Determination device, determination method and procedure

Abstract

A determination device, determination method, and procedure are provided to effectively improve the accuracy of reckless driving determination. The device includes: an approach state determination unit (12) that determines whether a first vehicle (V1) and a second vehicle (V2) are in a predetermined approach state; a third vehicle determination unit (11) that determines whether a third vehicle (V3) is traveling in front of the second vehicle (V2); and a reckless driving determination unit (16) that does not determine that reckless driving is in progress if at least one of the conditions that the approach state determination unit (12) determines is in an approach state and the third vehicle determination unit (11) determines is not in progress (a second condition) is not met; and determines that reckless driving is in progress if both the first and second conditions are met.

Description

Technical Field

[0001] This disclosure relates to determination devices, determination methods, and procedures, and to techniques suitable for determining reckless driving of vehicles. Background Technology

[0002] For example, Patent Document 1 discloses a device for determining whether another vehicle is driving recklessly relative to its own vehicle. In the device described in Patent Document 1, the determination of reckless driving by another vehicle relative to its own vehicle is based on the duration, frequency, etc., of when the distance between its own vehicle and other vehicles becomes less than a predetermined distance.

[0003] Existing technical documents

[0004] Patent Document 1: Japanese Patent Application Publication No. 2020-201753 Summary of the Invention

[0005] Regarding the distance between one's own vehicle and other vehicles, depending on road conditions and other factors, this distance can sometimes be shortened even if the drivers of other vehicles are not intentionally driving recklessly. Therefore, when determining whether reckless driving is occurring solely based on the distance between one's own vehicle and other vehicles, as described in Patent Document 1, it is possible to misjudge reckless driving even when other vehicles are not actually driving recklessly. Thus, the accuracy of the determination could be improved.

[0006] This disclosure was made to solve the aforementioned problems. Specifically, one of the purposes of this disclosure is to effectively improve the accuracy of reckless driving judgments.

[0007] The apparatus disclosed herein is a determination device (1) for determining whether a second vehicle (V2) traveling in front of a first vehicle (V1) is engaging in reckless driving relative to the first vehicle (V1), comprising:

[0008] The proximity determination unit (12) determines whether the first vehicle (V1) and the second vehicle (V2) are in a predetermined proximity state;

[0009] The third vehicle determination unit (11) determines whether a third vehicle (V3) is traveling in front of the second vehicle (V2); and

[0010] The reckless driving determination unit (16) does not determine that it is engaging in reckless driving if at least one of the conditions of the first condition that the approach state determination unit (12) determines that it is in the approach state and the second condition that the third vehicle determination unit (11) determines that the third vehicle (V3) does not exist is not met; and determines that it is engaging in reckless driving if the first condition and the second condition are met.

[0011] The method disclosed herein is a method for determining whether a second vehicle (V2) traveling in front of a first vehicle (V1) is engaging in reckless driving relative to the first vehicle (V1), comprising:

[0012] Determine whether the first vehicle (V1) and the second vehicle (V2) are in a predetermined approach state;

[0013] Determine whether a third vehicle (V3) is traveling in front of the second vehicle (V2); and

[0014] If at least one of the conditions for determining that the vehicle is in the approach state and the condition for determining that the third vehicle (V3) does not exist is not met, the reckless driving is not determined to be in progress; if the first condition and the second condition are met, the reckless driving is determined to be in progress.

[0015] The procedure disclosed herein enables a computer (10) of a determination device (1) for determining whether a second vehicle (V2) traveling in front of a first vehicle (V1) is engaging in reckless driving relative to the first vehicle (V1) to perform a method of processing, the processing including:

[0016] Determine whether the first vehicle (V1) and the second vehicle (V2) are in a predetermined approach state;

[0017] Determine whether a third vehicle (V3) is traveling in front of the second vehicle (V2); and

[0018] If at least one of the conditions for determining that the vehicle is in the approach state and the condition for determining that the third vehicle (V3) does not exist is not met, the reckless driving is not determined to be in progress; if the first condition and the second condition are met, the reckless driving is determined to be in progress.

[0019] Based on the above configuration, not only the proximity of the first vehicle (V1) and the second vehicle (V2) is considered, but also the presence of the third vehicle (V3) traveling in front of the second vehicle (V2) is taken into account to determine whether reckless driving is taking place. This effectively improves the accuracy of the determination compared with the previous determination method based solely on the distance between the vehicles.

[0020] In other technical solutions disclosed herein,

[0021] The proximity determination unit (12) determines that the vehicle is in the proximity state if the distance (D) between the first vehicle (V1) and the second vehicle (V2) is below a predetermined threshold distance (D1) for a period of time that is below a predetermined threshold distance (D1) or more, or if the number of times the distance (D) between the first vehicle (V1) and the second vehicle (V2) is below the predetermined threshold distance (D1) reaches a predetermined threshold number (N1) within a predetermined second threshold time (T2).

[0022] According to this technical solution, it is possible to effectively determine that the first vehicle (V1) and the second vehicle (V2) are in a close proximity state.

[0023] In other technical solutions disclosed herein,

[0024] The approach state determination unit (12) determines that the approach state is in the case that the number of times (Nb) the second vehicle (V2) decelerates (Nb) reaches a predetermined number (Nb1) within a predetermined time (T3).

[0025] According to this technical solution, by considering the deceleration frequency of the second vehicle (V2) to determine whether reckless driving is taking place, it is possible to effectively detect reckless driving that cannot be detected by the determination method based solely on inter-vehicle distance (D), and can significantly improve the determination accuracy.

[0026] In other technical solutions disclosed herein,

[0027] The approach state determination unit (12) obtains the number of times the brake lights of the second vehicle (V2) flash, and uses the obtained number of flashes as the number of times the second vehicle (V2) decelerates (Nb).

[0028] According to this technical solution, by obtaining the number of flashes of the brake lights of the second vehicle (V2), the number of decelerations (Nb) of the second vehicle (V2) can be accurately determined.

[0029] In other technical solutions disclosed herein,

[0030] When the first condition and the second condition are met, and a minimum speed is set for the road in which the first vehicle (V1) and the second vehicle (V2) are traveling, the reckless driving determination unit (16) does not determine that the reckless driving is being carried out when the speed (v) of the first vehicle (V1) or the second vehicle (V2) is above the minimum speed, and determines that the reckless driving is being carried out when the speed (v) of the first vehicle (V1) or the second vehicle (V2) is below the minimum speed.

[0031] According to this technical solution, in the absence of a third vehicle (V3), when the first vehicle (V1) and the second vehicle (V2) are close together and the speed (v) of either the first vehicle (V1) or the second vehicle (V2) is below the minimum speed, it is determined that reckless driving is taking place. Therefore, it is possible to accurately detect situations where the second vehicle (V2) is intentionally obstructing the first vehicle (V1), thus significantly improving the accuracy of reckless driving detection.

[0032] In other technical solutions disclosed herein,

[0033] After the first condition and the second condition have been met, if at least one of the first vehicle (V1) and the second vehicle (V2) stops in a state of high proximity to each other, the reckless driving determination unit (16) does not determine that it is engaging in reckless driving if the parking location is outside a no-parking zone, and determines that it is engaging in reckless driving if the parking location is within a no-parking zone.

