JP6413816B2 - Random driving judgment device - Google Patents

Description

  The present invention relates to an abrupt driving determination device that determines a driver's abrupt driving.

  2. Description of the Related Art Conventionally, there is known a technique for determining a casual driving that is a driving in a state of lacking concentration. For example, Patent Document 1 discloses an abrupt driving determination device that sequentially detects a driver's line-of-sight direction from an image captured by a camera that captures a driver's face, and determines the driver's random driving from the distribution of the detected line-of-sight direction. Is disclosed. However, when the apparatus includes a camera, there is a problem that the apparatus becomes expensive.

  On the other hand, Patent Document 2 discloses a technique for determining a rough driving without using a camera. In the technique disclosed in Patent Document 2, the driver's gentle driving is determined using acceleration generated in a direction orthogonal to the traveling direction of the vehicle detected by the acceleration sensor.

JP 2008-243031 A JP-A-6-171393

  However, although the technique disclosed in Patent Document 2 does not require the use of a camera, it has a problem that the driver's casual driving cannot be accurately determined. Details are as follows. In order to detect the acceleration with the acceleration sensor, the trajectory of the vehicle needs to fluctuate greatly. However, in the case of random driving, the trajectory of the vehicle tends to gradually change over a long distance. Therefore, when the acceleration generated in the direction orthogonal to the traveling direction of the vehicle is very small, it cannot be determined that the driving is random even if the random driving occurs.

  The present invention has been made in view of the above-described conventional problems, and an object thereof is to provide an absurd driving determination device that accurately determines a driver's absurd driving without using a camera.

The random driving determination device of the present invention is mounted on a vehicle and is a vehicle orientation calculation unit that sequentially calculates a vehicle orientation based on a Doppler shift amount of a carrier wave that is sequentially received from a positioning satellite by a receiver used in a satellite positioning system ( 13), a straight-direction azimuth specifying unit (15) for sequentially specifying a straight-line azimuth that is a vehicle azimuth when the vehicle is going straight on, and a vehicle azimuth and a straight-ahead direction sequentially calculated by the vehicle azimuth calculation unit Based on the result of integration by the integration processing unit (20) that integrates the difference from the direction of straight travel that is sequentially specified by the direction specifying unit over a plurality of times, the driver of the vehicle driver is determined to make a gentle drive. A casual operation determination unit (21) and a deterioration determination unit (19) that sequentially determines deterioration of the reception state of the carrier wave from the positioning satellite, and the deterioration determination unit determines the deterioration of the reception state of the carrier wave from the positioning satellite. When To is characterized not to perform determination of aimless driving of the driver of the vehicle.

  It is known that the vehicle direction calculated based on the Doppler shift amount of the carrier wave received from the positioning satellite is very accurate compared to the vehicle direction calculated by a sensor such as a gyro sensor. By taking the difference between this highly accurate vehicle direction calculated by the vehicle direction calculation unit and the direction when the vehicle specified by the straight direction direction specifying unit goes straight on the road on which the vehicle is passing, the vehicle direction becomes the road It is possible to determine how much the vehicle is deviating from the straight traveling direction of the vehicle, and it is possible to determine the gentle driving of the vehicle driver based on this displacement. Although this deviation also has an error from the actual deviation, since this error is white noise with Gaussian distribution, this error can be reduced by integration in the integration processing unit. Therefore, even if the camera is not used, it is possible to accurately determine the driving of the driver of the vehicle by the driving determination unit.

2 is a block diagram illustrating an example of a schematic configuration of a driving support system 100. FIG. It is the schematic diagram which showed an example of the driving | running | working locus | trajectory of the vehicle at the time of normal time and a rough driving. 2 is a block diagram illustrating an example of a schematic configuration of a driving support device 1. FIG. 3 is a flowchart illustrating an example of a random driving determination-related process in the driving support device 1;

<Schematic configuration of driving support system 100>
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing an example of a schematic configuration of a driving support system 100 to which the present invention is applied. A driving support system 100 shown in FIG. 1 is mounted on a vehicle A, and includes a driving support device 1, a position detector 2, a rudder angle sensor 6, a map information storage unit 7, a display device 8, and an audio output device. 9 is included. Hereinafter, a vehicle equipped with the driving support system 100 is referred to as a host vehicle.

