information, steering operation) is transmitted from the travel device control unit 32. Information) is entered.

  In S210, it is determined whether to record the driving experience history of the driver or to record the driving experience history of a passenger in the passenger seat (hereinafter referred to as a passenger seat passenger). Note that which of the driving experience of the driver and the front passenger seat is acquired may be determined by reading out what is stored in advance in the portable recording device 18. It may be determined in advance for each vehicle and read and stored in a ROM (not shown).

  When it is determined to record the driving experience history of the driver (S210: driver), the driving experience history of the driver is recorded in the portable recording device together with the driver ID in S215. The “ID” is a code or the like given to each driver or passenger seat so that the driver or passenger seat can be identified, and if the driver or passenger seat can be identified. Any format is acceptable. Examples of the ID include a driver's name and a passenger's name, nickname, personal identification number, and birthday.

  On the other hand, if it is determined in S210 that the traveling experience history of the front passenger seat is recorded (S120: front passenger seat), an indoor camera image is input from the indoor camera 12 in S220. Then, in the subsequent S225, it is estimated whether or not the passenger seat is awake.

  Specifically, the face image of the passenger seat is extracted from the indoor image captured by the indoor camera 12 by image processing. Then, the region of the eye portion of the passenger seat person is extracted from the extracted face image of the passenger seat person.

  Next, eyelid movement in the extracted eye area is detected. If the eyelid remains closed for a predetermined time or more, it is estimated that the driver is dozing.The interval between the eyelid closing and opening gradually increases, or the speed of opening and closing the eyelid is gradually slowed down. In such a case, it is estimated that the driver is about to fall asleep, that is, not awake.

  Conversely, if the driver's eyelid is open for more than a certain time, the time when the eyelid is opened is longer than the time when the eyelid is closed, or the eyelid is opened and closed at a speed above a certain level, It is estimated that the driver is awake.

  And when it is estimated that it is an arousal state (S225: Yes), the face direction of a passenger seat person is determined in S230. Specifically, it is determined from the face image of the passenger seat extracted in S220 whether the passenger seat is facing the front of the vehicle or the vehicle side. If it is determined that the face of the passenger seat is facing the front of the vehicle (S230: forward), the travel experience history is recorded in the portable recording device together with the ID of the passenger seat in S215, and the vehicle is facing the vehicle side. If it is determined (S230: side), the process proceeds to S235, the travel experience history is not recorded, the process proceeds to S200, and the travel experience history process is repeated.

  On the other hand, when it is estimated in S225 that the passenger seat is not in the awake state (S225: No), the recording of the driving experience history is stopped in S235 (if the recording process is not performed, no processing is performed). The process proceeds to S200, and the driving experience history recording process is repeated.

(Features of the vehicle driving support system 1)
In the vehicle driving support system 1 configured as described above, the travel experience information of the occupant riding the vehicle is recorded in the portable recording device 18 as the travel experience history together with the ID for each occupant.

  Furthermore, the degree of driving assistance for the identified driver based on the driving experience history of the driver identified from the indoor image input from the indoor camera 12 among the traveling experience history recorded in the portable recording device 18. It is determined. And the notification for the driving assistance by the vehicle mounting apparatus 50 is performed based on the determined assistance degree.

  That is, since driving assistance is performed based on the travel experience history recorded in the portable recording device 18 that can be carried, if the driver carries the portable recording device 18 to another vehicle, the driver can drive in the past. Driving assistance based on past driving experience histories can be obtained with a vehicle that has never been used.

  In addition, the portable recording device 18 records personal information (such as the driver's age, family structure, presence / absence of illness) that affects the driving operation. Then, since the degree of driving assistance is determined by adding the recorded personal information to the past driving experience history record of the driver, driving assistance more appropriate for the driver is performed.

  Moreover, since the portable recording device 18 in which personal information is recorded is configured to be portable, the driver can carry it. Therefore, it becomes easy for the driver to use. In addition, driving assistance based on personal information can be performed with a very simple system configuration.

  Furthermore, driving experience information of the driver and the front passenger seat is acquired by the driving experience history recording process. When the driving experience history of the driver and the front passenger seat is acquired, the driving experience history of the driver is always acquired during the driving operation, and the driving experience history of the front passenger seat depends on the arousal level and face orientation of the front passenger seat. Only what is meaningful as the driving experience history, that is, what the passenger seat recognizes as the driving experience history is acquired as the driving experience history. That is, it is possible to acquire the optimum driving experience history according to the occupant.

