JP6970273B2 - Driving support system and driving support method - Google Patents

Description

The present invention relates to a driving support system and a driving support method for a driver of a vehicle.

In recent years, a system for supporting the driving of a vehicle has been developed for the purpose of reducing the driving load of the driver. For example, in Patent Document 1, a manually driven vehicle is detected by communicating with a peripheral vehicle, and when the manually driven vehicle exists, the driver of the own vehicle is alerted more than when the manually driven vehicle does not exist. A system that changes the mode of automatic operation is described so as to increase the frequency.

Japanese Unexamined Patent Publication No. 2017-30748

The timing at which the driver of the own vehicle is notified of the alert, etc. from the driving support system should vary depending on the environment around the own vehicle, the state of attention of the driver, and the like. In this respect, in the conventional system as described in Patent Document 1, notification cannot always be performed at an appropriate timing. For example, if the vehicle in front suddenly accelerates and the driver of the own vehicle does not notice it, the rear vehicle may sound a horn if the notification is not made early. .. On the other hand, if the driver of the own vehicle recognizes the movement of the vehicle in front and is about to respond to the notification from the system, the driver may find such notification annoying. ..

Therefore, in view of the above circumstances, it is an object of the present invention to provide a driving support system and a driving support method capable of notifying the driver at an appropriate timing.

The driving support system according to the embodiment of the present invention is a driving support system mounted on the first vehicle, and has a storage unit for storing the timing of notification to be performed to the driver of the first vehicle, and a first. Based on the output value of the first sensor that acquires information on the surrounding objects on the traveling direction side of the vehicle, the first distance between the first vehicle and the vehicle in front of the first vehicle is acquired, and the first Acquires the second distance between the first vehicle and the vehicle behind the first vehicle based on the output value of the second sensor that acquires information on the surrounding objects on the side opposite to the traveling direction of the vehicle. A unit and an adjustment unit that adjusts the timing of the stored notification based on the acquired first and second distances are provided.

The driving support method according to the embodiment of the present invention is a driving support method provided by the driving system to the driver of the first vehicle, and stores the timing of notification given to the driver of the first vehicle. And, based on the output value of the first sensor that acquires the information of the surrounding object on the traveling direction side of the first vehicle, the first distance between the first vehicle and the vehicle in front of the first vehicle is acquired. At the same time, the first vehicle and the vehicle behind the first vehicle are second based on the output value of the second sensor that acquires information on the surrounding objects on the opposite side of the traveling direction of the first vehicle. It includes acquiring the distance and adjusting the timing of the stored notification based on the acquired first and second distances.

In the present specification and the like, the “part” does not simply mean a physical configuration, but also includes a case where the function of the configuration is realized by software. Further, the function of one configuration may be realized by two or more physical configurations, or the function of two or more configurations may be realized by one physical configuration.

According to the driving support system and the driving support method of the present invention, it is possible to notify the driver at an appropriate timing.

It is a schematic diagram which shows the outline of the processing of the driving support system which concerns on one Embodiment. It is a block diagram which shows an example of the structure of the driving support system of FIG. It is a functional block diagram of the control part of the driving support system of FIG. It is a figure which shows an example of the notification timing table stored in the storage part of the driving support system of FIG. It is a table which shows an example of the equilibrium value of the gain of the own driver and the rear driver calculated by the control part of FIG. It is a table which shows an example of the equilibrium value of the gain of the rear driver and the control part calculated by the control part of FIG. It is a table for demonstrating the processing of the control part of FIG. It is a flowchart which shows the process flow of the control part of FIG. It is a flowchart which shows the processing flow of the driving support system of FIG.

Hereinafter, one of the embodiments of the present invention will be described in detail. It should be noted that the following embodiments are examples for explaining the present invention, and the present invention is not limited to the embodiments thereof. Further, the present invention can be modified in various ways as long as it does not deviate from the gist thereof. Further, those skilled in the art can adopt an embodiment in which each element described below is replaced with an equal one, and such an embodiment is also included in the scope of the present invention.

