WO2021145367A1

WO2021145367A1 - Road rage detecting system

Info

Publication number: WO2021145367A1
Application number: PCT/JP2021/001004
Authority: WO
Inventors: 堀内　雄一; 匠大塚
Original assignee: アズミー株式会社
Priority date: 2020-01-17
Filing date: 2021-01-14
Publication date: 2021-07-22

Abstract

[Problem] To provide a technology for detecting road rage, with a reduction in the frequency of occurrence of erroneous detection. [Solution] A road rage detecting system (10) installed in a host vehicle (20) includes: a monitoring unit (30, 32) capable of monitoring nearby vehicles; a road rage detecting unit (100) for detecting road rage by a nearby vehicle; a warning unit (70) for issuing a warning if road rage is detected; an influence variable detecting unit (106) for detecting, on the basis of a signal from the monitoring unit, at least one of influence variable (x1) representing the travel environment, influence variable (x2) representing the road environment, influence variable (x3) representing the driving skill of the driver of the host vehicle, influence variable (x4) representing the driving manners of the driver of the host vehicle, and influence variable (x5) representing a sense of intimidation felt by the driver of the nearby vehicle from the host vehicle; a degree of influence calculating unit (104) for calculating a degree of influence provoking road rage, on the basis of the detected influence variable; and a selective activation unit (102) for activating the road rage detecting unit if the degree of influence exceeds a reference value, and not activating the road rage detecting unit if the reference value is not exceeded.

Description

Road rage detection system

The present invention relates to a technique for detecting a tilting operation performed by a nearby vehicle located in the vicinity of the own vehicle while traveling on the driver of the own vehicle, particularly even though the tilting operation does not actually occur. It relates to a technique for reducing the frequency of false detections or false alarms of road rage.

In recent years, as one of the social problems, driving on the road, that is, the driver of a nearby vehicle intimidates the driver of his / her own vehicle by intentionally and abnormally driving the nearby vehicle while driving on the road. Cheating is becoming more serious. On the other hand, in society, various preventive measures against road rage, including strengthening the legal system, are being considered.

Against this background, conventionally, in the own vehicle, the front vehicle (also referred to as "front vehicle" or "preceding vehicle"), the rear vehicle (also referred to as "rear vehicle" or "following vehicle") or Ari, a technology that detects abnormal driving or dangerous driving by the driver of a nearby vehicle (also referred to as "another vehicle" or "peripheral vehicle") that is a side vehicle (also referred to as a "parallel vehicle"). There is already a technology that prompts the driver of the own vehicle to warn and recognize the existence of driving at an early stage, thereby encouraging the driver of the own vehicle to act to deter the promotion of tilting driving.

For example, Patent Document 1 discloses a driving support device. As a plurality of elements mounted on the own vehicle, this driving support device includes a vehicle speed sensor as a sensor for detecting the motion state variable of the own vehicle, a vehicle acceleration sensor, a camera for photographing the rear of the vehicle, and an inter-vehicle distance sensor. It has a radar (for example, a millimeter-wave radar sensor), a display and a speaker as a visual and auditory output device for the driver, and a vehicle control system that automatically controls the behavior of the own vehicle.

This driving support device determines whether or not the following vehicle is driving with respect to its own vehicle. Specifically, from the driving condition of the own vehicle (speed, acceleration, information extracted from the camera image), the traveling condition of the other vehicle (inter-vehicle distance), and the surrounding road environment (congestion degree), the vehicle from the other vehicle Detects tilting operation.

Furthermore, this driving support device quantifies the factors that induce the tilting driving of other vehicles as parameters. In one example of the quantification, the parameter is higher as the vehicle speed of the own vehicle is lower, based on the statistical data that the lower the vehicle speed of the own vehicle, the higher the possibility that the own vehicle will be tilted by the following vehicle. It is set to have a level (ie, to indicate that the factors that induce road rage are strong).

Patent Document 2 discloses a tilting driving detection system. This system makes the driver of the own vehicle who is driving the vehicle aware that the driver of the own vehicle is driving by the front camera and the rear camera, the inter-vehicle distance sensor, and the driver of the own vehicle as multiple elements mounted on the own vehicle. It has a lamp for visually informing the driver of another vehicle that the own vehicle is being driven, and a communication device for notifying the police that a road rage is occurring.

Patent Document 3 discloses a dangerous vehicle detection device. This device has a CCD camera for imaging (front camera and rear camera), a millimeter-wave radar for inter-vehicle distance detection (front radar, rear radar, and side radar) as multiple elements mounted on the own vehicle. It has a steering angle sensor that detects the steering angle of the own vehicle, a yaw rate sensor that detects the yaw rate of the own vehicle, an acceleration sensor that detects the acceleration of the own vehicle, and a vehicle speed sensor that detects the vehicle speed of the own vehicle.

This dangerous vehicle detection device determines whether or not the preceding vehicle or the following vehicle is driving.

Specifically, the traveling lane image and the vehicle image are extracted from the camera image (peripheral image), and the meandering and diagonal line deviation of other vehicles are determined from the images. In addition, the driving state of the driver of another vehicle is monitored from the camera image (for example, an image of a vehicle blinker).

Also, in the camera image, when the lane is photographed, the lane and another vehicle are geometrically compared. In addition, when there is no lane or the lane cannot be photographed in the camera image, the amount of change in the imaging position of another vehicle is estimated from the steering angle and yaw rate of the own vehicle, and the amount of change is used in the camera image. The amount of fluctuation in the left-right direction of other vehicles is offset or reduced.

Patent Document 4 discloses a driving support device. This device has a rear camera and a front camera as a plurality of elements mounted on the own vehicle.

This driving support device determines whether or not the following vehicle is driving. Specifically, either (1) the following vehicle overtook the own vehicle (the same following vehicle was photographed by the rear camera and then by the front camera) (course interruption), or (2) the following vehicle changed lanes. (After the following vehicle was photographed by the rear camera, it was not photographed by the front camera) (Abnormal approach parallel running, Tailgating parallel running), or (3) The following vehicle maintains the inter-vehicle distance from the own vehicle. When (abnormal approach tracking) is performed, it is determined that the following vehicle has tilted.

Patent Document 5 discloses a fanning operation elimination system. This system has a rear camera as a plurality of elements mounted on the own vehicle.

This road rage elimination system consists of short-distance road rage in which the following vehicle closes the distance between vehicles and incites the own vehicle, sudden acceleration in which the following vehicle accelerates rapidly and approaches the own vehicle, and the following vehicle is in front of it. It is possible to detect the staggering and fanning driving of the own vehicle by rocking it from side to side.

Patent Document 6 discloses a danger sign determination device. This device has a camera mounted on its own vehicle. The camera captures a portion of the driver's head and chest of another vehicle.

This danger sign determination device extracts the line of sight, face orientation, blinking, and hand movement of the driver of the own vehicle as feature quantities from the image data acquired by the camera, and based on these feature quantities, the own vehicle Determine the driver's concentration of driving, safety confirmation, risk sensitivity, and the presence or absence of signs of danger.

Japanese Unexamined Patent Publication No. 2006-205773 Utility Model Registration No. 3221891 Japanese Unexamined Patent Publication No. 2007-072641 Japanese Unexamined Patent Publication No. 2018-11892 JP-A-2019-119371 JP-A-2019-079150

According to the above-mentioned plurality of patent documents, the already proposed road rage detection system is based on a monitoring unit (for example, an outside world sensor) that monitors a nearby vehicle relative to its own vehicle and the monitoring result thereof. A tilting driving detection unit that detects the tilting driving by the driver of a nearby vehicle, and when the tilting driving is detected, the driver of the own vehicle is notified audibly and / or visually (or tactilely) of the tilting driving. It may be configured to include a warning section to warn.

However, there are not a few problems of false detection or false alarm in the tilting operation detection unit of the tilting operation detection system. That is, there is a problem that the driver is notified of erroneous information that the road rage is occurring even though the road rage is not actually occurring.

Throughout this application document, the term "vehicle" includes not only automobiles, but also motorcycles and bicycles (with or without a motor), and all types of moving objects that travel on wheels. Is interpreted as a term that means.

Against the background of the circumstances described above, the present invention has been made as an object to provide a technique for detecting driving in a state where the frequency of false detections or false alarms is reduced.

In order to solve the problem, according to the first aspect of the present invention, a tilting driving detection system that detects a tilting operation performed on the own vehicle by a driver of a nearby vehicle located in the vicinity of the own vehicle while driving. And
A monitoring unit that is mounted on the own vehicle and can perform at least one of monitoring the surrounding vehicles including nearby vehicles relative to the own vehicle and monitoring the occupants in the vehicle. When,
By activating the road rage detection program, whether the driver of a nearby vehicle is performing any of a plurality of predetermined types of road rage on the own vehicle based on the monitoring result of the surrounding vehicle by the monitoring unit. A tilting operation detection unit that determines whether or not it is present and thereby detects tilting operation,
A warning unit that is mounted on the own vehicle and issues a warning to the driver of the own vehicle when the tilting operation is detected.
Based on the monitoring result of the monitoring unit, an influence variable indicating the degree of the driving environment of the own vehicle, an influence variable indicating the degree of the road environment of the own vehicle, and an influence variable indicating the degree of the driving skill of the driver of the own vehicle. , At least one of an influence variable indicating the degree of driving manners of the driver of the own vehicle and an influence variable indicating the degree of intimidation received from the own vehicle as a result of the driver of a nearby vehicle visually recognizing the own vehicle. An influence variable detector that detects one and
Based on the detected at least one influence variable, the influence degree calculation unit that calculates the influence degree that induces driving by the driver of a nearby vehicle, and the influence degree calculation unit.
When the calculated degree of influence exceeds the reference value by activating the activation necessity determination program prior to activating the swaying operation detection program by the swaying operation detection unit, the swaying operation detection unit is notified of the swaying operation detection unit. A road rage detection system is provided that includes a road rage detection unit that activates the road rage detection program, but does not start the road rage detection program, and a selective start unit that does not activate the road rage detection program.