[0034] According to this technical solution, in the absence of a third vehicle (V3), when a first vehicle (V1) and a second vehicle (V2) approach each other, and at least one of the first vehicle (V1) and the second vehicle (V2) stops in a no-parking zone, it is determined that reckless driving is taking place. Therefore, it is possible to accurately detect situations where the second vehicle (V2) intentionally obstructs the movement of the first vehicle (V1) and forcibly stops the first vehicle (V1), thus significantly improving the accuracy of reckless driving determination.

[0035] Another device disclosed herein is a determination device (1) for determining whether a second vehicle (V2) traveling in front of a first vehicle (V1) is recklessly driving relative to the first vehicle (V1), comprising:

[0036] The proximity determination unit (12) determines that the first vehicle (V1) and the second vehicle (V2) are in a predetermined proximity state if the number of decelerations of the second vehicle (V2) reaches a predetermined number within a predetermined time.

[0037] The reckless driving determination unit (16) determines that reckless driving is being carried out when the approach state determination unit (12) determines that the approach state is being reached.

[0038] According to this technical solution, by determining whether reckless driving is taking place based on the deceleration frequency of the second vehicle (V2), it is possible to effectively detect reckless driving that cannot be detected by the determination method based solely on inter-vehicle distance, and thus significantly improve the determination accuracy.

[0039] In the above description, in order to facilitate understanding of the invention, reference numerals used in the embodiments are added in parentheses to the constituent conditions of the invention corresponding to the embodiments, but the constituent conditions of the invention are not limited to the embodiments specified by the reference numerals. Attached Figure Description

[0040] Figure 1 This is a schematic overall configuration diagram of the determination device involved in this embodiment.

[0041] Figure 2 This diagram illustrates the relationship between the vehicle itself, the preceding vehicle, and the vehicle that precedes it.

[0042] Figure 3 This is a flowchart illustrating the routine for reckless driving determination processing in this embodiment.

[0043] Figure 4 This is a flowchart illustrating the routine for handling reckless driving judgments in variant examples.

[0044] Figure 5 This is a flowchart illustrating the routine for handling reckless driving judgments in variant examples.

[0045] Figure 6 This is a flowchart illustrating the routine for handling reckless driving judgments in variant examples.

[0046] Label Explanation

[0047] 1. Detection device; 10. ECU; 11. Forward vehicle detection unit; 12. Approach status detection unit; 12a. Inter-vehicle distance detection unit; 12b. Deceleration frequency detection unit; 14. Control information acquisition unit; 15. Collision prediction detection unit; 16. Arbitration unit; 20. Vehicle status acquisition device; 30. Surroundings recognition device; 40. Navigation system; 50. HMI; 60. Driving recorder; V1. Own vehicle; V2. Prior vehicle; V3. Priority vehicle Detailed Implementation

[0048] Hereinafter, the determination device, determination method, and procedure according to this embodiment will be described with reference to the accompanying drawings. Identical components are labeled with the same reference numerals, and those components have the same names and functions. Therefore, detailed descriptions of those components will not be repeated.

[0049] [Overall Composition]

[0050] Figure 1 This is a schematic overall configuration diagram of the determination device 1 according to this embodiment. The determination device 1 is mounted on a vehicle V1. The vehicle V1, which is equipped with the determination device 1, is referred to as "its own vehicle" below in order to distinguish it from other vehicles.

[0051] Figure 1The determination device 1 shown determines whether other vehicles are engaging in reckless driving relative to its own vehicle V1. In this embodiment, reckless driving (road rage) refers to dangerous driving in which other vehicles traveling in front of its own vehicle V1 intentionally obstruct its movement or forcibly try to stop its own vehicle V1.

[0052] The determination device 1 includes an ECU 10. The ECU 10 has a microcomputer as its main component. Furthermore, ECU is short for Electronic Control Unit. The microcomputer includes a CPU, ROM, RAM, and interfaces, etc., and performs various functions by executing instructions (programs, routines) stored in ROM through the CPU.

[0053] ECU10 is the central control device for reckless driving judgment and processing, which determines whether other vehicles traveling in front of its own vehicle V1 are engaging in reckless driving relative to its own vehicle V1. Therefore, ECU10 is communicatively connected to vehicle status acquisition device 20, surrounding recognition device 30, navigation system 40, HMI (Human Machine Interface) 50, driving recorder 60, etc.

[0054] The vehicle status acquisition device 20 is a sensor-type device that acquires the status of its own vehicle V1. Specifically, the vehicle status acquisition device 20 includes a vehicle speed sensor 21, an acceleration sensor 22, and a braking sensor 23.

[0055] Vehicle speed sensor 21 detects the vehicle's own speed (vehicle speed v) V1 and sends the detected vehicle speed v to ECU 10. Vehicle speed sensor 21 can also be a wheel speed sensor. Acceleration sensor 22 detects the amount of acceleration operation by the driver (not shown) on the accelerator pedal and sends the detected acceleration operation amount to ECU 10. Brake sensor 23 detects the amount of braking operation by the driver (not shown) on the brake pedal and sends the detected braking operation amount to ECU 10.

[0056] The surrounding recognition device 30 is a sensor class that acquires target object information related to objects around the vehicle V1. Specifically, the surrounding recognition device 30 includes a camera 31, a radar sensor 32, an ultrasonic sensor 33, etc. The target object information related to objects around the vehicle V1 acquired by the surrounding recognition device 30 is sent to the ECU 10.

[0057] Camera 31 is, for example, mounted on the upper part of the windshield of the vehicle V1. Camera 31 can be, for example, a stereo camera or a monocular camera, and can be a digital camera with an imaging element such as a CMOS or CCD. Camera 31 captures images of the area in front of the vehicle V1 and processes the captured image data to obtain information about objects in front of the vehicle V1. This object information includes information such as the type of object detected in front of the vehicle V1, the relative distance between the vehicle V1 and the object, and the relative speed between the vehicle V1 and the object. The type of object can be identified, for example, through machine learning such as pattern matching. In this embodiment, camera 31 specifically acquires information such as the preceding vehicle traveling in front of the vehicle V1, the preceding vehicle traveling in front of the preceding vehicle, and the illumination of the preceding vehicle's brake lights as object information.

[0058] A radar sensor 32 is installed, for example, at the front of the vehicle V1, to detect targets present in the area in front of the vehicle V1. The radar sensor 32 includes millimeter-wave radar and / or lidar. The millimeter-wave radar emits millimeter-wave radio waves (millimeter waves) and receives millimeter waves (reflected waves) reflected by targets within its emission range. Based on the phase difference between the emitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from the emission of the millimeter waves to the receipt of the reflected waves, the millimeter-wave radar obtains the relative distance and relative speed between the vehicle V1 and the target. The lidar sequentially scans pulsed laser light with wavelengths shorter than millimeter waves in multiple directions and receives reflected light from targets, thereby obtaining the shape of targets detected in front of the vehicle V1, the relative distance between the vehicle V1 and the target, and the relative speed between the vehicle V1 and the target. In this embodiment, the radar sensor 32 specifically obtains the relative distance (inter-vehicle distance) to a preceding vehicle traveling in front of the vehicle V1 as target information.