<1. System overview>
FIG. 1 is a diagram schematically showing an outline of processing of the driving support system 1 according to the present embodiment. The driving support system 1 is mounted on a vehicle 10 (an example of a first vehicle). Hereinafter, for convenience of explanation, the vehicle equipped with the driving support system 1 is referred to as the own vehicle 10. The driving support system 1 functions to appropriately maintain the distance between the own vehicle 10 and the other vehicles, the front vehicle A and the rear vehicle B. Specifically, the driving support system 1 monitors the front vehicle A in front of the own vehicle 10 and the rear vehicle B behind the own vehicle 10. Then, using the distances D and d between the own vehicle 10 and the front vehicle A and the rear vehicle B, it is determined whether or not to notify the driver of the own vehicle 10 based on a predetermined algorithm. decide.

If the vehicle A in front suddenly accelerates and the driver of the own vehicle 10 does not notice or is delayed in noticing, the distance D increases, and as a result, the horn (horn) is given to the vehicle B behind. ) May be sounded. On the other hand, when the driver of the own vehicle 10 recognizes the fluctuations of the distances D and d and tries to cope with them, but the driver gives a notification from the driving support system 1, the driver gives such a notification. It can be annoying.

Therefore, when the driver of the own vehicle 10 intends to start the own vehicle 10, the driving support system 1 does not notify before the start timing (that is, the notification is not too early), and The timing of notification is controlled so that the driver of another vehicle notifies before sounding the horn (that is, the notification is not too late). As a result, it is possible to support the driver to drive comfortably.

FIG. 2 is a system configuration diagram of the driving support system 1. The driving support system 1 includes, for example, a control unit 100, a front sensor 201, a DMS (Drive Monitoring System) 202, a rear sensor 203, a vehicle sensor 204, an HMI 205, a brake ECU 206, and a storage device 207 (storage unit). ) And.

The front sensor 201 (an example of the first sensor) acquires information on surrounding objects on the traveling direction side of the own vehicle 10. Specifically, the front sensor 201 detects an object existing in front of the own vehicle 10, for example, a vehicle, a pedestrian, an obstacle (such as a utility pole or a side stone). The front sensor 201 can include an image pickup sensor that captures an image of something existing in front of the own vehicle 10. For example, the front sensor 201 may include an image pickup device such as a mono camera attached to the front portion of the vehicle body of the own vehicle 10 so as to view the front of the vehicle.

The DMS 202 is a sensor that detects the driver's condition. For example, the DMS 202 may be composed of a seat sensor, a camera that captures the upper body of the driver while the driver is sitting in the driver's seat, and the like. Further, it is preferable that the DMS 202 analyzes the movement of the driver's head and eyeball based on the captured image, detects the driver's line-of-sight direction, and outputs the detection result to the control unit 100. As an example, the camera used in the DMS202 is composed of, for example, a CCD image sensor, a CMOS image sensor, or the like.

The rear sensor 203 (an example of the second sensor) acquires information on surrounding objects on the side opposite to the traveling direction of the own vehicle 10. Specifically, the rear sensor 203 detects an object existing behind the own vehicle 10, for example, a vehicle, a pedestrian, an obstacle (such as a utility pole or a side stone). The rear sensor 203 is arranged, for example, in the rear portion of the vehicle body, transmits a signal such as a millimeter wave to the rear of the vehicle, and detects the vehicle or the like behind the vehicle according to the reception state of the reflected wave. The rear sensor 203 is composed of, for example, a millimeter wave sensor, a radar, a rider, or the like. Further, the rear sensor 203 includes a voice sensor and can detect that the rear vehicle has honked the own vehicle 10.

