JP2017202725A - Drive skill determination apparatus - Google Patents
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Abstract
Description
本発明は、道路に沿って走行する車両の走行軌跡に基づいて運転技量を判定する運転技量判定装置に関する。 The present invention relates to a driving skill determination device that determines a driving skill based on a traveling locus of a vehicle traveling along a road.
例えば特許文献１には、車両の運転者に係る運転技量を推定する技術が開示されている。特許文献１の車両制御装置では、車両に搭載されたＥＣＵは、ＧＰＳナビゲーション装置のコーナー曲率情報を用いて、コーナー形状と実走行軌跡とから判定される実走行軌跡におけるクロソイド曲線部分の有無に基づいて、車両の運転者に係る運転技量を推定する。
特許文献１の技術によれば、特に、熟練した運転者の運転技量の推定精度を向上させる結果、当該運転者に違和感を覚えさせる虞を確実に抑制することができる。
For example, Patent Literature 1 discloses a technique for estimating a driving skill related to a vehicle driver. In the vehicle control device of Patent Document 1, the ECU mounted on the vehicle is based on the presence or absence of a clothoid curve portion in the actual travel locus determined from the corner shape and the actual travel locus using the corner curvature information of the GPS navigation device. Thus, the driving skill related to the driver of the vehicle is estimated.
According to the technique of Patent Document 1, in particular, as a result of improving the estimation accuracy of a driving skill of a skilled driver, it is possible to reliably suppress the possibility of causing the driver to feel uncomfortable.
一般に道路は、線形状の直線路と、円弧状の円弧曲線路と、後記の緩和曲線路と、を連ねてなる。直線路及び円弧曲線路間をつなぐ区間では、曲率を急変させると車両の走行安定性や乗り心地性を損なう。このため、直線路及び円弧曲線路間をつなぐ区間での曲率を緩やかに変化させている。
このように、直線路及び円弧曲線路間の曲率が緩やかに変化する走行軌跡の形状を「緩和曲線」と呼ぶ。緩和曲線が採用されている道路を「緩和曲線路」と呼ぶ。緩和曲線路の区間を「緩和曲線区間」と呼ぶ。
Generally, a road is formed by connecting a linear straight road, an arcuate circular curved road, and a relaxation curved road described later. In the section connecting the straight road and the circular curved road, if the curvature is suddenly changed, the running stability and riding comfort of the vehicle are impaired. For this reason, the curvature in the section connecting the straight road and the circular arc road is gradually changed.
In this way, the shape of the traveling locus in which the curvature between the straight road and the circular curved road changes gently is called a “relaxation curve”. A road where a relaxation curve is adopted is called a “relaxation curve road”. The section of the relaxation curve path is called “relaxation curve section”.
特許文献１に係る運転技量推定技術では、緩和曲線区間における進入時又は脱出時での走行距離と、円弧曲線路の曲率半径との積を緩和曲線定数と定義して、進入時の緩和曲線定数と比較して脱出時の緩和曲線定数の方が大きい場合に運転技量が高いと推定する一方、小さい場合に運転技量が低いと推定する。 In the driving skill estimation technique according to Patent Document 1, the product of the travel distance at the time of entry or exit in the relaxation curve section and the radius of curvature of the circular curved road is defined as the relaxation curve constant, and the relaxation curve constant at the time of entry It is estimated that the driving skill is high when the relaxation curve constant at the time of escape is larger than that, while the driving skill is low when it is small.
しかしながら、特許文献１に係る運転技量推定技術では、走行が進むにつれて曲率が大きくなるような複合曲線路を走行する場合、熟練者でも運転技量が低いと誤って推定される蓋然性が高くなる。また、曲率の小さい円弧曲線路を走行する場合、曲線路進入時及び曲線路脱出時の間での緩和曲線定数の差が小さいため、運転技量の推定が困難であるという問題があった。 However, in the driving skill estimation technique according to Patent Document 1, when driving on a compound curved road whose curvature increases as driving progresses, there is a high probability that even a skilled person will erroneously estimate that the driving skill is low. Further, when traveling on an arc curved road having a small curvature, there is a problem that it is difficult to estimate the driving skill because the difference in the relaxation curve constant between the time of entering the curved road and the time of exiting the curved road is small.
本発明は、前記実情に鑑みてなされたものであり、走行が進むにつれて曲率が大きくなるような複合曲線路や、曲率の小さい円弧曲線路を走行する場合であっても、運転技量を高い精度で判定可能な運転技量判定装置を提供することを課題とする。 The present invention has been made in view of the above circumstances, and even when traveling on a compound curved road where the curvature increases as the traveling progresses or an arc curved road having a small curvature, the driving skill is highly accurate. It is an object of the present invention to provide a driving skill determination device that can be determined by the above.
上記課題を解決するために、本発明に係る運転技量判定装置（１）は、線形状の直線路と、円弧状の円弧曲線路と、前記直線路及び前記円弧曲線路間に存して緩やかに曲率が変化する緩和曲線路とを連ねてなる道路を走行する車両の運転技量を判定する運転技量判定装置であって、前記車両が前記道路を走行する際の走行距離及び旋回曲率を取得する取得部と、前記取得部により取得した旋回曲率を所定の走行区間において走行距離で積分する積分部と、前記積分部による積分値に基づいて前記車両の運転技量を判定する判定部と、を備えることを最も主要な特徴とする。 In order to solve the above-mentioned problem, the driving skill determination device (1) according to the present invention includes a linear straight path, an arcuate arc curved path, and a gentle path between the linear path and the arc curved path. A driving skill determination device that determines a driving skill of a vehicle traveling on a road that is connected to a relaxation curve road that changes in curvature, and obtains a travel distance and a turning curvature when the vehicle travels on the road An acquisition unit; an integration unit that integrates the turning curvature acquired by the acquisition unit with a travel distance in a predetermined travel section; and a determination unit that determines the driving skill of the vehicle based on an integration value by the integration unit. This is the main feature.
本発明に係る運転技量判定装置（１）では、取得部は、車両が道路を走行する際の走行距離及び旋回曲率を取得する。旋回曲率とは、車両の旋回方向に着目した曲率を表す概念である。本発明では、車両の旋回方向に係る旋回曲率と道路の屈曲方向に係る曲率とを区別する場合に、「旋回曲率」という用語を用いる。積分部は、取得部により取得した旋回曲率を所定の走行区間において走行距離で積分する。 In the driving skill determination device (1) according to the present invention, the acquisition unit acquires a travel distance and a turning curvature when the vehicle travels on the road. The turning curvature is a concept representing a curvature focused on the turning direction of the vehicle. In the present invention, the term “turning curvature” is used to distinguish between the turning curvature in the turning direction of the vehicle and the curvature in the bending direction of the road. The integration unit integrates the turning curvature acquired by the acquisition unit with the travel distance in a predetermined travel section.
