Driving assistance device and driving assistance system

Abstract

To provide a drive assistance device and a drive assistance system that assist a self vehicle so as not to encounter an accident such as a collision with a nearby mobile body.SOLUTION: A drive assistance device for a vehicle comprises: detection means which is capable of communicating with a management server and detects a position of a vehicle; determination means for determining whether or not there is a danger avoidance behavior by a mobile body around the vehicle; communication means for, when the determination means determines that there is a danger avoidance behavior, transmitting information on the danger avoidance behavior and a position thereof to the management server; and notification means for providing notification of drive assistance information based on the position and the information on the danger avoidance behavior received from the management server by the communication means. The drive assistance information may include a warning content based on the position, and also may include guidance path information for the vehicle.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device and a driving assistance system, and more particularly to a driving assistance device and a driving assistance system for a vehicle that can communicate with a management server. [Background technology]

[0002] Techniques for avoiding collisions between a vehicle and surrounding vehicles are disclosed in, for example, Patent Documents 1 and 2. Patent document 1 describes a driving assistance device that estimates the emotions of a vehicle driver and the emotions of traffic participants around the vehicle, collects data on points where the driver of the vehicle does not sense danger but traffic participants sense danger from the vehicle (near miss points where the driver is not aware of them), and notifies the driver of these points.

[0003] Patent document 2 describes an advanced driver assistance system for a vehicle that uses at least one sensor to detect one or more traffic participants, identifies the orientation and position of each detected traffic participant, indicating the direction in which the traffic participant is moving or the direction in which the traffic participant is most likely to start moving, and calculates a risk value for each traffic participant that indicates the degree of one or more potential risks associated with the vehicle based on the relationship between the identified orientation and position of each traffic participant and the direction in which the vehicle is traveling. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-163345 [Patent Document 2] Patent No. 5938569 Summary of the Invention [Problem to be solved by the invention]

[0005] However, it is not necessarily easy to estimate the emotions of nearby traffic participants without the vehicle taking evasive action, and it may be difficult to detect the direction of traffic participants at intersections with poor visibility. An object of the present invention is to provide a driving assistance device and a driving assistance system that assist a vehicle to avoid an accident such as a collision with a nearby moving object. [Means for solving the problem]

[0006] (1) A driving assistance device according to a first aspect of the present disclosure is a driving assistance device (e.g., driving assistance device 11 described later) of a vehicle (e.g., vehicle 1 described later) that is capable of communicating with a management server (e.g., management server 60 described later), A detection means for detecting the position of the vehicle (for example, a GPS sensor 24b, which will be described later); A determination means for determining whether or not a danger avoidance behavior of a moving object around the vehicle is occurring (for example, a danger avoidance behavior determination unit 201, which will be described later); a communication means (for example, a communication device 24c described later) for transmitting information on the danger avoidance behavior and the position to the management server when the determination means determines that a danger avoidance behavior has occurred; a notification means (for example, a notification control unit 203) that notifies driving support information based on the location and the information on the danger avoidance behavior received by the communication means from the management server; It is a driving assistance device equipped with the above.

[0007] (2) In the driving assistance device of (1) above, the driving assistance information may include a warning content based on the position.

[0008] (3) In the driving assistance device of (1) or (2) above, the driving assistance information may include guidance route information for the vehicle.

[0009] (4) In any of the driving assistance devices (1) to (3) above, the determination means may determine whether or not the risk avoidance behavior is occurring based on a time to collision and a deceleration of the vehicle on a travel trajectory of a moving object around the vehicle.

[0010] (5) In the driving assistance device according to any one of (1) to (4), the determining means determines whether or not the vehicle is performing a risk avoidance behavior, the communication means transmits the location and information on the danger avoidance behavior of the vehicle to the management server; The notification means may notify driving assistance information based on the location and information on the danger avoidance behavior of the vehicle, which information is received by the communication means from the management server.

[0011] (6) The first part of this disclosure 2 Driving assistance relating to the above aspects system A vehicle (for example, a vehicle 1 described later) including a driving assistance device according to any one of (1) to (5) above. a management server (for example, a management server 60 described later) capable of communicating with the vehicle; It is a driving assistance system equipped with the following. [Effects of the Invention]

[0012] According to the present invention, it is possible to support a vehicle in preventing accidents such as collisions with surrounding moving bodies by using the risk avoidance behavior of the moving bodies around the vehicle and the position of the vehicle. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a block diagram showing the configuration of a vehicle according to an embodiment of the present invention; [Figure 2] 1 is a diagram showing a functional configuration of a vehicle driving assistance device according to an embodiment of the present invention; [Figure 3] FIG. 10 is a characteristic diagram showing changes in TTC when a moving object approaches a vehicle and suddenly brakes at a certain point, causing deceleration. [Figure 4] FIG. 10 is a characteristic diagram showing a change in TTC when a moving object collides with a vehicle. [Figure 5] 3 is a diagram showing a moving body that is a target for determination by a danger avoidance behavior determination unit; FIG. [Figure 6] 3 is a diagram showing a moving body that is a target for determination by a danger avoidance behavior determination unit; FIG. [Figure 7] 1 is a diagram showing a first situation in which a moving object may perform a danger avoidance behavior with respect to a vehicle. [Figure 8] FIG. 10 is a diagram showing a second situation in which a moving object may perform a danger avoidance behavior with respect to a vehicle. [Figure 9] FIG. 10 is a diagram showing a third situation in which a moving object may perform a danger avoidance behavior with respect to a vehicle. [Figure 10] FIG. 10 is a diagram showing a fourth situation in which a moving object may perform a danger avoidance behavior with respect to a vehicle. [Figure 11] FIG. 10 is a diagram showing a fifth situation in which a moving object may perform a danger avoidance behavior with respect to a vehicle. [Figure 12] FIG. 10 is a diagram showing a sixth situation in which a moving object may perform a danger avoidance behavior with respect to a vehicle. [Figure 13] FIG. 10 is a diagram showing a seventh situation in which a moving object may perform a danger avoidance behavior toward a vehicle. [Figure 14] 10 is a flowchart showing a process of transmitting information about a situation such as danger avoidance and accident information to a management server. [Figure 15] 10 is a flowchart showing a process of transmitting information about a situation such as danger avoidance and accident information to a management server. [Figure 16] 10 is a table showing the driver warning priority cost of the own vehicle and the route avoidance priority cost corresponding to the risk avoidance / accident classification. [Figure 17] 10 is a table showing an example of risk avoidance behavior and weighting according to accident priority. [Figure 18] 10 is a flowchart showing a process in the vehicle navigation device of the vehicle and a process in the management server when a navigation route for the vehicle has not been set. [Figure 19]10 is a flowchart showing a process in the vehicle navigation device of the vehicle and a process in the management server when a navigation route for the vehicle has not been set. [Figure 20] 10 is a flowchart showing a process in the vehicle navigation device of the vehicle and a process in the management server when a navigation route for the vehicle is set. [Figure 21] 10 is a flowchart showing a process in the vehicle navigation device of the vehicle and a process in the management server when a navigation route for the vehicle is set. [Figure 22] 10 is a flowchart showing a process in the vehicle navigation device of the vehicle and a process in the management server when a navigation route for the vehicle is set. [Figure 23] 10 is a flowchart showing a process in the vehicle navigation device of the vehicle and a process in the management server when a navigation route for the vehicle is set. DETAILED DESCRIPTION OF THE INVENTION