The vehicle sensor 204 (an example of the third sensor) acquires information on the traveling state of the own vehicle 10. Although not shown in the figure, the vehicle sensor 204 is composed of, for example, a vehicle speed sensor, an acceleration sensor, a yaw rate sensor, and the like. The vehicle speed sensor detects the speed of the vehicle. The accelerometer detects, for example, the acceleration of the vehicle in the front-rear direction. The yaw rate sensor detects the rotational angular velocity around the vertical axis of the center of gravity of the vehicle. The vehicle sensor 204 detects the traveling state of the own vehicle 10 (for example, the state of the accelerator) based on the output values from these sensors, and the timing (start) at which the own vehicle 10 starts to close the distance between the vehicle and the vehicle in front. Timing) can be detected.

The HMI (Human Machine Interface) 205 is an interface for inputting / outputting information between the driver or other occupants of the own vehicle 10 and the driving support system 1. For example, the HMI 205 includes a display and a speaker for providing various information to the driver and the like, a microphone for recognizing the driver's voice, and an input device such as a touch panel and operation buttons for the driver to perform an input operation. .. The HMI 205 functions as a notification device that notifies the driver by voice or the like. When a brake drive signal is input from the control unit 100, the brake ECU 206 drives the brake of the own vehicle 10.

The storage device 207 is composed of, for example, a volatile memory, a non-volatile memory, and a hard disk drive (HDD). In the storage device 207, the timing of notification to be performed to the driver of the own vehicle 10 (hereinafter, the one that defines this is referred to as a "notification timing table", and the details thereof will be described later with reference to FIG. 4) and a map. Data, past driving history, etc. are stored. Further, it is preferable that the storage device 207 is registered in advance with information such as the place of manufacture of the own vehicle 10 and the attributes of the driver (nationality, gender, age, driving history, etc.) by the driver or the manufacturer.

The control unit 100 is composed of a microcomputer having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and an I / O (Input / Output). The control unit 100 executes a process corresponding to the computer program by executing the computer program stored in the non-transitional substantive recording medium, and controls the functions and processes described later.

<2. Functional configuration of control unit 100>
As shown in FIG. 3, the control unit 100 has an acquisition unit 101, an adjustment unit 102, and an output unit 103 as functional units. The acquisition unit 101 acquires predetermined parameters based on the output values of various sensors such as the front sensor 201 and the rear sensor 203, and inputs them to the adjustment unit 102. The predetermined parameters are, for example, feature parameters, vehicle parameters, and behavior parameters.

The feature parameters are, for example, the distance between the rear vehicle and the own vehicle 10 (d: the second distance), the distance between the own vehicle 10 and the front vehicle which is the target vehicle (D: the first distance), and the aspect ratio. The change AC of the object and the credibility C of the object can be included. The distance d is acquired based on the output value of the rear sensor 203. The distance D is acquired based on the output value of the front sensor 201.

The amount of change in the aspect ratio AC refers to the amount of change in the ratio of the target vehicle in the image captured by the front sensor 201 (imaging sensor) (that is, the change in the distance D). When the distance D between the target vehicle and the own vehicle 10 changes abruptly, the change amount AC becomes large, and conversely, when the distance D gradually changes, the change amount AC becomes small. The change amount AC is acquired based on the output value of the front sensor 201.

The credibility C of the object represents the probability that the target vehicle will move forward. Credibility C can be calculated (acquired) based on, for example, the output value of the front sensor 201. Specifically, when the target vehicle has a turn signal or is traveling in one of the lanes, the probability of moving forward is low.

The acquisition unit 101 can select a target vehicle (front vehicle) from the vehicles traveling around the own vehicle 10. For example, the acquisition unit 101 may target a vehicle traveling ahead in the same lane as the own vehicle 10 along the traveling direction of the own vehicle 10, or among vehicles traveling in a lane different from the own vehicle 10, the acquisition unit 101 may be a target vehicle. A vehicle that changes lanes in front of the own vehicle 10 toward the same lane as the own vehicle 10 may be the target vehicle.