  The position detector 2 includes a GNSS receiver 3, a gyro sensor 4, and a wheel speed sensor 5, and sequentially detects the current position of the host vehicle. The GNSS receiver 3 is a receiver used in a GNSS (Global Navigation Satellite System), and receives a signal transmitted from a positioning satellite on a radio wave (in other words, a carrier wave) by a GNSS antenna. The position detector 2 measures the current position of the own vehicle (hereinafter, vehicle position) based on the signal received by the GNSS receiver 3. In the present embodiment, as an example, a case where a navigation message transmitted from a GPS satellite on a GPS radio wave is received by the GNSS receiver 3 will be described as an example.

  The gyro sensor 4 detects an angular velocity generated in the own vehicle. As an example, the gyro sensor 4 is a three-axis gyro sensor that detects a change speed of a yaw angle, a roll angle, and a pitch angle. The wheel speed sensor 5 sequentially outputs a pulse signal corresponding to the rotational speed of the rolling wheel of the host vehicle. From the pulse signal output from the wheel speed sensor 5, it is possible to detect the vehicle speed of the host vehicle and the travel distance of the host vehicle.

  The position detector 2 uses a dead reckoning navigation method that estimates the vehicle position based on the pulse signal output from the wheel speed sensor 5 and the yaw angle change speed detected by the gyro sensor 4 (that is, the yaw rate). Perform dead reckoning to complement the positioning results.

  Note that the position detector 2 may be configured not to perform dead reckoning, and in order to further improve the positioning accuracy of the vehicle position, an RTK (Realtime Kinematic) that eliminates an error by radio waves received from an electronic reference point. A configuration using a positioning method such as positioning may be used.

  The steering angle sensor 6 detects the steering angle or the steering angle of the host vehicle. In this embodiment, the case where the steering angle of the own vehicle is detected will be described as an example.

  The map information storage unit 7 is a storage medium that stores map information. The map information includes road information including node data and link data. A link is a link between nodes when each road on the electronic map is divided by a plurality of nodes such as intersections, branches, and joining points. The link data includes link ID, link length, link direction indicating the link direction, node coordinates (latitude / longitude) at the start and end of the link, and road attribute data. The node data is composed of data such as a node ID, node coordinates, node name, and node type. The map information storage unit 7 may be a memory card brought in from the outside of the host vehicle, or may be a storage medium that stores map information downloaded from a server.

  The display device 8 displays text and images according to instructions from the driving support device 1. For example, the display device 8 is capable of full color display and can be configured using a liquid crystal display or the like. The display device 8 may be configured to use a display provided on an instrument panel or the like, or may be configured to use HUD (Head-Up Dispray). The audio output device 9 is composed of a speaker or the like, and outputs audio according to instructions from the driving support device 1.

  The driving support device 1 includes a CPU, a memory such as a ROM and a RAM, an I / O, and a bus for connecting them. By executing a control program stored in the ROM, the driver of the driver of the vehicle can freely drive. Maneuvering determination related processing related to determination is executed. Random driving is driving in a state of lack of concentration, such as snoozing driving. Details of the driving support device 1 will be described later. Note that some or all of the functions performed by the driving support device 1 may be configured in hardware by one or a plurality of ICs.

  The driving support device 1 of the present embodiment is intended to determine an abrupt driving in which the moving amount is so small that the vehicle trajectory gradually moves to the left or right from the state in which the host vehicle is running straight. Here, FIG. 2 is used to show an example of normal operation and random operation. In FIG. 2, A represents the vehicle, and B, C, and D represent the travel locus of the vehicle. As shown in FIG. 2, when the vehicle is normal, the vehicle travels in a straight line around the middle of the travel lane (see B in FIG. 2). Even if the vehicle is shifted to the left or right, the trajectory is corrected immediately and moved to the vicinity of the center (see C in FIG. 2). On the other hand, at the time of a rough driving, the vehicle moves laterally over a long time (see D in FIG. 2). Further, when the vehicle has moved until it crosses the white line, it is returned to the vicinity of the center by the driver's steering operation (see D in FIG. 2).

