Traffic safety assistance system

Abstract

The present application is to solve the problem of providing a traffic safety assistance system that improves the traffic safety, convenience and smoothness of a moving body via a risk notification or attention notification. In order to solve the above problem, a risk notification setting unit acquires a rule compliance degree related to the use of a direction indicator of a moving body that is a preceding vehicle (truck 95) of an assistance object (motorcycle 96) recognized as having a notification device that performs a risk notification, and sets an operation mode in which the notification device performs a risk notification. The risk notification setting unit, in the case where the distance between the preceding vehicle and a left-turnable location (92) in front of the preceding vehicle is less than a distance threshold and the direction indicator of the preceding vehicle is not operated, starts a risk notification at a timing prescribed in accordance with the collision prediction time between the assistance object and the preceding vehicle, while changing the notification intensity at the start of the risk notification or the timing at which the notification intensity of the risk notification is to be increased in accordance with the rule compliance degree.

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 the safe movement of a moving body via risk notification or attention notification. Background Technology

[0002] In public transportation, various traffic participants, such as four-wheeled vehicles, motorcycles, bicycles, and pedestrians, move at different speeds according to their own wishes. As a technology for improving the safety and convenience of traffic participants in such public transportation, for example, Patent Document 1 discloses a driving assistance device that assists vehicle drivers in safe driving.

[0003] The driving assistance device shown in Patent Document 1 includes: a hazard prediction unit that predicts the degree of danger of the vehicle based on the vehicle's driving status and information about the surrounding environment; and a warning control unit that, based on the assessment result of the predicted degree of danger, provides warning actions to the driver via sound and text display. According to the driving assistance device shown in Patent Document 1, when a certain danger is predicted, it can remind the driver to perform driving operations to avoid the predicted danger, thus assisting the driver in safe driving.

[0004] [Previous Technical Documents]

[0005] (Patent Documents)

[0006] Patent Document 1: Japanese Patent Application Publication No. 2021-136001 Summary of the Invention

[0007] [The problem the invention aims to solve]

[0008] Additionally, when turning left or right, sufficient deceleration is required before initiating the turn, hence the use of turn indicators to alert following vehicles. However, some drivers may not use turn indicators and begin turning directly. In such cases, from the perspective of following vehicles, the sudden deceleration of the vehicle in front without any warning may result in insufficient time for evasive maneuvers, leading to collision.

[0009] The purpose of this invention is to provide a traffic safety assistance system that can improve the traffic safety, convenience, and smoothness of moving vehicles through risk notification or attention notification.

[0010] [Technical means to solve the problem]

[0011] (1) The traffic safety assistance system of the present invention uses a mobile body equipped with a notification device that provides risk notifications at multiple different notification intensities as the assistance object, and assists the safe movement of the assistance object. The traffic safety assistance system is characterized by comprising: an identification means for identifying identification objects, including traffic participants and traffic environment, in a monitoring area surrounding the aforementioned assistance object, and simultaneously acquiring identification information related to these identification objects; a rule compliance acquisition means for acquiring rule compliance related to the use of the direction indicator of the mobile body that was identified by the identification means as the aforementioned assistance object when it made left or right turns in the past; and a risk notification setting means for setting the operation mode of the risk notification performed by the aforementioned notification device based on the aforementioned identification information. The risk notification setting means starts the aforementioned risk notification at a time point determined according to the collision prediction time between the aforementioned assistance object and the aforementioned mobile body when the distance between the aforementioned mobile body and a left or right turn point in front of the aforementioned mobile body is less than a distance threshold and the direction indicator of the aforementioned mobile body is not operated, and simultaneously changes the notification intensity at the start of the aforementioned risk notification or the time point at which the notification intensity of the aforementioned risk notification is to be increased based on the aforementioned rule compliance.

[0012] (2) The traffic safety assistance system of the present invention uses a first mobile body equipped with a first notification device that provides risk notification under multiple different notification intensities as a first assistance object, and a second mobile body equipped with a second notification device that provides attention notification related to safe driving as a second assistance object, to assist the safe movement of the aforementioned first and second assistance objects. The traffic safety assistance system is characterized by having: an identification means for identifying identification objects including traffic participants and traffic environment in the target traffic area, and simultaneously acquiring identification information related to these identification objects; and a rule compliance calculation means for acquiring usage history information of the direction indicator of the aforementioned second assistance object when turning left or right from the aforementioned identification information, calculating the rule compliance degree related to the use of the aforementioned direction indicator of the aforementioned second assistance object based on the usage history information, and storing it in a rule compliance database. The risk notification setting means sets the operation mode of the risk notification performed by the aforementioned first notification device based on the aforementioned identification information; and the attention notification setting means sets the operation mode of the attention notification performed by the aforementioned second notification device based on the rule compliance degree for the aforementioned second auxiliary object. The risk notification setting means starts the aforementioned risk notification at a time point specified according to the collision prediction time between the aforementioned first auxiliary object and the aforementioned forward moving body when the distance between the aforementioned forward moving body and the left and right turning point in front of the forward moving body is less than a distance threshold and the direction indicator of the aforementioned forward moving body is not operated. At the same time, it changes the notification intensity at the start of the aforementioned risk notification or the time point at which the notification intensity of the aforementioned risk notification is to be increased based on the rule compliance degree for the aforementioned forward moving body obtained from the aforementioned rule compliance database.

[0013] (The effect of the invention)

[0014] (1) In the traffic safety assistance system of the present invention, the risk notification setting means initiates a risk notification at a time predetermined based on the collision prediction time between the assisted object and the forward-moving object when the distance between the forward-moving object and a point where left or right turns are possible in front of the forward-moving object is less than a distance threshold and the direction indicator of the forward-moving object is not activated. When such risk notifications are excessive, drivers may sometimes become annoyed. Therefore, the risk notification setting means adjusts the notification intensity at the start of the risk notification or the time at which the notification intensity is to be increased based on the rule compliance of the forward-moving object related to the use of the direction indicator when turning left or right. Thus, the notification intensity can be increased at an appropriate time based on the rule compliance of the forward-moving object, thereby improving traffic safety, convenience, and smoothness.

[0015] (2) According to the present invention, based on the same reasons as in (1), the notification intensity can be increased at appropriate times according to the rule compliance of the preceding moving body of the first auxiliary object, thereby improving traffic safety, convenience, and smoothness. Furthermore, since information related to rule compliance is needed in this invention, the rule compliance is calculated based on identification information obtained by identification means and stored in a database. Simultaneously, the calculated rule compliance is used to set the operation mode of the attention notification performed by the second notification device, thereby improving the traffic safety of the second auxiliary object through this attention notification, and also improving the traffic safety of the first auxiliary object through risk notification. Attached Figure Description

[0016] Figure 1 This is a diagram illustrating a traffic safety assistance system according to an embodiment of the present invention, and a partial structure of a traffic area to which the traffic safety assistance system is used for assistance.

[0017] Figure 2 It is a block diagram illustrating the structure of a collaborative assistance device and multiple regional terminals communicatively connected to the collaborative assistance device.

[0018] Figure 3A It is a block diagram illustrating the structure of a notification device mounted on a four-wheeled vehicle.

[0019] Figure 3B This is a block diagram illustrating the structure of a notification device mounted on a motorcycle.

[0020] 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.

[0021] Figure 4 This is a diagram illustrating an example of a monitored area that includes locations where left turns are permitted.

[0022] Figure 5A It is a drawing to show Figure 4 The flowchart illustrates the steps for setting a risk notification setting value for a motorcycle traveling as a follower on a main road within the monitored area and heading towards a left-turn point.

[0023] Figure 5B It is a drawing to show Figure 4 The flowchart illustrates the steps for setting a risk notification setting value for a motorcycle traveling as a follower on a main road within the monitored area and heading towards a left-turn point. Detailed Implementation

[0024] Hereinafter, a traffic safety assistance system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[0025] Figure 1 This is a schematic diagram illustrating a portion of the structure of the traffic safety assistance system 1 of this embodiment and the object traffic area 9 containing traffic participants for whom the traffic safety assistance system 1 provides assistance.

[0026] The traffic safety assistance system 1 identifies people moving in the target traffic area 9, namely pedestrians 4 and moving objects such as four-wheeled vehicles 2 and motorcycles 3, as traffic participants, and notifies each traffic participant of the assistance information generated through this identification. By reminding traffic participants to communicate with each other according to their own will (specifically, mutual identification between traffic participants) and to recognize the surrounding traffic environment, the system assists each traffic participant in safe and smooth traffic in the target traffic area 9.

[0027] Figure 1 The text describes the situation of traffic area 9, which is located near a crossroads 52 in an urban area and includes traffic infrastructure such as lanes 51, intersections 52, sidewalks 53 and traffic lights 54. Figure 1 The text indicates that a total of 7 four-wheeled vehicles (2) and 2 motorcycles (3) were moving within lane 51 and intersection 52, and a total of 3 groups of pedestrians (4) were moving within lane 53 and intersection 52. Additionally, Figure 1 The text indicates that a total of 3 infrastructure cameras (56 in total) have been installed.

