JP6260221B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device.

  As this type of technique, a technique described in Patent Document 1 below is disclosed. This document discloses a warning to the driver when the inter-vehicle distance with the preceding vehicle is shorter than the appropriate inter-vehicle distance. The appropriate inter-vehicle distance is set to be short when the time required for the driver to change from the accelerator pedal to the brake pedal is short and the brake operation is strong.

JP-A-6-231400

In the technique described in Patent Document 1, the driver's characteristics are determined from the time when the driver switches from the accelerator pedal to the brake pedal and the strength of the brake operation, and the alarm timing for the approach with the preceding vehicle is adjusted. Yes. Therefore, it is not possible to make a diagnosis as to whether the driver is actually driving safely, and the driver is not aware of road-like risks (contact with other vehicles, pedestrians, obstacles, etc.). Since it is impossible to determine what kind of tendency it has, it was not possible to issue an alarm from the viewpoint of the driver's risk tendency.
The present invention pays attention to the above-mentioned problem, and an object of the present invention is to provide a driving support device that can perform driving support in accordance with the risk tendency of the driver.

  In order to solve the above problems, the present invention calculates a driver's risk prediction capability index and avoidance capability index from the travel information, and according to the driver's risk tendency determined based on the index calculation value within the set period. The driving support method was changed.

  Therefore, driving assistance according to the driver's risk tendency can be performed.

1 is a block diagram of a risk tendency determination device of Example 1. FIG. 6 is a flowchart showing a flow of a driver risk tendency determination process executed in the controller of the first embodiment. FIG. 3 is a diagram illustrating a calculation method of a vehicle speed integral value and a maximum deceleration according to the first embodiment. 3 is a graph showing a frequency distribution of a vehicle speed integrated value and a maximum deceleration of Example 1. 6 is a map for determining a driver's risk tendency based on the risk prediction ability index and the avoidance ability index of the first embodiment. FIG. 6 is a diagram illustrating a risk tendency determination and a driving support method switching method according to the first embodiment. FIG. 4 is a diagram showing alarm specifications according to the alarm level of the first embodiment. FIG. 6 is a block diagram of a risk tendency determination device according to a second embodiment. 10 is a flowchart showing a flow of a driver risk tendency determination process executed in the controller of the second embodiment. FIG. 6 is a block diagram of a risk tendency determination device according to a third embodiment. 12 is a flowchart showing a flow of a driver risk tendency determination process executed in the controller of the third embodiment. FIG. 6 is a diagram showing notification specifications according to notification levels in Example 3.

Example 1
The driver risk tendency determination device 20 according to the first embodiment will be described.
[overall structure]
FIG. 1 is a block diagram of the driver risk tendency determination device 20.
The driver risk tendency determination device 20 includes a vehicle speed detection unit 1, an acceleration detection unit 2, a vehicle position detection unit 3, a controller 4, a map database 5, a temporary non-stop alarm unit 12, a Read Only Memory (hereinafter referred to as ROM) 13, and a Random It has an Access Memory (hereinafter referred to as RAM) 14. These are mounted on the vehicle.

  The vehicle speed detection unit 1 detects the current vehicle speed V of the host vehicle and outputs information on the detected current vehicle speed V to the controller 4. As the vehicle speed detection unit 1, for example, a vehicle speed sensor that detects the vehicle speed based on the number of rotations of the wheels of the host vehicle is used.

  The acceleration detection unit 2 detects the current acceleration G of the host vehicle, and outputs information on the detected current acceleration G to the controller 4. As the acceleration detection unit 2, for example, an acceleration sensor that can detect longitudinal acceleration, deceleration, and lateral acceleration applied to the vehicle is used.

  The vehicle position detection unit 3 detects the current position of the host vehicle and outputs the detected current position information of the host vehicle to the controller 4. As the vehicle position detection unit 3, for example, a Global Positioning System (hereinafter referred to as GPS) receiver is used.

  The map database 5 records road information, map information such as intersections, and the like. The intersection information includes, for example, information on the presence / absence of a traffic light and whether or not the intersection needs to be temporarily stopped (hereinafter referred to as a temporarily stopped intersection).

The temporary non-stop alarm unit 12 alerts the driver with a signal sound, sound, video, or the like using, for example, a monitor or a speaker.
The ROM 14 is a memory that can only read recorded information.
The RAM 13 is a memory that can read recorded information and write information.

[Controller configuration]
The controller 4 is configured as a driver risk tendency determination unit, an intersection approach determination unit 6, a risk prediction capability index calculation unit 7, an avoidance capability index calculation unit 8, an index calculation value recording unit 9, a risk trend determination unit 10, a driving support A switching unit 11 is provided.

  Based on the information on the current position of the vehicle detected by the vehicle position detection unit 3 and the intersection information in the map database 5, the intersection approach determination unit 6 determines that the host vehicle is approaching and entering the temporarily stopped intersection. And the information (approaching approach information) is output to the risk prediction capability index calculation unit 7 and the avoidance capability index calculation unit 8.

  The risk prediction capability index calculation unit 7 receives the approach approach information to the temporarily stopped intersection, and calculates the risk prediction capability index based on the vehicle speed V when approaching and approaching the temporarily stopped intersection detected by the vehicle speed detection unit 1. Then, information of the risk prediction ability index calculation value is output to the index calculation value recording unit 9.