  In addition, the driver's face image input from the indoor camera 12, that is, the driver's biological information, the driver's mind and body state that affects the driving operation during driving is estimated, and the estimated driver's mind and body The degree of driving support is determined in consideration of the state. When the driver's arousal level is not sufficient or the driver is driving aside, the display device 56 of the vehicle-mounted device 50 and the audio output device 58 are used for driving operation support to the driver. Since the notification is made, the driver can more appropriately avoid danger.

  Conversely, if the driver is sufficiently awake and is not driving aside, that is, if he is concentrating on driving, the strength of notification for driving support will be weakened or announced. Therefore, driving assistance that is not troublesome for the driver can be performed while maintaining a state in which the driver can drive safely.

  In addition, the degree of driving assistance is determined by taking into account the distance from the current position of the vehicle to a preset intersection (cautionary point) in the vehicle traveling direction, and the frequency of notification for driving assistance is increased or decreased. Since the timing of notification is changed, the driver who has received the notification can drive safely at the intersection based on the notification.

  In addition, the degree of driving support is determined in consideration of the surrounding conditions of the vehicle input from the vehicle surrounding camera 14, and the content of notification for driving support and the timing of notification are changed. become able to.

[Second Embodiment]
Next, as a second embodiment, a vehicle driving support system 2 will be described with reference to FIG. FIG. 8 is a block diagram showing a schematic configuration of the vehicle driving support system 2.

  The configuration of the vehicle driving support system 2 and the travel experience history recording process are the configuration of the vehicle driving support system 1 according to the first embodiment (see FIG. 1), the support degree determination process (see FIG. 2), and the travel experience history process ( 7), the same components and the same processes are denoted by the same reference numerals, description thereof is omitted, and different portions will be described.

  As shown in FIG. 8, the vehicle driving support system 2 includes an external recording device 18 instead of the portable recording device 18 (see FIG. 1) of the vehicle driving support system 1 in the first embodiment. Has been added.

  The external recording device 18 is provided outside the vehicle, records the traveling experience history of each occupant acquired by the vehicle mounting device 50 for acquiring the traveling experience information of the occupant so as to be identifiable for each occupant. Based on the transmission command for transmitting the occupant's travel experience history, the occupant's travel experience history specified by the transmission command among the recorded travel experience histories of each occupant is transmitted.

  Specifically, it is configured by a storage device such as a transceiver and a hard disk (not shown), a control device, and the like, and is installed in an information center or the like. And a passenger | crew's driving | running | working experience log | history is recorded with ID which identifies for every passenger | crew.

  Furthermore, when a transmission command for transmitting a travel experience history of a specific occupant is received by a transmission / reception unit (not shown), that is, when a transmission command including a specific occupant ID is received, it is received from the recorded travel experience history. The traveling experience history of the occupant that matches the ID is transmitted via a transmission / reception unit (not shown).

  The transceiver 24 transmits to the external recording device 18 a transmission command indicating that the driving experience history of the driver specified based on the indoor image input from the indoor camera 12 is transmitted, and externally based on the transmission command. The driving experience history of the driver transmitted from the recording device 18 is received. Further, the transceiver 24 transmits the traveling experience information of each occupant acquired by the vehicle-mounted device 50 to the external recording device 18 as a traveling experience history that can be identified for each occupant.

(Support level determination process)
The support level determination process in the vehicle driving support system 2 differs from the support level determination process of the vehicle driving support system 1 in the first embodiment shown in FIG.

  Specifically, the driver ID specified in S105 is transmitted to the external recording device 18 via the transceiver 24. Then, the driver's personal information transmitted from the external recording device 18 that has received the ID is input via the transceiver 24.

(Driving experience history recording process)
The driving experience history recording process in the vehicle driving support system 2 differs from the driving experience history recording process of the vehicle driving support system 1 in the first embodiment in the processing contents when recording the driving experience history in S215.

  Specifically, the travel time and travel position acquired in S200 and the vehicle operation information acquired in S205 are transmitted to the external recording device 18 via the transceiver 24 together with the occupant ID.

In the external recording device 18, the travel experience history transmitted from the transceiver 24 is received by a transceiver unit (not shown) and recorded on a hard disk or the like.
(Features of the vehicle driving support system 2)
In the vehicle driving support system 2 configured as described above, the travel experience information of the occupants in the vehicle is recorded in the external recording device 18 provided outside the vehicle as a travel experience history together with the ID for each occupant. The And based on the transmission instruction | indication which transmits the passenger | crew's driving experience log | history specified by ID, the driving | running | working experience log | history of the passenger | crew specified by ID is transmitted among the recorded driving | running experience histories of each passenger | crew.

  Further, a transmission command for transmitting the driving experience history of the driver specified by the ID is transmitted to the external recording device 18 by the transceiver 24, and driving transmitted from the external recording device 18 based on the transmission command. The person's travel experience history is received by the transceiver 24.