[0059] The ultrasonic sensor 33 transmits ultrasonic waves in a pulsed manner to a predetermined range around its own vehicle V1 and receives reflected waves reflected by three-dimensional objects. Based on the time from the transmission of the ultrasonic wave to its reception, the ultrasonic sensor 33 acquires target information such as the reflection point and the distance to the ultrasonic sensor 33; the reflection point is a point on the three-dimensional object that reflects the transmitted ultrasonic wave. In this embodiment, the ultrasonic sensor 33 specifically acquires the relative distance (inter-vehicle distance) to a preceding vehicle traveling in front of its own vehicle V1 as target information.

[0060] The navigation system 40 includes a GPS (Global Positioning System) receiver 41. The GPS receiver 41 receives GPS signals from multiple artificial satellites and, based on the received GPS signals, obtains the current position (latitude and longitude) of its own vehicle V1. The GPS receiver 41 transmits the obtained current position of its own vehicle V1 to the ECU 10. Additionally, the navigation system 40 includes a VICS receiver 42, which obtains road congestion information and traffic control information related to construction or accidents from the VICS (Vehicle Information and Communication System). Furthermore, the navigation system 40 stores a map database 43. The map database 43 is a database that stores high-precision map information. The map information includes road location information and road types (e.g., general roads, highways, etc.). Additionally, the map information also includes road sign information (e.g., no-parking zones, legal speed limits, etc.). Furthermore, the map database 43 can also be installed in an information processing device of a facility capable of communicating with its own vehicle V1 (e.g., a management center).

[0061] HMI50 is an interface for inputting and outputting information between the driver of vehicle V1 and ECU10, and includes input and output devices. Input devices may include a touch panel, a switch, or a voice recognition microphone. Output devices may include a display 51 and a speaker 52. Display 51 may be, for example, a multi-information display, a head-up display, or a display for the navigation system 40. Speaker 52 may be, for example, a speaker for an audio system or a speaker for the navigation system 40.

[0062] The dashcam 60 includes a front camera 61 and a memory 62. The front camera 61 is mounted, for example, on the passenger side of the windshield (not shown) of the vehicle V1, and captures images of the area in front of the vehicle V1. Alternatively, the front camera 61 may be a shared camera with the camera 31 of the surrounding recognition device 30. The memory 62 records the image data captured by the front camera 61. The dashcam 60 can be a continuous recording type, an event recording type, or a hybrid type. A continuous recording type saves the image data captured by the front camera 61 sequentially to the memory 62, overwriting data appropriately from the oldest data based on the storage capacity of the memory 62. An event recording type records the image data captured by the front camera 61 during a predetermined period before and after a predetermined event occurs in the vehicle V1 to the memory 62. A hybrid type divides the recording area of ​​the memory 62 into continuous recording and event recording areas, and reduces the resolution of the continuous recording images, thus possessing characteristics of both continuous recording and event recording types.

[0063] [Reckless driving judgment and handling]

[0064] Next, the reckless driving judgment and processing will be explained. When considering the functions of the ECU 10, it includes a forward vehicle judgment unit 11, a proximity judgment unit 12, a control information acquisition unit 14, a collision prediction judgment unit 15, and an arbitration unit 16 as some of its functional elements. These functional elements will be described as being integrated into the ECU 10 as a single piece of hardware, but any of these elements can also be located in a separate ECU. Furthermore, all or part of the functional elements of the ECU 10 can also be located in an information processing device of a facility (such as a management center) capable of communicating with its own vehicle V1.

[0065] Based on the detection results of the surrounding recognition device 30, the forward vehicle determination unit 11 determines whether there is a leading vehicle traveling in front of its own vehicle V1, and if it determines that there is a leading vehicle, it further determines whether there is a preceding vehicle traveling in front of that leading vehicle. Here, as Figure 2 As shown, the leading vehicle refers to vehicle V2, which is traveling in the same lane as vehicle V1 and is immediately ahead of it. Similarly, the preceding leading vehicle refers to vehicle V3, which is traveling in the same lane as both vehicle V1 and leading vehicle V2 and is immediately ahead of leading vehicle V2. The presence of leading vehicle V2 and preceding leading vehicle V3 can be obtained using well-known methods based on the detection results of the surrounding recognition device 30's camera 31, radar sensor 32, etc. The leading vehicle determination unit 11 only needs to determine the presence of leading vehicle V2 and preceding leading vehicle V3; it is not necessary to obtain their relative distance and relative speed to vehicle V1. The determination result of the leading vehicle determination unit 11 is sent to the arbitration unit 16.

[0066] The proximity determination unit 12 includes a vehicle distance determination unit 12a and a deceleration frequency determination unit 12b. Based on the determination results of these determination units 12a and 12b, it determines whether its own vehicle V1 and the preceding vehicle V2 are in a predetermined proximity state.

[0067] Based on the detection results from the surrounding recognition device 30, the vehicle distance determination unit 12a determines whether the vehicle is in a predetermined shortening state where the distance D between its own vehicle V1 and the preceding vehicle V2 is decreasing. Specifically, if the time during which the distance D between its own vehicle V1 and the preceding vehicle V2, as obtained by the surrounding recognition device 30, is below a predetermined threshold distance D1 continues for a predetermined first threshold time T1 or more, the vehicle distance determination unit 12a determines that the distance D between its own vehicle V1 and the preceding vehicle V2 is in a predetermined shortening state. Furthermore, if the number of times N during which the distance D between its own vehicle V1 and the preceding vehicle V2, as obtained by the surrounding recognition device 30, is below the predetermined threshold distance D1 reaches a predetermined threshold number N1 within a predetermined second threshold time T2, the vehicle distance determination unit 12a determines that the distance D between its own vehicle V1 and the preceding vehicle V2 is in a predetermined shortening state. The threshold distance D1, the first threshold time T1, the threshold number N1, and the second threshold time T2 used in the determination can be fixed values ​​or variable values ​​set according to the vehicle speed v of its own vehicle V1 and the type of road (general road, highway, etc.). When the vehicle distance determination unit 12a determines that the vehicle distance D is in a predetermined shortening state, the approach state determination unit 12 determines that its own vehicle V1 and the preceding vehicle V2 are in a predetermined approach state and sends its determination result to the arbitration unit 16.