ここで、所定の走行区間とは、後記するように、車両の操舵角や操舵速度が時々刻々と変位（つまり、旋回曲率が時々刻々と変位）する、車両の走行軌跡が緩和曲線を描く「緩和曲線走行区間」を想定している。本発明では、車両の走行軌跡が緩和曲線を描く「走行区間」と道路が緩和曲線を描く「緩和曲線区間」とを区別する場合に、「緩和曲線走行区間」という用語を用いる。このように、所定の走行区間において旋回曲率を走行距離で積分すると、所定の走行区間内において車両の旋回がどの程度緩やかに進んだかに係る緩旋回度を把握することができる。 Here, as will be described later, the predetermined travel section means that the vehicle travel trajectory in which the steering angle and the steering speed of the vehicle are displaced every moment (that is, the turning curvature is displaced every moment) draws a relaxation curve. A "relaxation curve travel section" is assumed. In the present invention, the term “relaxation curve travel section” is used when distinguishing between a “travel section” in which the travel locus of the vehicle has a relaxation curve and a “relaxation curve section” in which the road has a relaxation curve. As described above, when the turning curvature is integrated with the travel distance in the predetermined travel section, it is possible to grasp the slow turn degree related to how slowly the vehicle has turned in the predetermined travel section.
本発明者の研究によると、所定の走行区間（例えば緩和曲線走行区間）内における車両の緩旋回度は、緩和曲線走行区間の長さに相関することがわかっている。所定の走行区間（例えば緩和曲線走行区間）では、車両の緩旋回度が大きいほど、緩和曲線走行区間の長さが伸びるからである。また、緩和曲線走行区間の長短は、後で詳しく説明するように、車両の運転技量を判定する際の指標として有効であることがわかっている。そこで判定部は、積分部による積分値（所定の走行区間内における車両の緩旋回度）に基づいて車両の運転技量を判定する。
なお、本発明に係る車両としては、運転者によるハンドルの手動操作により操縦される手動操縦に係る車両と、運転者による手動操作の一部又は全部が省略された自動操縦に係る車両と、の両者を想定している。
According to the research of the present inventor, it has been found that the gentle turning degree of a vehicle in a predetermined travel section (for example, a relaxation curve travel section) correlates with the length of the relaxation curve travel section. This is because in a predetermined travel section (for example, a relaxation curve travel section), the length of the relaxation curve travel section increases as the degree of gentle turning of the vehicle increases. Moreover, it has been found that the length of the relaxation curve travel section is effective as an index for determining the driving skill of the vehicle, as will be described in detail later. Therefore, the determination unit determines the driving skill of the vehicle based on an integration value (degree of gentle turning of the vehicle within a predetermined travel section) by the integration unit.
Note that the vehicle according to the present invention includes a vehicle related to manual control operated by a manual operation of a steering wheel by a driver, and a vehicle related to automatic control in which part or all of the manual operation by the driver is omitted. Both are assumed.
本発明に係る運転技量判定装置（１）によれば、所定の走行区間（例えば緩和曲線走行区間）内における積分部による積分値（所定の走行区間内における車両の緩旋回度）に基づいて車両の運転技量を判定するため、走行が進むにつれて曲率が大きくなるような複合曲線路や、曲率の小さい円弧曲線路を走行する場合であっても、車両の運転技量を高い精度で判定することができる。 According to the driving skill determination device (1) of the present invention, the vehicle is based on the integration value (the degree of gentle turning of the vehicle in the predetermined travel section) by the integration unit in the predetermined travel section (for example, the relaxation curve travel section). In order to determine the driving skill of the vehicle, it is possible to determine the driving skill of the vehicle with high accuracy even when traveling on a compound curved road where the curvature increases as the traveling progresses or an arc curved road with a small curvature. it can.
また、本発明に係る運転技量判定装置（２）は、本発明に係る運転技量判定装置（１）であって、前記所定の走行区間とは、前記車両の走行軌跡が緩和曲線を描く緩和曲線走行区間であり、前記判定部は、前記道路が緩和曲線を描く緩和曲線区間を当該道路に沿って道なりに走行する際の基準となる積分値である基準積分値と、前記緩和曲線走行区間を前記車両が実際に走行した際の積分値である実走積分値との対比結果に基づいて、当該車両の運転技量を判定することを特徴とする。 Further, the driving skill determination device (2) according to the present invention is the driving skill determination device (1) according to the present invention, wherein the predetermined traveling section is a relaxation curve in which a traveling locus of the vehicle draws a relaxation curve. A determination section, wherein the determination unit includes a reference integral value that serves as a reference value when the road travels along the road along a relaxation curve section that draws a relaxation curve, and the relaxation curve travel section. The driving skill of the vehicle is determined based on a comparison result with an actual running integrated value that is an integrated value when the vehicle actually travels.
本発明に係る運転技量判定装置（２）では、判定部は、緩和曲線区間を道路に沿って道なりに走行する際の基準となる積分値である基準積分値と、緩和曲線走行区間を当該車両が実際に走行した際の積分値である実走積分値との対比結果に基づいて、当該車両の運転技量を判定する。
ここで、基準積分値とは、緩和曲線区間を道路に沿って道なりに走行する際の基準（例えば、道路構造令の規定に基づく）となる緩和曲線走行区間の長さに相関する。また、実走積分値とは、緩和曲線走行区間を実際に走行した際の緩和曲線走行区間の長さに相関する。しかも、前記したように、緩和曲線走行区間の長短は、車両の運転技量を判定する際の指標として有効である。
In the driving skill determination device (2) according to the present invention, the determination unit determines the reference integral value, which is an integral value used as a reference when traveling along the road along the road, and the relaxation curve travel section. A driving skill of the vehicle is determined based on a comparison result with an actual running integral value that is an integral value when the vehicle actually travels.
Here, the reference integrated value correlates with the length of the relaxation curve traveling section that becomes a reference (for example, based on the regulations of the road structure ordinance) when traveling along the road along the road along the relaxation curve section. The actual running integrated value correlates with the length of the relaxation curve traveling section when actually traveling in the relaxation curve traveling section. Moreover, as described above, the length of the relaxation curve travel section is effective as an index when determining the driving skill of the vehicle.
