Traffic safety assistance system

Abstract

Provided is a traffic safety assistance system capable of improving traffic safety, convenience, and smoothness of a plurality of traffic participants in an object traffic area. The traffic safety assistance system includes mobile terminals that move together with people or traffic participants as mobile bodies in the object traffic area, and a cooperative assistance device capable of communicating with the mobile terminals. The mobile terminals include notification devices that perform risk notification in a care notification mode or a simulation notification mode. The cooperative assistance device includes an object traffic area recognition unit that recognizes recognition targets including each traffic participant and a traffic environment in the object traffic area, and acquires recognition information; a prediction unit that predicts future risks of a plurality of traffic participants in a partial monitoring area of the object traffic area as prediction targets; and a risk notification setting unit that sets an action mode of risk notification for each assistance target based on the recognition information and the prediction results.

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 in the safe movement of a person or a traffic participant as a moving body. Background Technology

[0002] In public transportation, various traffic participants, including 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 the driver of a vehicle 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, etc. According to the driving assistance device shown in Patent Document 1, when certain dangers are predicted, it can remind the driver to perform driving operations to avoid the predicted dangers, 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] However, in the invention shown in Patent Document 1, since the degree of danger is predicted based on information about the surrounding environment obtained by onboard sensors such as cameras or radar mounted on the vehicle, it is impossible to grasp potential risks existing outside the detection range of the onboard sensors. Therefore, since the warning shown in Patent Document 1 is issued after a potential risk outside the detection range of the onboard sensors has already manifested, the driver has less time to take driving actions to avoid the risk, and sometimes traffic flow is reduced.

[0009] The purpose of this invention is to provide a traffic safety assistance system that can improve the traffic safety, convenience, and smoothness of multiple traffic participants in a target traffic area.

[0010] [Technical means to solve the problem]

[0011] (1) The traffic safety assistance system of the present invention comprises a mobile terminal that moves with a person or a traffic participant moving in a target traffic area, and a cooperative assistance device that can communicate with the aforementioned mobile terminal, and assists the traffic participant having the aforementioned mobile terminal as the assistance object to move safely. The traffic safety assistance system is characterized in that: the aforementioned mobile terminal has a notification device that provides risk notification to a person moving with the mobile terminal in multiple notification modes; the aforementioned cooperative assistance device comprises: an identification means that identifies identification objects in the aforementioned target traffic area, including each traffic participant and the traffic environment of each traffic participant, and simultaneously acquires identification information related to these identification objects; a prediction means that uses multiple traffic participants in a portion of the monitoring area of ​​the aforementioned target traffic area as prediction objects and performs simulation based on the aforementioned identification information to predict the future risks of the prediction objects; a risk notification setting means that sets the operation mode of the aforementioned risk notification for each assistance object based on the aforementioned identification information and the prediction result of the aforementioned prediction means; and a sending means that sends the setting result of the aforementioned risk notification setting means to each assistance object.

[0012] (2) In this case, preferably, the aforementioned risk notification setting means, when the aforementioned prediction means predicts that a contact risk involving multiple auxiliary objects will occur in the aforementioned monitoring area, sets a priority for multiple predicted parties related to the contact risk according to the content of the aforementioned contact risk, and sets the aforementioned risk notification to be enabled for the predicted parties with higher priority than the predicted parties with lower priority.

[0013] (3) In this case, preferably, the aforementioned risk notification setting means specifically selects the risk inducer who induces the aforementioned contact risk from among a plurality of predicted parties related to the aforementioned contact risk, and sets the aforementioned priority of the risk inducer higher than that of other predicted parties.

[0014] (4) In this case, preferably, the aforementioned risk notification setting means, when the aforementioned prediction means predicts that a contact risk involving multiple auxiliary objects will occur in the aforementioned monitoring area, during the period before the aforementioned contact risk manifests, sets the aforementioned notification mode for the predicted parties who are determined to avoid the occurrence of the aforementioned contact risk from among the multiple predicted parties related to the aforementioned contact risk as a first mode, and after the aforementioned contact risk manifests, sets the aforementioned notification mode for all predicted parties related to the aforementioned contact risk as a second mode with a higher notification intensity than the aforementioned first mode.

[0015] (5) In this case, preferably, the aforementioned risk notification setting means obtains the time required until the aforementioned contact risk occurs, i.e., the contact prediction time, based on the prediction result of the aforementioned prediction means. If the contact prediction time is less than the manifestation threshold, the aforementioned contact risk is determined to have manifested.

[0016] (6) In this case, preferably, the shorter the contact prediction time of the aforementioned notification device when the aforementioned notification mode is set to the aforementioned second mode, the higher the aforementioned notification intensity.

[0017] (7) In this case, preferably, the aforementioned notification device, when the aforementioned notification mode is set to the aforementioned first mode, emits a directional sound toward the location where the aforementioned contact risk occurs or the predicted location of the party involved in connection with the aforementioned contact risk.

[0018] (8) In this case, preferably, the aforementioned notification device is capable of performing a soundness notification that improves the driving ability of the driver of the mobile body moving with the notification device, and the aforementioned cooperative assistance device also has a soundness notification setting means, which takes a person other than the party predicted by the aforementioned prediction means to be a contact risk among a plurality of assistance objects in the aforementioned target traffic area as the setting object, estimates the driver’s soundness for each setting object based on the aforementioned identification information, and sets the opening / closing of the aforementioned soundness notification for each setting object based on the estimation result.

[0019] (9) In this case, preferably, the aforementioned cooperative assistance device also has a means of acquiring driver subject information, acquiring state information related to the driving ability of the driver subject of the moving body identified by the aforementioned identification means as a traffic participant, and the aforementioned prediction means constructs a virtual space simulating the aforementioned monitoring area by means of a computer, and at the same time performs simulation based on the aforementioned identification information and the aforementioned state information in the aforementioned virtual space to predict the future risk of the aforementioned prediction object.

[0020] (10) In this case, preferably, the aforementioned prediction means comprises: a behavior estimation means, which associates a first input, including at least the aforementioned identification information and the aforementioned state information, with at least one of a plurality of pre-set pattern behaviors of driving subjects; and a simulator, which performs a simulation in the aforementioned virtual space based on the pattern behaviors associated by the aforementioned behavior estimation means to predict the future of the aforementioned prediction object.

[0021] (11) In this case, preferably, the aforementioned action estimation means includes: a driving ability estimation means for estimating the reduction of the aforementioned driving ability based on the aforementioned first input for each ability element; and an association means for associating the ability element estimated as reduced by the aforementioned driving ability estimation means with at least one of the plurality of aforementioned mode actions.

[0022] (12) In this case, preferably, the aforementioned driving ability is divided into at least four ability elements: the driving subject's perception ability, prediction ability, judgment ability and operation ability.

[0023] (The effect of the invention)

[0024] (1) The traffic safety assistance system of the present invention includes mobile terminals that move together with traffic participants in a target traffic area, and cooperative assistance devices capable of communicating with these mobile terminals. Furthermore, in the present invention, the cooperative assistance device can acquire identification information related to identified objects in the target traffic area, including each traffic participant and their traffic environment. Based on this identification information, future risks to predicted objects within the monitored area are predicted through simulation, thereby predicting potential risks to each traffic participant. Additionally, in the present invention, based on the prediction results of this prediction method, a risk notification operation mode is set for each assisted object, and this setting result is further sent to each assisted object. This allows risk notification to each assisted object before the potential risk manifests itself, enabling each assisted object to take appropriate actions to avoid the risk. Therefore, the traffic safety, convenience, and smoothness of multiple traffic participants in the target traffic area can be improved. Furthermore, in this invention, the risk notification setting method can optimize the operation mode of risk notification for each auxiliary object by setting the operation mode of risk notification for each auxiliary object. Therefore, it can prevent excessive risk notification to auxiliary objects in states or environments where risk notification is not required, thus preventing traffic flow chaos. As a result, it can improve traffic safety while also improving convenience and smoothness.

[0025] (2) A risk notification setting method, when a risk of contact involving multiple parties is predicted within a monitored area by a prediction method, prioritizes the multiple predicted parties related to the contact risk based on the content of the contact risk. Furthermore, for predicted parties with higher priority, risk notification is enabled before that for predicted parties with lower priority. Thus, for example, among multiple predicted parties potentially involved in the same contact risk, in order to prevent the occurrence of the contact risk and increase the priority of effective predicted parties, risk notification is issued first, preventing the contact risk from manifesting or occurring before risk notification is issued to predicted parties with lower priority. Therefore, according to the present invention, the number of parties subject to risk notification can be minimized, thus preventing traffic flow disruption due to excessive risk notification, and further improving traffic safety while also enhancing convenience and smoothness.

[0026] (3) A risk notification method is used to specifically identify the risk initiator from among multiple predicted parties related to the contact risk, and to prioritize the risk initiator over other predicted parties, thus notifying them of the risk first. This prevents the risk initiator from inducing contact risk before it occurs, preventing the contact risk from manifesting or occurring before risk notification is given to other predicted parties with lower priority. Therefore, according to the present invention, the number of parties subject to risk notification can be minimized, thus preventing traffic flow disruption due to excessive risk notification, and further improving traffic safety while enhancing convenience and smoothness.