Further, according to the second aspect of the present invention, it is a tilting driving detection system that detects a tilting operation performed on the own vehicle by a driver of a nearby vehicle located in the vicinity of the own vehicle while traveling.
A tilting driving detection unit that detects the tilting driving performed by the driver of a nearby vehicle on the own vehicle,
A warning unit that is mounted on the own vehicle and issues a warning to the driver of the own vehicle when the tilting operation is detected.
It is an influence variable detection unit that detects an influence variable indicating the degree of driving skill of the driver of the own vehicle, and the influence variable is the driving frequency of the driver of the own vehicle and the cumulative mileage of the driver of the own vehicle. And one that contains at least one of
Based on the detected influence variable, the influence degree calculation unit that calculates the influence degree that induces driving by the driver of a nearby vehicle, and the influence degree calculation unit.
When the calculated degree of influence exceeds the reference value, both the tilting operation detection unit and the warning unit are activated, but when the calculated influence level exceeds the reference value, at least one of the tilting operation detection unit and the warning unit is not activated. A road rage detection system is provided that includes a selective activation unit.

According to the present invention, the following aspects can be obtained. Each aspect shall be divided into sections, each section shall be numbered, and the numbers of other sections shall be cited as necessary. This is to facilitate understanding of some of the technical features that can be adopted by the present invention and combinations thereof, and the technical features that can be adopted by the present invention and combinations thereof are limited to the following aspects. Should not be interpreted as. That is, it should be interpreted that it is not hindered from appropriately extracting and adopting the technical features described in the present specification as the technical features of the present invention, which are not described in the following aspects.

Furthermore, describing each section in the form of quoting the numbers of the other sections does not necessarily prevent the technical features described in each section from being separated and independent from the technical features described in the other sections. It does not mean, and it should be interpreted that the technical features described in each section can be made independent as appropriate according to their properties.

(1) A tilting driving detection system that detects tilting driving performed on the own vehicle by a driver of a nearby vehicle located near the own vehicle while driving.
A monitoring unit that is mounted on the own vehicle and can perform at least one of monitoring the surrounding vehicles including nearby vehicles relative to the own vehicle and monitoring the occupants in the vehicle. When,
A tilting driving detection unit that detects the tilting driving performed by the driver of a nearby vehicle on the own vehicle,
A warning unit that is mounted on the own vehicle and issues a warning to the driver of the own vehicle when the tilting operation is detected.
Based on the monitoring result of the monitoring unit, an influence variable indicating the degree of the driving environment of the own vehicle, an influence variable indicating the degree of the road environment of the own vehicle, and an influence variable indicating the degree of the driving skill of the driver of the own vehicle. , At least one of an influence variable indicating the degree of driving manners of the driver of the own vehicle and an influence variable indicating the degree of intimidation received from the own vehicle as a result of the driver of a nearby vehicle visually recognizing the own vehicle. An influence variable detector that detects one and
Based on the detected at least one influence variable, the influence degree calculation unit that calculates the influence degree that induces driving by the driver of a nearby vehicle, and the influence degree calculation unit.
When the calculated degree of influence exceeds the reference value, both the tilting operation detection unit and the warning unit are activated, but when the calculated influence level exceeds the reference value, at least one of the tilting operation detection unit and the warning unit is not activated. Road rage detection system including selective starter and.

(2) The monitoring unit includes a camera mounted on the own vehicle and capable of photographing surrounding vehicles.
The tilting operation detection system according to item (1), wherein the tilting operation detection unit detects the tilting operation based on a signal representing a shooting result of the camera.

(3) The camera is at least one of a front camera that captures a front image of the own vehicle, a rear camera that captures a rear image of the own vehicle, and a side camera that captures a side image of the own vehicle. The tilting operation detection system according to item (2) including.

(4) The tilting operation detection system according to any one of (1) to (3), wherein the influence degree calculation unit calculates the influence degree from one influence variable.

(5) The tilting operation detection system according to any one of (1) to (3), wherein the influence degree calculation unit calculates the influence degree as a composite value of a plurality of influence variables.

(6) The influence variable representing the degree of the driving environment includes at least one of the degree of congestion of the traffic condition around the own vehicle and the degree of bad weather around the own vehicle (1) to (5). ) The tilting operation detection system described in any of the items.

(7) The influence variable representing the degree of the road environment includes at least one of the number of lanes in the road on which the own vehicle is traveling and the degree of curvature of the lane in which the own vehicle is traveling (7). The tilting operation detection system according to any one of 1) to (6).

(8) Items (1) to (7) include at least one of the driving frequency of the driver of the own vehicle and the cumulative mileage of the driver of the own vehicle as the influence variable representing the degree of the driving skill. The tilting operation detection system described in any of.

(9) The influence variable indicating the degree of driving manners is at least one of the frequency of passing by the driver of the own vehicle overtaking the surrounding vehicles and the frequency of acceleration and deceleration of the own vehicle by the driver of the own vehicle. The tilting operation detection system according to any one of (1) to (8) including.

(10) The influential variables that indicate the degree of intimidation are the distinction between whether or not the own vehicle is a light vehicle, whether or not the own vehicle is a domestic vehicle, and the fact that the vehicle is on board the own vehicle. The tilting driving detection system according to any one of (1) to (9), which includes at least one of the number of occupants.

(11) The monitoring unit includes an indoor camera mounted on the own vehicle and capable of photographing the occupants in the room of the own vehicle.
Items (1) to (10) include the other occupant number detection unit that detects the number of other occupants riding in the own vehicle based on the signal representing the shooting result of the indoor camera. The tilting operation detection system described in either.

(12) A program executed by the computer of the tilting operation detection system in order to implement the tilting operation detection system according to any one of (1) to (11).

Throughout this specification, the term "program" may be interpreted to mean, for example, a combination of instructions executed by a computer to perform its function, or not only a combination of those instructions, but also each instruction. It can be interpreted to include, but is not limited to, files and data processed according to.

In addition, this program may achieve its intended purpose by being executed by a computer alone, or by being executed by a computer together with other programs. Yes, but not limited to them. In the latter case, the program according to this section may be based on data, but is not limited thereto.

(13) A recording medium on which the program described in item (12) is recorded so that it can be read by a computer.

Throughout the specification, the term "recording medium" can be interpreted to mean various types of recording media, such recording media being magnetic recordings such as, for example, flexible discs. It includes, but is not limited to, media, optical recording media such as CDs and CD-ROMs, magneto-optical recording media such as MOs, and unremovable storage such as ROMs.

(21) A tilting driving detection system that detects tilting driving performed on the own vehicle by a driver of a nearby vehicle located in the vicinity of the own vehicle while driving.
A monitoring unit that is mounted on the own vehicle and can perform at least one of monitoring the surrounding vehicles including nearby vehicles relative to the own vehicle and monitoring the occupants in the vehicle. When,
By activating the road rage detection program, the road rage detection unit determines whether or not the driver of a nearby vehicle performs the road rage on the own vehicle based on the monitoring result of the surrounding vehicle by the monitoring unit.
A warning unit that is mounted on the own vehicle and issues a warning to the driver of the own vehicle when the tilting operation is detected.
Based on the monitoring result of the monitoring unit, an influence variable indicating the degree of the driving environment of the own vehicle, an influence variable indicating the degree of the road environment of the own vehicle, and an influence variable indicating the degree of the driving skill of the driver of the own vehicle. , At least one of an influence variable indicating the degree of driving manners of the driver of the own vehicle and an influence variable indicating the degree of intimidation received from the own vehicle as a result of the driver of a nearby vehicle visually recognizing the own vehicle. An influence variable detector that detects one and
Based on the detected at least one influence variable, the influence degree calculation unit that calculates the influence degree that induces driving by the driver of a nearby vehicle, and the influence degree calculation unit.
When the calculated degree of influence exceeds the reference value by activating the activation necessity determination program prior to activating the tilt operation detection program by the tilt operation detection unit, the tilt operation detection unit is notified of the tilt. The operation detection program is activated and the warning unit is activated, but if the warning unit is not exceeded, at least one of the tilt operation detection program is not activated and the warning unit is not activated is performed. Road rage detection system including a selective starter.

(22) A tilting driving detection system that detects tilting driving performed on the own vehicle by a driver of a nearby vehicle located in the vicinity of the own vehicle while driving.
A tilting driving detection unit that detects the tilting driving performed by the driver of a nearby vehicle on the own vehicle,
A warning unit that is mounted on the own vehicle and issues a warning to the driver of the own vehicle when the tilting operation is detected.
It is an influence variable detection unit that detects an influence variable indicating the degree of driving skill of the driver of the own vehicle, and the influence variable is the driving frequency of the driver of the own vehicle and the cumulative mileage of the driver of the own vehicle. And one that contains at least one of
Based on the detected influence variable, the influence degree calculation unit that calculates the influence degree that induces driving by the driver of a nearby vehicle, and the influence degree calculation unit.
When the calculated degree of influence exceeds the reference value, both the tilting operation detection unit and the warning unit are activated, but when the calculated influence level exceeds the reference value, at least one of the tilting operation detection unit and the warning unit is not activated. Road rage detection system including selective starter and.

