Traffic safety assistance system

Abstract

The present application is to solve the problem of providing a traffic safety assistance system that can improve the safety of traffic in a situation where the host vehicle attempts to turn right and other moving bodies are expected to exceed the host vehicle. In order to solve the above problem, the traffic safety assistance system (1) has: a recognition means, an HMI, a risk notification setting unit (64), and a risk notification control device, and the risk notification setting unit (64) sets the notification mode of the risk notification control device (227) and the risk notification control device (327) to a caring notification mode or a simulation notification mode according to the speed of the motorcycle (3), the deceleration of the motorcycle (3), the relative speed of the motorcycle (3) with respect to the four-wheeled vehicle (2), and the inter-vehicle distance of the four-wheeled vehicle (2) and the motorcycle (3), and the driving subject characteristic information of the rider of the motorcycle (3) obtained by the driving subject information acquisition unit (61) in the case where the motorcycle (3) is straight on the lane of the road and the four-wheeled vehicle (2) is turning right in the road.

Description

Technical Field

[0001] This invention relates to a traffic safety assistance system. More specifically, it relates to a traffic safety assistance system for assisting the driver of a moving object, i.e., the assisted subject, in driving. Background Technology

[0002] In public transportation, various traffic participants, such as cars, motorcycles, bicycles, and pedestrians, move at different speeds according to their own wishes. As a technology to improve the safety and convenience of traffic participants in such public transportation, Patent Document 1 discloses, for example, a driving assistance device that, together with a predicted dangerous situation, performs driving assistance control based on information about the vehicle's driving status and the vehicle's surrounding environment when a passenger feels danger. This allows for warnings or interventions in driving control even when multiple objects are present, without hindering smooth driving.

[0003] [Previous Technical Documents]

[0004] (Patent Documents)

[0005] Patent Document 1: Japanese Patent Application Publication No. 2021-136001 Summary of the Invention

[0006] [The problem the invention aims to solve]

[0007] In previous driver assistance technologies, when a vehicle attempted to turn right and anticipated that another moving object would overtake it, the driver would be notified if a collision with another moving object was possible. However, these previous driver assistance technologies could not accurately notify the driver, thus failing to adequately ensure traffic safety.

[0008] The purpose of this invention is to provide a traffic safety assistance system that can improve traffic safety when a vehicle attempts to turn right and anticipates that other moving objects will overtake it.

[0009] [Technical means to solve the problem]

[0010] (1) The traffic safety assistance system of the present invention (e.g., the traffic safety assistance system 1 described below) is used to assist the driver of a first moving body, namely the assisted object (e.g., the four-wheeled vehicle 2 described below), and the traffic safety assistance system is characterized by comprising: identification means (e.g., the vehicle-mounted driving assistance device 21, vehicle-mounted communication device 24, portable information processing terminal 25, vehicle-mounted driving assistance device 31, vehicle-mounted communication device 34, portable information processing terminal 35, portable information processing terminal 40, signal control device 55, infrastructure camera 56, object traffic area identification unit 60, and traffic environment database 67 described below) to identify traffic participants and traffic environment in the monitoring area around the aforementioned assisted object; and a human-machine interface (e.g., HMI 220, HMI 320, and HMI described below). 420), operates in a manner perceptible to the driver; a notification mode setting means (e.g., the risk notification setting unit 64 described later), during the period when the identification means identifies the presence of a second moving body (e.g., the motorcycle 3 described later) outside the first range centered on the aforementioned auxiliary object (e.g., the ADAS operating range described later) within the aforementioned monitoring area, sets the notification mode of the aforementioned human-machine interface based on the identification result of the aforementioned identification means; a notification control means (e.g., the risk notification control device 227, the risk notification control device 327, and the HMI control device 425 described later), when the aforementioned notification mode is set to the first mode (e.g., the care notification mode described later), operates the aforementioned human-machine interface with a first notification method, and when the aforementioned notification mode is set to the second mode (e.g., the simulation notification mode described later), operates with a notification intensity higher than the aforementioned first notification method. The second notification method operates the aforementioned human-machine interface; and the driving characteristic acquisition means (e.g., the driving subject information acquisition unit 61 described later) acquires the driving subject characteristic information of the driver of the aforementioned second mobile body. When the aforementioned second mobile body is a mobile body approaching the aforementioned auxiliary object from behind the direction of travel of the aforementioned auxiliary object and the aforementioned second mobile body is traveling straight in the aforementioned monitoring area, and the aforementioned first mobile body is turning right in the aforementioned monitoring area, the aforementioned notification mode is set to the aforementioned first mode or the aforementioned second mode based on the speed of the aforementioned second mobile body, the deceleration of the aforementioned second mobile body, the relative speed of the aforementioned second mobile body relative to the aforementioned first mobile body, the inter-vehicle distance between the aforementioned first mobile body and the aforementioned second mobile body, and the aforementioned driving subject characteristic information of the driver of the aforementioned second mobile body acquired by the aforementioned driving characteristic acquisition means.

[0011] (2) In this case, preferably, when the first mobile body turns right at a location in the monitoring area that is not an intersection, the notification mode setting means sets the notification mode of the surrounding mobile bodies of the first mobile body to the first mode or the second mode based on the position of the first mobile body and the driving subject status information obtained by the driving characteristic acquisition means.

[0012] (3) In this case, preferably, the notification mode setting means changes the notification intensity according to the degree of risk between the auxiliary object and the second mobile body when the notification mode is set to the second mode.

[0013] (4) In this case, preferably, the aforementioned auxiliary object has a driving assistance device (e.g., the vehicle driving assistance device 21 described later), which automatically operates at least one of the braking device and the steering device when there is a moving body that can be contacted within the aforementioned first range.

[0014] (The effect of the invention)

[0015] (1) In the traffic safety assistance system of the present invention, when the notification mode is set to a first mode, the notification control means operates the human-machine interface in a first notification manner; when the notification mode is set to a second mode, it operates the human-machine interface in a second notification manner with a higher notification intensity than the first notification manner. When the second moving body approaches the assisted object from behind in the direction of travel of the assisted object, and the second moving body is traveling straight within the monitoring area while the first moving body is turning right within the monitoring area, the notification mode setting means sets the notification mode to either the first mode or the second mode based on the speed of the second moving body identified by the recognition means, the deceleration of the second moving body, the relative speed of the second moving body to the first moving body, the inter-vehicle distance between the first and second moving bodies, and the driving characteristic information of the driver of the second moving body obtained by the driving characteristic acquisition means. Thus, the traffic safety assistance system can provide advance notification in the first notification manner when the first moving body attempts to turn right and it is expected that the second moving body will overtake the first moving body, and provide notification in the second notification manner when approaching the second moving body. Therefore, in the traffic safety assistance system 1, since the notification intensity of the first notification method is lower than that of the second notification method, when the first vehicle attempts to turn right and it is expected that the second vehicle will overtake the first vehicle, it can both reduce the trouble of notifying the driver of the first vehicle and ensure traffic safety.

[0016] (2) In the traffic safety assistance system of the present invention, when the first mobile vehicle turns right at a location in the monitored area that is not an intersection, the notification mode setting means sets the notification mode of the surrounding mobile vehicles to a first mode or a second mode based on the position of the first mobile vehicle and the driver's status information obtained by the driving characteristic acquisition means. Therefore, when the first mobile vehicle attempts to turn right and it is anticipated that a second mobile vehicle will overtake the first mobile vehicle, the traffic safety assistance system can reduce the inconvenience of notifying drivers of surrounding mobile vehicles while ensuring traffic safety.

[0017] (3) In the traffic safety assistance system of the present invention, the notification mode setting means changes the notification intensity according to the risk level between the assisted object and the second mobile body, so that the traffic safety assistance system of the present invention can strongly convey the approach of the second mobile body to the driver when the risk level is high, and can convey the presence of the second mobile body to the driver at a non-irritating level when the risk level is low.

[0018] (4) In the traffic safety assistance system of the present invention, the assisted object includes a driving assistance device, which automatically operates at least one of a braking device and a steering device when there is a moving body within a first range that is likely to collide with the second moving body. Therefore, the traffic safety assistance system of the present invention can reduce the possibility of a collision between the first moving body and the second moving body by means of the driving assistance device, thereby ensuring traffic safety. Attached Figure Description

[0019] Figure 1 This is a diagram illustrating a traffic safety assistance system according to an embodiment of the present invention, and a partial structure of a traffic area to which the traffic safety assistance system is an object of assistance.

[0020] Figure 2 It is a block diagram illustrating the structure of a collaborative assistance device and multiple regional terminals communicatively connected to the collaborative assistance device.

[0021] Figure 3A It is a block diagram illustrating the structure of a notification device mounted on a four-wheeled vehicle.