<Schematic configuration of the driving support device 1>
As shown in FIG. 3, the driving support device 1 includes an execution determination unit 11, a speed vector calculation unit 12, a vehicle direction calculation unit 13, a map matching unit 14, a straight travel direction specifying unit 15, a sample storage unit 16, and a sudden steering detection. A unit 17, a variance calculation unit 18, a deterioration determination unit 19, an integration processing unit 20, a casual driving determination unit 21, and a notification processing unit 22.

  The execution determination unit 11 determines whether or not the rough driving determination related process is performed in the driving support device 1 depending on whether or not the vehicle speed detected from the pulse signal of the wheel speed sensor 5 is equal to or higher than a certain speed. If the execution determining unit 11 determines that the execution is performed, the random driving determination related process is continued, and if it is determined not to be executed, the random driving determination related process is ended.

  The speed vector calculation unit 12 sequentially calculates the current speed vector of the own vehicle from the Doppler shift amount of the carrier that is sequentially received from the positioning satellite by the GNSS receiver 3. This Doppler shift amount is a Doppler shift amount of the carrier frequency due to the relative speed between the positioning satellite and the own vehicle. As an example, a highly accurate velocity vector may be calculated by a method of estimating the velocity of the vehicle with respect to the earth center coordinate system from the GPS Doppler and the satellite velocity obtained by measuring the frequency change caused by the Doppler effect of GPS radio waves. The velocity vector may be a horizontal velocity vector obtained by combining the north velocity and the east velocity.

  Based on the current vehicle speed vector calculated by the speed vector calculation unit 12, the vehicle direction calculation unit 13 sequentially calculates a vehicle direction (hereinafter, actual vehicle direction) corresponding to the current traveling direction of the vehicle. And stored in the sample storage unit 16. As an example, the configuration may be such that the actual vehicle direction is calculated from the speed vector of the host vehicle calculated by the speed vector calculation unit 12 using a trigonometric function.

  In addition, what is necessary is just to set it as the structure which provides and memorize | stores the time stamp which shows the time which calculated the real vehicle azimuth | direction, when memorize | storing real vehicle azimuth | direction in the sample memory | storage part 16. Further, the actual vehicle direction may be based on, for example, north.

  The map matching unit 14 sequentially determines the current position of the vehicle on the map by well-known map matching from the vehicle position sequentially detected by the position detector 2 and the road information stored in the map information storage unit 7. Identify.

  The straight travel direction identifying unit 15 travels straight on the road on which the vehicle is traveling, based on the current position of the vehicle on the map identified by the map matching unit 14 and the road information stored in the map information storage unit 7. In this case, the vehicle direction (hereinafter referred to as “straight direction”) is sequentially identified and stored in the sample storage unit 16. As an example, the straight direction azimuth specifying unit 15 may specify the link direction of the link specified by the map matching unit 14 when the host vehicle is located as the straight direction azimuth.

  In the case where the straight traveling direction is stored in the sample storage unit 16, a time stamp indicating the time when the straight traveling direction is calculated may be added and stored. It is assumed that the azimuth used as a reference for the straight driving azimuth is the same as the reference used for the actual vehicle azimuth calculated by the vehicle azimuth calculation unit 13.

  The sample storage unit 16 is a volatile memory, and temporarily stores the actual vehicle direction sequentially calculated by the vehicle direction calculation unit 13 and the straight direction azimuth sequentially specified by the straight direction azimuth specifying unit 15.