  The avoidance ability index calculation unit 8 receives approach approach information to the temporary stop intersection, calculates an avoidance ability index based on the deceleration detected by the acceleration detection unit 2, and information on the avoidance ability index calculation value Is output to the index calculation value recording unit 9.

  The index calculation value recording unit 9 records information on the risk prediction ability index calculation value and the avoidance ability index calculation value. As the index calculation value recording unit 9, for example, a hard disk or RAM is used.

  The risk tendency determination unit 10 reads the risk prediction ability index calculation value and the avoidance ability index calculation value recorded in the index calculation value recording unit 9 for a set period, and determines the driver's risk tendency. Further, based on the determined risk tendency information, a notification command for notifying the determination result of the risk tendency of the driver of the own vehicle is output to the temporary non-stop warning unit 12.

  The support switching unit 11 determines a driving support method based on the information on the driver's risk tendency determined by the risk tendency determination unit 10, and outputs a driving support command to the temporary non-stop warning unit 12. The temporary non-stop warning unit 12 issues a warning to the driver based on the driving support command output from the risk tendency determination unit 10.

[Driver risk tendency judgment process]
FIG. 2 is a flowchart showing the flow of the driver risk tendency determination process executed in the controller 4.

  In step S1, the intersection approach determination unit 6 determines whether or not the host vehicle has approached the temporarily stopped intersection based on the current position of the host vehicle detected by the vehicle position detection unit 3 and the intersection information in the map database 5. .

  Specifically, the approach to the temporary stop intersection is determined based on whether or not the host vehicle is within a preset range of the temporary stop intersection (for example, within a radius of 30 [m] from the center of the temporary stop intersection). This setting range is set in consideration of the road width of the paused intersection and the GPS position accuracy. When it is determined that the host vehicle is within the set range of the temporary stop intersection (Yes), the process proceeds to step S2. If it is determined that the host vehicle is outside the setting range of the temporary stop intersection (No), it is determined that the vehicle is not approaching the temporary stop intersection, and this determination is performed again.

  In step S2, the time prediction data V (x) of the vehicle speed V when the host vehicle enters the temporarily stopped intersection is recorded in the risk prediction capability index calculating unit 7, and the host vehicle is temporarily stopped at the avoidance capability index calculating unit 8. The time series data G (t) of the acceleration G when entering the vehicle is recorded, and the process proceeds to step S3.

  Specifically, the risk prediction capability index calculation unit 7 and the avoidance capability index calculation unit 8 first determine the time series data V (V) of the vehicle speed V from the time t1 when it is determined in step S1 that the host vehicle has approached the temporary stop intersection. Recording of time series data G (t) of x) and acceleration G is started. The sampling time of the time series data V (x) and the time series data G (t) is, for example, 10 [msec].

  Subsequently, the risk prediction capability index calculation unit 7 and the avoidance capability index calculation unit 8 determine whether or not the host vehicle has passed the temporary stop intersection, and at time t2 when it is determined that the vehicle has completed passing, the time series data V ( Recording of x) and time-series data G (t) is terminated, and the process proceeds to step S3. When it is determined that the host vehicle has not passed the temporary stop intersection, the time series data V (x) and time series data G (t) are continuously recorded, and this determination is performed again.

  In step S3, the risk prediction capability index calculation unit 7 records the time series data V (x) of the vehicle speed V from the point x1 at time t1 when the host vehicle entered the temporary stop intersection to the point x2 at time t2 when the vehicle passed. From the above, it is determined whether or not the minimum vehicle speed Vmin in the intersection approach section is equal to or less than the set value Vs. When it is determined that the minimum vehicle speed Vmin is equal to or lower than the set value Vs (Yes), the process proceeds to step S4. If it is determined that the minimum vehicle speed Vmin is greater than the set value Vs (No), the process proceeds to step S5.

In step S4, the risk prediction capability index calculation unit 7 calculates the integrated value Iv (vehicle speed integrated value Iv) of the time series data V (x) from the point x1 to the point x2, and the process proceeds to step S6. FIG. 3 is a diagram showing a calculation method of the vehicle speed integral value Iv and the maximum deceleration Gmax described later. FIG. 3 (a) is a diagram illustrating a situation in which the host vehicle enters a temporary stop intersection. FIG. 3 (b) is a graph showing time-series data V (x) of the vehicle speed V. FIG. 3C is a graph showing time series data G (t) of acceleration G. Specifically, data that is equal to or lower than the set value Vs is extracted from the time-series data V (x) from the point x1 to the point x2. The difference between the extracted time series data V (x) and the set value Vs is obtained, and this integral value is calculated. The vehicle speed integral value Iv is represented by the filled area in FIG. 3 (b) and is obtained by the following equation (1).

  In step S5, the risk prediction capability index calculation unit 7 simply calculates the vehicle speed integrated value Iv as the difference between the set value Vs and the minimum vehicle speed Vmin (Iv = Vs-Vmin), and the vehicle speed integrated value Iv is a negative value. And the process proceeds to step S6.

  In step S6, the avoidance capability index calculation unit 8 calculates the maximum deceleration Gmax in the temporary stop intersection approach section, and the process proceeds to step S7. As shown in Fig. 3 (c), the specific calculation method is to calculate the negative maximum value from time series data G (t) of acceleration G from time t1 when the host vehicle entered the temporary stop intersection to time t2 when it passed. Extracted as maximum deceleration Gmax.