[0014] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a driving assistance device according to the present invention will be described with reference to the drawings. Fig. 1 is a block diagram showing the configuration of a vehicle 1 according to this embodiment. Fig. 1 shows a schematic plan view and a side view of the vehicle 1. As an example, the vehicle 1 is a sedan-type four-wheeled passenger car. 2 is a diagram showing the functional configuration of the driving assistance device 11 of the vehicle 1 according to this embodiment. As shown in FIG. 2, the driving assistance device 11 includes a control device 2, a communication device 24c, and a surrounding information acquisition unit 40.

[0015] The driving assistance device 11 communicates wirelessly with the management server 60. The driving assistance device 11 transmits to the management server 60 the current position of the vehicle 1 and information regarding behaviors (hereinafter referred to as risk avoidance behaviors) performed by moving objects around the vehicle 1 to avoid danger such as a collision with the vehicle 1. The driving assistance device 11 receives assistance information from the management server 60 to prevent moving objects from performing risk avoidance behaviors. A detailed description of the driving assistance device 11 will be given later. The danger avoidance behavior is a behavior that is caused by a moving object, such as a pedestrian or a driver of a motorcycle or automobile, sensing danger, and can therefore also be called a near miss behavior.

[0016] The control device 2 includes multiple ECUs (autonomous driving ECU 20 to stop control ECU 29) that are communicatively connected via an in-vehicle network. Each ECU functions as a computer that includes a processor such as a CPU, a storage device such as a semiconductor memory, an interface with external devices, etc. The storage device stores programs executed by the processor, data used for processing by the processor, etc. Each ECU may include multiple processors, storage devices, interfaces, etc.

[0017] The following describes the configuration of the vehicle 1, focusing on the autonomous driving ECU 20 to the stop control ECU 29. The number of ECUs and the functions they are responsible for can be designed as appropriate, and the ECUs shown in this embodiment can be divided or integrated.

[0018] The automatic driving ECU 20 executes control related to automatic driving of the vehicle 1. In automatic driving, the automatic driving ECU 20 automatically controls at least one of the steering of the vehicle 1 and acceleration / deceleration.

[0019] The steering ECU 21 controls the electric power steering device 3. The electric power steering device 3 includes a mechanism for steering the front wheels in response to the driver's driving operation (steering operation) on the steering wheel 31. The electric power steering device 3 also includes a motor that assists the steering operation or generates driving force for automatically steering the front wheels, a sensor that detects the steering angle, etc. When the driving state of the vehicle 1 is autonomous driving, the steering ECU 21 automatically controls the electric power steering device 3 in response to instructions from the autonomous driving ECU 20, and controls the traveling direction of the vehicle 1.

[0020] The driving support ECUs 22 and 23 control the camera 41, LIDAR 42, and millimeter wave radar 43 that detect the surrounding conditions of the vehicle, and process information on the detection results. The cameras 41 capture images of the front, sides, and rear of the vehicle 1. In this embodiment, two cameras 41 are provided in the front of the vehicle 1, and one each on the sides and rear. The cruise assistance ECUs 22 and 23 can extract the contours of targets and lane markings (white lines, etc.) on the road by analyzing the images captured by the cameras 41.

[0021] The LIDAR 42 is a Light Detection and Ranging (LIDAR) that detects targets around the vehicle 1 and measures the distance to the targets. In the present embodiment, five LIDARs 42 are provided, one at each corner of the front of the vehicle 1, one in the center of the rear, and one on each side of the rear.

[0022] The millimeter-wave radar 43 detects targets around the vehicle 1 and measures the distance to the targets. In this embodiment, five millimeter-wave radars 43 are provided: one at the front center of the vehicle 1, one at each front corner, and one at each rear corner.

[0023] The cruise assist ECU 22 controls one of the cameras 41 and each of the LIDARs 42 at the front of the vehicle 1 and processes information on the detection results. The cruise assist ECU 23 controls the other of the cameras 41 and each of the millimeter-wave radars 43 at the front of the vehicle 1 and processes information on the detection results. By providing two sets of ECUs that detect the surrounding conditions of the vehicle 1, the reliability of the detection results can be improved, and by providing different types of detection units, such as the camera 41, LIDAR 42, and millimeter-wave radar 43, the surrounding environment of the vehicle 1 can be analyzed from multiple perspectives.

[0024] The position recognition ECU 24 controls the gyro sensor 5, the GPS sensor 24b, and the communication device 24c and processes information on the detection results or communication results. The gyro sensor 5 detects the rotational motion of the vehicle 1. The position recognition ECU 24 can determine the path of the vehicle 1 based on the detection results of the gyro sensor 5, wheel speeds, etc. The position recognition ECU 24 can access a database 24a of map information constructed in a storage device, and performs a route search from the current location to the destination, etc.