  The sudden steering detection unit 17 detects sudden steering (hereinafter, rapid steering) of the host vehicle from the steering angles sequentially detected by the steering angle sensor 6. As an example, when the amount of change in the steering angle with time exceeds a threshold value, it is only necessary to detect sudden steering of the vehicle. The threshold value is a value that can be said to be sudden steering, and can be arbitrarily set. The rudder angle sensor 6 corresponds to a sensor whose output value changes as the vehicle is steered. In addition, it is good also as a structure using other sensors which an output value changes with steering of vehicles, such as not only the rudder angle sensor 6, but the gyro sensor 4 and an acceleration sensor.

  The variance calculation unit 18 calculates the variance value of the actual vehicle direction stored in the sample storage unit 16. When the sudden steering detection unit 17 detects the sudden steering of the host vehicle, the variance calculation unit 18 sets the variance value for the actual vehicle direction calculated by the vehicle direction calculation unit 13 during the period in which the sudden steering is detected. The variance value is calculated by excluding it from the desired population. As an example, an actual vehicle calculated by the vehicle direction calculation unit 13 during a period in which sudden steering is detected using a time stamp given to the actual vehicle direction from among the actual vehicle directions stored in the sample storage unit 16. What is necessary is just to specify an azimuth | direction.

  The deterioration determination unit 19 sequentially determines the deterioration of the reception state of the carrier wave from the positioning satellite. As an example, the deterioration determination unit 19 determines that the dispersion value of the actual vehicle direction calculated by the dispersion calculation unit 18 is larger than a predetermined value as the deterioration of the reception state of the carrier wave from the positioning satellite. The predetermined value here is a value that can be said to be that the reception state of the carrier wave from the positioning satellite is deteriorated, and can be arbitrarily set. As a cause of the deterioration of the reception state of the carrier wave from the positioning satellite, there is a multipath due to a building or the like.

  The integration processing unit 20 integrates the difference between the actual vehicle direction stored in the sample storage unit 16 and the straight traveling direction stored in the sample storage unit 16 for a certain period, and divides it by the number of samples. What is necessary is just to let the group of the actual vehicle direction and the straight direction at the time of a straight drive | work which calculates | require a difference be what has the time stamp provided at the same timing.

In the present embodiment, as an example, a case where the fixed period is 10 seconds, the actual vehicle direction and the straight traveling direction are obtained every 1 second and stored in the sample storage unit 16 will be described as an example. That is, the case where the number of samples is 10 and the number of integrations is 10 will be described as an example. In this case, for example, an operation according to the following equation (1) may be performed. In the equation (1), f (s) is an azimuth shift with respect to the heading direction of the host vehicle, x is an actual vehicle heading, X is a heading direction, and n is the number of samples.

  Note that this is merely an example, and the actual vehicle direction and the straight heading direction are obtained every 100 msec and stored in the sample storage unit 16, and the number of samples is 100, the number of integrations is 100, and so on. Also good.

  The random driving determination unit 21 determines the random driving of the driver of the own vehicle based on the result obtained by the integration processing unit 20. As an example, based on the fact that the value obtained by the integration processing unit 20 exceeds a certain range for a predetermined number of times, it is determined whether the driver of the own vehicle is driving freely.

  Note that it may be configured to determine the driver's driving indiscriminately based on exceeding a certain range, but based on the fact that the situation exceeding a certain range continues for a predetermined number of times. It is preferable to determine whether the driver of the own vehicle is driving freely because there are fewer erroneous determinations. In addition, the integration processing unit 20 may be configured not to divide the value obtained by integrating the difference between the actual vehicle direction stored in the sample storage unit 16 and the straight direction stored in the sample storage unit 16 by the number of samples. . In this case, the integrated value may be determined to be determined by the driver of the own vehicle based on the fact that the integrated value exceeds a certain range of values different from those described above.

  The notification processing unit 22 causes the display device 8 and the voice output device 9 to perform notification indicating that the driver of the own vehicle is experiencing random driving and improving the random driving.

<Random driving judgment-related processing>
Subsequently, an example of the flow of the random driving determination related process in the driving support device 1 will be described using the flowchart of FIG. 4. The flowchart in FIG. 4 may be configured to start when, for example, the ignition power of the own vehicle is turned on.