  In step S7, the index calculation value recording unit 9 stores the vehicle speed integral value Iv calculated in step S4 or step S5 and the maximum deceleration Gmax calculated in step S6, and the process proceeds to step S8.

The process of step S8 to step S11 is performed in the risk tendency determination unit 10.
In step S8, the vehicle speed integrated value Iv and the maximum deceleration Gmax for the set period recorded in the index calculation value recording unit 9 are extracted, and the process proceeds to step S9. The setting period is a predetermined period, and includes a setting period for determining a steady risk tendency and a setting period for determining a temporary risk tendency. For example, one week is set as a set period (hereinafter referred to as a long-term set period) as a set period for determining a steady risk trend, and one day is set as a set period (hereinafter referred to as a long-term set period). The following is set in the short-term setting period).

  In step S9, 75% as a representative value of the vehicle speed integrated value Iv and the maximum deceleration Gmax of the driver of the host vehicle is obtained from the distribution of the vehicle speed integrated value Iv and the maximum deceleration Gmax for each of the long-term setting period and the short-term setting period. The tile value IV and the 75% tile value IG are extracted, and the process proceeds to step S10. 4 is a graph showing the frequency distribution of the vehicle speed integral value Iv (FIG. 4 (a)) and the frequency distribution of the maximum deceleration Gmax (FIG. 4 (b). Specifically, as shown in FIG. Based on the frequency distribution of the integral value Iv and the maximum deceleration Gmax, the vehicle speed integral value Iv and the maximum deceleration Gmax located in the 75% tile on the dangerous side are used as the driving behavior index of the driver.

In step S10, a representative value IV (risk prediction ability index IV) of the vehicle speed integral value Iv and a representative value IG (avoidance ability) of the maximum deceleration Gmax obtained from the data distribution in the long-term setting period and the data distribution in the short-term setting period, respectively. Based on the index IG), the risk tendency of the driver is determined, and the process proceeds to step S11. FIG. 5 is a map for determining a driver's risk tendency based on the risk prediction ability index IV and the avoidance ability index IG. As shown in FIG. 5, in Example 1, risk trends are classified into the following three types.
・ Low risk tendency: Risk prediction ability index IV is more than predetermined value IVs ・ Medium risk tendency: Risk prediction ability index IV is less than predetermined value IVs and avoidance ability index IG is more than predetermined value IGs ・ High risk tendency: Risk prediction ability index IV Is less than the predetermined value IVs and the avoidance ability index IG is less than the predetermined value IGs. By applying the results of the risk prediction ability index IV and the avoidance ability index IG for each driver to the above determination conditions, the driver's risk tendency is determined.

  In step S11, based on the determination result of the risk tendency (stationary risk tendency) obtained from the data distribution within the long-term setting period and the risk tendency (temporary risk tendency) obtained from the data distribution within the short-term setting period, the driving support method Command (alarm level) is output to the temporary non-stop alarm unit 12.

  Basically, when the driver's risk tendency is a high risk tendency, the alarm level is set to “high”, when the driver's risk tendency is a medium risk tendency, the alarm level is set to “medium”, and the driver's risk tendency The alarm level is set to “low” when the risk is low risk. However, when switching the alarm level from high to low (high → medium, high → low, medium → low) and when switching from low to high (low → medium, low → high, medium → high) Switch when the conditions described below are met.

  FIG. 6 is a diagram showing a risk tendency determination and a driving support method switching method. FIG. 6A is a diagram illustrating a method for switching the alarm level from “high” to “low”, and FIG. 6B is a diagram illustrating a method for switching the alarm level from “low” to “high”. Since the steady risk tendency of the driver does not change easily, the steady risk tendency is determined based on the traveling data within the long-term setting period. In FIG. 6 (a), for example, the risk tendency is determined every week, and if the driver who has been constantly in a high risk tendency is determined to have a low risk tendency, the alarm level of the temporary non-stop alarm is set to “low”. To "".

  Also, depending on the driver's mental and physical condition, the risk tendency may temporarily change to the high risk tendency side. Therefore, a temporary risk tendency is determined based on the travel data within the short-term setting period. In Fig. 6 (b), for example, the risk tendency is judged every day, and when the driver who has been in a low risk tendency is judged to have a high risk tendency on that day, the alarm level of the temporary non-stop alarm is switched to "high". .

  FIG. 7 is a diagram showing alarm specifications according to alarm levels. FIG. 7 (a) is a table showing the alarm level for each risk trend. FIG. 7 (b) is a diagram showing alarm timing. FIG. 7 (c) is a diagram showing the intensity of the alarm.

As shown in FIG. 7 (a), the alarm level switches between alarm timing and intensity. When the alarm level is “high”, the alarm timing is set to be early, and the intensity is set to be a strong alarm by display and volume. When the alarm level is “medium”, the alarm timing and intensity are set to normal levels. When the alarm level is “low”, the alarm timing is delayed and the intensity is set weaker.
In step S12, the temporary non-stop alarm unit 12 issues an alarm according to the alarm level.

[Driver risk tendency judgment operation]
When the host vehicle is not approaching the temporary stop intersection, the process of step S1 is repeated.
When the host vehicle approaches the temporary stop intersection, the process proceeds from step S1 to step S2. Time series data V (x) of vehicle speed V and time series data of acceleration G from time t1 when it is determined that the host vehicle approaches the temporary stop intersection to time t2 when it is determined that the vehicle has passed the temporary stop intersection Record G (t).

