Traffic safety assistance system

Abstract

The problem this invention aims to solve is to provide a traffic safety assistance system that improves traffic safety when other moving vehicles merge onto a road and when other moving vehicles are approaching the vehicle. To solve the above problem, a traffic safety assistance system 1 includes: a recognition means, an HMI (Human Interface Device), a risk notification setting unit 64, and a risk notification control device. The risk notification setting unit 64 sets the notification mode to an indication notification mode when the motorcycle 3 is an oncoming moving vehicle and the first movement path of the four-wheeled vehicle 2 is connected to the second movement path of the motorcycle 3; and sets the notification mode to a simulated notification mode when the motorcycle 3 is within the simulated notification operation range.

Description

Technical Field

[0001] This invention relates to a traffic safety assistance system. More specifically, it relates to a traffic safety assistance system that assists a driver, as a moving object, in driving. Background Technology

[0002] In public transportation, various traffic participants, such as cars, motorcycles, bicycles, and pedestrians, move at different speeds based on their own intentions. As a technology to improve the safety and convenience of traffic participants in such public transportation, for example, Patent Document 1 discloses a driving assistance device that performs driving assistance control based on predicted dangerous situations, information about the vehicle's driving state when occupants feel danger, and information about the vehicle's surrounding environment. Thus, even in the presence of multiple objects, it performs warnings or intervention actions on driving control in a manner that does not impede 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 conventional driver assistance technologies, when other moving objects merge into the vehicle's lane and approach the vehicle, the driver is notified if there is a possibility of collision. However, if other moving objects yield to vehicles with different priority than the vehicle's lane, drivers of those other moving objects may suddenly appear in the vehicle's direction of travel due to impatience or anxiety caused by yielding. Therefore, conventional driver assistance technologies cannot accurately notify the driver and cannot adequately ensure traffic safety.

[0008] The purpose of this invention is to provide a traffic safety assistance system that can improve traffic safety when other moving vehicles are merging into a road on which the moving vehicle is traveling, and when other moving vehicles are approaching the moving vehicle.

[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) assists the driver of the assisted object (e.g., the four-wheeled vehicle 2 described below) as a first moving body, characterized in that it comprises: 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 surrounding the aforementioned assisted object; and a human-machine interface (e.g., the HMI 220, HMI 320, and HMI described below). 420), operates in a manner that is perceptible to the driver; the notification mode setting means (e.g., the risk notification setting unit 64 described later), while recognizing the presence of a second moving body (e.g., the motorcycle 3 described later) within the aforementioned monitoring area and outside the first range centered on the aforementioned auxiliary object (e.g., the ADAS operating range described later) by the aforementioned recognition means, sets the notification mode of the aforementioned human-machine interface based on the recognition result of the aforementioned recognition means; the 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 sign notification mode described later), causes the aforementioned human-machine interface to use the first notification method. When the aforementioned notification mode is set to the second mode (e.g., the simulated notification mode described later), the aforementioned human-machine interface operates in a second notification mode with a higher notification strength than the aforementioned first notification mode. The aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode when the aforementioned second moving body is an opposing moving body that approaches the aforementioned auxiliary object from the front or side of the aforementioned auxiliary object's direction of travel outside the aforementioned second range (e.g., the simulated notification operation range described later), and the aforementioned first movement path of the aforementioned auxiliary object is connected to the aforementioned second movement path of the aforementioned second moving body; when the aforementioned second moving body exists within the aforementioned second range, the aforementioned notification mode is set to the aforementioned second mode.

[0011] (2) Preferably, when the notification mode is set to the second mode, the notification mode setting means changes the notification intensity according to the risk level between the auxiliary object and the second mobile body.

[0012] (3) In this case, it is preferable that a third moving body (e.g., the four-wheeled vehicle 5 described later) approaches the aforementioned auxiliary object from the front of the aforementioned auxiliary object in the direction of travel of the aforementioned second moving body, and the aforementioned third moving body makes a yielding action that shows the intention to give way to the aforementioned second moving body, and the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode.

[0013] (4) Preferably, when the driver of the aforementioned third mobile vehicle makes a prescribed posture as the aforementioned yielding action, the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode.

[0014] (5) In this case, it is preferable that when the aforementioned third moving body notifies the outside in a prescribed manner as a gesture of courtesy, the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode.

[0015] (6) In this case, it is preferable that when the workshop distance between the aforementioned third moving body and the aforementioned second moving body is more than a predetermined distance, in order to perform the aforementioned yielding action, the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode.

[0016] (7) Preferably, the aforementioned traffic safety assistance system also has a prediction means (e.g., the prediction unit 62 described later) to predict the movement of the moving body identified by the aforementioned identification means as a traffic participant; the aforementioned notification mode setting means sets the aforementioned notification mode to the second mode when the first predicted movement path of the aforementioned assisted object predicted by the aforementioned prediction means coincides with the second predicted movement path of the aforementioned second moving body.

[0017] (8) Preferably, the driving priority of the first moving path of the aforementioned auxiliary object is higher than the driving priority of the second moving path of the aforementioned second moving body.

[0018] (9) Preferably, the aforementioned second mobile body is a two-wheeled vehicle.

[0019] (10) Preferably, the aforementioned auxiliary object has a driving assistance device (e.g., vehicle driving assistance device 21 and vehicle driving assistance device 31 described later), wherein the driving assistance device automatically operates at least one of the braking device and the steering device on the condition that there is a movable body that may be contacted within the aforementioned first range.

[0020] (11) The traffic safety assistance system of the present invention (e.g., the traffic safety assistance system 1 described later) assists the driver of the assisted object (e.g., the four-wheeled vehicle 2 described later) as a first moving body, characterized in that it comprises: 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 later) for identifying traffic participants and traffic environment in the monitoring area surrounding the aforementioned assisted object; and a human-machine interface (e.g., the HMI 220, HMI 320, and HMI described later). 420), operates in a manner that is perceptible to the driver; the notification mode setting means (e.g., the risk notification setting unit 64 described later), while recognizing the presence of a second moving body (e.g., the motorcycle 3 described later) within the aforementioned monitoring area and outside the first range centered on the aforementioned auxiliary object by the aforementioned recognition means, sets the notification mode of the aforementioned human-machine interface based on the recognition result of the aforementioned recognition means; the 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, causes the aforementioned human-machine interface to use a first notification method. In operation, when the aforementioned notification mode is set to the second mode, the aforementioned human-machine interface operates in a second notification mode with a higher notification intensity than the aforementioned first notification mode; the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode when the aforementioned second moving body is an opposing moving body that approaches the aforementioned auxiliary object from the front or side of the aforementioned auxiliary object's direction of travel outside the aforementioned second range (e.g., the simulated notification operation range described later), and the aforementioned first movement path of the aforementioned auxiliary object is connected to the aforementioned second movement path of the aforementioned second moving body; when the aforementioned second moving body exists within the aforementioned second range, the aforementioned notification mode is set to the aforementioned second mode.

[0021] (The effect of the invention)

[0022] (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 causes the human-machine interface to operate in a first notification manner; when the notification mode is set to a second mode, the human-machine interface operates in a second notification manner with a higher notification intensity than the first notification manner. The notification mode setting means sets the notification mode to the first mode when the second moving body is an opposing moving body that approaches the assisting object from the front or side of the assisting object's direction of travel outside the second range, and the first movement path of the assisting object is connected to the second movement path of the second moving body; and sets the notification mode to the second mode when the second moving body is within the second range. Thus, the traffic safety assistance system of the present invention can provide notification in advance in the first notification manner when the movement paths of the first moving body and the second moving body are connected, and provide notification in the second notification manner when the first moving body has already approached the second moving body. Thus, in cases such as when the first moving body is traveling straight and the second moving body merges from a side road, since the notification intensity of the first notification method is lower than that of the second notification method, the traffic safety assistance system can both reduce the inconvenience of notifying the driver and ensure the safety of the first and second moving bodies.

[0023] (2) 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 moving body. Thus, the traffic safety assistance system of the present invention can strongly convey the approach of the second moving body to the driver when the risk level is high, and can convey the presence of the second moving body to the driver in a non-annoying way when the risk level is low.

[0024] (3) In the traffic safety assistance system of the present invention, when a third mobile body is present around the second mobile body and the third mobile body performs a yielding action indicating its intention to give way to the second mobile body, the notification mode setting means sets the notification mode to the first mode. Therefore, the traffic safety assistance system of the present invention can notify the driver in advance when the third mobile body performs a yielding action indicating its intention to give way to the second mobile body, thereby ensuring safety.

[0025] (4) In the traffic safety assistance system of the present invention, when the driver of the third mobile vehicle makes a prescribed gesture as a gesture of yielding, the notification mode setting means sets the notification mode to the first mode. Therefore, the traffic safety assistance system of the present invention can notify the driver in advance when the driver of the third mobile vehicle makes a prescribed gesture as a gesture of yielding, thereby ensuring safety.

[0026] (5) In the traffic safety assistance system of the present invention, when a third moving vehicle notifies the outside in a prescribed manner as a yielding action, the notification mode setting means sets the notification mode to the first mode. Thus, the traffic safety assistance system of the present invention can, for example, notify the driver in advance when the third moving vehicle notifies the outside in a prescribed manner as a yielding action, such as by operating the passing light or sounding the horn, thereby ensuring safety.