(23) A tilting driving detection system that detects tilting driving performed on the own vehicle by a driver of a nearby vehicle located in the vicinity of the own vehicle while driving.
An indoor camera that is mounted on your vehicle and can take pictures of the occupants inside your vehicle,
A tilting driving detection unit that detects the tilting driving performed by the driver of a nearby vehicle on the own vehicle,
A warning unit that is mounted on the own vehicle and issues a warning to the driver of the own vehicle when the tilting operation is detected.
It is an influence variable detection unit that detects an influence variable indicating the degree of intimidation received from the own vehicle as a result of the driver of a nearby vehicle visually recognizing the own vehicle, and the influence variable is on board the own vehicle. The influence variable detection unit includes the number of other occupants, which is the number of other occupants, and the influence variable detection unit includes the other occupant number detection unit that detects the number of other occupants based on the signal representing the shooting result of the indoor camera.
Based on the detected influence variable, the influence degree calculation unit that calculates the influence degree that induces driving by the driver of a nearby vehicle, and the influence degree calculation unit.
When the calculated degree of influence exceeds the reference value, both the tilting operation detection unit and the warning unit are activated, but when the calculated influence level exceeds the reference value, at least one of the tilting operation detection unit and the warning unit is not activated. Road rage detection system including selective starter and.

(24) A tilting driving detection system that detects tilting driving performed on the own vehicle by a driver of a nearby vehicle located in the vicinity of the own vehicle while driving.
A monitoring unit that is mounted on the own vehicle and can perform at least one of monitoring the surrounding vehicles including nearby vehicles relative to the own vehicle and monitoring the occupants in the vehicle. When,
By activating the road rage detection program, whether the driver of a nearby vehicle is performing any of a plurality of predetermined types of road rage on the own vehicle based on the monitoring result of the surrounding vehicle by the monitoring unit. A tilting operation detection unit that determines whether or not it is present and thereby detects tilting operation,
A warning unit that is mounted on the own vehicle and issues a warning to the driver of the own vehicle when the tilting operation is detected.
Based on the monitoring result of the monitoring unit, an influence variable indicating the degree of the driving environment of the own vehicle, an influence variable indicating the degree of the road environment of the own vehicle, and an influence variable indicating the degree of the driving skill of the driver of the own vehicle. , At least one of an influence variable indicating the degree of driving manners of the driver of the own vehicle and an influence variable indicating the degree of intimidation received from the own vehicle as a result of the driver of a nearby vehicle visually recognizing the own vehicle. An influence variable detector that detects one and
Based on the detected at least one influence variable, the influence degree calculation unit that calculates the influence degree that induces driving by the driver of a nearby vehicle, and the influence degree calculation unit.
When the calculated degree of influence exceeds the reference value by activating the activation necessity determination program prior to activating the tilt operation detection program by the tilt operation detection unit, the tilt operation detection unit is notified of the tilt. A tilting operation detection system that includes a selective activation unit that activates the driving detection program but does not activate the tilting operation detection program if the tilting operation detection unit is not exceeded.

FIG. 1 is a perspective view showing a tilting driving detection system according to an exemplary embodiment of the present invention, which is mounted on the own vehicle, together with an exemplary usage environment. FIG. 2 shows the tilting driving detection system shown in FIG. 1 in a functional block diagram of other sensors mounted on the same own vehicle and used together with the tilting driving detection system, and the tilting driving detection system. Calculates the degree of influence y as a composite value of a plurality of influence variables x, and conceptually expresses an algorithm for permitting / prohibiting the road rage detection process using the degree of influence y. FIG. 3 conceptually represents the types of road rage that can be detected by the road rage detection unit shown in FIG. 2 and the types of cameras used to detect each type of road rage, and also represents the above. Conceptually a plan view of the exemplary behavior of a vehicle in front that obstructs the course that can be detected by the road rage detection unit and the exemplary behavior of a vehicle behind that that performs meandering driving that can be detected by the road rage detection unit. show. FIG. 4 is a flowchart conceptually representing an impact degree calculation program executed by the computer of the tilting operation detection system in order for the tilting operation detection system shown in FIG. 1 to calculate the influence degree y. Figure 5 shows in conceptual graph algorithm for calculating the influence variables x ₁ by the execution of the influence degree calculation program shown in FIG. FIG. 6 conceptually graphically represents an algorithm for calculating the _{influence variable x 2} by executing the influence degree calculation program shown in FIG. Figure 7 shows in conceptual graph algorithm for calculating the influence variables x ₃ by the execution of the influence degree calculation program shown in FIG. FIG. 8 conceptually graphically represents an algorithm for calculating the _{influence variable x 4} by executing the influence degree calculation program shown in FIG. FIG. 9 conceptually graphically represents an algorithm for calculating the _{influence variable x 5} by executing the influence degree calculation program shown in FIG. FIG. 10 conceptually represents a start-up necessity determination program executed by the computer of the road rage detection system in order to determine whether or not the selective start unit shown in FIG. 2 should activate the road rage detection unit. It is a flowchart. FIG. 11 is a flowchart conceptually representing a first road rage detection program executed by the computer of the road rage detection system in order for the road rage detection unit shown in FIG. 2 to detect the road rage. FIG. 12 is a flowchart conceptually representing a second road rage detection program executed by the computer of the road rage detection system in order for the road rage detection unit shown in FIG. 2 to detect the road rage.

Hereinafter, a more specific and exemplary embodiment of the present invention will be described in detail with reference to the drawings.

In FIG. 1, a tilting driving detection system (hereinafter, simply referred to as “system”) 10 according to an exemplary embodiment of the present invention, which is mounted on the own vehicle 20, is assumed to be the system 10. It is shown in a perspective view with an exemplary usage environment.

Briefly, the system 10 is configured to detect or estimate the tilting operation performed on the own vehicle 20 by the driver of a nearby vehicle located in the vicinity of the own vehicle 20 while traveling. As shown in FIG. 2, in the environment in which the system 10 operates, in addition to the own vehicle 20, the front vehicle 22 (an example of the "neighborhood vehicle") and the rear vehicle 24 (another example of the "neighborhood vehicle") are also included. exist. The vehicles 20, 22, and 24 are traveling in the same direction in the same one (that is, the traveling lane) in a plurality of traveling lanes on the same road.

As shown in FIGS. 1 and 2, the system 10 has a front camera 30 (an example of the "front camera") and a rear camera 32 (an example of the "rear camera") mounted on the own vehicle 20. The front camera 30 is a camera capable of capturing the front of the own vehicle 20 and its surroundings as a moving image (that is, a series of frame images), while the rear camera 32 captures the rear of the own vehicle 20 and its surroundings as a moving image. It is a possible camera.

In the present embodiment, the front camera 30 and the rear camera 32 both form an example of the "monitoring unit". However, another example of the "monitoring unit" may be only the front camera 30 that captures the front of the own vehicle 20, or only the rear camera 32 that captures the rear of the own vehicle 20. , It may be an omnidirectional camera that captures the omnidirectional image of the own vehicle 20 by itself.

In a typical example, the front camera 30 is mounted on the interior component of the own vehicle 20 at or near the front window, while the rear camera 32 is mounted on the interior component of the own vehicle 20 at or near the rear window. NS.

As shown in FIG. 2, the system 10 further includes a display 40 that displays a front image and a rear image taken by the front camera 30 and the rear camera 32, respectively, on the screen in substantially real time.

As shown in FIG. 2, the system 10 further includes an indoor camera 42 capable of photographing the inside of the own vehicle 20, in particular, another occupant riding in the own vehicle 20. The indoor camera 42 is installed close to the front camera 30, for example, and photographs the occupants seated in the passenger seat and the rear seat of the own vehicle 20 in substantially real time.

As shown in FIG. 2, the system 10 further includes a signal processing unit 44. The signal processing unit 44 is realized by the computer 50. The computer 50 is mainly composed of a processor 52 and a memory 54. Data representing moving images (that is, a series of frame images) taken by the front camera 30 and the rear camera 32, respectively, are stored in the memory 54.

Although two memories 54 are shown in FIG. 2, the first memory 54 means the first memory in which the program and data for detecting the tilt are stored, and the second memory 54 Means a second memory in which data representing moving images taken by the front camera 30 and the rear camera 32 are stored. However, these two types of information may be stored together in the same memory 54.

As shown in FIG. 2, the system 10 further includes an input unit 56 and a battery 58. The input unit 56 is operated by the driver or another person, whereby necessary information is input to the system 10.

The input unit 56 may be a keypad mounted on the system 10 and operated by the driver with a finger, but the input unit 56 has a receiver and receives an information signal from the driver's communication terminal (for example, a smartphone). When transmitted by a short-range wireless system (for example, Bluetooth (registered trademark)), the information signal may be received and information may be acquired from an operator such as a driver.

The battery 58 is an example of a power source that supplies electric energy to the system 10, but the required electric energy may be supplied from a power source of the own vehicle 20 (not shown, for example, a vehicle battery).

As shown in FIG. 2, the system 10 further has a warning unit 70. The warning unit 70 is configured to give a warning to the driver of the own vehicle 20 when the system 10 detects the tilting operation.

Specifically, the warning unit 70 has a buzzer 72 for issuing a warning sound that calls attention to the driver of the own vehicle 20, and a speaker 72 that outputs a warning message by voice to the driver of the own vehicle 20. And a display 40 that outputs a warning message as an image to the driver of the own vehicle 20.