After time t2, the process proceeds to step S3, and when the minimum vehicle speed Vmin in the intersection approach section is equal to or less than the set value Vs, the vehicle speed integrated value Iv is calculated in step S4. When the minimum vehicle speed Vmin in the intersection approach section is larger than the set value Vs, the vehicle speed integrated value Iv is calculated in step S5.
After calculating the vehicle speed integral value Iv, the maximum deceleration Gmax is calculated in step S6.

  When the vehicle speed integral value Iv and the maximum deceleration Gmax are recorded in the set period, the process proceeds from step S7 → step S8 → step S9 → step S10 → step S11 → step S12. Based on the risk prediction ability index IV obtained from the vehicle speed integral value Iv during the set period and the avoidance ability index IG obtained from the maximum deceleration Gmax, the driver's risk tendency is determined, and an alarm level corresponding to the risk tendency is set. The temporary non-stop alarm unit 12 gives an alarm.

[Action]
Some of the characteristics of the driver are determined from the time when the driver switches from the accelerator pedal to the brake pedal and the strength of the brake operation, and the alarm timing for the approach to the preceding vehicle is adjusted.

  In this technique, if it is determined that the driver is a type that strongly performs the brake operation, the alarm timing is set late. However, if the driver's risk prediction ability is low, for example, when an obstacle suddenly appears from the blind spot of the driver, the avoidance operation may be delayed and an unsafe situation may occur.

  If it is determined that the driver is a type that weakens the brake operation, the alarm timing is set earlier. However, when the driver's ability to predict the risk is low, there is a high possibility that an obstacle will appear in front of the eyes, and even if the alarm timing is set earlier, the avoidance operation may not be in time.

  Therefore, in Example 1, the driver's risk prediction ability index and the avoidance ability index are calculated from the travel information, and the driving support method is switched according to the driver's risk tendency determined based on the index calculation value within the set period. I did it. As a result, the driver's risk tendency can be determined from both the risk prediction ability for the invisible risk and the avoidance ability for the approaching risk, and driving assistance corresponding to the driver's risk tendency can be performed.

In the first embodiment, the risk tendency determination unit 10 determines a high risk tendency, a medium risk tendency, and a low risk tendency as the driver's risk tendency.
The high risk tendency has low risk prediction ability and low avoidance ability of the driver. In other words, a driver with this tendency cannot predict an invisible risk and has a low ability to avoid even if the risk approaches, so it can be said that the driver is likely to cause an accident.

  The medium risk tendency is high in avoidance ability although the risk prediction ability of the driver is low. In other words, a driver with this tendency cannot predict an invisible risk, but can avoid it when the risk approaches, so it is a driver who faces a risk but is unlikely to lead to an accident (so-called near-miss). I can say that.

  The low risk tendency has a high risk prediction ability of the driver. In other words, a driver with this tendency can predict an invisible risk, and thus can be said to be a driver who rarely faces the risk. The driver's risk tendency can be classified into the above three trends in the order of ease of connection to the accident from both the sensitivity to the invisible risk and the avoidance ability for the approaching risk.

In the first embodiment, the risk tendency determination unit 10 sets a plurality of setting periods, and determines a steady risk tendency and a temporary risk tendency.
Thereby, switching of driving assistance can be performed at an appropriate timing according to a change in risk tendency.

In the first embodiment, the driving support switching unit 11 changes the temporary non-stop alarm timing according to the determined risk tendency.
As a result, warnings will be issued at an early timing for drivers with a high risk tendency, at a normal timing for drivers with a medium risk tendency, and at a later timing for drivers with a low risk tendency. An alarm can be given at an appropriate timing.

In the first embodiment, the driving assistance switching unit 11 changes the temporarily non-stop alarm intensity according to the determined risk tendency.
As a result, the warning is strong for high-risk drivers, normal for low-risk drivers, and weak for low-risk drivers. It can be performed.

In Example 1, when the steady risk trend determined by the risk trend determination unit 10 in the driving support switching unit 11 changes from the high risk trend side to the low risk trend side, the alarm level is decreased from the high side. When the temporary risk tendency type changes from the low risk tendency side to the high risk tendency side, the driving support level is switched from the low side to the high side.
Thus, a periodic risk tendency is used when the alarm level is lowered, and a temporary risk tendency is used when the alarm level is raised, which can be performed on the safer side of driving support.

[effect]
(1) Vehicle speed detection unit 1 and acceleration detection unit 2 (travel information detection unit) that detect vehicle speed V and acceleration G (vehicle travel information), and the lower the vehicle speed V when approaching and approaching a stop, the lower the speed A risk prediction ability index calculation unit 7 for calculating a driver's risk prediction ability index IV (risk prediction ability index), and a driver's avoidance ability index IG (avoidance) as the driver's brake operation is suddenly braked from acceleration G An avoidance ability index calculation unit 8 that calculates a high capability index), an index calculation value recording unit 9 that records the calculated risk prediction ability index IV and avoidance ability index IG, and an index calculation value recording unit 9 Based on the risk required speed capability index IV and avoidance capability index IG (index calculation value) during the set period, the higher the risk prediction capability index IV, the lower the risk tendency of the driver, and the higher the avoidance capability index IG Judged that the risk tendency of the driver is low That the risk tendency determination unit 10, equipped with a driving support switching unit 11 for switching the driving support method according to the determined risk trends for each setting period.
Therefore, driving assistance according to the driver's risk tendency can be performed.

