Safety driving behavior fixation support system

Abstract

To provide a safety driving behavior fixation support system capable of effectively supporting fixation of a safety driving behavior.SOLUTION: An inter-vehicle time is calculated from information of an own vehicle and information of a preceding vehicle (ST4). A probability of a risk to occur in the future is calculated from peripheral information or the like (ST5). When it is determined whether the height of the calculated probability of the risk is equal to or more than a predetermined threshold and the height of the probability of the risk is less than the threshold, first suggestive behavior guiding information is displayed in accordance with the inter-vehicle time and a speed of the own vehicle (ST8). When the height of the probability of the risk is equal to or more than the threshold, risk factor information is displayed together with second suggestive behavior guiding information in accordance with the inter-vehicle time and the speed of the own vehicle (ST15). Thus, fixation of a safety driving behavior is effectively supported.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a safe driving behavior establishment support system. [Background technology]

[0002] In order to reduce the number of traffic accidents, it is necessary to help drivers avoid not only obvious dangerous events but also potentially dangerous events while driving. However, because potentially dangerous events occur frequently, there is a concern that conventional HMIs (Human Machine Interfaces) that attract the driver's attention (to alert the driver) to avoid obvious dangerous events may be annoying to the driver, resulting in a decrease in receptivity to the information presented.

[0003] To alleviate this concern, the inventors of the present invention have proposed a system that helps establish safe driving behavior by supporting spontaneous safe driving behavior based on the driver's intrinsic motivation and presenting information that stimulates the driver's sense of self-efficacy and self-determination, which foster intrinsic motivation.

[0004] Patent Document 1 also discloses that a virtual object representing a control operation region of the operation reaction force and / or braking / driving force is displayed on a head-up display between the vehicle and a forward obstacle (for example, a preceding vehicle), and the display of the virtual object is changed depending on the control operation state of the operation reaction force and / or braking / driving force, thereby conveying to the driver in an easy-to-understand manner as visual information what state the control operation state is. Patent Document 1 also discloses that, as an example of the virtual object, multiple horizontal lines are displayed between the vehicle and a forward obstacle. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2006-175936 Summary of the Invention [Problem to be solved by the invention]

[0006] However, while the systems proposed so far have presented information that implicitly guides safe driving behavior, they have not provided information about events that could be risk factors, and therefore have not yet been sufficient to lead to the establishment of safe driving behavior.

[0007] In view of this, the inventors of the present invention have considered improvements to the safe driving behavior establishment support system to more effectively support the establishment of safe driving behavior.

[0008] The present invention has been made in view of the above points, and an object of the present invention is to provide a safe driving behavior establishment support system that can effectively support the establishment of safe driving behavior. [Means for solving the problem]

[0009] The solution of the present invention for achieving the above object is directed to a safe driving behavior establishment support system that supports the establishment of safe driving behavior in vehicle drivers. This safe driving behavior establishment support system is characterized by including: an information acquisition means for acquiring information on the state of the subject vehicle, the state of a preceding vehicle, and the surrounding environment of the subject vehicle; a time gap calculation unit for calculating a time gap to the preceding vehicle based on at least one of the pieces of information acquired by the information acquisition means; a risk probability calculation unit for calculating the probability of a risk that may occur in the future based on at least one of the pieces of information acquired by the information acquisition means; a display information control unit for determining whether the probability of the risk calculated by the risk probability calculation unit is equal to or greater than a predetermined threshold, and for generating at least one of suggestive behavior induction information, intrinsic motivation information, and risk factor information and controlling the display timing of that information according to the probability of the risk relative to the threshold and the time gap calculated by the time gap calculation unit; and a display device capable of displaying at least one of the suggestive behavior induction information, intrinsic motivation information, and risk factor information generated by the display information control unit.