[0027] (4) A risk notification setting method, when a risk of contact involving multiple auxiliary objects is predicted by a prediction method within a monitored area, sets a first mode for the notification pattern of the predicted parties related to the contact risk, which determines the method to avoid the occurrence of the contact risk, from among the multiple predicted parties related to the contact risk before the contact risk manifests. This allows for the prevention of the predicted contact risk from manifesting. Furthermore, after the predicted contact risk manifests, the risk notification setting method sets a second mode with a higher notification intensity for all predicted parties related to the contact risk than the first mode. Therefore, even if risk notification under the first mode alone fails to prevent the manifestation of the contact risk, risk notification can be given to all predicted parties under the second mode with a higher notification intensity to prevent the contact risk from occurring. Therefore, according to the present invention, traffic safety, convenience, and smoothness can be improved.

[0028] (5) A risk notification setting method is used to obtain the time required until the contact risk occurs based on identification information, i.e., the contact prediction time. If the contact prediction time is less than the manifestation threshold, it is determined that the contact risk has manifested. When the contact risk is determined to manifest at this time, a risk notification in the second mode is given to all parties involved in the prediction, so that each party involved in the prediction can calmly take actions to avoid the contact risk. Therefore, according to the present invention, traffic safety, convenience, and smoothness can be improved.

[0029] (6) The notification device, when the notification mode is set to the second mode, provides a higher notification intensity the shorter the contact prediction time. Thus, a person moving with the notification device (e.g., a pedestrian or the driver of a moving vehicle) can identify an approaching contact risk and take action to avoid it. Therefore, according to the present invention, traffic safety, convenience, and smoothness can be improved.

[0030] (7) A notification device that, when the notification mode is set to the first mode, emits a directional sound toward the location where the contact risk has occurred or the predicted location of the person involved in the contact risk. Thus, a person moving with the notification device (e.g., the driver of the vehicle) can be brought to the attention of the potential risk in a manner that is not annoying.

[0031] (8) The notification device is capable of issuing a soundness notification that improves the driving ability of the driver of a mobile body moving with the notification device. The cooperative assistance device also has a soundness notification setting means, which sets the soundness notification to individuals other than those whose contact risk is predicted by the prediction means among multiple assistance objects in the target traffic area. Based on identification information, the soundness of the driver is estimated for each set object, and the soundness notification is set to be turned on / off for each set object based on these estimation results. As a result, the driver of the mobile body moving in the target traffic area can be sounded, thereby improving traffic safety, convenience and smoothness in the target traffic area.

[0032] (9) The prediction method uses a computer to construct a virtual space simulating the monitored area, and simultaneously performs simulations based on the identification and status information in this virtual space to predict the future of the predicted object. Thus, the prediction method can, based on a reconstructed view of each traffic participant in the monitored area and their surrounding traffic environment, monitor events that may occur in the monitored traffic area, thereby predicting various risks that may be posed to the predicted object. Therefore, according to the present invention, traffic safety, convenience, and smoothness can be further improved.

[0033] (10) A behavior estimation means associates a first input, including at least identification information and status information, with at least one of a plurality of pre-set pattern behaviors of driving subjects. The simulator, based on the pattern behaviors associated with the behavior estimation means, performs a simulation in virtual space to predict the future of the predicted object. In this invention, the possible future behaviors of the driving subject of the moving vehicle are pre-set as pattern behaviors, thereby enabling the prediction means to quickly predict the future of the predicted object. Therefore, it is also possible to quickly notify auxiliary information based on the prediction results of the prediction means, thereby ensuring that each traffic participant has time to take actions to avoid potential future risks. Therefore, according to this invention, traffic safety, convenience, and smoothness can be further improved.

[0034] (11) The action estimation means includes: a driving ability estimation means that estimates the reduction in the driving ability of a driving subject based on a capability element according to a first input containing at least identification information; and an association means that associates the capability element estimated as reduced by the driving ability estimation means with at least one of a plurality of pre-set pattern actions. Thus, the association means can quickly determine the pattern action from the first input, and therefore, as described above, can also ensure that each traffic participant has time to take action to avoid potential future risks. Therefore, according to the present invention, traffic safety, convenience, and smoothness can be further improved.

[0035] (12) A driving ability estimation method, based on dividing the driving ability that a driving subject should possess to properly drive a moving vehicle into at least four ability elements—perception ability, prediction ability, judgment ability, and operational ability—estimates the reduction in the driving subject's driving ability according to these four ability elements. Therefore, the action estimation method can quickly determine the appropriate pattern of action corresponding to the reduction in each ability element, and thus, as mentioned above, can also ensure that each traffic participant has time to take actions to avoid potential future risks. Therefore, according to the present invention, traffic safety, convenience, and smoothness can be further improved. Attached Figure Description

[0036] Figure 1 This is a diagram illustrating a traffic safety assistance system according to an embodiment of the present invention, and a partial structure of a traffic area to which the traffic safety assistance system is an object of assistance.

[0037] 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.

[0038] Figure 3A It is a block diagram illustrating the structure of a notification device mounted on a four-wheeled vehicle.

[0039] Figure 3B This is a block diagram illustrating the structure of a notification device mounted on a motorcycle.

[0040] 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.

[0041] Figure 4 It is a functional block diagram illustrating the specific structure of the prediction unit.

[0042] Figure 5 This is a diagram illustrating the concept of risk notification optimization processing within the risk notification setting unit. Detailed Implementation

[0043] Hereinafter, a traffic safety assistance system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[0044] Figure 1 This is a schematic diagram illustrating a portion of the structure of the traffic safety assistance system 1 of this embodiment and the traffic area 9 in which the traffic participants, for which the traffic safety assistance system 1 is the object of assistance, exist.

[0045] 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, reminding them to communicate with each traffic participant who is moving according to their own will (specifically, mutual identification between traffic participants) and to recognize the surrounding traffic environment in order to assist each traffic participant in safe and smooth traffic in the target traffic area 9.

[0046] 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) are moving within lane 51 and intersection 52, while a total of 3 groups of pedestrians (4) are moving within sidewalk 53 and intersection 52. Additionally, Figure 1 The text indicates that a total of 3 infrastructure cameras (56 in total) have been installed.

[0047] The traffic safety assistance system 1 includes: an onboard unit group 20 (which includes, in addition to the onboard unit mounted on the four-wheeled vehicle 2, a portable information processing terminal owned or worn by the driver of the four-wheeled vehicle 2), moving with each four-wheeled vehicle 2; an onboard unit group 30 (which includes, in addition to the onboard unit mounted on the motorcycle 3, a portable information processing terminal owned or worn by the driver of the motorcycle 3), moving with each motorcycle 3; a portable information processing terminal 40 owned or worn by each pedestrian 4; multiple infrastructure cameras 56 installed in the target traffic area 9; a signal control device 55 that controls traffic lights 54; and a cooperative assistance device 6 that is communicatively connected to these onboard unit groups 20 and 30, portable information processing terminals 40, infrastructure cameras 56, and signal control devices 55, etc., existing in the target traffic area 9 (hereinafter also referred to as "area terminals").

[0048] The collaborative assistance device 6 consists of one or more computers that are 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.

[0049] 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.

[0050] The on-board unit group 20 mounted on the four-wheeled vehicle 2 in the target traffic area 9 includes, for example: an on-board driving assistance device 21 to assist the driver in driving; a notification device 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.

[0051] The vehicle-mounted driver assistance device 21 includes an external sensor unit, a vehicle status sensor, a navigation device, and a driver assistance ECU (electronic control unit). The external sensor unit includes: an external camera unit to capture images of the vehicle's surroundings; multiple onboard external sensors, such as a radar unit and a laser detection and ranging (LIDAR) unit, to detect objects outside the vehicle using electromagnetic waves; and an external recognition device that performs sensor fusion processing on the detection results of these external sensors to obtain information related to the vehicle's surroundings. The vehicle status sensor consists of sensors such as a vehicle speed sensor, an acceleration sensor, a steering angle sensor, a yaw rate sensor, a position sensor, and an orientation sensor that acquire information related to the vehicle's driving status. The navigation device includes, for example, a GNSS receiver that determines the vehicle's current position based on signals received from Global Navigation Satellite System (GNSS) satellites; and a storage device for storing map information.

[0052] 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.

[0053] The driver assistance ECU, when a moving object that may come into contact with the vehicle is present within the predetermined collision mitigation braking range centered on the vehicle, activates collision mitigation braking control, which automatically operates the vehicle's braking system, to reduce damage caused by contact between the vehicle and other moving objects. Additionally, when a moving object that may come into contact with the vehicle is present within the predetermined collision avoidance steering range centered on the vehicle, the driver assistance ECU activates collision avoidance control, which automatically operates the vehicle's steering system, to avoid contact between the vehicle and other moving objects. Hereinafter, the collision mitigation braking range and the collision avoidance steering range will be collectively referred to as the "ADAS operating range".