(2) The risk tendency judgment unit 10 judges a high risk tendency, a medium risk tendency, and a low risk tendency as the risk tendency.
Therefore, the driver's risk tendency can be classified into three tendencies in the order of ease of connection to the accident from both the potential risk sensitivity to the invisible risk and the avoidance ability for the approaching risk.

(3) The risk trend determination unit 10 sets a plurality of setting periods, and determines a steady risk trend and a temporary risk trend.
Therefore, switching of driving assistance can be performed at an appropriate timing according to the change in risk tendency.

(4) It is equipped with a temporary non-stop alarm unit 12 that gives an alarm when it is predicted that the vehicle will stop at a temporary stop intersection, and the driving support switching unit 11 provides a temporary non-stop alarm according to the determined risk tendency. Changed the timing.
Therefore, it is possible to issue an alarm at an appropriate timing according to the risk tendency.

(5) The driving support switching unit 11 changes the temporarily non-stop alarm intensity according to the determined risk tendency.
Therefore, an alarm can be given with an appropriate intensity according to the risk tendency.

(6) The driving support switching unit 11 changes the driving support level from high to low when the steady risk trend determined by the risk trend determination unit 10 changes from a high risk trend to a low risk trend side. Switching, when the temporary risk trend type has changed from a low risk trend to a high risk trend side, the level of driving support is switched from low to high.
Therefore, it can be performed on the safer side of driving support.

(Example 2)
The driver risk tendency determination device 20 of the second embodiment will be described. In Example 1, only the warning at the temporary stop intersection was performed as driving assistance, but in Example 2, braking assistance that further prompts the driver to perform a braking operation and automatically decelerates or stops the vehicle is also performed. . The same components as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

[overall structure]
FIG. 8 is a block diagram of the driver risk tendency determination device 20. In the second embodiment, a braking support unit 13 is added. The braking support unit 13 performs braking support according to the command of the driving support method output from the driving support switching unit 11 and the traveling state of the host vehicle in a scene where deceleration or stop is necessary. Braking support methods include a method in which the accelerator pedal reaction force is increased to encourage the brake operation, a brake actuator is controlled to assist the driver's brake operation, or automatically (when there is no driver's brake operation) The thing which performs braking etc. is mention | raise | lifted.

[Driver risk tendency judgment process]
FIG. 9 is a flowchart showing the flow of the driver risk tendency determination process executed in the controller 4.

  In step S21, the intersection approach determination unit 6 determines whether the host vehicle has approached the temporarily stopped intersection based on the current position of the host vehicle detected by the vehicle position detection unit 3 and the intersection information in the map database 5. . A specific method is the same as that in the first embodiment. If it is determined that the host vehicle is within the set range of the temporary stop intersection (Yes), the process proceeds to step S22. If it is determined that the host vehicle is outside the setting range of the temporary stop intersection (No), it is determined that the vehicle is not approaching the temporary stop intersection, and this determination is performed again.

  In step S22, the time prediction data V (x) of the vehicle speed V when the host vehicle enters the temporarily stopped intersection is recorded in the risk predicting ability index calculating unit 7, and the host vehicle is temporarily stopped at the avoidance capability index calculating unit 8. The time series data G (t) of the acceleration G when entering the vehicle is recorded, and the process proceeds to step S23. A specific method is the same as that in the first embodiment.

  In step S23, the risk prediction capability index calculation unit 7 records the time series data V (x) of the vehicle speed V from the point x1 at time t1 when the host vehicle entered the temporary stop intersection to the point x2 at time t2 when the vehicle passed. From the above, it is determined whether or not the minimum vehicle speed Vmin in the intersection approach section is equal to or less than the set value Vs. When it is determined that the minimum vehicle speed Vmin is equal to or lower than the set value Vs (Yes), the process proceeds to step S24. If it is determined that the minimum vehicle speed Vmin is greater than the set value Vs (No), the process proceeds to step S25.

  In step S24, the risk prediction capability index calculation unit 7 calculates the integrated value Iv (vehicle speed integrated value Iv) of the time series data V (x) from the point x1 to the point x2, and the process proceeds to step S26. The calculation method is the same as in the first embodiment.

  In step S25, the risk prediction capability index calculation unit 7 simply calculates the vehicle speed integrated value Iv as the difference between the set value Vs and the minimum vehicle speed Vmin (Iv = Vs-Vmin), and the vehicle speed integrated value Iv is a negative value. And the process proceeds to step S26.

In step S26, the avoidance ability index calculation unit 8 calculates the maximum deceleration Gmax in the temporary stop intersection approach section, and the process proceeds to step S27. The calculation method is the same as in the first embodiment.
In step S27, the index calculation value recording unit 9 stores the vehicle speed integrated value Iv calculated in step S24 or step S25 and the maximum deceleration Gmax calculated in step S26, and the process proceeds to step S28.

The process of step S28 to step S31 is performed in the risk tendency determination unit 10.
In step S28, the vehicle speed integrated value Iv and the maximum deceleration Gmax for the set period recorded in the index calculation value recording unit 9 are extracted, and the process proceeds to step S29. The setting period is the same as in the first embodiment.