[0010] The implicit behavioral guidance information referred to here is information that implicitly encourages the driver to avoid potentially dangerous events. Providing this implicit behavioral guidance information to the driver is expected to motivate the driver to take action to avoid potentially dangerous events. Furthermore, intrinsic motivation information is information that stimulates the driver's sense of self-efficacy and self-determination, which foster intrinsic motivation. Providing this intrinsic motivation information to the driver is expected to induce the driver's sense of self-efficacy and self-determination, thereby increasing the driver's awareness of safe driving. Furthermore, risk factor information is information that may be the cause of a risk that may occur in the future. A risk that may occur in the future refers to a potentially dangerous event that has not yet manifested itself. In this solution, the information provided to the driver varies depending on, for example, the probability of the risk. Furthermore, for example, when the probability of risk is high, risk factor information is provided to the driver in addition to the implicit behavioral guidance information. This helps the driver understand the situation in the surrounding environment (e.g., traffic congestion, etc.) and effectively supports safe driving behavior. When this information can induce safe driving behavior, it can induce a sense of self-efficacy and self-determination in the driver, thereby fostering intrinsic motivation for safe driving behavior and contributing to the establishment of voluntary safe driving behavior in the driver. [Effects of the Invention]

[0011] In the present invention, by providing the driver with at least one of implicit behavioral guidance information, intrinsic motivation information, and risk factor information according to the probability of future risks and the time gap, it is possible to effectively support the establishment of safe driving behavior. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a block diagram showing a schematic configuration of a safe driving behavior establishment support system according to an embodiment; [Figure 2]Figure 2(a) is a diagram for explaining an example of the relationship between the vehicle and the preceding vehicle when first suggestive behavioral guidance information is provided, Figure 2(b) is a diagram showing an example of the first suggestive behavioral guidance information displayed on the front window of the vehicle, Figure 2(c) is a diagram showing an example of intrinsic motivation information displayed on the front window of the vehicle, Figure 2(d) is a diagram for explaining an example of the relationship between the vehicle and the preceding vehicle when second suggestive behavioral guidance information is provided, and Figure 2(e) is a diagram showing an example of the second suggestive behavioral guidance information and risk factor information displayed on the front window of the vehicle. [Figure 3] FIG. 10 is a flowchart illustrating the procedure of the information display operation performed by the safe driving behavior establishment support system. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In this embodiment, the case where information is displayed on the front window (windshield) will be described as an example of how information is provided. In addition, hereinafter, a vehicle equipped with the safe driving behavior establishment support system according to the present invention will be referred to as a "host vehicle" when it is necessary to distinguish it from other vehicles, and a vehicle traveling in front of the "host vehicle" will be referred to as a "preceding vehicle." FIG. 1 is a block diagram showing a schematic configuration of a safe driving behavior establishment support system 1 according to this embodiment. As shown in FIG. 1, the safe driving behavior establishment support system 1 includes a surrounding information acquisition device 2, a host vehicle state detection device 3, a preceding vehicle state detection device 4, a control device 5, and a display device 6. These devices 2 to 6 are connected to each other so as to be able to communicate with each other via an in-vehicle network such as a Controller Area Network (CAN). In addition, the surrounding information acquisition device 2, the host vehicle state detection device 3, and the preceding vehicle state detection device 4 correspond to information acquisition means as referred to in the present invention.

[0014] The surrounding information acquisition device 2 acquires information (surrounding information) about the situation around the vehicle. This information about the situation around the vehicle includes information about the presence of traffic participants (e.g., pedestrians, bicycles, etc.) around the vehicle, which is acquired from an Intelligent Transport Systems (ITS) or vehicle-to-vehicle communication, location information, traffic situation information, etc. The surrounding information acquisition device 2 transmits the acquired information to the control device 5.

[0015] The host vehicle state detection device 3 includes a vehicle speed sensor that detects the traveling speed of the host vehicle. In addition, the device may include a sensor that detects driver operation information (such as an accelerator opening sensor that detects the amount of accelerator pedal operation), a longitudinal acceleration sensor that detects the longitudinal acceleration of the host vehicle, a lateral acceleration sensor that detects the lateral acceleration of the host vehicle, a yaw rate sensor that detects the yaw rate of the host vehicle, etc. The host vehicle state detection device 3 transmits information on the detection results (host vehicle information) to the control device 5.