本発明に係る運転技量判定装置（２）によれば、判定部は、基準積分値と実走積分値との対比結果に基づいて車両の運転技量を判定するため、本発明に係る運転技量判定装置（１）と比べて、走行が進むにつれて曲率が大きくなるような複合曲線路や、曲率の小さい円弧曲線路を走行する場合であっても、車両の運転技量をより高い精度で判定することができる。 According to the driving skill determination device (2) according to the present invention, the determination unit determines the driving skill of the vehicle based on the comparison result between the reference integrated value and the actual running integrated value. Compared with the device (1), the driving skill of the vehicle can be determined with higher accuracy even when traveling on a compound curved road whose curvature increases as the traveling progresses or an arc curved road having a small curvature. Can do.
また、本発明に係る運転技量判定装置（３）は、本発明に係る運転技量判定装置（１）であって、前記所定の走行区間とは、前記車両の走行軌跡が緩和曲線を描く緩和曲線走行区間であり、前記判定部は、前記道路が緩和曲線を描く緩和曲線区間を当該道路に係る中央線に沿って道なりに走行する際の基準となる積分値である基準積分値と、進入側の前記緩和曲線走行区間を実際に走行した際の積分値である進入側の実走積分値、及び、脱出側の前記緩和曲線走行区間を実際に走行した際の積分値である脱出側の実走積分値の少なくともいずれかとの対比結果に基づいて、当該車両の運転技量を判定することを特徴とする。 The driving skill determination device (3) according to the present invention is the driving skill determination device (1) according to the present invention, wherein the predetermined traveling section is a relaxation curve in which a traveling locus of the vehicle draws a relaxation curve. A determination section, a reference integration value that is an integration value that is a reference value when the road travels along a center line related to the road along a relaxation curve section in which the road draws a relaxation curve, and an approach The actual running integral value on the approach side, which is the integral value when actually traveling the relaxation curve traveling section on the side, and the escape side, which is the integral value when actually traveling on the relaxation curve traveling section, on the escape side The driving skill of the vehicle is determined based on a comparison result with at least one of the actual running integral values.
本発明に係る運転技量判定装置（３）では、一般に緩和曲線区間は、円弧曲線路を挟んで、進入側及び脱出側の両者からなる点に鑑みて、緩和曲線区間を道路に係る中央線に沿って道なりに走行する際の基準となる基準積分値と、進入側及び脱出側の緩和曲線走行区間をそれぞれ実際に走行した際の実走積分値との対比結果に基づいて、当該車両の運転技量を判定することとした。 In the driving skill determination device (3) according to the present invention, in general, the relaxation curve section is formed on both the entry side and the exit side across the circular arc road, and the relaxation curve section is set to the center line related to the road. Based on the comparison result between the reference integral value used as a reference when traveling along the road along the actual running integral value when actually traveling on the approach side and exit side relaxation curve traveling sections, The driving skill was determined.
本発明に係る運転技量判定装置（３）によれば、進入側及び脱出側の緩和曲線走行区間内における車両の運転技量を各個別に判定するため、走行が進むにつれて曲率が大きくなるような複合曲線路や、曲率の小さい円弧曲線路を走行する場合であっても、車両の運転技量をより高い精度で判定することができる。 According to the driving skill determination device (3) according to the present invention, since the driving skill of the vehicle in the approach side and the escape side relaxation curve traveling sections is individually determined, the compound that the curvature increases as the traveling progresses. Even when the vehicle travels on a curved road or an arc curved road with a small curvature, the driving skill of the vehicle can be determined with higher accuracy.
また、本発明に係る運転技量判定装置（４）は、本発明に係る運転技量判定装置（２）であって、前記判定部は、前記基準積分値に対し、前記実走積分値の方が大きい場合に当該車両の運転技量が高い旨の判定を下す一方、前記実走積分値の方が小さい場合に当該車両の運転技量が低い旨の判定を下すことを特徴とする。 Further, the driving skill determination device (4) according to the present invention is the driving skill determination device (2) according to the present invention, wherein the determination unit is configured such that the actual running integral value is greater than the reference integral value. The determination is made that the driving skill of the vehicle is high when it is large, while the determination that the driving skill of the vehicle is low is made when the actual running integrated value is smaller.
本発明に係る運転技量判定装置（４）では、判定部は、緩和曲線区間を道路に沿って道なりに走行する際の基準となる基準積分値に対し、緩和曲線走行区間を実際に走行した際の実走積分値の方が大きい場合に当該車両の運転技量が高い旨の判定を下す一方、実走積分値の方が小さい場合に当該車両の運転技量が低い旨の判定を下すこととした。
本発明に係る運転技量判定装置（４）によれば、車両の運転技量を判定する際の指標の取り扱いを明確にしたため、運転技量の判定精度の向上を期待することができる。
In the driving skill determination device (4) according to the present invention, the determination unit actually travels in the relaxation curve travel section with respect to the reference integral value that is a reference when traveling along the road along the road along the road. If the actual running integral value at the time is larger, a determination is made that the driving skill of the vehicle is higher, whereas if the actual running integral value is smaller, a determination is made that the driving skill of the vehicle is lower. did.
According to the driving skill determination device (4) according to the present invention, since the handling of the index when determining the driving skill of the vehicle has been clarified, it can be expected that the determination accuracy of the driving skill is improved.
また、本発明に係る運転技量判定装置（５）は、本発明に係る運転技量判定装置（３）であって、前記判定部は、前記基準積分値に対し、進入側及び脱出側の前記実走積分値の少なくともいずれかの方が大きい場合に当該車両の運転技量が高い旨の判定を下す一方、進入側及び脱出側の前記実走積分値の少なくともいずれかの方が小さい場合に当該車両の運転技量が低い旨の判定を下すことを特徴とする。 The driving skill determination device (5) according to the present invention is the driving skill determination device (3) according to the present invention, wherein the determination unit includes the actual values on the entry side and the escape side with respect to the reference integral value. When at least one of the running integral values is larger, the vehicle determines that the driving skill of the vehicle is high. On the other hand, when at least one of the actual running integral values on the approach side and the exit side is smaller, the vehicle It is characterized in that a determination is made that the driving skill is low.
本発明に係る運転技量判定装置（５）では、判定部は、基準積分値に対し、進入側及び脱出側の実走積分値の少なくともいずれかの方が大きい場合に当該車両の運転技量が高い旨の判定を下す一方、進入側及び脱出側の実走積分値の少なくともいずれかの方が小さい場合に当該車両の運転技量が低い旨の判定を下すこととした。 In the driving skill determination device (5) according to the present invention, the determination unit has a high driving skill when at least one of the actual running integral value on the entry side and the escape side is larger than the reference integral value. On the other hand, when at least one of the actual running integral values on the approach side and the exit side is smaller, it is decided that the driving skill of the vehicle is low.
