Traffic Safety Support System

Abstract

To provide a traffic safety support system capable of improving safety, convenience, and smoothness of traffic by a moving body through risk notification or caution notification.SOLUTION: A risk notification setting unit acquires a rule observance degree related to use of a direction indicator when a moving body recognized as a preceding vehicle (a truck 95) of a support target (a motorcycle 96) having a notification device for performing risk notification turned right or left in the past, to set an operation mode of risk notification by the notification device. When distance between the preceding vehicle and a left turnable location 92 in front of the preceding vehicle is less than a distance threshold and the direction indicator of the preceding vehicle is not in operation, the risk notification setting unit starts the risk notification at timing determined based on collision prediction time between the support target and the preceding vehicle, and changes notification intensity at the start of the risk notification or timing for increasing the notification intensity of the risk notification according to the rule observance degree.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a traffic safety support system, and more particularly to a traffic safety support system that supports safe movement of a mobile object through risk notification or caution notification. [Background technology]

[0002] In public transportation, various traffic participants, such as moving objects such as four-wheeled automobiles, motorcycles, and bicycles, as well as pedestrians, travel at different speeds based on their own will. As a technology for improving the safety and convenience of traffic participants in such public transportation, for example, Patent Document 1 discloses a driving assistance device that assists vehicle drivers in safe driving.

[0003] The driving assistance device disclosed in Patent Document 1 includes a risk prediction unit that predicts the risk level of the vehicle based on information about the vehicle's driving state and the surrounding environment, and a warning control unit that warns the driver by voice, text display, etc., based on the evaluation result of the predicted risk level. When some kind of risk is predicted, the driving assistance device disclosed in Patent Document 1 can urge the driver to perform driving operations to avoid the predicted risk, thereby supporting safe driving by the driver. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-136001 Summary of the Invention [Problem to be solved by the invention]

[0005] When turning left or right, it is necessary to slow down sufficiently before starting to steer, so turn signals are used to let following vehicles know this. However, some drivers start turning without using turn signals. In such cases, the vehicle in front suddenly decelerates without any warning from the following vehicle's perspective, and there is a risk that the following vehicle will not be able to take evasive action in time and may end up colliding with the vehicle.

[0006] The present invention aims to provide a traffic safety support system that can improve the safety, convenience, and smoothness of mobile traffic through risk notifications or caution notifications. [Means for solving the problem]

[0007] (1) The traffic safety support system of the present invention supports the safe movement of a mobile body that is a support target and is equipped with a notification device that issues risk notifications at multiple different notification intensities. The system includes: a recognition means that recognizes recognized objects, including traffic participants and the traffic environment, in a monitoring area surrounding the support target and acquires recognition information regarding these recognized objects; a rule compliance acquisition means that acquires the degree of compliance with rules regarding the use of turn signals when a mobile body that is recognized by the recognition means as a mobile body ahead of the support target has made a right or left turn in the past; and a risk notification setting means that sets the operation mode of the risk notification by the notification device based on the recognition information.The risk notification setting means is characterized in that, when the distance between the mobile body ahead and a point ahead of the mobile body where a right or left turn is possible is less than a distance threshold and the turn signal of the mobile body ahead is not operating, it starts the risk notification at a timing determined based on the predicted time of a collision between the support target and the mobile body ahead, and changes the notification intensity at the start of the risk notification or the timing for increasing the notification intensity of the risk notification according to the degree of compliance with rules.

[0008] (2) The traffic safety support system of the present invention is a first support target, which is a first moving body equipped with a first notification device that issues risk notifications under a plurality of different notification intensities, and a second support target, which is a second moving body equipped with a second notification device that issues caution notifications regarding safe driving, and supports the safe movement of the first and second support targets, and includes a recognition means that recognizes recognition targets including traffic participants and traffic environments in a target traffic area and acquires recognition information regarding these recognition targets, a rule compliance calculation means that acquires from the recognition information information about the use history of a turn signal of the second support target when turning right or left, calculates a rule compliance level regarding the use of the turn signal of the second support target based on the use history information, and stores the calculated rule compliance level in a rule compliance database, and a rule compliance calculation means that calculates a rule compliance level regarding the use of the turn signal of the second support target based on the recognition information. and a warning notification setting means for setting the operating mode of a risk notification by the second notification device based on the degree of rule compliance for the second support target, wherein when the distance between the leading moving body of the first support target and a point where a right or left turn can be made in front of the leading moving body is less than a distance threshold and the turn signal of the leading moving body is not activated, the risk notification setting means starts the risk notification at a timing determined based on the predicted collision time between the first support target and the leading moving body, and changes the notification intensity at the start of the risk notification or the timing for increasing the notification intensity of the risk notification according to the degree of rule compliance for the leading moving body obtained from the rule compliance database. [Effects of the Invention]

[0009] (1) In the traffic safety support system according to the present invention, the risk notification setting means initiates a risk notification at a timing determined based on the predicted collision time between the support target and the leading moving body when the distance between the support target and the leading moving body is less than the distance threshold and the leading moving body's turn signal is not activated. Excessive risk notifications can be irritating to the driver. Therefore, the risk notification setting means varies the notification intensity at the start of the risk notification or the timing for increasing the notification intensity of the risk notification, depending on the leading moving body's compliance with rules regarding the use of turn signals when making previous right or left turns. This allows the notification intensity to be increased at an appropriate timing depending on the leading moving body's compliance with rules, thereby improving traffic safety, convenience, and smoothness.

[0010] (2) According to the present invention, for the same reasons as in the invention according to (1), the notification intensity can be increased at an appropriate time depending on the degree of rule compliance of the moving body in front of the first support target, thereby improving traffic safety, convenience, and smoothness. Furthermore, while the present invention requires information on the degree of rule compliance, the present invention calculates the degree of rule compliance based on the recognition information acquired by the recognition means, stores this in a database, and uses the calculated degree of rule compliance to set the operating mode of the warning notification by the second notification device. This makes it possible to improve traffic safety for the second support target through the warning notification, while also improving traffic safety for the first support target through the risk notification. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a diagram showing the configuration of a traffic safety support system according to an embodiment of the present invention and a portion of a target traffic area that is a support target of this traffic safety support system. [Figure 2] 1 is a block diagram showing the configuration of a collaboration support device and a plurality of area terminals communicably connected to the collaboration support device. [Figure 3A] 1 is a block diagram showing the configuration of a notification device mounted on a four-wheeled vehicle. [Figure 3B] 1 is a block diagram showing the configuration of a notification device mounted on a motorcycle. [Figure 3C] 10 is a block diagram showing the configuration of a notification device mounted on a portable information processing terminal carried by a pedestrian. FIG. [Figure 4] FIG. 10 is a diagram illustrating an example of a monitoring area including a point where a left turn is permitted. [Figure 5A] 5 is a flowchart showing the procedure for setting a risk notification setting value for a motorcycle traveling as a following vehicle on a main road in the monitoring area shown in FIG. 4 toward a point where a left turn is possible. [Figure 5B] 5 is a flowchart showing the procedure for setting a risk notification setting value for a motorcycle traveling as a following vehicle on a main road in the monitoring area shown in FIG. 4 toward a point where a left turn is possible. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, a traffic safety support system according to an embodiment of the present invention will be described with reference to the drawings.

[0013] FIG. 1 is a diagram showing a schematic configuration of a traffic safety support system 1 according to this embodiment and a part of a target traffic area 9 in which traffic participants to be supported by this traffic safety support system 1 exist.

[0014] The traffic safety support system 1 recognizes pedestrians 4, who are people moving in the target traffic area 9, and moving bodies such as four-wheeled vehicles 2 and motorcycles 3, as individual traffic participants, and notifies each traffic participant of the support information generated through this recognition, thereby supporting the safe and smooth traffic of each traffic participant in the target traffic area 9 by encouraging communication between each traffic participant moving based on their own will (specifically, for example, mutual recognition between each traffic participant) and recognition of the surrounding traffic environment.

[0015] FIG. 1 illustrates a case where a target traffic area 9 is the vicinity of an intersection 52 in an urban area, which includes a roadway 51, an intersection 52, a sidewalk 53, and traffic lights 54 as traffic infrastructure facilities. FIG. 1 shows a case where a total of seven four-wheeled vehicles 2 and a total of two motorcycles 3 are moving on the roadway 51 and within the intersection 52, and a total of three pairs of pedestrians 4 are moving on the sidewalk 53 and within the intersection 52. FIG. 1 also shows a case where a total of three infrastructure cameras 56 are installed.

[0016] The traffic safety support system 1 comprises a group of on-board devices 20 (including on-board devices mounted on the four-wheeled vehicles 2 as well as portable information processing terminals held or worn by the drivers of the four-wheeled vehicles 2) that travel with each of the four-wheeled vehicles 2, a group of on-board devices 30 (including on-board devices mounted on the motorcycles 3 as well as portable information processing terminals held or worn by the drivers of the motorcycles 3) that travel with each of the two-wheeled vehicles 3, portable information processing terminals 40 held or worn by each of the pedestrians 4 and cyclists (not shown), a plurality of infrastructure cameras 56 installed in the target traffic area 9, a signal control device 55 that controls traffic lights 54, and a collaboration support device 6 that is communicatively connected to a plurality of terminals (hereinafter simply referred to as "area terminals") present in the target traffic area 9, such as the groups of on-board devices 20, 30, the portable information processing terminals 40, the infrastructure cameras 56, and the signal control devices 55.