  As described above, among the traveling experience histories recorded in the external recording device 18, the driving history of the driver specified by the ID is received by the transceiver 24, and driving assistance is performed based on the received traveling experience history. Is done. Therefore, if the vehicle is equipped with the vehicle driving support system 2, the driver has not driven in the past even if he / she does not carry the driving experience history (for example, a friend's vehicle or a rental car). Can receive driving assistance based on past driving experience history.

  Moreover, the traveling experience information of each occupant acquired by the vehicle-mounted device 50 is transmitted to the external recording device 18 as a traveling experience history together with the ID for each occupant. Therefore, it is not necessary to connect a recording medium or the like to the external recording device when recording the driving experience history, so that the vehicle driving support system is easy for the passenger to use.

  In addition, the travel experience history is recorded in the external recording device 18 in real time. Therefore, the driving experience history recorded in the external recording device 18 is always the latest. That is, since driving assistance is always performed based on the latest driving experience history, the driver can receive more appropriate driving assistance.

  In addition, since the personal information and the driving experience history are recorded in the external recording device 18 by the transmitter / receiver 24, if the security of the external recording device 18 installed in an information center or the like outside the vehicle is ensured, the personal information leaks outside. As such, the confidentiality of personal information can be improved.

[Third Embodiment]
Next, as a third embodiment, the state of mind of the driver that affects the driving operation is indirectly estimated from the driving state of the vehicle, and further, the distance from the caution point (intersection) is taken into account for assistance. The vehicle driving support system 3 that determines the degree will be described.

Since the system configuration and the support level determination process are the same as those in the first and second embodiments, the description thereof is omitted.
(Support level determination process)
FIG. 9 shows a flow of the support level determination process of the vehicle driving support system 3. The support level determination process shown in FIG. 9 shows a flow of a case in which the support level when the vehicle 60 travels toward the intersection 62 where the pedestrian 64 is present as shown in FIG. In the case shown in FIG. 10, the driver is a father (that is, the skill level is high).

  In the process of estimating the psychological state of the driver in S110 in the support level determination process in the third embodiment, the center line is extracted by image processing from the images continuously acquired while the vehicle is running by the vehicle peripheral camera 14, and extracted. The deviation change rate in the lateral direction of the vehicle from the center line is calculated. When the calculated rate of change is changing periodically or irregularly, it is determined that the vehicle is wobbling, and the driver is asleep, that is, the driver is not awake To do.

  Then, after the driving experience history is input in S145, in S300, the location of the accident occurrence point information from the VICS or the information center, for example, an intersection, school zone, railroad crossing, road junction, etc., via the GPS onboard device 54. Information is acquired, and in subsequent S305, it is determined from the accident occurrence point information acquired in S300 whether there is an accident occurrence point ahead in the traveling direction of the vehicle. When there is a frequent accident point in front of the vehicle, the distance from the current value of the vehicle to the frequent accident point and the speed of the vehicle are acquired via the GPS in-vehicle device 54.

  In subsequent S310, it is determined whether or not there is a risk factor. Specifically, it is determined that there is a risk factor when there is a dangerous object at S135 or when there are many accident occurrence points at S305. If it is determined that there is a risky factor (S310: Yes), S315 is executed. If there is no risky factor (S310: No), the notification process is performed in S335. The vehicle support control is stopped (if the notification process or the vehicle support control is not performed, nothing is performed), the process returns to S100 and this process is repeated.

  In S315, the distance between the vehicle and the dangerous object is calculated from the position of the dangerous object calculated in S135 and the vehicle position. In S320, the distance between the vehicle and the dangerous object calculated in S315 is calculated. The degree of danger is determined according to the dangerous object.

  Specifically, first, the moving speed of the dangerous object in the vehicle direction is calculated from the moving distance of the image of the dangerous object extracted in S135 and the image processing speed. In other words, the movement is performed by dividing the movement distance between the dangerous object extracted from the previous acquired image and the same dangerous object extracted from the current acquired image by the time taken from the previous image processing to the current image processing. The moving speed of the object is calculated.

  Next, a relative speed between the vehicle and the dangerous object is calculated from the calculated speed of the dangerous object in the vehicle direction and the speed of the vehicle acquired in S125, and the calculated relative speed and the calculated speed in S315. The time for the vehicle to reach the dangerous object is calculated from the distance between the vehicle and the dangerous object. When the arrival time is large, the degree of danger is determined to be low, when the arrival time is small, the degree of danger is high, and when the arrival time is intermediate between large and small, the degree of risk is determined to be medium.

