Driving assistance systems

Abstract

To improve convenience while providing appropriate driving assistance. [Solution] The driving support device 3 includes a speed acquisition unit 321 that acquires the vehicle's driving speed, and an information provision unit 322 that performs a first determination process to determine whether the driving speed is equal to or greater than a first speed threshold, and provides warning information indicating a warning if it is determined that the driving speed is equal to or greater than the first speed threshold. After providing the warning information, the information provision unit 322 performs a second determination process to determine whether the first condition has been met, and if it is determined that the first condition has been met, it performs the first determination process again. The first condition is that the elapsed time since it was determined that the driving speed is equal to or greater than the first speed threshold, or the elapsed time since the provision of warning information was stopped, is a predetermined time.

Description

Technical Field

[0001] The present invention relates to a driving support device.

Background Art

[0002] Conventionally, a drive recorder that provides driving support to a vehicle driver has been known (see, for example, Patent Document 1). In the technique described in Patent Document 1, when the traveling speed of a vehicle exceeds a speed threshold value such as a legal speed, an alarm is sounded from a speaker to provide driving support to the driver of the vehicle.

Prior Art Document

Patent Document

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the technique described in Patent Document 1, since an alarm is sounded when the traveling speed of a vehicle exceeds a speed threshold value, if the time exceeding the speed threshold value becomes relatively long, the alarm will sound frequently, which will be troublesome for the driver of the vehicle. As an example of this problem, it is considered to be a nuisance. Therefore, in order to solve this problem, it is conceivable to configure the alarm to stop after sounding once. However, when configured in this way, even if the traveling speed of the vehicle continues to exceed the speed threshold value, no further alarm will sound, so a dangerous driving will be left unattended and appropriate driving support cannot be provided. As an example of this problem, it is cited. Therefore, for example, there is a demand for a technology that can provide appropriate driving support while improving convenience.

[0005] The present invention has been made in view of the above, and aims to provide a driver assistance device that can provide appropriate driver assistance while improving convenience, for example. [Means for solving the problem]

[0006] The driving assistance device according to claim 1 comprises a speed acquisition unit that acquires the driving speed of a vehicle, and an information provision unit that performs a first determination process to determine whether the driving speed is equal to or greater than a first speed threshold, and provides warning information indicating a warning when it is determined that the driving speed is equal to or greater than the first speed threshold, wherein the information provision unit performs a second determination process to determine whether a first condition has been met after providing the warning information, and if it is determined that the first condition has been met, it performs the first determination process again, wherein the first condition is that the elapsed time since it was determined that the driving speed is equal to or greater than the first speed threshold, or the elapsed time since the provision of the warning information was stopped, is a predetermined time. [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 is a block diagram showing the configuration of the driver assistance system according to Embodiment 1. [Figure 2] Figure 2 is a block diagram showing the configuration of the in-vehicle terminal. [Figure 3] Figure 3 is a block diagram showing the configuration of the driver assistance system. [Figure 4] Figure 4 shows the data stored in the threshold database. [Figure 5] Figure 5 is a flowchart showing the driver assistance methods. [Figure 6] Figure 6 is a diagram illustrating a driver assistance method. [Figure 7] Figure 7 is a flowchart showing the driving assistance method according to Embodiment 2. [Figure 8] Figure 8 shows the data stored in the threshold DB according to Embodiment 3. [Figure 9]Figure 9 is a flowchart showing the driving assistance method according to Embodiment 4. [Modes for carrying out the invention]

[0008] The embodiments for carrying out the present invention (hereinafter referred to as "embodiments") will be described below with reference to the drawings. However, the present invention is not limited to the embodiments described below. Furthermore, in the drawings, the same parts are denoted by the same reference numerals.

[0009] (Embodiment 1) [Outline configuration of the driver assistance system] Figure 1 is a block diagram showing the configuration of the driver assistance system 1 according to Embodiment 1. The driver assistance system 1 is a system that provides driving assistance to the driver of the vehicle VE (Figure 1). As shown in Figure 1, this driver assistance system 1 comprises an in-vehicle terminal 2 and a driver assistance device 3. These in-vehicle terminal 2 and driver assistance device 3 communicate with each other via a wireless communication network NE (Figure 1). Note that the number of in-vehicle terminals 2 that communicate with the driver assistance system 3 is not limited to one unit as shown in Figure 1, but may be multiple units installed in multiple vehicles. For the sake of explanation, the following explanation will assume that there is one in-vehicle terminal 2 that communicates with the driver assistance system 3.