[0017] The cooperative support device 6 is configured by one or more computers communicably connected to the above-mentioned multiple area terminals via a base station 57. More specifically, the cooperative support device 6 is configured by a server connected to the multiple area terminals via the base station 57, a network core, and the Internet, an edge server connected to the multiple area terminals via the base station 57 and an MEC (Multi-access Edge Computing) core, etc.

[0018] FIG. 2 is a block diagram showing the configuration of a collaboration support device 6 and a plurality of area terminals connected to the collaboration support device 6 so as to be able to communicate with each other.

[0019] The group of on-board devices 20 mounted on four-wheeled vehicles 2 in the target traffic area 9 includes, for example, an on-board driving assistance device 21 that assists the driver in driving, a notification device 22 that notifies the driver of various information, a driver subject state sensor 23 that detects the state of the driver while driving, an on-board communication device 24 that performs wireless communication between the vehicle and the collaborative assistance device 6 or other vehicles in the vicinity of the vehicle, and a portable information processing terminal 25 owned or worn by the driver.

[0020] The in-vehicle driving assistance device 21 includes an external sensor unit, a vehicle status sensor, a navigation device, a driving assistance ECU, etc. The external sensor unit includes an exterior camera unit that captures images of the surroundings of the vehicle, multiple in-vehicle external sensors mounted on the vehicle, such as a radar unit and a Light Detection and Ranging (LIDAR) unit that detect objects outside the vehicle by using electromagnetic waves, and an external recognition device that acquires information about the surroundings of the vehicle by performing sensor fusion processing on the detection results of these in-vehicle external sensors. The vehicle status sensor includes sensors that acquire information about the driving status of the vehicle, such as a vehicle speed sensor, an acceleration sensor, a steering angle sensor, a yaw rate sensor, a position sensor, and a direction sensor. The navigation device includes, for example, a Global Navigation Satellite System (GNSS) receiver that identifies the current position of the vehicle based on signals received from GNSS satellites, a storage device that stores map information, etc.

[0021] The driving assistance ECU executes driving assistance controls such as lane departure prevention control, lane change control, leading vehicle following control, false start prevention control, collision mitigation brake control, and collision avoidance control based on information acquired by the external sensor unit, the vehicle state sensor, the navigation device, etc. The driving assistance ECU also generates driving assistance information for assisting the driver in safe driving based on the information acquired by the external sensor unit, the vehicle state sensor, the navigation device, etc. and transmits the information to the notification device 22.

[0022] Here, the driving assistance ECU initiates collision mitigation brake control, which automatically operates the braking device of the host vehicle to mitigate damage caused by contact between the host vehicle and the other moving object, on the condition that a moving object that may come into contact with the host vehicle is present within a predetermined collision mitigation brake operation range centered on the host vehicle. The driving assistance ECU also initiates collision avoidance control, which automatically operates the steering device of the host vehicle to avoid contact between the host vehicle and the other moving object, on the condition that a moving object that may come into contact with the host vehicle is present within a predetermined collision avoidance steering operation range centered on the host vehicle. Hereinafter, the collision mitigation brake operation range and the collision avoidance steering operation range are collectively referred to as the "ADAS operation range."

[0023] The driver's subject state sensor 23 is composed of various devices that acquire time-series data of information correlated with the driver's driving ability while driving. The driver's subject state sensor 23 is composed of, for example, an in-vehicle camera that detects the direction of the driver's line of sight and whether the driver's eyes are open while driving, a seat belt sensor attached to the seat belt worn by the driver that detects the driver's pulse and whether the driver is breathing, a steering sensor attached to the steering wheel held by the driver that detects the driver's skin potential, an in-vehicle microphone that detects whether the driver is talking to a passenger, etc.

[0024] The in-vehicle communication device 24 has a function of transmitting information acquired by the driving assistance ECU (including information acquired by the external sensor unit, the vehicle status sensor, and the navigation device, etc., and control information related to driving assistance control currently being performed), and information related to the driver acquired by the driver's status sensor 23, to the collaborative assistance device 6, and a function of receiving collaborative assistance information transmitted from the collaborative assistance device 6 and transmitting the received collaborative assistance information to the notification device 22.

[0025] The notification device 22 is composed of various devices that notify the driver of various information through the driver's hearing, vision, touch, etc. by operating a man-machine interface (hereinafter sometimes abbreviated as "HMI (Human Machine Interface)") in a manner determined based on the driving assistance information transmitted from the in-vehicle driving assistance device 21 and the collaborative assistance information transmitted from the collaborative assistance device 6.

[0026] 3A is a block diagram showing the configuration of notification device 22 mounted on a four-wheeled vehicle. Note that Fig. 3A illustrates only the blocks of notification device 22 that are particularly related to control based on the collaboration support information transmitted from collaboration support device 6.

[0027] The notification device 22 includes an HMI 220 that operates in a manner that can be recognized by the driver, and an HMI control device 225 that operates the HMI 220 based on the collaboration support information transmitted from the collaboration support device 6.

[0028] The HMI 220 includes an acoustic device 221 that operates in a manner that the driver can hear, a head-up display 222 that operates in a manner that the driver can see, and a seat belt control device 223 and a seat vibration device 224 that operate in a manner that the driver can feel.

[0029] The sound device 221 includes a headrest speaker 221a that is provided on the headrest of the driver's seat where the driver sits and is capable of emitting directional binaural sound, and a main speaker 221b that is provided near the driver's seat and the passenger seat. The headrest speaker 221a and the main speaker 221b emit sounds in response to commands from the HMI control device 225. The head-up display 222 displays an image in response to commands from the HMI control device 225 within the field of view of the driver while driving (for example, on the windshield). The seat belt control device 223 changes the tension of the seat belt worn by the driver in response to commands from the HMI control device 225. The seat vibration device 224 vibrates the seat where the driver sits with an amplitude and / or frequency in response to commands from the HMI control device 225.

[0030] The HMI control device 225 includes a soundness control device 226 that issues a soundness notification by operating the HMI 220 in a predetermined manner to sounden the driver's driving ability (particularly, cognitive ability), a risk notification control device 227 that issues a risk notification by operating the HMI 220 in a predetermined manner to make the driver aware of the presence of an imminent risk, and a caution notification control device 228 that operates the HMI 220 in a predetermined manner to encourage the driver to drive safely. As will be described later, the collaboration support information transmitted from the collaboration support device 6 to the four-wheeled vehicle 2 includes information on a soundness notification setting value for setting on / off of the soundness notification by the soundness control device 226, information on a risk notification setting value for setting on / off of the risk notification by the risk notification control device 227 and the type of notification mode described below, caution information for encouraging the driver to drive safely, information on an imminent risk for the driver (hereinafter also referred to as "risk information"), etc.

[0031] The health notification setting value input to the health control device 226 is set to either “0” which turns off the health notification by the health control device 226, or “1” which turns on the health notification by the health control device 226.

[0032] When the health notification setting value is "0", the health control device 226 sets the health notification to off. That is, when the health notification setting value is "0", the health control device 226 does not operate the HMI 220. Note that this does not prevent the risk notification control device 227 from operating the HMI 220.

[0033] When the health notification setting value is "1", the health control device 226 sets the health notification to ON. More specifically, the health control device 226 improves the driving ability of the driver by playing music that attracts the driver's interest through, for example, the headrest speaker 221a or the main speaker 221b. At this time, the BPM (Beats Per Minute) of the music may be changed or the bass may be emphasized in order to increase the driver's level of awareness.

[0034] In this way, the health improvement control device 226 activates the HMI 220 to improve the driver's driving ability. Therefore, when the risk notification by the risk notification control device 227 described below is set to on (i.e., when the risk notification setting value is "1" or "2"), the health improvement notification may be turned off so as not to bother the driver. In addition, in this embodiment, the health improvement control device 226 activates the headrest speaker 221a and the main speaker 221b to improve the driver's driving ability mainly through the driver's hearing, but the present invention is not limited to this. The health improvement control device 226 may also activate, for example, the seat belt control device 223 or the seat vibration device 224.

[0035] The risk notification control device 227 can provide risk notification in multiple notification modes, each differing in at least one of the target device and operation mode of the HMI 220. More specifically, the risk notification control device 227 can provide risk notification in at least one of the following notification modes: a warning mode intended to make the driver aware of a potential risk; an analog notification mode intended to make the driver aware of the presence and / or severity of an actual risk; and a predictive assistance notification mode intended to notify the driver of useful information for avoiding a predicted risk. Therefore, the risk notification setting value input to the risk notification control device 227 is set to one of the following values: “0” to turn off risk notification; “1” to turn on risk notification in the warning mode; “2” to turn on risk notification in the analog notification mode; “3” to turn on risk notification in the predictive assistance notification mode; “4” to turn on risk notification in both the warning mode and the predictive assistance notification mode; and “5” to turn on risk notification in both the analog notification mode and the predictive assistance notification mode.