[0025] The GPS sensor 24b detects the current position of the vehicle 1. The communication device 24c performs wireless communication with the management server 60. The communication device 24c transmits to the management server 60 the current position of the vehicle 1 and information on the danger avoidance behavior created by a danger avoidance behavior determination unit 201 (described later). The communication device 24c also receives support information from the management server 60 to prevent the danger avoidance behavior from occurring.

[0026] The communication control ECU 25 includes a communication device 25a for vehicle-to-vehicle communication. The communication device 25a performs wireless communication with other vehicles in the vicinity, and exchanges information between the vehicles.

[0027] The drive control ECU 26 controls the power plant 6. The power plant 6 is a mechanism that outputs driving force to rotate the drive wheels of the vehicle 1, and includes, for example, an engine and a transmission. The drive control ECU 26 controls the output of the engine in response to the driver's driving operation (accelerator operation or acceleration operation) detected, for example, by an operation detection sensor 7D provided on the accelerator pedal 7A. The drive control ECU 26 then switches the gear position of the transmission based on information such as the vehicle speed detected by the vehicle speed sensor 7C. When the vehicle 1 is in an autonomous driving state, the drive control ECU 26 automatically controls the power plant 6 in response to instructions from the autonomous driving ECU 20, and controls the acceleration and deceleration of the vehicle 1.

[0028] The vehicle exterior alarm control ECU 27 controls the turn signal 、 headlights and taillight etc. In the example of FIG. 1, the direction indicator teeth , are provided at the front, door mirrors, and rear of the vehicle 1. teeth , provided at the front of the vehicle 1, taillight teeth , vehicle 1 rear The vehicle exterior notification control ECU 27 further controls the sound device 12 that emits sound outside the vehicle. The sound device 12 includes, for example, a horn 12a for warning the driver.

[0029] The interior notification control ECU 28 controls the input / output device 9. The input / output device 9 outputs information to the driver and receives information input from the driver. The input / output device 9 has an audio output device 91, a display device 92, and an input device 93.

[0030] The audio output device 91 notifies the driver of information by voice. The display device 92 notifies the driver of information by displaying an image. The display device 92 is disposed, for example, in front of the driver's seat and constitutes an instrument panel or the like. Note that although sound and display are exemplified here, information may also be notified by vibration or light. The input / output device 9 may also notify information by a combination of sound, display, vibration, or light. Furthermore, the input / output device 9 may vary the combination or the notification mode depending on the level of the information to be notified (for example, the urgency).

[0031] The input device 93 is a group of switches that are arranged in a position that can be operated by the driver and that are used to give instructions to the vehicle 1, but may also include a voice input device.

[0032] The stop control ECU 29 controls the brake device 10, a parking brake (not shown), etc. The brake device 10 is, for example, a disc brake device provided on each wheel of the vehicle 1, and applies resistance to the rotation of the wheel to slow down or stop the vehicle 1.

[0033] The stop control ECU 29 controls the operation of the brake device 10 in response to a driving operation (brake operation) by the driver detected by, for example, an operation detection sensor 7E provided on the brake pedal 7B. When the vehicle 1 is in an autonomous driving state, the stop control ECU 29 automatically controls the brake device 10 in response to an instruction from the ECU 20, and controls the deceleration and stop of the vehicle 1. The brake device 10 and the parking brake can also be operated to maintain the stopped state of the vehicle 1. In addition, when the transmission of the power plant 6 is equipped with a parking lock mechanism, the parking lock mechanism can also be operated to maintain the stopped state of the vehicle 1.

[0034] The vehicle 1 further includes an interior detection sensor 50 that detects the state inside the vehicle. Here, the interior detection sensor 50 is configured with a camera as an imaging unit, a weight sensor, a temperature detection sensor, etc., and the type is not particularly limited. The interior detection sensor 50 may be provided for each seat provided in the vehicle 1, or may be provided as a single component that can overlook and monitor the entire interior of the vehicle.

[0035] [Example of control function] The control functions of the vehicle 1 according to this embodiment include driving-related functions relating to the control of driving, braking, and steering of the vehicle 1, and notification functions relating to the notification of information to the driver. Lane keeping control is a type of control of the vehicle's position relative to the lane, and is a control that automatically drives the vehicle (without relying on the driver's driving operation) on a driving trajectory set within the lane.

[0036] Lane departure prevention control is a type of control of the vehicle's position relative to the lane, and it detects white lines or median strips and automatically steers the vehicle to prevent it from crossing the lines. In this way, lane departure prevention control and lane keeping control have different functions.

[0037] Lane change control is a control that automatically moves the vehicle from the lane in which the vehicle is traveling to an adjacent lane. The vehicle-in-front following control is a control for automatically following another vehicle traveling ahead of the host vehicle. AEB (Automatic Emergency Braking) is a system that automatically applies the brakes to help avoid a collision when the possibility of a collision with a moving object in front of the vehicle increases. The moving object can be a vehicle, a pedestrian, or other object. The false start suppression control is a control that limits the acceleration of the vehicle when the driver's acceleration operation is equal to or greater than a predetermined amount while the vehicle is stopped, thereby suppressing sudden starts.

[0038] Adjacent vehicle notification control is a control that notifies the driver of the presence of other vehicles traveling in adjacent lanes adjacent to the lane in which the vehicle is traveling, for example, by notifying the driver of the presence of other vehicles traveling to the side or rear of the vehicle. The preceding vehicle departure notification control is a control to notify the driver that the vehicle and another vehicle ahead of the vehicle are stopped and that the other vehicle ahead has started moving. These notifications can be made by the in-vehicle notification device described above.

[0039] The configuration of the driving assistance device 11 of the vehicle 1 according to this embodiment will be described below with reference to FIGS. As already explained, the driving assistance device 11 includes the control device 2, the GPS sensor 24b, the communication device 24c, and the surrounding information acquisition unit 40.