[0027] (6) In the traffic safety assistance system of the present invention, when the distance between the third moving body and the second moving body is a predetermined distance or more as a yielding action, the notification mode setting means sets the notification mode to the first mode. Therefore, the traffic safety assistance system of the present invention can, for example, notify the driver in advance when the third moving body maintains a relatively wide distance between itself and the second moving body as a yielding action, thereby ensuring safety.

[0028] (7) In the traffic safety assistance system of the present invention, the notification mode setting means sets the notification mode to a second mode when the first predicted movement path of the assisted object coincides with the second predicted movement path of the second moving body, that is, when the movement vector of the assisted object coincides with the movement vector of the second moving body. Therefore, the traffic safety assistance system of the present invention performs a second notification when the movement vectors of the first moving body and the second moving body coincide, thus enabling the second notification to be performed only when a collision between the first and second moving bodies is possible, thereby reducing the inconvenience of notifying the driver and ensuring traffic safety.

[0029] (8) In the traffic safety assistance system of the present invention, the driving priority of the first movement path of the assisted object is higher than the driving priority of the second movement path of the second movement body. Therefore, the traffic safety assistance system of the present invention can, for example, notify the first movement body in advance via a first notification method when the first movement body is traveling straight on a main road with a higher driving priority, and the second movement body merges from a side road with a lower driving priority, and notify the second movement body via a second notification method when the first movement body is approaching the second movement body. Thus, the traffic safety assistance system can both reduce the inconvenience of notifying the driver and ensure the safety of both the first and second movement bodies when the first movement body is traveling straight on a main road with a higher driving priority and the second movement body merges from a side road with a lower driving priority.

[0030] (9) In the traffic safety assistance system of the present invention, the second moving body is a two-wheeled vehicle. Thus, the traffic safety assistance system of the present invention can both suppress the inconvenience of notifying the driver and ensure the safety of the first and second moving bodies when the vehicle, which is the first moving body, turns right or goes straight, and when the two-wheeled vehicle, which is the second moving body, turns right or goes straight.

[0031] (10) In the traffic safety assistance system of the present invention, the assisted object has a driving assistance device, which automatically operates at least one of a braking device and a steering device when there is a moving body with a possibility of contact within a first range. Thus, the traffic safety assistance system of the present invention can reduce the possibility of a collision between a first moving body and a second moving body by means of the driving assistance device, thereby ensuring traffic safety.

[0032] (11) In the traffic safety assistance system of the present invention, the notification mode setting means sets the notification mode to a first mode when the second moving body is an opposing moving body and there is a possibility that the second moving body may intrude into the first moving body's first moving path based on the identification result obtained by the identification means; and sets the notification mode to a second mode when the second moving body is within a second range. Thus, the traffic safety assistance system of the present invention, for example, in the case where the first moving body is traveling straight and the second moving body merges from a side road, can notify the driver in advance when there is a possibility that the second moving body may intrude into the first moving body's first moving path, thereby ensuring safety. Attached Figure Description

[0033] Figure 1 This is a diagram illustrating the structure of a traffic safety assistance system according to an embodiment of the present invention and the assistance object of the traffic safety assistance system, namely a part of the object traffic area.

[0034] Figure 2 It is a block diagram illustrating the structure of a coordination aid and multiple regional terminals communicatively connected to the coordination aid.

[0035] Figure 3A It is a block diagram illustrating the structure of a notification device mounted on a four-wheeled vehicle.

[0036] Figure 3B This is a block diagram illustrating the structure of a notification device mounted on a motorcycle.

[0037] 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.

[0038] Figure 4This is a diagram illustrating the situation of four-wheeled vehicles and motorcycles near the intersection of roads within a monitored area. Detailed Implementation

[0039] Hereinafter, a traffic safety assistance system according to an embodiment of the present invention will be described with reference to the drawings.

[0040] Figure 1 This is a schematic diagram illustrating the structure of the traffic safety assistance system 1 of this embodiment and a part of the traffic area 9 where the traffic participants are located, which is the assisted object of the traffic safety assistance system 1.

[0041] The traffic safety assistance system 1 identifies pedestrians 4, four-wheeled vehicles 2, and motorcycles 3, which are moving in the target traffic area 9, as traffic participants, and notifies each traffic participant of the assistance information generated through this identification. This facilitates communication between traffic participants moving according to their own will (specifically, mutual identification between traffic participants) and the identification of the surrounding traffic environment, thereby assisting in safe and smooth traffic for each traffic participant in the target traffic area 9.

[0042] exist Figure 1 The text explains the situation where a target traffic zone 9 is designated near an intersection 52 in an urban area, which includes a carriageway 51, an intersection 52, a pedestrian walkway 53, and a traffic signal 54 as traffic infrastructure. Figure 1 The image depicts a total of 7 four-wheeled vehicles (2) and 2 motorcycles (3) moving within the roadway (51) and intersection (52). Additionally, it shows 3 groups of pedestrians (4) moving within the pedestrian walkway (53) and intersection (52). Figure 1 The diagram shows a total of 3 infrastructure cameras (56 in total).

[0043] The traffic safety assistance system 1 includes: an on-board unit group 20 that moves with each four-wheeled vehicle 2 (in addition to the on-board unit mounted on the four-wheeled vehicle 2, it also includes a portable information processing terminal held or worn by the driver of the four-wheeled vehicle 2); an on-board unit group 30 that moves with each motorcycle 3 (in addition to the on-board unit mounted on the motorcycle 3, it also includes a portable information processing terminal held or worn by the driver of the motorcycle 3); a portable information processing terminal 40 held or worn by each pedestrian 4; multiple infrastructure cameras 56 installed in the target traffic area 9; a signal control device 55 that controls the signal 54; and a coordination assistance device 6 that is communicatively connected to multiple terminals (hereinafter also referred to as "area terminals") located in the target traffic area 9, such as these on-board unit groups 20, 30, portable information processing terminals 40, infrastructure cameras 56, and signal control devices 55.

[0044] The coordination assistance device 6 consists of one or more computers, which are communicatively connected to the aforementioned multiple regional terminals via base station 57. More specifically, the coordination assistance device 6 consists of a server connected to the multiple regional terminals via base station 57, network core, and the Internet, or an edge server connected to the multiple regional terminals via base station 57 and multi-access edge computing (MEC) core.

[0045] Figure 2 This is a block diagram illustrating the structure of the coordination aid 6 and a plurality of regional terminals communicatively connected to the coordination aid 6.

[0046] The vehicle-mounted device group 20 installed on the four-wheeled vehicle 2 in the target traffic area 9 includes, for example: a vehicle-mounted driving assistance device 21 for assisting the driver, a notification device 22 for notifying the driver of various information, a driving subject status sensor 23 for detecting the status of the driver who is driving, a vehicle-mounted communication device 24 for wireless communication between the vehicle and the coordination assistance device 6 or other vehicles in the vicinity of the vehicle, and a portable information processing terminal 25 owned or worn by the driver, etc.

[0047] The vehicle-mounted driver assistance system 21 includes an external sensor unit, a vehicle status sensor, a navigation device, and a driver assistance electronic control unit (ECU). The external sensor unit includes: an external camera unit that captures images of the vehicle's surroundings; multiple onboard external sensors such as a radar unit or a laser detection and ranging (LIDAR) unit that detects objects outside the vehicle using electromagnetic waves; and an external identification 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, an acceleration sensor, a steering angle sensor, a yaw rate sensor, a position sensor, and an orientation sensor that acquire information related to the vehicle's driving status. 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 that stores map information.

[0048] The driver assistance ECU performs driver assistance controls such as lane departure mitigation control, lane change control, follow-the-leader control, false start mitigation control, collision mitigation braking control, and collision avoidance control based on information obtained from external sensor units, vehicle status sensors, and navigation devices. In addition, 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.

[0049] Here, the driver assistance ECU automatically operates the vehicle's braking system to mitigate damage caused by contact with other moving objects when a moving object with a potential contact exists within a defined collision mitigation braking operating range centered on the vehicle. Similarly, the driver assistance ECU automatically operates the vehicle's steering system to avoid contact with other moving objects when a moving object with a potential contact exists within a defined collision avoidance steering operating range centered on the vehicle. Hereinafter, the collision mitigation braking operating range and the collision avoidance steering operating range will be collectively referred to as the "ADAS operating range".

[0050] The driver status sensor 23 is composed of various devices that acquire time-lapse data related to the driving ability of the driver currently driving. The driver status sensor 23 may be composed of, for example, the following devices: an in-vehicle camera that detects the direction of the driver's gaze or whether the driver's eyes are open; a seatbelt sensor that is installed on the driver's seatbelt and detects the presence or absence of the driver's pulse or breathing; a steering wheel sensor that is installed on the steering wheel held by the driver and detects the driver's skin potential; or an in-vehicle microphone that detects whether there is any conversation between the driver and passengers.

[0051] The vehicle communication device 24 has the following functions: transmitting information acquired by the driving assistance ECU (including information acquired by external sensor units, vehicle status sensors, and navigation devices, and control information related to the driving assistance control being performed) and information related to the driver acquired by the driver status sensor 23 to the coordination assistance device 6; and receiving coordination assistance information sent from the coordination assistance device 6 and sending the received coordination assistance information to the notification device 22.