  First, in step S1, when the vehicle speed detected from the pulse signal of the wheel speed sensor 5 is equal to or higher than a certain speed (YES in S1), the execution determination unit 11 determines that the rough driving determination related process is performed. Move on to step S2. If the vehicle speed of the host vehicle is less than the predetermined speed (NO in S1), it is determined that the routine driving determination related process is not performed, and the process proceeds to step S8. The constant speed referred to here may be a speed that can be said to be high speed traveling on a highway or the like. This is because an abrupt driving in which the vehicle trajectory gradually moves to the left or right from the state in which the host vehicle is running straight is likely to occur particularly during high-speed driving on an expressway or the like.

  In step S2, if it is the processing timing of the subsequent steps (YES in S2), the process proceeds to step S3. On the other hand, if it is not the processing timing (NO in S2), the process proceeds to step S15. As an example, the processing timing is set to 1 sec in accordance with the frequency of the GPS radio wave.

  In step S3, the speed vector calculation unit 12 calculates the current speed vector of the own vehicle based on the GPS radio wave received from the positioning satellite by the GNSS receiver 3, and the vehicle direction calculation unit based on the calculated speed vector. 13 calculates the actual vehicle direction. The calculated actual vehicle direction is stored in the sample storage unit 16 and is accumulated every time the flowchart of FIG. 4 is repeated.

  In step S4, when sudden steering is detected by the sudden steering detector 17 (YES in S4), the process proceeds to step S5. On the other hand, when the sudden steering is not detected (NO in S4), the process proceeds to step S6.

  In step S5, the variance calculation unit 18 excludes the actual vehicle direction calculated by the vehicle direction calculation unit 13 during the period in which the rapid steering detection unit 17 detects the sudden steering from the population for which the variance value is obtained, Move on to S6.

  In step S <b> 6, the variance calculation unit 18 calculates the variance value of the actual vehicle direction stored in the sample storage unit 16. In addition, when the sample number of the actual vehicle direction memorize | stored in the sample memory | storage part 16 has not reached more than the fixed number suitable for calculating the value of dispersion | distribution, it is good also as a structure which moves to step S15 and repeats a flow. .

  In step S7, when the variance value of the actual vehicle direction calculated by the variance calculation unit 18 is equal to or less than the predetermined value (YES in S7), the process proceeds to step S9. On the other hand, when the variance value of the actual vehicle heading is larger than the predetermined value (NO in S7), the deterioration determining unit 19 determines that the reception state of the carrier wave from the positioning satellite is deteriorated, and step S8. Move on.

  In step S8, the determination of casual driving is stopped, and the process proceeds to step S15. As an example, the storage of the sample such as the actual vehicle direction stored in the sample storage unit 16 is erased, and the processing related to the sudden driving determination is performed again.

  In step S <b> 9, the heading direction specifying unit 15 determines the current position of the host vehicle from the current position of the host vehicle on the map specified by the map matching unit 14 and the road information stored in the map information storage unit 7. Specify the heading when going straight. The specified straight heading direction is stored in the sample storage unit 16 and is accumulated every time the flowchart of FIG. 4 is repeated.

  In step S10, when the number of samples of the set of the actual vehicle direction and the straight direction heading accumulated in the sample storage unit 16 is greater than or equal to a certain number (YES in S10), the process proceeds to step S11. On the other hand, if the number of samples is not a certain value (NO in S10), the process proceeds to step S15. For example, the number of samples may be 10 or more.

  In step S11, the integration processing unit 20 integrates the difference between the actual vehicle direction stored in the sample storage unit 16 and the straight traveling direction stored in the sample storage unit 16 for a certain period, and the number of samples. Performs integral processing to divide. In the example of the present embodiment, it is assumed that the difference between the actual vehicle direction for the latest 10 seconds and the heading direction is integrated and divided by 10 samples.