[0016] The preceding vehicle state detection device 4 is a sensor that acquires information about the preceding vehicle (such as the distance to the preceding vehicle and the position information of the preceding vehicle). Specifically, for example, a camera, a LIDAR (Laser Imaging Detection And Ranging), a millimeter wave radar sensor, etc. can be applied as the preceding vehicle state detection device 4. The preceding vehicle state detection device 4 is not limited to these, and any sensor that can acquire information about the area ahead of the host vehicle can be used. Furthermore, the preceding vehicle state detection device 4 may acquire information about the road ahead of the host vehicle, etc., in addition to information about the preceding vehicle. The preceding vehicle state detection device 4 transmits information about the detection result (information about the preceding vehicle) to the control device 5.

[0017] The control device 5 includes a processor such as a CPU (Central Processing Unit), a ROM (Read-Only Memory) that stores a control program, a RAM (Random-Access Memory) that temporarily stores data, and an input / output port. The control device 5 includes, as functional units implemented by the control program, a receiving unit 51, a time headway calculation unit 52, a risk probability calculation unit 53, a behavior guidance information generation unit 54, a risk factor information generation unit 55, a motivation information generation unit 56, and a transmitting unit 57. The behavior guidance information generation unit 54, the risk factor information generation unit 55, and the motivation information generation unit 56 correspond to the display information control unit referred to in the present invention. An outline of the functions of each of these units will be described later.

[0018] The display device 6 is configured, for example, as a head-up display device, and displays the display information transmitted from the control device 5 on the front window, thereby providing the driver with the implicit behavioral guidance information, intrinsic motivation information, and risk factor information described below.

[0019] The functions of the functional units 51 to 57 realized by the control program will be outlined below.

[0020] The receiving unit 51 receives surrounding information from the surrounding information acquisition device 2, information about the subject vehicle from the subject vehicle state detection device 3, and information about the preceding vehicle from the preceding vehicle state detection device 4. The surrounding information includes information about traffic congestion ahead of the preceding vehicle. The subject vehicle information includes information about the traveling speed of the subject vehicle. The preceding vehicle information includes position information of the preceding vehicle (information for calculating the relative distance between the subject vehicle and the preceding vehicle).

[0021] The time headway calculation unit 52 calculates the time headway to the preceding vehicle based on the information about the subject vehicle acquired by the subject vehicle state detection device 3 and the information about the preceding vehicle acquired by the preceding vehicle state detection device 4. Specifically, using the position information about the preceding vehicle (information about the relative distance between the subject vehicle and the preceding vehicle) and the information about the vehicle speed of the subject vehicle, it calculates the time headway THW (the time interval between the subject vehicle and the preceding vehicle) by the following equation (1):

[0022] THW = (relative distance between the preceding vehicle and the vehicle) / vehicle speed of the vehicle (1) The shorter the calculated time headway THW, the higher the possibility that the host vehicle will rear-end the vehicle ahead. Therefore, one of the conditions for determining that a potentially dangerous event has occurred is when this time headway THW is equal to or less than a predetermined threshold. The threshold for the time headway THW for determining that a potentially dangerous event has occurred is changed depending on the probability of risk, which will be described later. Specifically, when the probability of risk is less than a predetermined value, the threshold for the time headway THW is set to a first time headway threshold (a second threshold, which will be described later: for example, 2.5 seconds). This value is not limited to this. In other words, when the probability of risk is less than a predetermined value, one of the conditions for determining that a potentially dangerous event has occurred is when the time headway THW is equal to or less than the first time headway threshold. On the other hand, when the probability of risk is equal to or greater than a predetermined value, the threshold for the time headway THW is set to a second time headway threshold (a fourth threshold, which will be described later: for example, 3.0 seconds), which is longer than the first time headway threshold. This value is also not limited to this. In other words, when the probability of risk is equal to or greater than a predetermined value, one of the conditions for determining that a potentially dangerous event has occurred is that the time headway THW is equal to or less than the second time headway threshold.