[0022] Figure 3B This is a block diagram illustrating the structure of a notification device mounted on a motorcycle.

[0023] Figure 3C This is a block diagram illustrating the structure of a notification device mounted on a portable information processing terminal owned by a pedestrian.

[0024] Figure 4 This is a diagram illustrating the situation of four-wheeled vehicles and motorcycles on roads within a monitored area. Detailed Implementation

[0025] Hereinafter, a traffic safety assistance system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[0026] Figure 1 This is a schematic diagram illustrating a portion of the structure of the traffic safety assistance system 1 of this embodiment and the traffic area 9 in which the traffic participants, for which the traffic safety assistance system 1 is the object of assistance, exist.

[0027] The traffic safety assistance system 1 identifies people moving in the target traffic area 9, namely pedestrians 4 and moving objects such as four-wheeled vehicles 2 and motorcycles 3, as traffic participants, and notifies each traffic participant of the assistance information generated through this identification. By reminding traffic participants to communicate with each other according to their own will (specifically, such as mutual identification between traffic participants) and to recognize the surrounding traffic environment, the system assists each traffic participant in safe and smooth traffic in the target traffic area 9.

[0028] Figure 1 The text describes the situation of traffic area 9 in the urban area, which includes traffic infrastructure equipment such as lanes 51, intersections 52, sidewalks 53 and traffic lights 54, and is located near an intersection 52. Figure 1 The text indicates that a total of 7 four-wheeled vehicles (2) and 2 motorcycles (3) were moving within lane 51 and intersection 52, and a total of 3 groups of pedestrians (4) were moving within sidewalk 53 and intersection 52. Additionally, Figure 1 The text indicates that a total of 3 infrastructure cameras (56 in total) have been installed.

[0029] The traffic safety assistance system 1 includes: an onboard unit group 20 (which includes, in addition to the onboard unit mounted on the four-wheeled vehicle 2, a portable information processing terminal owned or worn by the driver of the four-wheeled vehicle 2), moving with each four-wheeled vehicle 2; an onboard unit group 30 (which includes, in addition to the onboard unit mounted on the motorcycle 3, a portable information processing terminal owned or worn by the driver of the motorcycle 3), moving with each motorcycle 3; a portable information processing terminal 40 owned or worn by each pedestrian 4; multiple infrastructure cameras 56 installed in the target traffic area 9; a signal control device 55 that controls traffic lights 54; and a cooperative assistance device 6 that is communicatively connected to these onboard unit groups 20 and 30, portable information processing terminals 40, infrastructure cameras 56, and signal control devices 55, etc., existing in the target traffic area 9 (hereinafter also referred to as "area terminals").

[0030] The collaborative assistance device 6 consists of one or more computers communicatively connected to the aforementioned multiple regional terminals via base station 57. More specifically, the collaborative assistance device 6 consists of a server connected to multiple regional terminals via base station 57, network core, and the Internet, or an edge server connected to multiple regional terminals via base station 57 and multi-access edge computing (MEC) core.

[0031] Figure 2 This is a block diagram illustrating the structure of the collaborative assistance device 6 and multiple regional terminals communicatively connected to the collaborative assistance device 6.

[0032] The on-board unit group 20 mounted on the four-wheeled vehicle 2 in the target traffic area 9 includes, for example: an on-board driving assistance device 21 to assist the driver in driving; a notification device 22 to notify the driver of various information; a driver status sensor 23 to detect the driver's status during driving; an on-board communication device 24 to conduct wireless communication between the vehicle and the cooperative assistance device 6 and other vehicles near the vehicle; and a portable information processing terminal 25 owned or worn by the driver, etc.

[0033] The vehicle-mounted driving assistance device 21 includes an external sensor unit, a vehicle status sensor, a navigation device, and a driving assistance ECU. The external sensor unit includes: an external camera unit to capture images of the vehicle's surroundings; multiple onboard external sensors, such as a radar unit and a laser detection and ranging (LIDAR) unit, to detect objects outside the vehicle using electromagnetic waves; and an external recognition device that performs sensor fusion processing on the detection results of these external sensors to obtain information related to the vehicle's surroundings. The vehicle status sensor consists of sensors that acquire information related to the vehicle's driving status, such as a vehicle speed sensor, acceleration sensor, steering angle sensor, yaw rate sensor, position sensor, and orientation sensor. The navigation device includes, for example, a GNSS receiver that determines the vehicle's current position based on signals received from Global Navigation Satellite System (GNSS) satellites; and a storage device for storing map information.

[0034] The driver assistance ECU executes driver assistance controls such as lane departure prevention control, lane change control, follow-the-leader control, mislaunch prevention control, collision mitigation braking control, and collision avoidance control based on information obtained from external sensor units, vehicle status sensors, and navigation devices. Additionally, the driver assistance ECU generates driver assistance information to assist the driver in safe driving based on information obtained from external sensor units, vehicle status sensors, and navigation devices, and sends this information to the notification device 22.

[0035] Specifically, when a moving object that may come into contact with the vehicle is present within the predetermined collision mitigation braking operation range centered on the vehicle, the driver assistance ECU activates collision mitigation braking control, which automatically operates the vehicle's braking system, to reduce damage caused by contact between the vehicle and other moving objects. Additionally, when a moving object that may come into contact with the vehicle is present within the predetermined collision avoidance steering operation range centered on the vehicle, the driver assistance ECU activates collision avoidance control, which automatically operates the vehicle's steering system, to avoid contact between the vehicle and other moving objects. Hereinafter, the collision mitigation braking operation range and the collision avoidance steering operation range will be collectively referred to as the "ADAS operating range."

[0036] The driver's status sensor 23 consists of various devices that acquire time-lapse data related to the driver's driving ability during driving. The driver's status sensor 23 may include, for example, the following devices: an in-vehicle camera that detects the driver's gaze direction and whether their eyes are open during driving; a seatbelt sensor installed on the driver's seatbelt to detect the driver's pulse and breathing; a steering sensor installed on the steering wheel held by the driver to detect the driver's skin potential; and an in-vehicle microphone that detects whether there is conversation between the driver and passengers.

[0037] The vehicle communication device 24 has the following functions: sending information acquired by the driving assistance ECU (including information acquired by external sensor units, vehicle status sensors, navigation devices, etc., and control information related to driving assistance control during the execution process) and information related to the driving body acquired by the driving body status sensor 23 to the cooperative assistance device 6; and receiving cooperative assistance information sent by the cooperative assistance device 6 and sending the received cooperative assistance information to the notification device 22.

[0038] The notification device 22 is composed of various devices that notify the driver of various information through the driver's hearing, vision and touch by operating the human-machine interface (hereinafter sometimes referred to as "HMI" for short) in a manner determined by the driving assistance information sent by the vehicle driving assistance device 21 and the cooperation assistance information sent by the cooperation assistance device 6.

[0039] Figure 3A This is a block diagram illustrating the structure of the notification device 22 mounted on a four-wheeled vehicle. Furthermore, Figure 3A The diagram only shows the boxes related to control based on the collaborative assistance information sent by the notification device 22, especially the collaborative assistance device 6.

[0040] The notification device 22 includes: an HMI 220, which is operated in a manner perceptible to the driver; and an HMI control device 225, which operates the HMI 220 according to the cooperative assistance information sent by the cooperative assistance device 6.

[0041] The HMI 220 includes: an audio device 221, which can be operated by the driver through auditory perception; a head-up display 222, which can be operated by the driver through visual perception; and a seat belt control device 223 and a seat vibration device 224, which can be operated by the driver through tactile perception.

[0042] The audio system 221 includes: a headrest speaker 221a, disposed on the driver's seat headrest and capable of emitting directional dual-channel sound; and a main speaker 221b, disposed near the driver's seat or the front passenger seat. These headrest speakers 221a and the main speaker 221b emit sound corresponding to commands from the HMI control unit 225. The head-up display 222 displays images corresponding to commands from the HMI control unit 225 within the driver's field of vision during driving (e.g., the windshield). The seatbelt control unit 223 adjusts the tension of the driver's seatbelt according to commands from the HMI control unit 225. The seat vibration device 224 vibrates the driver's seat with an amplitude and / or vibration frequency corresponding to commands from the HMI control unit 225.

[0043] HMI control device 225 includes: a soundness control device 226 that operates HMI 220 in a manner determined to sounden the driver's driving ability (especially perception ability); and a risk notification control device 227 that operates HMI 220 in a manner determined to make the driver perceive the presence of an approaching risk. As described later, the cooperation assistance information sent by the cooperation assistance device 6 to the four-wheeled vehicle 2 includes: information related to soundness notification setting values ​​for setting the on / off state of soundness notification of the soundness control device 226; information related to risk notification setting values ​​for setting the on / off state of risk notification of the risk notification of the risk notification control device 227 and the notification mode type described later; and information related to the risk approaching the driver (hereinafter also referred to as "risk information").