Next, the vehicle parameters are the speed, acceleration, braking state, etc. of the own vehicle 10. The acquisition unit 101 can acquire vehicle parameters from the vehicle sensor 204 and the brake ECU 206.

In addition, the action parameters include the driver's state, attributes, and the like. The state of the driver is the line of sight of the driver, the movement of the body, the heartbeat, the physique, etc. output from the DMS202. The attributes of the driver are nationality, gender, age, driving tendency based on past driving history (how to get between vehicles, running speed, etc.). The acquisition unit 101 acquires the action parameters related to the driver state from the DMS 202, while the acquisition unit 101 acquires the action parameters related to the driver attributes from the storage device 207. However, the acquisition unit 101 can also acquire the action parameters related to the attributes of the driver by receiving inputs from the driver and the manufacturer of the own vehicle 10.

The output unit 103 outputs a control signal to the HMI 205 to control the output of the broadcast information. The broadcast information is information that urges the driver, for example, to narrow the distance D from the target vehicle.

The adjusting unit 102 controls the timing at which the output unit 103 outputs a control signal to the HMI 205 based on various parameters input from the acquisition unit 101 according to a predetermined model. This model is based on fuzzy logic and is characterized by having a mixed Nash equilibrium of multiple players.

In explaining the processing of the adjusting unit 102 in detail, first, the above-mentioned notification timing table will be described. FIG. 4 is a diagram showing an example of a notification timing table. In the notification timing table, the timing of notification is specified in association with the record in which the input parameter values are combined. In the example of FIG. 4, the parameter values are indicated by the following indicators.
・ Distance d from the vehicle behind: Very close, near, moderate, far, very far ・ Distance D from the target vehicle: Very close, near, moderate, far, very far ・ Change amount AC: Small, medium , Large / Credit C: Low, Average, High

A range of values corresponds to each index of each parameter. For example, in the case of the distance d, the following ranges correspond.
・ Very close: less than 10m ・ Near: 10m or more and less than 25m ・ Moderate: 25m or more and less than 50m ・ Far: 50m or more and less than 70m ・ Very far: 70m or more

It is preferable that the range corresponding to each index is appropriately updated by the behavior parameter and the vehicle parameter. For example, in the vehicle parameters, when the traveling speed of the own vehicle 10 is 80 km, it is conceivable that a range corresponding to an appropriate distance d corresponds to a larger value than when the traveling speed is 40 km. Similarly, when the behavior parameter indicates that the driver has a short driving history, it is conceivable that the range corresponding to the appropriate distance d corresponds to a larger value than that of the driver having a long driving history. ..

Further, in the example of FIG. 4, each value shown in the notification timing column means the following. The number of frames indicates, for example, the video rate of the camera used for the front sensor 201 and the rear sensor 203.
・ VSR (Very Slow Response: very slowly): after 18-24 frames ・ SR (Slow Response: slowly): after 16-20 frames ・ MR (Mid Response: medium): after 12-18 frames ・ HR (High) Response: After 6-12 frames ・ VHR (Very High Response: Very quickly): After 4-6 frames ・ IR (Immediate Response: Immediately): After 1-4 frames

Based on the correspondence between the notification timing and the parameter shown in FIG. 4, the adjusting unit 102 uses the above-mentioned predetermined model to display the notification timing table so that the gain due to the notification is maximized when the notification is actually performed. Tune. Hereinafter, tuning the notification timing table is also simply referred to as "tuning of notification timing" or "adjustment of notification timing".

Here, the meaning of "maximum gain" in the present embodiment will be described. When the adjusting unit 102 tunes the notification timing, the strategy of the driver of the own vehicle 10 (hereinafter, also referred to as “own driver”) and the strategy of the driver of the rear vehicle (hereinafter, also referred to as “rear driver”) are considered. Is. The strategy of the own driver is at what timing the distance D between the own vehicle 10 and the target vehicle is shortened (hereinafter, also referred to as "starting the own vehicle 10"). As an example, it is conceivable that the own driver determines this timing in consideration of parameters such as the distance D to the target vehicle, the amount of change AC, and the credibility C. Typically, the own driver can determine whether or not to start based on whether or not the values of these parameters are within a predetermined range. The range of parameters used for such judgment is referred to as a membership function below.