[0028] The traffic safety assistance system 1 includes: an onboard unit group 20 (which includes, in addition to the onboard unit mounted on the four-wheeled vehicle 2, a portable information processing terminal owned or worn by the driver of the four-wheeled vehicle 2), moving with each four-wheeled vehicle 2; an onboard unit group 30 (which includes, in addition to the onboard unit mounted on the motorcycle 3, a portable information processing terminal owned or worn by the driver of the motorcycle 3), moving with each motorcycle 3; a portable information processing terminal 40 owned or worn by the drivers of each pedestrian 4 and bicycle (not shown); multiple infrastructure cameras 56 installed in the target traffic area 9; a signal control device 55 that controls traffic lights 54; and a cooperative assistance device 6 that is communicatively connected to these onboard unit groups 20 and 30, portable information processing terminal 40, infrastructure cameras 56, and signal control device 55, etc., existing in the target traffic area 9 (hereinafter also referred to as "area terminals").

[0029] The collaborative assistance device 6 consists of one or more computers communicatively connected to the aforementioned multiple regional terminals via base station 57. More specifically, the collaborative assistance device 6 consists of servers connected to multiple regional terminals via base station 57, network core, and the Internet, and edge servers connected to multiple regional terminals via base station 57 and multi-access edge computing (MEC) core.

[0030] Figure 2 This is a block diagram illustrating the structure of the collaborative assistance device 6 and multiple regional terminals communicatively connected to the collaborative assistance device 6.

[0031] The on-board unit 20 mounted on the four-wheeled vehicle 2 in the target traffic area 9 includes, for example: an on-board driving assistance device 21 to assist the driver in driving; a notification device 2 to notify the driver of various information; a driver status sensor 23 to detect the driver's status during driving; an on-board communication device 24 to conduct wireless communication between the vehicle and the cooperative assistance device 6 and other vehicles near the vehicle; and a portable information processing terminal 25 owned or worn by the driver, etc.

[0032] 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 to capture images of the vehicle's surroundings; multiple onboard external sensors, such as a radar unit and a rider (Light Detection and Ranging (LIDAR)) unit, which detect objects outside the vehicle using electromagnetic waves; and an external recognition device that performs sensor fusion processing on the detection results of these external sensors to obtain information related to the vehicle's surroundings. The vehicle status sensor consists of sensors that acquire information related to the vehicle's driving status, such as a vehicle speed sensor, acceleration sensor, steering angle sensor, yaw rate sensor, position sensor, and orientation sensor. The navigation device includes, for example, a GNSS receiver that determines the vehicle's current position based on signals received from Global Navigation Satellite System (GNSS) satellites; and a storage device for storing map information.

[0033] The driver assistance ECU executes driver assistance controls such as lane departure prevention control, lane change control, follow-the-leader control, mislaunch prevention control, collision mitigation braking control, and collision avoidance control based on information obtained from external sensor units, vehicle status sensors, and navigation devices. Additionally, the driver assistance ECU generates driver assistance information to assist the driver in safe driving based on information obtained from external sensor units, vehicle status sensors, and navigation devices, and sends this information to the notification device 22.

[0034] Specifically, the driver assistance ECU activates collision mitigation braking control, which automatically operates the vehicle's braking system, when a moving object that may come into contact with the vehicle exists within a predetermined collision mitigation braking operation range centered on the vehicle, to reduce damage caused by contact between the vehicle and other moving objects. Additionally, the driver assistance ECU activates collision avoidance control, which automatically operates the vehicle's steering system, when a moving object that may come into contact with the vehicle exists within a predetermined collision avoidance steering operation range centered on the vehicle, to avoid contact between the vehicle and other moving objects. Hereinafter, the collision mitigation braking operation range and the collision avoidance steering operation range will be collectively referred to as the "ADAS operating range."

[0035] The driver's status sensor 23 consists of various devices that acquire time-lapse data related to the driver's driving ability during driving. The driver's status sensor 23 may include, for example, the following devices: an in-vehicle camera that detects the driver's gaze direction and whether their eyes are open during driving; a seatbelt sensor installed on the driver's seatbelt to detect the driver's pulse and breathing; a steering sensor installed on the steering wheel held by the driver to detect the driver's skin potential; and an in-vehicle microphone that detects whether there is conversation between the driver and passengers.

[0036] The vehicle communication device 24 has the function of sending information obtained by the driving assistance ECU (including information obtained by external sensor units, vehicle status sensors and navigation devices, etc., and control information related to driving assistance control during the execution process) and information related to the driving body obtained by the driving body status sensor 23 to the cooperative assistance device 6; and receiving cooperative assistance information sent by the cooperative assistance device 6 and sending the received cooperative assistance information to the notification device 22.

[0037] The notification device 22 consists of various devices that operate the human-machine interface (hereinafter sometimes referred to as "HMI") in a manner determined by driving assistance information sent from the vehicle driving assistance device 21 and cooperative assistance information sent from the cooperative assistance device 6, thereby notifying the driver of various information through the driver's hearing, vision and touch.

[0038] Figure 3A This is a block diagram illustrating the structure of the notification device 22 mounted on a four-wheeled vehicle. Furthermore, Figure 3A The diagram only shows the boxes related to control based on the collaborative assistance information sent by the notification device 22, especially the collaborative assistance device 6.

[0039] The notification device 22 includes: an HMI 220, which is operated in a manner perceptible to the driver; and an HMI control device 225, which operates the HMI 220 based on the cooperative assistance information sent by the cooperative assistance device 6.

[0040] The HMI220 includes: an audio device 221, which can be operated by the driver through auditory perception; a head-up display 222, which can be operated by the driver through visual perception; and a seat belt control device 223 and a seat vibration device 224, which can be operated by the driver through tactile perception.

[0041] The audio system 221 includes: a headrest speaker 221a, disposed on the headrest of the driver's seat and capable of emitting directional dual-channel sound; and a main speaker 221b, disposed near the driver's seat or the front passenger seat. These headrest speakers 221a and the main speaker 221b emit sound according to commands from the HMI control unit 225. The head-up display 222 displays images corresponding to commands from the HMI control unit 225 within the driver's field of vision during driving (e.g., the windshield). The seatbelt control unit 223 changes the tension of the driver's seatbelt according to commands from the HMI control unit 225. The seat vibration device 224 vibrates the driver's seat with an amplitude and / or vibration frequency corresponding to commands from the HMI control unit 225.

[0042] HMI control device 225 includes: a soundness control device 226 that operates HMI 220 in a manner determined to sounden the driver's driving ability (especially cognitive ability); a risk notification control device 227 that operates HMI 220 in a manner determined to make the driver aware of an approaching risk; and a attention notification control device 228 that operates HMI 220 in a manner determined to remind the driver to drive safely. As described later, the cooperation assistance information sent by the cooperation assistance device 6 to the four-wheeled vehicle 2 includes information related to soundness notification setting values ​​for setting the on / off state of soundness notification of the soundness control device 226, information related to risk notification setting values ​​for setting the on / off state of risk notification of the risk notification control device 227 and the notification mode type described later, attention information for reminding the driver to drive safely, and information related to risks approaching the driver (hereinafter also referred to as "risk information"), etc.

[0043] The sanitation notification setting value of the input sanitation control device 226 is set to either of the following values: "0" to set the sanitation notification of the sanitation control device 226 to off, or "1" to set the sanitation notification of the sanitation control device 226 to on.

[0044] 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 does not operate the HMI 220. However, this does not prevent the risk notification control device 227 from operating the HMI 220.

[0045] 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 sanitations the driver's driving ability by emitting music that is of interest and attention to the driver, for example, through the headrest speakers 221a and the main speakers 221b. In addition, at this time, in order to improve the driver's alertness, the beats per minute (BPM) of the music can be changed, or the bass can be emphasized.

[0046] Thus, since the sanitation control device 226 operates the HMI 220 to sanitation the driver's driving ability, it can disable the sanitation notification when the risk notification of the risk notification control device 227 (described later) is set to "on" (i.e., when the risk notification setting value is "1" or "2"), so as not to annoy the driver. Furthermore, in this embodiment, the sanitation control device 226 has been described as sanitation of the driver's driving ability primarily through the driver's hearing by operating the headrest speaker 221a and the main speaker 221b, but the present invention is not limited to this. The sanitation control device 226 can, for example, operate the seat belt control device 223 and the seat vibration device 224.