本発明に係る運転技量判定装置（５）によれば、本発明に係る運転技量判定装置（３）と同様に、進入側及び脱出側の両者からなる緩和曲線走行区間において、本発明に係る運転技量判定装置（１）と比べて、走行が進むにつれて曲率が大きくなるような複合曲線路や、曲率の小さい円弧曲線路を走行する場合であっても、運転技量をより高い精度で判定することができる。 According to the driving skill determination device (5) according to the present invention, as in the driving skill determination device (3) according to the present invention, the driving according to the present invention is performed in the relaxation curve traveling section composed of both the entry side and the exit side. Compared with the skill determination device (1), the driving skill can be determined with higher accuracy even when traveling on a compound curved road whose curvature increases as the traveling progresses or an arc curved road having a small curvature. Can do.
また、本発明に係る運転技量判定装置（６）は、運転技量判定装置（１）であって、前記所定の走行区間とは、前記車両の走行軌跡が緩和曲線を描く緩和曲線走行区間であり、前記判定部は、前記道路が緩和曲線を描く緩和曲線区間を当該道路に沿って道なりに走行する際の基準となる積分値である基準積分値と、前記直線路及び曲率半径が極小の円弧曲線路間に存して緩やかに曲率が変化する極めて長い前記緩和曲線区間を前記道路に沿って道なりに走行する際の極大となる積分値である極大積分値と、で定義される基準−極大積分値に係る領域に相対する、前記緩和曲線走行区間を前記車両が実際に走行した際の積分値である実走積分値の位置付けに基づいて、当該車両の運転技量を判定することを特徴とする。 The driving skill determination device (6) according to the present invention is the driving skill determination device (1), and the predetermined traveling section is a relaxation curve traveling section in which a traveling locus of the vehicle draws a relaxation curve. The determination unit includes a reference integral value which is an integral value serving as a reference when the road travels along the road along a relaxation curve section where the road draws a relaxation curve, and the straight road and the radius of curvature are minimal. A maximum integral value that is an integral value that is a maximum value when traveling along the road along the road along a very long relaxation curve section that gradually changes in curvature between arcuate curved roads. Determining the driving skill of the vehicle based on the positioning of the actual running integral value, which is an integral value when the vehicle actually travels in the relaxation curve traveling section, relative to the region related to the maximum integral value; Features.
本発明に係る運転技量判定装置（６）では、判定部は、基準−極大積分値に係る領域に相対する実走積分値の位置付けを行い、この位置付けに応じて車両の運転技量を判定することとした。
ここで、基準−極大積分値に係る領域に相対する実走積分値の位置付けとして、基準−極大積分値に係る領域内に実走積分値が位置付けられるケースと、基準−極大積分値に係る領域外に実走積分値が位置付けられるケースとが想定される。前者のケースでは、車両の運転技量が高い旨の判定が下される一方、後者のケースでは、車両の運転技量が低い旨の判定が下される。
In the driving skill determination device (6) according to the present invention, the determination unit positions the actual running integral value relative to the region related to the reference-maximum integral value, and determines the driving skill of the vehicle according to the positioning. It was.
Here, as the positioning of the actual running integral value relative to the region related to the reference-maximum integral value, the case where the actual running integral value is positioned in the region related to the reference-maximum integral value, and the region related to the reference-maximum integral value It is assumed that the actual running integral value is positioned outside. In the former case, a determination that the driving skill of the vehicle is high is made, while in the latter case, a determination that the driving skill of the vehicle is low is made.
本発明に係る運転技量判定装置（６）によれば、判定部は、基準−極大積分値に係る領域に相対する実走積分値の位置付けを行い、この位置付けに応じて車両の運転技量を判定するため、車両の運転技量の相対的な位置付けを明確にすることができる。 According to the driving skill determination device (6) according to the present invention, the determination unit positions the actual running integral value relative to the region related to the reference-maximum integral value, and determines the driving skill of the vehicle according to the positioning. Therefore, the relative positioning of the driving skill of the vehicle can be clarified.
本発明によれば、走行が進むにつれて曲率が大きくなるような複合曲線路や、曲率の小さい円弧曲線路を走行する場合であっても、運転技量を高い精度で判定することができる。
According to the present invention, the driving skill can be determined with high accuracy even when the vehicle travels on a compound curved road whose curvature increases as traveling progresses or an arc curved road with a small curvature.
本発明の実施形態に係る運転技量判定装置について、図面を参照しつつ詳細に説明する。
なお、以下に示す図において、道路の長さ・幅や車両の大きさ・形状は、説明の便宜のため、変形又は誇張して模式的に表している。
A driving skill determination device according to an embodiment of the present invention will be described in detail with reference to the drawings.
In the drawings shown below, the length and width of the road and the size and shape of the vehicle are schematically shown in a deformed or exaggerated manner for convenience of explanation.
〔本発明の実施形態に係る運転技量判定装置の背景技術〕
初めに、本発明の実施形態に係る運転技量判定装置の詳細な説明に先立って、運転技量判定装置の概要及び背景技術について、図１（ａ），（ｂ）を参照して説明する。図１（ａ）は、本発明の実施形態に係る運転技量判定装置を搭載した車両がＸＹ平面上に展開された道路を走行する様子を俯瞰した平面図、（ｂ）は、緩和曲線走行区間では車両の走行が進むに連れて旋回曲率が変位する様子を模式的に表す図である。
[Background Art of Driving Skill Determination Device According to an Embodiment of the Present Invention]
First, prior to detailed description of the driving skill determination device according to the embodiment of the present invention, an outline and background art of the driving skill determination device will be described with reference to FIGS. 1 (a) and 1 (b). Fig.1 (a) is a top view which overlooked a mode that the vehicle carrying the driving skill determination apparatus based on embodiment of this invention drive | works the road developed on XY plane, (b) is a relaxation curve driving | running | working area FIG. 6 is a diagram schematically illustrating how the turning curvature is displaced as the vehicle travels.