  In step S29, 75% as a representative value of the vehicle speed integrated value Iv and the maximum deceleration Gmax of the driver of the host vehicle is calculated from the distribution of the vehicle speed integrated value Iv and the maximum deceleration Gmax for each of the long-term setting period and the short-term setting period. The tile value IV and the 75% tile value IG are extracted, and the process proceeds to step S30. The method for obtaining the 75% tile value IV and the 75% tile value IG is the same as in the first embodiment.

  In step S30, a representative value IV (risk prediction ability index IV) of the vehicle speed integral value Iv and a representative value IG (avoidance ability) of the maximum deceleration Gmax obtained from the data distribution in the long-term setting period and the data distribution in the short-term setting period, respectively. Based on the index IG), the risk tendency of the driver is determined, and the process proceeds to step S31. The specific risk tendency determination is the same as in the first embodiment.

  In step S31, based on the determination result of the risk tendency (stationary risk tendency) obtained from the data distribution within the long-term setting period and the risk tendency (temporary risk tendency) obtained from the data distribution within the short-term setting period, the driving support method Are output to the temporary non-stop warning unit 12 and the braking support unit 13.

The braking level may be set similarly to the alarm level described in the first embodiment. Also, the timing and intensity of the braking assistance may be set in the same manner as the alarm timing and intensity described in the first embodiment.
In step S32, the temporary non-stop warning unit 12 issues a warning according to the warning level, and the braking support unit 13 provides braking support according to the braking support level.

[Driver risk tendency judgment operation]
When the host vehicle is not approaching the temporary stop intersection, the process of step S21 is repeated.
When the host vehicle approaches the temporary stop intersection, the process proceeds from step S21 to step S22. Time series data V (x) of vehicle speed V and time series data of acceleration G from time t1 when it is determined that the host vehicle approaches the temporary stop intersection to time t2 when it is determined that the vehicle has passed the temporary stop intersection Record G (t).

After time t2, the process proceeds to step S23, and when the minimum vehicle speed Vmin in the intersection approach section is equal to or less than the set value Vs, the vehicle speed integrated value Iv is calculated in step S24. When the minimum vehicle speed Vmin in the intersection approach section is larger than the set value Vs, the vehicle speed integrated value Iv is calculated in step S25.
After calculating the vehicle speed integral value Iv, the maximum deceleration Gmax is calculated in step S26.

  When the vehicle speed integral value Iv and the maximum deceleration Gmax are recorded in the set period, the process proceeds from step S27 → step S28 → step S29 → step S30 → step S31 → step S32. The driver's risk tendency is determined based on the risk prediction ability index IV obtained from the vehicle speed integral value Iv in the set period and the avoidance ability index IG obtained from the maximum deceleration Gmax, and the alarm level and the braking support level corresponding to the risk tendency Is set, the temporary non-stop warning unit 12 issues a warning, and the braking support unit 13 provides braking support.

[Action]
In the second embodiment, the driving support switching unit 11 changes the timing of braking support according to the determined risk tendency.
As a result, braking assistance is provided at an early timing for drivers with a high risk tendency, at a normal timing for drivers with a middle risk tendency, and at a later timing for drivers with a low risk tendency. Braking support can be performed at an appropriate timing.
In the second embodiment, the driving support switching unit 11 changes the strength of the braking support according to the determined risk tendency.
As a result, braking assistance is strong for high-risk drivers, normal for medium-risk drivers, and weak for low-risk drivers. Braking assistance can be performed.

[effect]
(7) The braking support unit 13 is provided to perform braking support in a scene where deceleration or stop is necessary, and the driving support switching unit 11 changes the braking support timing according to the determined risk tendency.
Therefore, braking assistance can be performed at an appropriate timing according to the risk tendency.

(8) The driving support switching unit 11 changes the strength of the braking support in accordance with the determined risk tendency.
Therefore, it is possible to perform braking support with an appropriate strength according to the risk tendency.

Example 3
The driver risk tendency determination device 20 of the third embodiment will be described. In Example 1, only a warning at a stop intersection is given as driving assistance, but in Example 3, braking assistance is also given to give specific driving advice to the driver. The same components as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

[overall structure]
FIG. 10 is a block diagram of the driver risk tendency determination device 20. In the third embodiment, an advice notification unit 15 is added. The advice notification unit 15 gives specific driving advice in accordance with the driving support method command output from the driving support switching unit 11 and the traveling state of the host vehicle in a scene where deceleration or stop is necessary. The advice notification unit 15 uses, for example, a display monitor or a speaker that outputs sound.

[Driver risk tendency judgment process]
FIG. 11 is a flowchart showing the flow of the driver risk tendency determination process executed in the controller 4.

  In step S41, the intersection approach determination unit 6 determines whether the host vehicle has approached the temporarily stopped intersection based on the current position of the host vehicle detected by the vehicle position detection unit 3 and the intersection information in the map database 5. . A specific method is the same as that in the first embodiment. If it is determined that the host vehicle is within the setting range of the temporary stop intersection (Yes), the process proceeds to step S42. If it is determined that the host vehicle is outside the setting range of the temporary stop intersection (No), it is determined that the vehicle is not approaching the temporary stop intersection, and this determination is performed again.

  In step S42, the time prediction data V (x) of the vehicle speed V when the host vehicle enters the temporary stop intersection is recorded in the risk prediction capability index calculation unit 7, and the host vehicle is temporarily stopped at the avoidance capability index calculation unit 8. The time series data G (t) of the acceleration G when entering is recorded, and the process proceeds to step S43. A specific method is the same as that in the first embodiment.