[0010] [Configuration of the in-vehicle terminal] Figure 2 is a block diagram showing the configuration of the in-vehicle terminal 2. The in-vehicle terminal 2 is, for example, a stationary navigation device or drive recorder installed in the vehicle's VE. However, the in-vehicle terminal 2 is not limited to a navigation device or drive recorder; a portable terminal such as a smartphone used by the occupants of the vehicle's VE may also be used. As shown in Figure 2, the in-vehicle terminal 2 comprises an operation input unit 21, a display unit 22, an audio output unit 23, a sensor unit 24, and a terminal body 25.

[0011] The operation input unit 21 is composed of buttons, switches, touch panels, etc. that receive user operations, and outputs an operation signal corresponding to the user operation to the terminal main body 25. The display unit 22 is composed of a display using liquid crystal or organic EL (Electro Luminescence), etc., and displays various images under the control of the terminal main body 25. The audio output unit 23 includes a speaker 231 (see FIG. 6), converts a digital audio signal acquired from the terminal main body 25 into an analog audio signal by D / A (Digital / Analog) conversion, and outputs audio corresponding to the analog audio signal from the speaker 231.

[0012] As shown in FIG. 2, the sensor unit 24 includes a GNSS (Global Navigation Satellite System) sensor 241 and a vehicle speed sensor 242. The GNSS sensor 241 receives radio waves including positioning data transmitted from navigation satellites using GNSS. The positioning data is used to detect the absolute position of the vehicle VE from latitude and longitude information, etc. The GNSS used may be, for example, GPS (Global Positioning System), or other systems. The vehicle speed sensor 242 detects the traveling speed of the vehicle VE and generates vehicle speed data corresponding to the traveling speed. Then, the sensor unit 24 outputs output data such as the above-mentioned positioning data and vehicle speed data to the terminal main body 25.

[0013] As shown in FIG. 2, the terminal main body 25 includes a communication unit 251, a control unit 252, and a storage unit 253. The communication unit 251 transmits and receives information to and from the driving support device 3 via the network NE under the control of the control unit 252. The control unit 252 is realized by executing various programs stored in the storage unit 253 by a controller such as a CPU (Central Processing Unit) or MPU (Micro Processing Unit), and controls the operation of the in-vehicle terminal 2 as a whole. Note that the control unit 252 may be constituted by an integrated circuit such as an ASIC (Application Specific Integrated Circuit) or FPGA (Field Programmable Gate Array), not limited to a CPU or MPU. The storage unit 253 stores various programs executed by the control unit 252 and data etc. necessary when the control unit 252 performs processing.

[0014] 〔Configuration of Driving Support Device〕 FIG. 3 is a block diagram showing the configuration of the driving support device 3. The driving support device 3 is, for example, a server device. As shown in FIG. 3, this driving support device 3 includes a communication unit 31, a control unit 32, and a storage unit 33.

[0015] The communication unit 31 transmits and receives information to and from the in-vehicle terminal 2 (communication unit 251) via the network NE under the control of the control unit 32. The control unit 32 is realized by executing various programs (including the driving support program according to this embodiment) stored in the storage unit 33 by a controller such as a CPU or MPU, and controls the operation of the driving support device 3 as a whole. Note that the control unit 32 may be constituted by an integrated circuit such as an ASIC or FPGA, not limited to a CPU or MPU. As shown in FIG. 3, this control unit 32 includes an information acquisition unit 321 and an information provision unit 322.

[0016] The information acquisition unit 321 acquires various information from the in-vehicle terminal 2 via the communication unit 31. The various information is output data (positioning data and vehicle speed data) from the sensor unit 24. That is, the information acquisition unit 321 corresponds to the speed acquisition unit according to this embodiment. The information provision unit 322 provides information to assist driving (in this embodiment, the warning information shown below) to the driver of the vehicle VE. As shown in Figure 3, the information provision unit 322 comprises a threshold acquisition unit 3221, a first determination processing execution unit 3222, a warning information generation unit 3223, and a second determination processing execution unit 3224.