[0068] The deceleration frequency determination unit 12b determines whether the deceleration frequency of the lead vehicle V2 is high based on the detection results of the surrounding recognition device 30. Specifically, the deceleration frequency determination unit 12b determines the deceleration frequency of the lead vehicle V2 to be high when the number of decelerations Nb of the lead vehicle V2 reaches a predetermined number Nb1 within a predetermined third threshold time T3. The number of decelerations Nb of the lead vehicle V2 can be counted, for example, by detecting the number of flashes of the brake lights and high-mounted brake lights of the lead vehicle V2. The flashing of the brake lights and high-mounted brake lights can be obtained by machine learning, such as pattern matching, based on image data of the brake lights or high-mounted brake lights of the lead vehicle V2 captured by the camera 31. The third threshold time T3 and the predetermined number Nb1 used in the determination can be fixed values ​​or variable values ​​set according to the vehicle speed v of the vehicle V1 and the type of road (general road, highway, etc.). When the deceleration frequency determination unit 12b determines that the deceleration frequency of the lead vehicle V2 is high, the approach state determination unit 12 determines that its own vehicle V1 and the lead vehicle V2 are in a predetermined approach state and sends its determination result to the arbitration unit 16.

[0069] The traffic control information acquisition unit 14 acquires traffic control information about the road on which its own vehicle V1 is traveling. Specifically, based on the current location of its own vehicle V1 detected by the GPS receiver 41 of the navigation system 40 and map information from the map database 43, the traffic control information acquisition unit 14 acquires the type of road (general road, highway, etc.) and signage information (no parking zone, legal minimum speed, etc.) on which its own vehicle V1 is traveling. In addition, based on the detection results of the VICS receiver 42, the traffic control information acquisition unit 14 acquires traffic control information such as the presence of a construction zone or an accident vehicle ahead of its own vehicle V1 on the road. This information acquired by the traffic control information acquisition unit 14 is sent to the arbitration unit 16.

[0070] The collision prediction determination unit 15 determines whether the probability of a collision between its own vehicle V1 and the preceding vehicle V2 is high based on the collision prediction time TTC. The collision prediction time TTC is the prediction time up to the point where the own vehicle V1 and the preceding vehicle V2 collide. Here, the collision prediction time TTC is obtained by dividing the inter-vehicle distance D between the own vehicle V1 and the preceding vehicle V2 at a certain time point by the relative speed vr (TTC = D / vr). The inter-vehicle distance D and the relative speed vr can be obtained based on the detection results of the surrounding recognition device 30. If the collision prediction time TTC decreases to below a predetermined determination threshold TTCv, the collision prediction determination unit 15 determines that the probability of a collision between its own vehicle V1 and the preceding vehicle V2 is high. The determination result of the collision prediction determination unit 15 is sent to the arbitration unit 16.

[0071] Arbitration Unit 16 performs the following arbitration process: based on inputs from Forward Vehicle Determination Unit 11, Approach Status Determination Unit 12, Control Information Acquisition Unit 14, and Collision Prediction Determination Unit 15, it determines whether the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1, and controls the operation of HMI 50 and / or driving recorder 60 based on the determination result. The specific processing performed by Arbitration Unit 16 will be explained below.

[0072] Arbitration Unit 16 first determines, based on input from Approach State Determination Unit 12, whether the first condition for reckless driving is met. If Approach State Determination Unit 12 determines that its own vehicle V1 and the preceding vehicle V2 are in a predetermined approach state—that is, the distance D between its own vehicle V1 and the preceding vehicle V2 decreases, or the preceding vehicle V2 frequently and repeatedly decelerates—Arbitration Unit 16 determines that the first condition is met. When the first condition is met, Arbitration Unit 16 determines, based on input from Forward Vehicle Determination Unit 11, whether the second condition for reckless driving is met. This second condition is met if the preceding vehicle V3 is not present. If the second condition is not met, that is, if the preceding vehicle V3 is present, Arbitration Unit 16 does not determine that reckless driving is in progress (or determines that reckless driving is not in progress).

[0073] In this way, even when the distance D between vehicle V1 and the preceding vehicle V2 is shortened, or when the preceding vehicle V2 frequently and repeatedly decelerates, the presence of a preceding vehicle V3 will not be considered as reckless driving. Thus, for example, it can effectively prevent situations where the driver of the preceding vehicle V2 does not intentionally engage in reckless driving, such as when the preceding vehicle V2 decelerates due to congestion and the preceding vehicle V3, and at the same time, vehicle V1 approaches the preceding vehicle V2.

[0074] When conditions 1 and 2 are met, Arbitration Department 16 determines whether at least one of conditions 3 through 6, as described below, is met. When at least one of conditions 3 through 6 is met, Arbitration Department 16 determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1. Conversely, if none of conditions 3 through 6 are met, Arbitration Department 16 does not determine that reckless driving is in progress (or determines that reckless driving is not in progress). Conditions 3 through 6 are explained in detail below.

[0075] The third condition is established when the vehicle V1 is traveling on a highway or other dedicated motor vehicle road, and the control information acquisition unit 14 has obtained the legally set minimum speed (hereinafter referred to as the minimum speed) for the road in question. This condition is established when the vehicle speed sensor 21 detects that the vehicle speed v of the vehicle V1 is lower than the minimum speed. In cases where, although there is no preceding vehicle V3, the distance D between the vehicle V1 and the preceding vehicle V2 is shortened, or the preceding vehicle V2 frequently and repeatedly decelerates, causing the vehicle speed v of the vehicle V1 to be lower than the minimum speed, it is presumed that the driver of the preceding vehicle V2 is intentionally obstructing the travel of the vehicle V1.

[0076] Arbitration Department 16 determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1 if conditions 1 and 2 are met, and condition 3 is also met. That is, in the absence of a preceding vehicle V3, if the distance D between the own vehicle V1 and the preceding vehicle V2 decreases, or if the preceding vehicle V2 frequently and repeatedly decelerates, and the speed v of the own vehicle V1 falls below the minimum speed, Arbitration Department 16 determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1. This approach considers not only the proximity but also the presence of the preceding vehicle V3, and further, the minimum speed, to determine reckless driving. Compared to previous methods that relied solely on distance, this significantly improves the accuracy of reckless driving determination.

[0077] The fourth condition is established when the control information acquisition unit 14 has not obtained control information regarding the presence of a construction zone or an accident vehicle ahead of its own vehicle V1 on the road in motion. Even if the distance D between its own vehicle V1 and the preceding vehicle V2 decreases or the preceding vehicle V2 frequently decelerates, in situations such as the presence of a construction zone or an accident vehicle on the road in motion, it is assumed that the preceding vehicle V2 is intentionally driving recklessly, such as stopping in front of a disabled vehicle or decelerating in a construction zone. On the other hand, in situations where, although there is no preceding vehicle V3 and no construction zone or accident vehicle is present on the road in motion, the distance D between its own vehicle V1 and the preceding vehicle V2 decreases or the preceding vehicle V2 repeatedly decelerates, it is presumed that the driver of the preceding vehicle V2 is intentionally obstructing the movement of its own vehicle V1.

[0078] Arbitration Department 16 determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1 if conditions 1 and 2 are met, and condition 4 is also met. That is, in the absence of a preceding vehicle V3, if the distance D between vehicle V1 and the preceding vehicle V2 decreases, or if the preceding vehicle V2 frequently and repeatedly decelerates, and there are no construction zones or accident vehicles on the road, Arbitration Department 16 determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1. This approach considers not only the proximity but also the presence of the preceding vehicle V3, and further considers traffic control information such as vehicles and construction zones when determining reckless driving. Compared to previous methods based solely on distance, this significantly improves the accuracy of reckless driving determination.