[0047] In the risk notification control device 227, risk notifications can be performed in at least one of several different notification modes among the target devices and operating modes of the HMI 220. More specifically, in the risk notification control device 227, risk notifications can be performed in at least one of the following notification modes: a care notification mode aimed at making the driver aware of the existence of a potential risk; a simulation notification mode aimed at making the driver aware of the existence of an apparent risk and / or the degree of such risk; and a prediction assistance notification mode aimed at informing the driver of information beneficial to avoiding predicted risks. Therefore, the risk notification setting value input to the risk notification control device 227 is set to any of the following values: "0" for setting risk notification to off, "1" for setting risk notification to on in care notification mode, "2" for setting risk notification to on in simulation notification mode, "3" for setting risk notification to on in prediction assistance notification mode, "4" for setting risk notification to on in both care notification mode and prediction assistance notification mode, and "5" for setting risk notification to on in both simulation notification mode and prediction assistance notification mode.

[0048] When the risk notification setting value is "0", the risk notification control device 227 sets the risk notification to "off". That is, when the risk notification setting value is "0", the risk notification control device 227 does not operate the HMI 220. However, this does not prevent the sanitation control device 226 from operating the HMI 220.

[0049] When the risk notification setting value is "1", the risk notification control device 227 sets the notification mode to care notification mode and simultaneously enables risk notification under the set notification mode.

[0050] When the risk notification setting value is "2", the risk notification control device 227 sets the notification mode to the simulation notification mode and simultaneously enables the risk notification under the set notification mode.

[0051] When the risk notification setting value is "3", the risk notification control device 227 sets the notification mode to the prediction auxiliary notification mode and simultaneously enables the risk notification under the set notification mode.

[0052] When the risk notification setting value is "4", the risk notification control device 227 sets the notification mode to care notification mode and prediction assistance notification mode, and simultaneously enables risk notifications under these set notification modes.

[0053] When the risk notification setting value is "5", the risk notification control device 227 sets the notification mode to simulation notification mode and prediction auxiliary notification mode, and simultaneously enables risk notifications under these set notification modes.

[0054] When the notification mode is set to predictive assistance notification mode, the risk notification control device 227 generates risk avoidance assistance information that is helpful in avoiding risks approaching the driver, based on the risk information sent by the cooperative assistance device 6. Simultaneously, the driver can operate the audio device 221 and head-up display 222 of the HMI 220 in a manner that allows them to perceive the risk avoidance assistance information through hearing and sight. The risk avoidance assistance information includes information related to the location of traffic participants (hereinafter referred to as "risk objects") that may come into contact with the vehicle, information related to the location where the vehicle may come into contact with the traffic participants (hereinafter referred to as "risk occurrence location"), and content information that draws the driver's attention to the risk object.

[0055] More specifically, when a motorcycle driven by an unfit rider is present in front of a four-wheeled vehicle driven by a driver, the risk notification control device 227 emits a message saying "Please be aware of the danger of a two-wheeled right turn" via the audio device 221, or displays it on the head-up display 222, as risk avoidance assistance information to prevent contact with the motorcycle. Additionally, at this time, the risk notification control device 227 can also display arrow images indicating the current and predicted positions of the motorcycle on the head-up display 222 as risk avoidance assistance information to prevent contact with the motorcycle.

[0056] Furthermore, when the notification mode is set to the care notification mode, the risk notification control device 227 operates the HMI 220 in a manner that prevents the driver from feeling annoyed, allowing the driver to naturally perceive the presence of a risk object extracted from the risk information sent by the cooperative assistance device 6. Thus, in care notification mode, to ensure the driver naturally perceives the presence of a risk object without feeling annoyed, the risk notification control device 227 preferably operates the headrest speaker 221a, which is particularly dependent on the driver's hearing, among the various devices included in the HMI 220. More specifically, when the notification mode is set to care notification mode, the risk notification control device 227 uses the headrest speaker 221a to emit a familiar sound effect at a low volume, producing a directional two-channel sound pointing towards the location of the risk object or the location where the risk occurred, so that the driver's gaze naturally turns towards the location of the risk object or the location where the risk occurred.

[0057] Furthermore, when the notification mode is set to simulated notification mode, the risk notification control device 227 operates the HMI 220 in a manner different from the aforementioned care notification mode, so as to make the driver strongly aware of the presence of a risk object extracted from the risk information sent by the cooperative assistance device 6 and the degree of risk associated with that risk object. Thus, in simulated notification mode, in order to make the driver strongly aware of the presence of a risk object, the risk notification control device 227 operates the HMI 220 with a higher notification intensity than that specified in care notification mode. Here, notification intensity refers to the strength at which it attracts the driver's attention. More specifically, when the notification mode is set to simulated notification mode, the risk notification control device 227 emits a louder buzzer and pulse sound through the headrest speaker 221a and the main speaker 221b than the sound effect emitted in care notification mode. These buzzer and pulse sounds are unfamiliar to the driver and are louder than the sound effects emitted in care notification mode, therefore the notification intensity is higher than the sound effects emitted in care notification mode.

[0058] Furthermore, in this embodiment, the operation of the audio device 221 by the risk notification control device 227 when the notification mode is set to the simulated notification mode has been described, but the present invention is not limited thereto. The risk notification control device 227 may also, instead of operating the audio device 221, operate the seatbelt control device 223 to change the seatbelt tension, or operate the seat vibration device 224 to vibrate the seat, when the notification mode is set to the simulated notification mode. In this way, the seatbelt control device 223 and the seat vibration device 224 operate in a manner dependent on the driver's tactile sense, thus the notification intensity is higher than the sound effect emitted in the care notification mode. Additionally, the risk notification control device 227 may combine the operation of the audio device 221, the seatbelt control device 223, and the seat vibration device 224 when the notification mode is set to the simulated notification mode.

[0059] Furthermore, as described above, in simulated notification mode, in order to ensure that the driver not only perceives the presence of a risky object but also strongly perceives the degree of risk associated with that object, the risk notification control device 227 preferably adjusts the notification intensity based on the degree of risk (e.g., the collision prediction time for the risky object) extracted from the risk information sent by the cooperative assistance device 6. Specifically, the higher the degree of risk (i.e., the shorter the collision prediction time), the risk notification control device 227 may increase the volume of the buzzer, the volume of the pulse sound, or the interval between pulse sounds to enhance the notification intensity. When operating the seatbelt control device 223 as described above, the higher the degree of risk, the higher the seatbelt tension, thus enhancing the notification intensity. Additionally, when operating the seat vibration device 224 as described above, the higher the degree of risk, the higher the seat vibration amplitude, thus enhancing the notification intensity.

[0060] Furthermore, preferably, when the risk notification control device 227 changes the notification intensity according to the degree of risk, it operates the HMI 220 in a manner that maximizes the notification intensity when the aforementioned driver assistance ECU begins to execute collision mitigation braking control or collision avoidance steering control, in other words, when a risky object intrudes into the ADAS operating range of the vehicle.

[0061] When the attention notification control device 228 receives attention information from the cooperative assistance device 6, it displays a message corresponding to the attention information on the head-up display 222 or emits an audible sound using the main speaker 221b to notify the driver of the attention, reminding the driver to obey the rules and drive safely. The attention notification from the attention notification control device 228, transmitted to the driver via the HMI 220, includes messages such as "Please turn on your turn signal in advance when turning right or left" or "Please turn on your turn signal in advance when changing routes," reminding the driver to drive safely.

[0062] Return to Figure 2The portable information processing terminal 25 comprises, for example, a wearable terminal worn by the driver of the four-wheeled vehicle 2 and a smartphone owned by the driver. The wearable terminal has the function of measuring the driver's biometric information such as heart rate, blood pressure, and blood oxygen saturation, and sending the measurement data to the assistive device 6; and receiving assistive information sent by the assistive device 6 and notifying the driver of corresponding messages via images, voice, warning sounds, and vibrations. Furthermore, the smartphone has the function of sending driver-related information such as the driver's location, acceleration, and schedule to the assistive device 6, and receiving assistive information sent by the assistive device 6 and notifying the driver of corresponding messages via images, voice, warning sounds, melodies, and vibrations.

[0063] The on-board unit group 30 mounted on the motorcycle 3 in the target traffic area 9 includes, for example, an on-board driving assistance device 31 that assists the rider in driving; a notification device 32 that notifies the rider of various information; a rider status detection sensor 33 that detects the rider's status during driving; an on-board communication device 34 that enables wireless communication between the motorcycle and the cooperative assistance device 6 or other vehicles near the motorcycle; and a portable information processing terminal 35 owned or worn by the rider.

[0064] The vehicle-mounted driving assistance device 31 includes an external sensor unit, a vehicle status sensor, a navigation device, and a driving assistance ECU. The external sensor unit includes: an external camera unit to capture images of the vehicle's surroundings; multiple onboard external sensors, such as a radar unit and a rider unit, that detect objects outside the vehicle using electromagnetic waves; and an external recognition device that performs sensor fusion processing on the detection results of these external sensors to obtain information related to the vehicle's surroundings. The vehicle status sensor consists of sensors such as a vehicle speed sensor and a 5-axis or 6-axis inertial measurement unit to acquire information related to the vehicle's driving status. The navigation device includes, for example, a GNSS receiver that determines the vehicle's current location based on signals received from GNSS satellites; and a storage device for storing map information.