[0036] The risk notification control device 227 sets the risk notification to off when the risk notification setting value is "0." That is, the risk notification control device 227 does not operate the HMI 220 when the risk notification setting value is "0." Note that this does not prevent the health control device 226 from operating the HMI 220.

[0037] When the risk notification setting value is "1", the risk notification control device 227 sets the notification mode to the presence notification mode and turns on risk notification under the set notification mode.

[0038] If the risk notification setting value is "2", the risk notification control device 227 sets the notification mode to the analog notification mode and turns on risk notification under the set notification mode.

[0039] If the risk notification setting value is "3", the risk notification control device 227 sets the notification mode to the predicted assistance notification mode and turns on risk notification under the set notification mode.

[0040] When the risk notification setting value is "4", the risk notification control device 227 sets the notification mode to the presence notification mode and the prediction support notification mode, and turns on risk notification under these set notification modes.

[0041] Furthermore, when the risk notification setting value is "5", the risk notification control device 227 sets the notification mode to the analog notification mode and the predicted assistance notification mode, and turns on risk notification under these set notification modes.

[0042] Here, when the notification mode is set to the predictive support notification mode, the risk notification control device 227 generates risk avoidance support information that is useful for the driver to avoid an imminent risk based on the risk information transmitted from the collaboration support device 6, and activates the audio device 221 and head-up display 222 of the HMI 220 in a manner that allows the driver to perceive this risk avoidance support information audibly or visually. Here, the risk avoidance support information includes information on the location of traffic participants (hereinafter also referred to as "risk targets") that may come into contact with the vehicle, information on points (hereinafter also referred to as "risk occurrence points") where the vehicle may come into contact with the risk targets, and information that alerts the driver to the risk targets.

[0043] More specifically, when a motorcycle driven by a rider in an unhealthy state is present ahead of a four-wheeled vehicle driven by a driver, the risk notification control device 227 issues a message such as "Watch out for the dangerous right turn of the motorcycle" as risk avoidance support information for avoiding contact with the motorcycle by sounding it through the audio device 221 or displaying it on the head-up display 222. In addition, at this time, the risk notification control device 227 may also display an image of an arrow pointing to the current position or predicted position of the motorcycle on the head-up display 222 as risk avoidance support information for avoiding contact with the motorcycle.

[0044] Furthermore, when the notification mode is set to the presence notification mode, the risk notification control device 227 operates the HMI 220 in a manner that does not bother the driver, thereby allowing the driver to naturally recognize the presence of a risk target extracted from the risk information transmitted from the collaboration support device 6. In this manner, in the presence notification mode, in order to naturally allow the driver to recognize the presence of a risk target without feeling bothered, it is preferable that the risk notification control device 227 activates the headrest speaker 221a, which particularly appeals to the driver's hearing, among the multiple devices included in the HMI 220. More specifically, when the notification mode is set to the presence notification mode, the risk notification control device 227 causes the headrest speaker 221a to emit a familiar sound effect at a low volume using directional binaural sound directed toward the location of the risk target or the location of the risk occurrence point, thereby naturally directing the driver's gaze toward the location of the risk target or the risk occurrence point.

[0045] Furthermore, when the notification mode is set to the analog notification mode, the risk notification control device 227 operates the HMI 220 in a manner different from that of the presence notification mode described above, thereby making the driver more aware of the presence of a risk object extracted from the risk information transmitted from the collaboration support device 6 and the degree of risk associated with this risk object. In this manner, in the analog notification mode, in order to make the driver more aware of the presence of a risk object, the risk notification control device 227 operates the HMI 220 in a manner with a higher notification intensity than that specified in the presence notification mode. Here, notification intensity refers to the strength of the notification that attracts the driver's interest and attention. More specifically, when the notification mode is set to the analog notification mode, the risk notification control device 227 causes the headrest speaker 221a and the main speaker 221b to emit a buzzer sound or pulse sound at a volume higher than the sound effects emitted in the presence notification mode. These buzzer sounds and pulse sounds are louder and less familiar to the driver than the sound effects emitted in the presence notification mode, and therefore have a higher notification intensity than the sound effects emitted in the presence notification mode.

[0046] In this embodiment, the risk notification control device 227 activates the sound device 221 when the notification mode is set to the analog notification mode, but the present invention is not limited to this. When the notification mode is set to the analog notification mode, the risk notification control device 227 may activate the seat belt control device 223 to change the tension of the seat belt or activate the seat vibration device 224 to vibrate the seat instead of activating the sound device 221. In this way, the seat belt control device 223 and the seat vibration device 224 operate in a manner that appeals to the driver's tactile sense, and therefore have a higher notification intensity than the sound effect emitted in the presence notification mode. Furthermore, when the notification mode is set to the analog notification mode, the risk notification control device 227 may activate the sound device 221, the seat belt control device 223, and the seat vibration device 224 in combination.

[0047] Furthermore, in the analog notification mode as described above, in order to strongly notify the driver of the presence of a risk object as well as the degree of risk associated with this risk object, it is preferable that the risk notification control device 227 varies the notification intensity according to the degree of risk associated with the risk object (e.g., the predicted time to collision with the risk object) extracted from the risk information transmitted from the collaboration support device 6. Specifically, the risk notification control device 227 may increase the volume of the buzzer sound, increase the volume of the pulse sound, or shorten the interval between the pulse sounds, thereby increasing the notification intensity, as the risk degree increases (i.e., as the predicted time to collision decreases). When the seat belt control device 223 is activated as described above, the risk notification control device 227 may increase the tension of the seat belt and increase the notification intensity as the risk degree increases. Furthermore, when the seat vibration device 224 is activated as described above, the risk notification control device 227 may increase the amplitude of the seat vibration and increase the notification intensity as the risk degree increases.

[0048] Furthermore, when the risk notification control device 227 changes the notification intensity according to the degree of risk in this manner, it is preferable to operate the HMI 220 so that the notification intensity is maximized at the point when the above-mentioned driving assistance ECU begins to execute collision mitigation braking control or collision avoidance steering control, in other words, at the point when the risk object enters the ADAS operating range of the vehicle.

[0049] When the attention notification control device 228 receives the attention information transmitted from the collaboration support device 6, it issues an attention notification urging the driver to drive safely and in compliance with the rules by displaying a message corresponding to the attention information on the head-up display 222 or by sounding it through the main speaker 221b. Here, the message transmitted to the driver via the HMI 220 by the attention notification from the attention notification control device 228 is an message urging the driver to drive safely, such as "Turn on your blinker early when turning right or left" or "Turn on your blinker early when changing lanes," for example.

[0050] Returning to FIG. 2 , the mobile information processing terminal 25 is configured, for example, by a wearable terminal worn by the driver of the four-wheeled vehicle 2, a smartphone carried by the driver, or the like. The wearable terminal has a function to measure the driver's biological information, such as heart rate, blood pressure, and blood oxygen saturation, and transmit the measurement data of this biological information to the collaboration support device 6, and a function to receive collaboration support information transmitted from the collaboration support device 6 and notify the driver of a message corresponding to the collaboration support information by means of an image, voice, a warning sound, a melody, a vibration, or the like. The smartphone also has a function to transmit information related to the driver, such as the driver's location information, movement acceleration, and schedule information, to the collaboration support device 6, and a function to receive collaboration support information transmitted from the collaboration support device 6 and notify the driver of a message corresponding to the collaboration support information by means of an image, voice, a warning sound, a melody, a vibration, or the like.

[0051] The group of on-board devices 30 mounted on motorcycles 3 in the target traffic area 9 includes, for example, an on-board driving assistance device 31 that assists the rider in driving, a notification device 32 that notifies the rider of various information, a rider state sensor 33 that detects the state of the rider while driving, an on-board communication device 34 that wirelessly communicates between the vehicle and the cooperative assistance device 6 or other vehicles in the vicinity of the vehicle, and a portable information processing terminal 35 that is owned or worn by the rider.

[0052] The in-vehicle 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 exterior camera unit that captures images of the vehicle's surroundings, multiple on-board external sensors such as a radar unit or a lidar unit that detects objects outside the vehicle using electromagnetic waves, and an external recognition device that acquires information about the vehicle's surroundings by performing sensor fusion processing on the detection results from these on-board external sensors. The vehicle status sensor includes sensors that acquire information about the vehicle's driving status, such as a vehicle speed sensor and a 5-axis or 6-axis inertial measurement unit. The navigation device includes, for example, a GNSS receiver that identifies the vehicle's current location based on signals received from GNSS satellites, a storage device that stores map information, and the like.