In one example, when the above-mentioned two types of warning messages are both detected when the vehicle in front 22 is driving in a tilted manner, "The driver of the vehicle in front may be driving in a tilted manner. "Please drive carefully." And when the rear vehicle 24 detects the tilting driving, for example, "The driver of the rear vehicle may be driving tilting, so drive more carefully." Please do. "

In this way, if a warning message is created so as to distinguish whether the vehicle in which the tilting driving is detected is the front vehicle 22 or the rear vehicle 24, the driver of the own vehicle 20 performs the tilting driving. It is expected that it will be possible to correct the driving at an early stage while being accurately aware of the position of other vehicles, and as a result, the only way to stop the tilting driving by nearby vehicles at an early stage will be reduced.

Although two displays 40 are shown in FIG. 2, the first display 40 means a first display that outputs a warning message as an image, and the second display 40 is a front display. It means a second display that outputs moving images taken by the camera 30 and the rear camera 32, respectively. However, the two types of information may be displayed on the screen of the same display 40 in two different display areas.

As a hardware configuration of the system 10, as shown in FIG. 1, there are two units (that is, two structures physically independent of each other). The first unit includes a front camera 30, a display 40, an indoor camera 42, a signal processing unit 44, an input unit 56, a battery 58, and a warning unit 70 in a first housing. The second unit is configured by housing the rear camera 32 in the second housing. The second unit is connected to the first unit by wire or wirelessly.

As shown in FIG. 2, the system 10 uses another sensor mounted on the own vehicle 20. Other sensors are operated by the driver to activate an odometer 80 that measures the cumulative mileage of the vehicle 20 and a drive source for the vehicle 20 (eg, an internal combustion engine, an electric motor, or both). It has a vehicle switch sensor 82 that detects on / off of a vehicle switch (not shown). When the drive source of the own vehicle 20 is an internal combustion engine, the vehicle switch is generally referred to as an ignition switch.

Other sensors include a clock (for example, a device that measures time and date) 84, an acceleration sensor 86 that detects the acceleration and deceleration of the own vehicle 20, and a vehicle speed sensor that detects the traveling speed of the own vehicle as the vehicle speed. Has 88 and. Instead of the acceleration sensor 86, it is possible to adopt a program that estimates the acceleration from the speed difference (that is, the speed deviation) between the plurality of vehicle speed detection values sequentially detected by the vehicle speed sensor 88.

As shown in FIG. 2, the signal processing unit 44 includes a road rage detection unit 100, a selective activation unit 102, an influence degree calculation unit 104, and an influence variable detection unit 106.

Briefly, when the tilting driving detection unit 100 is activated, the drivers of the nearby vehicles 22 and 24 will be the own vehicle 20 based on the image signal or the video signal from the front camera 30 and / or the rear camera 32. It is configured to perform a tilting operation detection process for detecting the tilting operation performed on the camera.

Specifically, the tilting driving detection unit 100 activates the tilting driving detection program described later, and the driver of a nearby vehicle determines the own vehicle in advance based on the monitoring result of the peripheral vehicle by the monitoring unit. It is configured to determine whether or not one of the plurality of types of tilting operations is being performed, thereby detecting the tilting operation.

Specifically, when the tilting operation detection unit 100 is activated, it is possible to detect a plurality of types of tilting operation as shown in the table format on the left side of FIG.

The types of the tilting driving are the tilting driving caused by the front vehicle 22 and detected by at least the front camera 30, and the tilting driving caused by the rear vehicle 24 and detected by using at least the rear camera 32. It is classified as what is done.

The types of road rage caused by the front vehicle 22 are classified into the obstruction of the course by the front vehicle 22 and the abnormal approach by the front vehicle 22.

The obstruction of the course by the front vehicle 22 occurs after the vehicle 24 traveling behind the own vehicle 20 suddenly accelerates and overtakes the own vehicle 20, as shown in a schematic plan view in the upper right part of FIG. , It is an act of intimidating the driver of the own vehicle 20 by entering in front of the own vehicle 20 and obstructing the course of the own vehicle 20.

On the other hand, in the abnormal approach by the front vehicle 22 (that is, "front vehicle approach"), the front vehicle 22 traveling in front of the own vehicle 20 intentionally decelerates to reduce the inter-vehicle distance from the own vehicle 20. It is an act of squeezing and approaching the own vehicle 20 abnormally, thereby threatening the driver of the own vehicle 20.

It should be noted that the abnormal approach by the front vehicle 22 does not always occur as a tilting operation by the front vehicle 22, but is caused by a legitimate sudden braking by the driver of the front vehicle 22, or the driver of the own vehicle 20 is inattentive. It may occur when the brake operation timing is delayed due to caution.

The tilting driving detection unit 100 detects these two types of tilting driving by the vehicle in front 22 by using at least the front camera 30.

On the other hand, the types of tilting driving caused by the rear vehicle 24 are classified into meandering driving by the rear vehicle 24 and abnormal approach by the rear vehicle 24.

In the meandering operation by the rear vehicle 24, the rear vehicle 24 meanders immediately behind the own vehicle 20 as shown in a schematic plan view in the lower right part of FIG. 3, whereby the driver of the own vehicle 20 It is an act that threatens.

On the other hand, in the abnormal approach by the rear vehicle 24, the rear vehicle 24 rapidly closes the distance between the vehicle and the own vehicle 20 and approaches the own vehicle 20 abnormally, thereby threatening the driver of the own vehicle 20. It is an act to do.

The tilting driving detection unit 100 detects these two types of tilting driving by the rear vehicle 24 by using at least the rear camera 32.

In addition, the tilting driving detection unit 100 replaces or in addition to at least one of these actions, the rear vehicle 24 closes the distance between the vehicle and the own vehicle 20, and the short distance between the vehicles is reduced. Tracking the own vehicle 20 while maintaining the distance, thereby intimidating the driver of the own vehicle 20, and the rear vehicle 24 deviating from the same traveling lane as the own vehicle 20 and moving to the adjacent traveling lane. After that, the act of the vehicle that was the rear vehicle 24 moving to the side of the own vehicle 20 and the vehicle that was the rear vehicle 24 running in parallel with the own vehicle 20 in that state was adopted as the tilting operation to be detected. You may.

The influence variable detection unit 106 has an influence variable representing the degree of the driving environment of the own vehicle 20 (for example, congestion degree, illuminance, weather) and the degree of the road environment of the own vehicle 20 (for example, the number of lanes, the road width, and the road). The influence variable representing the degree of bending), the influence variable representing the degree of driving skill of the driver of the own vehicle 20 (for example, driving experience, cumulative mileage, driving frequency, acceleration / deceleration frequency), and the driver of the own vehicle 20 Influential variables that represent the degree of driving manners (for example, overtaking frequency, lane change frequency, steering frequency), and the intimidating feeling that the drivers of nearby vehicles 22 and 24 receive from the own vehicle 20 as a result of visually recognizing the own vehicle 20. It is configured to detect at least one of the influence variables that represent the degree.

In the present embodiment, the influence variable detection unit 106 detects the five influence variables x ₁ , x ₂ , x ₃ , x ₄ and x _{5 described} below.

x ₁ : Congestion degree of the road on which the own vehicle 20 is traveling x ₂ : The number of lanes (that is, the number of lanes) on the road on which the own vehicle 20 is traveling
x ₃ : Driving skill of the driver of the _{own vehicle 20 x 4} : Driving manners of the driver of the _{own vehicle 20 x 5} : Intimidating feeling of the own vehicle 20

The influence degree calculation unit 104 is configured to calculate the influence degree y that induces driving by the drivers of the neighboring vehicles 22 and 24 based on the detected at least one influence variable x.

In the present embodiment, the influence degree calculation unit 104 calculates the influence degree y as a composite value of the plurality of (five) influence variables x described above, as conceptually expressed in text at the lower part of FIG.

In FIG. 4, the influence variable detection unit 102 of the system 10 detects a plurality of influence variables x, and the influence degree calculation unit 104 calculates the influence degree y from the influence variables x, which is executed by the computer 50. It is a flowchart which conceptually represents an influence degree calculation program.

As shown in FIG. 4, when the execution of the influence degree calculation program is started, first, in step S401, it is awaited that the vehicle switch is switched from off to on by using the vehicle switch sensor 82. When the vehicle switch is switched on, the front camera 30 and the rear camera 32 are activated in step S402, and the front image and the rear image of the own vehicle 20 are taken.

Subsequently, in step S403, the captured front image and rear image are displayed on the screen of the display 40 in substantially real time.

After that, in step S404, the above-mentioned plurality of influence variables x are detected.

In one example, these influential variables x are defined to have domains in common with each other. In this example, for example, any influence variable x can be defined as a variable having a binary value, defined as a variable having three or more discrete values, and can vary between a lower limit value and an upper limit value. Defined as a variable with continuous values.

Figure 5 is an algorithm for calculating the influence variables x ₁ by the execution of the influence degree calculation program is represented by a conceptually graph.

As described above, the influence variable x ₁ reflects _{the congestion degree b 1 of the} road on which the own vehicle 20 is actually traveling. On the other hand, the congestion b _1, as represented in the graph on the left side of FIG. 5, the rule of thumb, the surroundings of the vehicle 20 between the number a ₁ in the vicinity of vehicles traveling with the vehicle 20 , as its often the number of vehicles a ₁ is the degree of congestion b ₁ relationship that high is established.

Therefore, in this step S404, objects representing other vehicles are extracted from the frame image taken by the front camera 30 at each time in synchronization with each other, and the number m _{1 of} other vehicles is measured and the rear is measured. Objects representing other vehicles are extracted from the frame image captured by the camera 32, and the number m _{2 of} other vehicles is measured. Further, the sum of the measured number m ₁ and m ₂ is calculated as the _{number of vehicles a 1.}

Further, in this step S404, in accordance with what is stored in the memory 54 a predetermined relationship (e.g., approximate proportional relationship) between the number of vehicles a ₁ and congestion degree b _1, the number of vehicles measurement of a ₁ is converted to a value of the congestion degree b _1.