On the other hand, the strategy of the rear driver is at what timing to honk the own vehicle 10. As an example, it is conceivable that the rear driver determines this timing in consideration of the distance d from the own vehicle 10. The rear driver can also determine whether or not to honk the horn based on whether or not the distance d is within a predetermined range, as in the case of the own driver. That is, in this example, the range of the distance d corresponds to the membership function. In such an example, "maximum gain by notification" means that when the own driver intends to start the own vehicle 10, the notification is not made before the start timing (that is, the notification is too early). (No), and the timing to notify (that is, the notification is not too late) before the rear driver sounds the horn.

In adjusting to the timing at which this gain becomes maximum, the adjusting unit 102 calculates the equilibrium value of the gain in each strategy of the rear driver and the own driver. FIG. 5 is a table showing an example of the equilibrium value of the gain of the own driver and the rear driver calculated by the adjusting unit 102. In each column, (gain of own driver, gain of rear driver) are quantified and shown. In FIG. 5, row A1 means the gains of the own driver and the rear driver when the own driver starts, and row A2 means the gains of the own driver and the rear driver when the own driver does not start. On the other hand, column B1 is the gain of each of the own driver and the rear driver when the rear driver sounds the crush after the notification, and column B2 is the own driver when the rear driver does not sound the crush after the notification. It means the gain of each rear driver.

In FIG. 5, the gain of the own driver is maximized when a scenario of starting (row A1, column B2) occurs before the horn is honked by the rear driver. On the other hand, the gain of the rear driver is maximized when a scenario occurs in which the own driver does not start until the rear driver sounds the horn (row A2, column B1) (however, in this case, the own driver is backward). It is assumed that the vehicle will start if the driver honks.) Here, the probability that the own driver takes the strategy of starting is Ph, and the probability that the rear driver takes the strategy of honking the horn is Pr. Since both the own driver and the rear driver behave so that the expected value is the same regardless of which strategy they take, the following two equations hold.

<Equation related to the expected value of the own driver>
(Gain of own driver in row A1 and column B1) x Pr + (gain of own driver in row A1 and column B2) x (1-Pr) = (gain of own driver in row A2 and column B1) x Pr + (row A2) , Gain of own driver in column B2) × (1-Pr) ・ ・ ・ Equation (1)

<Equation related to the expected value of the rear driver>
(Gain of rear driver in row A1 and column B1) x Ph + (gain of rear driver in row A2 and column B1) x (1-Ph) = (gain of rear driver in row A1 and column B2) x Ph + (gain of row A2) , Gain of rear driver in column B2) × (1-Ph) ... Equation (2)

Next, FIG. 6 is a table showing an example of the equilibrium value of the gain of the rear driver and the control unit 100 calculated by the adjustment unit 102. In each column, (gain of the rear driver, gain of the control unit 100) are quantified and shown. In FIG. 6, row A1 shows the respective gains of the rear driver and the control unit 100 when the rear driver sounds the horn, and row A2 shows the respective gains of the rear driver and the control unit 100 when the rear driver does not honk. Means gain. On the other hand, column B1 means the respective gains of the rear driver and the control unit 100 when performing notification, and column B2 means the respective gains of the rear driver and the control unit 100 when performing notification.

In FIG. 6, the gain of the rear driver is maximized when the scenario of sounding the horn (row A1, column B2) occurs before the notification is performed. On the other hand, the gain of the control unit 100 is maximized when a scenario occurs in which the rear driver does not honk until the notification is performed (row A2, column B1). Here, the probability that the rear driver takes a strategy of sounding the horn is Pr, and the probability that the control unit 100 makes a notification is Pm. Similar to the example of FIG. 5, since both the rear driver and the control unit 100 behave so that the expected values are the same regardless of which strategy they take, the following two equations are established.