[0053] The driving assistance ECU executes driving assistance controls such as lane keeping control, lane departure prevention control, lane change control, leading vehicle following control, false start prevention control, and collision mitigation brake control based on information acquired by the external sensor unit, the vehicle status sensor, the navigation device, etc. The driving assistance ECU also generates driving assistance information to assist the rider in safe driving based on the information acquired by the external sensor unit, the vehicle status sensor, the navigation device, etc. and transmits the information to the notification device 32.

[0054] Here, the driving assistance ECU initiates collision mitigation brake control, which automatically operates the vehicle's braking device to reduce damage caused by contact between the vehicle and the other moving object, provided that there is a moving object that may come into contact with the vehicle within a predetermined collision mitigation brake operation range (hereinafter referred to as the "ADAS operation range" together with the term defined for four-wheeled vehicle 2) centered on the vehicle.

[0055] The rider condition sensor 33 is made up of various devices that acquire information correlated with the driving ability of the rider while driving. The rider condition sensor 33 is made up of, for example, a seat sensor that is provided on the seat on which the rider sits and detects the pulse, presence or absence of breathing, etc. of the rider, and a helmet sensor that is provided on the helmet worn by the rider and detects the pulse, presence or absence of breathing, skin potential, etc. of the rider.

[0056] The in-vehicle communication device 34 has a function of transmitting information acquired by the driving assistance ECU (including information acquired by the external sensor unit, the vehicle status sensor, and the navigation device, etc., and control information related to driving assistance control currently being performed), and information related to the rider acquired by the rider status sensor 33, to the collaborative assistance device 6, and a function of receiving collaborative assistance information transmitted from the collaborative assistance device 6 and transmitting the received collaborative assistance information to the notification device 32.

[0057] The notification device 32 is composed of various devices that notify the rider of various information through the rider's hearing, vision, touch, etc. by operating the HMI in a predetermined manner based on the driving assistance information transmitted from the in-vehicle driving assistance device 21 and the collaborative assistance information transmitted from the collaborative assistance device 6.

[0058] Fig. 3B is a block diagram showing the configuration of notification device 32 mounted on a motorcycle. Note that Fig. 3B illustrates only the blocks of notification device 32 that are particularly related to control based on the collaboration support information transmitted from collaboration support device 6.

[0059] The notification device 32 includes an HMI 320 that operates in a manner that can be recognized by the rider, and an HMI control device 325 that operates the HMI 320 based on the collaboration support information transmitted from the collaboration support device 6.

[0060] The HMI 320 includes a head-mounted speaker 321 that operates in a manner that the rider can hear, and a head-up display 322 that operates in a manner that the rider can see.

[0061] The head-mounted speaker 321 is mounted on a helmet worn by the rider and is capable of emitting directional binaural sound. The head-mounted speaker 321 emits sound in response to commands from the HMI control device 325. The head-up display 322 displays an image in response to commands from the HMI control device 325 within the field of view of the rider while driving (for example, on the helmet shield).

[0062] The HMI control device 325 includes a soundness control device 326 that issues a soundness notification by operating the HMI 320 in a predetermined manner to sounden the rider's driving ability (particularly, cognitive ability), a risk notification control device 327 that issues a risk notification by operating the HMI 320 in a predetermined manner to make the rider aware of the presence of an imminent risk, and a caution notification control device 328 that operates the HMI 320 in a predetermined manner to encourage the rider to drive safely. As will be described later, the collaboration support information transmitted from the collaboration support device 6 to the motorcycle 3 includes information on a soundness notification setting value for setting the on / off of the soundness notification by the soundness control device 326, information on a risk notification setting value for setting the on / off of the risk notification by the risk notification control device 327 and the type of notification mode, caution information for encouraging the rider to drive safely, risk information on a risk that is imminent for the rider, etc.

[0063] The health notification setting value input to the health control device 326 is set to either “0” which turns off the health notification by the health control device 326, or “1” which turns on the health notification by the health control device 326.

[0064] When the health notification setting value is "0", the health control device 326 sets the health notification to off. In other words, when the health notification setting value is "0", the health control device 326 does not operate the HMI 320. Note that this does not prevent the risk notification control device 327 from operating the HMI 320.

[0065] When the fitness notification setting value is "1", the fitness control device 326 sets the fitness notification to ON. More specifically, the fitness control device 326 improves the rider's driving ability by playing music that attracts the rider's interest, for example, through the head-mounted speaker 321. At this time, the BPM of the music may be changed or the bass may be emphasized in order to increase the rider's level of awareness.

[0066] Since the improvement control device 326 operates the HMI 320 to improve the rider's driving ability in this way, if the risk notification by the risk notification control device 327 described below is set to on (i.e., if the risk notification setting value is "1" or "2"), the improvement notification may be turned off so that the rider does not feel bothered.

[0067] The risk notification control device 327 can provide risk notification in multiple notification modes, each differing in at least one of the target device and operation mode of the HMI 320. More specifically, the risk notification control device 327 can provide risk notification in at least one of the following notification modes: a warning sign mode intended to make the rider aware of the existence of a potential risk; an analog notification mode intended to make the rider aware of the existence of an actual risk and / or the severity of that risk; and a predictive assistance notification mode intended to notify the rider of useful information for avoiding a predicted risk. For this reason, the risk notification setting value input to the risk notification control device 327 is set to one of the following values: “0” to turn off the risk notification; “1” to turn on the risk notification in the warning sign mode; “2” to turn on the risk notification in the analog notification mode; “3” to turn on the risk notification in the predictive assistance notification mode; “4” to turn on the risk notification in both the warning sign mode and the predictive assistance notification mode; and “5” to turn on the risk notification in the analog notification mode and the predictive assistance notification mode.

[0068] The risk notification controller 327 sets the risk notification to off when the risk notification setting value is "0." That is, the risk notification controller 327 does not operate the HMI 320 when the risk notification setting value is "0." Note that this does not prevent the health control device 326 from operating the HMI 320.

[0069] When the risk notification setting value is "1", the risk notification control device 327 sets the notification mode to the presence notification mode and turns on risk notification under the set notification mode.

[0070] If the risk notification setting value is "2", the risk notification control device 327 sets the notification mode to the analog notification mode and turns on risk notification under the set notification mode.

[0071] If the risk notification setting value is "3", the risk notification control device 327 sets the notification mode to the predicted assistance notification mode and turns on risk notification under the set notification mode.

[0072] When the risk notification setting value is "4", the risk notification control device 327 sets the notification mode to the presence notification mode and the prediction support notification mode, and turns on risk notification under these set notification modes.

[0073] In addition, when the risk notification setting value is "5", the risk notification control device 327 sets the notification mode to analog notification mode and predicted assistance notification mode, and turns on risk notification under these set notification modes.

[0074] Here, when the notification mode is set to the predictive assistance notification mode, the risk notification control device 327 generates risk avoidance support information that is useful for the rider to avoid an approaching risk based on the risk information transmitted from the collaboration support device 6, and activates the head-mounted speaker 321 and head-up display 322 of the HMI 320 in a manner that allows the rider to perceive this risk avoidance support information audibly and visually. Here, the risk avoidance support information includes information on the location of risk objects that may come into contact with the vehicle, information on the location of risk occurrence, and information that alerts the rider to the risk objects.

[0075] More specifically, when there is a four-wheeled vehicle driven by a driver in an unhealthy state ahead of the motorcycle driven by the rider, the risk notification control device 327 issues a message such as "Watch out for the dangerous right turn of the four-wheeled vehicle" as risk avoidance support information for avoiding contact with the four-wheeled vehicle by voicing it through the head-mounted speaker 321 or displaying it on the head-up display 322. In this case, the risk notification control device 327 may also display an image of an arrow pointing to the current position or predicted position of the four-wheeled vehicle on the head-up display 322 as risk avoidance support information for avoiding contact with the four-wheeled vehicle.

[0076] Furthermore, when the notification mode is set to the presence notification mode, the risk notification control device 327 operates the HMI 320 in a manner that does not bother the rider, thereby allowing the rider to naturally recognize the presence of a risk target extracted from the risk information transmitted from the collaboration support device 6. In this manner, in the presence notification mode, in order to naturally allow the rider to recognize the presence of a risk target without feeling bothered, it is preferable that the risk notification control device 327 activates, among the multiple devices included in the HMI 320, the head-mounted speaker 321, which particularly appeals to the rider's hearing. More specifically, when the notification mode is set to the presence notification mode, the risk notification control device 327 causes the head-mounted speaker 321 to emit a familiar sound effect at a low volume using directional binaural sound directed toward the location of the risk target or the location of the risk occurrence point, thereby naturally directing the rider's gaze toward the location of the risk target or the risk occurrence point.

[0077] Furthermore, when the notification mode is set to the analog notification mode, the risk notification control device 327 operates the HMI 320 in a manner different from that of the presence notification mode described above, thereby making the rider more aware of the presence of a risk object extracted from the risk information transmitted from the collaboration support device 6 and the degree of risk associated with this risk object. In this manner, in the analog notification mode, in order to make the rider more aware of the presence of a risk object, the risk notification control device 327 operates the HMI 320 in a manner with a higher notification intensity than that determined in the presence notification mode. More specifically, when the notification mode is set to the analog notification mode, the risk notification control device 327 causes the head-mounted speaker 321 to emit a buzzer sound or pulse sound at a volume higher than the sound effects emitted in the presence notification mode. These buzzer sounds and pulse sounds are louder and less familiar to the rider than the sound effects emitted in the presence notification mode, and therefore have a higher notification intensity than the sound effects emitted in the presence notification mode.