[0023] The risk probability calculation unit 53 calculates the probability of a risk that may occur in the future (risk occurrence probability) based on each piece of information received by the receiving unit 51. For example, if there is a traffic jam ahead of the leading vehicle, there is a possibility that the leading vehicle will suddenly decelerate, and in this case, the probability of a risk that may occur in the future is high. In this embodiment, the probability of a situation occurring in which the inter-vehicle distance to the leading vehicle suddenly decreases is quantified as an index, and this is calculated as the risk probability.

[0024] When it is determined that a potentially dangerous event has occurred, the behavior guidance information generation unit 54 generates suggestive behavior guidance information to be provided to the driver, and outputs the suggestive behavior guidance information to the transmission unit 57. In addition, the behavior guidance information generation unit 54 generates different suggestive behavior guidance information depending on the probability of risk.

[0025] Specifically, when the probability of risk is less than a threshold, the first suggestive behavior-guiding information is generated if the time headway THW and the vehicle speed of the host vehicle satisfy predetermined conditions. This first suggestive behavior-guiding information is information that implicitly encourages the driver to avoid a potentially dangerous event. In this embodiment, a display device (head-up display device) 6 is used to display a line on the front windshield where the time headway THW is 1 second and a line on the front windshield where the time headway THW is 2 seconds, based on the front end position of the host vehicle. FIG. 2(a) is a diagram illustrating an example of the relationship between the host vehicle V1 and the preceding vehicle V2 when the first suggestive behavior-guiding information is provided. FIG. 2(b) is a diagram illustrating an example of a state in which the behavior-guiding information generator 54 generates first suggestive behavior-guiding information due to the occurrence of a potentially dangerous event in the state shown in FIG. 2(a), and the first suggestive behavior-guiding information is displayed on the front windshield FW of the host vehicle V1. In the figure, a straight line (dashed line) LA1 indicates a position where the time headway THW is 1 second, and a straight line LA2 indicates a position where the time headway THW is 2 seconds.

[0026] Furthermore, when the risk probability is equal to or greater than a threshold, the behavior guidance information generation unit 54 generates second suggestive behavior guidance information if the inter-vehicle time THW and the vehicle speed of the host vehicle V1 satisfy predetermined conditions. This second suggestive behavior guidance information also implicitly encourages the driver to avoid a potentially dangerous event, and the display device 6 is used to display on the front windshield an image (a roughly V-shaped image: an arrowhead mark) in which the inter-vehicle time THW is 1 second, an image in which the inter-vehicle time THW is 2 seconds, and an image in which the inter-vehicle time THW is 3 seconds, based on the front end position of the host vehicle V1. FIG. 2(d) is a diagram illustrating an example of the relationship between the host vehicle V1 and the preceding vehicle V2 when the second suggestive behavior guidance information is provided. FIG. 2(e) is a diagram illustrating an example of a state in which the behavior guidance information generation unit 54 generates second suggestive behavior guidance information due to the occurrence of a potentially dangerous event in the state shown in FIG. 2(d), and the second suggestive behavior guidance information is displayed on the front windshield FW of the host vehicle V1. In the figure, image LB1 indicates a position where the time headway THW is 1 second, image LB2 indicates a position where the time headway THW is 2 seconds, and image LB3 indicates a position where the time headway THW is 3 seconds.

[0027] In order to display this implicit behavioral guidance information on the windshield FW, it is necessary to set the positions of the lines LA1 and LA2 or the images LB1, LB2, and LB3 to appropriate positions on the road surface when the driver looks at the windshield FW (see Figures 2(b) and 2(e)). For this reason, the display position on the windshield FW by the display device 6 is adjusted using the images acquired by the peripheral information acquisition device 2 and the driver's seating position and height (information for determining the driver's line of sight).