On the other hand, the influence variables x _1, as represented in the graph on the right side of FIG. 5, the rule of thumb, between the congestion degree b _1, the higher the degree of congestion b _1, freedom plurality of neighboring vehicles, respectively The space on the road required to change the behavior (for example, acceleration / deceleration, steering) is reduced, it becomes difficult to make such a behavior change, and it becomes difficult to perform a tilting operation. The relationship that the variable x _{1 decreases is established.}

Therefore, in this step S404, further, according to a predetermined relationship (for example, an approximate inverse proportional relationship) between _{the congestion degree b 1} and the influence variable x _{1 stored in the memory 54.} , The measured value of the congestion degree b ₁ is converted into the value of the _{influence variable x 1.}

It is added, in addition to either or alternative to the congestion degree b _1, it may be used in poor degree of weather around the vehicle 20. The higher the degree of bad weather (that is, the worse the weather, such as heavy rain, heavy fog, heavy snow, snowstorm, short visibility, narrow visibility, and difficult road conditions) the relationship that is less likely to perform driving driver tilt, have between the influence variables x ₁ or influence y.

In other words, when the weather is bad, the driver's vehicle maneuvering is required to be cautious even for normal driving compared to when the weather is good. Carefulness will be required for the driver's vehicle maneuvering, and it is expected that the motivation will be diminished because there is not enough mental and skill margin to drive in a tilted manner.

Further, when referring to the degree of bad weather, the influence variable detection unit 106 may estimate the weather at that time from, for example, an image taken by the front camera 30 or the rear camera 32. , The local weather information at the point where the own vehicle 20 is traveling may be received from the weather server by communicating with an external weather server.

FIG. 6 conceptually shows a graph of an algorithm for calculating the _{influence variable x 2} by executing this influence degree calculation program.

As described above, the influence variable x ₂ reflects the number of lanes (that is, the number of lanes) a _{2 of the road on which the own vehicle 20 is actually traveling.}

Therefore, in this step S404, for each time, the front camera 30 and / or the lane line from the frame image captured by the rear camera 32 (i.e., white) number of lanes a ₂ is extracted objects that represent is measured NS.

On the other hand, as shown in the graph in FIG. 6 _{, the influence variable x 2} changes its behavior freely as the number of lanes a ₂ _{increases with the number of lanes a 2 as a rule of thumb.} Since the space on the road required for (for example, accelerating / decelerating and steering) increases, it becomes easy to make such a behavior change, and it becomes easy to perform a tilting operation, the influence variable x ₂ is set. The relationship of rising is established.

Therefore, in this step S404, further, in accordance with what is stored in the memory 54 a predetermined relationship (e.g., approximate proportional relationship) between the number of lanes a ₂ and influence variables x _2, measurement of number of lanes a ₂ is converted to a value of impact the variable x _2.

It is added, in addition to either or replace the number of lanes a _2, may be used curve of the road on which the vehicle 20 is traveling (or radius of curvature and tortuosity). The road curve degree, the more it is large (i.e., the larger the curvature, the more the radius of curvature is small), the relationship of is less likely to perform driving driver near the vehicle tilt, influence variable x ₂ or influence It has between y.

In other words, when the road is curved, the driver's vehicle maneuvering is required to be cautious even for normal driving compared to when the road is straight. Excessive caution will be required for the driver's vehicle maneuvering, and it is expected that the motivation will be diminished because there is not enough mental and skill margin to drive in a tilted manner.

Figure 7 is an algorithm for calculating the influence variables x ₃ by the execution of the influence degree calculation program is represented by a conceptually graph.

As described above, the influence variable x ₃ reflects _{the driving skill b 3} of the driver of the own vehicle 20. As a rule of thumb, the degree of the driving skill b ₃ _{is the cumulative mileage a 31} of the driver, the driving frequency a ₃₂ (times / continuous driving time or times / week) of the driver, and the driving of the driver. reflecting the acceleration and deceleration of the frequency a _{33 (times} / continuous running distance or times / continuous operation time) carried out inside.

Specifically, as shown in the three graphs at the lower left of FIG. 7, the driving skill b ₃ increases as the cumulative mileage a ₃₁ (km) increases, and the driving frequency a ₃₂ increases. The more the acceleration / deceleration frequency a ₃₃ decreases, the higher the increase. As the driver is unfamiliar, during running, there is a tendency to unwanted acceleration or deceleration increases, therefore, the smaller the acceleration frequency a _33, indicating that the high driving skill b ₃ of the driver.

Therefore, in this step S404, the cumulative mileage a ₃₁ is measured using the odometer 80. Further, one unit time is measured using the clock 84, and the number of transitions from off (end of operation) to on (start of operation) detected by the vehicle switch sensor 82 per unit time is defined as the operation frequency a _32. Be measured. Further, one unit distance is measured using the mileage meter 80, and the number of accelerations / decelerations (that is, acceleration or deceleration above the reference value) of the own vehicle 20 detected by the acceleration sensor 86 per unit distance is It is measured as the acceleration / deceleration frequency a _33.

Further, in this step S404, the measured value of the cumulative traveling distance _{a 31,} the measured value of the operating frequency _{a 32,} the driving skill _{b 3} is calculated as a composite value of a measure of acceleration and deceleration frequency _{a 33.} That is, the driving skill b ₃ is described as a function f in which the measured value of the cumulative mileage a ₃₁ (km), the measured value of the driving frequency a ₃₂ , and the measured value of the acceleration / deceleration frequency a _{33 are input variables, respectively.} It is.

At the top of FIG. 7, an example of an equation describing the function f is shown, which is an equation for calculating the weighted sum. _{Here, the coefficient k 31} multiplied by the measured value of the cumulative mileage a ₃₁ (km) is a positive constant, the _{coefficient k 32} multiplied by the measured value of the _{driving frequency a 32} is also a positive constant, and the acceleration / deceleration frequency a ₃₃ is measured. _{The coefficient k 33} to be multiplied by the value is also a positive constant.

Meanwhile, the influence variables x _3, as represented graphically in the bottom right of FIG. 7, the rule of thumb, between the driving skill b _3, the higher its driving technique b _3, the behavior of the vehicle 20 is because there is less likely to feel uncomfortable to the driver in the vicinity of the vehicle, the impact variable x ₃ is established a relationship of a decrease.

Therefore, in this step S404, further, according to a predetermined relationship (for example, an approximate inverse proportional relationship) between _{the driving skill b 3} and the influence variable x _{3 stored in the memory 54.} , The measured value of the driving skill b ₃ is converted into the value of the _{influence variable x 3.}

Figure 9 is an algorithm for calculating the influence variables x ₄ by the execution of the influence degree calculation program is represented by a conceptually graph.

As described above, the influence variable x ₄ reflects _{the driving manner b 4} of the driver of the own vehicle 20. On the other hand, the driving manners b _4, as represented in the graph on the left side of FIG. 9, the heuristic, the passing frequency a ₄ to the vehicle 20 overtakes the vicinity vehicle _(number / distance traveled or number / operating time) during the relationship that the higher the passing frequency a ₄ are driving manners b ₄ bad is established.

Therefore, in this step S404, an object representing another vehicle is extracted as a target vehicle from the frame image taken by the front camera 30 and / or the rear camera 32 at each time. Further, the traveling locus of the selected target vehicle is measured relative to the own vehicle 20 on, for example, a two-dimensional polar coordinate system.

Further, on the memory 54, the position of the target vehicle and the position of the own vehicle 20 are mapped on the two-dimensional polar coordinate system, respectively, and it is determined whether or not the own vehicle 20 has overtaken the target vehicle. Furthermore, once a unit distance is measured using the odometer 80, the number of times that the overtaking i.e. passing occurs on the per unit distance is measured as a passing frequency a _4.

Further, in this step S404, in accordance with what is stored in the memory 54 a predetermined relationship (e.g., approximate inverse proportional relationship) between the passing frequency a ₄ and driving manners b _4, passing measurement frequency a ₄ is converted to a value of driving manners b _4.

On the other hand, the influence variables x _4, as represented in the graph on the right side of FIG. 8, on the empirical rule, between the driving manners b _4, as its driving manners b ₄ is good, near the behavior of the vehicle 20 is reduces the possibility that upset the driver of the vehicle, since reckless driving is also reduced can occur, influence variable x ₄ is established a relationship of a decrease.

Therefore, in this step S404, further, in accordance with what is stored in the memory 54 a predetermined relationship (e.g., approximate inverse proportional relationship) between the driving manners b ₄ and influence variables x ₄ , measurement of driving manners b ₄ is converted to a value of impact the variable x _4.

It is added, in the present embodiment, the driving manners b ₄ is determined based on the passing frequency a ₄ of the vehicle 20, in place of or in addition to it, based on the frequency of the lane change of the vehicle 20 May be determined. This is because, as a rule of thumb, the higher the passing frequency of the own vehicle 20 and the higher the frequency of lane change, the more cases the damage of the tilting driving is met.

_{In FIG. 9, the algorithm for calculating the influence variable x 5} by executing this influence degree calculation program is conceptually represented in a graph.

When the own vehicle 20 is a light vehicle, is a domestic vehicle, and is not accompanied by another occupant, that is, when the own vehicle 20 gives less intimidation to the driver of a nearby vehicle, the own vehicle When the behavior of 20 makes the driver of a nearby vehicle uncomfortable, the driver of the nearby vehicle looks down on the driver of the own vehicle 20 and resents it, and there is a case where the psychology of trying to revenge by tilting driving works. Not a little observed.