[0079] The fifth condition is established when the control information acquisition unit 14 obtains that the road in which its own vehicle V1 is traveling is a no-parking zone, and the distance D between its own vehicle V1 and the preceding vehicle V2 is less than a predetermined distance, indicating a high degree of proximity, and at least one of its own vehicle V1 and the preceding vehicle V2 stops in the no-parking zone. If, although its own vehicle V1 or the preceding vehicle V2 approaches each other and stops, but the stopping location is not a no-parking zone, it is considered that the drivers of its own vehicle V1 and the preceding vehicle V2 know each other and intentionally park on the shoulder. On the other hand, in situations where, although there is no preceding vehicle V3, the distance D between its own vehicle V1 and the preceding vehicle V2 decreases, or the preceding vehicle V2 repeatedly decelerates, and at least one of its own vehicle V1 and the preceding vehicle V2 approaches each other and stops in a no-parking zone, it is presumed that the driver of the preceding vehicle V2 intentionally obstructs the movement of its own vehicle V1 and attempts to forcibly stop its own vehicle V1.

[0080] Arbitration Department 16 determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1 if conditions 1 and 2 are met, and condition 5 is also met. That is, in the absence of a preceding vehicle V3, if the distance D between the own vehicle V1 and the preceding vehicle V2 decreases, or if the preceding vehicle V2 repeatedly decelerates, and at least one of the own vehicle V1 and the preceding vehicle V2 stops in a no-stopping zone with a high degree of proximity, Arbitration Department 16 determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1. This approach considers not only the proximity but also the presence of the preceding vehicle V3, and further considers the road sign information (no-stopping zone) where the preceding vehicle V2 and the own vehicle V1 stopped, thus significantly improving the accuracy of the determination compared to previous methods based solely on distance.

[0081] The sixth condition is established when the control information acquisition unit 14 determines that the road in which its own vehicle V1 is traveling is a no-stopping zone, and the collision prediction determination unit 15 determines that the probability of a collision between the preceding vehicle V2 and its own vehicle V1 is high, and at least one of its own vehicle V1 and the preceding vehicle V2 stops in the no-stopping zone. For situations where, even though there is no preceding vehicle V3, but the distance D between its own vehicle V1 and the preceding vehicle V2 decreases or the preceding vehicle V2 repeatedly decelerates, and the degree of proximity is high when the collision prediction time TTC is below the determination threshold TTCv, it is presumed that the driver of the preceding vehicle V2 is forcibly stopping its own vehicle V1 despite the risk of collision.

[0082] Arbitration Department 16 determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1 if conditions 1 and 2 are met, and condition 6 is also met. That is, in the absence of a preceding vehicle V3, when the distance D between the own vehicle V1 and the preceding vehicle V2 decreases or the preceding vehicle V2 repeatedly decelerates, and the collision prediction time TTC is below the determination threshold TTCv (a high degree of proximity), if at least one of the own vehicle V1 and the preceding vehicle V2 stops in a no-stopping zone, Arbitration Department 16 determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1. This approach, which considers not only the proximity state but also the presence of the preceding vehicle V3, the road sign information (no-stopping zone) where the preceding vehicle V2 stopped, and the collision prediction time TTC, significantly improves the accuracy of the determination compared to previous methods based solely on distance.

[0083] If conditions 1 and 2 are met, and at least one of conditions 3 to 6 is met, the arbitration department 16 determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1, causing the HMI 50 and / or the driving recorder 60 to operate.

[0084] Specifically, when Arbitration Department 16 determines that the preceding vehicle V2 is engaging in reckless driving, it displays an image on display 51 informing the driver of its own vehicle V1 that it is being subjected to reckless driving by the preceding vehicle V2. Simultaneously with informing the driver, Arbitration Department 16 displays an image on display 51 showing the driver a request to confirm whether to report the incident to an external agency such as the police station. These notifications and confirmations to the driver can be made using both voice input via speaker 52 and voice input via speaker 52 alone. Reporting to external agencies can be performed either by accepting the driver's input via the input device of HMI 50 (touch panel, switch, etc.) or by accepting the driver's voice via a voice recognition microphone. Furthermore, reporting to external agencies can also be configured to omit confirmation of the driver's actions and occur simultaneously with Arbitration Department 16's determination of reckless driving.

[0085] If the arbitration unit 16 determines that the preceding vehicle V2 is engaging in reckless driving based on the fulfillment of either condition 5 or condition 6, whereby its own vehicle V1 was forced to stop due to the preceding vehicle V2, and the door locks of its own vehicle V1 are unlocked, it displays an image on the display 51 to the driver confirming whether to lock the doors for safety, or urging the door locks to be locked. This process can be performed using voice based on speaker 52, or solely using voice based on speaker 52. If the arbitration unit 16 displays an image confirming the locking of the door locks on the display 51, it automatically locks the door locks of its own vehicle V1 upon receiving a locking instruction from the driver. The locking instruction from the driver can be received via an input device (touch panel, etc.) of the HMI 50 or a voice recognition microphone.

[0086] When the arbitration unit 16 determines that the preceding vehicle V2 is engaging in reckless driving, it causes the dashcam 60 to record the reckless driving behavior of the preceding vehicle V2. Specifically, the arbitration unit 16 stores the image data captured by the front camera 61 within a predetermined time before and after the point at which reckless driving is determined as overwrite-proof data in the memory 62. Here, the predetermined time before and after can be a fixed time or a variable time. If it is a variable time, for example, the predetermined time before and after can be set from when the arbitration unit 16 detects signs of reckless driving until the determination that reckless driving has ended. As for whether there are signs of reckless driving, for example, it can be determined that there are signs of reckless driving when the first and second conditions mentioned above are met. In addition, as for whether the reckless driving has ended, it can be determined that the reckless driving has ended when the preceding vehicle V2 has moved away from its own vehicle V1 by more than a predetermined distance.

[0087] Next, based on Figure 3 The flowchart shown illustrates the routine for handling reckless driving judgments by ECU10. This routine begins, for example, when the vehicle itself (V1) is in motion.

[0088] In step S100, ECU10 determines whether there is a preceding vehicle V2 in front of its own vehicle V1. If there is a preceding vehicle V2 in front of its own vehicle V1 (yes), ECU10 proceeds to step S110. On the other hand, if there is no preceding vehicle V2 in front of its own vehicle V1 (no), ECU10 temporarily terminates the current routine (returns).

[0089] In step S110, ECU 10 determines whether the distance D between its own vehicle V1 and the preceding vehicle V2 is in a predetermined shortening state. If the distance D between its own vehicle V1 and the preceding vehicle V2 remains below a predetermined threshold distance D1 for a predetermined first threshold time T1 or more, or if the number of times N that the distance D between its own vehicle V1 and the preceding vehicle V2 remains below the predetermined threshold distance D1 reaches a predetermined threshold number N1 within a predetermined second threshold time T2, ECU 10 determines that the distance D between its own vehicle V1 and the preceding vehicle V2 is in a predetermined shortening state. If the distance D is in a predetermined shortening state (yes), ECU 10 determines that its own vehicle V1 and the preceding vehicle V2 are in a predetermined approaching state, and proceeds to step S130. On the other hand, if the distance D is not in a predetermined shortening state (no), ECU 10 proceeds to step S120.