[0028] When the probability of risk is equal to or greater than a threshold, the risk factor information generation unit 55 generates risk factor information for displaying risk factor information together with the second suggestive behavior guidance information on the front window FW of the host vehicle V1. This risk factor information is information for making the driver of the host vehicle V1 aware of risks that may occur in the future. For example, as described above, when there is a traffic jam ahead of the leading vehicle V2, there is a possibility that the leading vehicle V2 will suddenly decelerate, so the risk factor information is displayed to notify the driver of the host vehicle V1 of the occurrence of such a risk. Figure 2(e) shows an example of a state in which risk factor information indicating that there is a traffic jam ahead is displayed together with the second suggestive behavior guidance information.

[0029] After the suggestive behavior-inducing information is provided to the driver (displayed on the front window FW) (including when risk factor information is provided to the driver together with the suggestive behavior-inducing information), the motivation information generation unit 56 generates intrinsic motivation information to provide to the driver on the condition that the time headway THW exceeds a predetermined threshold and the potentially dangerous event is resolved, and outputs the intrinsic motivation information to the transmission unit 57. This intrinsic motivation information is information that stimulates a sense of self-efficacy and a sense of self-determination, which foster intrinsic motivation, and this information is also displayed on the front window FW using the display device 6. FIG. 2(c) is a diagram showing an example of a state in which the motivation information generation unit 56 generates intrinsic motivation information due to the resolution of the potentially dangerous event and the intrinsic motivation information is displayed on the front window FW of the host vehicle V1. When this intrinsic motivation information is displayed, the suggestive behavior-inducing information and risk factor information are hidden. As shown in Fig. 2(c), the intrinsic motivation information is displayed in a form in which a mark M is displayed to praise the driver's action (action of reducing the vehicle speed to increase the relative distance to the preceding vehicle V2: for example, depressing the brake pedal or releasing the accelerator pedal). The display form of this mark M is not limited to Fig. 2(c), and may be any form that influences the driver's sense of self-efficacy and self-determination, as described above.

[0030] Next, the procedure for the information display operation by the safe driving behavior establishment support system 1 will be described with reference to the flowchart in Fig. 3. First, in step ST1, information on the host vehicle V1 (such as vehicle speed information on the host vehicle V1) is acquired from the host vehicle state detection device 3, in step ST2, information on the preceding vehicle V2 (such as position information on the preceding vehicle V2) is acquired from the preceding vehicle state detection device 4, and in step ST3, surrounding information is acquired from the surrounding information acquisition device 2.

[0031] Then, the process proceeds to step ST4, where these pieces of information are used to calculate the time headway THW according to the above-mentioned formula (1). In step ST5, the probability of risk is calculated from the various pieces of information obtained.

[0032] In step ST6, it is determined whether the calculated risk probability is equal to or greater than a first threshold. An example of the first threshold is 0.5. This value is not limited to this. If the risk probability is less than the first threshold and the determination in step ST6 is NO, this corresponds to a situation in which there are no risk factors in the surrounding environment and the risk factor is only in the behavior of the preceding vehicle V2. In this case, even if the driver of the preceding vehicle V2 were to depress the brake pedal, it is necessary to maintain a sufficient inter-vehicle distance to allow for evasive action. Therefore, in step ST7, it is determined whether the inter-vehicle time THW is equal to or less than a second threshold (e.g., 2.5 seconds) and the vehicle speed of the host vehicle V1 is higher than a third threshold (e.g., 20 km / h). These values ​​are not limited to these. Regarding the condition regarding the vehicle speed of the host vehicle V1, if the vehicle speed of the host vehicle V1 is sufficiently slow, such as when a traffic light is red, and the possibility of a rear-end collision with the preceding vehicle V2 is low, information is not displayed on the display device 6.