  In step S12, when the value obtained by the integration processing unit 20 exceeds a certain range (YES in S12), the process proceeds to step S13. On the other hand, if the value obtained by the integration processing unit 20 does not exceed the predetermined range (NO in S12), the process proceeds to step S15. The fixed range mentioned here may be a range of deviation in the vehicle azimuth that cannot be said to be proceeding in the direction along the azimuth when traveling straight, and can be arbitrarily set.

  In step S13, if the situation in which the value obtained by the integration processing unit 20 in S12 exceeds a certain range continues for a predetermined number of times as a result of repeating the flowchart of FIG. 4 (YES in S13), the process proceeds to step S14. On the other hand, if the predetermined number of times has not been reached (NO in S13), the process proceeds to step S15. The predetermined multiple times referred to here are the number of times that the temporary driving direction deviation that occurs even when not in a rough driving is not required to be determined as a rough driving by the rough driving determination unit 21 and is arbitrary. Can be set.

  In step S15, if it is the end timing of the process shown in the flowchart of FIG. 4 (YES in S15), the process shown in the flowchart of FIG. 4 is ended. On the other hand, if it is not the end timing (NO in S15), the process returns to S1 and is repeated. The end timing of the process shown in the flowchart of FIG. 4 includes when the ignition power of the vehicle is turned off.

<Summary>
According to the configuration of the present embodiment, it is possible to determine a simple driving with a small amount of movement such that the vehicle trajectory gradually moves to the left or right from the state in which the host vehicle is running straight. Details are as follows.

An accuracy of about 1 m / 1 km is required as the accuracy in the vehicle width direction for detecting a minute movement amount such that the vehicle trajectory gradually moves to the left or right from the state where the host vehicle is running straight. When this is converted into the vehicle direction, tan ⁻¹ (1 m / 1 km) = 0.0573 deg.

  Here, the accuracy of the vehicle direction calculated based on the Doppler shift amount of the carrier wave received from the positioning satellite by a receiver used in GNSS such as GPS is increased in proportion to the increase in the vehicle speed. It is known to do. Since the driver's trajectory gradually moves to the left or right when the vehicle is running straight, it occurs during high-speed driving on a highway, etc., so the Doppler shift amount of the carrier wave received from the positioning satellite is also reduced. In addition, by calculating the vehicle azimuth, it is possible to obtain the vehicle azimuth during such a rough driving with very high accuracy.

  In general GPS, the accuracy of the vehicle azimuth calculated based on the Doppler shift amount of the carrier wave received from the positioning satellite is about 0.02 deg / sec. This is very accurate compared to the vehicle orientation calculated by a sensor such as a gyro sensor. However, an accuracy of about 0.02 deg / sec is not sufficient to detect a deviation in vehicle orientation of 0.0573 deg.

On the other hand, in this embodiment, focusing on the fact that the error in the vehicle direction calculated based on the Doppler shift amount of the carrier wave received from the positioning satellite is mainly white noise with Gaussian distribution, the integration processing unit This error is reduced by integrating the difference between the actual vehicle direction and the straight direction at 20. Since a vehicle traveling at 100 km / h requires 36 seconds to travel 1 km, if the integration period is 10 seconds as exemplified in the present embodiment, the accuracy of the vehicle orientation is 0.02 / 10 ^{1 / 2} = 0.00063 deg / 10 sec. Thus, sufficient accuracy can be obtained to detect the deviation of the vehicle azimuth in the above-described rough driving. As a result, it is possible to determine that the driving is random even if it is difficult to determine at the initial stage of the rough driving.

  Moreover, according to this embodiment, it is not necessary to use a camera. Therefore, according to the present embodiment, it is possible to accurately determine the driver's casual driving without using a camera.

  In addition, according to the configuration of the present embodiment, the fact that the dispersion value of the actual vehicle direction sequentially calculated by the vehicle direction calculation unit 13 is larger than a predetermined value indicates that the reception state of the carrier wave from the positioning satellite is deteriorated. Judgment is made so as not to make a casual decision. That is, the condition that the value of the variance is equal to or less than a predetermined value is used as a condition for determining the random driving. Therefore, in the situation where the accuracy of the actual vehicle direction is lowered due to the influence of multipath or the like, it is possible to prevent the erroneous determination by not performing the determination of the rough driving.