[0054] The driver status sensor 23 comprises various devices that acquire time-varying data related to the driver's driving ability during the driving process. The driver 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.

[0055] 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.

[0056] The notification device 22 is composed of various devices that activate the human-machine interface (hereinafter sometimes referred to as "HMI") in a manner determined according to the driving assistance information sent by the vehicle driving assistance device 21 and the cooperative assistance information sent by the cooperative assistance device 6, thereby notifying the driver of various information through the driver's hearing, vision and touch.

[0057] 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 control related to the collaborative assistance information sent by the notification device 22, especially the collaborative assistance device 6.

[0058] The notification device 22 includes: an HMI 220 that operates in a manner perceptible to the driver; and an HMI control device 225 that operates the HMI 220 based on the cooperation assistance information sent by the cooperation assistance device 6.

[0059] The HMI220 includes: an audio device 221 that can be operated by the driver through auditory perception; a head-up display 222 that can be operated by the driver through visual perception; and a seat belt control device 223 and a seat vibration device 224 that can be operated by the driver through tactile perception.

[0060] The audio system 221 includes: a headrest speaker 221a, disposed on the driver's seat headrest and capable of emitting directional dual-channel sound; and a main speaker 221b, disposed near the driver's seat or the front passenger seat. These headrest speakers 221a and the main speaker 221b emit sound corresponding to commands from the HMI control unit 225. A head-up display 222 displays images corresponding to commands from the HMI control unit 225 within the driver's field of vision (e.g., the windshield) during driving. A seatbelt control unit 223 adjusts the tension of the driver's seatbelt according to commands from the HMI control unit 225. A 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.

[0061] HMI control device 225 includes: a soundness control device 226 that activates HMI 220 in a manner determined to sounden the driver's driving ability (especially perception ability) and provides a soundness notification; and a risk notification control device 227 that activates HMI 220 in a manner determined to make the driver perceive an approaching risk and provides a risk notification. As described later, the cooperative assistance information sent by cooperative assistance device 6 to four-wheeled vehicle 2 includes: information related to soundness notification setting values ​​for setting the on / off state of soundness notification of soundness control device 226, information related to risk notification setting values ​​for setting the on / off state of risk notification of risk notification of risk notification of risk notification device 227 and the notification mode type described later, and information related to risks approaching the driver (hereinafter also referred to as "risk information"), etc.

[0062] The sanitation notification setting value in the sanitation control device 226 is set to either of the following values: "0" to set the sanitation notification of the sanitation control device 226 to off, or "1" to set the sanitation notification of the sanitation control device 226 to on.

[0063] When the sanitation notification setting value is "0", the sanitation control device 226 sets the sanitation notification to "off". That is, when the sanitation notification setting value is "0", the sanitation control device 226 prevents the HMI 220 from operating. However, this does not prevent the operation of the HMI 220 implemented by the risk notification control device 227.

[0064] 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, for example, uses headrest speakers 221a and main speakers 221b to play music that is of interest and attention to the driver to improve the driver's driving ability. In addition, at this time, in order to increase the driver's alertness, the beats per minute (BPM) of the music can be changed, or the bass can be emphasized.

[0065] Thus, since the sanitation control device 226 activates the HMI 220 to sanitation the driver's driving ability, it can deactivate 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 is described as sanitation the driver's driving ability primarily through hearing by activating the headrest speakers 221a and the main speaker 221b, but the invention is not limited to this. The sanitation control device 226 can also activate, for example, the seatbelt control device 223 and the seat vibration device 224.

[0066] In the risk notification control device 227, risk notification can be performed in at least one of several different notification modes among the operating objects and operating methods of the HMI 220. More specifically, in the risk notification control device 227, risk notification can be performed in at least one of the following notification modes: a care notification mode aimed at making the driver aware of the existence of a potential risk; a simulation notification mode aimed at making the driver aware of the existence of a manifest risk and / or the degree of such risk; and a prediction assistance notification mode aimed at informing the driver of information that is helpful in avoiding predicted risks. Therefore, the risk notification setting value input into 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.

[0067] 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 prevents the HMI 220 from operating. However, this does not prevent the operation of the HMI 220 implemented by the sanitation control device 226.

[0068] When the risk notification setting value is "1", the risk notification control device 227 sets the notification mode to care notification mode and simultaneously activates the risk notification in the set notification mode.

[0069] 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 risk notification in the set notification mode.

[0070] 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 activates the risk notification in the set notification mode.

[0071] 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 activates risk notifications under these set notification modes.

[0072] 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 activates risk notifications under these set notification modes.

[0073] 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, it activates the audio device 221 and head-up display 222 of the HMI 220 in a manner that allows the driver to perceive the risk avoidance assistance information through hearing and sight. The risk avoidance assistance information includes information related to the location of traffic participants (hereinafter referred to as "risk objects") that may come into contact with the vehicle, information related to the location where the vehicle and the risk object may come into contact (hereinafter referred to as "risk occurrence location"), and information that draws the driver's attention to the risk object.

[0074] More specifically, when a motorcycle driven by an unsafe rider is present in front of a four-wheeled vehicle driven by a driver, the risk notification control device 227 issues a message saying "Please be aware of the motorcycle's dangerous right turn" via the audio device 221, or displays it on the head-up display 222 as risk avoidance assistance information to avoid contact with the motorcycle. Additionally, at this time, the risk notification control device 227 can also display arrow images indicating the motorcycle's current and predicted positions on the head-up display 222 as risk avoidance assistance information to avoid contact with the motorcycle.

[0075] Furthermore, when the notification mode is set to the care notification mode, the risk notification control device 227 activates the HMI 220 in a manner that prevents the driver from becoming annoyed, thereby allowing the driver to naturally perceive the presence of a risk object extracted from the risk information sent by the cooperative assistance device 6. Thus, in care notification mode, to ensure the driver naturally perceives the presence of a risk object without becoming annoyed, the risk notification control device 227 preferably activates 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 directed 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.

[0076] Furthermore, when the notification mode is set to simulated notification mode, the risk notification control device 227 activates the HMI 220 in a manner different from the aforementioned care notification mode, thereby making 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, to make the driver strongly aware of the presence of a risk object, the risk notification control device 227 activates the HMI 220 with a higher notification intensity than determined 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 via 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.

[0077] Furthermore, in this embodiment, the operation of the audio device 221 by the risk notification control device 227 when the notification mode is set to the simulated notification mode has been described, but the present invention is not limited thereto. When the notification mode is set to the simulated notification mode, the risk notification control device 227 may, instead of activating the audio device 221, activate the seatbelt control device 223 to change the seatbelt tension, or activate the seat vibration device 224 to vibrate the seat. 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 providing a higher notification intensity than the sound effect emitted in the care notification mode. Additionally, when the notification mode is set to the simulated notification mode, the risk notification control device 227 may combine the audio device 221, the seatbelt control device 223, and the seat vibration device 224 to activate them.

[0078] Furthermore, as described above, in the simulated notification mode, in order to ensure that the driver not only perceives the presence of a risky object but also strongly perceives the degree of risk associated with that object, the risk notification control device 227 preferably adjusts the notification intensity based on the degree of risk (e.g., the collision prediction time for the risky object) extracted from the risk information sent by the cooperative assistance device 6. Specifically, the higher the risk level (i.e., the shorter the collision prediction time), the risk notification control device 227 can increase the volume of the buzzer, the volume of the pulse sound, or the interval between pulse sounds to enhance the notification intensity. When the seatbelt control device 223 is activated as described above, the higher the risk level, the higher the seatbelt tension, thus enhancing the notification intensity. Additionally, when the seat vibration device 224 is activated as described above, the higher the risk level, the higher the seat vibration amplitude, thus enhancing the notification intensity.

[0079] Furthermore, the risk notification control device 227 preferably activates the HMI 220 in a manner that maximizes the notification intensity when the aforementioned driver assistance ECU begins to execute collision mitigation braking control or collision avoidance steering control, in other words, when a risky object intrudes into the ADAS operating range of the vehicle, in such a way that the notification intensity is changed according to the degree of risk.

[0080] Return to Figure 2 The portable information processing terminal 25 comprises, for example, a wearable terminal worn by the driver of the four-wheeled vehicle 2 and a smartphone owned by the driver. The wearable terminal has the function of measuring the driver's biometric information such as heart rate, blood pressure, and blood oxygen saturation, and sending the measurement data to the assistive device 6; and receiving assistive information sent by the assistive device 6, and notifying the driver of messages corresponding to the assistive information via images, voice, warning sounds, and vibrations. The smartphone has the function of sending driver-related information such as the driver's location, acceleration, and schedule to the assistive device 6, and receiving assistive information sent by the assistive device 6, and notifying the driver of messages corresponding to the assistive information via images, voice, warning sounds, melodies, and vibrations.

[0081] 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 to assist the rider in driving; a notification device 32 to notify the rider of various information; a rider status sensor 33 to detect the rider's status during driving; an on-board communication device 34 to conduct 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, etc.