<Equation related to the expected value of the rear driver>
(Gain of rear driver in row A1 and column B1) x Pm + (gain of rear driver in row A1 and column B2) x (1-Pm) = (gain of rear driver in row A2 and column B1) x Pm + (gain of row A2) , Gain of rear driver in column B2) × (1-Pm) ・ ・ ・ Equation (3)

<Equation related to the expected value of the control unit 100>
(Gain of control unit 100 in row A1 and column B1) x Pr + (gain of control unit 100 in row A2 and column B1) x (1-Pr) = (gain of control unit 100 in row A1 and column B2) x Pr + (Gain of control unit 100 in row A2 and column B2) × (1-Pr) ... Equation (4)

Here, nine scenarios shown in FIG. 7 can be considered when the relationship with the timing at which the notification is performed is taken into consideration for each strategy that the control unit 100, the own driver, and the rear driver can take. In FIG. 7, the horizontal axis shows the relationship between the rear driver's strategy and the notification timing, and the vertical axis shows the relationship between the own driver's strategy and the notification timing. Further, in each column of FIG. 7, the appropriateness of the notification timing in each scenario, which is obtained based on the equilibrium value and the probability calculated by the adjusting unit 102 based on FIGS. 5 and 6, is "(appropriateness for own driver". , Appropriateness for the rear driver) ”(eg, in scenario 1, (low, low)).

The adjusting unit 102 tunes the notification timing table so that scenario 9 (or scenarios 9, 6, and 8) occurs in the table of FIG. 7. Specifically, the adjusting unit 102 adjusts the range corresponding to the index of the parameter. For example, in the table of FIG. 7, when scenario 4 occurs, it is considered that the notification timing is late. In this case, as an example, it is preferable that the adjusting unit 102 updates the range corresponding to each index of the distance D to a closer distance (that is, the range corresponding to the appropriate index of the distance D is 25 m or more). If it is less than 50 m, the notification timing can be advanced by updating to a closer distance, for example, 10 m or more and less than 30 m). At this time, for example, the adjustment unit 102 may change the adjustment range according to the appropriateness of the notification timing in each scenario. That is, it is conceivable that the adjusting unit 102 adjusts the notification timing significantly when the appropriateness is low or medium, as compared with the case where the appropriateness is high or very high. Further, it is conceivable that the adjusting unit 102 updates the appropriateness of the notification timing in each scenario by giving feedback and recalculating the above-mentioned balance value and probability each time the notification timing table is tuned. This enables more accurate tuning.

It is preferable that the adjusting unit 102 also considers the action parameter and the vehicle parameter when adjusting the notification timing. Further, the tuning of the notification timing table is not limited to the above method, and a method of directly updating the notification timing corresponding to each record may be used.

A specific flow in which the control unit 100 adjusts the notification timing will be described with reference to FIG. After the start of operation, the notification timing table of the tuning state immediately before the engine of the own vehicle 10 is turned off last time is read (S101). Next, when the vehicle is temporarily stopped due to a traffic jam, a traffic light, or the like (S102: YES), the output unit 103 is made to output a control signal so that the HMI 205 executes the notification based on the read notification timing table (S103). .. However, if the own vehicle 10 starts before the notification, the notification is not actually performed.

The adjusting unit 102 determines whether or not the notification timing is appropriate based on the behavior of the own vehicle 10 and the rear vehicle (starting timing and horn timing) when the control signal is output (S104). For example, when the own vehicle 10 starts without receiving notification or horn (scenario 9 in FIG. 7), it is determined that the notification timing is appropriate (S104: YES), and the notification timing is not tuned.

On the other hand, for example, when the horn is sounded by the vehicle behind before the notification is executed by the HMI 205 (scenarios 1, 4, and 7 in FIG. 7), it is determined that the notification timing is late (S104: NO), and the notification timing is determined. Update the table (S105).