[0033] If the conditions in step ST7 are not satisfied and the determination is NO, no potentially dangerous event has occurred, so the process returns without displaying anything on the display device 6.

[0034] On the other hand, if the conditions of step ST7 are satisfied and the result is YES, a potentially dangerous event has occurred (a potentially dangerous event has occurred in a situation where the probability of risk is less than the first threshold), so the process proceeds to step ST8, where the behavior-guiding information generation unit 54 generates first suggestive behavior-guiding information, which is output from the transmission unit 57 to the display device 6, causing the display device 6 to display the first suggestive behavior-guiding information (see FIG. 2(b)). This display implicitly encourages the driver to take action to maintain a safe distance from other vehicles. Displaying such first suggestive behavior-guiding information can reduce the annoyance felt by the driver.

[0035] In step ST9, it is determined whether the time headway THW exceeds the second threshold. If the time headway THW does not exceed the second threshold and the determination in step ST9 is NO, the display of the first suggestive behavioral guidance information continues. On the other hand, if the driver of the host vehicle V1 brakes or otherwise causes the time headway THW to exceed the second threshold and the determination in step ST9 is YES, the process proceeds to step ST10, where the first suggestive behavioral guidance information is hidden. Thereafter, the process proceeds to step ST11, where intrinsic motivation information is displayed (see FIG. 2(c)). In this way, by displaying intrinsic motivation information immediately after a behavioral change, the driver is informed that he or she has received feedback for maintaining a safe distance from the vehicle in question and this influences the driver's sense of self-efficacy and self-determination. Both the sense of self-efficacy and the sense of self-determination contribute to fostering intrinsic motivation.

[0036] Thereafter, the process proceeds to step ST12, where it is determined whether the display time of the intrinsic motivation information has exceeded a predetermined time threshold (for example, 6 seconds). This value is not limited to this. If the display time of the intrinsic motivation information has not exceeded the time threshold and the determination in step ST12 is NO, the display of the intrinsic motivation information continues. On the other hand, if the display time of the intrinsic motivation information has exceeded the time threshold and the determination in step ST12 is YES, the process proceeds to step ST13, where the intrinsic motivation information is hidden and the process returns.

[0037] If the calculated risk probability is equal to or greater than the first threshold and the determination is YES in step ST6, there is a risk factor in the surrounding environment (for example, a traffic jam ahead of the preceding vehicle V2), and the preceding vehicle V2 is highly likely to suddenly decelerate, so it is necessary to maintain a longer inter-vehicle distance. Therefore, in step ST14, it is determined whether the inter-vehicle time THW is equal to or less than a fourth threshold (for example, 3.0 seconds) and whether the vehicle speed of the host vehicle V1 is higher than a third threshold (for example, 20 km / h). This fourth threshold is greater than the second threshold.

[0038] If the conditions of step ST14 are not met and the result is NO, the process returns without displaying anything on the display device 6.

[0039] On the other hand, if the condition of step ST14 is satisfied and the determination is YES, information encouraging the driver to maintain a safe inter-vehicle distance is displayed. However, if the driver does not foresee a potential risk factor, even if the driver maintains the same inter-vehicle distance as when the risk probability is below the first threshold, the driver may not understand the difference in the situation and may become confused if the implicit behavior guidance information is displayed. For this reason, in this embodiment, the behavior guidance information generation unit 54 generates second implicit behavior guidance information, and the risk factor information generation unit 55 generates risk factor information. These pieces of information are output from the transmission unit 57 to the display device 6, whereby the second implicit behavior guidance information and the risk factor information are displayed by the display device 6 (see FIG. 2(e)). This display makes the driver aware of the congestion ahead of the leading vehicle V2 and implicitly encourages the driver to maintain a safe inter-vehicle distance.