  This will be described more specifically with reference to FIG. In FIG. 10, for ease of explanation, the speed of the vehicle 60 is constant and the pedestrian is stopped, that is, the relative speed between the vehicle 60 and the pedestrian 64 is constant. As shown in FIG. 10, when the distance to the pedestrian 64 at the intersection 62 is large (in this embodiment, 700 m), that is, when the arrival time to the pedestrian is large, the risk is determined to be “small”. When the distance to the pedestrian 64 is medium (300 m in this embodiment), that is, when the arrival time to the pedestrian 64 is medium, the degree of risk is “medium”. (Refer to scene II in FIG. 10), when the distance to the pedestrian 64 is small (30 m in this embodiment), that is, when the arrival time to the pedestrian 64 is short, the degree of risk is “high”. (See scene III in FIG. 10).

  Next, in S325, the risk determined in S320, the personal information of the driver input in S140, the travel experience history information input in S145, and the driver's mind and body effect on the driving operation estimated in S110. The driving assistance content is determined according to the state.

Specifically, as shown in FIG. 11 (a), when there is traffic jam information, regardless of other conditions, depending on the risk level, that is, the following depending on the risk level: large, medium, small (A) Risk level: If it is small, no driving assistance is provided. That is, the notification on the display device 56 and the sound output device 58 of the vehicle-mounted device 50 is not performed, and the driving support control in the vehicle traveling device 30 is not performed.

(A) When the degree of risk is medium, a warning is issued, that is, a warning display on the display device 56 or a warning voice output by the voice output device 58 is performed.
(C) When the degree of risk is high, vehicle control support is performed.

(D) When the vehicle enters the intersection 62 (scene IV in FIG. 10), the vehicle is stopped.
If the driver's condition is "Evil", that is, if the driver is not in an awake state, the notice will be given with a small risk level and a warning will be issued with a medium risk level, regardless of other conditions. The vehicle control support is performed at a high risk level.

  In addition, when the driver's mind and body state is “good”, that is, when the driver is awake and there is no traffic jam information, a warning is given in the risk level: medium, and the risk level is high. Vehicle control assistance is performed at In addition, if the driving experience in that time zone is less than α times (skill level: low), a notice is given even if the risk level is small, and if the driving experience in that time zone is α times or more (skill level) : Large) Risk is small: No notification is made.

  After the support content is determined in this way, it is further determined whether to notify as follows or to perform vehicle support control based on the support content corresponding to the degree of risk determined in S320. Notification and vehicle control support in S330.

Specifically, as shown in (1) of FIG. 11B, in the case of (d) the driver's state: “Evil” and the surrounding prospects: “Evil”, the situation is as follows.
(D) Risk level: If it is small, notification will be given at an early timing. That is, when the distance from the intersection 62 reaches 700 m, an immediate notification is made. In addition, the content of the notification is emphasized such that, for example, the warning display blinks and a warning sound is sounded, and a voice saying “There is an intersection 62 with a signal ahead” is output. It becomes.

  (E) Risk: When medium, the notification timing is early, and when the distance from the intersection 62 reaches 300 m, an immediate notification is made. Also, a warning sound sounds at a faster tempo, and the warning sound and voice are expressed to emphasize the degree of danger more than in the case of danger: small, such as “Please drive carefully at intersection 62 soon”. Output contents are made. Furthermore, the volume of the voice output is larger than that when the degree of risk is small, and the driver is awakened.

  (F) Risk level: In the case of large risk, the timing of notification is early, and when the distance from the intersection 62 reaches 30 m, immediate notification vehicle control support is performed. That is, when the distance from the intersection 62 reaches 30 m, engine control data for reducing the engine output is output to the engine control device 36, and the speed of the vehicle is reduced.

  (G) If the driver does not wake up even in this state and the vehicle enters the intersection 62 (this state is referred to as “slow” in the scene IV in FIG. 9), the brake is operated on the brake control device 34. The brake operation data to the effect is output and the vehicle is stopped.

  Next, as shown in (2) of FIG. 11 (b), when the driver's state is “bad” and the surrounding outlook is good, the risk level is small (1) in FIG. 11 (b). As with the case of), an announcement is made at an early timing. However, unlike the case of (1) in FIG. 11B, the notification content is displayed without flashing, for example, “I will approach the intersection 62”, and “I will approach the intersection 62”. The voice is output only once. When the degree of danger is medium and the degree of danger is high, the same notice as in (1) of FIG.

  Then, as shown in (3) of FIG. 11 (b), when the driver's state is “good” and the surrounding prospects are “bad”, when the degree of danger is small and the degree of danger is medium, The same notification is made at the same timing as in the case of (2) in FIG. Further, when the degree of risk is high, the vehicle timing support is performed at a normal timing, that is, when the distance from the intersection 62 is 30 m, according to the vehicle speed, for example, with a time lag when the vehicle speed is low. The contents of the vehicle control support at this time are the same as in the case of (1) above.