[0040] The control device 2 includes a danger avoidance behavior determination unit 201, an information notification unit 202, and a notification control unit 203. The surrounding information acquisition unit 40 includes the above-mentioned camera 41, LIDAR 42, and millimeter-wave radar 43. Although not shown in FIG. 2, the control device 2 may also include a braking control unit.

[0041] The surrounding information acquisition unit 40 acquires surrounding information of the vehicle 1. For example, the surrounding information acquisition unit 40 acquires surrounding information in front of, beside, and behind the vehicle 1. The surrounding information is for example, The surrounding information is data on the surroundings in front of, on the sides of, and behind the vehicle 1 acquired by the LIDAR 42 or the millimeter-wave radar 43. The surrounding information may also be images of the surroundings in front of, on the sides of, and behind the vehicle 1 acquired by the camera 41.

[0042] The danger avoidance behavior determination unit 201 determines whether a moving object in the vicinity of the vehicle 1 has performed a behavior to avoid a risk such as a collision with the vehicle 1 (hereinafter referred to as a danger avoidance behavior) based on the surrounding information acquired by the surrounding information acquisition unit 40. The surrounding information is, for example, data on the surroundings in front, on the sides, and behind the vehicle 1 acquired by the LIDAR 42 or the millimeter-wave radar 43. Specifically, the danger avoidance behavior determination unit 201 calculates a time to collision (hereinafter referred to as a TTC (Time to Collision)) and a deceleration G with respect to the vehicle 1 on the traveling trajectory of the moving object (e.g., a vehicle) in the vicinity of the vehicle 1 based on the data on the surroundings in front, on the sides, and behind the vehicle 1 acquired by the LIDAR 42 or the millimeter-wave radar 43, and determines whether the moving object, such as a vehicle, has performed a danger avoidance behavior based on thresholds for the minimum TTC and the maximum deceleration.

[0043] In a situation where a driver of a vehicle around vehicle 1 senses the risk of a collision between their vehicle and vehicle 1 and applies the brakes suddenly, the TTC will initially decrease as the driver approaches vehicle 1, and then sudden braking will begin at a certain point, causing the TTC to increase due to deceleration, as shown in the characteristic diagram of Figure 3. Therefore, the surrounding information acquisition unit 40 can detect the behavior of moving objects around vehicle 1 and determine whether the driver sensed the risk of a collision or other danger and performed risk avoidance behavior based on the threshold values ​​of the minimum TTC and maximum deceleration G.

[0044] The danger avoidance behavior determination unit 201 determines danger avoidance behavior of the vehicle in the vicinity as well as danger avoidance behavior such as sudden braking of the vehicle itself. The danger avoidance behavior determination unit 201 functions as a collision determination unit and can also detect a collision with a moving object or an obstacle in the vicinity of the vehicle 1. In the event of a collision, as shown in the characteristic diagram of FIG. T As C approaches "0", T T When C becomes "0", it is determined to be a collision.

[0045] The collision determination unit may be provided separately from the danger avoidance behavior determination unit 201, and determines a collision between the vehicle 1 and an obstacle or moving object in the vicinity of the vehicle 1 based on the surrounding information acquired by the surrounding information acquisition unit 40.

[0046] The risk avoidance behavior determination unit 201 determines the risk avoidance behavior when the vehicle 1 is equipped with an automatic braking system (AEB). B 5, it may be performed on a moving object located on the side or rear of the vehicle 1. While Fig. 5 shows a case where the moving object is a bicycle, the same applies when the moving object is a four-wheeled vehicle or a motorcycle. As shown in FIG. 6, even if a moving object is in front, if the moving object is moving in such a way as to collide with the side of the vehicle 1, it is desirable that the danger avoidance behavior determination unit 201 determine whether the moving object is a danger avoidance behavior.

[0047] When the danger avoidance behavior determination unit 201 determines that a moving object in the vicinity of the vehicle 1 has performed a danger avoidance behavior with respect to the vehicle 1, the information notification unit 202 notifies the vehicle 1 of the current position of the vehicle 1 detected by the GPS sensor 24b and information about the danger avoidance behavior. of The information notification unit 202 determines whether the vehicle has performed a risk avoidance behavior by the risk avoidance behavior determination unit 201 and transmits the information to the management server 60 via the communication device 24c. It was determined that In this case, the current position of vehicle 1 and information on the danger avoidance behavior are of , and transmits it to the management server 60 via the communication device 24c. When the braking control unit 205 activates the anti-lock braking system (ABS) or the AEB, the information notification unit 202 transmits the current location of the vehicle 1 and the operation status to the management server 60 via the communication device 24c. Furthermore, when the danger avoidance behavior determination unit 201 detects a collision, the information notification unit 202 notifies the vehicle 1 of the current position and information on the danger avoidance behavior. of , and transmits it to the management server 60 via the communication device 24c.

[0048] The notification control unit 203 receives support information for preventing danger avoidance behavior from occurring from the management server 60 via the communication device 24c, and displays warning information indicating the possibility of an accident such as a collision between a moving object or the like and the vehicle 1 on the display device 92 and / or outputs it to the audio output device 91. In this way, the notification control unit 203 notifies the driver of the vehicle 1 of the possibility of an accident such as a collision between a moving object and the vehicle 1.

[0049] The braking control section will now be described. When the operation detection sensor 7D provided on the accelerator pedal 7A detects a driving operation (accelerator operation or acceleration operation) by the driver of the vehicle 1, the braking control unit performs AEB by the stop control ECU 29. When the vehicle speed sensor 7C detects acceleration of the vehicle 1, the braking control unit may perform AEB by the stop control ECU 29. Furthermore, the braking control unit causes the stop control ECU 29 to activate the anti-lock brake system (ABS) when the wheels are locked due to sudden braking.

[0050] Next, an example of a case where there is a possibility that a moving object will perform a danger avoidance behavior with respect to the vehicle 1 will be described. 7 to 13 are diagrams showing first to seventh situations in which a moving object may perform a danger avoidance behavior with respect to the vehicle 1 according to this embodiment.