  In step S43, the risk prediction capability index calculation unit 7 records the time series data V (x) of the vehicle speed V from the point x1 at the time t1 when the host vehicle enters the temporary stop intersection to the point x2 at the time t2 when the host vehicle passes. From the above, it is determined whether or not the minimum vehicle speed Vmin in the intersection approach section is equal to or less than the set value Vs. When it is determined that the minimum vehicle speed Vmin is equal to or lower than the set value Vs (Yes), the process proceeds to step S44. If it is determined that the minimum vehicle speed Vmin is greater than the set value Vs (No), the process proceeds to step S45.

  In step S44, the risk prediction capability index calculation unit 7 calculates the integral value Iv (vehicle speed integral value Iv) of the time series data V (x) from the point x1 to the point x2, and the process proceeds to step S46. The calculation method is the same as in the first embodiment.

  In step S45, the risk prediction capability index calculation unit 7 simply calculates the vehicle speed integrated value Iv as the difference between the set value Vs and the minimum vehicle speed Vmin (Iv = Vs-Vmin), and the vehicle speed integrated value Iv is a negative value. And the process proceeds to step S46.

In step S46, the avoidance ability index calculation unit 8 calculates the maximum deceleration Gmax in the temporary stop intersection approach section, and the process proceeds to step S47. The calculation method is the same as in the first embodiment.
In step S47, the index calculation value recording unit 9 stores the vehicle speed integrated value Iv calculated in step S44 or step S45 and the maximum deceleration Gmax calculated in step S46, and the process proceeds to step S48.

The process of step S48 to step S51 is performed in the risk tendency determination unit 10.
In step S48, the vehicle speed integrated value Iv and the maximum deceleration Gmax for the set period recorded in the index calculation value recording unit 9 are extracted, and the process proceeds to step S49. The setting period is the same as in the first embodiment.

  In step S49, 75% as a representative value of the vehicle speed integrated value Iv and the maximum deceleration Gmax of the driver of the host vehicle is calculated from the distribution of the vehicle speed integrated value Iv and the maximum deceleration Gmax for each of the long-term setting period and the short-term setting period. The tile value IV and the 75% tile value IG are extracted, and the process proceeds to step S50. The method for obtaining the 75% tile value IV and the 75% tile value IG is the same as in the first embodiment.

  In step S50, the representative value IV (risk prediction capability index IV) of the vehicle speed integral value Iv and the representative value IG (avoidance capability) of the maximum deceleration Gmax obtained from the data distribution in the long-term setting period and the data distribution in the short-term setting period, respectively. Based on the index IG), the risk tendency of the driver is determined, and the process proceeds to step S51. The specific risk tendency determination is the same as in the first embodiment.

  In step S51, the driving support method is based on the determination result of the risk trend (stationary risk trend) obtained from the data distribution within the long-term setting period and the risk trend (temporary risk trend) obtained from the data distribution within the short-term setting period. The (notification level) command is output to the temporary non-stop warning unit 12 and the advice notification unit 15.

The notification level may be set similarly to the alarm level described in the first embodiment. FIG. 12 is a diagram showing the specification of the notification level. As shown in FIG. 12, the notification level switches the content of specific driving advice. When the notification level is “high”, notification is made to call attention to the risk of encounter accidents in general. When the notification level is “medium”, when there is an obstacle in the blind spot, notification is given for a risk that avoidance is not in time, or notification is given for the risk of a rear-end collision from a subsequent vehicle during sudden braking. When the notification level is “low”, notification that safe driving is being performed, or notification that suspension and safety confirmation are maintained is performed.
In step S52, the temporary non-stop warning unit 12 issues a warning according to the warning level, and the advice notification unit 15 provides advice according to the notification level.

[Driver risk tendency judgment operation]
When the vehicle is not approaching the temporary stop intersection, the process of step S41 is repeated.
When the host vehicle approaches the temporary stop intersection, the process proceeds from step S41 to step S42. Time series data V (x) of vehicle speed V and time series data of acceleration G from time t1 when it is determined that the host vehicle approaches the temporary stop intersection to time t2 when it is determined that the vehicle has passed the temporary stop intersection Record G (t).

After time t2, the process proceeds to step S43, and when the minimum vehicle speed Vmin in the intersection approach section is equal to or lower than the set value Vs, the vehicle speed integrated value Iv is calculated in step S44. When the minimum vehicle speed Vmin in the intersection approach section is larger than the set value Vs, a vehicle speed integrated value Iv is calculated in step S45.
After calculating the vehicle speed integral value Iv, the maximum deceleration Gmax is calculated in step S46.

  When the vehicle speed integral value Iv and the maximum deceleration Gmax are recorded in the set period, the process proceeds from step S47 → step S48 → step S49 → step S50 → step S51 → step S52. The driver's risk tendency is determined based on the risk prediction ability index IV obtained from the vehicle speed integral value Iv in the set period and the avoidance ability index IG obtained from the maximum deceleration Gmax, and the alarm level and notification level corresponding to the risk tendency are determined. The alarm is set by the temporary non-stop warning unit 12 and the driving advice is given by the advice notification unit 15.