[0044] The sanitation notification setting value input to the sanitation control device 226 is set to either of the following values: "0" to set the sanitation notification of the sanitation control device 226 to off, or "1" to set the sanitation notification of the sanitation control device 226 to on.

[0045] The sanitation control device 226 sets the sanitation notification to "off" when the sanitation notification setting value is "0". That is, the sanitation control device 226 does not operate the HMI 220 when the sanitation notification setting value is "0". However, this does not prevent the risk notification control device 227 from operating the HMI 220.

[0046] The sanitation control device 226 activates the sanitation notification when the sanitation notification setting is "1". More specifically, the sanitation control device 226, for example, activates music that is of interest and interest to the driver by emitting music through the headrest speakers 221a and the main speakers 221b. Furthermore, to enhance the driver's alertness, the beats per minute (BPM) of the music can be changed, or the bass can be emphasized.

[0047] Thus, since the sanitation control device 226 operates the HMI 220 to sanitation the driver's driving ability, it can disable the sanitation notification when the risk notification of the risk notification control device 227 (described later) is set to "on" (i.e., when the risk notification setting value is "1" or "2"), so as not to annoy the driver. Furthermore, in this embodiment, the sanitation control device 226 has been described as operating the headrest speaker 221a and the main speaker 221b to sanitation the driver's driving ability primarily through hearing, but the invention is not limited to this. The sanitation control device 226 may also operate, for example, the seatbelt control device 223 and the seat vibration device 224.

[0048] In the risk notification control device 227, risk notifications can be performed in at least one of several different notification modes among the operating objects and operating modes of the HMI 220. More specifically, in the risk notification control device 227, risk notifications can be performed in at least one of the following notification modes: a care notification mode aimed at making the driver aware of the existence of a potential risk; a simulation notification mode aimed at making the driver aware of the existence of a manifest risk and / or the degree of such risk; and a prediction assistance notification mode aimed at informing the driver of information beneficial to avoiding predicted risks. Therefore, the risk notification setting value input to the risk notification control device 227 is set to any of the following values: "0" for setting the risk notification of the risk notification control device 227 to be off; "1" for setting the risk notification of the risk notification control device 227 to be on and setting the notification mode to both the care notification mode and the prediction assistance notification mode; and "2" for setting the risk notification of the risk notification control device 227 to be on and setting the notification mode to both the simulation notification mode and the prediction assistance notification mode.

[0049] When the risk notification setting value is "0", the risk notification control device 227 sets the risk notification to "off". That is, when the risk notification setting value is "0", the risk notification control device 227 does not operate the HMI 220. However, this does not prevent the sanitation control device 226 from operating the HMI 220.

[0050] When the risk notification setting value is "1", the risk notification control device 227 sets the notification mode to care notification mode and prediction assistance notification mode, and simultaneously enables risk notification under these set notification modes.

[0051] In addition, when the risk notification setting value is "2", the risk notification control device 227 sets the notification mode to simulation notification mode and prediction auxiliary notification mode, and simultaneously enables risk notifications under these set notification modes.

[0052] The risk notification control device 227, when the notification mode is set to predictive assistance notification mode, generates risk avoidance assistance information beneficial for avoiding risks approaching the driver based on the risk information sent by the cooperative assistance device 6. Simultaneously, it operates the audio device 221 and head-up display 222 of the HMI 220 in a manner that allows the driver to perceive the risk avoidance assistance information through hearing and sight. The risk avoidance assistance information includes information related to the location of traffic participants (hereinafter also referred to as "risk objects") that may come into contact with the vehicle and content information designed to draw the driver's attention to the risk objects.

[0053] More specifically, when a motorcycle driven by an unsafe rider is present in front of a four-wheeled vehicle driven by a driver, the risk notification control device 227 emits a message saying "Please be aware of the danger of a two-wheeled right turn" via the audio device 221, or displays it on the head-up display 222 as risk avoidance assistance information to prevent contact with the motorcycle. Additionally, at this time, the risk notification control device 227 can display arrow images indicating the current and predicted positions of the motorcycle on the head-up display 222 as risk avoidance assistance information to prevent contact with the motorcycle.

[0054] Furthermore, when the notification mode is set to the care notification mode, the risk notification control device 227 operates the HMI 220 in a manner that prevents the driver from becoming annoyed, allowing the driver to naturally perceive the presence of a risk object extracted from the risk information sent by the cooperative assistance device 6. Thus, in care notification mode, to ensure the driver naturally perceives the presence of a risk object without becoming annoyed, the risk notification control device 227 preferably operates the headrest speaker 221a, which is particularly dependent on the driver's hearing, among the various devices included in the HMI 220. More specifically, when the notification mode is set to care notification mode, the risk notification control device 227 emits a familiar sound effect at a low volume through the headrest speaker 221a, a two-channel sound set to naturally direct the driver's gaze towards the location of the risk object.

[0055] Furthermore, when the notification mode is set to simulated notification mode, the risk notification control device 227 operates the HMI 220 in a manner different from the aforementioned care notification mode, so as to make the driver strongly aware of the presence of a risk object extracted from the risk information sent by the cooperative assistance device 6 and the degree of risk associated with that risk object. Thus, in simulated notification mode, in order to make the driver strongly aware of the presence of a risk object, the risk notification control device 227 operates the HMI 220 with a higher notification intensity than determined in care notification mode. Here, notification intensity refers to the intensity that attracts the driver's attention. More specifically, when the notification mode is set to simulated notification mode, the risk notification control device 227 emits a louder buzzer and pulse sound through the headrest speaker 221a and the main speaker 221b than the sound effect emitted in care notification mode. These buzzer and pulse sounds are unfamiliar to the driver and are louder than the sound effects emitted in care notification mode, therefore the notification intensity is higher than the sound effects emitted in care notification mode.

[0056] Furthermore, the risk notification control device 227 preferably operates the HMI 220 in a manner that maximizes the notification intensity when the aforementioned driver assistance ECU begins to execute collision mitigation braking control or collision avoidance steering control, in other words, when a risky object intrudes into the ADAS operating range of the vehicle, in accordance with the change in notification intensity based on the degree of risk.

[0057] Furthermore, in this embodiment, the operation of the audio device 221 by the risk notification control device 227 when the notification mode is set to the simulated notification mode has been described, but the present invention is not limited thereto. When the notification mode is set to the simulated notification mode, the risk notification control device 227 may also operate the seatbelt control device 223 to change the seatbelt tension, or operate the seat vibration device 224 to vibrate the seat, instead of operating the audio device 221. In this way, the seatbelt control device 223 and the seat vibration device 224 operate in a manner dependent on the driver's tactile sense, therefore, the notification intensity is higher than the sound effect emitted in the care notification mode. Additionally, when the notification mode is set to the simulated notification mode, the risk notification control device 227 may also operate the audio device 221, the seatbelt control device 223, and the seat vibration device 224 in combination.

[0058] Furthermore, as described above, in the simulated notification mode, in order to ensure that the driver not only perceives the presence of a risky object but also strongly perceives the degree of risk associated with that object, the risk notification control device 227 preferably adjusts the notification intensity based on the degree of risk (e.g., the collision prediction time for the risky object) extracted from the risk information sent by the cooperative assistance device 6. Specifically, the higher the degree of risk (i.e., the shorter the collision prediction time), the higher the risk level, the greater the volume of the beep, the greater the volume of the pulse sound, or the shorter the interval between pulse sounds. As described above, when the seatbelt control device 223 is operated, the higher the degree of risk, the greater the seatbelt tension, the higher the risk level. Additionally, as described above, when the seat vibration device 224 is operated, the higher the degree of risk, the greater the amplitude of the seat vibration, the higher the amplitude of the seat vibration, the higher the risk level.

[0059] Return to Figure 2The portable information processing terminal 25 comprises, for example, a wearable terminal worn by the driver of the four-wheeled vehicle 2 and a smartphone owned by the driver. The wearable terminal has the function of measuring the driver's biometric information such as heart rate, blood pressure, and blood oxygen saturation, and sending the measurement data to the assistive device 6; and receiving assistive information sent by the assistive device 6, and notifying the driver of messages corresponding to the assistive information via images, voice, warning sounds, and vibrations. The smartphone has the function of sending driver-related information such as the driver's location, acceleration, and schedule to the assistive device 6, and receiving assistive information sent by the assistive device 6, and notifying the driver of messages corresponding to the assistive information via images, voice, warning sounds, melodies, and vibrations.