[0082] The vehicle-mounted driving assistance device 31 includes an external sensor unit, a vehicle status sensor, a navigation device, and a driving assistance ECU. The external sensor unit includes: an external camera unit to capture images of the vehicle's surroundings; multiple onboard external sensors such as radar and LIDAR units to detect objects outside the vehicle using electromagnetic waves; and an external recognition device that performs sensor fusion processing on the detection results of these external sensors to obtain information related to the vehicle's surroundings. The vehicle status sensor consists of sensors 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 to determine the vehicle's current position based on signals received from GNSS satellites; and a storage device for storing map information.

[0083] The driver assistance ECU executes driver assistance controls such as lane keeping control, lane departure prevention control, lane change control, follow-the-leader control, mislaunch prevention control, and collision mitigation braking control based on information obtained from external sensor units, vehicle status sensors, and navigation devices. Additionally, the driver assistance ECU generates driver assistance information to assist the rider in safe driving based on information obtained from external sensor units, vehicle status sensors, and navigation devices, and sends this information to the notification device 32.

[0084] The driver assistance ECU, when there is a moving body 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), activates collision mitigation braking control that automatically operates the vehicle's braking device to mitigate damage caused by contact between the vehicle and other moving bodies.

[0085] The rider status sensor 33 consists of various devices that acquire information related to the rider's driving ability during the driving process. The rider status sensor 33 may include, for example, the following devices: a seat sensor, which is installed on the seat where the rider sits to detect whether the rider has a pulse and breathing; and a helmet sensor, which is installed on the helmet worn by the rider to detect whether the rider has a pulse, breathing, and skin potential.

[0086] 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.

[0087] The notification device 32 is composed of various devices that activate the HMI by means of a method determined by the driving assistance information sent by the vehicle driving assistance device 21 and the cooperative assistance information sent by the cooperative assistance device 6, thereby notifying the rider of various information through the driver's hearing, vision and touch.

[0088] 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 control related to the collaborative assistance information sent by the notification device 32, especially the collaborative assistance device 6.

[0089] The notification device 32 includes: an HMI 320 that operates in a manner perceptible to the rider; and an HMI control device 325 that activates the HMI 320 based on the cooperation assistance information sent by the cooperation assistance device 6.

[0090] The HMI320 features: a head-mounted speaker 321 that operates through auditory perception for the rider; and a head-up display 322 that operates through visual perception for the rider.

[0091] 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).

[0092] The HMI control device 325 includes: an activating control device 326 that provides activating notifications to improve the rider's driving ability (especially perception ability); and a risk notification control device 327 that provides risk notifications to improve the rider's perception of an approaching risk. As described later, the cooperative assistance information sent from the cooperative assistance device 6 to the motorcycle 3 includes: information related to activating / deactivating activating notification settings for the activating / deactivating activating notifications of the activating control device 326; information related to setting the activation / deactivation and notification mode type of the risk notifications of the risk notification control device 327; and information related to risks approaching the driver.

[0093] The sanitation notification setting value in 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.

[0094] 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 prevents the HMI 320 from operating. However, this does not prevent the operation of the HMI 320 implemented by the risk notification control device 327.

[0095] 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.

[0096] Thus, since the improvement control device 326 activates the HMI 320 to improve the rider's driving ability, the improvement 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.

[0097] In the risk notification control device 327, risk notification can be performed in at least one of several different notification modes among the operating objects and operating methods of the HMI 320. More specifically, in the risk notification control device 327, risk 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 existence of potential risks; a simulation notification mode aimed at making the rider aware of the existence of apparent risks and / or the degree of such risks; and a prediction assistance notification mode aimed at informing the rider of information that is helpful in avoiding predicted risks. Therefore, the risk notification setting value input into 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.

[0098] 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 prevents the HMI 320 from operating. However, this does not prevent the operation of the HMI 320 implemented by the sanitation control device 326.

[0099] 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.

[0100] 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.

[0101] 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 activates the risk notification under the set notification mode.

[0102] 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 activates risk notifications under these set notification modes.

[0103] In addition, 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 activates risk notifications under these set notification modes.

[0104] 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, it activates the head-mounted speaker 321 and head-up display 322 of the HMI 320 in a manner that allows the rider 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 occurs, and information that draws the rider's attention to the risk object.

[0105] 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 via the head-up speaker 321 stating "Please be aware of the dangerous right turn of the four-wheeled vehicle," 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 also 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.

[0106] Furthermore, when the notification mode is set to the care notification mode, the risk notification control device 327 activates the HMI 320 in a manner that avoids annoying the driver, 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 annoyance, the risk notification control device 327 preferably activates the headset speaker 321, which is particularly dependent on the rider's hearing, among the various devices included in the HMI 320. More specifically, when the notification mode is set to care notification mode, the risk notification control device 327 uses the headset speaker 321 to emit a familiar sound effect at a low volume, 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.

[0107] Furthermore, when the notification mode is set to simulated notification mode, the risk notification control device 327 activates 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 activates the HMI 320 with a higher notification intensity than determined in care notification mode. More specifically, when the notification mode is set to simulated notification mode, the risk notification control device 327 emits a louder buzzer and pulse sound via the head-mounted speaker 321 than the sound effect emitted in care notification mode. These buzzer and pulse sounds are unfamiliar to the rider and are louder than the sound effects emitted in care notification mode, therefore the notification intensity is higher than the sound effects emitted in care notification mode.

[0108] 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 risk notification control device 327 can increase the volume of the beep tone, or the volume of the pulse tone, or shorten the interval between pulse tones to enhance the notification intensity.

[0109] Furthermore, the risk notification control device 327 preferably activates 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 such a way that the notification intensity is changed according to the degree of risk.

[0110] Return to Figure 2 The portable information processing terminal 40 owned or worn by pedestrian 4 in the target traffic area 9 consists of, for example, a wearable terminal worn by pedestrian 4 and a smartphone owned by pedestrian 4. The wearable terminal has the function of measuring pedestrian 4's biometric information such as heart rate, blood pressure, and blood oxygen saturation, and sending the measurement data of this biometric information to the assistive device 6 or receiving assistive information sent by the assistive device 6. In addition, the smartphone has the function of sending pedestrian information related to pedestrian 4, such as location information, movement acceleration, and schedule information, to the assistive device 6 or receiving assistive information sent by the assistive device 6.

[0111] In addition, the portable information processing terminal 40 includes a notification device 42, which activates the HMI in a manner determined based on received cooperative assistance information, thereby notifying pedestrians of various information through their hearing, vision, and touch.

[0112] 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 control related to the collaborative assistance information sent by the notification device 42, especially the collaborative assistance device 6.

[0113] The notification device 42 includes: an HMI 420 that operates in a manner perceptible to pedestrians; and an HMI control device 425 that activates the HMI 420 based on the cooperative assistance information sent by the cooperative assistance device 6.

[0114] The HMI420 includes: a speaker 421 that operates in a manner that pedestrians can perceive through hearing; and a vibration device 424 that operates in a manner that pedestrians can perceive through touch.

[0115] 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.

[0116] 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, as well as risk information related to risks approaching the pedestrian.

[0117] In the HMI control device 425, risk notification can be performed in at least one of several different notification modes among the operating objects and operating methods 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 into the HMI control device 425 is set to any of the following values: "0" where the risk notification of the HMI control device 425 is set to off, "1" where the risk notification of the HMI control device 425 is set to on and the notification mode is set to care notification mode, and "2" where the risk notification of the HMI control device 425 is set to on and the notification mode is set to simulation notification mode.

[0118] 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 prevents the HMI 420 from operating.

[0119] 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.

[0120] 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.

[0121] Specifically, when the notification mode is set to the care notification mode, the HMI control device 425 activates the HMI 420 in a manner that does not annoy the pedestrian, allowing the pedestrian to naturally perceive the presence of a risk object extracted from the risk information sent by the cooperative assistance device 6. More specifically, when the notification mode is set to the care notification mode, the HMI control device 425 activates the vibration device 424 to cause the main body of the portable information processing terminal 40 to vibrate at a predetermined amplitude and frequency.

[0122] Furthermore, when the notification mode is set to simulated notification mode, the HMI control device 425 activates the HMI 420 in a manner different from the aforementioned care notification mode, so that the pedestrian 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 make the pedestrian strongly perceive the presence of a risk object, the HMI control device 425 activates the HMI 420 with a higher notification intensity than determined in care notification mode. More specifically, when the notification mode is set to simulated notification mode, the HMI control device 425 emits a buzzer tone, a pulse tone, and a message indicating the presence of risk via the speaker 421.

[0123] 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 can increase the volume of the beep tone, or the volume of the pulse tone, or shorten the pulse tone interval, or increase the volume of the message, or change the content of the message, to enhance the notification intensity.

[0124] Return to Figure 2 Infrastructure camera 56 captures images of traffic infrastructure equipment, including lanes, intersections, and sidewalks in the target traffic area, as well as moving objects and pedestrians in these lanes, intersections, and sidewalks, and sends the obtained image information to the cooperative assistance device 6.