[0078] Furthermore, in the analog notification mode as described above, in order to make the rider more aware of the risk level associated with a risk object in addition to the presence of the risk object, it is preferable that the risk notification control device 327 varies the notification intensity according to the risk level associated with the risk object (for example, the predicted time to collision with the risk object) extracted from the risk information transmitted from the collaboration support device 6. Specifically, the risk notification control device 327 may increase the volume of the buzzer sound, increase the volume of the pulse sound, or shorten the interval between the pulse sounds as the risk level increases (i.e., as the predicted time to collision decreases), thereby increasing the notification intensity.

[0079] Furthermore, when the risk notification control device 327 changes the notification intensity according to the degree of risk in this manner, it is preferable to operate the HMI 320 so that the notification intensity is maximized at the time when the above-mentioned driving assistance ECU begins to execute collision mitigation brake control, in other words, at the time when the risk object enters the ADAS operating range of the vehicle.

[0080] When the attention notification control device 328 receives the attention information transmitted from the collaboration support device 6, it issues an attention notification urging the rider to drive safely and in compliance with the rules by displaying a message corresponding to the attention information on the head-up display 322 or by sounding it through the head-mounted speaker 321. Here, the message transmitted to the driver via the HMI 320 by the attention notification from the attention notification control device 328 is one that urges the rider to drive safely, such as "When turning right or left, turn on your blinker early" or "When turning right or left, slow down sufficiently before turning the steering wheel."

[0081] Returning to FIG. 2 , the mobile information processing terminal 40 owned or worn by the pedestrian 4 or cyclist in the target traffic area 9 may be, for example, a wearable terminal worn by the pedestrian 4 or a smartphone held by the pedestrian 4. Note that, hereinafter, the term "pedestrian" will also include cyclists. The wearable terminal has the function of measuring the pedestrian 4's biometric information, such as heart rate, blood pressure, and blood oxygen saturation, transmitting this biometric measurement data to the collaboration support device 6, and receiving collaboration support information transmitted from the collaboration support device 6. The smartphone also has the function of transmitting pedestrian information about the pedestrian 4, such as the pedestrian's position information, movement acceleration, and schedule information, to the collaboration support device 6, and receiving collaboration support information transmitted from the collaboration support device 6.

[0082] The mobile information processing terminal 40 also includes a notification device 42 that notifies pedestrians of various information through their hearing, vision, touch, etc. by operating the HMI in a predetermined manner based on the received collaborative support information.

[0083] 3C is a block diagram showing the configuration of notification device 42 installed in mobile information processing terminal 40. Note that FIG. 3C illustrates only the blocks of notification device 42 that are particularly involved in control based on collaboration support information transmitted from collaboration support device 6.

[0084] The notification device 42 includes an HMI 420 that operates in a manner that can be recognized by pedestrians, and an HMI control device 425 that operates the HMI 420 based on the collaboration support information transmitted from the collaboration support device 6.

[0085] The HMI 420 includes a speaker 421 that operates in a manner that can be heard by pedestrians, and a vibration device 424 that operates in a manner that can be heard by pedestrians through their sense of touch.

[0086] The speaker 421 produces a sound in response to a command from the HMI control device 425. The vibration device 424 vibrates the main body of the portable information processing terminal 40 with an amplitude and / or a frequency in a manner in response to a command from the HMI control device 425.

[0087] As will be explained later, the collaborative support information sent from the collaborative support device 6 to the mobile information processing terminal 40 carried by the pedestrian includes information regarding the risk notification setting value for turning risk notifications on / off by the HMI control device 425 and setting the type of notification mode, as well as risk information regarding risks approaching the pedestrian.

[0088] The HMI control device 425 can provide risk notifications under multiple notification modes that differ in at least one of the target device and operation mode of the HMI 420. More specifically, the HMI control device 425 can provide risk notifications under at least one of a presence notification mode intended to make pedestrians aware of the presence of a potential risk and an analog notification mode intended to make pedestrians aware of the presence and / or severity of an actual risk. For this reason, the risk notification setting value input to the HMI control device 425 is set to one of the following values: “0” that turns off the risk notification by the HMI control device 425; “1” that turns on the risk notification by the HMI control device 425 and sets the notification mode to the presence notification mode; and “2” that turns on the risk notification by the HMI control device 425 and sets the notification mode to the analog notification mode.

[0089] The HMI control device 425 sets the risk notification to off when the risk notification setting value is "0." That is, the HMI control device 425 does not operate the HMI 420 when the risk notification setting value is "0."

[0090] If the risk notification setting value is "1", the HMI control device 425 sets the notification mode to the presence notification mode and turns on risk notification under the set notification mode.

[0091] Furthermore, if the risk notification setting value is "2", the HMI control device 425 sets the notification mode to the analog notification mode and turns on risk notification under the set notification mode.

[0092] Here, when the notification mode is set to the presence notification mode, the HMI control device 425 operates the HMI 420 in a manner that does not bother the pedestrian, thereby allowing the pedestrian to naturally recognize the presence of a risk target extracted from the risk information transmitted from the collaboration support device 6. More specifically, when the notification mode is set to the presence notification mode, the HMI control device 425 operates the vibration device 424 to vibrate the main body of the mobile information processing terminal 40 at a predetermined amplitude and frequency.

[0093] Furthermore, when the notification mode is set to the analog notification mode, the HMI control device 425 operates the HMI 420 in a manner different from the above-described presence notification mode, thereby making pedestrians more aware of the presence of a risk condition extracted from the risk information transmitted from the collaboration support device 6 and the degree of risk associated with this risk object. In this way, in the analog notification mode, in order to make pedestrians more aware of the presence of a risk object, the HMI control device 425 operates the HMI 420 in a manner with a higher notification intensity than the manner determined in the presence notification mode. More specifically, when the notification mode is set to the analog notification mode, the HMI control device 425 causes the speaker 421 to emit a buzzer sound, a pulse sound, a message indicating the presence of a risk, or the like.

[0094] Furthermore, in the analog notification mode as described above, in order to make pedestrians more aware of the presence of a risk object as well as the degree of risk associated with this risk object, it is preferable that the HMI control device 425 changes the notification intensity according to the degree of risk associated with the risk object (for example, the predicted time to collision with the risk object) extracted from the risk information transmitted from the collaboration support device 6. Specifically, the HMI control device 425 may increase the notification intensity by increasing the volume of the buzzer sound, increasing the volume of the pulse sound, shortening the interval between pulse sounds, increasing the volume of the message, or changing the content of the message as the degree of risk increases (i.e., the shorter the predicted time to collision).

[0095] Returning to Figure 2, the infrastructure camera 56 captures images of traffic infrastructure facilities including roadways, intersections, and sidewalks in the target traffic area, as well as moving objects and pedestrians moving on these roadways, intersections, sidewalks, etc., and transmits the obtained image information to the collaboration support device 6.

[0096] The signal control device 55 controls the traffic lights and transmits to the cooperation support device 6 traffic light status information relating to the current lighting color of the traffic lights installed in the target traffic area and the timing for changing the lighting color.

[0097] The collaboration support device 6 is a computer that supports safe and smooth traffic for traffic participants in the target traffic area by generating collaboration support information for each traffic participant to be supported based on information acquired from multiple area terminals present in the target traffic area, which information is used to promote communication between traffic participants and awareness of the surrounding traffic environment, and notifying each traffic participant of the information. In this embodiment, the collaboration support device 6 supports traffic participants among the multiple traffic participants present in the target traffic area who are equipped with means (e.g., in-vehicle device group 20, 30, mobile information processing terminal 40, notification device 22, 32, 42) that receive the collaboration support information generated by the collaboration support device 6 and operate their HMI in a manner determined based on the received collaboration support information. In other words, the collaboration support device 6 supports all mobile objects equipped with the in-vehicle device group 20 and the notification device 22, the in-vehicle device group 30 and the notification device 32, and pedestrians equipped with the mobile information processing terminal 40 and the notification device 42.

[0098] The collaboration support device 6 includes a target traffic area recognition unit 60 that recognizes people and moving objects in the target traffic area as individual traffic participants, a driving subject information acquisition unit 61 that acquires driving subject state information correlated with the driving ability of the driving subject of the moving object recognized as a traffic participant by the target traffic area recognition unit 60, a prediction unit 62 that predicts the future of the traffic participants in the target traffic area, a soundness notification setting unit 63 that sets on / off a soundness notification for each individual traffic participant recognized as a support target by the target traffic area recognition unit 60, a risk notification setting unit 64 that sets a notification mode of a risk notification for each individual traffic participant recognized as a support target by the target traffic area recognition unit 60, and a risk notification setting unit 65 that sets on / off a risk notification for each traffic participant recognized as a support target by the target traffic area recognition unit 60. The system includes a rule compliance calculation unit 66 that calculates the degree of compliance of each driver of the mobile body with each item of traffic safety rules, a warning notification setting unit 70 that generates warning information used for warning notifications for each individual traffic participant recognized by the target traffic area recognition unit 60 as a target for assistance, a collaborative assistance information notification unit 65 that transmits the collaborative assistance information generated for each individual traffic participant recognized by the target traffic area recognition unit 60 as a target for assistance, a traffic environment database 67 that accumulates information on the traffic environment of the target traffic area, a driving history database 68 that accumulates information on the past driving history of pre-registered drivers, and a rule compliance database 69 that accumulates information on the degree of compliance of each item of traffic safety rules by pre-registered drivers.