  In addition, as shown in FIG. 11B (4), when the driver's condition is “good” and the surrounding prospects are “good”, the risk is usually small, medium or large. Notification, alerting and vehicle control support are performed at the timing of.

As described above, after notification and vehicle operation control support are performed, the process returns to S100 and the process is repeated.
(Features of the vehicle driving support system 3)
In the vehicle driving support system 3 described above, the degree of risk is determined according to the distance from the current position of the vehicle acquired from the GPS in-vehicle device 54 of the vehicle-mounted device 50 to the intersection 62 ahead of the traveling direction of the vehicle, Depending on the degree of danger, notification, alerting, vehicle control support, vehicle stop control, etc. are performed.

  In addition, using the image captured by the vehicle peripheral camera 14, the state of mind and body of the driver that affects the driving operation such as the driver's arousal level and the degree of concentration on driving are estimated and estimated by the mind and body state estimation process. The degree of driving assistance is determined according to the state of mind and body of the driver. Then, based on the determined degree of driving assistance, the driver is notified for driving assistance via the display device 56 and the audio output device 58 of the vehicle mounting device 50, and the vehicle traveling device 30 is controlled. Carry out driving assistance.

  Therefore, for example, when the driver's arousal level is not sufficient, the driver is notified or alerted via the vehicle-mounted device 50 according to the distance from the intersection 62, or via the vehicle traveling device 30. Since vehicle control support is performed, it is possible to more appropriately avoid danger.

  Conversely, if the driver is sufficiently awake, that is, if he is focused on driving, we will not give notifications for driving assistance or delay the timing of alerting, Driving assistance that is not bothered by the driver can be performed while maintaining a state in which the driver can drive safely.

  In addition, the number of times the road has traveled is recorded, and the road on which the vehicle is currently traveling has traveled a predetermined number of times in the past (in this embodiment, α times: where α is 10) (that is, skilled) When the vehicle is driving with the driver awakened, notification before the intersection 62 is not performed (see (3) in FIG. 11A). (When shown), so there is no troublesome operation.

  On the other hand, even if the road being traveled is a road that has traveled α times or more in the past (that is, a road with a high level of skill), if the driver is not awake, a predetermined distance from the intersection 62 Since danger notification is performed at the position of the distance (in the case shown in (4) of FIG. 11A), danger avoidance can be performed.

  In addition, when the road that has been traveled is a road that has traveled less than α times in the past (that is, a road with low skill level), it is within a predetermined distance from the intersection 62 regardless of the driver's arousal level. If the notification for driving support is given at this time, the driver's attention is increased, so that the driver can safely pass through the intersection 62.

  Further, when the vehicle surrounding camera 14 measures the outlook around the vehicle and the outlook around the vehicle is bad, the degree of driving assistance is increased, that is, the notification is emphasized or the support control is performed. Therefore, the driver can drive safely.

  Further, since the brake control device 34, the engine control device 36, and the steering control device 38 of the vehicle travel device 30 are controlled based on the degree of driving support, danger avoidance can be performed more effectively.

[Fourth Embodiment]
Next, as a fourth embodiment, a vehicle driving support system 4 that performs driving support by detecting a person near an intersection 62 as a dangerous object using an infrared camera 22 will be described with reference to FIGS. 12 and 13.

  The configuration of the vehicle driving support system 4 and the support level determination processing are provided with the infrared camera 22 as shown in FIG. 12 and the vehicle driving support according to the first embodiment except for the addition of processing due to the infrared camera 22 being provided. Since it is the same as the system 1, the same components and processes are denoted by the same reference numerals, description thereof will be omitted, and different parts will be described.

  The infrared camera 22 detects the presence or absence of an organism in the vicinity of the intersection 62 and the intersection 62 in front of the vehicle traveling direction, and directs the vehicle in front of the vehicle interior or the front of the vehicle body so that the organism in front of the vehicle can be imaged. Attached. The infrared camera 22 is a camera that acquires heat generated by a living body such as a human body or a dog as an infrared image, and can acquire a relatively wide range of images compared to the indoor camera 12.

  The control unit 20 determines whether or not there is a heat source corresponding to the human body temperature in the image acquired by the infrared camera 22 in addition to the content of the support level determination process described in the first embodiment, and notifies based on the determination. And vehicle control support.

  Specifically, as shown in FIG. 13, S100 to S305 are executed in the same manner as in the support level determination process of the third embodiment, and after the presence / absence of an accident occurrence point is determined in S305, the infrared camera 22 is determined in S400. The infrared image acquired in is input.