[0065] The driver assistance ECU executes lane keeping control, lane departure prevention control, lane change control, follow-the-leader control, mislaunch prevention control, and collision mitigation braking control based on information obtained from external sensor units, vehicle status sensors, and navigation devices. Additionally, the driver assistance ECU generates driver assistance information to assist the rider in safe driving based on information obtained from external sensor units, vehicle status sensors, and navigation devices, and sends this information to the notification device 32.

[0066] The driver assistance ECU activates collision mitigation braking control of the vehicle's braking device under the condition that there is a moving object that may come into contact with the vehicle within a predetermined collision mitigation braking operation range centered on the vehicle (hereinafter, also referred to as "ADAS operation range" along with the terminology defined for four-wheeled vehicles 2), in order to mitigate damage caused by contact between the vehicle and other moving objects.

[0067] The rider status sensor 33 consists of various devices that acquire information related to the rider's driving ability during driving. The rider status sensor 33 may consist of, for example, the following devices: a seat sensor, which is installed on the seat where the rider sits to detect whether the rider has a pulse and breathing; and a helmet sensor, which is installed on the helmet worn by the rider to detect whether the rider has a pulse, breathing, and skin potential.

[0068] The vehicle communication device 34 has the function of sending information obtained by the driving assistance ECU (including information obtained by external sensor units, vehicle status sensors and navigation devices, etc., and control information related to driving assistance control during the execution process) and rider-related information obtained by the rider status sensor 33 to the cooperative assistance device 6; and receiving cooperative assistance information sent by the cooperative assistance device 6 and sending the received cooperative assistance information to the notification device 32.

[0069] The notification device 32 consists of various devices that operate the HMI in a manner determined by driving assistance information sent from the vehicle driving assistance device 21 and cooperative assistance information sent from the cooperative assistance device 6, thereby notifying the rider of various information through the driver's hearing, vision, and touch.

[0070] Figure 3B This is a block diagram illustrating the structure of the notification device 32 mounted on a motorcycle. Furthermore, Figure 3B The diagram only shows the boxes related to control based on the collaborative assistance information sent by the notification device 32, especially the collaborative assistance device 6.

[0071] The notification device 32 includes: an HMI 320, which is operated in a way that is perceptible to the rider; and an HMI control device 325, which operates the HMI 320 according to the cooperation assistance information sent by the cooperation assistance device 6.

[0072] The HMI320 features: a head-mounted speaker 321 for operation by the rider through auditory perception; and a head-up display 322 for operation by the rider through visual perception.

[0073] A head-mounted speaker 321 is mounted on the helmet worn by the rider and is capable of emitting directional, two-channel sound. The head-mounted speaker 321 emits sound corresponding to commands from the HMI control unit 325. The head-up display 322 displays images corresponding to commands from the HMI control unit 325 within the rider's field of vision during riding (e.g., the helmet visor).

[0074] The HMI control device 325 includes: a soundness control device 326 that operates the HMI 320 in a manner determined to sounden the rider's driving ability (especially cognitive ability) to provide soundness notification; a risk notification control device 327 that operates the HMI 320 in a manner prescribed to make the rider aware of an approaching risk to provide risk notification; and a attention notification control device 328 that operates the HMI 320 in a manner determined to remind the rider to drive safely. As described later, the cooperation assistance information sent from the cooperation assistance device 6 to the motorcycle 3 includes: information related to soundness notification setting values ​​for setting the on / off state of soundness notification of the soundness control device 326; risk notification setting values ​​related to setting the on / off state of risk notification and notification mode type of the risk notification of the risk notification control device 327; attention information for reminding the rider to drive safely; and information related to risks approaching the rider.

[0075] The sanitation notification setting value input to the sanitation control device 326 is set to either of the following values: "0" to set the sanitation notification of the sanitation control device 326 to off, or "1" to set the sanitation notification of the sanitation control device 326 to on.

[0076] 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 operate the HMI 320. However, this does not prevent the risk notification control device 327 from operating the HMI 320.

[0077] 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, uses a headphone speaker 321 to play music that is of interest and attention to the driver to sanitation the rider's driving 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.

[0078] Thus, since the stamina control device 326 operates the HMI 320 to stamina the rider’s driving ability, the stamina notification can be turned off when the risk notification of the risk notification control device 327 described later is set to on (i.e., when the risk notification setting value is “1” or “2”) so as not to annoy the driver.

[0079] In the risk notification control device 327, risk notification can be performed in at least one of several different notification modes among the target devices and operating modes of the HMI 320. More specifically, in the risk notification control device 327, risk notification can be performed in at least one of the following notification modes: a care notification mode aimed at making the rider aware of the potential risk; a simulation notification mode aimed at making the rider aware of the existence of an apparent risk and / or the degree of that risk; and a prediction assistance notification mode aimed at informing the driver of information that is helpful in avoiding the predicted risk. Therefore, the risk notification setting value input to the risk notification control device 327 is set to any of the following values: "0" for setting risk notification to off, "1" for setting risk notification to on in care notification mode, "2" for setting risk notification to on in simulation notification mode, "3" for setting risk notification to on in prediction assistance notification mode, "4" for setting risk notification to on in both care notification mode and prediction assistance notification mode, and "5" for setting risk notification to on in both simulation notification mode and prediction assistance notification mode.

[0080] 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 operate the HMI 320. However, this does not prevent the sanitation control device 326 from operating the HMI 320.

[0081] When the risk notification setting value is "1", the risk notification control device 327 sets the notification mode to care notification mode and simultaneously enables risk notification under the set notification mode.

[0082] When the risk notification setting value is "2", the risk notification control device 327 sets the notification mode to the simulation notification mode and simultaneously enables the risk notification under the set notification mode.

[0083] When the risk notification setting value is "3", the risk notification control device 327 sets the notification mode to the prediction auxiliary notification mode and simultaneously enables the risk notification under the set notification mode.

[0084] When the risk notification setting value is "4", the risk notification control device 327 sets the notification mode to care notification mode and prediction assistance notification mode, and simultaneously enables risk notifications under these set notification modes.

[0085] When the risk notification setting value is "5", the risk notification control device 327 sets the notification mode to simulation notification mode and prediction auxiliary notification mode, and simultaneously enables risk notifications under these set notification modes.

[0086] 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 by the cooperative assistance device 6. Simultaneously, the driver can operate the head-mounted speaker 321 and head-up display 322 of the HMI 320 in a manner that allows them to perceive the risk avoidance assistance information through hearing and sight. The risk avoidance assistance information includes information related to the location of the risk object that may come into contact with the vehicle, information related to the location where the risk may occur, and content information designed to draw the rider's attention to the risk object.

[0087] More specifically, when a four-wheeled vehicle driven by an unfit driver is present in front of the motorcycle driven by the rider, the risk notification control device 327 emits a message saying "Caution: Dangerous right turn by a four-wheeled vehicle" via a head-up speaker 321, or displays it on the head-up display 322 as risk avoidance assistance information to avoid contact with the four-wheeled vehicle. Additionally, at this time, the risk notification control device 327 can display arrow images indicating the current and predicted positions of the four-wheeled vehicle on the head-up display 322 as risk avoidance assistance information to avoid contact with the four-wheeled vehicle.

[0088] Furthermore, when the notification mode is set to the care notification mode, the risk notification control device 327 operates the HMI 320 in a manner that prevents the driver from feeling annoyed, allowing the rider to naturally perceive the presence of a risk object extracted from the risk information sent by the cooperative assistance device 6. Thus, in care notification mode, to ensure the rider naturally perceives the presence of a risk object without feeling annoyed, the risk notification control device 327 preferably operates the head-mounted speaker 321, which relies particularly on the rider's hearing, among the various devices included in the HMI 320. More specifically, when the notification mode is set to care notification mode, the risk notification control device 327 uses the head-mounted speaker 321 to emit a familiar sound effect at a low volume, directional two-channel sound pointing towards the location of the risk object or the location where the risk occurred, so that the rider's gaze naturally turns towards the location of the risk object or the location where the risk occurred.

[0089] Furthermore, when the notification mode is set to simulated notification mode, the risk notification control device 327 operates the HMI 320 in a manner different from the aforementioned care notification mode, so that the rider strongly perceives the presence of a risk object extracted from the risk information sent by the cooperative assistance device 6 and the degree of risk associated with that risk object. Thus, in simulated notification mode, to ensure the rider strongly perceives the presence of a risk object, the risk notification control device 327 operates the HMI 320 with a higher notification intensity than specified in care notification mode. More specifically, when the notification mode is set to simulated notification mode, the risk notification control device 327 emits a louder buzzer and pulse sound via the head-mounted speaker 321 than the sound effect emitted in care notification mode. These buzzer and pulse sounds are unfamiliar to the rider and are louder than the sound effects emitted in care notification mode, therefore the notification intensity is higher than the sound effects emitted in care notification mode.