[0052] The notification device 22 is composed of various devices that enable the human-machine interface (hereinafter sometimes referred to as "HMI") to operate in a manner determined by driving assistance information sent from the vehicle driving assistance device 21 and coordination assistance information sent from the coordination assistance device 6, thereby notifying the driver of various information through the driver's hearing, vision and touch.

[0053] Figure 3A This is a block diagram illustrating the structure of the notification device 22 mounted on a four-wheeled vehicle. Furthermore, in Figure 3A In the diagram, only the notification device 22 is shown, particularly the control-related modules, which are based on coordination assistance information sent from the coordination assistance device 6.

[0054] The notification device 22 includes: an HMI 220 that operates in a manner that is perceptible to the driver; and an HMI control device 225 that enables the HMI 220 to operate based on coordination assistance information sent from the coordination assistance device 6.

[0055] HMI 220 includes: an audio device 221 that operates in a manner that the driver can perceive by hearing; a head-up display 222 that operates in a manner that the driver can perceive by vision; and a seat belt control device 223 and a seat vibration device 224 that operate in a manner that the driver can perceive by touch.

[0056] The audio system 221 includes: a headrest speaker 221a, disposed on the headrest of the driver's seat, capable of emitting directional dual-channel sound; and a main speaker 221b, disposed near the driver's seat or passenger seat. These headrest speakers 221a and main speaker 221b emit sounds 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 on the driver's field of vision (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 causes the driver's seat to vibrate with an amplitude and / or frequency corresponding to commands from the HMI control unit 225.

[0057] HMI control device 225 includes: a sanitation control device 226 that enables HMI 220 to operate in a manner determined to improve the driver's driving ability (especially cognitive ability); and a risk notification control device 227 that enables HMI 220 to operate in a manner determined to recognize the presence of risks approaching the driver. As will be explained later, the coordination assistance information sent from coordination assistance device 6 to four-wheeled vehicle 2 includes: information related to sanitation notification setting values ​​for setting the on / off state of sanitation notification under sanitation control device 226, information related to risk notification setting values ​​for setting the on / off state of risk notification under risk notification control device 227 and the types of notification modes described later, and information related to risks approaching the driver (hereinafter also referred to as "risk information"), etc.

[0058] The sanitation notification setting value input to the sanitation control device 226 is set to either "0" or "1", where "0" sets the sanitation notification under the sanitation control device 226 to be off, and "1" turns on the sanitation notification under the sanitation control device 226.

[0059] When the sanitation notification setting value is "0", the sanitation control device 226 sets the sanitation notification to "off". That is, when the sanitation notification setting value is "0", the sanitation control device 226 prevents the HMI 220 from operating. However, this does not prevent the operation of the HMI 220 controlled by the risk notification control device 227.

[0060] When the sanitation notification setting value is "1", the sanitation control device 226 sets the sanitation notification to "on". More specifically, the sanitation control device 226 plays music that the driver is interested in and concerned about, for example, through the headrest speaker 221a or the main speaker 221b, thereby improving the driver's driving ability. In addition, at this time, in order to improve the driver's alertness, the beats per minute (BPM) of the music can be varied, or the bass can be emphasized.

[0061] Thus, since the sanitation control device 226 operates the HMI 220 to improve the driver's driving ability, the sanitation notification can also be turned off when the risk notification under the risk notification control device 227 (described later) is set to "on" (i.e., when the risk notification setting value is "1" or "2"), to avoid disturbing the driver. Furthermore, in this embodiment, the sanitation control device 226 operates the headrest speaker 221a or the main speaker 221b, thereby improving the driver's driving ability primarily through hearing; however, the invention is not limited to this. The sanitation control device 226 can also operate, for example, the seatbelt control device 223 or the seat vibration device 224.

[0062] In the risk notification control device 227, risk notifications can be performed under multiple notification modes that differ from at least one of the operating objects and operating modes of the HMI 220. More specifically, in the risk notification control device 227, risk notifications can be performed under at least one of the following notification modes: an indication notification mode aimed at informing the driver of the existence of a potential risk; a simulation notification mode aimed at informing the driver of the existence and / or degree of a revealed risk; and a prediction assistance notification mode aimed at informing the driver of information that is beneficial to avoiding the predicted risk. Therefore, the risk notification setting value input to the risk notification control device 227 is set to any one of "0", "1", and "2", where "0" sets the risk notification under the risk notification control device 227 to be off, "1" sets the risk notification under the risk notification control device 227 to be on, and sets the notification mode to both indication notification mode and prediction assistance notification mode, and "2" sets the risk notification under the risk notification control device 227 to be on, and sets the notification mode to both simulation notification mode and prediction assistance notification mode.

[0063] 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 enable the HMI 220 to operate. However, this does not prevent the operation of the HMI 220 controlled by the sanitation control device 226.

[0064] When the risk notification setting value is "1", the risk notification control device 227 sets the notification mode to the indication notification mode and the prediction assistance notification mode, and enables risk notifications under these set notification modes.

[0065] 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 enables risk notifications under these set notification modes.

[0066] Here, when the notification mode is set to predictive assistance notification mode, the risk notification control device 227 generates risk avoidance assistance information beneficial for avoiding risks approaching the driver based on the risk information sent from the coordination assistance device 6, and enables the audio device 221 or head-up display 222 of the HMI 220 to operate in a manner that allows the driver to perceive the risk avoidance assistance information through hearing or sight. Here, the risk avoidance assistance information includes: information related to the location of traffic participants (hereinafter also referred to as "risk objects") who have the possibility of contact with the vehicle, and information that draws the driver's attention to the risk objects.

[0067] More specifically, when a motorcycle driven by an unfit rider is in front of a four-wheeled vehicle driven by a driver, the risk notification control device 227 issues a message such as "Caution: Dangerous right turn by a two-wheeled vehicle" via the audio device 221 or displays it on the head-up display 222 as risk avoidance assistance information to avoid contact with the motorcycle. Additionally, at this time, the risk notification control device 227 can also display an arrow image indicating the current or predicted position of the motorcycle via the head-up display 222 as risk avoidance assistance information to avoid contact with the motorcycle.

[0068] Furthermore, when the notification mode is set to sign notification mode, the risk notification control device 227 operates the HMI 220 in a manner that does not annoy the driver, thereby allowing the driver to naturally recognize the presence of the risk object extracted from the risk information sent by the coordination assistance device 6. Thus, in sign notification mode, in order to allow the driver to naturally recognize the presence of the risk object without annoyance, the risk notification control device 227 preferably operates the headrest speaker 221a, which relies on the driver's hearing, among the multiple devices included in the HMI 220. More specifically, when the notification mode is set to sign notification mode, the risk notification control device 227 emits a familiar effect sound based on dual-channel sound at a low volume through the headrest speaker 221a, designed to naturally direct the driver's gaze towards the location of the risk object.

[0069] Furthermore, when the notification mode is set to simulated notification mode, the risk notification control device 227 causes the HMI 220 to operate in a manner different from the aforementioned sign notification mode, thereby enabling the driver to strongly perceive the existence of the risk object extracted from the risk information sent by the coordination assistance device 6 and the degree of risk associated with that risk object. Thus, in simulated notification mode, to strongly instill the presence of the risk object in the driver, the risk notification control device 227 causes the HMI 220 to operate with a higher notification intensity than determined in sign notification mode. Here, notification intensity refers to the strength of attracting the driver's attention and concern. More specifically, when the notification mode is set to simulated notification mode, the risk notification control device 227 emits a buzzer or pulse sound with a louder volume than the effect sound emitted in sign notification mode via the headrest speaker 221a or the main speaker 221b. These buzzer or pulse sounds are unfamiliar to the driver and are louder than the effect sounds emitted in sign notification mode, therefore the notification intensity is higher than the effect sounds emitted in sign notification mode.

[0070] Furthermore, when the risk notification control device 227 changes the notification intensity according to the degree of risk, it is preferable to activate the HMI 220 at the moment when the collision mitigation braking control or collision avoidance steering control of the aforementioned driver assistance ECU begins to execute. In other words, when a risky object intrudes into the operating range of the vehicle's ADAS, the HMI 220 is activated in a manner with the greatest notification intensity.

[0071] Furthermore, in this embodiment, the risk notification control device 227 operates the audio device 221 when the notification mode is set to simulated notification mode, but the present invention is not limited thereto. When the notification mode is set to simulated notification mode, the risk notification control device 227 may also operate the seatbelt control device 223 to change the tension of the seatbelt, 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 relying on the driver's tactile sense, so the notification intensity is higher than the effect sound emitted in the sign notification mode. Additionally, when the notification mode is set to 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.

[0072] Furthermore, as described above, in the simulated notification mode, in addition to the presence of the risk object, to ensure the driver is strongly aware of the degree of risk associated with that risk object, the risk notification control device 227 preferably varies the notification intensity based on the degree of risk (e.g., the collision prediction time for the risk object) extracted from the risk information sent by the coordination assistance device 6. Specifically, the risk notification control device 227 may also increase the volume of the beeping sound, increase the volume of the pulse sound, or shorten the interval of the pulse sound when the degree of risk is higher (i.e., the shorter the collision prediction time). As described above, when the seat belt control device 223 is activated, the risk notification control device 227 may also increase the seat belt tension when the degree of risk is higher. Furthermore, as described above, when the seat vibration device 224 is activated, the risk notification control device 227 may also increase the amplitude of the seat vibration when the degree of risk is higher.