[0060] The on-board unit 30 mounted on the motorcycle 3 in the target traffic area 9 includes, for example: an on-board driving assistance device 31 to assist the rider in driving; a notification device 32 to notify the rider of various information; a rider status sensor 33 to detect the rider's status during driving; and a portable information processing terminal 35 owned or worn by the rider.

[0061] The vehicle-mounted driving assistance device 31 includes an external sensor unit, a vehicle status sensor, a navigation device, and a driving assistance ECU. The external sensor unit includes: an external camera unit to capture images of the vehicle's surroundings; multiple onboard external sensors, such as radar and LIDAR units, that detect objects outside the vehicle using electromagnetic waves; and an external recognition device that performs sensor fusion processing on the detection results of these external sensors to obtain information related to the vehicle's surroundings. The vehicle status sensor consists of sensors such as a vehicle speed sensor and a 5-axis or 6-axis inertial measurement unit that acquire information related to the vehicle's driving status. The navigation device includes, for example, a GNSS receiver that determines the current location based on signals received from GNSS satellites; and a storage device for storing map information.

[0062] The driver assistance ECU executes driver assistance controls such as lane keeping control, lane departure prevention control, lane change control, follow-the-leader control, mislaunch prevention control, and collision mitigation braking control based on information obtained from external sensor units, vehicle status sensors, and navigation devices. Additionally, the driver assistance ECU generates driver assistance information to assist the rider in safe driving based on information obtained from external sensor units, vehicle status sensors, and navigation devices, and sends this information to the notification device 32.

[0063] Specifically, when a moving object that may come into contact with the vehicle is present within the predetermined collision mitigation braking operation range centered on the vehicle, the driver assistance ECU activates collision mitigation braking control, which automatically operates the vehicle's braking system, to reduce damage caused by contact between the vehicle and other moving objects. Additionally, when a moving object that may come into contact with the vehicle is present within the predetermined collision avoidance steering operation range centered on the vehicle, the driver assistance ECU activates collision avoidance control, which automatically operates the vehicle's steering system, to avoid contact between the vehicle and other moving objects. Hereinafter, the collision mitigation braking operation range and the collision avoidance steering operation range will be collectively referred to as the "ADAS operating range."

[0064] The rider status sensor 33 consists of various devices that acquire information related to the rider's driving ability during the driving process. The rider status sensor 33 may include, for example, the following devices: a seat sensor, which is installed on the seat where the rider sits to detect whether the rider has a pulse and breathing; and a helmet sensor, which is installed on the helmet worn by the rider to detect whether the rider has a pulse, breathing, and skin potential.

[0065] The vehicle communication device 34 has the function of sending information obtained by the driving assistance ECU (including information obtained by external sensor units, vehicle status sensors and navigation devices, and control information related to driving assistance control during the execution process) or rider-related information obtained by the rider status sensor 33 to the cooperative assistance device 6; and the function of receiving cooperative assistance information sent by the cooperative assistance device 6 and sending the received cooperative assistance information to the notification device 32.

[0066] The notification device 32 is composed of various devices that, by operating the HMI in a manner determined according to the driving assistance information sent by the on-board driving assistance device 21 and the cooperative assistance information sent by the cooperative assistance device 6, notify the rider of various information through the rider's hearing, vision and touch.

[0067] Figure 3B This is a block diagram illustrating the structure of the notification device 32 mounted on a motorcycle. Furthermore, Figure 3B The diagram only shows the boxes related to control based on the collaborative assistance information sent by the notification device 32, especially the collaborative assistance device 6.

[0068] The notification device 32 includes: an HMI 320, which is operated in a rider-perceptible manner; and an HMI control device 325, which operates the HMI 320 according to the collaboration assistance information sent by the collaboration assistance device 6.

[0069] The HMI 320 features: a head-mounted speaker 321 for operation by the rider through auditory perception; and a head-up display 322 for operation by the rider through visual perception.

[0070] A head-mounted speaker 321 is mounted on the helmet worn by the rider and is capable of emitting directional, two-channel sound. The head-mounted speaker 321 emits sound corresponding to commands from the HMI control unit 325. The head-up display 322 displays images corresponding to commands from the HMI control unit 325 within the rider's field of vision during riding (e.g., the helmet visor).

[0071] The HMI control device 325 includes: a soundness control device 326 that operates the HMI 320 in a manner determined to sounden the rider's driving ability (especially perception ability); and a risk notification control device 327 that operates the HMI 320 in a manner determined to make the rider perceive an approaching risk. As described later, the cooperation assistance information sent from the cooperation assistance device 6 to the motorcycle 3 includes: information related to soundness notification setting values ​​for setting the on / off state of the soundness notification of the soundness control device 326; information related to risk notification setting values ​​for setting the on / off state of the risk notification and the type of notification mode of the risk notification of the risk notification control device 327; and risk information related to risks approaching the rider.

[0072] The sanitation notification setting value input to the sanitation control device 326 is set to either of the following values: "0" to set the sanitation notification of the sanitation control device 326 to off, or "1" to set the sanitation notification of the sanitation control device 326 to on.

[0073] The sanitation control device 326 sets the sanitation notification to "off" when the sanitation notification setting value is "0". That is, the sanitation control device 326 does not operate the HMI 320 when the sanitation notification setting value is "0". However, this does not prevent the risk notification control device 327 from operating the HMI 320.

[0074] The stamina enhancement control device 326 activates the stamina enhancement notification when the stamina enhancement notification setting is "1". More specifically, the stamina enhancement control device 326 enhances the rider's riding ability by emitting music that is of interest and interest to the rider through the headphone speaker 321. Furthermore, the BPM of the music can be changed or the bass can be emphasized to increase the rider's alertness.

[0075] Thus, since the stamina control device 326 operates the HMI 320 to stamina the rider’s driving ability, the stamina notification can be turned off when the risk notification of the risk notification control device 327 described later is set to on (i.e., when the risk notification setting value is “1” or “2”) so as not to annoy the driver.

[0076] In the risk notification control device 327, risk notifications can be performed in at least one of several different notification modes among the operating objects and operating methods of the HMI 320. More specifically, in the risk notification control device 327, risk notifications can be performed in at least one of the following notification modes: a care notification mode aimed at making the rider aware of the potential risk; a simulation notification mode aimed at making the rider aware of the apparent risk and / or the degree of the risk; and a prediction assistance notification mode aimed at informing the rider of information that is helpful in avoiding the predicted risk. Therefore, the risk notification setting value input to the risk notification control device 327 is set to any of the following values: "0" for setting the risk notification of the risk notification control device 327 to be off; "1" for setting the risk notification of the risk notification control device 327 to be on and setting the notification mode to care notification mode and prediction assistance notification mode; and "2" for setting the risk notification of the risk notification control device 327 to be on and setting the notification mode to simulation notification mode and prediction assistance notification mode.

[0077] Risk notification control device 327 sets risk notification to "off" when the risk notification setting value is "0". That is, risk notification control device 327 does not operate HMI 320 when the risk notification setting value is "0". However, this does not prevent the sanitation control device 326 from operating HMI 320.

[0078] When the risk notification setting value is "1", the risk notification control device 327 sets the notification mode to care notification mode and prediction assistance notification mode, and simultaneously enables risk notifications under these set notification modes.

[0079] In addition, when the risk notification setting value is "2", the risk notification control device 327 sets the notification mode to simulation notification mode and prediction auxiliary notification mode, and simultaneously enables risk notifications under these set notification modes.

[0080] The risk notification control device 327, when the notification mode is set to predictive assistance notification mode, generates risk avoidance assistance information based on the risk information sent by the cooperative assistance device 6. This information is beneficial for avoiding risks approaching the rider. Simultaneously, the rider can operate the head-mounted speaker 321 and head-up display 322 of the HMI 320 in a manner that allows them to perceive the risk avoidance assistance information through hearing and sight. The risk avoidance assistance information includes information related to the location of the risk object that may come into contact with the vehicle and content information designed to draw the rider's attention to the risk object.

[0081] More specifically, when a four-wheeled vehicle driven by an unfit driver is present in front of the motorcycle driven by the rider, the risk notification control device 327 emits a message saying "Caution: Dangerous right turn by a four-wheeled vehicle" via a head-up speaker 321, or displays it on the head-up display 322 as risk avoidance assistance information to avoid contact with the four-wheeled vehicle. Additionally, at this time, the risk notification control device 327 can display arrow images indicating the current and predicted positions of the four-wheeled vehicle on the head-up display 322 as risk avoidance assistance information to avoid contact with the four-wheeled vehicle.