  In addition, during abrupt driving, there may be a situation in which rapid steering is performed as shown in FIG. If the actual vehicle direction calculated by the vehicle direction calculation unit 13 during such rapid steering is also used to calculate the variance value, the condition below the predetermined value is not satisfied, and the determination of the rough driving is made. There are cases where this is not done. On the other hand, according to the configuration of the present embodiment, for the actual vehicle direction calculated by the vehicle direction calculation unit 13 during the period in which the rapid steering detection unit 17 detects the sudden steering, from the population for which the variance value is obtained. Since it is excluded, it is possible to prevent such erroneous determination.

  In addition, it is good also as a structure determined as a gentle operation when the situation where the result obtained in the integration process part 20 exceeds a predetermined range continues predetermined predetermined times, and when the sudden steering detection part 17 detects sudden steering. .

  Further, the deterioration of the reception state of the carrier wave from the positioning satellite may be determined from DOP (Dilution of Precision) which is a positioning accuracy deterioration coefficient generated by the GNSS receiver 3 or the like.

  The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and the technical means disclosed in different embodiments can be appropriately combined. Such embodiments are also included in the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 Driving assistance device (manage driving determination device), 3 GNSS receiver, 4 Gyro sensor, 13 Vehicle direction calculation unit, 15 Straight direction determination unit, 17 Rapid steering detection unit, 19 Deterioration determination unit, 20 Integration processing unit, 100 Driving support system

Claims (5)

Mounted on the vehicle,
A vehicle azimuth calculating unit (13) for sequentially calculating a vehicle azimuth based on a Doppler shift amount of a carrier wave sequentially received from a positioning satellite by a receiver used in the satellite positioning system;
A straight-direction azimuth specifying unit (15) for sequentially specifying a straight-line azimuth that is a vehicle azimuth when the vehicle is going straight on a passing road;
An integration processing unit (20) that integrates the difference between the vehicle azimuth sequentially calculated by the vehicle azimuth calculating unit and the straight-direction azimuth sequentially specified by the straight-direction azimuth specifying unit over a plurality of times;
Based on the result of integration by the integration processing unit, a rough driving determination unit (21) for determining the rough driving of the driver of the vehicle;
A deterioration determination unit (19) for sequentially determining the deterioration of the reception state of the carrier wave from the positioning satellite ,
The abrupt driving determination device, wherein the deterioration determination unit determines that the reception state of the carrier wave from the positioning satellite is deteriorated, and does not determine the driver of the vehicle . In claim 1,
The integration processing unit divides the value obtained by integrating the difference between the vehicle azimuth sequentially calculated by the vehicle azimuth calculation unit and the straight direction azimuth sequentially specified by the straight direction azimuth specifying unit over a plurality of times, by the number of samples,
The abrupt driving determination unit determines the abrupt driving of the driver of the vehicle based on a value obtained by dividing the value integrated by the integration processing unit by the number of samples exceeding a certain range. A casual driving determination device. In claim 2,
When the value obtained by dividing the value integrated by the integration processing unit by the number of samples exceeds a certain range continues for a predetermined number of times, the random driving determination unit performs the random driving of the driver of the vehicle. An ambiguous driving determination device characterized by determining. In any one of Claims 1-3 ,
The deterioration determining unit determines that the vehicle azimuth variance value sequentially calculated by the vehicle azimuth calculating unit is larger than a predetermined value as a deterioration in a reception state of a carrier wave from the positioning satellite. Driving determination device. In claim 4 ,
A sudden steering detection unit (17) for detecting abrupt steering of the vehicle from an output value of a sensor (4, 6) whose output value changes with steering of the vehicle;
The deterioration determination unit excludes the vehicle direction calculated by the vehicle direction calculation unit during the period in which the sudden steering detection unit detects rapid steering of the vehicle from the population for which the variance value is calculated. A simple driving determination device characterized by.

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