[0073] return Figure 2 The portable information processing terminal 25 may be, for example, a wearable terminal worn by the driver of the four-wheeled vehicle 2, or a smartphone held by the driver. The wearable terminal has the following functions: measuring the driver's biometric information such as heart rate, blood pressure, and blood oxygen saturation, and sending the measured data to the coordination assistance device 6; and receiving coordination assistance information sent from the coordination assistance device 6, and notifying the driver of messages corresponding to the coordination assistance information via images, voice, warning sounds, and vibrations. The smartphone has the following functions: sending driver-related information such as the driver's location, acceleration, and schedule to the coordination assistance device 6; and receiving coordination assistance information sent from the coordination assistance device 6, and notifying the driver of messages corresponding to the coordination assistance information via images, voice, warning sounds, melodies, and vibrations.

[0074] 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 status of the rider who is driving, and a portable information processing terminal 35 owned or worn by the rider.

[0075] 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 that captures images of the vehicle's surroundings; multiple onboard external sensors such as a radar unit or LIDAR unit that detects objects outside the vehicle using electromagnetic waves; and an external identification device that performs sensor fusion processing on the detection results of these external sensors to obtain information related to the state of 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 state. 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 that stores map information.

[0076] The driver assistance ECU performs driver assistance controls such as lane keeping control, lane departure mitigation 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.

[0077] Here, the driver assistance ECU automatically operates the vehicle's braking system to mitigate damage caused by contact with other moving objects when a moving object with a potential contact exists within a defined collision mitigation braking operating range centered on the vehicle. Similarly, the driver assistance ECU automatically operates the vehicle's steering system to avoid contact with other moving objects when a moving object with a potential contact exists within a defined collision avoidance steering operating range centered on the vehicle. Hereinafter, the collision mitigation braking operating range and the collision avoidance steering operating range will be collectively referred to as the "ADAS operating range".

[0078] The rider status sensor 33 consists of various devices that acquire information related to the rider's driving ability. For example, the rider status sensor 33 may consist of a seat sensor installed on the rider's seat to detect the presence or absence of the rider's pulse or breathing, or a helmet sensor installed on the rider's helmet to detect the presence or absence of the rider's pulse, breathing, and skin potential.

[0079] The vehicle communication device 34 has the following functions: sending information acquired by the driving assistance ECU (including information acquired by external sensor units, vehicle status sensors and navigation devices, etc., and control information related to the driving assistance control being performed) and information related to the rider acquired by the rider status sensor 33 to the coordination assistance device 6; and receiving coordination assistance information sent from the coordination assistance device 6 and sending the received coordination assistance information to the notification device 32.

[0080] The notification device 32 consists of various devices that enable the HMI to operate in a manner determined by driving assistance information sent from the onboard driving assistance device 21 and coordination assistance information sent from the coordination assistance device 6, thereby notifying the rider of various information through the rider's hearing, vision, and touch.

[0081] Figure 3B This is a block diagram illustrating the structure of the notification device 32 mounted on a motorcycle. Furthermore, in Figure 3B In the diagram, only the notification device 32 is shown, particularly the control-related module, which is based on the control of the coordination assistance information sent from the coordination assistance device 6.

[0082] The notification device 32 includes: an HMI 320 that operates in a manner that is understandable to the rider; and an HMI control device 325 that enables the HMI 320 to operate based on coordination assistance information sent from the coordination assistance device 6.

[0083] The HMI 320 includes: a head-mounted speaker 321 that operates in a manner that allows the rider to perceive through hearing; and a head-up display 322 that operates in a manner that allows the rider to perceive through vision.

[0084] A head-mounted speaker 321 is mounted on the rider's helmet and is capable of emitting directional, two-channel sound. The head-mounted speaker 321 emits sounds 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 (e.g., on the helmet's shield).

[0085] HMI control device 325 includes: a sanitation control device 326 that enables HMI 320 to operate in a manner determined to improve the rider's driving ability (especially cognitive ability); and a risk notification control device 327 that enables HMI 320 to operate in a manner determined to recognize the presence of risks approaching the rider. As will be explained later, the coordination assistance information sent from coordination assistance device 6 to motorcycle 3 includes: information related to sanitation notification setting values ​​for setting the on / off state of sanitation notification under sanitation control device 326, information related to risk notification setting values ​​for setting the on / off state of risk notification and the type of notification mode under risk notification control device 327, and risk information related to risks approaching the rider, etc.

[0086] The sanitation notification setting value input to the sanitation control device 326 is set to either "0" or "1", where "0" sets the sanitation notification under the sanitation control device 326 to be off, and "1" turns on the sanitation notification under the sanitation control device 326.

[0087] When the sanitation notification setting value is "0", the sanitation control device 326 sets the sanitation notification to "off". That is, when the sanitation notification setting value is "0", the sanitation control device 326 does not enable the HMI 320 to operate. However, this does not prevent the operation of the HMI 320 controlled by the risk notification control device 327.

[0088] When the sanitation notification setting value is "1", the sanitation control device 326 sets the sanitation notification to be enabled. More specifically, the sanitation control device 326, for example, plays music that the rider is interested in and cares about through the headphone speaker 321, thereby improving the rider's riding ability. In addition, at this time, in order to improve the rider's alertness, the BPM of the music can be changed, or the bass can be emphasized.

[0089] Thus, since the sanitation control device 326 enables the HMI 320 to operate in order to improve the rider's driving ability, the sanitation notification can also be turned off when the risk notification under 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 bother the rider.

[0090] In the risk notification control device 327, risk notifications can be performed under multiple notification modes that differ from at least one of the operating target devices and operating modes of the HMI 320. More specifically, in the risk notification control device 327, risk notifications can be performed under at least one of the following notification modes: an indication notification mode aimed at making the rider aware of the existence of a potential risk; a simulation notification mode aimed at making the rider aware of the existence and / or degree of the revealed risk; and a prediction assistance notification mode aimed at informing the rider of information that is beneficial to avoiding the predicted risk. Therefore, the risk notification setting value input to the risk notification control device 327 is set to any one of "0", "1" and "2". "0" sets the risk notification under the risk notification control device 327 to be off, "1" sets the risk notification under the risk notification control device 327 to be on, and sets the notification mode to indication notification mode and prediction auxiliary notification mode, and "2" sets the risk notification under the risk notification control device 327 to be on, and sets the notification mode to simulation notification mode and prediction auxiliary notification mode.

[0091] When the risk notification setting value is "0", the risk notification control device 327 sets the risk notification to "off". That is, when the risk notification setting value is "0", the risk notification control device 327 does not enable the HMI 320 to operate. However, this does not prevent the operation of the HMI 320 controlled by the sanitation control device 326.

[0092] When the risk notification setting value is "1", the risk notification control device 327 sets the notification mode to the indication notification mode and the prediction assistance notification mode, and enables risk notifications under these set notification modes.

[0093] 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 enables risk notifications under these set notification modes.

[0094] Here, when the notification mode is set to predictive assistance notification mode, the risk notification control device 327 generates risk avoidance assistance information beneficial for avoiding risks approaching the rider based on the risk information sent from the coordination assistance device 6, and enables the head-mounted speaker 321 or head-up display 322 of the HMI 320 to operate in a manner that allows the rider to perceive the risk avoidance assistance information through hearing or sight. Here, the risk avoidance assistance information includes: information related to the location of a risky object with the possibility of contact with the vehicle, and information that draws the rider's attention to the risky object.

[0095] More specifically, when a four-wheeled vehicle driven by an unfit driver is in front of a motorcycle, the risk notification control device 327 emits a message such as "Caution: Dangerous right turn by a four-wheeled vehicle" via a head-mounted speaker 321 or displays it on a head-up display 322 as risk avoidance assistance information to avoid contact with the four-wheeled vehicle. Additionally, the risk notification control device 327 can also display an arrow indicating the current or predicted position of the four-wheeled vehicle via the head-up display 322 as risk avoidance assistance information to avoid contact with the four-wheeled vehicle.

[0096] Furthermore, when the notification mode is set to sign notification mode, the risk notification control device 327 enables the HMI 320 to operate in a way that does not annoy the rider, thereby allowing the rider to naturally recognize the presence of the risk object extracted from the risk information sent by the coordination assistance device 6. Thus, in sign notification mode, in order to enable the rider to naturally recognize the presence of the risk object without annoyance, the risk notification control device 327 preferably operates the headset speaker 321, which relies on the rider's hearing, among the multiple devices included in the HMI 320. More specifically, when the notification mode is set to sign notification mode, the risk notification control device 327 emits a familiar effect sound based on dual-channel sound at a low volume through the headset speaker 321, designed to naturally direct the rider's gaze towards the location of the risk object.

[0097] Furthermore, when the notification mode is set to simulated notification mode, the risk notification control device 327 causes the HMI 320 to operate in a manner different from the aforementioned sign notification mode, thereby enabling the rider to strongly perceive the existence of the risk object extracted from the risk information sent by the coordination assistance device 6 and the degree of risk associated with that risk object. Thus, in simulated notification mode, to ensure the rider's strong perception of the risk object's existence, the risk notification control device 327 causes the HMI 320 to operate with a higher notification intensity than determined in sign notification mode. More specifically, when the notification mode is set to simulated notification mode, the risk notification control device 327 emits a buzzer or pulse sound via the head-mounted speaker 321, with a volume louder than the effect sound emitted in sign notification mode. These buzzers or pulse sounds are unfamiliar to the rider and are louder than the effect sounds emitted in sign notification mode, therefore the notification intensity is higher than the effect sounds emitted in sign notification mode.