[0082] Furthermore, when the notification mode is set to the care notification mode, the risk notification control device 327 operates the HMI 320 in a way that prevents the rider from feeling annoyed, allowing the rider to naturally perceive the presence of a risk object extracted from the risk information sent by the cooperative assistance device 6. Thus, in care notification mode, to ensure the rider naturally perceives the presence of a risk object without feeling annoyed, the risk notification control device 327 preferably operates the headset speaker 321, which relies particularly on the rider's hearing, among the various devices included in the HMI 320. More specifically, when the notification mode is set to care notification mode, the risk notification control device 327 uses the headset speaker 321 to emit a familiar sound effect at a low volume, designed to naturally direct the rider's gaze towards the location of the risk object, producing a dual-channel sound effect.

[0083] Furthermore, when the notification mode is set to simulated notification mode, the risk notification control device 327 operates the HMI 320 in a manner different from the aforementioned care notification mode, so that the rider strongly perceives the presence of a risk object extracted from the risk information sent by the cooperative assistance device 6 and the degree of risk associated with that risk object. Thus, in simulated notification mode, to ensure the rider strongly perceives the presence of a risk object, the risk notification control device 327 operates the HMI 320 with a higher notification intensity than determined in care notification mode. More specifically, when the notification mode is set to simulated notification mode, the risk notification control device 327 emits a louder buzzer and pulse sound via the head-mounted speaker 321 than the sound effect emitted in care notification mode. These buzzer and pulse sounds are unfamiliar to the rider and are louder than the sound effects emitted in care notification mode, therefore the notification intensity is higher than the sound effects emitted in care notification mode.

[0084] Furthermore, as described above, in the simulated notification mode, in order to ensure that the rider not only perceives the presence of a risky object but also strongly perceives the degree of risk associated with that object, the risk notification control device 327 preferably adjusts the notification intensity based on the degree of risk (e.g., the collision prediction time for the risky object) extracted from the risk information sent by the cooperative assistance device 6. Specifically, the higher the degree of risk (i.e., the shorter the collision prediction time), the higher the volume of the beep tone, or the higher the volume of the pulse tone, or the shorter the interval between pulse tones.

[0085] Furthermore, the risk notification control device 327 preferably operates the HMI 320 in a manner that maximizes the notification intensity when the aforementioned driver assistance ECU begins to execute collision mitigation braking control, in other words, when a risky object intrudes into the ADAS operating range of the vehicle, in accordance with the change in notification intensity based on the degree of risk.

[0086] Return to Figure 2 The portable information processing terminal 40 owned or worn by pedestrian 4 in the target traffic area 9 consists of, for example, a wearable terminal worn by pedestrian 4 and a smartphone owned by pedestrian 4. The wearable terminal has the function of measuring pedestrian 4's biometric information such as heart rate, blood pressure, and blood oxygen saturation, and sending the measurement data of this biometric information to the collaborative assistance device 6, or receiving collaborative assistance information sent by the collaborative assistance device 6. In addition, the smartphone has the function of sending pedestrian information related to pedestrian 4, such as pedestrian 4's location information, movement acceleration, and schedule information, to the collaborative assistance device 6, or receiving collaborative assistance information sent by the collaborative assistance device 6.

[0087] In addition, the portable information processing terminal 40 includes a notification device 42, which operates the HMI in a manner determined according to the received cooperative assistance information, thereby notifying pedestrians of various information through their hearing, vision, and touch.

[0088] Figure 3C This is a block diagram illustrating the structure of the notification device 42 mounted on the portable information processing terminal 40. Furthermore, Figure 3C The diagram only shows the boxes related to control based on the collaborative assistance information sent by the notification device 42, especially the collaborative assistance device 6.

[0089] The notification device 42 includes: an HMI 420 that operates in a pedestrian-perceptible manner; and an HMI control device 425 that operates the HMI 420 according to the collaborative assistance information sent by the collaborative assistance device 6.

[0090] The HMI 420 includes: a speaker 421, which can be operated by a pedestrian through auditory perception; and an excitation device 424, which can be operated by a pedestrian through tactile perception.

[0091] The speaker 421 emits a sound corresponding to the command from the HMI control device 425. The excitation device 424 vibrates the main body of the portable information processing terminal 40 in a manner corresponding to the command from the HMI control device 425 using amplitude and / or vibration frequency.

[0092] As will be described later, the collaborative assistance information sent by the collaborative assistance device 6 to the portable information processing terminal 40 owned by the pedestrian includes information related to risk notification settings for setting the type of risk notification mode for setting the HMI control device 425 to be on / off and notification mode, and risk information related to risks approaching the pedestrian.

[0093] In the HMI control device 425, risk notification can be performed in at least one of several different notification modes among the target device and operation mode of the HMI 420. More specifically, in the HMI control device 425, risk notification can be performed in at least one of the following notification modes: a care notification mode aimed at making pedestrians aware of the existence of potential risks, and a simulation notification mode aimed at making pedestrians aware of the existence of apparent risks and / or the degree of such risks. Therefore, the risk notification setting value input to the HMI control device 425 is set to any of the following values: "0" for setting the risk notification of the HMI control device 425 to off, "1" for setting the risk notification of the HMI control device 425 to on and setting the notification mode to care notification mode, and "2" for setting the risk notification of the HMI control device 425 to on and setting the notification mode to simulation notification mode.

[0094] When the risk notification setting value is "0", the HMI control device 425 sets the risk notification to "off". That is, when the risk notification setting value is "0", the HMI control device 425 does not operate the HMI 420.

[0095] When the risk notification setting value is "1", the HMI control device 425 sets the notification mode to care notification mode, and at the same time sets the risk notification to be enabled in the set notification mode.

[0096] In addition, when the risk notification setting value is "2", the HMI control device 425 sets the notification mode to the simulation notification mode and simultaneously enables the risk notification in the set notification mode.

[0097] Specifically, when the notification mode is set to the care notification mode, the HMI control device 425 operates the HMI 420 in a manner that does not annoy pedestrians, allowing them to naturally perceive the presence of a risk object extracted from the risk information sent by the cooperative assistance device 6. More specifically, when the notification mode is set to the care notification mode, the HMI control device 425 operates the vibration excitation device 424 to cause the main body of the portable information processing terminal 40 to vibrate at a predetermined amplitude and frequency.

[0098] Furthermore, when the notification mode is set to simulated notification mode, the HMI control device 425 operates the HMI 420 in a manner different from the aforementioned care notification mode, so that the pedestrian strongly perceives the presence of a risk extracted from the risk information sent by the cooperative assistance device 6 and the degree of risk towards that risk object. Thus, in simulated notification mode, to make the pedestrian strongly perceive the presence of a risk object, the HMI control device 425 operates the HMI 420 with a higher notification intensity than determined in care notification mode. More specifically, when the notification mode is set to simulated notification mode, the HMI control device 425 emits a buzzer tone, a pulse tone, and a message indicating the presence of risk via the speaker 421.

[0099] Furthermore, as described above, in the simulated notification mode, in order to ensure that pedestrians not only perceive the presence of a risky object but also strongly perceive the degree of risk associated with that object, the HMI control device 425 preferably adjusts the notification intensity based on the degree of risk (e.g., the collision prediction time for the risky object) extracted from the risk information sent by the cooperative assistance device 6. Specifically, the higher the degree of risk (i.e., the shorter the collision prediction time), the HMI control device 425 may increase the volume of the beep tone, increase the volume of the pulse tone, shorten the pulse tone interval, increase the volume of the message, or change the content of the message.

[0100] Return to Figure 2 Infrastructure camera 56 captures images of traffic infrastructure equipment, including lanes, intersections, and sidewalks in the target traffic area, as well as moving objects and pedestrians moving on these lanes, intersections, and sidewalks, and sends the obtained image information to the cooperative assistance device 6.

[0101] The signal control device 55 controls the traffic lights and simultaneously sends the traffic light status information, such as the current illuminated color and the timing of switching illuminated colors, to the cooperating auxiliary device 6.

[0102] The cooperative assistance device 6 is a computer that, based on information obtained from multiple area terminals existing in the target traffic area, generates cooperative assistance information for each traffic participant as an assistance target. This information serves to remind traffic participants of communication and the recognition of the surrounding traffic environment, and notifies each traffic participant to assist them in safe and smooth traffic flow within the target traffic area. Furthermore, in this embodiment, the traffic participants among the multiple traffic participants existing in the target traffic area who possess the means (e.g., notification devices 22, 32, 42) to receive the cooperative assistance information generated in the cooperative assistance device 6 and operate the HMI in a manner determined according to the received cooperative assistance information are considered as assistance targets of the cooperative assistance device 6.