[0017] The threshold acquisition unit 3221 acquires the first and second speed thresholds and time thresholds associated with the road on which the vehicle VE is traveling (hereinafter referred to as the target road) from the storage unit 33 (threshold DB (database) 332). Here, the first speed threshold is the standard speed for safely driving on the road in question. The first speed threshold may be the legal speed limit for the road in question, or it may be a value arbitrarily set by the administrator of the driving support system 1 (for example, a value obtained by multiplying the legal speed limit by a predetermined coefficient (for example, 0.8)). Furthermore, the second speed threshold is a value less than or equal to the corresponding first speed threshold (for example, the first speed threshold multiplied by a coefficient of 1 or less (e.g., 0.8)). Furthermore, the time threshold is a threshold used in the second determination process described later, and corresponds to the "predetermined time" in this embodiment.

[0018] The first determination processing unit 3222 performs a first determination process to determine whether the speed of a vehicle VE traveling on the target road is equal to or greater than a first speed threshold associated with the target road. The warning information generation unit 3223 generates warning information if the first determination process determines that "YES (the vehicle VE's driving speed is equal to or greater than the first speed threshold)." The warning information generation unit 3223 then transmits the warning information to the in-vehicle terminal 2 via the communication unit 31. Upon receiving the warning information, the in-vehicle terminal 2 broadcasts the warning information from the display unit 22 and the audio output unit 23. In this way, the warning information is provided to the driver of the vehicle VE.

[0019] The second determination processing unit 3224, after providing the warning information, performs a second determination process to determine whether or not one of the first condition and the second condition has been met. Here, the first condition is that the elapsed time since the first determination process determined "YES (vehicle VE's speed is equal to or greater than the first speed threshold)" reaches the time threshold associated with the target road. The second condition is that the speed of the vehicle VE traveling on the target road is less than the second speed threshold associated with that target road. Then, the first determination processing execution unit 3222, after determining once in the first determination processing that "YES (the vehicle VE's driving speed is equal to or greater than the first speed threshold)", executes the first determination processing again if it determines in the second determination processing that "YES (either the first or second condition is met)".

[0020] The storage unit 33 stores various programs executed by the control unit 32 (including the driving support program according to this embodiment), as well as data necessary for the control unit 32 to perform processing. As shown in Figure 3, the storage unit 33 includes a map DB 331 and a threshold DB 332. Map DB331 stores map data. This map data includes road data represented by links corresponding to roads and nodes corresponding to road connections (intersections).

[0021] Figure 4 shows the data stored in the threshold DB332. The threshold DB332 stores data associated with the first speed threshold, the second speed threshold, and the time threshold described above for each road. Specifically, in the example shown in Figure 4, a road, "Road #1," is associated with a first speed threshold, "First Speed ​​Threshold #1," a second speed threshold, "Second Speed ​​Threshold #2," and a time threshold, "Time Threshold #0." In this embodiment 1, as shown in Figure 4, the same value (e.g., 5 minutes) "Time Threshold #0" is associated with all roads. In the example shown in Figure 4, the road, the first speed threshold, the second speed threshold, and the time threshold are represented by abstract codes such as "Road #1," "First Speed ​​Threshold #1," "Second Speed ​​Threshold #1," and "Time Threshold #0," respectively. However, in reality, numerical values ​​or strings of characters will be stored.

[0022] [Driving assistance methods] Next, the operation (driving assistance method) of the driving assistance device 3 (control unit 32) will be explained. Figure 5 is a flowchart showing the driver assistance method. Figure 6 is a diagram illustrating the driver assistance method. First, the information acquisition unit 321 starts acquiring various types of information from the in-vehicle terminal 2 via the communication unit 31 (output data from the sensor unit 24 (positioning data and vehicle speed data)) (step S1: speed acquisition step). Thereafter, the information acquisition unit 321 repeatedly performs the acquisition of these types of information from the in-vehicle terminal 2 at predetermined intervals.