[0090] Furthermore, as described above, in the simulated notification mode, in order to ensure that the rider not only perceives the presence of a risky object but also strongly perceives the degree of risk associated with that object, the risk notification control device 327 preferably adjusts the notification intensity based on the degree of risk (e.g., the collision prediction time for the risky object) extracted from the risk information sent by the cooperative assistance device 6. Specifically, the higher the degree of risk (i.e., the shorter the collision prediction time), the higher the volume of the beep tone, or the higher the volume of the pulse tone, or the shorter the interval between pulse tones, to increase the notification intensity.

[0091] Furthermore, the risk notification control device 327 preferably operates the HMI 320 in a manner that maximizes the notification intensity when the aforementioned driver assistance ECU begins to execute collision mitigation braking control, in other words, when a risky object intrudes into the ADAS operating range of the vehicle, in accordance with the varying notification intensity based on the risk level.

[0092] When the attention notification control device 328 receives attention information from the cooperative assistance device 6, it displays the corresponding content message on the head-up display 322 or emits an audio signal through the head-up speaker 321 to notify the rider of the attention information, reminding the rider to follow the rules and drive safely. The attention notification from the attention notification control device 328, transmitted to the driver via the HMI 320, may include messages such as "Please turn on your turn signal in advance when turning left or right" or "Please slow down sufficiently before turning the steering wheel when turning left or right," reminding the rider to drive safely.

[0093] Return to Figure 2The portable information processing terminal 40 owned or worn by pedestrians 4 or cyclists in the target traffic area 9, such as a wearable terminal worn by pedestrian 4 and a smartphone owned by pedestrian 4, is also included when referred to as "pedestrian". The wearable terminal has the function of measuring the biological information of pedestrian 4, such as heart rate, blood pressure and blood oxygen saturation, and sending the measurement data of the biological information to the collaborative assistance device 6, or receiving collaborative assistance information sent by the collaborative assistance device 6. In addition, the smartphone has the function of sending pedestrian information related to pedestrian 4, such as the location information, movement acceleration and schedule information, to the collaborative assistance device 6, or receiving collaborative assistance information sent by the collaborative assistance device 6.

[0094] In addition, the portable information processing terminal 40 includes a notification device 42, which operates the HMI in a manner determined according to the received cooperative assistance information, thereby notifying pedestrians of various information through their hearing, vision, and touch.

[0095] Figure 3C This is a block diagram illustrating the structure of the notification device 42 mounted on the portable information processing terminal 40. Furthermore, Figure 3C The diagram only shows the boxes related to control based on the collaborative assistance information sent by the notification device 42, especially the collaborative assistance device 6.

[0096] The notification device 42 includes: an HMI 420 that operates in a manner perceptible to pedestrians; and an HMI control device 425 that operates the HMI 420 based on the collaborative assistance information sent by the collaborative assistance device 6.

[0097] The HMI420 includes: a speaker 421, which can be operated by pedestrians through auditory perception; and an excitation device 424, which can be operated by pedestrians through tactile perception.

[0098] The speaker 421 emits a sound corresponding to the command from the HMI control device 425. The excitation device 424 vibrates the main body of the portable information processing terminal 40 in a manner corresponding to the command from the HMI control device 425 using amplitude and / or vibration frequency.

[0099] As will be described later, the collaborative assistance information sent by the collaborative assistance device 6 to the portable information processing terminal 40 owned by the pedestrian includes information related to risk notification settings for setting the type of risk notification on / off and notification mode of the HMI control device 425, and risk information related to risks approaching the pedestrian.

[0100] In the HMI control device 425, risk notification can be performed in at least one of several different notification modes among the target device and operation mode of the HMI 420. More specifically, in the HMI control device 425, risk notification can be performed in at least one of the following notification modes: a care notification mode aimed at making pedestrians aware of the existence of potential risks, and a simulation notification mode aimed at making pedestrians aware of the existence of apparent risks and / or the degree of such risks. Therefore, the risk notification setting value input to the HMI control device 425 is set to any of the following values: "0" for setting the risk notification of the HMI control device 425 to off, "1" for setting the risk notification of the HMI control device 425 to on and setting the notification mode to care notification mode, and "2" for setting the risk notification of the HMI control device 425 to on and setting the notification mode to simulation notification mode.

[0101] When the risk notification setting value is "0", the HMI control device 425 sets the risk notification to "off". That is, when the risk notification setting value is "0", the HMI control device 425 does not operate the HMI 420.

[0102] When the risk notification setting value is "1", the HMI control device 425 sets the notification mode to care notification mode and enables risk notification in the set notification mode.

[0103] In addition, when the risk notification setting value is "2", the HMI control device 425 sets the notification mode to the simulation notification mode and simultaneously enables the risk notification in the set notification mode.

[0104] Specifically, when the notification mode is set to the care notification mode, the HMI control device 425 operates the HMI 420 in a manner that does not annoy pedestrians, allowing them to naturally perceive the presence of a risky object extracted from the risk information sent by the cooperative assistance device 6. More specifically, when the notification mode is set to the care notification mode, the HMI control device 425 operates the vibration excitation device 424 to cause the main body of the portable information processing terminal 40 to vibrate at a predetermined amplitude and frequency.

[0105] Furthermore, when the notification mode is set to simulated notification mode, the HMI control device 425 operates the HMI 420 in a manner different from the aforementioned care notification mode, so that the pedestrian strongly perceives the presence of a risk extracted from the risk information sent by the cooperative assistance device 6 and the degree of risk towards that risk object. Thus, in simulated notification mode, to make the pedestrian strongly perceive the presence of a risk object, the HMI control device 425 operates the HMI 420 with a higher notification intensity than specified in the care notification mode. More specifically, when the notification mode is set to simulated notification mode, the HMI control device 425 emits a buzzer tone, a pulse tone, and a message indicating the presence of risk via the speaker 421.

[0106] Furthermore, as described above, in the simulated notification mode, in order to ensure that pedestrians not only perceive the presence of a risky object but also strongly perceive the degree of risk associated with that object, the HMI control device 425 preferably adjusts the notification intensity based on the degree of risk (e.g., the collision prediction time for the risky object) extracted from the risk information sent by the cooperative assistance device 6. Specifically, the higher the degree of risk (i.e., the shorter the collision prediction time), the HMI control device 425 may increase the volume of the beep tone, increase the volume of the pulse tone, shorten the pulse tone interval, increase the volume of the message, or change the content of the message to enhance the notification intensity.

[0107] Return to Figure 2 Infrastructure camera 56 captures images of traffic infrastructure equipment, including lanes, intersections, and sidewalks in the target traffic area, as well as moving bodies and pedestrians moving in these lanes, intersections, and sidewalks, and sends the obtained image information to the cooperative assistance device 6.

[0108] The signal control device 55 controls the traffic lights and simultaneously sends the traffic light status information, such as the current illuminated color and the time of color switching, of the traffic lights located in the target traffic area to the cooperating auxiliary device 6.

[0109] The cooperative assistance device 6 is a computer that generates cooperative assistance information for each traffic participant as an assistance target, based on information obtained from multiple area terminals existing in the target traffic area. This information serves to remind traffic participants of communication and the recognition of the surrounding traffic environment. The computer then notifies each traffic participant to assist them in facilitating safe and smooth traffic flow within the target traffic area. Furthermore, in this embodiment, traffic participants existing in the target traffic area who possess means (e.g., vehicle-mounted device groups 20 and 30, portable information processing terminal 40, notification devices 22, 32, and 42) to receive the cooperative assistance information generated in the cooperative assistance device 6 and operate the HMI in a predetermined manner according to the received cooperative assistance information are considered as assistance targets of the cooperative assistance device 6. That is, mobile vehicles equipped with vehicle-mounted device group 20 and notification device 22 and vehicle-mounted device group 30 and notification device 32, and pedestrians equipped with portable information processing terminal 40 and notification device 42 are all assistance targets of the cooperative assistance device 6.