[0098] Furthermore, as described above, in the simulated notification mode, in addition to the presence of the risk object, in order to make the rider strongly aware of the degree of risk for that risk object, the risk notification control device 327 preferably varies the notification intensity based on the degree of risk for the risk object (e.g., the collision prediction time for the risk object) extracted from the risk information sent by the coordination assistance device 6. Specifically, the risk notification control device 327 may also increase the volume of the beeping sound, increase the volume of the pulse sound, or shorten the interval of the pulse sound when the degree of risk is higher (i.e., the shorter the collision prediction time).

[0099] Furthermore, when the risk notification control device 327 changes the notification intensity according to the degree of risk, it is preferable to activate the HMI 320 at the moment when the collision mitigation braking control of the aforementioned driver assistance ECU begins to execute. In other words, when a risky object intrudes into the operating range of the vehicle's ADAS, the HMI 320 is activated in the manner with the greatest notification intensity.

[0100] return Figure 2 The portable information processing terminal 40 owned or worn by the pedestrian 4 in the target traffic area 9 is, for example, a wearable terminal worn by the pedestrian 4 or a smartphone held by the pedestrian 4. The wearable terminal has the following functions: measuring the pedestrian 4's biometric information such as heart rate, blood pressure, and blood oxygen saturation, and sending the measured data of this biometric information to the coordination assistance device 6, or receiving coordination assistance information sent from the coordination assistance device 6. In addition, the smartphone has the following functions: sending pedestrian information related to the pedestrian 4, such as location information, acceleration, and schedule information, to the coordination assistance device 6, or receiving coordination assistance information sent from the coordination assistance device 6.

[0101] In addition, the portable information processing terminal 40 includes a notification device 42, which notifies the pedestrian of various information by enabling the HMI to operate in a manner determined based on the received coordination assistance information, through the pedestrian's hearing, vision and touch.

[0102] Figure 3C This is a block diagram illustrating the structure of the notification device 42 mounted on the portable information processing terminal 40. Furthermore, in Figure 3C The diagram shows only the control-related modules within the notification device 42, which are based on coordination assistance information sent from the coordination assistance device 6.

[0103] The notification device 42 includes: an HMI 420 that operates in a manner that is perceptible to the pedestrian; and an HMI control device 425 that enables the HMI 420 to operate based on coordination assistance information sent from the coordination assistance device 6.

[0104] The HMI 420 includes: a speaker 421 that operates in a manner that allows a walker to perceive through hearing; and a vibration device 424 that operates in a manner that allows a walker to perceive through touch.

[0105] The speaker 421 emits a sound corresponding to the command from the HMI control device 425. The excitation device 424 causes the main body of the portable information processing terminal 40 to vibrate in a manner corresponding to the command from the HMI control device 425, with varying amplitude and / or vibration frequency.

[0106] As will be explained later, the coordination assistance information sent from the coordination 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 on / off and notification mode under the HMI control device 425, and risk information related to risks approaching the pedestrian.

[0107] In the HMI control device 425, risk notifications can be performed under multiple notification modes that differ from at least one of the operating target device and operating mode of the HMI 420. More specifically, in the HMI control device 425, risk notifications can be performed under at least one of the following notification modes: an indication notification mode aimed at informing the pedestrian of the existence of a potential risk, and a simulation notification mode aimed at informing the pedestrian of the existence and / or degree of an apparent risk. Therefore, the risk notification setting value input to the HMI control device 425 is set to any one of "0", "1", and "2", where "0" sets the risk notification under the HMI control device 425 to be off, "1" sets the risk notification under the HMI control device 425 to be on and sets the notification mode to indication notification mode, and "2" sets the risk notification under the HMI control device 425 to be on and sets the notification mode to simulation notification mode.

[0108] 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 enable the HMI 420 to operate.

[0109] When the risk notification setting value is "1", the HMI control device 425 sets the notification mode to the indication notification mode and enables risk notification in the set notification mode.

[0110] 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 enables the risk notification in the set notification mode.

[0111] Here, with the notification mode set to indication notification mode, the HMI control device 425 causes the HMI 420 to operate in a way that does not annoy the pedestrian, thereby allowing the pedestrian to naturally recognize the presence of the risk object extracted from the risk information sent by the coordination assistance device 6. More specifically, with the notification mode set to indication notification mode, the HMI control device 425 activates the vibration device 424, thereby causing the main body of the portable information processing terminal 40 to vibrate at a specified amplitude and frequency.

[0112] Furthermore, when the notification mode is set to simulated notification mode, the HMI control device 425 causes the HMI 420 to operate in a manner different from the aforementioned sign notification mode. This allows the pedestrian to strongly perceive the existence of a risk extracted from the risk information sent by the coordination assistance device 6 and the degree of risk relative to that risk object. Thus, in simulated notification mode, to make the pedestrian strongly aware of the existence of a risk object, the HMI control device 425 causes the HMI 420 to operate with a higher notification intensity than determined in the sign notification mode. More specifically, when the notification mode is set to simulated notification mode, the HMI control device 425 emits a buzzer, a pulse tone, and a message indicating the presence of risk via the speaker 421.

[0113] Furthermore, as described above, in the simulated notification mode, in addition to the presence of the risky object, in order to make the pedestrian strongly aware of the degree of risk for that risky object, the HMI control device 425 preferably varies the notification intensity based on the degree of risk for the risky object (e.g., the collision prediction time for the risky object) extracted from the risk information sent by the coordination assistance device 6. Specifically, the HMI control device 425 may also 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 when the degree of risk is higher (i.e., the shorter the collision prediction time).

[0114] return Figure 2 Infrastructure camera 56 captures images of traffic infrastructure, including roadways, intersections, and pedestrian walkways in the target traffic area, as well as moving bodies or pedestrians moving in these roadways, intersections, and pedestrian walkways, and sends the acquired image information to coordination assistance device 6.

[0115] The signal control device 55 controls the signal and sends signal status information, such as the current illuminated color or the timing of switching the illuminated color, to the coordination auxiliary device 6.

[0116] The coordination assistance device 6 is a computer that, based on information obtained from multiple area terminals existing in the target traffic area as described above, generates coordination assistance information for each traffic participant as an assistance target. This information facilitates communication between traffic participants and the recognition of the surrounding traffic environment, and notifies each traffic participant, thereby assisting in safe and smooth traffic flow for traffic participants in the target traffic area. Furthermore, in this embodiment, traffic participants among the multiple traffic participants existing in the target traffic area who possess means (e.g., notification devices 22, 32, 42) are the assistance targets of the coordination assistance device 6. These means receive the coordination assistance information generated in the coordination assistance device 6 and cause the HMI to operate in a manner determined based on the received coordination assistance information.

[0117] The coordination assistance device 6 includes: a target traffic area identification unit 60, which identifies people and moving bodies in the target traffic area as various 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 movement of traffic participants in the target traffic area; a sanitation notification setting unit 63, which sets the activation / deactivation of sanitation notifications 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 notification mode of risk notifications for each traffic participant identified by the target traffic area identification unit 60 as an assistance object; a coordination assistance information notification unit 65, which sends coordination 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.

[0118] The traffic environment database 67 stores pre-registered map information of target traffic areas (e.g., width of carriageways, number of lanes, speed limits, width of pedestrian walkways, presence of guardrails between carriageways and pedestrian walkways, and location of pedestrian crossings), risk area information related to high-risk areas within the target traffic areas, and information related to the traffic environment of traffic participants in the target traffic areas. Hereinafter, the information stored in the traffic environment database 67 will also be referred to as registered traffic environment information.

[0119] The driving history database 68 stores information related to the past driving history of pre-registered driving subjects, which is stored in a state associated with the registration number of the vehicle owned by that driving subject. Therefore, if the registration number of the vehicle being identified can be determined by the object traffic area identification unit 60 (described later), the past driving history of the driving subject of the vehicle being identified can be obtained by retrieving 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.

[0120] The target traffic area identification unit 60 identifies the objects of identification, including 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 information sent from 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 registered traffic environment information read from the traffic environment database 67, and obtains identification information related to these objects of identification.

[0121] Here, the information sent from the vehicle-mounted driving assistance device 21 and vehicle-mounted communication device 24 included in the vehicle-mounted device group 20 to the target traffic area identification unit 60, and the information sent from the vehicle-mounted driving assistance device 31 and vehicle-mounted communication device 34 included in the vehicle-mounted device group 30 to the target traffic area identification unit 60, includes: information related to the status of traffic participants or the traffic environment around the vehicle obtained by external sensor units, and information related to the status of the vehicle as a traffic participant obtained by vehicle status sensors or navigation devices, etc. Additionally, the information sent from the portable information processing terminal 40 to the target traffic area identification unit 60 includes: information related to the status of pedestrians as traffic participants, such as position and acceleration. Furthermore, the image information sent from the infrastructure camera 56 to the target traffic area identification unit 60 includes: the appearance of traffic infrastructure equipment such as roadways, intersections, and pedestrian walkways in the target traffic area, and the appearance of traffic participants moving in the target traffic area, etc., information related to each traffic participant or their traffic environment. Furthermore, the signal 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 signal and the timing of the color change. Additionally, the registered traffic environment information read by the target traffic area identification unit 60 from the traffic environment database 67 includes information related to the traffic environment of each traffic participant, such as map information of the target traffic area and risk area information.