[0023] After step S1, the threshold acquisition unit 3221 acquires the first and second speed thresholds and time thresholds associated with the target road from the threshold DB 332 (step S2). Specifically, the threshold acquisition unit 3221 estimates the current position of the in-vehicle terminal 2, that is, the current position of the vehicle VE on which the in-vehicle terminal 2 is mounted, based on the positioning data acquired by the information acquisition unit 321. The threshold acquisition unit 3221 also refers to the map data stored in the map DB 331 and identifies the target road on which the vehicle VE is traveling, corresponding to the vehicle VE's current position. Then, the threshold acquisition unit 3221 acquires the first and second speed thresholds and time thresholds associated with the target road from the threshold DB 332. For example, if the target road is "Road #2", the threshold acquisition unit 3221 acquires the "first speed threshold #2", "second speed threshold #2", and "time threshold #2" associated with "Road #2".

[0024] After step S2, the first determination processing execution unit 3222 determines whether the vehicle speed VE, based on the vehicle speed data acquired by the information acquisition unit 321, is equal to or greater than the first speed threshold acquired in step S2 (step S3).

[0025] If it is determined that the vehicle VE's travel speed is less than the first speed threshold (step S3: No), the control unit 32 determines whether or not the target road has changed (step S4). Specifically, the control unit 32 estimates the current position of the vehicle VE based on the positioning data acquired by the information acquisition unit 321. Then, the control unit 32 refers to the map data stored in the map DB 331 and determines whether the target road on which the vehicle VE is traveling, corresponding to the vehicle VE's current position, has changed. In other words, the control unit 32 determines whether the vehicle VE has started traveling on a different road than the one it was previously traveling on. If it is determined that the target road has not changed (step S4: No), the control unit 32 returns to step S3. On the other hand, if it is determined that the target road has changed (step S4: Yes), the control unit 32 returns to step S2.

[0026] If it is determined that the vehicle VE's travel speed is equal to or greater than the first speed threshold (step S3: Yes), the second determination processing execution unit 3224 starts measuring time at the time the first determination processing in step S3 is determined to be "Yes" (step S5). Furthermore, the warning information generation unit 3223 generates warning information indicating a warning and transmits (provides) this warning information to the in-vehicle terminal 2 via the communication unit 31 (step S6). As a result, for example, as shown in Figure 6, a message such as "You are exceeding the speed limit" based on the warning information is output from the speaker 231. Note that in Figure 5, for the sake of explanation, step S6 is shown after step S5, but in reality, steps S5 and S6 are executed almost simultaneously.

[0027] After step S6, the second determination processing unit 3224 determines whether the time that was started in step S5 has reached the time threshold (e.g., 5 minutes) obtained in step S2 (step S7). If it is determined that the measured time has reached the time threshold (step S7: Yes), the control unit 32 proceeds to step S4. On the other hand, if it is determined that the measured time has not reached the time threshold (step S7: No), the second determination processing execution unit 3224 determines whether the driving speed of the vehicle VE based on the vehicle speed data acquired by the information acquisition unit 321 is less than the second speed threshold acquired in step S2 (step S8). In step S8, it is determined whether the driving speed of the vehicle VE, which was above the first speed threshold, has decreased to below the second speed threshold.

[0028] If it is determined that the vehicle VE's travel speed is less than the second speed threshold (step S8: Yes), the control unit 32 proceeds to step S4. On the other hand, if it is determined that the vehicle VE's travel speed is equal to or greater than the second speed threshold (step S8: No), the control unit 32 determines whether or not the target road has changed, similar to step S4 (step S9).

[0029] If it is determined that the target road has not changed (step S9: No), the control unit 32 returns to step S7. On the other hand, if it is determined that the target road has changed (step S9: Yes), the control unit 32 returns to step S2. Steps S2, S3, S5-S8 described above correspond to the information provision steps in this embodiment.