When the feeling of intimidation given to the driver of the nearby vehicle by the own vehicle 20 is strong, it is more likely that the driver of the own vehicle 20 will counterattack against the attack of tilting driving by the nearby vehicle than when it is weak. Since the driver of the vehicle tends to make a prediction, it is expected that the driver of a nearby vehicle will naturally restrain the driving.

Therefore, regardless of the actual behavior of the own vehicle 20, the existence of the own vehicle 20 (for example, factors that cause the intimidating feeling of the own vehicle 20, such as the appearance, size, vehicle type, and number of passengers of the own vehicle 20) itself. It may stimulate the driver of a nearby vehicle and induce road rage.

Therefore, as described above, the influence variable x ₅ reflects the _{intimidating feeling b 5} that the own vehicle 20 psychologically gives to the driver of the nearby vehicle. The extent of the intimidating b ₅ is, on the rule of thumb, lower than when the vehicle 20 is an ordinary motor vehicle in the case of mini-cars, also, than the case of a foreign-made car when the vehicle 20 is in the domestic automobile It is low, and when the number of other occupants of the own vehicle 20 is 0, it is lower than when it is not 0.

Therefore, the intimidating feeling b ₅ _{is a variable a 51} that is 0 when the own vehicle 20 is a light vehicle and 1 in other cases, 0 when the own vehicle 20 is a domestic vehicle, and 0 in other cases. It reflects the _{variable a 52} that becomes 1 and _{the variable a 53} that increases according to the number of other occupants of the own vehicle 20 (that is, the number of occupants other than the driver).

Specifically, as shown in the three graphs at the lower left of FIG. 9, the intimidating feeling b ₅ increases according to the variable a ₅₁ , increases according to the variable a ₅₂ , and also increases. It increases according to the variable a _53.

_{Therefore, in this step S404, the value of the variable a 51} is determined from the information input to the input unit 56 by the driver or another person for the vehicle type of the own vehicle 20, and the driver for the country of origin of the own vehicle 20. _{Alternatively, the value of the variable a 52} is determined from the information input to the input unit 56 by another person, and an object representing another occupant is extracted from the indoor image data taken by the indoor camera 42, and the extracted object is extracted. _{The value of the variable a 53} is measured as the number of occupants, which is the number of objects.

When the own vehicle 20 is a smart speaker (that is, a speaker equipped with AI) and there are a plurality of speakers, each speaker is identified from other speakers by recognizing each voice. Something that has the ability to do so may be installed. In this case, the number of occupants of the own vehicle 20 is set to the value obtained by subtracting 1 from the number of speakers identified by the smart speaker by using the smart speaker instead of the indoor camera 42, in the variable a ₅₃ . The value may be measured. As described above, an example of the "monitoring unit" used by the influence variable detection unit 106 may be an image recognition device such as

cameras

30 and 32, or a voice recognition device such as a smart speaker.

Alternatively, _{the value of the variable a 53} may be determined from the information (for example, the number of passengers) input to the input unit 56 by the driver or another person.

Further, in this step S404, the intimidating feeling b ₅ is calculated as a _{combined value of the measured value of the variable a 51} , the measured value of the variable a ₅₂ , and the measured value of the variable a _53. That is, the intimidating feeling b ₅ is described as a function g in which the measured value of the variable a ₅₁ , the measured value of the variable a ₅₂ , and the measured value of the variable a _{53 are input variables, respectively.}

At the top of FIG. 9, an example of an equation describing the function g is shown, which is an equation for calculating the weighted sum. _{Here, the coefficient k 51} multiplied by the measured value of the variable a ₅₁ is a positive constant, the _{coefficient k 52} multiplied by the measured value of the _{variable a 52} is also a positive constant, and the _{coefficient k 53} multiplied by the measured value of the _{variable a 53} is also It is a positive constant.

Meanwhile, the influence variables x _5, as represented graphically in the bottom right of FIG. 9, the rule of thumb, between the intimidating b _5, the higher its intimidating b _5, the behavior of the vehicle 20 is Since it is unlikely to cause discomfort to the driver of a nearby vehicle, _{the relationship that the influence variable x 5} is reduced is established.

Therefore, in this step S404, further, according to a predetermined relationship (for example, an approximate inverse proportional relationship) between _{the intimidating feeling b 5} and the influence variable x _{5 and stored in the memory 54.} , The measured value of the intimidating feeling b ₅ is converted into the value of the _{influence variable x 5.}

As is clear from the above description, in the present embodiment, the portion of the computer 50 for executing step S404 constitutes the influence variable detection unit 106.

When the five influence variables x _1- x ₅ are detected as described above, then, as shown in FIG. 4, in step S405, the degree of influence y is used as a composite value of the influence _{variables x 1-} x _5. Is calculated. FIG. 2 shows that the degree of influence y is calculated as a simple sum of the influence _{variables x 1 to} x ₅ as an example of the calculation formula. Instead of this, the degree of influence y may be calculated as a weighted sum of _{those influence variables x 1} − x _5. In any case, the calculated influence degree y is stored in the memory 54.

Subsequently, in step S406, it is determined whether or not the vehicle switch is switched from on to off by using the vehicle switch sensor 82. If the vehicle switch remains on, the determination in step S406 becomes NO, and the process returns to step S402. On the other hand, when the vehicle switch is switched off, the determination in step S406 becomes YES, and in step S407, the front camera 30 and the rear camera 32 are stopped, and the front image and the rear image of the own vehicle 20 are taken. finish.

When the calculated influence degree y _{exceeds the reference value y 0} , the selective starting unit 102 activates both the tilting operation detection unit 100 and the warning unit 70, but if it does not exceed, the tilting operation detection unit 100 and the warning It is configured so that at least one of the parts 70 is not activated. This reduces the frequency of false detections and false alarms in road rage.

When the degree of influence y does not exceed the reference value y _0, by adopting a manner which does not start the reckless driving detecting unit 100, since not necessarily warning unit 70 also activates, erroneous detection frequency of reckless driving is reduced NS.

On the other hand, if the degree of influence y _{does not exceed the reference value y 0} , the tilting operation detection unit 100 is activated, but the warning unit 70 is not activated, even if the tilting operation detection unit 100 causes an erroneous detection. Even if it occurs, it is prevented from being known to the driver via the warning unit 70, and eventually, the frequency of false detection of the tilting operation is reduced.

In the present embodiment, as conceptually represented by text at the bottom of FIG. 2, the selective activation unit 102 permits / prohibits the road rage detection process using the _{influence degree y and the reference value y 0.} .. Here, the reference value y ₀ is a default value that cannot be changed by the driver, but may be defined as a variable value that can be changed by the driver using the input unit 56. In any case, the reference value y ₀ is stored in the memory 54.

In FIG. 10, the selective activation unit 102 determines whether or not the tilt operation detection unit 100 (that is, the first tilt operation detection program shown in FIG. 11 and the second tilt operation detection program shown in FIG. 12) should be activated. The start-up necessity determination program executed by the computer 50 is represented by a flowchart conceptually represented.

This activation necessity determination program is repeatedly executed while the vehicle switch is in the ON state. The selective activation unit 102 activates the activation necessity determination program before the tilt operation detection unit 100 activates the first and second tilt operation detection programs.

At each execution of the start necessity determination program, first, in step S1001, the latest influence degree y and the reference value y ₀ are read from the memory 54.

Next, in step S1002, it is determined whether or not the _{degree of influence y is larger than the reference value y 0} (that is, y> y _{0 is satisfied).} This time, _{assuming that y = y 0} or y <y ₀ , the determination is NO, and in step S1003, if the road rage detection process is in the stopped state, it is maintained, or if it is in the executed state, it is maintained. It is then transitioned to a stopped state (ie, stopped).

On the other hand, when the degree of influence y is _{larger than the reference value y 0} , the determination in step S1002 is YES, and subsequently, in step S1004, if the tilting operation detection process is in the execution state, it is maintained or stopped. If it is in a state, it can then be transitioned to the running state (ie, activated).

This activation necessity determination program then returns to step S1001.

FIG. 11 is represented by a flowchart conceptually represented by the first tilting driving detection program executed by the computer 50 to detect the tilting driving by the vehicle in front 22. The activation and stop of the first tilting operation detection program are linked to the determination result of the activation necessity determination program shown in FIG.

When this first tilting operation detection program is activated, first, in step S1101, a series of frame images of moving images taken by the front camera 30 are stored in the memory 54 in association with each time. Specifically, each front camera image signal (for example, two-dimensional pixel data) representing each frame image captured by the front camera 30 is stored in the memory 54 in association with each time.

Next, in step S1102-1105, the front vehicle approach detection process is performed.

Specifically, first, in step S1102, a front camera image signal representing a representative one of the plurality of frame images captured by the front camera 30 is taken in from the memory 54.

Next, in step S1103, predetermined image processing is executed on the captured front camera image signal.

Specifically, based on the front camera image signal, an image representing the vehicle in front 22 is cut out from other parts and extracted as a target image, and image processing on the target image (for example, a geometric feature of an actual target) is performed. The distance Df between the vehicle in front and the vehicle in front 20 is measured by the comparison with the vehicle (perspective projection conversion).

In one example, an image of the license plate is extracted from the target image, the geometrical features of the license plate image are compared with the geometrical features of the actual license plate, and from the comparison result, a projection conversion method or the like is performed. May be used to estimate the distance Df between vehicles ahead. An example of the estimation method is disclosed in Japanese Patent Application Laid-Open No. 2015-215738.

Here, the license plate of a vehicle is an example of an object whose specific absolute dimensions are known or standardized, and as another example, for example, two parallel parts separating both sides of one traveling lane. There are white lines in the book, and the distance between those two white lines is known.