[Action]
In the third embodiment, the driving support switching unit 11 changes the advice content to the driver of the braking support according to the determined risk tendency.
As a result, drivers with low risk prediction ability and low avoidance ability are advised to alert them to the risk of encounter accidents when entering the stop intersection, thereby avoiding risk and avoiding risk in advance. Can prepare for action. In addition, drivers with low risk prediction ability but high avoidance ability can recognize that avoidance of risk will not be in time if overconfidence is avoided or that new risk will be generated by avoidance operation. . In addition, it is possible to increase motivation for maintaining safe driving by notifying a driver with high risk prediction ability so as to maintain safe driving. Therefore, appropriate advice can be given according to the risk tendency.

[effect]
(9) The advice notification unit 15 that gives advice to the driver is provided, and the driving support switching unit 11 changes the content of the advice according to the determined risk tendency.
Therefore, appropriate advice can be given according to the risk tendency.

[Other Examples]
As described above, the present invention is not limited to the configuration of the above embodiment, and may have other configurations.
The driver's safe driving determination method may be performed by combining the methods shown in the first to third embodiments.

  In the first to third embodiments, the risk tendency determination unit 10 is installed inside the controller 4 mounted on the vehicle. However, the risk tendency determination unit 10 can be obtained by replacing the index calculation value recording unit 9 with a removable hard disk or the like. Can also be installed outside the vehicle. In this case, the manager can grasp the determination result of the driver's degree of safe driving and use it for the driver's safe driving education.

  Further, the index calculation value recording unit 9 and the risk tendency determination unit 10 can be installed in the data center. In this case, the calculation results of the risk prediction capability index calculation unit 7 and the avoidance capability index calculation unit 8 are transmitted from the vehicle to the data center via the communication means. The determination result of the driver's risk tendency determined by the risk tendency determination unit 10 installed in the data center is transmitted from the data center to the vehicle together with the positioning compared with other drivers through the communication means again.

  The judgment result of the risk tendency and the position compared to other drivers can be notified to the driver himself, but the administrator or data center provides this to the insurance company, setting the insurance rate of the contracted vehicle, It can also be used for discounts.

  The risk prediction ability index and avoidance ability index described in Examples 1 to 3 use Japan's largest driving behavior database provided by the National Institute of Advanced Industrial Science and Technology, and are low-risk groups (there are few accidents and near-misses) Driver), medium risk group (prone to frequent near-miss drivers), and high risk group (drivers with accident experience) have been confirmed. Therefore, it can be said that the vehicle speed integrated value Iv used as the risk prediction ability index is a driving action index related to the likelihood of an unsafe event when entering an intersection. The maximum deceleration Gmax used as an avoidance ability index can be said to be a driving action index for distinguishing between a near-miss situation with another person and a more serious unsafe situation. By grasping these risk trends, appropriate driving support, driver education, risk management, and the like become possible.

1 Vehicle speed detector (travel information detector)
2 Acceleration detector (travel information detector)
7 Risk prediction capability index calculation unit
8 Avoidance ability index calculator
9 Index calculation value recording section
10 Risk trend judgment section
11 Driving support switching part
12 Temporary non-stop alarm section
13 Braking support section
14 Advice notification section

Claims (9)

A travel information detection unit for detecting travel information of the vehicle;
A risk prediction capability index calculation unit that calculates a higher index of the risk prediction capability of the driver as the vehicle speed when approaching and entering the temporary stop intersection is lower based on the travel information;
An avoidance capability index calculation unit that calculates a driver's avoidance capability index higher as the driver's driving operation is an abrupt operation based on the travel information;
An index calculation value recording unit for recording the calculated index of the risk prediction ability and the index of avoidance ability;
Based on the index calculation value of the set period recorded by the index calculation value recording unit, the higher the risk prediction capability index, the lower the driver's risk tendency, and the higher the avoidance capability index A risk tendency determination unit that determines that the driver's risk tendency is low;
A driving support switching unit that switches a driving support method according to the risk tendency determined for each set period;
A driving support apparatus comprising: In the driving support device according to claim 1,
The said risk tendency determination part determines the high risk tendency, the medium risk tendency, and the low risk tendency as the said risk tendency, The driving assistance device characterized by the above-mentioned. In the driving support device according to claim 1 or claim 2,
The said risk tendency determination part sets a some setting period, and determines the steady risk tendency and a temporary risk tendency, The driving assistance device characterized by the above-mentioned. In the driving support device according to any one of claims 1 to 3,
It has a temporary non-stop alarm section that gives an alarm when it is predicted that it will not stop at a temporary stop intersection,
The driving support switching unit is configured to change a temporary non-stop alarm timing according to the determined risk tendency. In the driving support device according to claim 4,
The driving support switching unit changes a temporary non-stop warning intensity according to the determined risk tendency. In the driving support device according to any one of claims 1 to 5,
A braking support unit that provides braking support in situations where deceleration or stopping is required,
The driving support switching unit changes the braking support timing according to the determined risk tendency. In the driving support device according to claim 6,
The driving support switching unit is configured to change the strength of braking support according to the determined risk tendency. In the driving support device according to any one of claims 1 to 7,
Provided with an advice notification section that gives advice to the driver,
The driving support switching unit is characterized in that the content of advice is changed according to the determined risk tendency. In the driving support device according to any one of claims 1 to 8,
The driving support switching unit switches the driving support level from high to low when the steady risk trend determined by the risk trend determination unit changes from a high risk trend to a low risk trend side, A driving assistance device that switches the level of driving assistance from low to high when a typical risk tendency type changes from a low risk tendency to a high risk tendency side.

Images