[0030] According to the first embodiment described above, the following effects are achieved. The driver assistance device 3 according to this embodiment 1 performs a first determination process and provides warning information if it determines in the first determination process that the vehicle VE's driving speed is equal to or greater than a first speed threshold. After providing the warning information, the driver assistance device 3 performs a second determination process and, if it determines that the first condition is met, performs the first determination process again. In other words, if the vehicle VE's driving speed remains equal to or greater than the first speed threshold, the driver assistance device 3 provides warning information once when the driving speed becomes equal to or greater than the first speed threshold, and provides warning information again when the elapsed time from that point reaches a time threshold. Therefore, according to the driving assistance device 3 of this embodiment 1, in the above-mentioned case, warning information is not provided frequently, so it does not become a nuisance to the vehicle VE driver and convenience can be improved. Furthermore, in the above-mentioned case, warning information is provided again, so dangerous driving is not left unattended and appropriate driving assistance can be provided.

[0031] Here, we consider a scenario where the vehicle VE's speed exceeds a first speed threshold, then decreases, and remains at a speed between the first and second speed thresholds. Driving in this case is also dangerous because the vehicle VE's speed is relatively high. Even in such cases, the driving support device 3 according to this embodiment 1 provides warning information again when the elapsed time from the moment the vehicle VE's driving speed exceeds the first speed threshold reaches a time threshold, thus preventing the aforementioned dangerous driving from being left unattended. In other words, it enables appropriate driving support.

[0032] (Embodiment 2) Next, we will describe Embodiment 2. In the following description, components similar to those in Embodiment 1 described above are denoted by the same reference numerals, and their detailed descriptions are omitted or simplified. This second embodiment differs from the first embodiment described above in that the following functions are added to the information provision unit 322. Specifically, the information provision unit 322 according to this second embodiment shortens the time threshold if, even after determining that the first condition is met and executing the first determination process a predetermined number of times or more consecutively, the vehicle VE's running speed is equal to or greater than the first speed threshold.

[0033] Figure 7 is a flowchart showing the driving assistance method according to Embodiment 2. In the driving assistance method according to this second embodiment, as shown in Figure 7, steps S10 and S11 are added to the driving assistance method described in the first embodiment (Figure 5) in accordance with the additional functions provided to the information provision unit 322. Therefore, only steps S10 and S11 will be described below.

[0034] Step S10 is executed when it is determined that the measured time has reached the time threshold (Step S7: Yes). Specifically, the information provision unit 322 determines whether the number of times the first determination process (step S3) has been executed consecutively on the same target road has reached a count threshold. The "number of times the first determination process (step S3) has been executed consecutively" is the number of times the loop of steps S3, S5~S7, S10, and S4 has been repeatedly executed. Step S11 may also be included in this loop. Although not shown in detail in the diagram, this count threshold is associated with the road in the threshold DB 332 along with the first and second speed thresholds and time thresholds. The count threshold may be the same value for all roads, or it may be a different value for each road.

[0035] If it is determined that the number of times the first determination process has been executed consecutively has not reached the threshold (step S10: No), the control unit 32 proceeds to step S4. On the other hand, if it is determined that the number of times the first determination process has been executed consecutively has reached the count threshold (step S10: Yes), the information provision unit 322 shortens the time threshold obtained in step S2 (step S11). After this, the control unit 32 returns to step S4. That is, when step S7 is executed next on the same target road, the time threshold shortened in step S11 is used.

[0036] According to this embodiment 2 described above, in addition to the same effects as in embodiment 1 described above, the following effects are achieved. In the driving support device 3 according to this second embodiment, if the number of times the first determination process is executed consecutively by determining that the first condition is met reaches the count threshold, but the vehicle VE's driving speed is equal to or greater than the first speed threshold, the time threshold is shortened. That is, as the number of times the loop of steps S3, S5~S7, S10, S11, and S4 is repeatedly executed increases, the driving support device 3 gradually shortens the interval at which warning information is provided in step S6. Therefore, if the vehicle VE's driving speed remains above the first speed threshold for an extended period, warning information will be frequently provided to prompt the vehicle VE's driver to reduce the speed. In other words, appropriate driving assistance can be provided.