[0125] The signal control device 55 controls the traffic lights and simultaneously sends the traffic light status information, such as the current illumination color and the timing of switching illumination colors, to the cooperating auxiliary device 6.

[0126] The cooperative assistance device 6 is a computer that, based on information obtained from multiple area terminals existing in the target traffic area, generates cooperative assistance information for each traffic participant as an assistance target, reminding them of communication between traffic participants and the recognition of the surrounding traffic environment, and notifies each traffic participant to assist them in safe and smooth traffic in the target traffic area. Furthermore, in this embodiment, traffic participants among the multiple traffic participants existing in the target traffic area who possess means (e.g., vehicle-mounted device groups 20, 30, portable information processing terminal 40, notification devices 22, 32, 42) capable of receiving the cooperative assistance information generated in the cooperative assistance device 6 and activating the HMI in a manner determined according to the received cooperative assistance information are considered as assistance targets of the cooperative assistance device 6.

[0127] The collaborative assistance device 6 includes: a target traffic area identification unit 60, which identifies people and moving bodies in the target traffic area as traffic participants; a driver subject information acquisition unit 61, which acquires driver subject status information related to the driving ability of the driver subject of the moving body identified by the target traffic area identification unit 60 as a traffic participant; a prediction unit 62, which predicts the future of the traffic participants in the target traffic area; a sanitation notification setting unit 63, which sets the sanitation notification to be enabled / disabled for each traffic participant identified by the target traffic area identification unit 60 as an assistance object; a risk notification setting unit 64, which sets the risk notification notification mode for each traffic participant identified by the target traffic area identification unit 60 as an assistance object; a collaborative assistance information notification unit 65, which sends collaborative assistance information generated for each traffic participant identified by the target traffic area identification unit 60 as an assistance object; a traffic environment database 67, which stores information related to the traffic environment of the target traffic area; and a driving history database 68, which stores information related to the past driving history of pre-registered driver subjects.

[0128] The traffic environment database 67 stores pre-registered map information of target traffic areas (e.g., lane width, number of lanes, speed limits, sidewalk width, presence or absence of guardrails between lanes and sidewalks, and location of pedestrian crossings), risk area information related to high-risk areas within the target traffic areas, especially those with higher risks, and information related to the traffic environment of traffic participants within the target traffic areas. Hereinafter, the information stored in the traffic environment database 67 will also be referred to as registered traffic environment information.

[0129] In the driving history database 68, information related to the past driving history of a pre-registered driving subject is stored in a state associated with the registration number of the mobile vehicle owned by the driving subject. Therefore, if the registration number of the identified mobile vehicle can be specified by the object traffic area identification unit 60 (described later), the past driving history of the driving subject of the identified mobile vehicle can be obtained by searching the driving history database 68 based on that registration number. Hereinafter, the information stored in the driving history database 68 will also be referred to as registered driving history information.

[0130] The target traffic area identification unit 60 identifies the traffic environment of people or moving bodies in the target traffic area, i.e., each traffic participant, and the traffic environment of each traffic participant in the target traffic area, based on 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 registered traffic environment information read from the traffic environment database 67, and simultaneously obtains identification information related to these identified objects.

[0131] 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. 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 traffic 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 timing of switching illuminated colors. 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.

[0132] 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 the position, speed, acceleration, direction of movement, vehicle type, vehicle compartment, registration number, number of pedestrians, and age group of pedestrians. Furthermore, the target traffic area identification unit 60 can acquire traffic environment identification information (hereinafter also referred to as "traffic environment identification information") of each traffic participant in the target traffic area based on information sent by these area terminals, including lane width, number of lanes, speed limit, sidewalk width, presence or absence of guardrails between lanes and sidewalks, traffic light colors and switching timing, and risk area information.

[0133] 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.

[0134] 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.

[0135] The driver subject information acquisition unit 61 acquires driver subject status information and driver subject characteristic information related to the current driving ability of the driver subject who is identified as a traffic participant by the target traffic area identification unit 60, based on information sent 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.

[0136] 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.

[0137] The information transmitted from the driver status sensor 23 and vehicle communication device 24 included in the vehicle-mounted device group 20 to the driver information acquisition unit 61 includes time-lapse data related to the driver's gaze direction and whether their eyes are open, their pulse and respiration, skin potential and other biological information, and their voice information such as whether they are talking. This data relates to the driver's driving ability. Similarly, the information transmitted from the rider status sensor 33 and vehicle communication device 34 included in the vehicle-mounted device group 30 to the driver information acquisition unit 61 includes time-lapse data related to the rider's pulse and respiration, skin potential and other biological information. This data relates to the rider's driving ability. Furthermore, the information transmitted 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.

[0138] 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 characteristics of the driver subject's driving (e.g., too many sudden lane changes and too many sudden accelerations and decelerations). The driver subject's driving is related to the driver subject's current driving ability during the driving process.

[0139] 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.

[0140] The prediction unit 62 extracts a portion of the traffic area within the target traffic area as a monitoring area. Based on traffic participant identification information and traffic environment identification information obtained by the target traffic area identification unit 60, and driver subject status information and driver subject characteristic information obtained by the driver subject information acquisition unit 61, it predicts the future of multiple traffic participants within this monitoring area. More specifically, the prediction unit 62 constructs a virtual space simulating the monitoring area based on the traffic participant identification information and traffic environment identification information obtained by the target traffic area identification unit 60. Simultaneously, based on the traffic participant identification information, traffic environment identification information, driver subject status information, and driver subject characteristic information, it simulates the situation in this virtual space to predict the future of each traffic participant within the monitoring area.

[0141] The target traffic area is, for example, a relatively large traffic area defined by municipal authorities. In contrast, the monitored area is, for example, a traffic area near intersections and specific facilities, which a four-wheeled vehicle can pass through in about tens of seconds when traveling 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.

[0142] Figure 4 This is a functional block diagram illustrating the specific structure of the prediction unit 62.

[0143] The prediction unit 62 includes a prediction object determination unit 622, a motion estimation unit 623, and a simulator 626, which are used to predict the future of multiple prediction objects in the monitoring area.

[0144] The prediction object determination unit 622 extracts N traffic participants (N being any integer greater than 2) that exist within the monitoring area from among the multiple traffic participants identified by the object traffic area identification unit 60, and determines the extracted first traffic participant, second traffic participant, third traffic participant, ..., Nth traffic participant as prediction objects.

[0145] The action estimation unit 623, 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 subject status information and driver subject characteristic information (hereinafter collectively referred to as "driver subject information") obtained by the driver subject information acquisition unit 61, identifies specific moving bodies among the 1st to Nth traffic participants identified as prediction targets by the prediction target determination unit 622, and simultaneously estimates the possible future actions of the driver subjects of each moving body identified as a traffic participant. In the action estimation unit 623, these possible future actions of the driver subjects are preset as multiple pattern actions. The action estimation input, which includes at least the identification information among the identification information and driver subject information, is associated with at least one of these preset multiple pattern actions to estimate the possible future actions of the driver subjects of each moving body.

[0146] Among them, the pattern actions that the driver may take include not only human actions such as acceleration, deceleration, steering, lane keeping, surrounding confirmation, and lane changing, but also random actions such as forward perception delay, rear perception delay, and lateral perception delay.

[0147] The action estimation unit 623 includes: a driving ability estimation unit 624, which estimates the reduction in driving ability of the driving subject based on the aforementioned action estimation input, taking into account the surrounding traffic environment including other traffic participants, and for each pre-set ability element; and a correlation unit 625, which considers the traffic environment as a reduced ability element estimated by the driving ability estimation unit 624 and correlates it with at least one of the aforementioned multiple action modes; by utilizing these driving ability estimation units 624 and correlation units 625, the driving actions that the driving subject of each moving body may take in the future are determined from the multiple action modes.

[0148] In the driving ability estimation unit 624, the driving ability that a driver should possess to properly drive a moving vehicle is divided into at least four ability elements: perception ability, prediction ability, judgment ability, and operational ability. Perception ability refers to the driver's ability to appropriately perceive the state of the vehicle and the surrounding traffic environment and traffic participants. Prediction ability refers to the driver's ability to appropriately predict changes in the vehicle and the surrounding traffic environment and traffic participants. Judgment ability refers to the driver's ability to appropriately make judgments based on the state of the vehicle and the surrounding traffic environment and traffic participants. Operational ability refers to the driver's ability to appropriately operate the vehicle. The actions that the driver may take vary depending on the reduced ability element. Therefore, in the action estimation unit 623, by estimating the reduction in the driver's driving ability for each of the above-mentioned ability elements based on the action estimation input as described above, the number of pattern actions associated with the action estimation input can be reduced.

[0149] The action estimation unit 623 estimates the future behavior of each moving body identified as a traffic participant by the traffic area identification unit 60 among multiple prediction objects through the above steps.