本発明の実施形態に係る運転技量判定装置は、図１（ａ）に示すように、線形状の直線路Ｒ１と、円弧状の円弧曲線路Ｒ２と、直線路Ｒ１及び円弧曲線路Ｒ２間に存して緩やかに曲率が変化する緩和曲線路Ｒ３とを連ねてなる道路ＲＤを走行する車両ＣＡに搭載され、車両ＣＡに係る運転技量を判定する機能を有する。車両ＣＡは、例えば、運転者の手動操縦に係る一般的な自動車である。
図１（ａ）に示す例において、運転技量判定装置を搭載した車両ＣＡは、図１（ａ）及び（ｂ）を対比して表すように、直線路Ｒ１に対応する直線走行区間では、実線で示す線形状の走行軌跡（旋回曲率はゼロ）を描くように走行する。また、円弧曲線路Ｒ２に対応する円弧曲線走行区間では、車両ＣＡは、点線で示す円弧状の走行軌跡（旋回曲率は円弧曲線路Ｒ２の曲率に従う所定値）を描くように走行する。さらに、緩和曲線路Ｒ３に対応する緩和曲線走行区間では、車両ＣＡは、一点鎖線で示す緩和曲線状の走行軌跡（旋回曲率は車両の走行が進むに連れて変位）を描くように走行する。
As shown in FIG. 1A, the driving skill determination device according to the embodiment of the present invention includes a linear straight path R1, an arc-shaped arc curved path R2, and a straight path R1 and an arc-curved path R2. It is mounted on a vehicle CA that travels on a road RD that is connected to a relaxation curve road R3 that gradually changes in curvature, and has a function of determining a driving skill related to the vehicle CA. The vehicle CA is, for example, a general automobile related to a driver's manual steering.
In the example shown in FIG. 1 (a), the vehicle CA equipped with the driving skill determination device is shown as a solid line in the straight traveling section corresponding to the straight road R1, as shown in comparison with FIGS. 1 (a) and (b). The vehicle travels so as to draw a linear traveling locus (turning curvature is zero). Further, in the arc curve traveling section corresponding to the arc curved path R2, the vehicle CA travels so as to draw an arc-shaped traveling locus indicated by a dotted line (the turning curvature is a predetermined value according to the curvature of the arc curved path R2). Further, in the relaxation curve traveling section corresponding to the relaxation curve road R3, the vehicle CA travels so as to draw a traveling curve having a relaxation curve shape indicated by a one-dot chain line (the turning curvature is displaced as the vehicle travels).
〔本発明の実施形態に係る運転技量判定装置１１の構成〕
次に、本発明の実施形態に係る運転技量判定装置１１の構成について、図２〜図７を参照して説明する。図２は、本発明の実施形態に係る運転技量判定装置１１の構成を模式的に表す図である。図３は、運転技量判定装置１１に係る内部構成の一部を表すブロック図である。図４は、抽出部２３による車両ＣＡの緩和曲線走行区間を抽出する手法の説明図である。図５（ａ）は、車両ＣＡに係る緩和曲線走行区間の長短と、円弧曲線路Ｒ２における車両ＣＡに係る旋回半径の大小との関係を表す説明図、図５（ｂ）は、図５（ａ）において、車両ＣＡに係る緩和曲線走行区間の長短を拡大して表す説明図である。図６は、車両ＣＡに係る緩和曲線走行区間の長短と、円弧曲線路Ｒ２における車両ＣＡに係る旋回半径の大小との関係を表す説明図である。図７は、基準−極大積分値に係る領域に相対する実走積分値の位置付けを明示する際に用いるランク領域図である。
[Configuration of Driving Skill Determination Device 11 According to an Embodiment of the Present Invention]
Next, the configuration of the driving skill determination device 11 according to the embodiment of the present invention will be described with reference to FIGS. FIG. 2 is a diagram schematically illustrating the configuration of the driving skill determination device 11 according to the embodiment of the present invention. FIG. 3 is a block diagram showing a part of the internal configuration of the driving skill determination device 11. FIG. 4 is an explanatory diagram of a method for extracting the relaxation curve travel section of the vehicle CA by the extraction unit 23. FIG. 5A is an explanatory diagram showing the relationship between the length of the relaxation curve traveling section related to the vehicle CA and the magnitude of the turning radius related to the vehicle CA on the circular curved road R2, and FIG. In a), it is explanatory drawing which expands and expresses the length of the relaxation curve driving | running | working area which concerns on vehicle CA. FIG. 6 is an explanatory diagram showing the relationship between the length of the relaxation curve travel section related to the vehicle CA and the magnitude of the turning radius related to the vehicle CA on the circular arc road R2. FIG. 7 is a rank area diagram used when clearly showing the positioning of the actual running integral value relative to the area related to the reference-maximum integral value.
運転技量判定装置１１は、図２に示すように、例えばＣＡＮ（Controller Area Network）のような通信媒体１３を介して、入力系統としての操舵角センサ１５及び車速センサ１７に接続される一方、出力系統としてのモニタ装置１９に接続されている。 As shown in FIG. 2, the driving skill determination device 11 is connected to a steering angle sensor 15 and a vehicle speed sensor 17 as input systems via a communication medium 13 such as a CAN (Controller Area Network), for example. It is connected to a monitor device 19 as a system.
操舵角センサ１５は、車両ＣＡの進行方向を指示する際に運転者により操作されるハンドル（不図示）の操舵角を検出する機能を有する。操舵角センサ１５により検出される操舵角ＳＴＡは、通信媒体１３を介して、運転技量判定装置１１に供給される。なお、操舵角ＳＴＡは、ハンドルの中立位置（操舵系の中点）を基準として、例えば、ハンドルの左旋回方向の操舵角ＳＴＡがプラスの値、ハンドルの右旋回方向の操舵角ＳＴＡがマイナスの値をとる。 The steering angle sensor 15 has a function of detecting a steering angle of a handle (not shown) operated by the driver when instructing the traveling direction of the vehicle CA. The steering angle STA detected by the steering angle sensor 15 is supplied to the driving skill determination device 11 via the communication medium 13. The steering angle STA is, for example, a positive value for the steering angle STA in the left turning direction of the steering wheel and a negative steering angle STA in the right turning direction of the steering wheel with respect to the neutral position of the steering wheel (the middle point of the steering system). Takes the value of
車速センサ１７は、車両ＣＡの速度（車速Ｖ）を検出する機能を有する。車速センサ１７により検出される車速Ｖは、通信媒体１３を介して、運転技量判定装置１１に供給される。 The vehicle speed sensor 17 has a function of detecting the speed of the vehicle CA (vehicle speed V). The vehicle speed V detected by the vehicle speed sensor 17 is supplied to the driving skill determination device 11 via the communication medium 13.
モニタ装置１９は、運転技量判定装置１１による車両ＣＡに係る運転技量の判定結果を表示画面上に表示する機能を有する。モニタ装置１９は、例えば車室内のインストゥルメントパネル等に設けられる。 The monitor device 19 has a function of displaying the determination result of the driving skill related to the vehicle CA by the driving skill determination device 11 on the display screen. The monitor device 19 is provided, for example, on an instrument panel in the vehicle interior.