[0103] The collaborative assistance device 6 includes: a target traffic area identification unit 60, which identifies people and moving bodies in the target traffic area as traffic participants; a driver subject information acquisition unit 61, which acquires driver subject status information related to the driving ability of the driver subject of the moving body identified by the target traffic area identification unit 60 as a traffic participant; a prediction unit 62, which predicts the future of the traffic participants in the target traffic area; a sanitation notification setting unit 63, which sets the sanitation notification to be enabled / disabled for each traffic participant identified by the target traffic area identification unit 60 as an assistance object; a risk notification setting unit 64, which sets the risk notification notification mode for each traffic participant identified by the target traffic area identification unit 60 as an assistance object; a collaborative assistance information notification unit 65, which sends collaborative assistance information generated for each traffic participant identified by the target traffic area identification unit 60 as an assistance object; a traffic environment database 67, which stores information related to the traffic environment of the target traffic area; and a driving history database 68, which stores information related to the past driving history of pre-registered driver subjects.

[0104] The traffic environment database 67 stores pre-registered map information of the target traffic area (e.g., lane width, number of lanes, speed limit, sidewalk width, presence or absence of guardrails between lanes and sidewalks, and location of pedestrian crossings), risk area information related to high-risk areas, especially high-risk areas, within the target traffic area, and information related to the traffic environment of traffic participants within the target traffic area. Hereinafter, the information stored in the traffic environment database 67 will also be referred to as registered traffic environment information.

[0105] The driving history database 68 stores information related to the past driving history of pre-registered driving subjects in a state associated with the registration number of the mobile vehicle owned by the driving subject. Therefore, if the registration number of the identified mobile vehicle can be specifically identified by the object traffic area identification unit 60 (described later), the past driving history of the driving subject of the identified mobile vehicle can be obtained by searching the driving history database 68 based on that registration number. Hereinafter, the information stored in the driving history database 68 will also be referred to as registered driving history information.

[0106] The target traffic area identification unit 60 identifies the traffic environment of people or moving bodies in the target traffic area, i.e., each traffic participant, and the traffic environment of each traffic participant in the target traffic area, based on the information sent by the aforementioned area terminals (vehicle-mounted device group 20, 30, portable information processing terminal 40, infrastructure camera 56 and signal control device 55) in the target traffic area and the registered traffic environment information read from the traffic environment database 67, and at the same time obtains identification information related to these identified objects.

[0107] The information sent to the target traffic area identification unit 60 from the vehicle-mounted driving assistance device 21 and vehicle-mounted communication device 24 included in the vehicle-mounted device group 20, or from the vehicle-mounted driving assistance device 31 and vehicle-mounted communication device 34 included in the vehicle-mounted device group 30, includes information about the status of traffic participants or the traffic environment around the vehicle as obtained by external sensor units, or information about the status of the vehicle as a traffic participant obtained by vehicle status sensors or navigation devices. Additionally, the information sent to the target traffic area identification unit 60 from the portable information processing terminal 40 includes information about the status of pedestrians as traffic participants, such as position or acceleration. Furthermore, the image information sent to the target traffic area identification unit 60 from the infrastructure camera 56 includes information about the appearance of traffic infrastructure equipment such as lanes, intersections, and pedestrian crossings in the target traffic area, as well as the appearance of traffic participants moving in the target traffic area, and other information related to each traffic participant or their traffic environment. In addition, the traffic light status information sent from the signal control device 55 to the target traffic area identification unit 60 includes information related to the traffic environment of each traffic participant, such as the current illuminated color of the traffic light or the timing of switching illuminated colors. Furthermore, the registered traffic environment information read by the target traffic area identification unit 60 from the traffic environment database 67 includes map information of the target traffic area or risk area information, and other information related to the traffic environment of each traffic participant.

[0108] Therefore, the target traffic area identification unit 60 can acquire identification information (hereinafter also referred to as "traffic participant identification information") of each traffic participant in the target traffic area based on information sent by these area terminals, including their position, speed, acceleration, direction of movement, vehicle type, vehicle compartment, registration number, number of pedestrians, and age group of pedestrians in the target traffic area. Furthermore, the target traffic area identification unit 60 can acquire traffic environment identification information (hereinafter also referred to as "traffic environment identification information") of each traffic participant in the target traffic area based on information sent by these area terminals, including lane width, number of lanes, speed limit, sidewalk width, presence or absence of guardrails between lanes and sidewalks, traffic light colors and switching timings, and risk area information.

[0109] Therefore, in this embodiment, the means of identifying traffic participants and traffic environment in the target traffic area consists of the target traffic area identification unit 60, the vehicle-mounted driving assistance device 21, vehicle-mounted communication device 24 and portable information processing terminal 25 included in the vehicle-mounted device group 20 of the four-wheeled vehicle 2, the vehicle-mounted driving assistance device 31, vehicle-mounted communication device 34 and portable information processing terminal 35 included in the vehicle-mounted device group 30 of the motorcycle 3, the portable information processing terminal 40 of the pedestrian 4, the infrastructure camera 56, the signal control device 55, and the traffic environment database 67.

[0110] The traffic area identification unit 60 sends the traffic participant identification information and traffic environment identification information obtained as described above to the driver subject information acquisition unit 61, prediction unit 62, sound notification setting unit 63, risk notification setting unit 64, and cooperative assistance information notification unit 65, etc.

[0111] The driver information acquisition unit 61 acquires driver status information and driver characteristic information related to the current driving ability of the driver being identified as a traffic participant by the target traffic area identification unit 60, based on information sent by the aforementioned area terminals (especially vehicle-mounted device groups 20 and 30) in the target traffic area and registered driving history information read from the driving history database 68.

[0112] More specifically, when the driver of a four-wheeled vehicle identified as a traffic participant by the target traffic area identification unit 60 is a human, the driver information acquisition unit 61 acquires information sent by the on-board unit 20 mounted on the four-wheeled vehicle as the driver's driving status information. Additionally, when the driver of a motorcycle identified as a traffic participant by the target traffic area identification unit 60 is a human, the driver information acquisition unit 61 acquires information sent by the on-board unit 30 mounted on the motorcycle as the rider's driving status information.

[0113] The information sent from the driver status sensor 23 and vehicle communication device 24 included in the vehicle-mounted device group 20 to the driver information acquisition unit 61 includes time-lapse data related to the driver's gaze direction and whether their eyes are open, the presence of pulse and respiration, skin potential and other biological information, and the presence of voice information such as dialogue during driving. This data relates to the driver's driving ability. Similarly, the information sent from the rider status sensor 33 and vehicle communication device 34 included in the vehicle-mounted device group 30 to the driver information acquisition unit 61 includes time-lapse data related to the rider's pulse and respiration, skin potential and other biological information. This data also relates to the rider's driving ability. Furthermore, the information sent from the portable information processing terminals 25 and 35 included in the vehicle-mounted device groups 20 and 30 to the driver information acquisition unit 61 includes the driver's or rider's personal schedule information. Drivers or riders may experience anxiety and decreased driving ability when driving a mobile vehicle under stressful schedules. Therefore, the schedule information of a driver or rider can be said to be information related to their own driving ability.

[0114] The driver subject information acquisition unit 61 uses either the driver subject status information obtained through the above steps or the registered driving history information read from the driving history database 68 to obtain driver subject characteristic information related to the characteristics of the driver subject's driving (e.g., too many abrupt lane changes and too many abrupt accelerations and decelerations). The driver subject's driving is related to the driver subject's current driving ability during the driving process.

[0115] The driver information acquisition unit 61 sends the driver status information and driver characteristic information of the driver acquired as described above to the prediction unit 62, the improvement notification setting unit 63, the risk notification setting unit 64, and the cooperative assistance information notification unit 65, etc.

[0116] The prediction unit 62 extracts a portion of the traffic area within the target traffic area as a monitoring area. Based on traffic participant identification information and traffic environment identification information obtained by the target traffic area identification unit 60, and driver subject status information and driver subject characteristic information obtained by the driver subject information acquisition unit 61, it predicts the future of multiple traffic participants within this monitoring area. More specifically, the prediction unit 62 constructs a virtual space simulating the monitoring area based on the traffic participant identification information and traffic environment identification information obtained by the target traffic area identification unit 60. Simultaneously, it simulates the traffic participant identification information, traffic environment identification information, driver subject status information, and driver subject characteristic information within this virtual space to predict the future of each traffic participant within the monitoring area. Furthermore, the specific steps involved in predicting the future of each traffic participant within the monitoring area using the prediction unit 62 are omitted in detail.

[0117] The target traffic area is, for example, a relatively large traffic area defined by municipal authorities. In contrast, the monitored area is, for example, a traffic area near an intersection or a specific facility, which a four-wheeled vehicle could pass through in about tens of seconds at the legal speed. That is, although the monitored area is narrower than the target traffic area, it is wider than the operating range of the ADAS (Advanced Driver Assistance Systems) ECUs mounted on each moving vehicle.