Next, in S405, it is determined whether there is a heat source corresponding to the temperature of the person at the intersection from the infrared image input in S400.
In subsequent S410, if it is determined that there is a person in the image if there is a heat source corresponding to the body temperature of the person, that is, if it is determined that there is a person near the intersection 62 in front of the vehicle or in the vicinity of the intersection 62 (S410: Yes), the process is S415. If there is no heat source, it is determined that there is no person (S410: No), and the process proceeds to S310.

  In S310 to S325, the support content is determined in the same manner as the support level determination process in the third embodiment, and in S160 and S330, notification or vehicle support control is performed as in the support level determination process in the third embodiment. In S335, no notification is made, and the process proceeds to S100.

  On the other hand, in S415, it is determined whether or not the distance to the intersection 62 of the vehicle is less than or equal to small. If the distance is less than or equal to small (S415: Yes), the process proceeds to S425, and if the distance is greater than small. (S415: No), the process proceeds to S420.

  In S420, a command to cause the display device 56 of the vehicle-mounted device 50 to blink “There is a person at the intersection 62” is output, and the voice output device 58 “A person is present at the intersection 62. After a command to perform voice output is output, the process returns to S100 and the process is repeated.

  In S425, since the distance to the intersection 62 is short, a command to reduce the engine output is output to the engine control device 36 of the vehicle travel device 30, and a command to apply the brake is output to the brake control device 34. Thereafter, the process returns to S100 and the process is repeated.

  As described above, in the vehicle driving support system 4, notification that a person is present at the intersection 62 or in the vicinity of the intersection 62 and vehicle control assistance are performed based on the infrared image acquired by the infrared camera 22, so that a collision with a person is avoided. It is possible to support important risk avoidance driving.

[Other Embodiments]
(1) In each of the above embodiments, the indoor camera 12 is used to directly estimate the state of mind and body of the driver. However, the heart rate of the driver is measured using an electrocardiograph and the heart rate decreases. Then, it may be estimated that the arousal level is lowered, or the electroencephalogram may be measured using an electroencephalograph to estimate the arousal level.

  (2) In order to indirectly estimate the state of mind and body of the driver, instead of using the indoor camera 12, the vehicle mounting device 50 obtains the distance from the intersection 62 in the forward direction of the vehicle, The state of mind and body of the driver may be estimated by determining whether or not the timing of applying the brake to the distance is late.

  (3) Also, instead of VICS information, the time required to travel on a certain section of the traveling road is measured and compared with the past required time in order to obtain the congestion status of the road. You may make it acquire a congestion condition.

  (4) In addition to the prospects up to the intersection 62, the surrounding conditions of the road include the weather conditions around the vehicle such as sunny, rainy, fog, etc. acquired by the weather forecast distributed over the Internet, daytime or nighttime with the illuminometer. It may be a sunshine situation, a road surface state acquired by the vehicle surrounding camera 14 or the like.

  (5) The thermal image (that is, the dangerous object) acquired by the infrared camera 22 may be not only a person but also an animal such as a dog or a cat. This is because, in the case of a dog or cat, if the dog or cat is a pet, there is a high possibility that there is a person who is the owner in the vicinity.

  (6) Instead of extracting the movement of the human eyelid from the image acquired by the indoor camera 12, the driver's face image is extracted from the acquired image, and whether or not the driver is looking forward, It may be estimated whether or not the driver is driving aside.

(7) When the accident frequent occurrence point is preset as the accident frequent occurrence point data in the map data of the on-vehicle GPS device 54, the accident frequent occurrence point data may be used.
(8) As a living body detection means, in addition to a device that directly detects a biological reaction such as the infrared camera 22, a communication device that can communicate with a communication device possessed by a pedestrian such as a mobile phone is provided. For example, a device that detects the presence of a living body indirectly by receiving personal identification data of a pedestrian may be used.

(9) In addition to the intersection 62, the accident frequent occurrence point may be a school zone, a railroad crossing, a road junction, or the like.
(10) Factors other than the risk level, familiarity level, skill level, and age level may be used as factors for determining the driving support level.

In the present specification, the control unit 20 corresponds to a control unit, a psychosomatic state estimation unit, and a support level determination unit.
Further, the vehicle-mounted device 50 corresponds to the vehicle-mounted device, the brake control device 34, the engine control device 36, and the steering control device 38 correspond to the vehicle travel device, the indoor camera 12 serves as the biological information acquisition means, and the input / output unit 16 serves as the biological information acquisition means. For the distance acquisition means and the travel experience history acquisition means, the portable recording device 18 corresponds to the portable travel experience history recording means, and the external recording device 18 corresponds to the external travel experience history recording means.