The control unit 100 repeatedly executes the processes S102 to S105 until the engine of the own vehicle 10 is stopped. This improves the accuracy of the notification timing.

<3. Flow ＞
An example of the entire processing flow of the driving support system 1 will be described with reference to FIG. 9. While traveling, the front sensor 201 and the rear sensor 203 acquire information on an object around the own vehicle 10 (S201). Next, the acquisition unit 101 extracts information on vehicles around the own vehicle 10 based on the traveling lane of the own vehicle 10 (S202). Here, the vehicle around the own vehicle 10 is, for example, a vehicle traveling in the same lane as the own vehicle 10 or in an adjacent lane.

The acquisition unit 101 determines from the extracted vehicle whether or not there is a vehicle corresponding to the target vehicle (S203). Typically, the target vehicle is a vehicle traveling ahead in the same lane as the own vehicle 10 and is a vehicle immediately before the own vehicle 10. The target vehicle may be a vehicle that is about to interrupt immediately before the own vehicle 10.

When the acquisition unit 101 determines that the vehicle corresponding to the target vehicle is not traveling (S203: NO), the process returns to S201 and information on the object around the own vehicle 10 is acquired again. When the acquisition unit 101 determines that a vehicle corresponding to the target vehicle is running (S203: YES), the acquisition unit 101 acquires the feature parameter, the vehicle parameter, and the action parameter and inputs them to the adjustment unit 102. (S204). Next, the process of updating the above-mentioned notification timing table is executed using FIG. If the notification timing table is not updated in this process (S205: NO), the process returns to S201 and information on the objects around the own vehicle 10 is acquired again. On the other hand, when the notification timing table is updated (S205: YES), the adjustment unit 102 further adjusts the notification timing based on the action parameter and the vehicle parameter (S206).

As described above, the driving support system 1 according to the present embodiment is tuned in consideration of not only the behavior of the own driver but also the behavior of the rear driver when adjusting the notification timing. As a result, when the own driver intends to start the own vehicle 10, the notification is not made before the start timing (that is, the notification is not too early), and before the driver of the other vehicle sounds the horn. Since it is possible to control the timing of notifying (that is, not being too late), it is possible to support the driver to comfortably drive.

1 Driving support system 10 Own vehicle 100 Control unit 101 Acquisition unit 102 Adjustment unit 103 Output unit 107 Storage device 201 Front sensor 202 DMS
203 Rear sensor 204 Vehicle sensor 205 HMI
206 Brake ECU
207 storage device

Claims (9)