[0150] Simulator 626 constructs a virtual space of the simulated traffic area based on identification information, and performs simulations based on the identification information and driver information in this virtual space to predict the future behavior of each of the 1st to Nth traffic participants identified as prediction targets and the potential contact risks for each of the 1st to Nth traffic participants in the future. More specifically, in simulator 626, simulations based on identification information for the 1st to Nth traffic participants and the pattern behavior associated with each driver of each moving body by the behavior estimation unit 623 are performed in the virtual space constructed based on the identification information, to predict the behavior of each of the 1st to Nth traffic participants identified as prediction targets from the present to the future after a predetermined prediction time and the potential contact risks for each of the 1st to Nth traffic participants identified as prediction targets from the present to the future after the prediction time.

[0151] Return to Figure 2After predicting the behavior and contact risks of multiple predicted objects through the above steps, the prediction unit 64 sends information related to these prediction results (e.g., information related to the location of the contact risk, information related to the location, speed and movement trajectory of the parties involved in the contact risk, and the time required until the contact risk is predicted to occur (i.e., the collision prediction time)) to the risk notification setting unit 64 and the collaborative assistance information notification unit 65.

[0152] The sanitation notification setting unit 63 sets the sanitation notification to be enabled or disabled for each of the multiple traffic participants in the target traffic area that are identified as auxiliary objects and are mobile bodies by the target traffic area identification unit 60. Furthermore, as detailed later, traffic participants who are predicted by the prediction unit 62 to be parties to a potential contact risk are the target of the risk notification setting unit 64. Therefore, it is preferable to exclude the target of the risk notification setting unit 64 from the target of the sanitation notification setting unit 63.

[0153] More specifically, the soundness notification setting unit 63 first obtains driver status information and driver characteristic information associated with the driver of each set object from the driver subject information acquisition unit 61. Then, based on the obtained driver subject status information and driver subject-specific information, the soundness notification setting unit 63 calculates the current soundness of the driver subject for each set object. Furthermore, if the soundness calculated for each set object is less than a predetermined soundness threshold, the soundness notification setting unit 63 determines that the driver subject of that set object is in an unsound state, and sets the soundness notification setting value for that set object to "1" in order to enable the soundness notification. Conversely, if the soundness calculated for each set object is above the soundness threshold, the soundness notification setting unit 63 determines that the driver subject of that set object is in a sound state, and sets the soundness notification setting value for that set object to "0" in order to disable the soundness notification.

[0154] The sanitation notification setting unit 63 sets sanitation notifications for multiple targets within the target traffic area to be enabled or disabled through the steps described above. Information related to the sanitation notification setting values ​​set by the sanitation notification setting unit 63 for each target is sent to the cooperation assistance information notification unit 65.

[0155] The risk notification setting unit 64 sets the risk notification operation mode (i.e., the type of notification mode and the on / off of risk notification) for each set object, based on the prediction results of the prediction unit 62, the identification information obtained by the object traffic area identification unit 60, and the driver subject information obtained by the driver subject information acquisition unit 61, among the multiple traffic participants in the monitoring area extracted from the object traffic area by the prediction unit 62.

[0156] More specifically, the risk notification setting unit 64 sets the operation mode of the risk notification for each set object existing in the monitoring area based on the information associated with the monitoring area in the identification information obtained by the object traffic area identification unit 60, the information associated with the monitoring area in the driver's status information obtained by the driver's subject 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".

[0157] Thus, in the risk notification setting unit 64, the operation mode of risk notification is set for each designated object existing in the monitoring area. Therefore, for example, if the prediction unit 62 predicts that a contact risk involving multiple designated objects will occur in the monitoring area, the risk notification can be turned on / off at different times for each of the predicted parties who are predicted to be involved in the contact risk, or the risk notification can be sent simultaneously in different notification modes. Hereinafter, the process of setting an appropriate risk notification operation mode for each designated object in the risk notification setting unit 64 will also be referred to as "risk notification optimization processing".

[0158] Figure 5 This diagram schematically illustrates the concept of risk notification optimization processing in the risk notification setting unit 64. Furthermore, the following description of the steps in the risk notification optimization processing uses, for example, a scenario where the prediction unit 62 predicts a risk of contact between two parties (i.e., the first set object (moving object) and the second set object (moving body)). However, the invention is not limited to this. Since it is easily generalized to predicting a risk of contact between either party being a pedestrian or predicting a risk of contact between all three parties, the description is omitted.

[0159] in addition, Figure 5 The left side schematically illustrates the change in the operation mode of the risk notification in the first set object. Figure 5 The right side schematically illustrates the change in the risk notification's operation method within the second set of objects. Additionally, Figure 5The two arrows at the top of the diagram conceptually represent the time required from when the prediction unit 62 first predicts a contact risk until the first and second pre-defined objects come into contact; that is, the collision prediction time. However, these two arrows are merely conceptual representations of the collision prediction time, and therefore do not imply that the collision prediction time must be clearly calculated in the prediction unit 62 before the risk notification optimization processing in the risk notification setting unit 64 can be executed. The risk notification optimization processing in the risk notification setting unit 64 can begin before the prediction unit 62 calculates a clear collision prediction time. Furthermore, Figure 5 The illustration shows the situation where, when the prediction unit 62 first predicts the occurrence of an exposure risk, the risk notifications for the first and second target objects are set to off (i.e., the risk notification setting value is "0").

[0160] The risk notification setting unit 64, when the prediction unit 62 predicts a contact risk involving multiple auxiliary objects within the monitored area, first, based on the content of the contact risk predicted by the prediction unit 62, sets out a risk notification for multiple predicted parties (in...) related to the contact risk. Figure 5 In the example, the first and second target objects are assigned priorities. As described later, this priority specifies the order in which risk notifications (especially risk notifications in care notification mode) are enabled; for higher-priority target objects, risk notifications are enabled before lower-priority target objects. Furthermore, Figure 5 The illustration shows a case where the priority of the first set object is set higher than that of the second set object.

[0161] In this system, the risk notification setting unit 64 sets a priority for each target to prevent the anticipated contact risk from manifesting or occurring, and to prevent traffic flow disruption among the target targets. More specifically, the risk notification setting unit 64 refers to the prediction results of the prediction unit 62, the identification information of the target traffic area identification unit 60, and the driver information acquisition unit 61, etc., to specifically identify the risk initiator from among multiple predicted parties related to the contact risk. For this risk initiator, the priority can be set higher than that of other predicted parties. By setting the priority of this risk initiator higher, prioritizing it over other target targets, and setting the risk notification to be enabled, the actions of the risk initiator can be improved before the risk notifications for other target targets are enabled, thus preventing the manifestation or occurrence of the initially predicted contact risk.

[0162] Among them, risk inducers can be listed as actions that are more likely to induce the contact risk as described above (e.g., sudden acceleration, sudden deceleration, sudden lane change, cutting in line, shortening the distance between the vehicle in front or behind, continuing to drive across lanes, serpentine driving, driving against traffic, ignoring signals, driving at a speed higher than a predetermined speed than surrounding moving objects, driving at a speed lower than a predetermined speed than surrounding moving objects, driving at a speed higher than a predetermined speed limit, driving at a speed lower than a predetermined speed limit, and obstructing the movement of surrounding traffic participants).

[0163] Furthermore, the risk notification setting unit 64 can set priorities based on the traffic environment of each target. More specifically, for a target located in a traffic environment where it is difficult to identify other target parties besides themselves, the risk notification can be set to be enabled, thus prior to other target parties. This improves the perception ability of the target party with the higher priority, thereby preventing the manifestation or occurrence of the initially predicted contact risk.

[0164] The risk notification setting unit 64 determines, based on the prediction of a contact risk by the prediction unit 62, whether the initially predicted contact risk manifests within a predetermined period after prioritizing each target through the above steps. More specifically, the risk notification setting unit 64 determines that the contact risk is not manifest (i.e., the contact risk is potential) if, for example, the prediction unit 62 predicts a contact risk and the collision prediction time for that contact risk is above a predetermined manifestation threshold (including cases where the prediction unit 62 does not calculate a clear collision prediction time). Conversely, the risk notification setting unit 64 determines that the contact risk manifests, for example, if the collision prediction time calculated by the prediction unit 62 is less than the aforementioned manifestation threshold. Wherein, for example... Figure 5 As shown, the threshold for collision prediction time, also known as the display threshold, is set in a way that is wider than the range of ADAS operation. In other words, it is set in a way that is longer than the collision prediction time when the driver assistance ECUs mounted on each moving body begin to execute collision mitigation braking control and collision avoidance steering control.

[0165] Additionally, during the period before the initially predicted exposure risk manifests, i.e., the period during which the exposure risk is determined to be potential, the risk notification setting unit 64 prioritizes settings for objects with higher priority (in...). Figure 5In the example, starting with the first set object, the risk notification in the care notification mode is activated first. That is, the risk notification setting unit 64, starting with the set object whose priority is set higher, first sets the risk notification setting value to "1" or "3". Thus, the driver of the set object who receives the risk notification in this care notification mode may sometimes sense the presence of a moving object that may come into contact with the vehicle (in... Figure 5 In the example, for the second set object, the driver takes action to avoid the predicted contact risk. When a driver who has received such a risk notification takes action to avoid the contact risk, the prediction unit 62 sometimes predicts that the contact risk initially predicted to occur will not occur before it manifests.