[0099] The traffic environment database 67 stores information related to the traffic environment of traffic participants in the target traffic area, such as map information of the target traffic area that has been registered in advance (for example, roadway width, number of lanes, speed limit, sidewalk width, presence or absence of guardrails between the roadway and sidewalk, and location of crosswalks), and risk area information related to particularly high-risk areas within the target traffic area. Hereinafter, the information stored in the traffic environment database 67 is also referred to as registered traffic environment information.

[0100] The driving history database 68 stores information about the past driving history of pre-registered drivers in association with the registration number of the mobile vehicle owned by the driver. Therefore, if the target traffic area recognition unit 60, which will be described later, can identify the registration number of the recognized mobile vehicle, the driving history of the driver of the recognized mobile vehicle can be obtained by searching the driving history database 68 based on this registration number. Hereinafter, the information stored in the driving history database 68 will also be referred to as registered driving history information.

[0101] The rule compliance database 69 stores information about the degree of compliance with traffic safety rules by pre-registered drivers for each item (for example, whether or not a turn signal is used when turning right or left, and the timing of using the turn signal when turning right or left, etc.) in association with the registration number of the mobile vehicle owned by the driver. Therefore, similar to the driving history database 68, if the target traffic area recognition unit 60 can identify the registration number of the recognized mobile vehicle, the rule compliance database 69 can be searched based on this registration number to obtain the degree of compliance with traffic safety rules by the driver of the recognized mobile vehicle for each item.

[0102] The target traffic area recognition unit 60 recognizes recognition objects including each traffic participant who is a person or a moving object in the target traffic area and the traffic environment of each traffic participant in the target traffic area based on information transmitted from the above-mentioned area terminals (the in-vehicle device group 20, 30, the mobile information processing terminal 40, the infrastructure camera 56, and the signal control device 55) in the target traffic area and registered traffic environment information read from the traffic environment database 67, and obtains recognition information regarding these recognition objects.

[0103] The information transmitted from the on-board driving assistance device 21 and on-board communication device 24 included in the on-board device group 20 to the target traffic area recognition unit 60, and the information transmitted from the on-board driving assistance device 31 and on-board communication device 34 included in the on-board device group 30 to the target traffic area recognition unit 60, include information regarding the status of traffic participants and the traffic environment around the vehicle acquired by the external sensor unit, and information regarding the status of the vehicle as a traffic participant acquired by the vehicle status sensor, navigation device, etc. Here, the information regarding the status of the vehicle includes turn signal usage history information when turning left or right. Furthermore, the information transmitted from the mobile information processing terminal 40 to the target traffic area recognition unit 60 includes information regarding the status of pedestrians as traffic participants, such as their position and movement acceleration. Furthermore, the image information transmitted from the infrastructure camera 56 to the target traffic area recognition unit 60 includes information regarding each traffic participant and their traffic environment, such as the appearance of traffic infrastructure facilities in the target traffic area, such as roadways, intersections, and sidewalks, and the appearance of traffic participants moving through the target traffic area. Furthermore, the traffic light status information transmitted from the signal control device 55 to the target traffic area recognition unit 60 includes information on the traffic environment of each traffic participant, such as the current lighting color of the traffic light and the timing for changing the lighting color, etc. Furthermore, the registered traffic environment information read by the target traffic area recognition unit 60 from the traffic environment database 67 includes information on the traffic environment of each traffic participant, such as map information of the target traffic area and risk area information.

[0104] Therefore, based on the information transmitted from these area terminals, the target traffic area recognition unit 60 can acquire recognition information of each traffic participant in the target traffic area (hereinafter also referred to as "traffic participant recognition information"), such as the position in the target traffic area of ​​each traffic participant, moving speed, moving acceleration, moving direction, vehicle type of the moving body, vehicle class of the moving body, registration number of the moving body, number of pedestrians, age group of pedestrians, etc. Furthermore, based on the information transmitted from these area terminals, the target traffic area recognition unit 60 can acquire recognition information of the traffic environment of each traffic participant in the target traffic area (hereinafter also referred to as "traffic environment recognition information"), such as the width of the roadway, number of lanes, speed limit, width of the sidewalk, presence or absence of guardrails between the roadway and sidewalk, color of traffic lights and their switching timing, risk area information, etc.

[0105] Therefore, in this embodiment, the recognition means for recognizing traffic participants and the traffic environment in the target traffic area is composed of a target traffic area recognition unit 60, an on-board driving assistance device 21, an on-board communication device 24, and a portable information processing terminal 25 included in the on-board device group 20 of the four-wheeled vehicle 2, an on-board driving assistance device 31, an on-board communication device 34, and a portable information processing terminal 35 included in the on-board device group 30 of the motorcycle 3, the portable information processing terminal 40 of the pedestrian 4, an infrastructure camera 56, a traffic light control device 55, and a traffic environment database 67.

[0106] The target traffic area recognition unit 60 transmits the traffic participant recognition information and traffic environment recognition information acquired in the above manner to the driving subject information acquisition unit 61, the prediction unit 62, the health notification setting unit 63, the risk notification setting unit 64, and the collaborative support information notification unit 65, etc.

[0107] The driving subject information acquisition unit 61 acquires driving subject state information and driving subject characteristic information that are correlated with the current driving ability of the driving subject of the mobile body recognized as a traffic participant by the target traffic area recognition unit 60 based on information transmitted from the area terminals (particularly, the vehicle-mounted device group 20, 30) in the target traffic area and registered driving history information read from the driving history database 68.

[0108] More specifically, when the driver of a four-wheeled vehicle recognized as a traffic participant by the target traffic area recognition unit 60 is a human, the driver subject information acquisition unit 61 acquires information transmitted from the on-board device group 20 mounted on the four-wheeled vehicle as driver subject state information of the driver. Furthermore, when the driver of a motorcycle recognized as a traffic participant by the target traffic area recognition unit 60 is a human, the driver subject information acquisition unit 61 acquires information transmitted from the on-board device group 30 mounted on the motorcycle as driver subject state information of the rider.

[0109] The information transmitted from the driver's subject state sensor 23 and the in-vehicle communication device 24 included in the in-vehicle device group 20 to the driver's subject information acquisition unit 61 includes time-series data on the driver's appearance, such as the driver's gaze direction and whether or not their eyes are open, biological information, such as pulse, whether or not they are breathing, and skin potential, and audio information, such as whether or not they are talking, which is correlated with the driver's driving ability. The information transmitted from the rider's state sensor 33 and the in-vehicle communication device 34 included in the in-vehicle device group 30 to the driver's subject information acquisition unit 61 includes time-series data on the rider's biological information, such as pulse, whether or not they are breathing, and skin potential, which is correlated with the rider's driving ability. The information transmitted from the mobile information processing terminals 25 and 35 included in the in-vehicle device groups 20 and 30 to the driver's subject information acquisition unit 61 also includes the driver's and rider's personal schedule information. For example, when a driver or rider is driving a vehicle under a tight schedule, they may become impatient and their driving ability may decline. Therefore, the driver's and rider's personal schedule information can be considered information correlated with their own driving ability.

[0110] The driver subject information acquisition unit 61 acquires driver subject characteristic information regarding the driver subject's driving characteristics (e.g., excessive sudden lane changes, excessive sudden acceleration / deceleration, etc.) that are correlated with the driver subject's current driving ability while driving, by using both or either of the driver subject state information for the driver subject acquired by the above procedure and the registered driving history information read from the driving history database 68.

[0111] The driver subject information acquisition unit 61 transmits the driver subject state information and driver subject characteristic information of the driver subject acquired in the manner described above to the prediction unit 62, the health notification setting unit 63, the risk notification setting unit 64, and the collaborative support information notification unit 65, etc.