[0110] The collaborative assistance device 6 includes: a target traffic area identification unit 60, which identifies people and moving objects in the target traffic area as traffic participants; a driver information acquisition unit 61, which acquires driver status information related to the driving ability of the driver of the moving object identified by the target traffic area identification unit 60 as a traffic participant; a prediction unit 62, which predicts the future of traffic participants in the target traffic area; a sanitation notification setting unit 63, which sets the on / off state 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; and a rule compliance calculation unit 66, which calculates the rule compliance rate for each driver. The traffic area identification unit 60 identifies the driving subject, a moving entity identified as an auxiliary object, and measures their compliance with various traffic safety rules. The attention notification setting unit 70 generates attention information for each traffic participant identified as an auxiliary object by the traffic area identification unit 60. The cooperative assistance information notification unit 65 sends cooperative assistance information generated for each traffic participant identified as an auxiliary object by the traffic area identification unit 60. The traffic environment database 67 stores information related to the traffic environment of the target traffic area. The driving history database 68 stores information related to the past driving history of pre-registered driving subjects. The rule compliance database 69 stores information related to the compliance of pre-registered driving subjects with various traffic safety rules. The traffic environment database 67 stores map information of the pre-registered target traffic area (e.g., lane width, number of lanes, speed limit, sidewalk width, presence or absence of guardrails between lanes and sidewalks, and location of pedestrian crossings), risk area information related to high-risk areas, especially high-risk areas, within the target traffic area, and information related to the traffic environment of traffic participants within the target traffic area. The information stored in the traffic environment database 67 will also be referred to as registered traffic environment information.

[0111] The driving history database 68 stores information related to the past driving history of pre-registered driving entities, linked to the registration number of the mobile vehicle owned by the driving entity. Therefore, if the registration number of the identified mobile vehicle can be specifically identified by the object traffic area identification unit 60 (described later), the past driving history of the driving entity of the identified mobile vehicle can be retrieved by searching the driving history database 68 based on that registration number. Hereinafter, the information stored in the driving history database 68 will also be referred to as registered driving history information.

[0112] The rule compliance database 69 stores information related to the rule compliance of pre-registered drivers for each item of traffic safety rules (e.g., whether or not they used turn signals when turning left or right, and when they used turn signals when turning left or right) in a state associated with the registration number of the vehicle owned by the driver. Therefore, similar to the driving history database 68, if the registration number of the identified vehicle can be specifically identified by the object traffic area identification unit 60, the rule compliance database 69 can be searched based on that registration number to obtain the rule compliance of the identified vehicle's driver for each item of traffic safety rules.

[0113] The target traffic area identification unit 60 identifies the traffic environment of people or moving bodies in the target traffic area, namely each traffic participant, based on information sent by the aforementioned area terminals (vehicle-mounted device group 20, 30, portable information processing terminal 40, infrastructure camera 56, and signal control device 55) in the target traffic area and the registered traffic environment information read from the traffic environment database 67, and simultaneously obtains identification information related to these identified objects.

[0114] The information transmitted 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 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 about the status of traffic participants and the traffic environment around the vehicle, obtained by external sensor units, and information about the status of the vehicle as a traffic participant, obtained by vehicle status sensors and navigation devices. The information related to the vehicle's status includes the usage history of the direction indicator when turning left and right. Additionally, the information transmitted from the portable information processing terminal 40 to the target traffic area identification unit 60 includes information about the status of pedestrians as traffic participants, such as position and acceleration. Furthermore, the image information transmitted from the infrastructure camera 56 to the target traffic area identification unit 60 includes information about the appearance of traffic infrastructure equipment such as lanes, intersections, and pedestrian crossings in the target traffic area, and the appearance of participants moving in the target traffic area, related to each traffic participant and their traffic environment. Additionally, the traffic light status information sent from the signal control device 55 to the target traffic area identification unit 60 includes information related to the traffic environment of each traffic participant, such as the current illuminated color of the traffic light and the time when the illuminated color is switched. Furthermore, the target traffic area identification unit 60 reads registered traffic environment information from the traffic environment database 67, including map information of the target traffic area and risk area information, which is also related to the traffic environment of each traffic participant.

[0115] Therefore, the target traffic area identification unit 60 can acquire identification information (hereinafter also referred to as "traffic participant identification information") of each traffic participant in the target traffic area based on information sent by these area terminals, including their position, speed, acceleration, direction of movement, vehicle type, vehicle compartment, registration number, number of pedestrians, and age group of pedestrians in the target traffic area. Furthermore, the target traffic area identification unit 60 can acquire traffic environment identification information (hereinafter also referred to as "traffic environment identification information") of each traffic participant in the target traffic area based on information sent by these area terminals, including lane width, number of lanes, speed limit, sidewalk width, presence or absence of guardrails between lanes and sidewalks, traffic light colors and their switching times, and risk area information.

[0116] Therefore, in this embodiment, the means of identifying traffic participants and traffic environment in the target traffic area consists of the target traffic area identification unit 60, the vehicle-mounted driving assistance device 21, vehicle-mounted communication device 24 and portable information processing terminal 25 included in the vehicle-mounted device group 20 of the four-wheeled vehicle 2, the vehicle-mounted driving assistance device 31, vehicle-mounted communication device 34 and portable information processing terminal 35 included in the vehicle-mounted device group 30 of the motorcycle 3, the portable information processing terminal 40 of the pedestrian 4, the infrastructure camera 56, the signal control device 55, and the traffic environment database 67.

[0117] The traffic area identification unit 60 sends the traffic participant identification information and traffic environment identification information obtained as described above to the driver subject information acquisition unit 61, prediction unit 62, sound notification setting unit 63, risk notification setting unit 64, and cooperative assistance information notification unit 65, etc.

[0118] 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 moving body identified by the target traffic area identification unit 60 as a traffic participant, based on information sent by 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.

[0119] More specifically, when the driver of a four-wheeled vehicle identified as a traffic participant by the target traffic area identification unit 60 is a human, the driver information acquisition unit 61 acquires information sent by the on-board unit 20 mounted on the four-wheeled vehicle as the driver's driving status information. Additionally, when the driver of a motorcycle identified as a traffic participant by the target traffic area identification unit 60 is a human, the driver information acquisition unit 61 acquires information sent by the on-board unit 30 mounted on the motorcycle as the rider's driving status information.

[0120] The information sent from the driver status sensor 23 and vehicle communication device 24 included in the vehicle-mounted device group 20 to the driver information acquisition unit 61 includes time-lapse data related to the driver's driving ability, such as visual information like eye-opening, presence of pulse and respiration, skin potential, and voice information like dialogue. Additionally, the information sent from the rider status sensor 33 and vehicle communication device 34 included in the vehicle-mounted device group 30 to the driver information acquisition unit 61 includes time-lapse data related to the rider's pulse and respiration, skin potential, and other biological information, which is also related to the rider's driving ability. Furthermore, the information sent from the portable information processing terminals 25 and 35 included in the vehicle-mounted device groups 20 and 30 to the driver information acquisition unit 61 includes the driver's and rider's personal schedule information. Drivers and riders may experience anxiety and decreased driving ability when driving a mobile vehicle under stressful schedules. Therefore, the schedule information of individual drivers and riders can be considered information related to their own driving abilities.

[0121] The driver subject information acquisition unit 61 uses either the driver subject status information obtained by the above steps or the registered driving history information read from the driving history database 68 to obtain driver subject characteristic information related to the driver subject's driving characteristics (e.g., too many sudden lane changes and too many sudden accelerations and decelerations). The driver subject's driving characteristics are related to the driver subject's current driving ability during the driving process.

[0122] The driver information acquisition unit 61 sends the driver status information and driver characteristic information of the driver obtained as described above to the prediction unit 62, the improvement notification setting unit 63, the risk notification setting unit 64, and the cooperative assistance information notification unit 65, etc.

[0123] The prediction unit 62 extracts a portion of the traffic area within the target traffic area as a monitoring area. Based on traffic participant identification information and traffic environment identification information (hereinafter collectively referred to as "identification information") obtained by the target traffic area identification unit 60, and driver entity status information and driver entity characteristic information (hereinafter collectively referred to as "driver entity information") obtained by the driver entity information acquisition unit 61, it predicts the future risk 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 identification information obtained by the target traffic area identification unit 60, and simultaneously performs simulations in the virtual space based on the identification information and driver entity information to predict the future of each traffic participant within the monitoring area. More specifically, when the prediction target is a moving object such as a four-wheeled vehicle or motorcycle traveling in a lane, the prediction unit 62 performs the above simulation to calculate the predicted future travel path of the moving object. Furthermore, when the prediction target is a pedestrian moving on a sidewalk, the prediction unit 62 performs the above simulation to calculate the predicted future travel path of the pedestrian. The specific steps by which the prediction unit 62 predicts the future of each traffic participant within the monitoring area are omitted in detail.

[0124] The target traffic area is, for example, a relatively large traffic area defined by municipalities. In contrast, the monitored area is, for example, a traffic area near intersections and specific facilities, which a four-wheeled vehicle can pass through in about tens of seconds when moving at the legal speed. That is, although the monitored area is narrower than the target traffic area, it is wider than the operating range of ADAS (Advanced Driver Assistance Systems) ECUs mounted on each moving vehicle.