[0166] Additionally, for settings objects with lower priority (in...) Figure 5 In the example (for the second set object), the risk notification setting unit 64, after activating the risk notification in the care notification mode for the set object with a higher priority, activates the risk notification in the care notification mode after a predetermined time. That is, the risk notification setting unit 64 sets the risk notification setting value for the set object with a higher priority to "1" or "3", and then sets the risk notification setting value for the set object with a lower priority to "1" or "3" after the predetermined time. In addition, in order to prevent traffic flow disruption for the set object with a lower priority, the risk notification setting unit 64 may not perform the risk notification in the care notification mode for the set object with a lower priority until the contact risk manifests. Furthermore, as mentioned above, performing the risk notification in the care notification mode for the set object with a higher priority first can sometimes prevent the occurrence of contact risk. Therefore, the risk notification setting unit 64 may activate the risk notification in the care notification mode for the set object with a lower priority after activating the risk notification in the care notification mode for the set object with a higher priority, even if the driver of that set object does not take any action to avoid contact risk after the predetermined time has elapsed.

[0167] Furthermore, after determining that the initially predicted contact risk has materialized, the risk notification setting unit 64 activates risk notification in simulation notification mode for all parties involved in the prediction related to the contact risk. That is, after determining that a contact risk has materialized, the risk notification setting unit 64 sets the risk notification setting value for all parties involved in the prediction to either "2" or "4". As described above, in simulation notification mode, the shorter the collision prediction time, the higher the notification intensity, thus enabling all parties involved in the prediction to feel a sense of crisis regarding the approaching contact risk and to take actions to avoid it.

[0168] Return to Figure 2 The collaborative assistance information notification unit 65 generates collaborative assistance information for each traffic participant identified as an assistance object by the object traffic area identification unit 60, based on the identification information obtained by the object 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, and the information related to the risk notification setting value set by the risk notification setting unit 64. This information is used to remind traffic participants to communicate with surrounding traffic participants and to identify the surrounding traffic environment. The generated collaborative assistance information is then sent to each traffic participant.

[0169] The collaborative assistance information sent from the collaborative assistance information notification unit 65 to each assisted object includes information related to the sanitation setting value, information related to the risk notification setting value, and risk information related to risks approaching each assisted object. The risk information includes, for example, information related to the prediction results of the prediction unit 62 and the locations of traffic participants around each traffic participant.

[0170] The traffic safety assistance system 1 according to this embodiment has the following effects.

[0171] (1) The traffic safety assistance system 1 includes: an in-vehicle device group 20, 30 and a portable information processing terminal 40 (hereinafter collectively referred to as "mobile terminals") that move with traffic participants in the target traffic area 9; and a cooperative assistance device 6 that can communicate with these mobile terminals 20, 30, 40. Furthermore, in the traffic safety assistance system 1, the cooperative assistance device 6 can acquire identification information related to the identification objects in the target traffic area 9, including each traffic participant and their traffic environment. Based on this identification information, the system can further predict potential risks to each traffic participant by simulating and predicting future risks of the predicted objects within the monitoring area. Additionally, in the traffic safety assistance system 1, based on the prediction results of this prediction unit 62, a risk notification operation mode is set for each assisted object, and this setting result is further sent to each assisted object. This allows for risk notification to each assisted object before the potential risk manifests, enabling each assisted object to take appropriate actions to avoid the risk. Therefore, the traffic safety, convenience, and smoothness of traffic for multiple traffic participants in the target traffic area 9 can be improved. In addition, in the traffic safety assistance system 1, the risk notification setting unit 64 can set the operation mode of the risk notification for each assistance object to optimize the operation mode of the risk notification for each assistance object. Therefore, it can prevent excessive risk notification to assistance objects in a state or environment that does not require risk notification, which would lead to traffic flow chaos. Thus, it can improve traffic safety while improving convenience and smoothness.

[0172] (2) The risk notification setting unit 64, when the prediction unit 62 predicts a contact risk involving multiple parties within the monitored area, sets priorities for the multiple predicted parties related to the contact risk based on the content of the contact risk. Furthermore, for predicted parties with higher priority, risk notification is enabled before that for predicted parties with lower priority. Thus, for example, among multiple predicted parties who could participate in the same contact risk, in order to prevent the occurrence of the contact risk and increase the priority of effective predicted parties, risk notification is performed first, preventing the contact risk from manifesting or occurring before risk notification is performed for predicted parties with lower priority. Therefore, according to the traffic safety assistance system 1, the number of parties subject to risk notification can be minimized, thus preventing traffic flow chaos caused by excessive risk notification, and further improving traffic safety while also enhancing convenience and smoothness.

[0173] (3) The risk notification setting unit 64 selects the risk initiator from among multiple predicted parties related to the contact risk, prioritizing the risk initiator over other predicted parties and notifying them of the risk first. This prevents the risk initiator from triggering the contact risk, thus preventing the contact risk from manifesting or occurring before risk notifications are sent to other predicted parties with lower priority. Therefore, according to the traffic safety assistance system 1, the number of parties receiving risk notifications can be minimized, preventing traffic flow disruptions caused by excessive risk notifications, and further improving traffic safety while enhancing convenience and smoothness.

[0174] (4) The risk notification setting unit 64, when the prediction unit 62 predicts a contact risk involving multiple parties within the monitored area, sets the notification mode of the predicted parties related to the contact risk—those whose methods for avoiding the contact risk are determined—as a care notification mode before the contact risk manifests. This allows for the prevention of the predicted contact risk from manifesting. Furthermore, after the predicted contact risk manifests, the risk notification setting unit 64 sets the notification mode for all predicted parties related to the contact risk to a simulated notification mode with a higher notification intensity than the care notification mode. Therefore, even if the risk notification under the care notification mode alone fails to prevent the manifestation of the contact risk, a risk notification can be sent to all predicted parties under the simulated notification mode with a higher notification intensity to prevent the contact risk from occurring. Thus, according to the traffic safety assistance system 1, traffic safety, convenience, and smoothness can be improved.

[0175] (5) The risk notification setting unit 64 obtains the time required until the contact risk occurs, i.e., the contact prediction time, based on the prediction result of the prediction unit 62. If the contact prediction time is less than the manifestation threshold, it is determined that the contact risk has manifested. When the contact risk is determined to manifest at this time, a risk notification in simulation notification mode is sent to all parties involved in the prediction, so that each party involved in the prediction can calmly take actions to avoid the contact risk. Therefore, the traffic safety assistance system 1 can improve traffic safety, convenience, and smoothness.

[0176] (6) When the notification mode of the notification devices 22, 32, and 42 is set to simulated notification mode, the shorter the contact prediction time, the higher the notification intensity. Therefore, a person moving with the notification devices 22, 32, and 42 (e.g., a pedestrian or a driver of a moving vehicle) can identify an approaching contact risk and take action to avoid it. Thus, according to the traffic safety assistance system 1, traffic safety, convenience, and smoothness can be improved.

[0177] (7) When the notification mode is set to care notification mode, the notification devices 22 and 32 emit a directional, two-channel sound effect directed toward the location of the contact risk or the predicted location of the person involved in the contact risk. Thus, a person moving with the notification devices 22 and 32 (e.g., the driver of the vehicle) can be brought to the attention of the potential risk in a non-annoying manner.

[0178] (8) The notification devices 22 and 32 are capable of issuing a soundness notification to improve the driving ability of the driver of the mobile body moving with the notification devices 22 and 32. The cooperative assistance device 6 also includes a soundness notification setting unit 63, which sets individuals other than those predicted by the prediction unit 62 as the set objects among multiple assistance objects within the target traffic area 9. Based on identification information, the soundness of the driver is estimated for each set object, and the soundness notification is set to be turned on or off for each set object based on these estimation results. As a result, the driver of the mobile body moving within the target traffic area 9 can be sounded, thereby improving traffic safety, convenience, and smoothness in the target traffic area 9.

[0179] (9) The prediction unit 62 uses a computer to construct a virtual space simulating the monitored area, and simultaneously performs simulations based on the identification and status information in the virtual space to predict the future of the predicted object. Thus, the prediction unit 62 can, based on reproducing the traffic participants and their surrounding traffic environment in the monitored area, oversee and monitor events that may occur in the monitored traffic area to predict various risks that may be posed to the predicted object. Therefore, according to the present invention, traffic safety, convenience, and smoothness can be further improved.

[0180] (10) The action estimation unit 623 inputs action estimation information, including identification information and driver status information, and associates it with at least one of a plurality of pre-set driving action patterns. The simulator 626 simulates the future of the predicted object in virtual space based on the pre-set driving action patterns associated by the action estimation unit 623. In the traffic safety assistance system 1, the possible future actions of the driver of the moving vehicle are pre-set as pre-set action patterns, so the prediction unit 62 can quickly predict the future of the predicted object. Therefore, it can also quickly notify the cooperative assistance information based on the prediction results of the prediction unit 62, thereby ensuring that each traffic participant has time to take actions to avoid possible chain risks in the future. Therefore, according to the traffic safety assistance system 1, traffic safety, convenience, and smoothness can be further improved.