[0122] Therefore, in the target traffic area identification unit 60, identification information of each traffic participant in the target traffic area can be obtained based on information sent from these area terminals, including their position, speed, acceleration, direction of movement, vehicle type, vehicle class, registration number, number of pedestrians, and age group of pedestrians (hereinafter also referred to as "traffic participant identification information"). Furthermore, in the target traffic area identification unit 60, identification information of the traffic environment of each traffic participant in the target traffic area can be obtained based on information sent from these area terminals, including the width of the carriageway, number of lanes, speed limit, width of the pedestrian walkway, presence or absence of guardrails between the carriageway and pedestrian walkway, the illumination color of the traffic signal and its switching timing, and risk area information (hereinafter also referred to as "traffic environment identification information").

[0123] Therefore, in this embodiment, the means of identifying traffic participants and the traffic environment in the target traffic area consists of the following devices: a target traffic area identification unit 60; an onboard driving assistance device 21, an onboard communication device 24, and a portable information processing terminal 25 included in the onboard device group 20 of a four-wheeled vehicle 2; an onboard driving assistance device 31, an onboard communication device 34, and a portable information processing terminal 35 included in the onboard device group 30 of a motorcycle 3; a portable information processing terminal 40 for a pedestrian 4; an infrastructure camera 56; a signal control device 55; and a traffic environment database 67.

[0124] 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 coordination assistance information notification unit 65, etc.

[0125] The driver subject information acquisition unit 61 acquires driver subject status information and driver subject characteristic information related to the current driving ability of the driver subject who is identified as a traffic participant by the target traffic area identification unit 60, based on information sent from the aforementioned area terminal (especially the vehicle-mounted device group 20, 30) in the target traffic area and registered driving history information read from the driving history database 68.

[0126] More specifically, when the driver of a four-wheeled vehicle identified as a traffic participant by the object traffic area identification unit 60 is a human, the driver subject information acquisition unit 61 acquires information sent from the on-board unit group 20 mounted on the four-wheeled vehicle as the driver's driving subject status information. Furthermore, when the driver of a motorcycle identified as a traffic participant by the object traffic area identification unit 60 is a human, the driver subject information acquisition unit 61 acquires information sent from the on-board unit group 30 mounted on the motorcycle as the rider's driving subject status information.

[0127] Here, the information sent from the driver status sensor 23 and vehicle communication device 24 included in the vehicle-mounted device assembly 20 to the driver information acquisition unit 61 includes: information relating to the driver's driving ability, such as visual information (e.g., whether the driver's gaze is directed and whether their eyes are open), biological information (e.g., pulse, presence or absence of breathing, skin potential), and voice information (e.g., whether there is conversation). Additionally, the information sent from the rider status sensor 33 and vehicle communication device 34 included in the vehicle-mounted device assembly 30 to the driver information acquisition unit 61 includes: information relating to the rider's driving ability, such as biological information (e.g., pulse, presence or absence of breathing, skin potential). Furthermore, the information sent from the portable information processing terminals 25 and 35 included in the vehicle-mounted device assemblies 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, for example, when driving a mobile vehicle under a tight schedule. Therefore, the schedule information of a driver or rider can be said to be related to their own driving ability.

[0128] The driver subject information acquisition unit 61 acquires driver subject characteristic information related to the current driving ability of the driver subject (e.g., excessive sudden lane changes and excessive sudden acceleration and deceleration) by using either the driver subject status information for the driver subject acquired according to the above process or the registered driving history information read from the driving history database 68.

[0129] 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 coordination and assistance information notification unit 65, etc.

[0130] The prediction unit 62 extracts a portion of the traffic area within the target traffic area as a monitoring area. Based on the traffic participant identification information and traffic environment identification information obtained by the target traffic area identification unit 60, and the driver's status information and driver's characteristic information obtained by the driver's subject information acquisition unit 61, it predicts the movements of multiple traffic participants within the 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. Furthermore, it predicts the movements of each traffic participant within the monitoring area by conducting simulation experiments in this virtual space based on the traffic participant identification information, traffic environment identification information, driver's status information, and driver's characteristic information. The specific process of the prediction unit 62 predicting the movements of each traffic participant within the monitoring area is omitted in detail.

[0131] Here, the target traffic area is, for example, a relatively large traffic area defined by towns and villages. In contrast, the monitored area is, for example, the vicinity of an intersection or a specific facility, a traffic area that a four-wheeled vehicle can pass through in about tens of seconds when moving at the legal speed. That is, the monitored area is narrower than the target traffic area, but wider than the operating range of ADAS (Advanced Driver Assistance Systems) ECUs mounted on each moving vehicle.

[0132] The sanitation notification setting unit 63 sets the sanitation notification to be enabled or disabled for each traffic participant in the target traffic area that is identified as an auxiliary object and a moving body by the target traffic area identification unit 60.

[0133] More specifically, firstly, the soundness notification setting unit 63 acquires driver subject status information and driver subject characteristic information associated with each set object, which is a moving body, from the driver subject information acquisition unit 61. Secondly, based on the acquired driver subject status information and driver subject characteristic information, the soundness notification setting unit 63 calculates the current soundness of each set object. Thirdly, 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. Fourthly, 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.

[0134] The sanitation notification setting unit 63, through the process described above, sets the sanitation notification for multiple objects within the target traffic area to be enabled or disabled. Information related to the sanitation notification setting values ​​set for each object by the sanitation notification setting unit 63 is sent to the coordination assistance information notification unit 65.

[0135] 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 the setting object among the multiple traffic participants in the monitoring area extracted from the target traffic area by the prediction unit 62.

[0136] More specifically, the risk notification setting unit 64 sets the on / off state and notification mode of risk notifications 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 that are associated with the monitoring area, the driver subject status information and driver subject characteristic information obtained by the driver subject information acquisition unit 61 that are associated with the monitoring area, and the prediction result of the prediction unit 62 on the monitoring area.

[0137] Furthermore, the following describes the specific process for setting the enabling / disabling of risk notifications for each target and the notification mode using the risk notification setting unit 64, for example, setting... Figure 4 The situation where road R1 is shown is explained as a monitoring area.

[0138] Figure 4 This is a schematic diagram illustrating the situation of four-wheeled vehicles 2, motorcycles 3, and four-wheeled vehicles 5 near the intersection within the monitored area. Figure 4 In the example shown, the monitored area includes a single-lane main road R11 and a side road R12 that intersects with it at an intersection. A four-wheeled vehicle 2, acting as an auxiliary object, is traveling in one lane of the main road, while a motorcycle 3, acting as a second mobile object, is traveling in the side road. Furthermore, a four-wheeled vehicle 5, acting as a third mobile object, is traveling in the opposite direction to the motorcycle 3 in another lane of the main road.

[0139] Among them, the driving priority of the main road on which the four-wheeled vehicle 2 is traveling is higher than the driving priority of the side road on which the motorcycle 3 is traveling, that is, the driving priority of the first movement path of the four-wheeled vehicle 2 is higher than the driving priority of the second movement path of the motorcycle 3.

[0140] Furthermore, the four-wheeled vehicle 2 must go straight at the intersection in the monitored area, and the motorcycle 3 must merge from the side road to the main road at the intersection. Since the four-wheeled vehicle 5 is merging from the side road to the main road, the four-wheeled vehicle 5 must give way to the motorcycle 3.

[0141] In this situation, the rider of motorcycle 3 is prone to becoming anxious or agitated while giving way. Therefore, there is a possibility that motorcycle 3 may suddenly appear in the direction of travel of four-wheeled vehicle 5, and there is a possibility of collision between four-wheeled vehicle 2 and motorcycle 3.

[0142] exist Figure 4 In the example shown, when motorcycle 3 is an opposing moving object approaching four-wheeled vehicle 2 from the front or side of its direction of travel, outside the simulated notification operating range that includes the ADAS operating range, and the first movement path of four-wheeled vehicle 2 connects with the second movement path of motorcycle 3, the risk notification setting unit 64 sets the notification mode to indication notification mode. Furthermore, when four-wheeled vehicle 2 is closer to motorcycle 3, and motorcycle 3 is within the simulated notification operating range, the risk notification setting unit 64 sets the notification mode to simulated notification mode.

[0143] The simulated notification operation range includes the ADAS operation range. It refers to the range within which risk notifications are sent when the motorcycle 3 and the four-wheeled vehicle 2 are close together, and the notification mode is set to simulated notification mode. In other words, the simulated notification operation range is broader than the ADAS operation range.

[0144] In addition, 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 the indication 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 the 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.

[0145] Furthermore, if a four-wheeled vehicle 5 is approaching the four-wheeled vehicle 2 from the front of the four-wheeled vehicle 2 in the direction of travel of the four-wheeled vehicle 2, and the four-wheeled vehicle 5 makes a yielding action that shows its intention to give way to the motorcycle 3, the risk notification setting unit 64 sets the notification mode to the indication notification mode.