It is a driving support system installed in the first vehicle.
A storage unit that stores the timing of notification to the driver of the first vehicle, and
The first distance between the first vehicle and the vehicle in front of the first vehicle is acquired based on the output value of the first sensor that acquires information on the surrounding object on the traveling direction side of the first vehicle. At the same time, the first vehicle and the vehicle behind the first vehicle are second based on the output value of the second sensor that acquires information on the surrounding objects on the side opposite to the traveling direction of the first vehicle. The acquisition unit that acquires the distance of 2 and
An adjusting unit that adjusts the timing of the stored notification based on the acquired first and second distances.
Equipped with
The adjusting unit further adjusts the timing of the stored notification based on the timing when the rear vehicle sounds the horn to the first vehicle, which is detected from the output value of the second sensor. Support system. It is a driving support system installed in the first vehicle.
A storage unit that stores the timing of notification to the driver of the first vehicle, and
The first distance between the first vehicle and the vehicle in front of the first vehicle is acquired based on the output value of the first sensor that acquires information on the surrounding object on the traveling direction side of the first vehicle. At the same time, the first vehicle and the vehicle behind the first vehicle are second based on the output value of the second sensor that acquires information on the surrounding objects on the side opposite to the traveling direction of the first vehicle. The acquisition unit that acquires the distance of 2 and
An adjusting unit that adjusts the timing of the stored notification based on the acquired first and second distances.
Equipped with
The acquisition unit further acquires the accuracy with which the vehicle in front moves forward based on the output value of the first sensor.
The adjusting unit is a driving support system that further adjusts the timing of the stored notification based on the acquired accuracy. It is a driving support system installed in the first vehicle.
A storage unit that stores the timing of notification to the driver of the first vehicle, and
The first distance between the first vehicle and the vehicle in front of the first vehicle is acquired based on the output value of the first sensor that acquires information on the surrounding object on the traveling direction side of the first vehicle. At the same time, the first vehicle and the vehicle behind the first vehicle are second based on the output value of the second sensor that acquires information on the surrounding objects on the side opposite to the traveling direction of the first vehicle. The acquisition unit that acquires the distance of 2 and
An adjusting unit that adjusts the timing of the stored notification based on the acquired first and second distances.
Equipped with
The storage unit stores the attribute information of the driver of the first vehicle.
The adjusting unit is a driving support system that further adjusts the timing of the stored notification based on the stored attribute information. The adjusting unit further adjusts the timing of the stored notification based on the starting timing of the first vehicle detected from the output value of the third sensor that acquires the information on the running state of the first vehicle. , The driving support system according to any one of claims 1 to 3. The first sensor includes an image pickup sensor that images an object around the traveling direction side of the first vehicle.
The acquisition unit further acquires the amount of change in the ratio occupied by the vehicle in front based on the output value of the image pickup sensor.
The driving support system according to any one of claims 1 to 4 , wherein the adjusting unit further adjusts the timing of the stored notification based on the acquired change amount. The vehicles in front include a vehicle traveling in front of the first vehicle in the same lane as the first vehicle, and a vehicle changing lanes in front of the first vehicle toward the same lane. The driving support system according to any one of claims 1 to 5 , which comprises at least one of the above. This is a driving support method provided by the driving system to the driver of the first vehicle.
To store the timing of notification to the driver of the first vehicle, and
The first distance between the first vehicle and the vehicle in front of the first vehicle is acquired based on the output value of the first sensor that acquires information on the surrounding object on the traveling direction side of the first vehicle. At the same time, the first vehicle and the vehicle behind the first vehicle are second based on the output value of the second sensor that acquires information on the surrounding objects on the side opposite to the traveling direction of the first vehicle. To get the distance of 2 and
The stored notification is based on the acquired first and second distances and the timing at which the rear vehicle honks the first vehicle, which is detected from the output value of the second sensor. How to adjust the timing and include. This is a driving support method provided by the driving system to the driver of the first vehicle.
To store the timing of notification to the driver of the first vehicle, and
The first distance between the first vehicle and the vehicle in front of the first vehicle is acquired based on the output value of the first sensor that acquires information on the surrounding object on the traveling direction side of the first vehicle. At the same time, the first vehicle and the vehicle behind the first vehicle are second based on the output value of the second sensor that acquires information on the surrounding objects on the side opposite to the traveling direction of the first vehicle. To get the distance of 2 and
To acquire the accuracy that the vehicle in front moves forward based on the output value of the first sensor.
A method comprising adjusting the timing of the stored notification based on the acquired first and second distances and the acquired accuracy. This is a driving support method provided by the driving system to the driver of the first vehicle.
To store the timing of notification to the driver of the first vehicle and the attribute information of the driver of the first vehicle.
The first distance between the first vehicle and the vehicle in front of the first vehicle is acquired based on the output value of the first sensor that acquires information on the surrounding object on the traveling direction side of the first vehicle. At the same time, the first vehicle and the vehicle behind the first vehicle are second based on the output value of the second sensor that acquires information on the surrounding objects on the side opposite to the traveling direction of the first vehicle. To get the distance of 2 and
A method including adjusting the timing of the stored notification based on the acquired first and second distances and the stored attribute information.

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