[0181] (11) The action estimation unit 623 includes: a driving ability estimation unit 624, which estimates the reduction in the driving ability of a driving subject based on a action estimation input containing at least identification information according to capability factors; and a correlation unit 625, which correlates the capability factors estimated as reduced by the driving ability estimation unit 624 with at least one of a plurality of pre-set mode actions. Thus, the correlation unit 625 can quickly determine the mode action from the action estimation input, and therefore, as described above, can also ensure that each traffic participant has time to take actions to avoid potential future chain risks. Therefore, according to the traffic safety assistance system 1, traffic safety, convenience, and smoothness can be further improved.

[0182] (12) In the traffic safety assistance system 1, the driving ability estimation unit 624 estimates the reduction in the driving ability of the driver based on at least four ability elements: perception ability, prediction ability, judgment ability, and operation ability, according to the driving ability that the driver should possess to properly drive a moving body. As a result, the action estimation unit 623 can quickly determine the appropriate mode of action corresponding to the reduction of each ability element. Therefore, as mentioned above, it is also possible to ensure that each traffic participant has time to take actions to avoid potential chain risks in the future. Therefore, according to the traffic safety assistance system 1, traffic safety, convenience, and smoothness can be further improved.

[0183] The above description illustrates one embodiment of the present invention, but the invention is not limited thereto. Appropriate modifications to the details are possible within the scope of the spirit of the invention.

[0184] Figure Labels

[0185] 1. Traffic safety assistance systems

[0186] 9. Target Traffic Area

[0187] 2. Four-wheeled vehicles (mobile entities, traffic participants)

[0188] 20 vehicle-mounted device groups (mobile terminals)

[0189] 21. Vehicle-mounted driver assistance devices

[0190] 22 Notification Device

[0191] 23. Driver Status Sensors (Methods for Acquiring Driver Information)

[0192] 24. Vehicle-mounted communication devices (means of acquiring driver information)

[0193] 25. Portable information processing terminal (means of acquiring driver information)

[0194] 3. Motorcycles (mobile vehicles, traffic participants)

[0195] 30 vehicle-mounted device groups (mobile terminals)

[0196] 31 Vehicle-mounted driver assistance devices

[0197] 32 Notification Device

[0198] 33. Rider Status Sensors (Methods for Acquiring Driver Information)

[0199] 34. Vehicle-mounted communication devices (means of acquiring driver information)

[0200] 35. Portable information processing terminal (means of acquiring driver information)

[0201] 4. Pedestrians (people, traffic participants)

[0202] 40 Portable information processing terminals (mobile terminals)

[0203] 6 Collaborative Auxiliary Devices

[0204] 60-object traffic area identification unit (identification method)

[0205] 61. Driver Entity Information Acquisition Unit (Methods for Acquiring Driver Entity Information)

[0206] 62 Prediction Units (Prediction Methods)

[0207] 622 Prediction Object Determination Department

[0208] 623 Action Estimation Department (Action Estimation Methods)

[0209] 624 Driving Ability Estimation Department (Driving Ability Estimation Methods)

[0210] 625 Related Department (Related Methods)

[0211] 626 emulator

[0212] 63. Improved Notification Setting Unit (Improved Notification Setting Methods)

[0213] 64. Risk Notification Setting Unit (Risk Notification Setting Method)

[0214] 65. Collaborative Assistance Information Notification Unit (Sending Method)

[0215] 67 Traffic Environment Database

[0216] 68 Driving History Database

Claims

1. A traffic safety assistance system comprising a mobile terminal that moves with a person or a traffic participant in a target traffic area, and a cooperative assistance device capable of communicating with the aforementioned mobile terminal, for use as an assistance target for a traffic participant possessing the aforementioned mobile terminal, and for assisting the safe movement of the assisted target, the traffic safety assistance system being characterized in that: The aforementioned mobile terminal is equipped with a notification device that provides risk notifications to persons moving with the mobile terminal in multiple notification modes, and a driver assistance control device that automatically activates braking control or automatically activates steering control of the aforementioned vehicle when there is a moving object that may come into contact with the vehicle within a predetermined range of motion centered on the vehicle. The aforementioned collaborative auxiliary device includes: The identification method identifies objects in the aforementioned traffic area, including each traffic participant and the traffic environment of each traffic participant, and simultaneously obtains identification information related to these objects. The predictive method uses multiple traffic participants within a portion of the aforementioned traffic area as the predictive targets, and simulates the future risks of the aforementioned predictive targets based on the aforementioned identification information. The risk notification setting method, based on the aforementioned identification information and the prediction results of the aforementioned prediction method, sets the aforementioned risk notification operation mode for each auxiliary object; and, The sending method involves sending the settings results of the aforementioned risk notification settings to each auxiliary object. The aforementioned risk notification mechanism is used when the aforementioned predictive methods predict a risk of contact involving multiple auxiliary subjects within the aforementioned monitoring area. During the period prior to the manifestation of the aforementioned exposure risk, the notification pattern for the predicted party, which is determined from among multiple predicted parties related to the aforementioned exposure risk, regarding the manner in which the aforementioned exposure risk is to be avoided, is set as the first pattern. During the period from the onset of the aforementioned contact risk to the initiation of the aforementioned braking control or avoidance control, the notification mode for all predicted parties related to the aforementioned contact risk will be set to a second mode with a higher notification intensity than the aforementioned first mode.

2. The traffic safety assistance system according to claim 1, wherein, The aforementioned risk notification setting method, when the aforementioned prediction method predicts that a contact risk involving multiple auxiliary objects will occur in the aforementioned monitoring area, prioritizes multiple predicted parties related to the contact risk according to the content of the aforementioned contact risk. For the aforementioned predicted parties with higher priority, the aforementioned risk notification is set to be enabled before the aforementioned predicted parties with lower priority.

3. The traffic safety auxiliary system according to claim 2, wherein, The aforementioned risk notification setting method identifies the actor with a high probability of inducing the aforementioned contact risk from among multiple predicted parties related to the aforementioned contact risk as the risk inducer. For the risk inducer, the aforementioned priority is set higher than that of other predicted parties.

4. The traffic safety assistance system according to claim 1, wherein, The aforementioned risk notification setting method obtains the time required until the aforementioned contact risk occurs, i.e., the contact prediction time, based on the prediction results of the aforementioned prediction method. If the contact prediction time is less than the manifestation threshold, it is determined that the aforementioned contact risk has manifested.

5. The traffic safety assistance system according to claim 4, wherein, When the notification mode is set to the second mode, the shorter the contact prediction time, the higher the notification intensity.

6. The traffic safety assistance system according to claim 4, wherein, When the aforementioned notification mode is set to the aforementioned first mode, the aforementioned notification device emits a directional sound toward the location where the aforementioned contact risk occurs or the predicted location of the person involved in connection with the aforementioned contact risk.

7. The traffic safety assistance system according to any one of claims 1 to 3, wherein, The aforementioned notification device is capable of issuing a notification that improves the driving ability of the driver of the mobile body moving with the notification device. The aforementioned cooperative assistance device also has a soundness notification setting means, which takes a person other than the party who is predicted to be at risk of contact by the aforementioned prediction means as the set object among multiple assistance objects in the aforementioned target traffic area, estimates the driver's soundness for each set object based on the aforementioned identification information, and sets the aforementioned soundness notification to be turned on or off for each set object based on the estimation result.

8. The traffic safety assistance system according to any one of claims 1 to 3, wherein, The aforementioned collaborative assistance device also has means for acquiring driver information, acquiring status information related to the driving ability of the driver who is identified as a traffic participant by the aforementioned identification means. The aforementioned prediction method uses a computer to construct a virtual space simulating the aforementioned monitored area, and then uses the aforementioned identification information and status information in the aforementioned virtual space to simulate and predict the future risks of the aforementioned predicted object.

9. The traffic safety auxiliary system according to claim 8, wherein, The aforementioned prediction methods are available: The action estimation method associates a first input, which includes at least the aforementioned identification information and the aforementioned state information, with at least one of a pre-defined pattern of action of a plurality of driving subjects. and, The simulator, based on pattern actions associated with the aforementioned action estimation methods, simulates the future of the aforementioned predicted object in the aforementioned virtual space.

10. The traffic safety assistance system according to claim 9, wherein, The aforementioned actions are estimated to have the following means: The driving ability estimation method estimates the reduction in driving ability for each ability element based on the aforementioned first input; and, The correlation method involves associating the reduced capability element estimated by the aforementioned driving capability estimation method with at least one of the aforementioned pattern actions.

11. The traffic safety assistance system according to claim 10, wherein, The aforementioned driving ability is divided into at least four ability elements: the driving subject's perception ability, prediction ability, judgment ability, and operation ability.

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