[0051] 7 is a diagram showing a situation in which vehicle 1 turns left before an intersection to enter a store, causing vehicle 300a (a moving body) following vehicle 1 to exhibit danger avoidance behavior while traveling. As shown in FIG. 7, vehicle 1 turns on its left turn signal to enter the store in front of the intersection, and decelerates before the store to enter the store. The driver of vehicle 300a following vehicle 1 may mistakenly decelerate too late and suddenly brake, when vehicle 1 is turning left at the intersection. As a result, vehicle 300a following vehicle 1 exhibits danger avoidance behavior while traveling. In the example of Figure 7, the driver of vehicle 1 is driving normally, and even if vehicle 1 is equipped with ADAS (Advanced Driver-Assistance Systems), vehicle 300a may still exhibit danger avoidance behavior. If vehicle 300a following vehicle 1 is not equipped with ADAS such as AEB (Autonomous Emergency Braking), it is highly likely that such danger avoidance behavior will occur. In addition, environmental factors such as the presence of a store parking lot in front of the intersection are likely to be a major factor in causing danger avoidance behavior.

[0052] FIG. 8 is a diagram showing a situation in which vehicle 1 turns left from a non-priority road at an intersection with poor visibility, and vehicle 300b, a moving object traveling on a priority road, exhibits a risk-avoidance behavior while traveling. In the example of FIG. 8, vehicle 1 turns left from the non-priority road at an intersection with poor visibility without noticing vehicle 300b traveling on the priority road. The driver of vehicle 300b, a moving object traveling on the priority road, does not anticipate vehicle 1 coming out of the non-priority road, so may slow down late and suddenly brake. As a result, vehicle 300b traveling on the priority road exhibits a risk-avoidance behavior while traveling. In the example of Figure 8, even if vehicle 1 is equipped with an ADAS such as FCTA (Front Cross Traffic Alert) for use at intersections with poor visibility, the FCTA may not operate properly at complex intersections where it is difficult for the FCTA to operate, and vehicle 300b may exhibit danger avoidance behavior. If vehicle 300b is not equipped with an ADAS such as AEB, there is a high possibility that such danger avoidance behavior will occur.

[0053] 9 is a diagram showing a situation in which vehicle 1, when making a right turn at an intersection, notices a pedestrian and stops midway through the turn, causing oncoming vehicle 300c to exhibit danger avoidance behavior while traveling. In the example of FIG. 7, the driver of vehicle 1 attempts to turn right without noticing pedestrian 400, and then notices the pedestrian midway through the turn and stops. Oncoming vehicle 300c may slow down late and suddenly brake because it does not expect vehicle 1 passing in front to stop. As a result, oncoming vehicle 300c exhibits danger avoidance behavior while traveling. 9, even if the vehicle 1 is equipped with an ADAS such as an intersection-compatible AEB, the ADAS may not operate properly at a complex intersection where the external sensor of the ADAS has difficulty in detecting, and the vehicle 300c may exhibit danger avoidance behavior. If the vehicle 300c is not equipped with an ADAS such as AEB, there is a high possibility that such danger avoidance behavior will occur.

[0054] FIG. 10 shows a situation in which a vehicle 1 is heading out to check both sides at an intersection with poor visibility, when a bicycle approaches from the front side of the vehicle, causing the bicycle to take a risk-avoiding action. In the example of FIG. 10, the driver of vehicle 1 slowly moves the vehicle onto the road while keeping a visual check. The rider of bicycle 500a may mistakenly assume that vehicle 1 is not coming out, slow down too late, and suddenly brake. As a result, bicycle 500a may not be able to avoid danger. Wake up. In the example of Figure 10, even if vehicle 1 is equipped with an ADAS for use at intersections with poor visibility, such as FCTA (Front Cross Traffic Alert), bicycles are small and difficult to detect with the external sensors of the ADAS, which means that FCTA may not operate properly and bicycle 500a may exhibit danger avoidance behavior. It is difficult to equip bicycles with ADAS, and this type of danger avoidance behavior may occur.

[0055] FIG. 11 shows a situation in which a bicycle enters an intersection in a residential area without checking for vehicles, and when it sees a vehicle 1 ahead, the bicycle begins to take danger avoidance action. In the example of Figure 11, the driver of vehicle 1 applies sudden brakes when bicycle 500b jumps out before vehicle 1 enters the intersection, but when bicycle 500b jumps out after vehicle 1 enters the intersection, bicycle 500b applies sudden brakes. In the example of Figure 11, even if vehicle 1 is equipped with an ADAS such as an intersection-compatible AEB, at a complex intersection where the external sensors of the ADAS have difficulty detecting a bicycle, the ADAS may not operate properly, and bicycle 500b may exhibit danger avoidance behavior. It is difficult to equip bicycles with ADAS, and this type of danger avoidance behavior may occur.

[0056] FIG. 12 shows a situation in which a bicycle coming from behind vehicle 1 attempts to cross an intersection when vehicle 1 turns left, and the bicycle exhibits danger avoidance behavior. In the example of Figure 12, the driver of vehicle 1 overlooks bicycle 500c coming from behind and decides that it is okay to turn left, but the rider of bicycle 500c suddenly brakes when vehicle 1 appears in front of them. In the example of Figure 12, even if vehicle 1 is equipped with an ADAS such as intersection-compatible AEB, at complex intersections where the ADAS's external sensors have difficulty detecting bicycles, the ADAS may not operate properly, and bicycle 500c may exhibit danger-avoidance behavior. When the bicycle is traveling at a high speed, vehicle 1 must detect the bicycle from a distance, making it more difficult for external sensors to detect it. It is difficult to equip bicycles with ADAS, and there is a possibility that they may exhibit this type of danger avoidance behavior.