[0146] Specifically, when the driver of the four-wheeled vehicle 5 makes a prescribed gesture as a gesture of courtesy, the risk notification setting unit 64 sets the notification mode to the indication notification mode. The prescribed gesture is, for example, a hand gesture or other indication made by the driver of the four-wheeled vehicle 5 showing an intention to yield to the motorcycle 3. The prescribed gesture is captured, for example, by a camera device installed inside the four-wheeled vehicle 5, such as a driver monitoring camera, for capturing images of the driver of the four-wheeled vehicle 5. The still or moving image of the driver containing the prescribed gesture is sent to the coordination assistance device 6, and processed by the risk notification setting unit 64, just as with the four-wheeled vehicle 2.

[0147] Furthermore, when the four-wheeled vehicle 5 notifies the outside world in a prescribed manner as a gesture of courtesy, the risk notification setting unit 64 sets the notification mode to the indication notification mode. Notifying the outside world in a prescribed manner includes actions such as the four-wheeled vehicle 5 using its passing lights, sounding its horn, or maintaining a safe distance from other vehicles to yield in case of traffic congestion or mixed conditions. Such notifications are acquired, for example, by external sensors of the onboard driver assistance device 21 and processed by the risk notification setting unit 64.

[0148] In addition, when the distance between the four-wheeled vehicle 5 and the motorcycle 3 is more than a specified distance as a gesture of courtesy, the risk notification setting unit 64 sets the notification mode to the indication notification mode.

[0149] Specifically, when the distance between the four-wheeled vehicle 5 and the motorcycle 3 is greater than or equal to the prescribed distance for general road distance R1, the risk notification setting unit 64 determines that the four-wheeled vehicle 5 has made a yielding action and sets the notification mode to the indication notification mode.

[0150] In addition, the prediction unit 62 predicts the movement of the four-wheeled vehicle 2 and the motorcycle 3 in the monitored area based on the traffic participant identification information and traffic environment identification information obtained by the object traffic area identification unit 60, and the driver status information and driver characteristic information obtained by the driver information acquisition unit 61.

[0151] More specifically, the prediction unit 62 predicts a first predicted movement path of the four-wheeled vehicle 2 and a second predicted movement path of the motorcycle 3 in the monitored area based on traffic participant identification information, traffic environment identification information, driver status information, and driver characteristic information.

[0152] Furthermore, if the first predicted movement path of the four-wheeled vehicle 2 predicted by the prediction unit 62 coincides with the second predicted movement path of the motorcycle 3, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to a simulated notification mode. For example, in Figure 4 In the example shown, when the first predicted movement path of the straight-going four-wheeled vehicle 2 coincides with the second predicted movement path of the merging motorcycle 3, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to the simulation notification mode.

[0153] In addition to the examples mentioned above, if there is a possibility that a motorcycle 3 may intrude into the first movement path of a four-wheeled vehicle 5 based on the identification result identified by the identification means, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to the simulation notification mode.

[0154] Furthermore, in the example described above, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to an indication notification mode or a simulated notification mode, but is not limited thereto. The risk notification setting unit 64 can set both the risk notification control device 227 and the risk notification control device 327 to an indication notification mode or a simulated notification mode.

[0155] return Figure 2 The coordination assistance information notification unit 65 generates coordination assistance information to promote communication with surrounding traffic participants and the identification of the surrounding traffic environment for each traffic participant identified as an assistance object by the target traffic area identification unit 60, based on traffic participant identification information and traffic environment identification information obtained by the target traffic area identification unit 60, driver subject status information and driver subject characteristic information obtained by the driver subject information acquisition unit 61, 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. The generated coordination assistance information is then sent to each traffic participant.

[0156] Here, the coordination assistance information sent from the coordination 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 approaching each assisted object. The risk information may include, for example, the prediction results from the prediction unit 62 and information related to the location of traffic participants surrounding each traffic participant.

[0157] The traffic safety assistance system 1 according to this embodiment has the following effects.

[0158] (1) In the traffic safety assistance system 1, when the notification mode is set to the sign notification mode, the risk notification control device 227 causes the HMI 220 to operate in a first notification mode; when the notification mode is set to the simulated notification mode, the HMI 220 operates in a second notification mode with a higher notification intensity than the first notification mode. The risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to the sign notification mode when the motorcycle 3 is an opposing moving object approaching the four-wheeled vehicle 2 from the front or side of its direction of travel outside the simulated notification operation range, and when the first movement path of the four-wheeled vehicle 2 is connected to the second movement path of the motorcycle 3; and when the motorcycle 3 is within the second range, the notification mode of the risk notification control device 227 is set to the simulated notification mode. Thus, the traffic safety assistance system 1 can provide a notification in advance using the first notification mode when the movement paths of the four-wheeled vehicle 2 and the motorcycle 3 are connected, and provide a notification using the second notification mode when the four-wheeled vehicle 2 has already approached the motorcycle 3. Therefore, in situations such as when a four-wheeled vehicle 2 is traveling straight and a motorcycle 3 is merging from a side road, the traffic safety assistance system can both reduce the inconvenience of notifying the driver and ensure the safety of both the four-wheeled vehicle 2 and the motorcycle 3 because the notification intensity of the first notification method is lower than that of the second notification method.

[0159] (2) In the traffic safety assistance system 1, when the notification mode of the risk notification control device 227 is set to the simulated notification mode, the risk notification setting unit 64 changes the notification intensity according to the degree of risk between the four-wheeled vehicle 2 and the motorcycle 3. Thus, the traffic safety assistance system 1 can strongly convey the approach of the motorcycle 3, as a second moving body, 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 in a non-annoying manner when the risk level is low.

[0160] (3) In the traffic safety assistance system 1, if a motorcycle 3 is approaching the four-wheeled vehicle 2 from the front of the four-wheeled vehicle 2 in the direction of travel, and the motorcycle 3 makes a yielding action indicating its intention to give way to the aforementioned second moving body, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to the indication notification mode. Therefore, the traffic safety assistance system 1 can notify the driver in advance when the four-wheeled vehicle 5 makes a yielding action indicating its intention to give way to the motorcycle 3, thereby ensuring safety.

[0161] (4) In the traffic safety assistance system 1, when the driver of the four-wheeled vehicle 5 makes a prescribed gesture as a gesture of courtesy, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to the sign notification mode. Thus, the traffic safety assistance system 1 can notify the driver in advance when the driver of the four-wheeled vehicle 5 makes a prescribed gesture as a gesture of courtesy, thereby ensuring safety.

[0162] (5) In the traffic safety assistance system 1, when the four-wheeled vehicle 5 notifies the outside world in a prescribed manner as a yielding action, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to the sign notification mode. Thus, the traffic safety assistance system 1 can, for example, notify the driver in advance when the four-wheeled vehicle 5 notifies the outside world in a prescribed manner as a yielding action, such as by operating the overtaking lights or sounding the horn, thereby ensuring safety.

[0163] (6) In the traffic safety assistance system 1, when the distance between the four-wheeled vehicle 5 and the motorcycle 3 is more than a specified distance as a yielding action, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to the sign notification mode.

[0164] (7) In the traffic safety assistance system 1, the risk notification setting unit 64 also includes a prediction unit 62, which predicts the movement of a moving object identified as a traffic participant by the identification means. When the first predicted movement path of the four-wheeled vehicle 2 and the second predicted movement path of the four-wheeled vehicle 2, as predicted by the prediction means, overlap, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to a simulated notification mode. When the first predicted movement path of the four-wheeled vehicle 2 and the second predicted movement path of the motorcycle 3, i.e., when the movement vector of the four-wheeled vehicle 2 and the movement vector of the motorcycle 3 overlap, the risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to a simulated notification mode. Therefore, the traffic safety assistance system 1 notifies in simulated notification mode when the movement vectors of the four-wheeled vehicle 2 and the motorcycle 3, which are the objects of assistance, overlap. Thus, it can notify only in simulated notification mode when a collision between the four-wheeled vehicle 2 and the motorcycle 3 is possible, thereby reducing the inconvenience of notifying the driver and ensuring traffic safety.

[0165] (8) In the traffic safety assistance system 1, the driving priority of the first travel path of the four-wheeled vehicle 2 is higher than the driving priority of the second travel path of the motorcycle 3. Therefore, the traffic safety assistance system 1 can, for example, notify the four-wheeled vehicle 2 in advance when it is traveling straight on a main road with a higher driving priority and the motorcycle 3 is merging from a side road with a lower driving priority, and notify the four-wheeled vehicle 2 when it is already approaching the motorcycle 3, in a second notification manner. Thus, the traffic safety assistance system 1 can both reduce the inconvenience of notifying the driver and ensure the safety of both the four-wheeled vehicle 2 and the motorcycle 3 in situations where the four-wheeled vehicle 2 is traveling straight on a main road with a higher driving priority and the motorcycle 3 is merging from a side road with a lower driving priority.

[0166] (9) In the traffic safety assistance system 1, the second moving body is a two-wheeled vehicle such as a motorcycle 3. Thus, when the four-wheeled car 2, which is the first moving body, turns right or goes straight, and the motorcycle 3, which is the second moving body, turns right or goes straight, the traffic safety assistance system can both reduce the trouble of notifying the driver and ensure traffic safety.

[0167] (10) In the traffic safety assistance system 1, the four-wheeled vehicle 2, which is the object of assistance, has an on-board driving assistance device 21. The on-board driving assistance device 21 automatically operates at least one of the braking device and the steering device when there is a moving body with a possibility of contact within the ADAS range. Thus, the traffic safety assistance system 1 can reduce the possibility of a 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.