The front inter-vehicle distance Df may be acquired by using the front radar mounted on the own vehicle 20 instead of the front camera 30. Here, the "radar" has a transmitter and a receiver, and the receiver receives a portion of the electromagnetic wave transmitted from the transmitter that is reflected from the object, and the receiver and the object are based on the received signal. Is configured to measure the distance of.

After that, in step S1104, the reference value Df ₀ is read from the memory 54, and it is determined whether or not the measured front-vehicle distance Df is _{shorter than the reference value Df 0.}

If the distance Df between vehicles in front _{is not shorter than the reference value Df 0} , the determination is NO, and the process returns to step S1102. On the other hand, when the distance Df between vehicles ahead _{is shorter than the reference value Df 0} , the determination in step S1104 is YES, and in step S1105, there is a possibility that the front vehicle 22 is performing the tilting operation of approaching the vehicle ahead. Is determined.

After that, in step S1150-1151, the warning unit 70 is activated.

Specifically, first, in step S1150, a warning sound is generated using the buzzer 72. The warning sound may be a warning sound having the same characteristics regardless of the type of detected tilting operation, or may be a warning sound having different characteristics depending on the type of detected tilting operation.

Next, in step S1151, a warning message (a unique icon is also possible) is displayed using the display 40. The warning message may have the same content regardless of the type of detected tilting operation, or may have a different content depending on the type of detected tilting operation.

Subsequently, in step S1106-1109, the road rage detection unit 100 detects the path obstruction.

Specifically, first, in step S1106, the current value of the vehicle speed V is taken in from the vehicle speed sensor 88. Next, in step S1107, it is determined whether or not the current value of the vehicle speed V has decreased from the previous value because the own vehicle 20 is decelerating.

This time, assuming that the own vehicle 20 is not decelerating, the determination becomes NO, and the process returns to step S1102. On the other hand, this time, assuming that the own vehicle 20 is decelerating, the determination in step S1107 is YES, and in step S1108, it is determined whether or not the current value of the front inter-vehicle distance Df does not increase from the previous value. NS. It is determined whether or not the inter-vehicle distance (hereinafter, referred to as "front inter-vehicle distance") Df with the preceding vehicle 22 does not increase despite the deceleration of the own vehicle 20.

This time, assuming that the inter-vehicle distance Df in front has increased due to the deceleration of the own vehicle 20, the determination is NO, and the process returns to step S1102. On the other hand, this time, assuming that the distance Df in front of the vehicle did not increase despite the deceleration of the own vehicle 20, the determination in step S1108 was YES, and in step S1109, the vehicle in front 22 obstructed the course. It is determined that there is a possibility.

After that, in step S1152-1153, the warning unit 70 is activated in the same manner as in step S1150-1151.

As an algorithm for detecting the course obstruction, when the event that the rear vehicle 24 overtakes the own vehicle 20 (the same vehicle is photographed by the rear camera 32 and then photographed by the front camera 30) is detected, the course is detected. Those that determine that interference may have occurred may be adopted.

FIG. 12 is represented by a flowchart conceptually represented by the second tilting driving detection program executed by the computer 50 to detect the tilting driving by the rear vehicle 24. The activation and stop of the second tilting operation detection program are linked to the determination result of the activation necessity determination program shown in FIG.

When the second tilting operation detection program is activated, first, in step S1201, a moving image (a series of frame images) taken by the rear camera 32 is stored in the memory 54 in association with each time in the same manner as in step S1101. Will be done. Specifically, each rear camera image signal representing each frame image captured by the rear camera 32 is stored in the memory 54 in association with each time.

Subsequently, as shown in FIG. 12, the meandering operation detection process is performed in step S1202-1204.

Specifically, first, in step S1202, a rear camera image signal representing a representative one of the plurality of frame images captured by the rear camera 32 is taken in from the memory 54.

Next, in step S1203, two types of predetermined image processing are executed on the captured rear camera image signal.

According to the first image processing, the rear inter-vehicle distance Dr between the rear vehicle 24 and the own vehicle 20 is measured in the same manner as in step S1103 based on the captured rear camera image signal.

The rear inter-vehicle distance Dr may be acquired by using the rear radar mounted on the own vehicle 20 instead of the rear camera 32.

Further, according to the second image processing, the traveling locus of the rear vehicle 24 is detected by using the rear camera 32.

In order to achieve that purpose, in one example, a rear vehicle existing in the rear view of the own vehicle 20 from an image (a series of frame images associated with each time) taken by the rear camera 32. 24 is identified as the target.

Further, the position of the identified target (eg, the representative point assigned to the target) is estimated two-dimensionally from moment to moment in plan view, whereby the rear vehicle 24 is tracked and the rear vehicle 24-2. The change in the dimensional position is estimated as the traveling locus.

Here, the positions of the identified targets are the distance (radius) r from the own vehicle 20 (for example, the front camera 30) and the angle (azimuth) θ separated from the traveling direction of the own vehicle 20 in a plan view. It may be estimated from moment to moment on the two-dimensional polar coordinate system defined by.

The two-dimensional polar coordinate system may be defined so as to have the position of the rear camera 32 as the origin, for example. The distance d estimated at the time when the angle θ is 0 degrees means the inter-vehicle distance (hereinafter, referred to as “rear inter-vehicle distance”) Dr between the rear vehicle 24 and the own vehicle 20. This distance d is measured by paying attention to the license plate of the rear vehicle 24 in the same manner as the above-mentioned rear-vehicle distance Dr, regardless of whether or not the direction in which the distance d extends coincides with the traveling direction of the own vehicle 20. NS.

After that, in step S1204, it is determined whether or not the travel locus of the detected rear vehicle 24 indicates meandering driving.

If the rear vehicle 24 is not meandering, the determination is NO and the process returns to step S1202. On the other hand, when the rear vehicle 24 is meandering, the determination in step S1204 is YES, and in step S1205, the rear vehicle 24 may be driving in a meandering manner. It is judged.

After that, in step S1250-1251, the warning unit 70 is activated in the same manner as in step S1150-1151.

Subsequently, in step S1206-1207, the rear vehicle approach detection process is performed.

Specifically, first, in step S1206, the reference value Dr ₀ is read from the memory 54, and further, it is determined whether or not the latest value of the rear vehicle distance Dr measured in step S1203 is _{shorter than the reference value Dr 0.} NS.

If the distance between vehicles behind _{is not shorter than the reference value Dr 0} , the determination is NO, and the process returns to step S1202. On the other hand, when the rear vehicle distance Dr is _{shorter than the reference value Dr 0} , the determination in step S1206 is YES, and in step S1207, there is a possibility that the rear vehicle 24 is performing the tilting operation of approaching the rear vehicle. Is determined.

After that, in step S1252-1253, the warning unit 70 is activated.

As is clear from the above description, in the present embodiment, for convenience of explanation, the portion of the computer 50 in the impact calculation program shown in FIG. 4 that mainly executes steps S402-404 is "influence variable detection". A part of the same influence calculation program that mainly executes step S405 constitutes a part 106 ”and a part of the same influence calculation program that mainly executes step S405.

Further, for convenience of explanation, the portion of the computer 50 that executes the activation necessity determination program in FIG. 10 constitutes the "selective activation unit 102".

Further, for convenience of explanation, the parts of the computer 50 that execute the first and second tilting operation detection programs shown in FIGS. 11 and 12, respectively, form the "tilt operation detection unit 100" jointly with each other. ..

Further, in the present embodiment, a selective activation unit 102 that substantially functions as a switch of the tilt operation detection unit 100 is added to the tilt operation detection unit 100, that is, the tilt operation detection unit 100 and the selective activation unit 100 are selectively activated. The unit 102 and the unit 102 coexist in series.

As a result, in the present embodiment, both the pre-filter executed by the selective activation unit 102 and the actual filter executed by the road rage detection unit 100, that is, the two-stage filter in series is passed. Road rage is detected only when the AND condition is satisfied.

Further, according to the present embodiment, the current tilting operation detection system in which the tilting operation detection program is implemented is simply required to start a new work without substantially changing the specifications of the tilting operation detection program. By simply additionally implementing the judgment program in the current road rage detection system, an improved road rage detection system is completed, which makes it possible to reduce false detections and warnings of road rage.

Further, according to the present embodiment, it is possible to modularize the start-up necessity determination program for the pre-filter and the tilt operation detection program for the actual filter, respectively.

Therefore, according to the present embodiment, the start-up necessity determination program is designed in common for a plurality of vehicle types, whereas the tilting driving detection program can be individually designed for a plurality of vehicle types, and the system design can be performed. Efficiency is improved.

Further, according to the present embodiment, it is possible to execute the start-up necessity determination program and the road rage detection program in substantially parallel manner (for example, to be executed by different processors). In this case, the repetition cycle of the program (tilt operation) is higher than when the start-up necessity determination program and the tilt operation detection program are combined and executed as one comprehensive program, that is, when the de facto serial processing is performed. The effect of shortening the detection cycle) and facilitating real-time detection of road rage can also be obtained. That is, it is possible to increase the speed of detecting the tilting operation.

Further, according to the present embodiment, every time the start-up necessity determination program is executed once and the start-up necessity determination is made, the road rage detection program is executed once until the stop-necessity determination is made at the next execution. In this case, the repetition cycle T1 of the start-up necessity determination program and the repetition cycle T2 of the road rage detection program coincide with each other.

On the other hand, as a modification, the repetition cycle T1 of the start-up necessity determination program is set longer than the repetition cycle T2 of the tilting operation detection program, so that the start-up necessity determination program is executed once to determine the start-up necessity. It is possible to execute the tilting operation detection program a plurality of times until the stop necessity determination is issued at the next execution. According to this example, the total number of executions of the start necessity determination program is reduced, thereby reducing the processing load on the processor.