[0118] The sanitation notification setting unit 63 sets the sanitation notification to be enabled or disabled for each traffic participant identified by the traffic area identification unit 60 as an auxiliary object and a moving body among multiple traffic participants in the target traffic area.

[0119] More specifically, the soundness notification setting unit 63 first obtains driver status information and driver characteristic information associated with the driver of each set object from the driver subject information acquisition unit 61. Then, based on the obtained driver subject status information and driver subject characteristic information, the soundness notification setting unit 63 calculates the current soundness of the driver subject for each set object. Furthermore, if the soundness calculated for each set object is less than a predetermined soundness threshold, the soundness notification setting unit 63 determines that the driver subject of that set object is in an unsound state, and sets the soundness notification setting value for that set object to "1" in order to enable the soundness notification. Conversely, if the soundness calculated for each set object is above the soundness threshold, the soundness notification setting unit 63 determines that the driver subject of that set object is in a sound state, and sets the soundness notification setting value for that set object to "0" in order to disable the soundness notification.

[0120] The sanitation notification setting unit 63 sets the sanitation notification for multiple targets within the target traffic area to be enabled or disabled through the above steps. Information related to the sanitation notification setting values ​​set by the sanitation notification setting unit 63 for each target is sent to the cooperation assistance information notification unit 65.

[0121] The risk notification setting unit 64 sets the risk notification on / off and notification mode for each traffic participant identified by the target traffic area identification unit 60 as an auxiliary object among the multiple traffic participants in the monitoring area extracted from the target traffic area by the prediction unit 62.

[0122] More specifically, the risk notification setting unit 64 sets the on / off state and notification mode of risk notification for each set object existing in the monitoring area based on the traffic participant identification information and traffic environment identification information obtained by the object traffic area identification unit 60, the driver status information and driver characteristic information obtained by the driver subject information acquisition unit 61, and the prediction result of the prediction unit 62 for the monitoring area.

[0123] Furthermore, the following are specific steps regarding the settings for enabling / disabling risk notifications and the notification mode for each target object by the risk notification setting unit 64, for example, setting... Figure 4 The situation where road R1 is shown is explained as a monitoring area.

[0124] Figure 4 This is a schematic diagram illustrating the situation of four-wheeled vehicles 2 and motorcycles 3 on road R1, which is a monitored area. Figure 4 In the example shown, the road R1, which is the monitored area, is a single-lane road on one side. The auxiliary object, namely the four-wheeled vehicle 2, is traveling in one lane of the road, and the second mobile body, namely the motorcycle 3, is traveling behind the four-wheeled vehicle 2 in the same lane. Moreover, the four-wheeled vehicle 2 attempts to cross the opposite lane to make a right turn at a location that is not an intersection. For example, the four-wheeled vehicle 2 attempts to cross the opposite lane to make a right turn in order to enter the destination.

[0125] In this situation, the four-wheeled vehicle 2 slows down to make a right turn, and therefore it is anticipated that the motorcycle 3 traveling behind the four-wheeled vehicle 2 will overtake it from its right rear. In this scenario, a collision may occur between the four-wheeled vehicle 2 making the right turn and the motorcycle 3 overtaking it from its right rear.

[0126] exist Figure 4In the example shown, when motorcycle 3 approaches four-wheeled vehicle 2 from behind in the direction of travel of four-wheeled vehicle 2, and motorcycle 3 is traveling straight in lane R1 while four-wheeled vehicle 2 is turning right in lane R1, the risk notification setting unit 64 sets the notification mode of risk notification control device 227 and risk notification control device 327 to care notification mode or simulation notification mode based on the speed of motorcycle 3, deceleration of motorcycle 3, relative speed of motorcycle 3 to four-wheeled vehicle 2, and vehicle-to-vehicle distance between four-wheeled vehicle 2 and motorcycle 3 identified by the identification means, and the driving subject characteristic information of the rider of motorcycle 3 obtained by the driving subject information acquisition unit 61.

[0127] Specifically, outside the simulated notification operation range that includes the ADAS operation range, when the speed of motorcycle 3 exceeds that of four-wheeled vehicle 2, the deceleration of motorcycle 3 is low or motorcycle 3 does not decelerate, the relative speed of motorcycle 3 to four-wheeled vehicle 2 is high enough to overtake, the distance between four-wheeled vehicle 2 and motorcycle 3 is short enough to overtake, and the rider of motorcycle 3 recognizes the driving characteristics of both four-wheeled vehicle 2 and motorcycle 3, including the characteristic of frequently overtaking other moving bodies, the risk notification setting unit 64 sets the notification mode of risk notification control device 227 and risk notification control device 327 to care notification mode.

[0128] Furthermore, when the four-wheeled vehicle 2 is closer to the motorcycle 3 and is within the range of the simulated notification operation, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to the simulated notification mode.

[0129] The simulated notification operation range includes the ADAS operation range. It refers to the range within which the notification mode is set to simulated notification mode and risk notifications are sent when the motorcycle 3 and the four-wheeled vehicle 2 are close together. In other words, the simulated notification operation range is broader than the ADAS operation range.

[0130] Furthermore, as described above, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 and the risk notification control device 327 to care notification mode by setting the risk notification setting value input to the risk notification control device 227 and the risk notification control device 327 to "1" respectively, and sets the notification mode of the risk notification control device 227 and the risk notification control device 327 to simulation notification mode by setting the risk notification setting value input to the risk notification control device 227 and the risk notification control device 327 to "2" respectively.

[0131] Furthermore, when the four-wheeled vehicle 2 turns right at a location in road R1 that is not an intersection, the risk notification setting unit 64 sets the notification mode for the surrounding moving objects of the four-wheeled vehicle 2 to a care notification mode or a simulated notification mode based on the location of the four-wheeled vehicle 2 and the driver status information obtained by the driver information acquisition unit 61. The surrounding moving objects of the four-wheeled vehicle 2 may have an onboard driver assistance device 21 similar to that of the four-wheeled vehicle 2, or they may have a communication device capable of sending and receiving information from the four-wheeled vehicle 2 and the cooperative assistance device 6 via vehicle-to-vehicle communication.

[0132] Specifically, when the four-wheeled vehicle 2 turns right at a location in road R1 that is not an intersection, and when the four-wheeled vehicle 2 is located at a location in road R1 that is not an intersection, and the driver's status information includes the driver's preparatory actions for turning right (e.g., driver's line of sight, brake operation, etc.), the risk notification setting unit 64 sets the notification mode for surrounding moving objects of the four-wheeled vehicle 2 to a care notification mode. Furthermore, when the four-wheeled vehicle 2 approaches the motorcycle 3 further and falls within the simulated notification operation range, the risk notification setting unit 64 sets the notification mode for surrounding moving objects of the four-wheeled vehicle 2 to a simulated notification mode.

[0133] Furthermore, in the above example, although the risk notification setting unit 64 sets the notification mode of the surrounding moving objects of the four-wheeled vehicle 2 to care notification mode or simulation notification mode, it is not limited to this. It can receive information from the four-wheeled vehicle 2 and the cooperative assistance device 6 through vehicle-to-vehicle communication and issue risk notifications such as warnings to the surrounding moving objects.

[0134] Furthermore, in the above example, although the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 of the four-wheeled vehicle 2 and the risk notification control device 327 of the motorcycle 3 to a care notification mode or a simulated notification mode, it is not limited thereto. The risk notification setting unit 64 may also set either the risk notification control device 227 or the risk notification control device 327 to a care notification mode or a simulated notification mode. Additionally, when the surrounding moving body has an on-board device group 20 similar to the four-wheeled vehicle 2, the risk notification setting unit 64 may also set the risk notification control device 227 of the four-wheeled vehicle 5 to a care notification mode or a simulated notification mode.

[0135] Return to Figure 2The collaborative assistance information notification unit 65 generates collaborative assistance information for each traffic participant identified as an assistance object by the object traffic area identification unit 60, based on the traffic participant identification information and traffic environment identification information obtained by the object traffic area identification unit 60, the driver subject status information and driver subject characteristic information obtained by the driver subject information acquisition unit 61, the prediction results of the prediction unit 62, information related to the sanitation setting value set by the sanitation notification setting unit 63, and information related to the risk notification setting value set by the risk notification setting unit 64. This information is used to remind the traffic participants to communicate with surrounding traffic participants and to identify the surrounding traffic environment. The generated collaborative assistance information is then sent to each traffic participant.

[0136] The collaborative assistance information sent from the collaborative assistance information notification unit 65 to each assisted object includes information related to the sanitation setting value, information related to the risk notification setting value, and risk information related to risks near each assisted object. The risk information includes, for example, prediction results from the prediction unit 62 and information related to the locations of traffic participants around each traffic participant.