  The transmitter / receiver 24 corresponds to a transmission / reception means, a driving experience history transmission means, a personal information output command transmission means, and a personal information reception means. The display device 56 and the audio output device 58 correspond to the living body detection unit, and correspond to the notification unit.

1 is a block diagram showing a schematic configuration of a vehicle driving support system 1. FIG. It is a flowchart which shows the flow of a process of the assistance degree determination process in 1st Embodiment. It is the figure which showed the factor for determining a assistance degree, and its relationship. It is the figure which showed the relationship between the factor for determining a assistance degree, and the assistance content. It is a figure which shows the relationship for the factor for determining a assistance degree, personal information, and the assistance content in each warning point. It is a figure which shows the warning point to the intersection 62 (attention point) ahead of the advancing direction of the vehicle. It is a flowchart showing the processing content of driving experience history processing. 1 is a block diagram showing a schematic configuration of a vehicle driving support system 2. FIG. It is a flowchart which shows the flow of the process of the assistance degree determination process in 3rd Embodiment. It is a figure which shows the danger and the content of notification by the distance from the intersection in the advancing direction of the vehicle 60 to the vehicle 60. FIG. It is a figure which shows the notification method according to conditions. It is a block diagram which shows schematic structure of the driving assistance system 4 for vehicles. It is a flowchart which shows the flow of the process of the assistance degree determination process in 4th Embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1, 2, 3, 4 ... Vehicle drive assistance system, 10 ... Vehicle drive assistance device, 12 ... Indoor camera, 14 ... Vehicle periphery camera, 16 ... Input-output part, 18 ... Portable recording device, External recording device, DESCRIPTION OF SYMBOLS 20 ... Control part, 22 ... Infrared camera, 24 ... Transmitter / receiver, 30 ... Vehicle travel apparatus, 32 ... Travel apparatus control part, 34 ... Brake control apparatus, 36 ... Engine control apparatus, 38 ... Steering control apparatus, 50 ... Car-mounted Device: 52 ... Vehicle mounted device controller, 54 ... GPS on-board unit, 56 ... Display device, 58 ... Audio output device, 60 ... Vehicle, 62 ... Intersection, 64 ... Pedestrian.

Claims (18)