[0040] In step ST16, it is determined whether the time headway THW exceeds the fourth threshold. If the time headway THW does not exceed the fourth threshold and the determination in step ST16 is NO, the second suggestive behavior-inducing information and risk factor information continue to be displayed. On the other hand, if the driver of the host vehicle V1 brakes, etc., causing the time headway THW to exceed the fourth threshold and the determination in step ST16 is YES, the process proceeds to step ST17, where the second suggestive behavior-inducing information and risk factor information are hidden. Thereafter, the process proceeds to step ST18, where intrinsic motivation information is displayed (see FIG. 2(c)). In this case, too, the driver is informed that he or she is receiving feedback on his or her behavior of maintaining a safe distance from the vehicle, and the driver's sense of self-efficacy and self-determination can be influenced. Both the sense of self-efficacy and the sense of self-determination contribute to fostering intrinsic motivation.

[0041] Then, the process proceeds to step ST19, where it is determined whether the display time of the intrinsic motivation information has exceeded a predetermined time threshold (for example, 6 seconds). If the display time of the intrinsic motivation information has not exceeded the time threshold and the determination is NO in step ST19, the display of the intrinsic motivation information continues. On the other hand, if the display time of the intrinsic motivation information has exceeded the time threshold and the determination is YES in step ST19, the process proceeds to step ST20, where the intrinsic motivation information is hidden and the process returns. The above operations are repeated.

[0042] As described above, in this embodiment, by providing the driver with implicit behavioral guidance information, intrinsic motivation information, and risk factor information according to the probability of future risks and the inter-vehicle time, it is possible to effectively support the driver in establishing safe driving behavior.

[0043] The present invention is not limited to the above-described embodiments, and all modifications and applications within the scope of the claims and equivalents thereto are possible.

[0044] For example, in the above embodiment, it is determined that a potentially dangerous event has occurred when the time headway THW is equal to or less than a predetermined threshold. However, the conditions for determining that a potentially dangerous event has occurred are not limited to this. Furthermore, the information is provided by displaying the information on the front window FW. However, the information is not limited to this.

[0045] Furthermore, in order to more effectively establish voluntary safe driving behavior in the driver, in addition to the above-described embodiment, safe driving behavior while driving may be recorded, and after the drive is completed, an initiative may be implemented to appeal to the driver's sense of self-efficacy, thereby objectively conveying the driver's own driving behavior and fostering intrinsic motivation. [Industrial Applicability]

[0046] The present invention is applicable to a system for supporting drivers in establishing voluntary safe driving behavior. [Explanation of symbols]

[0047] 1...Safe driving behavior establishment support system 2...Peripheral information acquisition device (information acquisition means) 3... Vehicle state detection device (information acquisition means) 4... Leading vehicle state detection device (information acquisition means) 52... Time gap calculation unit 53... Risk probability calculation unit 54...Action guidance information generation unit (display information control unit) 55...Risk factor information generation unit (display information control unit) 56... Motivation information generation unit (display information control unit) 6... Display device

Claims

[Claim 1] A safe driving behavior establishment support system that supports the establishment of safe driving behavior by a vehicle driver, an information acquisition means for acquiring information on the state of the host vehicle, the state of a preceding vehicle, and the surrounding environment of the host vehicle; a time headway calculation unit that calculates a time headway to the preceding vehicle based on at least one of the pieces of information acquired by the information acquisition unit; a risk probability calculation unit that calculates the probability of a risk that may occur in the future based on at least one of the pieces of information acquired by the information acquisition means; a display information control unit that determines whether the probability of the risk calculated by the risk probability calculation unit is equal to or greater than a predetermined threshold, and generates at least one of suggestive behavior induction information, intrinsic motivation information, and risk factor information according to the probability of the risk relative to the threshold and the inter-vehicle time calculated by the inter-vehicle time calculation unit, and controls the timing of displaying the information; A safe driving behavior establishment support system characterized by including a display device capable of displaying at least one of the suggestive behavior guidance information, the intrinsic motivation information, and the risk factor information generated by the display information control unit.

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