[0057] FIG. 13 is a diagram showing a situation in which a bicycle coming from behind vehicle 1 attempts to cross an intersection when vehicle 1 turns right, and the bicycle exhibits danger avoidance behavior. In the example of Figure 13, the driver of vehicle 1 overlooks bicycle 500d coming from behind and therefore decides that it is okay to turn right, but the rider of bicycle 500d suddenly brakes when vehicle 1 appears in front of them. In the example of FIG. 13, even if the vehicle 1 is equipped with an ADAS such as an intersection-compatible AEB, the ADAS does not operate properly at a complex intersection where the external sensor of the ADAS has difficulty detecting a bicycle, and the bicycle 500 d There is a possibility that risk avoidance behavior may occur. When the bicycle is traveling at a high speed, vehicle 1 must detect the bicycle from a distance, making it more difficult for external sensors to detect it. It is difficult to equip bicycles with ADAS, and there is a possibility that they may exhibit this type of danger avoidance behavior.

[0058] 14 and 15 are flowcharts showing the process of transmitting information on situations such as danger avoidance and accidents such as collisions to the management server according to this embodiment. In the following description, a vehicle 1 is provided with an ABS and an AE B The case where the vehicle is a four-wheeled vehicle equipped with the above-mentioned components and the moving objects around the vehicle are other vehicles will be described. In step S101, the vehicle 1 acquires information about its own vehicle. In step S102, the vehicle 1 detects vehicles around the vehicle.

[0059] In step S103, the vehicle 1 determines whether the ABS (antilock braking system) or the anti-skid device has been activated. If the ABS or the anti-skid device has been activated, the process proceeds to step S104, and if not, the process proceeds to step S105. In step S104, the operation status of the ABS or anti-skid device is transmitted to the management server 60, and the process proceeds to step S111 after "A" shown in FIG. Steps S103 and S104 show the processing of the vehicle 1 when the vehicle 1 is traveling on a slippery road surface.

[0060] In step S105, it is determined whether or not the AEB has been activated. If the AEB has been activated, the process proceeds to step S106, and if not, the process proceeds to step S107. In step S106, the AEB operation status is transmitted to the management server 60, and the process proceeds to step S111 after "A" shown in FIG. In step S107, the vehicle 1 determines whether or not danger avoidance behavior of the host vehicle has been detected. If danger avoidance behavior of the host vehicle has been detected, the process proceeds to step S108, and if not, the process proceeds to step S109.

[0061] In step S108, the situation of the vehicle when avoiding danger is transmitted to the management server 60, and the process proceeds to step S111 after "A" shown in FIG. In step S109, the vehicle 1 determines whether or not a risk avoidance behavior of a vehicle in the vicinity of the host vehicle has been detected. If a risk avoidance behavior of a vehicle in the vicinity has been detected, the process proceeds to step S110, and if not, the process proceeds to step S112 after "B" shown in FIG. 15. In step S110, the status of the danger avoidance behavior of the surrounding vehicles is transmitted to the management server 60, and the process proceeds to step S111 after "A" shown in FIG.

[0062] In step S111 of Fig. 15, the vehicle 1 determines whether or not a collision of the vehicle with an obstacle or the like has been detected. If a collision of the vehicle has been detected, the process proceeds to step S114, and if not, the process proceeds to step S101 after "C" shown in Fig. 14. In step S112, the vehicle 1 determines whether or not it has detected a collision of the vehicle with an obstacle, etc. If a collision of the vehicle has been detected, the process proceeds to step S114, and if not, the process proceeds to step S113. In step S113, the vehicle 1 determines whether or not a collision of the vehicle with a nearby vehicle has been detected. If a collision of the vehicle has been detected, the process proceeds to step S114, and if not, the process proceeds to step S101 after "C" shown in FIG. In step S114, the situation regarding the collision of the vehicle is transmitted to the management server 60, and then the processing flow shown in FIGS. 14 and 15 is terminated.

[0063] The processing in the management server 60 will be described below. The management server 60 creates a database of risk avoidance and accident classifications at specific locations based on the operation status of the anti-skid device, the operation status of the AEB, the situation when the vehicle is avoiding risk, and the situation of risk avoidance behavior of surrounding vehicles, all of which are sent from the vehicle 1 and shown in Figure 14, as well as the location information of the vehicle 1. The management server 60 uses a database of bicycle traffic volume and other data for each hour, as this data varies depending on the time of day. The management server 60 also calculates priority costs according to risk avoidance and accident classification. Figure 16 is a table showing the driver warning priority costs and route avoidance priority costs corresponding to risk avoidance and accident classification. The table in Figure 17 shows an example of weighting according to priority, with high risk avoidance behavior = 2x frequency, medium risk avoidance behavior = 1x frequency, low risk avoidance behavior = 0x frequency, high accident = 4x frequency, medium accident = 2x frequency, and low accident = 0x frequency.

[0064] The management server 60 also creates a database of warning permission speed thresholds and warning guidance for the driver of the vehicle that correspond to the risk avoidance / accident classification. The management server 60 may also create a database of speed conditions for risk avoidance / accidents collected at risk avoidance / accident locations. Figure 17 is a table showing warning permission speed thresholds and warning guidance for the driver of the vehicle that correspond to the risk avoidance / accident classification.

[0065] 18 and 19 are flowcharts showing the processing in the vehicle navigation device including the driving assistance device of the vehicle 1 and the processing in the management server when a navigation route for the vehicle 1 has not been set. In Fig. 18, steps S201 to S203 show the processing on the vehicle 1 side, and steps S301 to S306 show the processing on the management server 60 side. In Fig. 19, steps S204 to S208 show the processing on the vehicle 1 side.

[0066] In step S201 of FIG. 18, the vehicle navigation device of the vehicle 1 acquires the current position information of the vehicle using the GPS sensor 24b. In step S202, the vehicle navigation device communicates with the management server 60 via the communication device 24c, and transmits the current position information and traveling direction of the vehicle.

[0067] In step S301, the management server 60 receives the current position information and traveling direction of the vehicle 1 from the vehicle 1. In step S302, the management server 60 searches for danger avoidance behaviors and accident-prone locations in the traveling direction of the vehicle 1. The management server 60 identifies and stores the danger avoidance behaviors and accident-prone locations based on the danger avoidance behavior status, collision status, and vehicle location information transmitted from the vehicle 1 or multiple vehicles including the vehicle 1.