[0090] In step S120, ECU10 determines whether the deceleration frequency of the lead vehicle V2 is high. If the number of decelerations Nb of the lead vehicle V2 (e.g., the number of brake light flashes) reaches a predetermined number Nb1 within a predetermined third threshold time T3, ECU10 determines that the deceleration frequency of the lead vehicle V2 is high. If the deceleration frequency of the lead vehicle V2 is determined to be high (yes), ECU10 determines that its own vehicle V1 and the lead vehicle V2 are in a predetermined close state, and proceeds to step S130. On the other hand, if the deceleration frequency of the lead vehicle V2 is not determined to be high (no), ECU10 does not determine that reckless driving is taking place, and temporarily ends the current routine (returns).

[0091] In step S130, ECU 10 determines that the first condition for reckless driving is met. Next, in step S140, ECU 10 determines whether a preceding vehicle V3 exists in front of the preceding vehicle V2. If no preceding vehicle V3 exists (No), ECU 10 proceeds to step S150. On the other hand, if a preceding vehicle V3 exists (Yes), ECU 10 does not determine that reckless driving is occurring and temporarily terminates the current procedure (returns). That is, if the preceding vehicle V2 is slowing down due to congestion or other reasons caused by the preceding vehicle V3, it is not considered reckless driving. This effectively prevents misjudgment and reduces driver frustration.

[0092] In step S150, ECU10 determines that the second condition, which is a prerequisite for reckless driving, is met. Next, in step S160, ECU10 determines whether at least one of the third to sixth conditions is met. Specifically, ECU10 determines whether at least one of the following conditions is met: the third condition that the vehicle speed v of its own vehicle V1 is lower than the minimum speed; the fourth condition that control information regarding a construction zone or a disabled vehicle is not obtained ahead of its own vehicle V1 on the road; the fifth condition that at least one of its own vehicle V1 and the preceding vehicle V2 stops in a no-stopping zone while the distance D between its own vehicle V1 and the preceding vehicle V2 is less than a predetermined distance; and the sixth condition that at least one of its own vehicle V1 and the preceding vehicle V2 stops in a no-stopping zone while the collision prediction time TTC is less than the determination threshold TTCv.

[0093] If none of the conditions 3 to 6 are met (No), ECU 10 does not determine that reckless driving is in progress and temporarily terminates the current routine (returns). On the other hand, if one or more of the conditions 3 to 6 are met (Yes), ECU 10 proceeds to step S170 and determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1.

[0094] When reckless driving is determined to be in progress in step S170, ECU 10 proceeds to step S180, activating HMI 50 and / or the dashcam 60. Specifically, ECU 10 causes display 51 to show an image informing the driver that they are being subjected to reckless driving by the preceding vehicle V2 and / or to confirm with the driver whether to report to external authorities. Additionally, if vehicle V1 has stopped due to conditions 5 and 6, and the doors of vehicle V1 are unlocked, ECU 10 causes display 51 to show the driver an image confirming whether the doors need to be locked and / or an image urging the driver to lock the doors. These notifications and confirmations can be made using voice communication via speaker 52 or solely via voice communication via speaker 52. Furthermore, ECU 10 causes dashcam 60 to save image data from a predetermined time period before and after the point at which reckless driving by the preceding vehicle V2 is determined to be occurring as overwrite-proof data.

[0095] In step S180, when the HMI50 and / or the dashcam 60 are activated, the ECU10 then terminates the routine.

[0096] According to the embodiment described in detail above, the configuration is such that when the first condition of a predetermined approach state between the vehicle V1 and the preceding vehicle V2 is met, but the second condition is not met (i.e., a preceding vehicle V3 is present), it is not determined that reckless driving is taking place. Therefore, it is possible to effectively prevent situations where, for example, the preceding vehicle V2 slows down due to congestion or the influence of the preceding vehicle V3, and consequently approaches the vehicle V1, even though the preceding vehicle V2 is not actually engaging in reckless driving, from being mistakenly judged as engaging in reckless driving.

[0097] Furthermore, if the first condition is met when the vehicle itself V1 and the preceding vehicle V2 are in a predetermined approach state, and the second condition is met when there is no preceding vehicle V3, and if at least one of the following conditions is met: the third condition is that the vehicle speed v of the vehicle itself V1 is lower than the minimum speed; the fourth condition is that the vehicle itself V1 has not obtained control information about a construction zone or a disabled vehicle ahead of it on the road; the fifth condition is that at least one of the vehicle itself V1 and the preceding vehicle V2 stops in a no-stopping zone when the distance D between the vehicle itself V1 and the preceding vehicle V2 is less than a predetermined distance; and the sixth condition is that at least one of the vehicle itself V1 and the preceding vehicle V2 stops in a no-stopping zone when the collision prediction time TTC is less than the judgment threshold TTCv, then it is determined that the preceding vehicle V2 is driving recklessly relative to the vehicle itself V1.

[0098] The system is structured as follows: In the absence of a preceding vehicle V3, when the distance D between vehicle V1 and preceding vehicle V2 decreases or preceding vehicle V2 frequently decelerates, the system considers road signage (minimum speed, no-stopping zones) and traffic control information (accident vehicles, construction zones, etc.) to determine reckless driving. This effectively prevents misjudgments of reckless driving, such as when preceding vehicle V2 decelerates for safety or when the drivers of both vehicles intentionally stop on the shoulder, significantly improving accuracy. Furthermore, preventing misjudgments also effectively reduces driver frustration.

[0099] The determination device, determination method and procedure involved in this embodiment have been described above. However, this disclosure is not limited to the above embodiment. Various modifications can be made as long as they do not depart from the purpose of this disclosure.

[0100] [Variation Example 1]

[0101] For the first condition that presupposes reckless driving, the process of determining whether the deceleration frequency of the preceding vehicle V2 is high can be omitted. Figure 3 Step S120) is determined to be valid when the inter-vehicle distance D between its own vehicle V1 and the preceding vehicle V2 is in a predetermined shortening state.

[0102] Figure 4 This is a flowchart illustrating the reckless driving judgment processing routine performed by the ECU 10 in Modified Example 1. In step S200, the ECU 10 determines whether there is a preceding vehicle V2 in front of its own vehicle V1. If there is a preceding vehicle V2 in front of its own vehicle V1 (yes), the ECU 10 proceeds to step S210. On the other hand, if there is no preceding vehicle V2 in front of its own vehicle V1 (no), the ECU 10 temporarily terminates the current routine (returns).