[0168] (11) In the traffic safety assistance system 1, when the notification mode is set to the sign notification mode, the risk notification control device 227 causes the HMI 220 to operate in a first notification mode; when the notification mode is set to the simulated notification mode, the HMI 220 operates in a second notification mode with a higher notification intensity than the first notification mode. The risk notification setting unit 64 sets the notification mode of the risk notification control device 227 to the sign notification mode when the motorcycle 3 is an oncoming moving object approaching the four-wheeled vehicle 2 from the front or side of the four-wheeled vehicle 2 outside the simulated notification operation range, and there is a possibility that the motorcycle 3 will intrude into the first movement path of the four-wheeled vehicle 2 based on the identification result identified by the identification means; and sets the notification mode of the risk notification control device 227 to the simulated notification mode when the motorcycle 3 is within the simulated notification operation range. Thus, the traffic safety assistance system 1 can, for example, notify the driver in advance when there is a possibility that the motorcycle 3 will intrude into the first movement path of the four-wheeled vehicle 2, in situations such as when the four-wheeled vehicle 2 is traveling straight and the motorcycle 3 merges from a side road, thereby ensuring safety.

[0169] The present invention has been described above as one embodiment, but the invention is not limited thereto. Appropriate modifications to the details can be made within the scope of the invention's intent. For example, in the above embodiment, it was described that an identification means for identifying traffic participants and the traffic environment in the monitoring area surrounding the auxiliary object, which is a moving object, and a notification mode setting means for setting a notification mode for the auxiliary object are respectively provided as an object traffic area identification unit 60 and a risk notification setting unit 64, and are installed in a coordination assistance device 6 capable of wireless communication with the auxiliary object. However, the invention is not limited thereto. The identification means and the notification mode setting means may also be constituted by a vehicle-mounted device mounted on the auxiliary object. In this case, the range of the monitoring area identified by the identification means is limited to the range that can be identified by external sensors mounted on the auxiliary object, but it has the advantage of less delay due to communication.

[0170] Figure Labels

[0171] 1: Traffic Safety Assistance System

[0172] 9: Target Traffic Area

[0173] 2: Four-wheeled vehicles (first moving body, traffic participant)

[0174] 20: Vehicle-mounted device group

[0175] 21: Vehicle-mounted driver assistance devices (recognition methods, driver assistance devices)

[0176] 22: Notification device

[0177] 23: Driver's Body Status Sensor

[0178] 24: Vehicle-mounted communication device (identification method)

[0179] 25: Portable information processing terminal (identification method)

[0180] 3: Motorcycles (secondary mobile vehicles, traffic participants)

[0181] 30: Vehicle-mounted device group

[0182] 31: Vehicle-mounted driver assistance devices (recognition methods, driver assistance devices)

[0183] 32: Notification device

[0184] 33: Rider Status Sensor

[0185] 34: Vehicle-mounted communication device (identification method)

[0186] 35: Portable information processing terminal (identification method)

[0187] 4: Pedestrians (people, traffic participants)

[0188] 40: Portable information processing terminal (identification method)

[0189] 5: Four-wheeled vehicles (third mobility vehicle)

[0190] 51: Roadway (Traffic Environment)

[0191] 52: Intersection (Traffic Environment)

[0192] 53: Pedestrian Path (Traffic Environment)

[0193] 54: Traffic Signal (Traffic Environment)

[0194] 55: Signal control device (identification method)

[0195] 56: Infrastructure cameras (recognition method)

[0196] 6: Coordination Auxiliary Devices

[0197] 60: Object Traffic Area Identification Unit (Identification Method)

[0198] 61: Driver Entity Information Acquisition Unit

[0199] 62: Prediction Unit (Prediction Method)

[0200] 63: Improve the notification setting unit

[0201] 64: Risk Notification Setting Unit (Notification Mode Setting Method)

[0202] 65: Coordination and Auxiliary Information Notification Unit

[0203] 67: Traffic Environment Database (Identification Method)

[0204] 68: Driving History Database

[0205] 220: HMI (Human Machine Interface)

[0206] 225: HMI control device

[0207] 226: Improved control device

[0208] 227: Risk notification and control device (notification control means)

[0209] 320: HMI (Human Machine Interface)

[0210] 325: HMI control unit

[0211] 326: Improved control device

[0212] 327: Risk notification and control device (notification control means)

[0213] 420: HMI (Human Machine Interface)

[0214] 425: HMI control unit

Claims

1. A traffic safety assistance system for assisting a driver, who is an assisted object serving as a first moving body, characterized in that it comprises: Identification methods are used to identify traffic participants and the traffic environment in the surveillance area surrounding the aforementioned auxiliary object; The human-machine interface operates in a manner that the driver can understand; The notification mode setting method sets the notification mode of the human-machine interface based on the identification result of the identification method during the period when the existence of a second moving body is identified in the aforementioned monitoring area and outside the first range centered on the aforementioned auxiliary object by means of the aforementioned identification method. and, The notification control mechanism, when the aforementioned notification mode is set to the first mode, causes the aforementioned human-machine interface to operate in a first notification manner; when the aforementioned notification mode is set to the second mode, causes the aforementioned human-machine interface to operate in a second notification manner with a higher notification strength than the aforementioned first notification manner; and... The aforementioned notification mode setting methods, When the aforementioned second mobile body is an opposing mobile body that approaches the aforementioned auxiliary object from the front or side of its direction of travel, outside the second range that includes the aforementioned first range, and the first movement path of the aforementioned auxiliary object is connected to the second movement path of the aforementioned second mobile body, the aforementioned notification mode is set to the aforementioned first mode. When the aforementioned second mobile body exists within the aforementioned second range, the aforementioned notification mode is set to the aforementioned second mode. Wherein, if there is a third moving body that approaches the aforementioned auxiliary object from the front of the aforementioned auxiliary object's direction of travel around the aforementioned second moving body, and the aforementioned third moving body makes a yielding action that shows the intention to give way to the aforementioned second moving body, the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode.

2. The traffic safety assistance system according to claim 1, wherein, When the aforementioned notification mode is set to the aforementioned second mode, the aforementioned notification mode setting method changes the intensity of the aforementioned notification based on the degree of risk between the aforementioned auxiliary object and the aforementioned second mobile body.

3. The traffic safety auxiliary system according to claim 1, wherein, When the driver of the aforementioned third mobile vehicle makes the prescribed gesture as a gesture of courtesy, the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode.

4. The traffic safety assistance system according to claim 1, wherein, When the aforementioned third mobile body notifies the outside in a prescribed manner as a gesture of courtesy, the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode.

5. The traffic safety auxiliary system according to claim 1, wherein, When the workshop distance between the aforementioned third moving body and the aforementioned second moving body is more than a predetermined distance, and this is to serve as the aforementioned yielding action, the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode.

6. The traffic safety assistance system according to claim 1 or 2, further comprising a prediction means, said prediction means predicting the movement of a moving body identified as a traffic participant by the aforementioned identification means. When the first predicted movement path of the aforementioned auxiliary object, predicted by the aforementioned prediction method, coincides with the second predicted movement path of the aforementioned second moving body, the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned second mode.

7. The traffic safety assistance system according to claim 1 or 2, wherein, The driving priority of the first moving path of the aforementioned auxiliary object is higher than the driving priority of the second moving path of the aforementioned second moving body.

8. The traffic safety assistance system according to claim 1 or 2, wherein, The aforementioned second mobile body is a two-wheeled vehicle.

9. The traffic safety assistance system according to claim 1 or 2, wherein, The aforementioned auxiliary object has a driving assistance device, which automatically operates at least one of a braking device and a steering device if there is a moving body with a possibility of contact within the aforementioned first range.

10. A traffic safety assistance system for assisting a driver, who is an assisted object serving as a first moving body, the traffic safety assistance system being characterized by comprising: Identification methods are used to identify traffic participants and the traffic environment in the surveillance area surrounding the aforementioned auxiliary object; The human-machine interface operates in a manner that the driver can understand; The notification mode setting method sets the notification mode of the human-machine interface based on the identification result of the identification method during the period when the existence of a second moving body is identified in the aforementioned monitoring area and outside the first range centered on the aforementioned auxiliary object by means of the aforementioned identification method. and, The notification control mechanism, when the aforementioned notification mode is set to the first mode, causes the aforementioned human-machine interface to operate in a first notification manner; when the aforementioned notification mode is set to the second mode, causes the aforementioned human-machine interface to operate in a second notification manner with a higher notification strength than the aforementioned first notification manner; and... If the aforementioned second mobile body is an opposing mobile body that approaches the aforementioned auxiliary object from the front or side of the aforementioned auxiliary object's direction of travel outside the second range that includes the aforementioned first range, and there is a possibility that the aforementioned second mobile body will intrude into the first mobile body's first movement path based on the identification result identified by the aforementioned identification means, then the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode. If there is a third mobile body that approaches the aforementioned auxiliary object from the front of the aforementioned auxiliary object's direction of travel around the aforementioned second mobile body, and the aforementioned third mobile body performs a yielding action that shows the intention to give way to the aforementioned second mobile body, then the aforementioned notification mode setting means sets the aforementioned notification mode to the aforementioned first mode.

Images