[0125] The sanitation notification setting unit 63 identifies traffic participants identified as auxiliary objects and mobile bodies by the target traffic area identification unit 60 among multiple traffic participants existing in the target traffic area as setting targets, and sets the sanitation notification to be turned on / off for each setting target. Furthermore, as described later, traffic participants who are predicted by the prediction unit 62 to be parties at risk of contact are set targets for risk notifications by the risk notification setting unit 64. Therefore, it is preferable to exclude the setting targets of the risk notification setting unit 64 from the setting targets of the sanitation notification setting unit 63.

[0126] More specifically, the soundness notification setting unit 63 first obtains driver entity status information associated with the driver entity of each set object from the driver entity information acquisition unit 61. Then, based on the obtained driver entity status information, the soundness notification setting unit 63 calculates the current soundness of the driver entity for each set object. Furthermore, if the soundness calculated for each set object is less than a predetermined soundness threshold, the soundness notification setting unit 63 determines that the driver entity of that set object is in an unsound state, and sets the soundness notification setting value for that set object to "1" in order to enable the soundness notification. Conversely, if the soundness calculated for each set object is above the soundness threshold, the soundness notification setting unit 63 determines that the driver entity 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.

[0127] The sanitation notification setting unit 63 sets sanitation notifications for multiple sanitation objects in the target traffic area to be enabled or disabled through the above steps. Information related to the sanitation notification setting values ​​set by the sanitation notification setting unit 63 for each sanitation object is sent to the cooperation assistance information notification unit 65.

[0128] The risk notification setting unit 64 takes traffic participants identified as auxiliary objects by the target traffic area identification unit 60 from among the multiple traffic participants in the monitoring area extracted by the prediction unit 62, and sets the risk notification operation mode (i.e., the type of notification mode and the on / off of risk notification) for each target based on the prediction results of the prediction unit 62, the identification information obtained by the target traffic area identification unit 60, and the driver subject information obtained by the driver subject information acquisition unit 61.

[0129] More specifically, the risk notification setting unit 64 sets the operation mode of risk notification for each set object existing in the monitoring area based on the information related to the monitoring area in the identification information obtained by the object traffic area identification unit 60, the information related to the monitoring area in the driver's status information obtained by the driver's information acquisition unit 61, and the prediction result of the prediction unit 62 for the monitoring area. That is, the risk notification setting unit 64 sets the risk notification setting value for each set object to any one of "0", "1", "2", "3", and "4" (when the set object is a pedestrian, it is set to any one of "0", "1", and "2").

[0130] Furthermore, the following detailed steps outline the operation method for setting risk notifications for each target object by the risk notification setting unit 64. Figure 4 The case where the area including the left-turn point 92 is designated as a surveillance area will be explained below. Furthermore, the following explanation addresses the case where the area including the left-turn point 92 is designated as a surveillance area, but the same applies to the case where the area including the right-turn point is designated as a surveillance area; therefore, this explanation is omitted.

[0131] exist Figure 4 In the example, the monitored area includes a main road 90 with two lanes on one side and a side road 91 that intersects the main road 90 at a right angle to a left-turn point 92. Furthermore, there are no traffic lights on the main road 90 further ahead of the left-turn point 92 in the forward direction. Therefore, as... Figure 4 As shown, when a truck 95 is the leading vehicle and a motorcycle 96 is the following vehicle of the truck 95, and both are traveling at a relatively high speed on the main road 90, if the truck 95 slows down and turns left from the main road 90 to the side road 91 without using the turn indicator, the following vehicle, namely the motorcycle 96, may come into contact with the truck 95.

[0132] Figure 5A and Figure 5B It is a drawing that will be Figure 4 The flowchart illustrates the steps of setting a risk notification setting value for a truck 95 and a motorcycle 96 traveling towards a left-turn point 92 on the main road 90 within the monitored area, with the motorcycle 96 acting as a follower. The flowchart describes the process of setting a risk notification setting value for this follower vehicle based on the following vehicle's movement in the lane and the preceding vehicle entering the monitored area, including the left and right turn points. Figure 5A and Figure 5B The processing shown.

[0133] First, in step ST1, the risk notification setting unit 64 identifies the registration number of the vehicle in front of the specific assisted object based on the identification information, searches the rule compliance database 69 based on the registration number to obtain the rule compliance related to the use of the direction indicator when the vehicle in front of the assisted object turns left or right relative to the driver, and proceeds to step ST2.

[0134] In step ST2, the risk notification setting unit 64 determines whether the distance between the vehicle ahead and the location where left or right turns are permitted is less than a predetermined distance threshold based on the identification information. If the determination result in step ST2 is negative, the risk notification setting unit 64 returns to step ST2; otherwise, it proceeds to step ST3.

[0135] In step ST3, the risk notification setting unit 64 determines whether the direction indicator of the vehicle ahead is activated based on the identification information. If the determination result of step ST3 is yes, the risk notification setting unit 64 proceeds to step ST13; otherwise, it proceeds to step ST4.

[0136] In step ST13, the risk notification setting unit 64 sets the risk notification setting value for the auxiliary object to "0", thereby turning off the risk notification for that auxiliary object and ending the process. Figure 5A and Figure 5B The processing shown.

[0137] In step ST4, the risk notification setting unit 64 calculates the collision prediction time between the auxiliary object and the vehicle in front based on the identification information, and proceeds to step ST5.

[0138] In step ST5, the risk notification setting unit 64 determines whether the calculated collision prediction time is less than the notification start threshold set for determining the time point to start the risk notification. If the determination result of the risk notification setting unit 64 in step ST5 is negative, it proceeds to step ST12; if it is positive, it proceeds to step ST6.

[0139] In step ST6, the risk notification setting unit 64 determines whether the driving rule compliance rate of the preceding vehicle obtained in step ST1 is less than a predetermined compliance threshold. If the determination result of step ST6 is negative, the risk notification setting unit 64 proceeds to step ST7.

[0140] In step ST7, the risk notification setting unit 64 sets a mode switching threshold, within a range less than the aforementioned notification start threshold, based on the driver's rule compliance rate of the preceding vehicle obtained in step ST1, for determining the timing of switching the notification mode in the risk notification. Specifically, the lower the rule compliance rate, the larger the mode switching threshold set by the risk notification setting unit 64. That is, the lower the rule compliance rate, the closer the risk notification setting unit 64 makes the mode switching threshold closer to the notification start threshold.

[0141] In step ST8, the risk notification setting unit 64 determines whether the calculated collision prediction time is greater than the mode switching threshold set according to the rule compliance. If the determination result of the risk notification setting unit 64 in step ST8 is yes, it proceeds to step ST9; otherwise, it proceeds to step ST10.

[0142] In step ST9, the risk notification setting unit 64 sets the risk notification setting value for the auxiliary object to "1" or "3", thereby enabling risk notification in the care notification mode for the auxiliary object, and proceeds to step ST12.

[0143] In step ST10, the risk notification setting unit 64 sets the risk notification setting value for the auxiliary object to "2" or "4", thereby enabling a risk notification in the simulation notification mode, which has a higher notification intensity than the care notification mode, for the auxiliary object, and proceeds to step ST12. On the other hand, if the determination result of step ST6 is negative, that is, if the rule compliance degree is less than the compliance threshold, the risk notification setting unit 64 can also proceed to step ST10 to enable the risk notification in the simulation notification mode.

[0144] In step ST12, the risk notification setting unit 64 determines whether the vehicle ahead has passed the designated left or right turn location based on the identification information. If the determination result in step ST12 is negative, the risk notification setting unit 64 returns to step ST3; otherwise, it proceeds to step ST13.

[0145] As described above, when the distance between the vehicle ahead of the assisted object and the location where it can turn left or right is less than a distance threshold (see step ST2) and the direction indicator of the vehicle ahead is not operated (see step ST3), the risk notification setting unit 64 starts the risk notification at a time point specified according to the collision prediction time for the vehicle ahead (the time point when the collision prediction time is less than the notification start threshold, see step ST5).

[0146] Furthermore, when the rule compliance rate of the preceding vehicle is above the compliance threshold, the risk notification setting unit 64 first initiates a risk notification in a care notification mode with lower notification intensity (refer to steps ST8 and ST9), and then initiates a risk notification in a simulation notification mode with higher notification intensity when the collision prediction time drops below the mode switching threshold (refer to steps ST8 and ST10). At this time, the risk notification setting unit 64 changes the mode switching threshold according to the rule compliance rate. This is equivalent to the risk notification setting unit 64 increasing the notification intensity in the risk notification based on the rule compliance rate. That is, the lower the rule compliance rate, the earlier the risk notification setting unit 64 increases the notification intensity of the risk notification.

[0147] Furthermore, when the rule compliance rate is above the compliance threshold, the risk notification setting unit 64 first initiates a risk notification in the care notification mode, and then initiates a risk notification in the simulation notification mode. Conversely, when the rule compliance rate is below the compliance threshold, it immediately initiates a risk notification in the simulation notification mode. This is equivalent to the risk notification setting unit 64 changing the initial notification intensity of the risk notification based on the rule compliance rate.