Portable travel experience history recording means configured to be portable so as to record the travel experience information of each occupant acquired by the travel experience information acquisition means for acquiring the travel experience information of the occupant as a travel experience history that can be identified for each occupant When,
Driver identification means for identifying the driver;
The degree of driving support for the specified driver based on the driving experience history of the driver specified by the driver specifying means among the driving experience history for each occupant recorded in the portable driving experience history recording means A support degree determination means for determining
Control means for controlling at least the operation content of the vehicle-mounted device or the vehicle traveling device based on the degree of the driving assistance determined by the assistance degree determining means;
Equipped with a,
The driving experience information acquisition means is configured to be able to acquire driving experience information of at least a passenger in a passenger seat among the occupants of the traveling vehicle. A travel experience history of each occupant that is provided outside the vehicle and acquired by the travel experience information acquisition means for acquiring the travel experience information of the occupant is recorded identifiable for each occupant, and a travel experience history of a specific occupant is transmitted Based on the transmission command to the effect, out of the recorded traveling experience history of each occupant, external traveling experience history recording means for transmitting the traveling experience history of the occupant specified by the transmission command,
Driver identification means for identifying the driver;
A transmission command for transmitting the driving experience history of the driver specified by the driver specifying unit is transmitted to the external driving experience history recording unit, and transmitted from the external driving experience history recording unit based on the transmission command. Transmitting and receiving means for receiving the driving experience history of the driver;
Based on the driving experience history of the driver received by the transmission / reception means, assistance degree determination means for determining the degree of driving assistance for the driver;
Based on the degree of the driving support determined by the support level determining means, at least control means for controlling the operation content of either the vehicle-mounted device or the vehicle traveling device;
Equipped with a,
The driving experience information acquisition means is configured to be able to acquire driving experience information of at least a passenger in a passenger seat among the occupants of the traveling vehicle. The vehicle driving support system according to claim 2,
A travel history transmission means for transmitting the travel experience information of each occupant acquired by the travel experience information acquisition means to the external travel experience history recording means as a travel experience history that can be identified for each occupant;
The vehicle driving support system, wherein the external driving experience history recording means includes driving experience history receiving means for receiving the driving experience history of each occupant transmitted from the history transmitting means. In the vehicle driving support system according to any one of claims 1 to 3,
Provided with personal information recording means for recording personal information that affects driving operations,
The assistance degree determining means acquires the driver's personal information specified by the driver specifying means from the personal information recording means, and takes into account the acquired driver's personal information, and supports driving of the occupant while driving the vehicle. A vehicle driving support system characterized by determining the degree of the vehicle. The vehicle driving support system according to claim 4,
A personal information output command transmitting means for receiving a command from the support level determining means and transmitting a personal information output command for outputting personal information to the personal information recording means;
Personal information receiving means for receiving the personal information output from the personal information recording means;
With
The personal information recording means is provided outside the vehicle, and is configured to transmit the recorded personal information to the personal information receiving means when receiving the personal information output command.
The support degree determining means can output a command to output personal information of the driver specified by the driver specifying means to the personal information output command transmitting means, and the personal information can be output to the personal information receiving means. It is comprised so that acquisition is possible via, The driving assistance system for vehicles characterized by the above-mentioned. The vehicle driving support system according to claim 4,
The personal information recording means is configured to be portable so that it can be carried. In the vehicle driving support system according to any one of claims 1 to 6,
The vehicle driving support system, wherein the driving experience information acquisition means is configured to be able to acquire driving experience information of at least a driver among occupants of the traveling vehicle. In the vehicle driving support system according to any one of claims 1 to 7 ,
Recognizing state determining means for determining whether or not the passenger in the passenger seat can recognize the driving situation;
The driving experience information acquisition means is configured to be able to acquire the driving experience information of the passenger in the passenger seat only when the recognition state determination means determines that the passenger in the passenger seat can recognize the driving situation. A vehicle driving support system that is characterized. In the vehicle driving support system according to any one of claims 1 to 8 ,
Equipped with a mental and physical state estimation means for estimating the state of mind and body of the driver that affects the driving operation during driving,
The vehicle driving support system according to claim 1, wherein the assistance degree determining means determines the degree of driving assistance in consideration of the mind and body state of the driver estimated by the mind and body state estimating means. The vehicle driving support system according to claim 9 ,
Comprising biometric information acquisition means for acquiring the driver's biometric information;
The vehicle driving support system according to claim 1, wherein the psychosomatic state estimating means estimates the state of mind and body of the driver based on the biological information of the driver acquired by the biological information acquiring means. In the vehicle driving support system according to any one of claims 1 to 10 ,
A driving state acquisition means for acquiring the driving state of the vehicle;
The vehicle driving support system according to claim 1, wherein the mind and body state estimating means estimates the state of mind and body of the driver based on the running state of the vehicle acquired by the running state acquiring means. In the vehicle driving support system according to any one of claims 1 to 11 ,
A distance acquisition means for acquiring a distance from a current position of the vehicle to a preset point of attention in the vehicle traveling direction;
The vehicle driving support system according to claim 1, wherein the assistance degree determining means determines the degree of the driving assistance in consideration of a distance to the attention point in the traveling direction acquired by the distance acquiring means. The vehicle driving support system according to any one of claims 1 to 12 ,
It is provided with an ambient condition acquisition means for acquiring an ambient condition of the vehicle,
The vehicle driving support system according to claim 1, wherein the assistance degree determining means determines the degree of driving assistance in consideration of the surrounding situation of the vehicle acquired by the surrounding condition acquisition means. In the vehicle driving support system according to any one of claims 1 to 13 ,
Comprising a living body detecting means for detecting the presence or absence of a living body in the vicinity of a caution point in the vehicle traveling direction,
The vehicle driving support system according to claim 1, wherein the assistance degree determining means determines the degree of driving assistance in consideration of the presence or absence of a living body in the vicinity of a caution point in the vehicle traveling direction detected by the living body detecting means. In the vehicle driving support system according to any one of claims 1 to 14 ,
The vehicle-mounted device comprises a notification means for notifying the driver of driving assistance,
The vehicle driving support system according to claim 1, wherein the control means is configured to make a notification based on the degree of driving support determined by the support level determining means. In the vehicle driving support system according to any one of claims 1 to 15 ,
The vehicle travel device is a brake device,
The vehicle driving support system, wherein the control device is configured to control the operation of the brake device based on the driving support level determined by the support level determining means. The vehicle driving support system according to any one of claims 1 to 16 ,
The vehicle travel device is an engine control device,
The vehicle driving support system according to claim 1, wherein the control unit is configured to control the operation of the engine control device based on the driving support level determined by the support level determining unit. In the vehicle driving support system according to any one of claims 1 to 17 ,
The vehicle travel device is a steering device,
The vehicle driving support system according to claim 1, wherein the control means is configured to control the operation of the steering device based on the degree of driving assistance determined by the assistance degree determining means.