運転技量判定装置１１は、操舵角センサ１５により検出される操舵角ＳＴＡ、車速センサ５３により検出される車速Ｖ等の各種の値を参照して、車両ＣＡに係る運転技量を判定する機能を有する。運転技量判定装置１１は、演算処理を行うマイクロコンピュータを含んで構成される。 The driving skill determination device 11 has a function of determining the driving skill related to the vehicle CA with reference to various values such as the steering angle STA detected by the steering angle sensor 15 and the vehicle speed V detected by the vehicle speed sensor 53. . The driving skill determination device 11 includes a microcomputer that performs arithmetic processing.
詳しく述べると、運転技量判定装置１１は、図２に示すように、取得部２１、抽出部２３、記憶部２５、積分部２７、判定部２９、及び制御部３１を備えて構成されている。 Specifically, as shown in FIG. 2, the driving skill determination device 11 includes an acquisition unit 21, an extraction unit 23, a storage unit 25, an integration unit 27, a determination unit 29, and a control unit 31.
取得部２１は、操舵角センサ１５により検出される操舵角ＳＴＡ、車速センサ１７により検出される車速Ｖ、時々刻々と変化する車両ＣＡの走行距離ｄ、旋回曲率ｋ、操舵角速度ＳＴＶ、操舵方向ＳＴＤをそれぞれ取得する機能を有する。取得部２１の詳細については、図３に基づき後記する。 The acquisition unit 21 includes a steering angle STA detected by the steering angle sensor 15, a vehicle speed V detected by the vehicle speed sensor 17, a traveling distance d of the vehicle CA that changes from moment to moment, a turning curvature k, a steering angular velocity STV, and a steering direction STD. Each has a function to acquire. Details of the acquisition unit 21 will be described later with reference to FIG.
抽出部２３は、取得部２１により取得した操舵角ＳＴＡ及び操舵角速度ＳＴＶに基づいて、車両ＣＡの緩和曲線走行区間を抽出する機能を有する。抽出部２３による車両ＣＡの緩和曲線走行区間を抽出する手法の詳細については、図４に基づき後記する。 The extraction unit 23 has a function of extracting a relaxation curve traveling section of the vehicle CA based on the steering angle STA and the steering angular velocity STV acquired by the acquisition unit 21. Details of the method of extracting the vehicle CA relaxation curve travel section by the extraction unit 23 will be described later with reference to FIG.
記憶部２５は、不図示のナビゲーション装置等から取得した道路ＲＤの形状、車幅、制限速度等の情報を含む道路データ、運転技量判定装置１１により判定された車両ＣＡの緩和曲線走行区間毎の運転技量ランクデータを（コーナ毎に関連付けて）記憶する機能を有する。 The storage unit 25 stores road data including information such as the shape of the road RD, the vehicle width, the speed limit, and the like acquired from a navigation device (not shown), and the vehicle CA relaxation curve traveling section determined by the driving skill determination device 11. It has a function of storing driving skill rank data (in association with each corner).
積分部２７は、取得部２１により取得した旋回曲率ｋを車両ＣＡの緩和曲線走行区間において走行距離ｄで積分する機能を有する。積分部２７による旋回曲率ｋを走行距離ｄで積分する手法の詳細については、図２、図３、図５（ａ）、（ｂ）、図６〜図７に基づき後記する。 The integration unit 27 has a function of integrating the turning curvature k acquired by the acquisition unit 21 with the travel distance d in the relaxation curve travel section of the vehicle CA. The details of the method of integrating the turning curvature k by the traveling distance d by the integrating unit 27 will be described later with reference to FIGS. 2, 3, 5 (a), 5 (b), and FIGS. 6 to 7.
判定部２９は、積分部２７による旋回曲率ｋを走行距離ｄで積分した積分値に基づいて、車両ＣＡに係る運転技量を判定する。判定部２９による車両ＣＡに係る運転技量を判定する手法の詳細については、図７に基づき後記する。 The determination unit 29 determines a driving skill related to the vehicle CA based on an integrated value obtained by integrating the turning curvature k by the integration unit 27 with the travel distance d. The details of the method for determining the driving skill related to the vehicle CA by the determination unit 29 will be described later with reference to FIG.
制御部３１は、判定部２９による車両ＣＡに係る運転技量判定結果の正当性を担保するために、後記する所定の条件が成立するか否かに応じて、車両ＣＡに係る運転技量判定結果をモニタ装置１９に表示させるか否かの制御を行う機能を有する。 In order to ensure the validity of the driving skill determination result related to the vehicle CA by the determination unit 29, the control unit 31 determines the driving skill determination result related to the vehicle CA depending on whether or not a predetermined condition described later is satisfied. The monitor device 19 has a function of controlling whether or not to display.
〔取得部２１の構成〕
取得部２１は、図３に示すように、走行距離算出部３３及び旋回曲率算出部３５を備える。走行距離算出部３３は、車速Ｖに対して所定の周期（サンプリング時間）を乗算することにより、時々刻々と変化する車両ＣＡの走行距離ｄを逐次算出する。旋回曲率算出部３５は、車速Ｖ、操舵角ＳＴＡ、車両ＣＡのホィールベース長Ｌ、ステアリングギアレシオＧｒ、操縦安定性のポテンシャルを表す指標であるスタビリティファクタＡを変数として、下記式（１）に前記変数の値をそれぞれ代入することにより、所定の周期（サンプリング時間）毎に旋回曲率ｋを逐次算出する。
ｋ＝｜ＳＴＡ｜／｛Ｇｒ・Ｌ（１＋Ａ・Ｖ ２）｝ 式（１）
また、取得部２１は、操舵角センサ１５により検出される操舵角ＳＴＡを時間微分することにより、操舵角速度ＳＴＶを逐次算出する。さらに、取得部２１は、操舵角センサ１５により検出される操舵角ＳＴＡの変位方向に基づいて操舵方向ＳＴＤを逐次取得する。
[Configuration of Acquisition Unit 21]
As illustrated in FIG. 3, the acquisition unit 21 includes a travel distance calculation unit 33 and a turning curvature calculation unit 35. The travel distance calculation unit 33 sequentially calculates the travel distance d of the vehicle CA that changes every moment by multiplying the vehicle speed V by a predetermined period (sampling time). The turning curvature calculation unit 35 uses the vehicle speed V, the steering angle STA, the wheel base length L of the vehicle CA, the steering gear ratio Gr, and the stability factor A, which is an index indicating the steering stability potential, as variables, and the following equation (1) By substituting the values of the variables, the turning curvature k is sequentially calculated every predetermined period (sampling time).
k = | STA | / {Gr · L (1 + A · V 2 )} Equation (1)
The acquisition unit 21 sequentially calculates the steering angular velocity STV by differentiating the steering angle STA detected by the steering angle sensor 15 with respect to time. Further, the acquisition unit 21 sequentially acquires the steering direction STD based on the displacement direction of the steering angle STA detected by the steering angle sensor 15.