[0068] In step S303, it is determined whether there are multiple alarm candidates for danger avoidance behavior and accidents. If there are multiple alarm candidates, the process proceeds to step S304, and if there is only one alarm candidate, the process proceeds to step S305. In step S304, for example, 1 6, the alarm with the highest host vehicle driver alarm priority cost is selected, and the process proceeds to step S306. In step S305, one alarm candidate is selected, and the process proceeds to step S306. In step S306, the management server 60 transmits the location and direction information of the selected danger avoidance / accident prone point and the warning content to the vehicle 1, and then ends the process.

[0069] In step S203, the vehicle navigation device of the vehicle 1 communicates with the management server 60 via the communication device 24c, receives information on the location and direction of danger avoidance and accident-prone areas, and the content of the warning, and then proceeds to step S204 from "D" onwards shown in Figure 19.

[0070] In step S204, the vehicle navigation device determines whether or not the vehicle 1 will move a certain distance. If the vehicle 1 will move a certain distance, the process proceeds to step S205. If the vehicle 1 will not move a certain distance, the process ends because the vehicle 1 is unlikely to move to a risk-avoidance or accident-prone location. In step S205, the vehicle navigation device determines whether the distance from the current position to the danger avoidance / accident frequent point is within a certain distance. If the distance from the current position to the danger avoidance / accident frequent point is within the certain distance, the process proceeds to step S206, and if not, the process in vehicle 1 is terminated.

[0071] In step S206, the vehicle navigation device determines whether the current traveling direction is the same as the traveling direction to the danger avoidance / accident frequent spot. If the current traveling direction is the same as the traveling direction to the danger avoidance / accident frequent spot, the process proceeds to step S207, and if not, the process in the vehicle 1 is terminated. In step S207, the vehicle navigation device determines whether the current traveling speed is equal to or greater than the warning threshold for danger avoidance and accident-prone locations. If the current traveling speed is equal to or greater than the warning threshold for danger avoidance and accident-prone locations, the process proceeds to step S208. If the current traveling speed is not equal to or greater than the warning threshold for danger avoidance and accident-prone locations, the process in the vehicle 1 is terminated. Step S20 8 In the above, the vehicle navigation device displays an alarm and / or outputs an alarm sound.

[0072] 20 to 23 are flowcharts showing the processing in the vehicle navigation device of vehicle 1 and the processing in the management server 60 functioning as a navigation center when a navigation route is set for vehicle 1. In Fig. 20 to 23, steps S211 to S228 show the processing in the vehicle navigation device on the vehicle 1 side, and steps S311 to S316 and steps S321 to S330 show the processing on the management server 60 side.

[0073] In step S211 of FIG. 20, the vehicle navigation device of the vehicle 1 acquires the current position information of the vehicle using the GPS sensor 24b. In step S212, the vehicle navigation device sets the current location as the departure location or receives input of the departure location and acquires the departure location. In step S213, the vehicle navigation device accepts the input of the destination and acquires the destination information.

[0074] In step S214, the vehicle navigation device calculates a normal route. In step S215, the vehicle navigation device communicates with the management server 60 via the communication device 24c and transmits the calculated normal route.

[0075] In step S311, the management server 60 receives the normal route from the vehicle 1. In step S312, the management server 60 searches for risk avoidance and accident-prone points on the normal route. In step S313, the management server 60 selects the top five risk avoidance / accident-prone locations on the normal route based on the driver warning priority cost. If there are multiple locations at the same location, the management server 60 selects the location with the highest priority cost. In step S314, the management server 60 calculates a safe route (which will be a guided route) that avoids danger and bypasses points where accidents frequently occur.

[0076] In step S315, the management server 60 selects the seventh highest risk-avoidance / accident-prone location on the safe route based on the driver's warning priority cost. When the safe route is selected, the management server 60 issues more warnings than for the normal route because the driver is more safety-conscious. In step S316, the management server 60 transmits the calculated information to the vehicle 1.

[0077] In step S216, the vehicle navigation device of the vehicle 1 communicates with the management server 60 and receives the location information and warning contents of the safe route and the danger avoidance / accident prone points on the normal route / safe route. In step S217, the vehicle navigation device displays information on the normal route / safe route. In step S218, the vehicle navigation device accepts the route selection from the operator, starts navigation guidance along the selected route, and proceeds to step S219 after "H" shown in FIG.

[0078] In step S219 shown in FIG. 21, the vehicle navigation device displays danger avoidance and accident-prone points on the selected route within the screen range. In step S220, the vehicle navigation device determines whether the current position is a certain distance away from the presented route. If it is not a certain distance away, the process proceeds to step S221. If it is a certain distance away, the process proceeds to step S226 after "J" in FIG. 22. In step S221, the vehicle navigation device determines whether the destination has been reached. If the destination has been reached, the process proceeds to step S222, and if the destination has not been reached, the process proceeds to step S223. In step S222, the vehicle navigation device ends the guidance and ends the process.

[0079] In step S223, the vehicle navigation device determines whether the number of remaining alarms is 1 or more. If the number of remaining alarms is 1 or more, step S 224If the number of remaining alarms is not 1 or more, the process returns to step S219. In step S224, the vehicle navigation device determines whether the vehicle is approaching a danger avoidance / accident prone location for which a warning is to be issued. If the vehicle is approaching a danger avoidance / accident prone location for which a warning is to be issued, the process proceeds to step S225, and if the vehicle is not approaching the danger avoidance / accident prone location for which a warning is to be issued, the process returns to step S219. In step S225, the vehicle navigation device outputs a visual and audio warning, subtracts one from the number of remaining warnings, and returns to step S219.