[0103] In step S210, ECU 10 determines whether the distance D between its own vehicle V1 and the preceding vehicle V2 is in a predetermined shortening state. If the distance D between its own vehicle V1 and the preceding vehicle V2 remains below a predetermined threshold distance D1 for a predetermined first threshold time T1 or more, or if the number of times N that the distance D between its own vehicle V1 and the preceding vehicle V2 remains below the predetermined threshold distance D1 reaches a predetermined threshold number N1 within a predetermined second threshold time T2, ECU 10 determines that the distance D between its own vehicle V1 and the preceding vehicle V2 is in a predetermined shortening state. If the distance D is in a predetermined shortening state (yes), ECU 10 determines that its own vehicle V1 and the preceding vehicle V2 are in a predetermined approaching state, and proceeds to step S230. On the other hand, if the distance D is not in a predetermined shortening state (no), ECU 10 does not determine that reckless driving is taking place and temporarily terminates the current routine (returns).

[0104] In step S230, ECU 10 determines that the first condition for reckless driving is met. Next, in step S240, ECU 10 determines whether a preceding vehicle V3 exists in front of the preceding vehicle V2. If no preceding vehicle V3 exists (No), ECU 10 proceeds to step S250. Conversely, if a preceding vehicle V3 exists (Yes), ECU 10 does not determine that reckless driving is occurring and temporarily terminates the current procedure (returns). That is, it effectively prevents the mistaken determination of reckless driving in situations such as when the preceding vehicle V2 decelerates due to the influence of the preceding vehicle V3.

[0105] In step S250, ECU10 determines that the second condition, which is a prerequisite for reckless driving, is met. Next, in step S260, ECU10 determines whether at least one of the third to sixth conditions is met. Specifically, ECU10 determines whether at least one of the following conditions is met: the third condition that the vehicle speed v of its own vehicle V1 is below the minimum speed; the fourth condition that control information regarding a construction zone or disabled vehicle is not obtained ahead of its own vehicle V1 on the road; the fifth condition that at least one of its own vehicle V1 and the preceding vehicle V2 is stopped in a no-stopping zone while the distance D between its own vehicle V1 and the preceding vehicle V2 is below a predetermined distance; and the sixth condition that at least one of its own vehicle V1 and the preceding vehicle V2 is stopped in a no-stopping zone while the collision prediction time TTC is below the determination threshold TTCv.

[0106] If none of the conditions 3 to 6 are met (No), ECU 10 does not determine that reckless driving is in progress and temporarily terminates the current routine (returns). On the other hand, if one or more of the conditions 3 to 6 are met (Yes), ECU 10 proceeds to step S270 and determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1.

[0107] When reckless driving is determined to be in progress in step S270, ECU 10 proceeds to step S280, activating HMI 50 and / or the dashcam 60. The process of activating these components is the same as step S180 in the above embodiment, therefore, detailed description is omitted. After activating HMI 50 and / or the dashcam 60 in step S280, ECU 10 then terminates the routine.

[0108] Based on the above-described variation 1, in the absence of a preceding vehicle V3, when the distance D between vehicle V1 and preceding vehicle V2 is in a predetermined shortening state, the determination of whether reckless driving is constituted is based on road signage information (minimum speed, no-stopping zones) and traffic control information (accident vehicles, construction zones, etc.). Therefore, for example, it can effectively prevent misjudgments of reckless driving, such as when preceding vehicle V2 slows down to ensure safety, or when the drivers of preceding vehicle V2 and vehicle V1 intentionally stop on the shoulder. Compared to previous methods based solely on distance, this significantly improves the accuracy of the determination.

[0109] [Variation Example 2]

[0110] Whether the lead vehicle V2 is engaging in reckless driving can also be determined by omitting the judgment process for conditions 3 through 6. Figure 3 In step S160), a determination is made based on the fulfillment of the first condition that the vehicle V1 and the preceding vehicle V2 are in a predetermined close state and the fulfillment of the second condition that there is no preceding vehicle V3, thereby simplifying the determination process.

[0111] Figure 5 This is a flowchart illustrating the reckless driving judgment processing routine performed by ECU 10 in Modified Example 2. In step S300, ECU 10 determines whether there is a preceding vehicle V2 in front of its own vehicle V1. If there is a preceding vehicle V2 in front of its own vehicle V1 (yes), ECU 10 proceeds to step S310. On the other hand, if there is no preceding vehicle V2 in front of its own vehicle V1 (no), ECU 10 temporarily terminates the current routine (returns).

[0112] In step S310, ECU 10 determines whether the distance D between its own vehicle V1 and the preceding vehicle V2 is in a predetermined shortening state. If the distance D between its own vehicle V1 and the preceding vehicle V2 remains below a predetermined threshold distance D1 for a predetermined first threshold time T1 or more, or if the number of times N that the distance D between its own vehicle V1 and the preceding vehicle V2 remains below the predetermined threshold distance D1 reaches a predetermined threshold number N1 within a predetermined second threshold time T2, ECU 10 determines that the distance D between its own vehicle V1 and the preceding vehicle V2 is in a predetermined shortening state. If the distance D is in a predetermined shortening state (yes), ECU 10 determines that its own vehicle V1 and the preceding vehicle V2 are in a predetermined approaching state, and proceeds to step S330. On the other hand, if the distance D is not in a predetermined shortening state (no), ECU 10 proceeds to step S320.

[0113] In step S320, ECU10 determines whether the deceleration frequency of the lead vehicle V2 is high. If the number of decelerations Nb of the lead vehicle V2 (e.g., the number of brake light flashes) reaches a predetermined number Nb1 within a predetermined third threshold time T3, ECU10 determines that the deceleration frequency of the lead vehicle V2 is high. If the deceleration frequency of the lead vehicle V2 is determined to be high (yes), ECU10 proceeds to step S330. On the other hand, if the deceleration frequency of the lead vehicle V2 is not determined to be high (no), ECU10 does not determine that reckless driving is taking place and temporarily terminates the current routine (returns).

[0114] In step S330, ECU 10 determines that the first condition is met. Next, in step S340, ECU 10 determines whether there is a preceding vehicle V3 in front of the preceding vehicle V2. If there is no preceding vehicle V3 (No), ECU 10 proceeds to step S350. On the other hand, if there is a preceding vehicle V3 (Yes), ECU 10 does not determine that reckless driving is taking place and temporarily terminates the current routine (returns).

[0115] In step S350, ECU10 determines that the second condition is met. Next, in step S370, ECU10 determines that the preceding vehicle V2 is driving recklessly relative to its own vehicle V1.

[0116] When reckless driving is determined to be in progress in step S370, ECU 10 proceeds to step S380, activating HMI 50 and / or the dashcam 60. The process of activating these components is the same as step S180 in the above embodiment, therefore, detailed description is omitted. After activating HMI 50 and / or the dashcam 60 in step S380, ECU 10 then terminates the routine.

[0117] According to the modified example 2 described above, even if the distance D between vehicle V1 and the preceding vehicle V2 decreases or the preceding vehicle V2 frequently decelerates, but the preceding vehicle V3 is present, it is not determined that reckless driving is taking place. Therefore, for example, it can effectively prevent situations where the preceding vehicle V2 decelerates due to the deceleration of the preceding vehicle V3, and consequently approaches vehicle V1, even if the preceding vehicle V2 is not actually engaging in reckless driving, from being mistakenly judged as reckless driving. Compared to conventional methods based solely on distance, this significantly improves the accuracy of the judgment.