〔抽出部２３による車両ＣＡの緩和曲線走行区間を抽出する手法〕
図４に示す例では、操舵角ＳＴＡに係る信号は、ハンドルの中点位置（原点位置）を基準として、正の方向（左旋回方向）又は負の方向（右旋回方向）に向かって交互に現われている。操舵角ＳＴＡに係る信号が原点位置に沿う区間は、車両ＣＡの直線走行区間に対応する。操舵角ＳＴＡに係る信号が正の方向（左旋回方向）又は負の方向（右旋回方向）に突出する区間は、車両ＣＡの円弧曲線走行区間に対応する。
操舵角速度ＳＴＶに係る信号が正の方向（左旋回方向）又は負の方向（右旋回方向）に突出する区間は、車両ＣＡの緩和曲線走行区間に対応する。
[Method of Extracting Relaxation Curve Travel Section of Vehicle CA by Extraction Unit 23]
In the example shown in FIG. 4, the signal related to the steering angle STA alternates in the positive direction (left turn direction) or the negative direction (right turn direction) with reference to the middle point position (origin position) of the steering wheel. It appears in. The section where the signal related to the steering angle STA is along the origin position corresponds to the straight traveling section of the vehicle CA. The section in which the signal related to the steering angle STA protrudes in the positive direction (left turn direction) or in the negative direction (right turn direction) corresponds to the arc curve traveling section of the vehicle CA.
The section in which the signal related to the steering angular velocity STV protrudes in the positive direction (left turn direction) or in the negative direction (right turn direction) corresponds to the relaxation curve travel section of the vehicle CA.
具体的には、抽出部２３は、図４に示すように、操舵角速度ＳＴＶに係る信号レベルがＳＴＶｔｈ１未満となる時間が所定時間（予め定められる、適宜変更可能な時間長）を超えた区間を、車両ＣＡの緩和曲線走行区間として抽出する。また、抽出部２３は、図４に示すように、操舵角速度ＳＴＶに係る信号レベルがＳＴＶｔｈ２を超える時間が所定時間（予め定められる、適宜変更可能な時間長）を超えた区間を、車両ＣＡの緩和曲線走行区間として抽出する。 Specifically, as shown in FIG. 4, the extraction unit 23 detects a section in which the time when the signal level related to the steering angular velocity STV is less than STVth1 exceeds a predetermined time (predetermined time length that can be appropriately changed). The vehicle CA is extracted as a relaxation curve travel section. Further, as shown in FIG. 4, the extraction unit 23 extracts a section in which the time when the signal level related to the steering angular velocity STV exceeds STVth2 exceeds a predetermined time (predetermined time length that can be changed as appropriate) of the vehicle CA. Extracted as a relaxation curve travel section.
〔積分部２７による旋回曲率ｋを走行距離ｄで積分する手法〕
次に、積分部２７による旋回曲率ｋを走行距離ｄで積分する手法について、図２、図３、図５（ａ）、（ｂ）、図６〜図７に基づき説明する。
[Method of integrating turning curvature k by integrating unit 27 with travel distance d]
Next, a method for integrating the turning curvature k by the integration unit 27 with the travel distance d will be described with reference to FIGS. 2, 3, 5 (a), 5 (b), and FIGS. 6 to 7.
一般に、車両ＣＡがコーナーリングを行うに際しては、車両ＣＡの緩和曲線走行区間を短くとる第１の戦略と、車両ＣＡの緩和曲線走行区間を長くとる第２の戦略とがある。
第１の戦略に係る走行軌跡ＴＲ１では、緩和曲線走行区間を短くとる（図６に示す走行距離ｄに対する旋回曲率ｋの関係を表す第１の特性線図ｄ−ｋ１参照）ため、円弧曲線走行区間（第１の特性線図ｄ−ｋ１が描く台形の頂辺の長さ参照）が相対的に長くなる。具体的には、第１の戦略では、図５（ａ）に例示するように、地点ＴＲ１Ａ（図５（ｂ）参照）で円弧曲線走行区間に進入し、地点ＴＲ１Ｂで円弧曲線走行区間から脱出する。
これに対し、第２の戦略に係る走行軌跡ＴＲ２では、緩和曲線走行区間を長くとる（図６に示す走行距離ｄに対する旋回曲率ｋの関係を表す第２の特性線図ｄ−ｋ２参照）ため、円弧曲線走行区間（第２の特性線図ｄ−ｋ２が描く台形の頂辺の長さ参照）が相対的に短くなる。具体的には、第２の戦略では、図５（ａ）に例示するように、地点ＴＲ２Ａ（図５（ｂ）参照）で円弧曲線走行区間に進入し、地点ＴＲ２Ｂで円弧曲線走行区間から脱出する。
Generally, when the vehicle CA performs cornering, there are a first strategy for shortening the relaxation curve traveling section of the vehicle CA and a second strategy for increasing the relaxation curve traveling section of the vehicle CA.
In the travel locus TR1 related to the first strategy, the relaxation curve travel section is shortened (refer to the first characteristic diagram d-k1 representing the relationship of the turning curvature k to the travel distance d shown in FIG. 6). The section (see the length of the top side of the trapezoid drawn by the first characteristic diagram d-k1) is relatively long. Specifically, in the first strategy, as illustrated in FIG. 5A, the vehicle enters the arc curve traveling section at the point TR1A (see FIG. 5B), and escapes from the arc curve traveling section at the point TR1B. To do.
On the other hand, in the travel locus TR2 according to the second strategy, the relaxation curve travel section is long (see the second characteristic diagram d-k2 representing the relationship of the turning curvature k to the travel distance d shown in FIG. 6). The arcuate curve travel section (see the length of the top of the trapezoid drawn by the second characteristic diagram d-k2) becomes relatively short. Specifically, in the second strategy, as illustrated in FIG. 5A, the vehicle enters the arc curve traveling section at the point TR2A (see FIG. 5B), and escapes from the arc curve traveling section at the point TR2B. To do.
また、第１の戦略に係る走行軌跡ＴＲ１のうち円弧曲線路の旋回半径（曲率半径）Ｒ１は、図５（ａ）及び図６に例示するように、第２の戦略に係る走行軌跡ＴＲ２のうち円弧曲線路の旋回半径（曲率半径）Ｒ２と比べて大きくなる。なお、第１の特性線図ｄ−ｋ１が描く台形の面積と第２の特性線図ｄ−ｋ２が描く台形の面積とは実質的に同等である。 In addition, the turning radius (curvature radius) R1 of the circular curved road in the travel locus TR1 according to the first strategy is the same as that of the travel locus TR2 according to the second strategy as illustrated in FIGS. 5 (a) and 6. Of these, it becomes larger than the turning radius (curvature radius) R2 of the circular arc path. The trapezoidal area drawn by the first characteristic diagram d-k1 and the trapezoidal area drawn by the second characteristic diagram d-k2 are substantially equivalent.