[0148] Return to Figure 2The rule compliance calculation unit 66 takes the driving entities of traffic participants identified as auxiliary objects and moving bodies by the object traffic area identification unit 60 among multiple traffic participants existing in the object traffic area as calculation objects, calculates the rule compliance degree for each item of traffic safety rules for each driving entity, and stores it in the rule compliance database 69. As described above, the identification information obtained by the object traffic area identification unit 60 includes the usage history information of the direction indicators when turning left and right. Therefore, in the rule compliance calculation unit 66, it is possible to calculate the rule compliance degree related to the use of the direction indicators when turning left and right based on the identification information.

[0149] The attention notification setting unit 70 identifies, among multiple traffic participants existing in the target traffic area, those identified by the target traffic area identification unit 60 as auxiliary objects and being mobile entities, as setting objects. For each setting object, it generates attention information specifying the operation method of the attention notification. More specifically, the attention notification setting unit 70 uses the calculation results in the rule compliance calculation unit 66 to extract setting objects that have performed driving operations that violate traffic safety rules from the aforementioned setting objects. For the extracted setting objects, it generates attention information corresponding to the content of the violated driving operation and sends it to the cooperative auxiliary information notification unit 65.

[0150] Thus, for example, if an assisted vehicle does not use its turn signal and makes a left or right turn in a traffic area, the attention notification setting unit 70 generates attention information prompting the use of the turn signal when making a left or right turn, and the cooperative assistance information notification unit 65 sends the generated attention information to the assisted vehicle. The notification device of the assisted vehicle then executes the attention notification to send a message corresponding to the received attention notification (e.g., "Please use turn signals when making left or right turns") to the driver.

[0151] The Collaborative Assistance Information Notification Unit 65 generates collaborative assistance information for each traffic participant identified as an assistance object by the target traffic area identification unit 60, based on the identification information obtained by the target traffic area identification unit 60, the driver subject information obtained by the driver subject information acquisition unit 61, the prediction result of the prediction unit 62, the information related to the sanitation setting value set by the sanitation notification setting unit 63, the information related to the risk notification setting value set by the risk notification setting unit 64, and the attention information generated by the attention notification setting unit 70. This information serves to remind traffic participants of communication with surrounding traffic participants and the identification of the surrounding traffic environment. The generated collaborative assistance information is then sent to each traffic participant.

[0152] The collaborative assistance information sent from the collaborative assistance information notification unit 65 to each assisted object includes information related to the sanitation setting value, information related to the risk notification setting value, risk information related to risks approaching each assisted object, and attention information related to messages in the attention notification. The risk information includes, for example, prediction results from the prediction unit 62 and information related to the locations of traffic participants around each traffic participant.

[0153] The traffic safety assistance system 1 according to this embodiment has the following effects.

[0154] (1) In the traffic safety assistance system 1, the risk notification setting unit 64 initiates a risk notification at a time predetermined based on the collision prediction time between the assisted object and the vehicle ahead, when the distance between the vehicle ahead and the point where the vehicle ahead can turn left or right is less than a distance threshold and the direction indicator of the vehicle ahead is not activated. When such risk notifications are excessive, drivers may sometimes become annoyed. Therefore, the risk notification setting unit 64 adjusts the notification intensity at the start of the risk notification or the time at which the notification intensity should be increased based on the rule compliance level of the vehicle ahead when turning left or right in the past, related to the use of the direction indicator. Thus, the notification intensity can be increased at an appropriate time based on the rule compliance level of the vehicle ahead, thereby improving traffic safety, convenience, and smoothness.

[0155] (2) As shown above, when information related to rule compliance is needed in the risk notification setting unit 64, the traffic safety assistance system 1 calculates the rule compliance based on the identification information obtained by the object traffic area identification unit 60 and stores it in the rule compliance database 69. At the same time, the calculated rule compliance is used to generate the attention information used in the attention notification of the notification devices 22 and 32, thereby improving the traffic safety of the assisted object through the attention notification and improving the traffic safety of other assisted objects through the risk notification.

[0156] The above description illustrates one embodiment of the present invention, but the invention is not limited thereto. The detailed structure can be appropriately modified within the scope of the spirit of the invention.

[0157] Figure Labels

[0158] 1. Traffic Safety Assistance System

[0159] 2. Four-wheeled vehicles (mobile entities, traffic participants)

[0160] 20 vehicle-mounted device groups

[0161] 22 Notification Device

[0162] 3. Motorcycles (mobile vehicles, traffic participants)

[0163] 30 vehicle-mounted device groups

[0164] 32 Notification Device

[0165] 4. Pedestrians (people, traffic participants)

[0166] 40 Portable Information Processing Terminal

[0167] 42 Notification device

[0168] 6. Collaborative Auxiliary Devices

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

[0170] 64. Risk Notification Setting Unit (Risk Notification Setting Method)

[0171] 65 Collaborative Assistance Information Notification Unit

[0172] 66. Rule Compliance Calculation Unit (Rule Compliance Calculation Methods, Rule Compliance Acquisition Methods)

[0173] 69 Rule Compliance Database

[0174] 70. Note the notification setting unit (Note the notification setting method)

Claims

1. A traffic safety assistance system, using a mobile body equipped with a notification device capable of issuing risk notifications under multiple different notification intensities as the assisted object, assisting the safe movement of the assisted object, the traffic safety assistance system being characterized by comprising: The identification method identifies traffic participants and traffic environment objects in the monitoring area surrounding the aforementioned auxiliary object, and simultaneously obtains identification information related to these objects. The rule compliance acquisition method acquires the rule compliance related to the use of the direction indicator when the moving body, which was identified as the aforementioned auxiliary object by the aforementioned identification method, turned left or right in the past. and, The risk notification setting method sets the operation mode of the risk notification performed by the aforementioned notification device based on the aforementioned identification information; The aforementioned auxiliary object is equipped with a control device, which, based on the condition that a moving object that may come into contact with the aforementioned vehicle exists within a predetermined operating range centered on the vehicle, performs braking control of the automatic braking device or avoidance control of the automatic steering device. The aforementioned risk notification setting method, when the distance between the aforementioned moving object and a point in front of the moving object where it can turn left or right is less than a distance threshold and the direction indicator of the moving object is not activated, initiates the aforementioned risk notification at a time point predetermined based on the collision prediction time between the aforementioned auxiliary object and the aforementioned moving object. Simultaneously, it adjusts the notification intensity at the start of the aforementioned risk notification or the timing of increasing the notification intensity based on the aforementioned rule compliance level. When the aforementioned control device begins to execute the aforementioned braking control or the aforementioned avoidance control, the aforementioned notification device shall issue the aforementioned risk notification in a manner that maximizes the intensity of the aforementioned notification.

2. A traffic safety assistance system, comprising a first mobile body equipped with a first notification device capable of providing risk notifications at multiple different notification intensities as a first assistance object, and a second mobile body equipped with a second notification device capable of providing attention notifications related to safe driving as a second assistance object, to assist the safe movement of the aforementioned first and second assistance objects, the traffic safety assistance system being characterized in that it comprises: Identification methods are used to identify objects in the target traffic area, including traffic participants and the traffic environment, and to obtain identification information related to these objects. The rule compliance calculation method obtains the usage history information of the direction indicator of the aforementioned second auxiliary object when turning left or right from the aforementioned identification information, calculates the rule compliance degree related to the usage of the aforementioned direction indicator of the aforementioned second auxiliary object based on the usage history information, and stores it in the rule compliance database; The risk notification setting method sets the operation mode of the risk notification performed by the aforementioned first notification device based on the aforementioned identification information; and, The notification setting method is based on the rule compliance level of the aforementioned second auxiliary object, which determines the operation mode of the notification sent by the aforementioned second notification device. The aforementioned first auxiliary object is equipped with a control device, which, based on the condition that a moving object that may come into contact with the aforementioned vehicle exists within a predetermined operating range centered on the vehicle, performs braking control of the automatic braking device or avoidance control of the automatic steering device. The aforementioned risk notification setting method, when the distance between the moving body of the aforementioned first auxiliary object and a point in front of the moving body where it can turn left or right is less than a distance threshold and the direction indicator of the moving body is not activated, initiates the aforementioned risk notification at a time point predetermined based on the collision prediction time between the aforementioned first auxiliary object and the moving body. Simultaneously, based on the rule compliance level for the moving body obtained from the aforementioned rule compliance database, the notification strength at the start of the aforementioned risk notification is adjusted, or the time point at which the notification strength of the aforementioned risk notification is to be increased is adjusted. The aforementioned first notification device shall issue the aforementioned risk notification in a manner that maximizes the intensity of the aforementioned notification when the aforementioned control device begins to execute the aforementioned braking control or the aforementioned avoidance control.

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