[0037] (Embodiment 3) Next, Embodiment 3 will be described. In the following description, components similar to those in Embodiment 1 described above are denoted by the same reference numerals, and their detailed descriptions are omitted or simplified. Figure 8 shows the data stored in the threshold DB332 according to Embodiment 3. In the embodiment 1 described above, the time threshold was set to the same value for all roads. In contrast, in this third embodiment, the time threshold is set to a different value for each road. More specifically, the time threshold is set to be shorter the lower the first speed threshold is. In the example shown in Figure 8, among the three values ​​"First velocity threshold #1", "First velocity threshold #2", and "First velocity threshold #3", "First velocity threshold #1" is the highest and "First velocity threshold #3" is the lowest. Therefore, among the three values ​​"Time threshold #1", "Time threshold #2", and "Time threshold #3", "Time threshold #1" is the longest and "Time threshold #3" is the shortest.

[0038] According to this embodiment 3 described above, in addition to the same effects as in embodiment 1 described above, the following effects are achieved. In this third embodiment, the time threshold is set lower the lower the first speed threshold is. For example, when driving at a speed above the first speed threshold on a highway or the like where the first speed threshold is relatively high, compared to driving at a speed above the first speed threshold on a general road or the like where the first speed threshold is relatively low, the latter case may have a higher risk of causing an accident. Therefore, according to this third embodiment, in the latter case described above, the interval for providing warning information can be shortened compared to the former case described above, prompting the vehicle VE driver to stop dangerous driving and enabling appropriate driving assistance.

[0039] (Embodiment 4) Next, we will describe Embodiment 4. In the following description, components similar to those in Embodiment 1 described above are denoted by the same reference numerals, and their detailed descriptions are omitted or simplified. Figure 9 is a flowchart showing the driving assistance method according to Embodiment 4. In this embodiment 4, as shown in Figure 9, the timing at which time measurement starts in step S5 is different from that of embodiment 1 described above. More specifically, in this embodiment 4, after the in-vehicle terminal 2 has finished outputting the message "You are exceeding the speed limit" based on warning information from the speaker 231, it transmits a signal indicating that it has completed the process to the driver assistance device 3 via the communication unit 251. The information acquisition unit 321 then acquires this signal from the in-vehicle terminal 2 via the communication unit 31. The second determination processing execution unit 3224 then starts measuring time when the information acquisition unit 321 acquires the signal (step S5). After this, the control unit 32 proceeds to step S7. In other words, the first condition according to this embodiment 4 is that the elapsed time since the provision of warning information was stopped reaches the time threshold associated with the target road.

[0040] Even when configured as in Embodiment 4 described above, the same effects as in Embodiment 1 described above are achieved.

[0041] (Other embodiments) While embodiments for carrying out the present invention have been described so far, the present invention should not be limited to the embodiments 1 to 4 described above. In the embodiments 1 to 4 described above, all components of the driver assistance device 3 may be provided on the in-vehicle terminal 2. In this case, the in-vehicle terminal 2 corresponds to the driver assistance device according to this embodiment. Alternatively, some functions of the control unit 32 in the driver assistance device 3 may be provided on the in-vehicle terminal 2. In this case, the entire driver assistance system 1 corresponds to the driver assistance device according to this embodiment.

[0042] In embodiments 1 to 4 described above, the first speed threshold may be set to the same value for all roads. The same applies to the second speed threshold. In the embodiments 1 to 4 described above, the second condition does not need to be considered in the second determination process. In other words, step S8 may be omitted. [Explanation of Symbols]

[0043] 3. Driving assistance systems 321 Information acquisition section (speed acquisition section) 322 Intelligence Provision Department

Claims

[Claim 1] A speed acquisition unit that acquires the vehicle's speed, The system includes an information providing unit that performs a first determination process to determine whether the driving speed is equal to or greater than a first speed threshold, and provides warning information indicating a warning if it is determined that the driving speed is equal to or greater than the first speed threshold. The aforementioned information provision unit, After providing the aforementioned warning information, a second determination process is performed to determine whether the first condition is met, and if it is determined that the first condition is met, the first determination process is performed again. The first condition is, The elapsed time since it was determined that the driving speed is equal to or greater than the first speed threshold, or the elapsed time since the provision of the warning information was stopped, is a predetermined time. A driving assistance device characterized by the following features.

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