[0118] [Variation Example 3]

[0119] To determine whether the preceding vehicle V2 is engaging in reckless driving, the judgment can be made by omitting the determination of conditions 2 to 6, and by basing the judgment on the first condition that the distance D between the vehicle V1 and the preceding vehicle V2 is shortened or that the preceding vehicle V2 is frequently and repeatedly decelerating, thereby further simplifying the judgment process.

[0120] Figure 6 This is a flowchart illustrating the reckless driving judgment processing routine performed by ECU 10 in Modified Example 3. In step S400, ECU 10 determines whether there is a preceding vehicle V2 in front of its own vehicle V1. If there is a preceding vehicle V2 in front of its own vehicle V1 (yes), ECU 10 proceeds to step S410. On the other hand, if there is no preceding vehicle V2 in front of its own vehicle V1 (no), ECU 10 temporarily terminates the current routine (returns).

[0121] In step S410, ECU 10 determines whether the distance D between its own vehicle V1 and the preceding vehicle V2 is in a predetermined shortening state. If the time during which the distance D between its own vehicle V1 and the preceding vehicle V2 is below a predetermined threshold distance D1 continues for more than a predetermined first threshold time T1, or if the number of times N that the distance D between its own vehicle V1 and the preceding vehicle V2 is below the predetermined threshold distance D1 reaches a predetermined threshold number N1 within a predetermined second threshold time T2, ECU 10 determines that the distance D between its own vehicle V1 and the preceding vehicle V2 is in a predetermined shortening state. If the distance D is in a predetermined shortening state (yes), ECU 10 determines that its own vehicle V1 and the preceding vehicle V2 are in a predetermined approaching state, and proceeds to step S470. On the other hand, if the distance D is not in a predetermined shortening state (no), ECU 10 proceeds to step S420.

[0122] In step S420, ECU10 determines whether the deceleration frequency of the lead vehicle V2 is high. If the number of decelerations Nb of the lead vehicle V2 (e.g., the number of brake light flashes) reaches a predetermined number Nb1 within a predetermined third threshold time T3, ECU10 determines that the deceleration frequency of the lead vehicle V2 is high. If the deceleration frequency of the lead vehicle V2 is determined to be high (yes), ECU10 determines that its own vehicle V1 and the lead vehicle V2 are in a predetermined close state, and proceeds to step S470. On the other hand, if the deceleration frequency of the lead vehicle V2 is not determined to be high (no), ECU10 does not determine that reckless driving is taking place and temporarily terminates the current routine (returns).

[0123] In step S470, ECU 10 determines that the preceding vehicle V2 is engaging in reckless driving relative to its own vehicle V1. When reckless driving is determined to be occurring in step S470, ECU 10 proceeds to step S480, activating the HMI 50 and / or the dashcam 60. The process of activating these components is the same as step S180 in the above embodiment, therefore, detailed description is omitted. After activating the HMI 50 and / or the dashcam 60 in step S480, ECU 10 then terminates this routine.

[0124] According to the modified example 3 described above, even when the distance D between the vehicle V1 and the preceding vehicle V2 is not in a predetermined shortening state, if the preceding vehicle V2 frequently and repeatedly decelerates, it is determined that the preceding vehicle V2 is driving recklessly relative to the vehicle V1. Therefore, actions such as the driver of the preceding vehicle V2 intentionally and repeatedly braking in short cycles, which would impede the movement of the vehicle V1, can be determined as reckless driving, significantly improving the accuracy of the determination compared to conventional methods based solely on distance.

[0125] [other]

[0126] In this disclosure, the determination device 1 is described as being mounted on the vehicle itself V1, but it can also be mounted on the preceding vehicle V2. In this case, the preceding vehicle V2 is configured as the vehicle itself, and the vehicle itself V1 is configured as the following vehicle, and the determination is made as to whether the vehicle itself V2 is engaging in reckless driving relative to the following vehicle V1. The distance between the vehicle itself V2 and the following vehicle V1 is obtained based on the detection results of a rear camera, rear radar sensor, etc., mounted on the vehicle itself V2. In addition, whether the deceleration frequency of the vehicle itself V2 is high is determined not based on the flashing of the brake lights, but based on the number of times the brake pedal is depressed, as obtained by the brake sensor. Furthermore, if reckless driving is determined to be occurring, the display 51 displays an image that informs the driver of the vehicle itself V2 that reckless driving is occurring and / or urges them to stop reckless driving.

Claims

1. A reckless driving determination device for determining whether a second vehicle traveling in front of a first vehicle is engaging in reckless driving relative to the first vehicle, the reckless driving determination device comprising: The proximity determination unit determines whether the first vehicle and the second vehicle are in a predetermined proximity state. The third vehicle determination unit determines whether a third vehicle is traveling in front of the second vehicle; and The reckless driving determination unit does not determine that reckless driving is in progress if at least one of the following conditions is not met: a first condition where the approach state determination unit determines that the approach state is in progress, or a second condition where the third vehicle determination unit determines that the third vehicle does not exist. Conversely, if both the first and second conditions are met, the unit determines that reckless driving is in progress. The reckless driving determination unit, when the first and second conditions are met and a minimum speed is set for the road in which the first and second vehicles are traveling, determines that reckless driving is not being performed when the speed of the first or second vehicle is above the minimum speed, and determines that reckless driving is being performed when the speed of the first or second vehicle is below the minimum speed.

2. A method for determining reckless driving, comprising determining whether a second vehicle traveling in front of a first vehicle is engaging in reckless driving relative to the first vehicle, the method comprising: Determine whether the first vehicle and the second vehicle are in a predetermined proximity state; Determine whether there is a third vehicle traveling in front of the second vehicle; If at least one of the conditions, namely the first condition determining that the approach state is being reached and the second condition determining that the third vehicle is not present, is not determined to be reckless driving; if both the first and second conditions are met, it is determined to be reckless driving. If the first and second conditions are met, and a minimum speed is set for the road in which the first and second vehicles are traveling, then when the speed of the first or second vehicle is above the minimum speed, it is not determined that the reckless driving is being carried out; when the speed of the first or second vehicle is below the minimum speed, it is determined that the reckless driving is being carried out.

3. A reckless driving determination program product, comprising a reckless driving determination program, wherein the reckless driving determination program causes a computer of a determination device for determining whether a second vehicle traveling in front of a first vehicle is engaging in reckless driving relative to the first vehicle to perform the following processing, the processing comprising: Determine whether the first vehicle and the second vehicle are in a predetermined proximity state; Determine whether there is a third vehicle traveling in front of the second vehicle; If at least one of the conditions, namely the first condition determining that the approach state is being reached and the second condition determining that the third vehicle is not present, is not determined to be reckless driving; if both the first and second conditions are met, it is determined to be reckless driving. If the first and second conditions are met, and a minimum speed is set for the road in which the first and second vehicles are traveling, then when the speed of the first or second vehicle is above the minimum speed, it is not determined that the reckless driving is being carried out; when the speed of the first or second vehicle is below the minimum speed, it is determined that the reckless driving is being carried out.

Images