[0137] The traffic safety assistance system 1 according to this embodiment has the following effects.

[0138] (1) In the traffic safety assistance system 1, when the notification mode is set to care notification mode, the risk notification control device 227 operates the HMI 220 in the first notification mode, and when the notification mode is set to simulation notification mode, the HMI 220 operates in the second notification mode with a higher notification intensity than the first notification mode. When the motorcycle 3 approaches the four-wheeled vehicle 2 from behind in the direction of travel of the four-wheeled vehicle 2, and the motorcycle 3 is traveling straight in lane R1 while the four-wheeled vehicle 2 is turning right in lane R1, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 and the risk notification control device 327 to care notification mode or simulation notification mode based on the speed of the motorcycle 3, the deceleration of the motorcycle 3, the relative speed of the motorcycle 3 to the four-wheeled vehicle 2, the distance between the four-wheeled vehicle 2 and the motorcycle 3 identified by the identification means, and the driving subject characteristic information of the rider of the motorcycle 3 obtained by the driving subject information acquisition unit 61. Therefore, the traffic safety assistance system 1 can provide advance notification in the event that a four-wheeled vehicle 2 is attempting to turn right and a motorcycle 3 is expected to overtake it, and provide a second notification when the motorcycle 3 approaches the four-wheeled vehicle 2. Thus, in the traffic safety assistance system 1, since the intensity of the advance notification in the first notification method is lower than that in the second notification method, it reduces the hassle of notifying the driver of the four-wheeled vehicle 2 when it is attempting to turn right and a motorcycle 3 is expected to overtake it, while also ensuring traffic safety.

[0139] (2) In the traffic safety assistance system 1, when the four-wheeled vehicle 2 turns right at a location in road R1 that is not an intersection, the notification mode for surrounding moving objects of the four-wheeled vehicle 2 is set to either a care notification mode or a simulated notification mode based on the position of the four-wheeled vehicle 2 and the driver status information obtained by the driver information acquisition unit 61. Therefore, when the four-wheeled vehicle 2 attempts to turn right and it is anticipated that the motorcycle 3 will overtake the four-wheeled vehicle 2, the traffic safety assistance system 1 can both reduce the inconvenience of notifying drivers of surrounding moving objects and ensure traffic safety.

[0140] (3) In the traffic safety assistance system 1, when the notification modes of the risk notification control device 227 and the risk notification control device 327 are set to the simulated notification mode, the risk notification setting unit 64 changes the notification intensity according to the risk level between the four-wheeled vehicle 2 and the motorcycle 3. Thus, the traffic safety assistance system 1 can strongly convey the approach of the second moving body, i.e., the motorcycle 3, to the driver of the four-wheeled vehicle 2 when the risk level is high, and can convey the presence of the second moving body to the driver at a non-irritating level when the risk level is low. Similarly, the traffic safety assistance system 1 can strongly convey the approach of the four-wheeled vehicle 2 to the driver of the motorcycle 3 when the risk level is high, and can convey the presence of the four-wheeled vehicle 2 to the driver at a non-irritating level when the risk level is low.

[0141] (4) In the traffic safety assistance system 1, the assisted object, namely the four-wheeled vehicle 2, is equipped with an on-board driving assistance device 21. Under the condition that there is a moving object within the ADAS range that may be contacted, the on-board driving assistance device 21 automatically operates at least one of the braking device and the steering device. Thus, the traffic safety assistance system 1 can reduce the possibility of collision between the four-wheeled vehicle 2 and the motorcycle 3 by means of the on-board driving assistance device 21, thereby ensuring traffic safety.

[0142] The above description describes one embodiment of the present invention, but the present invention is not limited thereto. Details can be appropriately modified within the scope of the present invention. For example, in the above embodiment, the identification means for recognizing traffic participants and the traffic environment in the monitoring area surrounding the moving object (i.e., the assisting object), and the notification mode setting means for setting the notification mode of the assisting object, are respectively provided as an object traffic area identification unit 60 and a risk notification setting unit 64 on a cooperative assisting device 6 capable of wireless communication with the assisting object. However, the present invention is not limited thereto. The identification means and the notification mode setting means can be configured as vehicle-mounted devices mounted on the assisting object. In this case, although the range of the monitoring area recognized by the identification means is limited to the range that can be recognized by external sensors mounted on the assisting object, it has the advantage of low communication latency.

[0143] Figure Labels

[0144] 1. Traffic safety assistance systems

[0145] 9. Target Traffic Area

[0146] 2. Four-wheeled vehicles (first moving body, traffic participant)

[0147] 20 vehicle-mounted device groups

[0148] 21. Vehicle-mounted driver assistance devices (recognition methods, driver assistance devices)

[0149] 22 Notification Device

[0150] 23 Driver Entity Status Sensors

[0151] 24. Vehicle-mounted communication devices (identification methods)

[0152] 25 Portable information processing terminal (identification method)

[0153] 3. Motorcycles (secondary mobile vehicles, traffic participants)

[0154] 30 vehicle-mounted device groups

[0155] 31. Vehicle-mounted driver assistance devices (recognition methods, driver assistance devices)

[0156] 32 Notification Device

[0157] 33 Rider Status Sensors

[0158] 34. Vehicle-mounted communication devices (identification methods)

[0159] 35 Portable information processing terminal (identification method)

[0160] 4. Pedestrians (people, traffic participants)

[0161] 40 Portable information processing terminals (identification methods)

[0162] 51 lanes (traffic environment)

[0163] 52. Intersection (traffic environment)

[0164] 53. Pedestrian walkway (traffic environment)

[0165] 54. Traffic Lights (Traffic Environment)

[0166] 55. Signal control device (identification method)

[0167] 56. Infrastructure cameras (identification methods)

[0168] 6 Collaborative Auxiliary Devices

[0169] 60-object traffic area identification unit (identification method)

[0170] 61. Driver Entity Information Acquisition Unit (Method for Acquiring Driving Characteristics)

[0171] 62 Prediction Units (Prediction Methods)

[0172] 63. Improvement Notification Setting Unit

[0173] 64. Risk Notification Setting Unit (Notification Mode Setting Method)

[0174] 65 Collaborative Assistance Information Notification Unit

[0175] 67. Traffic Environment Database (Identification Methods)

[0176] 68 Driving History Database

[0177] 220HMI (Human Machine Interface)

[0178] 225 HMI control unit

[0179] 226. Improved control device

[0180] 227 Risk Notification and Control Device (Notification Control Method)

[0181] 320HMI (Human Machine Interface)

[0182] 325 HMI control unit

[0183] 326. Improved control device

[0184] 327 Risk Notification and Control Device (Notification Control Method)

[0185] 420HMI (Human Machine Interface)

[0186] 425HMI control device

Claims

1. A traffic safety assistance system for assisting a driver of a first moving body, that is, an assist target, in driving, the traffic safety assistance system characterized by comprising: recognition means for recognizing a traffic participant and a traffic environment in a monitoring area around the assist target; a human-machine interface operable in a manner perceptible to the driver; notification mode setting means for setting a notification mode of the human-machine interface in accordance with a result of recognition by the recognition means during a period in which a second moving body exists outside a first range centered on the assist target in the monitoring area; notification control means for operating the human-machine interface in a first notification manner when the notification mode is set to a first mode and in a second notification manner in which a notification intensity is higher than in the first notification manner when the notification mode is set to a second mode; and driving characteristic acquisition means for acquiring driving subject characteristic information of a driver of the second moving body, wherein the notification mode setting means sets the notification mode to the first mode or the second mode in accordance with a speed of the second moving body, a deceleration of the second moving body, a relative speed of the second moving body with respect to the first moving body, and a vehicle-to-vehicle distance between the first moving body and the second moving body, the driving subject characteristic information of the driver of the second moving body acquired by the driving characteristic acquisition means, when the second moving body is a moving body approaching the assist target from behind a direction of travel of the assist target and the second moving body is straight ahead in the monitoring area and the first moving body is making a right turn in the monitoring area.

2. The traffic safety assistance system according to claim 1, wherein the notification mode setting means sets the notification mode to the first mode or the second mode in accordance with a position of the first moving body and driving subject state information acquired by the driving characteristic acquisition means in a case in which the first moving body is making a right turn at a location in the monitoring area that is not an intersection.

3. The traffic safety assistance system according to claim 1 or 2, wherein the notification mode setting means changes the notification intensity in accordance with a degree of risk between the assist target and the second moving body when the notification mode is set to the second mode.

4. The traffic safety assistance system according to claim 1 or 2, wherein the assist target is provided with a driving assistance device that automatically operates at least either a brake device or a steering device when a moving body having a possibility of contact exists in the first range. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​

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