[0112] The prediction unit 62 extracts a portion of the target traffic area as a monitoring area and predicts future risks for multiple traffic participants in the monitoring area based on the traffic participant recognition information and traffic environment recognition information (hereinafter collectively referred to as "recognition information") acquired by the target traffic area recognition unit 60, and the driver subject state information and driver subject characteristic information (hereinafter collectively referred to as "driver subject information") acquired by the driver subject information acquisition unit 61. More specifically, the prediction unit 62 constructs a virtual space simulating the monitoring area based on the recognition information acquired by the target traffic area recognition unit 60, and predicts the future of each traffic participant in the monitoring area by performing a simulation in the virtual space based on the recognition information and the driver subject information. More specifically, if the prediction target is a moving object traveling on a roadway, such as a four-wheeled vehicle or a motorcycle, the prediction unit 62 calculates the future predicted travel path of the moving object by performing the above-mentioned simulation. Furthermore, if the prediction target is a pedestrian traveling on a sidewalk, the prediction unit 62 calculates the future predicted travel path of the pedestrian by performing the above-mentioned simulation. A detailed description of the specific procedure for the prediction unit 62 to predict the future of each traffic participant in the monitoring area will be omitted.

[0113] Here, the target traffic area is a relatively wide traffic area determined, for example, by a city, town, or village. In contrast, the monitoring area is a traffic area that a four-wheeled vehicle traveling at the legal speed can pass through in about several tens of seconds, such as an intersection or near a specific facility. In other words, the monitoring area is narrower than the target traffic area, but wider than the ADAS operation range of the driving assistance ECU installed in each moving object.

[0114] The soundness notification setting unit 63 sets as setting targets traffic participants who are recognized as support targets and moving bodies by the target traffic area recognition unit 60 among multiple traffic participants present in the target traffic area, and sets soundness notifications on / off for each of the setting targets. Note that, as will be described in detail later, traffic participants who are parties to a contact risk predicted to occur by the prediction unit 62 are targets for setting risk notifications by the risk notification setting unit 64. For this reason, it is preferable to exclude targets for setting by the risk notification setting unit 64 from targets for setting by the soundness notification setting unit 63.

[0115] More specifically, the health improvement notification setting unit 63 first acquires driving subject information associated with the driving subject of each setting target, which is a mobile body, from the driving subject information acquisition unit 61. The health improvement notification setting unit 63 then calculates the current health level of the driving subject for each setting target based on the acquired driving subject information. If the calculated health level for each setting target is less than a predetermined health level threshold, the health improvement notification setting unit 63 determines that the driving subject of that setting target is in an unhealthy state, and sets the health improvement notification setting value for that setting target to "1" to turn on the health improvement notification for that setting target. If the calculated health level for each setting target is equal to or greater than the health level threshold, the health improvement notification setting unit 63 determines that the driving subject of that setting target is in a healthy state, and sets the health improvement notification setting value for that setting target to "0" to turn off the health improvement notification for that setting target.

[0116] The health notification setting unit 63 sets the health notification for multiple setting targets in the target traffic area to on or off by the above procedure. Information on the health notification setting value set for each setting target by the health notification setting unit 63 is transmitted to the collaboration support information notification unit 65.

[0117] The risk notification setting unit 64 sets as setting targets traffic participants who are recognized as support targets by the target traffic area recognition unit 60 among multiple traffic participants present in the monitoring area extracted from the target traffic area by the prediction unit 62, and sets the operation mode of risk notification (i.e., the type of notification mode and on / off of risk notification) for each setting target based on the prediction results by the prediction unit 62, the recognition information acquired by the target traffic area recognition unit 60, and the driving subject information acquired by the driving subject information acquisition unit 61, etc.

[0118] More specifically, the risk notification setting unit 64 sets the operation mode of risk notification for each set target present in the monitoring area based on information related to the monitoring area among the recognition information acquired by the target traffic area recognition unit 60, information related to the monitoring area among the driving subject information acquired by the driving subject information acquisition unit 61, and the prediction result for the monitoring area by the prediction unit 62. That is, the risk notification setting unit 64 sets the risk notification setting value for each set target to any one of "0", "1", "2", "3", and "4" (any one of "0", "1", and "2" if the set target is a pedestrian).

[0119] In the following, a specific procedure for setting the risk notification operation mode for each setting target by the risk notification setting unit 64 will be described for a case where an area including a possible left turn point 92 as shown in Fig. 4 is defined as a monitoring area. In the following, a case where an area including a possible left turn point 92 is defined as a monitoring area will be described, but the same applies when an area including a possible right turn point is defined as a monitoring area, so a description thereof will be omitted.

[0120] In the example of Figure 4, the monitoring area includes a main road 90 with two lanes in each direction and a side road 91 that intersects with the main road 90 at a right angle at a point 92 where a left turn is possible. Furthermore, there are no traffic lights on the main road 90 on the side of the road in the direction of travel before the point 92 where a left turn is possible. For this reason, as shown in Figure 4, if a truck 95 is the leading vehicle and a motorcycle 96 is the following vehicle of the truck 95, and both are traveling at a relatively high speed on the main road 90, if the truck 95 slows down to turn left from the main road 90 onto the side road 91 without using a turn signal, there is a risk that the following vehicle, the motorcycle 96, will come into contact with the truck 95.

[0121] 5A and 5B are flowcharts showing the procedure for setting a risk notification setting value for a motorcycle 96 that is traveling as a following vehicle among trucks 95 and motorcycles 96 traveling on a main road 90 in a monitoring area as shown in Fig. 4 toward a point 92 where a left turn is possible, and the motorcycle 96 is the target of support. The processing shown in Fig. 5A and 5B is started when the target of support is traveling on the roadway as a following vehicle for a leading vehicle and the leading vehicle enters a monitoring area that includes a point where a right or left turn is possible.

[0122] First, in step ST1, the risk notification setting unit 64 identifies the registration number of the vehicle ahead of the vehicle to be assisted based on the recognition information, and by searching the rule compliance database 69 based on this registration number, obtains the degree of compliance with rules regarding the use of turn signals when turning right or left for the driver of the vehicle ahead of the vehicle to be assisted, and then proceeds to step ST2.

[0123] In step ST2, the risk notification setting unit 64 determines whether the distance between the vehicle ahead and the point where a right or left turn is possible is less than a predetermined distance threshold based on the recognition information. If the determination result of step ST2 is NO, the risk notification setting unit 64 returns to step ST2, and if the determination result is YES, the risk notification setting unit 64 proceeds to step ST3.

[0124] In step ST3, the risk notification setting unit 64 determines whether the turn signal of the vehicle ahead is activated based on the recognition information. If the determination result of step ST3 is YES, the risk notification setting unit 64 proceeds to step ST13, and if the determination result is NO, the risk notification setting unit 64 proceeds to step ST4.

[0125] In step ST13, the risk notification setting unit 64 sets the risk notification setting value for the support target to "0" to turn off risk notification for this support target, and ends the processing shown in FIGS. 5A and 5B.

[0126] In step ST4, the risk notification setting unit 64 calculates the predicted time of collision between the assistance target and the vehicle ahead based on the recognition information, and then proceeds to step ST5.

[0127] In step ST5, the risk notification setting unit 64 determines whether the calculated collision prediction time is less than a notification start threshold set to determine the timing to start risk notification. If the determination result of step ST5 is NO, the risk notification setting unit 64 proceeds to step ST12, and if the determination result is YES, the risk notification setting unit 64 proceeds to step ST6.

[0128] In step ST6, the risk notification setting unit 64 determines whether the rule compliance level of the driver of the vehicle in front acquired in step ST1 is less than a predetermined compliance level threshold. If the determination result in step ST6 is NO, the risk notification setting unit 64 proceeds to step ST7.

[0129] In step ST7, the risk notification setting unit 64 sets a mode switching threshold, which is set to determine the timing for switching the notification mode for risk notifications, within a range less than the notification start threshold, based on the rule compliance level of the driver of the vehicle in front acquired in step ST1. Here, the risk notification setting unit 64 sets the mode switching threshold to a larger value as the rule compliance level decreases. In other words, the risk notification setting unit 64 brings the mode switching threshold closer to the notification start threshold as the rule compliance level decreases.

[0130] In step ST8, the risk notification setting unit 64 determines whether the calculated collision prediction time is greater than a mode switching threshold set based on the rule compliance level. If the determination result in step ST8 is YES, the risk notification setting unit 64 proceeds to step ST9, and if the determination result is NO, the risk notification setting unit 64 proceeds to step ST10.

[0131] In step ST9, the risk notification setting unit 64 sets the risk notification setting value for the support target to "1" or "3" to turn on risk notification in the presence notification mode for this support target, and then proceeds to step ST12.

[0132] In step ST10, the risk notification setting unit 64 sets the risk notification setting value for the support target to "2" or "4" to turn on risk notification in the analog notification mode, which has a higher notification intensity than the presence notification mode, for this support target, and proceeds to step ST12. On the other hand, if the determination result in step ST6 is NO, that is, if the rule compliance level is less than the compliance level threshold, the risk notification setting unit 64 also proceeds to step ST10 and turns on risk notification in the analog notification mode.

[0133] In step ST12, the risk notification setting unit 64 determines whether the vehicle ahead has already passed the point where a right or left turn is possible based on the recognition information. If the determination result of step ST12 is NO, the risk notification setting unit 64 returns to step ST3, and if the determination result is YES, the risk notification setting unit 64 proceeds to step ST13.