In addition, in the present embodiment, the sensor or monitoring unit used by the road rage detection unit 100, and the sensor or monitoring unit used by the influence variable detection unit 106, the influence degree calculation unit 104, and the selective activation unit 102. However, although they are common to each other in that they include a combination of the front camera 30 and the rear camera 32, the sensor used by the road rage detection unit 100 and the sensor used by the selective activation unit 102 are different from each other. The invention may be carried out.

However, the method in which the tilting driving detection unit 100 uses the monitoring units such as the

cameras

30 and 32 focuses on a specific vehicle among a plurality of nearby vehicles, specifically, a specific vehicle such as a front vehicle 22 or a rear vehicle 24. On the other hand, the method of using the monitoring units such as the

cameras

30 and 32 by the influence variable detection unit 106, the influence degree calculation unit 104, and the selective activation unit 102 is to achieve a predetermined purpose. The unspecified vehicles are different from each other, such that the vehicle achieves a predetermined purpose by paying attention to whether it is a front vehicle 22 or a rear vehicle 24 or a non-specific vehicle.

That is, the monitoring unit used by the road rage detection unit 100 monitors a specific vehicle among a plurality of nearby vehicles, specifically, a specific vehicle such as a front vehicle 22 or a rear vehicle 24, separately from other vehicles. On the other hand, the monitoring unit used by the influence variable detection unit 106, the influence degree calculation unit 104, and the selective activation unit 102 selects an unspecified one among a plurality of nearby vehicles as the front vehicle 22 or It is configured to monitor indiscriminately without distinguishing between the rear vehicle 24 and other vehicles 24.

Further, in the present embodiment, the tilting operation detection unit 100, the selective activation unit 102, the influence degree calculation unit 104, and the influence variable detection unit 106 are all mounted on the own vehicle 20, but these elements are added. At least one of them is realized by a computer in a communication device (for example, a mobile communication terminal such as a smartphone) used by the driver of the own vehicle 20, or an external communication device capable of communicating with the in-vehicle communication device of the own vehicle 20. The present invention may be implemented in a mode realized by an external server capable of communicating with the communication device of the server or the driver of the own vehicle 20.

Further, in the present embodiment, the condition that the tilting operation detection unit 100 determines the success or failure in order to detect the tilting operation and the success or failure in order for the selective starting unit 102 to activate the tilting operation detecting unit 100 The conditions for determining the presence or absence of are different from each other. The former condition is set from the viewpoint of whether or not a cause that is supposed to induce driving by the driver of another vehicle actually occurs, while the latter condition is set by the driver of another vehicle. It is set from the viewpoint of whether or not the road rage actually occurred. Therefore, those conditions do not match each other.

To further extend this, in the present embodiment, the tilting operation detection unit 100 determines whether or not the other vehicle is performing any of a plurality of predetermined types of tilting operation. One that acts as a unit and the selective activation unit 102 that acts as a pre-determination unit that determines whether or not the degree of influence that induces road rage on the driver of a nearby vehicle exceeds the reference value. They are provided so that they are executed in chronological order in their order.

Here, the "production determination unit" determines the presence or absence of a result event of the tilting operation, whereas the "preliminary determination unit" determines the presence or absence of the causal event of the triggering reason of the tilting operation.

Then, according to the present embodiment, if a causal event for the tilting operation exists, the "tilting operation detection unit" is activated, and thereby, for the first time at this point, the presence or absence of the result event of the tilting operation is determined.

Therefore, here, the "preliminary judgment unit" functions as a screening function for the "production judgment unit" to remove in advance events that are unlikely to cause road rage.

As described above, some of the exemplary embodiments of the present invention have been described in detail with reference to the drawings, but these are examples, and those skilled in the art, including the embodiments described in the [Summary of Invention] column. It is possible to carry out the present invention in other forms with various modifications and improvements based on knowledge.

Claims

It is a tilting driving detection system that detects the tilting driving performed on the own vehicle by the driver of a nearby vehicle located near the own vehicle while driving.
A monitoring unit that is mounted on the own vehicle and can perform at least one of monitoring the surrounding vehicles including nearby vehicles relative to the own vehicle and monitoring the occupants in the vehicle. When,
By activating the road rage detection program, whether the driver of a nearby vehicle is performing any of a plurality of predetermined types of road rage on the own vehicle based on the monitoring result of the surrounding vehicle by the monitoring unit. A tilting operation detection unit that determines whether or not it is present and thereby detects tilting operation,
A warning unit that is mounted on the own vehicle and issues a warning to the driver of the own vehicle when the tilting operation is detected.
Based on the monitoring result of the monitoring unit, an influence variable indicating the degree of the driving environment of the own vehicle, an influence variable indicating the degree of the road environment of the own vehicle, and an influence variable indicating the degree of the driving skill of the driver of the own vehicle. , At least one of an influence variable indicating the degree of driving manners of the driver of the own vehicle and an influence variable indicating the degree of intimidation received from the own vehicle as a result of the driver of a nearby vehicle visually recognizing the own vehicle. An influence variable detector that detects one and
Based on the detected at least one influence variable, the influence degree calculation unit that calculates the influence degree that induces driving by the driver of a nearby vehicle, and the influence degree calculation unit.
When the calculated degree of influence exceeds the reference value by activating the activation necessity determination program prior to activating the tilt operation detection program by the tilt operation detection unit, the tilt operation detection unit is notified of the tilt. A tilting operation detection system that includes a selective activation unit that activates the driving detection program but does not activate the tilting operation detection program if the tilting operation detection unit is not exceeded.
The monitoring unit includes a camera mounted on the own vehicle and capable of photographing surrounding vehicles.
The tilting operation detection system according to claim 1, wherein the tilting operation detection unit detects the tilting operation based on a signal representing a shooting result of the camera.
The camera includes at least one of a front camera that captures a front image of the own vehicle, a rear camera that captures a rear image of the own vehicle, and a side camera that captures a side image of the own vehicle. The tilting operation detection system according to Item 2.
The tilting operation detection system according to any one of claims 1 to 3, wherein the influence degree calculation unit calculates the influence degree from one influence variable.
The tilting operation detection system according to any one of claims 1 to 3, wherein the influence degree calculation unit calculates the influence degree as a composite value of a plurality of influence variables.
The influence variable representing the degree of the driving environment is any one of claims 1 to 5, which includes at least one of the degree of congestion of the traffic condition around the own vehicle and the degree of bad weather around the own vehicle. The described tilting operation detection system.
The influence variable representing the degree of the road environment includes at least one of the number of lanes in the road on which the own vehicle is traveling and the degree of curvature of the lane in which the own vehicle is traveling. The tilting operation detection system according to any one of 6.
It is a tilting driving detection system that detects the tilting driving performed on the own vehicle by the driver of a nearby vehicle located near the own vehicle while driving.
A tilting driving detection unit that detects the tilting driving performed by the driver of a nearby vehicle on the own vehicle,
A warning unit that is mounted on the own vehicle and issues a warning to the driver of the own vehicle when the tilting operation is detected.
It is an influence variable detection unit that detects an influence variable indicating the degree of driving skill of the driver of the own vehicle, and the influence variable is the driving frequency of the driver of the own vehicle and the cumulative mileage of the driver of the own vehicle. And one that contains at least one of
Based on the detected influence variable, the influence degree calculation unit that calculates the influence degree that induces driving by the driver of a nearby vehicle, and the influence degree calculation unit.
When the calculated degree of influence exceeds the reference value, both the tilting operation detection unit and the warning unit are activated, but when the calculated influence level exceeds the reference value, at least one of the tilting operation detection unit and the warning unit is not activated. Road rage detection system including selective starter and.
A claim that the influence variable representing the degree of driving manners includes at least one of a frequency of passing by the driver of the own vehicle overtaking a neighboring vehicle and a frequency of acceleration / deceleration of the own vehicle by the driver of the own vehicle. The tilting operation detection system according to any one of 1 to 7.
The influence variables that express the degree of intimidation are the distinction between whether or not the own vehicle is a light vehicle, whether or not the own vehicle is a domestic vehicle, and the other occupants who are riding in the own vehicle. The tilting operation detection system according to any one of claims 1 to 7 and 9, which comprises at least one of the numbers.
It is a tilting driving detection system that detects the tilting driving performed on the own vehicle by the driver of a nearby vehicle located near the own vehicle while driving.
An indoor camera that is mounted on your vehicle and can take pictures of the occupants inside your vehicle,
A tilting driving detection unit that detects the tilting driving performed by the driver of a nearby vehicle on the own vehicle,
A warning unit that is mounted on the own vehicle and issues a warning to the driver of the own vehicle when the tilting operation is detected.
It is an influence variable detection unit that detects an influence variable indicating the degree of intimidation received from the own vehicle as a result of the driver of a nearby vehicle visually recognizing the own vehicle, and the influence variable is on board the own vehicle. The influence variable detection unit includes the number of other occupants, which is the number of other occupants, and the influence variable detection unit includes the other occupant number detection unit that detects the number of other occupants based on the signal representing the shooting result of the indoor camera.
Based on the detected influence variable, the influence degree calculation unit that calculates the influence degree that induces driving by the driver of a nearby vehicle, and the influence degree calculation unit.
When the calculated degree of influence exceeds the reference value, both the tilting operation detection unit and the warning unit are activated, but when the calculated influence level exceeds the reference value, at least one of the tilting operation detection unit and the warning unit is not activated. Road rage detection system including selective starter and.