Driving Support Device Steering Deceleration Control
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Solution Overview
Problem
Conventional driving support devices fail to effectively address the risks associated with a driver's non-visual manual operations, such as searching for objects, which can negatively impact vehicle safety by not distinguishing between visual and non-visual distractions and their respective impacts on driving directions.
Innovation Solution
A driving support device that includes a first support unit for steering control and a second support unit for deceleration, with a processing device that detects looking-aside and non-drive manual operations, setting the effect level of non-drive manual operations to be greater for steering control than for deceleration control, thereby adjusting alarm timings and intervention strategies based on detection results.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If conventional driving support devices detect looking-aside and perform running control, then collision risk is reduced, but non-visual manual operations (such as searching for objects) are not addressed, leaving a safety gap
Solution Approach 1:
The patent segments the detection and control system into multiple independent components: a looking-aside detection unit, a non-drive manual operation detection unit, a first support unit for steering control, and a second support unit for deceleration control. This segmentation allows each component to specialize in detecting and responding to specific types of driver distractions, thereby improving both reliability for specific tasks and adaptability across multiple distraction scenarios.
Solution Approach 2:
The patent implements dynamic control by adjusting the level of intervention based on the type of distraction detected. The running support processing device dynamically selects which support unit to activate (steering control or deceleration control) and adjusts the intensity of the effect based on whether the distraction is visual (looking-aside) or non-visual (manual operation), making the system adaptable to different distraction types while maintaining high reliability.
2Ease of operation
If the same level of control effect is applied to both steering and deceleration support, then the system is simple to implement, but it cannot provide appropriate differential response to different types of distractions
Solution Approach 1:
The patent applies local quality by assigning different control characteristics to different support units based on the type of distraction detected. The first support unit (steering control) is optimized for responding to non-visual manual operations, while the second support unit (deceleration control) is optimized for responding to looking-aside events. This localized optimization allows the system to provide appropriate differential responses without requiring complex centralized control logic.
Solution Approach 2:
The system dynamically adjusts the level of intervention in each support unit based on real-time detection results. The running support processing device activates only the relevant support unit (first or second) depending on whether a non-drive manual operation or looking-aside is detected, and adjusts the effect level accordingly. This dynamic approach provides versatile differential response while maintaining implementation simplicity through modular design.
3Reliability
If the driving support device increases gain and changes alarm timing to address looking-aside, then visual distraction response is improved, but non-visual operations remain undetected and unaddressed
Solution Approach 1:
The patent segments the detection functionality into separate units: a looking-aside detection unit specifically for visual distractions and a non-drive manual operation detection unit for non-visual distractions. This segmentation allows each detection unit to be optimized for its specific task, improving reliability for visual distraction response while simultaneously enabling the system to detect and respond to non-visual operations through the dedicated non-drive manual operation detection unit.
Solution Approach 2:
The running support processing device serves multiple functions by integrating both looking-aside detection and non-drive manual operation detection, and by controlling both steering and deceleration support units. This multi-functionality allows the single processing device to address both visual and non-visual distractions, improving adaptability while maintaining reliable response through specialized detection units.
Data Source
AI summary
A driving support device includes a cross direction control device and a cross direction alarm device which are a first support unit that performs drive support of steering of a vehicle, a traveling direction control device and a traveling direction alarm device which are a second support unit that performs drive support of deceleration of the vehicle, and a running support processing device that controls the first support unit and the second support unit. The running support processing device detects looking-aside of a driver, detects a non-drive manual operation of the driver, and sets a level of an effect of detection of the non-drive manual operation to an effect of detection of the looking-aside in the first support unit to be greater than a level of an effect of detection of the non-drive manual operation to an effect of detection of the looking-aside in the second support unit.