[0134] As described above, when the distance between the assisted vehicle ahead and the point ahead where a right or left turn is possible is less than the distance threshold (see step ST2) and the turn signal of the vehicle ahead is not activated (see step ST3), the risk notification setting unit 64 starts a risk notification at a timing determined based on the predicted collision time with the vehicle ahead (the timing when the predicted collision time falls below the notification start threshold, see step ST5).

[0135] Furthermore, when the rule compliance level of the vehicle ahead is equal to or higher than the compliance level threshold, the risk notification setting unit 64 first starts a risk notification in a sign notification mode with a relatively low notification intensity (see steps ST8 and ST9), and then starts a risk notification in an analog notification mode with a relatively high notification intensity when the collision prediction time drops below the mode switching threshold (see steps ST8 and ST10). At this time, the risk notification setting unit 64 changes the mode switching threshold according to the rule compliance level. This is equivalent to the risk notification setting unit 64 changing the timing at which the notification intensity of the risk notification is increased according to the rule compliance level. In other words, the lower the rule compliance level, the earlier the risk notification setting unit 64 increases the notification intensity of the risk notification.

[0136] Furthermore, when the degree of rule compliance is equal to or greater than the compliance threshold, the risk notification setting unit 64 first starts risk notification in the presence notification mode, and then starts risk notification in the analog notification mode. On the other hand, when the degree of rule compliance is less than the compliance threshold, the risk notification setting unit 64 immediately starts risk notification in the analog notification mode. This means that the risk notification setting unit 64 changes the notification intensity at the start of risk notification depending on the degree of rule compliance.

[0137] Returning to Figure 2, the rule compliance calculation unit 66 calculates the degree of compliance with rules for each traffic safety rule for each driving subject who is recognized as a moving body and a support target by the target traffic area recognition unit 60 among multiple traffic participants present in the target traffic area, and stores the degree of compliance with rules for each driving subject in the rule compliance database 69. As described above, the recognition information acquired by the target traffic area recognition unit 60 includes information on the use history of turn signals when turning left or right. Therefore, the rule compliance calculation unit 66 can calculate the degree of compliance with rules regarding the use of turn signals when turning right or left based on the recognition information.

[0138] The warning notification setting unit 70 sets as setting targets traffic participants that are recognized as support targets and moving bodies by the target traffic area recognition unit 60 among multiple traffic participants present in the target traffic area, and generates warning information that defines the operation mode of a warning notification for each set target. More specifically, the warning notification setting unit 70 uses the calculation results of the rule compliance calculation unit 66 described above to extract from the set targets those who have performed driving operations that violate traffic safety rules, and generates warning information for the extracted set targets according to the details of the violating driving operations and transmits it to the collaboration support information notification unit 65.

[0139] As a result, for example, if a certain assistance target makes a right or left turn within a target traffic area without using a turn signal, the warning notification setting unit 70 generates warning information to urge the target to use a turn signal when turning right or left, and the cooperative assistance information notification unit 65 transmits the generated warning information to the assistance target. As a result, the notification device of the assistance target executes a warning notification and notifies the driver of a message corresponding to the received warning notification (for example, "Please use a turn signal when turning right or left").

[0140] The collaborative assistance information notification unit 65 generates collaborative assistance information for each traffic participant recognized as a target for assistance by the target traffic area recognition unit 60, based on the recognition information acquired by the target traffic area recognition unit 60, the driving subject information acquired by the driving subject information acquisition unit 61, the prediction result by the prediction unit 62, information on the health setting value set by the health notification setting unit 63, information on the risk notification setting value set by the risk notification setting unit 64, and the warning information generated by the warning notification setting unit 70, to encourage communication with surrounding traffic participants and awareness of the surrounding traffic environment, and transmits the generated collaborative assistance information to each traffic participant.

[0141] The collaborative assistance information transmitted from the collaborative assistance information notification unit 65 to each assistance target includes information on the health setting value, information on the risk notification setting value, risk information on the risk approaching each assistance target, and warning information on the message in the warning notification. Here, the risk information includes, for example, the prediction result by the prediction unit 62 and information on the positions of traffic participants around each traffic participant.

[0142] The traffic safety support system 1 according to this embodiment has the following advantages. (1) In the traffic safety support system 1, the risk notification setting unit 64 initiates a risk notification at a timing determined based on the predicted collision time between the support target and the vehicle ahead when the distance between the support target vehicle and a point ahead of the vehicle where a right or left turn is possible is less than the distance threshold and the vehicle ahead's turn signal is not activated. Excessive risk notifications can be annoying to the driver. Therefore, the risk notification setting unit 64 varies the notification intensity at the start of the risk notification or the timing for increasing the notification intensity of the risk notification, depending on the vehicle ahead's compliance with rules regarding the use of turn signals when making previous right or left turns. This allows the notification intensity to be increased at an appropriate timing depending on the vehicle ahead's compliance with rules, thereby improving traffic safety, convenience, and smoothness.

[0143] (2) As mentioned above, the risk notification setting unit 64 requires information regarding the degree of rule compliance. According to the traffic safety support system 1, the degree of rule compliance is calculated based on the recognition information acquired by the target traffic area recognition unit 60, and stored in the rule compliance database 69. The calculated degree of rule compliance is also used to generate warning information to be used in warning notifications by the notification devices 22 and 32. This makes it possible to improve traffic safety for the support target through this warning notification, while also improving traffic safety for other support targets through risk notifications.

[0144] Although one embodiment of the present invention has been described above, the present invention is not limited to this, and the detailed configuration may be modified as appropriate within the scope of the spirit of the present invention. [Explanation of symbols]

[0145] 1. Traffic safety support system 2…Four-wheeled vehicle (mobile object, transportation participant) 20…In-vehicle equipment group 22…Notification device 3…Motorcycles (mobile objects, transportation participants) 30…In-vehicle equipment group 32…Notification device 4...Pedestrians (people, traffic participants) 40...Mobile information processing terminal 42…Notification device 6…Coordination support device 60...Target traffic area recognition unit (recognition means) 64...Risk notification setting unit (risk notification setting means) 65...Cooperative Support Information Notification Unit 66...rule compliance calculation unit (rule compliance calculation means, rule compliance acquisition means) 69...Rule compliance database 70...Caution notification setting unit (Caution notification setting means)

Claims

1. A traffic safety support system that supports a mobile object equipped with a notification device that notifies a risk under a plurality of different notification intensities and supports the safe movement of the support object, recognition means for recognizing recognition objects including traffic participants and traffic environments in a monitoring area around the assistance target and acquiring recognition information about these recognition objects; a rule compliance level acquisition means for acquiring a rule compliance level regarding the use of a turn signal when a moving object recognized by the recognition means as the moving object ahead of the assistance target has made a right or left turn in the past; a risk notification setting means for setting an operation mode of the risk notification by the notification device based on the recognition information, The assistance target includes a control device that executes driving assistance control to automatically operate a braking device or a steering device of the own vehicle on the condition that another moving object that may come into contact with the own vehicle exists within a predetermined operating range, the risk notification setting means, when the distance between the preceding moving body and a point ahead of the preceding moving body where a right or left turn is possible is less than a distance threshold and the direction indicator of the preceding moving body is not operating, starts the risk notification at a timing determined based on the predicted collision time between the support target and the preceding moving body, and changes the notification intensity at the start of the risk notification or the timing for increasing the notification intensity of the risk notification according to the degree of compliance with the rules; A traffic safety support system characterized in that the notification device performs the risk notification so that the notification intensity is maximized at the time when the control device starts to execute the driving assistance control.

2. A traffic safety support system for supporting safe travel of a first support target, the first support target being a first mobile body equipped with a first notification device that issues risk notifications under a plurality of different notification intensities, and a second support target being a second mobile body equipped with a second notification device that issues caution notifications regarding safe driving, the system comprising: recognition means for recognizing recognition objects including traffic participants and traffic environments in a target traffic area and acquiring recognition information regarding these recognition objects; a rule compliance calculation means for acquiring, from the recognition information, use history information of a direction indicator when the second support target makes a right or left turn, calculating a rule compliance degree regarding use of the direction indicator of the second support target based on the use history information, and storing the calculated rule compliance degree in a rule compliance degree database; a risk notification setting means for setting an operation mode of the risk notification by the first notification device based on the recognition information; a warning notification setting means for setting an operation mode of a warning notification by the second notification device based on the rule compliance degree of the second support target, the first assistance target includes a control device that executes driving assistance control to automatically operate a braking device or a steering device of the host vehicle on the condition that another moving object that may come into contact with the host vehicle is present within a predetermined operating range, the risk notification setting means, when the distance between the leading moving body of the first support target and a point ahead of the leading moving body where a right or left turn is possible is less than a distance threshold and the direction indicator of the leading moving body is not activated, starts the risk notification at a timing determined based on the predicted collision time between the first support target and the leading moving body, and changes the notification intensity at the start of the risk notification or the timing for increasing the notification intensity of the risk notification according to the degree of rule compliance with the leading moving body obtained from the rule compliance degree database; A traffic safety support system characterized in that the first notification device performs the risk notification so that the notification intensity is maximized at the time when the control device starts to execute the driving assistance control.

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