[0080] In step S226 shown in FIG. 22, the vehicle navigation device recalculates the normal route, using the current location as the new departure point. In step S227, the vehicle navigation device communicates with the management server 60 via the communication device 24c, transmits the type of selected route and the number of remaining warnings, and then proceeds to step S228 after "K" shown in FIG. In step S321 shown in FIG. 22, the management server 60 receives the type of selected normal route and the number of remaining warnings from the vehicle navigation device of the vehicle 1. In step S322, the management server 60 determines whether the selected route is a safe route. If the selected route is not a safe route, the process proceeds to step S323, and if it is a safe route, the process proceeds to step S324. In step S323, the management server 60 recalculates a safe route that avoids danger and avoids points where accidents frequently occur.

[0081] In step S324, the management server 60 searches for danger avoidance / accident-prone points on the normal route, and proceeds to step S329 after "M" shown in FIG. In step S325, the management server 60 searches for risk-avoidance / accident-prone points on the safe route, and then proceeds to step S326 after "L" shown in FIG. In step S326 shown in Figure 23, the management server 60 determines whether the number of remaining alarms is three or less. If the number of remaining alarms is three or less, the process proceeds to step S327, and if the number of remaining alarms is not three or less, the process proceeds to step S328. The reason for performing the processes from step S326 onwards is that in the case of selecting a safe route, if the number of remaining alarms is low, it is likely that the area around the destination is a residential area, etc., where there are many near-miss locations. Furthermore, since the driver making the selection is highly safety-conscious, it is likely that they are more receptive to alarms than to the annoyance of excessive alarms.

[0082] In step S327, the management server 60 sets the number of remaining alarms to three. In step S328, the management server 60 selects the top "number of remaining alarms" of the risk avoidance / accident-prone points on the safety route in terms of the driver's alarm priority cost.

[0083] In step S329 after "M", the management server 60 selects the locations up to the "number of remaining top alarms" in terms of driver alarm priority cost from among the risk avoidance / accident-prone locations on the normal route, and proceeds to step S330. In step S330, the management server 60 transmits the calculated information to the navigation device of the vehicle 1.

[0084] In step S228 of Figure 23, the vehicle navigation device communicates with the management server 60, receives location information and warning content for the safe route and risk-avoidance / accident-prone points on the normal route / safe route, and then returns to step S219 from "I" onwards shown in Figure 21.

[0085] According to the present embodiment described above, the driving assistance device 11 can collect information on the danger avoidance behavior of surrounding moving objects without involving any danger avoidance operation of the own vehicle, and can assist the own vehicle in avoiding an accident caused by negligence on the part of the moving objects. In addition, when guiding the navigation system, based on the frequency information, the least frequent route among the applicable routes is proposed as a safe route to the driver of vehicle 1, etc. It also allows the vehicle to take a safe route during autonomous driving, reducing the frequency with which the system encounters unexpected situations during autonomous driving. Furthermore, information on the driver's risk avoidance behavior and accident occurrence information is also collected at the same time, and these are separated into factors related to the driver of the vehicle and factors related to the environment and other parties. Depending on the frequency of these factors, the type of warning issued at the driving point can be changed, or detour points can be changed as a safe route.

[0086] As a result, according to this embodiment, for example, the following effects are achieved. This will reduce the frequency of being involved in an accident caused by negligence on the part of nearby vehicles. In this embodiment, a motorcycle car It is also possible to collect collision incidents from moving objects that do not have communication devices, such as bicycles, so it is possible to increase the amount of collected information.

[0087] In the above-described embodiment, the vehicle 1 having the driving assistance device 11 is described as a four-wheeled vehicle, but the driving assistance device 11 according to this embodiment can also be applied to motorcycles, for example.

[0088] The embodiments of the present invention have been described above, but the driving assistance device 11 can be realized by hardware, software, or a combination of these. Furthermore, the control method performed by the driving assistance device 11 can also be realized by hardware, software, or a combination of these. Here, "realized by software" means that the method is realized by a computer reading and executing a program.

[0089] The program can be stored and provided to a computer using various types of non-transitory computer readable media. Non-transitory computer readable media include various types of tangible storage media. Examples of non-transitory computer readable media include magnetic recording media (e.g., hard disk drives), magneto-optical recording media (e.g., magneto-optical disks), CD-ROMs (Read Only Read-Only ROMs), and the like. Memory), CD-R, CD-R / W, and semiconductor memory (e.g., mask ROM, PROM (Programmable ROM), EPROM (Erasable PROM), flash ROM, RAM (random access memory)).

[0090] 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]

[0091] 1 vehicle 2. Control device 11 Driving assistance devices 24c Communication equipment 40 Peripheral information acquisition unit 60 Management Server 201 Danger avoidance behavior judgment unit 202 Information Notification Department 203 Notification control unit

Claims

1. A driving assistance device equipped in a vehicle and capable of communicating with a management server, a detection means for detecting the position of the vehicle; a determination means for determining whether or not a moving object around the vehicle is behaving in a manner to avoid danger with respect to the vehicle; a communication means for transmitting information on the danger avoidance behavior and the location to the management server when the determination means determines that the danger avoidance behavior has occurred; a notification means for notifying driving support information based on the location and the information on the danger avoidance behavior received by the communication means from the management server; A driving assistance device equipped with the above.

2. The driving assistance device according to claim 1 , wherein the driving assistance information includes a warning content based on the location.

3. The driving assistance device according to claim 1 , wherein the driving assistance information includes guidance route information for the vehicle.

4. 4. The driving assistance device according to claim 1, wherein the determining means determines whether or not the danger avoidance behavior is occurring based on a time to collision with the vehicle and a deceleration of a moving object on a travel path around the vehicle.

5. The determination means determines whether or not the vehicle is performing a danger avoidance behavior, the communication means transmits the location and information on the danger avoidance behavior of the vehicle to the management server; The driving assistance device according to claim 1 , wherein the notification means notifies driving assistance information based on the position and information on the danger avoidance behavior of the vehicle, which information is received by the communication means from the management server.

6. A vehicle including the driving assistance device according to any one of claims 1 to 5; a management server capable of communicating with the vehicle; A driving assistance system equipped with

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