本発明の実施形態に係る運転技量判定装置１１では、積分部２７は、車両ＣＡの緩和曲線走行区間において、旋回曲率ｋを走行距離ｄで積分する。これは、第１の特性線図ｄ−ｋ１又は第２の特性線図ｄ−ｋ２に係る台形形状が両脇に有する三角形の面積を求めることと同義である。
本発明者の研究によると、積分部２７による積分値ＫＤの大きさは、運転技量と密接に関係することがわかっている。具体的には、積分部２７による積分値ＫＤが大きいほど、運転技量が高いことがわかっている。
ところで、積分部２７による積分値ＫＤの大きさを運転技量のランクに対応付けるには、何らかの基準となる値を設定するのが好ましい。
In the driving skill determination device 11 according to the embodiment of the present invention, the integrating unit 27 integrates the turning curvature k with the travel distance d in the relaxation curve travel section of the vehicle CA. This is synonymous with obtaining the area of the triangle that the trapezoidal shape according to the first characteristic diagram d-k1 or the second characteristic diagram d-k2 has on both sides.
According to the research of the present inventor, it is known that the magnitude of the integrated value KD by the integrating unit 27 is closely related to the driving skill. Specifically, it is known that the driving skill is higher as the integrated value KD by the integrating unit 27 is larger.
By the way, in order to associate the magnitude of the integrated value KD by the integrating unit 27 with the rank of the driving skill, it is preferable to set a certain reference value.
そこで、本発明の実施形態に係る運転技量判定装置１１では、積分部２７による積分値ＫＤとして、図２に示すように、３種類の積分値（基準積分値ＫＤ１、極大積分値ＫＤ２、実走積分値ＫＤ３）を定義している。 Therefore, in the driving skill determination device 11 according to the embodiment of the present invention, as the integration value KD by the integration unit 27, as shown in FIG. 2, there are three types of integration values (reference integration value KD1, maximum integration value KD2, actual running). Integration value KD3) is defined.
基準積分値ＫＤ１とは、道路ＲＤの形状が緩和曲線を描く緩和曲線区間を道路ＲＤに係る中央線に沿って道なりに走行する際の基準となる積分値である。基準積分値ＫＤ１は、実際の走行を要することなく、例えば、地図データベースに登録された道路ＲＤに係る形状データに基づいて、計算により予め求めておけばよい。
基準積分値ＫＤ１は、運転技量に係る３段階の判定レベル「とてもうまい（ＳランクＲＫ＿Ｓ）」／「うまい（ＡランクＲＫ＿Ａ）」／「ふつう（ＢランクＲＫ＿Ｂ）」のうち、ＡランクＲＫ＿Ａ−ＢランクＲＫ＿Ｂ間の境界ラインを規定（図７参照）する。
The reference integral value KD1 is an integral value that serves as a reference for traveling along a center line related to the road RD along a relaxation curve section in which the shape of the road RD forms a relaxation curve. The reference integral value KD1 may be obtained in advance by calculation, for example, based on the shape data related to the road RD registered in the map database without requiring actual travel.
The reference integrated value KD1 is a rank A of RK_A-B among three levels of determination levels “very good (S rank RK_S)” / “good (A rank RK_A)” / “normal (B rank RK_B)” related to the driving skill. A boundary line between ranks RK_B is defined (see FIG. 7).
極大積分値ＫＤ２とは、直線路Ｒ１及び曲率半径が極小の円弧曲線路Ｒ２間に存して緩やかに曲率が変化する極めて長い緩和曲線区間を道路ＲＤに沿って道なりに走行する際の極大となる積分値である。ここで、曲率半径が極小の円弧曲線路Ｒ２とは、法令（道路構造令）の規定に従う下限値となる曲率半径（最小曲線半径）を有する円弧曲線路Ｒ２を意味する。このように曲率半径が極小の円弧曲線路Ｒ２及び直線路Ｒ１間をつなぐ緩和曲線区間の長さは、極めて長い値となる。そのため、このように極めて長い緩和曲線区間を道路ＲＤに沿って道なりに走行する際の積分値は、極大の値をとることになる。
極大積分値ＫＤ２は、実際の走行を要することなく、例えば、地図データベースに登録された道路ＲＤに係る形状データに基づいて、計算により予め求めておけばよい。
極大積分値ＫＤ２は、運転技量に係る前記４段階の判定レベルのうちＳランクＲＫ＿Ｓの上限ラインを規定（図７参照）する。
The maximum integrated value KD2 is the maximum when traveling along a road RD along an extremely long relaxation curve section that exists between the straight road R1 and the circular arc path R2 having a minimum curvature radius and gradually changes in curvature. Is the integral value. Here, the arc-curved road R2 having a minimum curvature radius means an arc-curved path R2 having a curvature radius (minimum curve radius) that is a lower limit value in accordance with regulations of the law (road structure ordinance). As described above, the length of the relaxation curve section connecting between the arc-shaped curved path R2 and the straight path R1 having a minimum curvature radius is an extremely long value. Therefore, the integral value when traveling along a road along the road RD in such a long relaxation curve section takes a maximum value.
The maximum integrated value KD2 may be obtained in advance by calculation based on, for example, the shape data relating to the road RD registered in the map database without requiring actual traveling.
The maximum integrated value KD2 defines the upper limit line of the S rank RK_S among the four levels of determination levels related to the driving skill (see FIG. 7).
実走積分値ｋｄ３とは、緩和曲線走行区間を車両ＣＡが実際に走行した際の積分値である。 The actual travel integral value kd3 is an integral value when the vehicle CA actually travels in the relaxation curve travel section.
積分部２７は、図３に示すように、取得部２１により取得した所定の周期（サンプリング時間）毎の時系列に従う旋回曲率ｋの時系列データ（ｋ＝１．．．ｎ）を、下記の（式２）を用いて、車両ＣＡの緩和曲線走行区間において、旋回曲率ｋの時系列データの各値に対応する走行距離ｄ（ｄ＝１．．．ｎ）で積分することにより、実走積分値ｋｄ３を求める。
ＫＤ＝Σ[ｋ＝１．．．ｎ][ｄ＝１．．．ｎ]ｋｄ （式２）
なお、緩和曲線走行区間を車両ＣＡが走行中に、例えば障害物を避ける等の目的で操舵方向ＳＴＤが逆転するケースが想定される。こうしたケースでは、抽出部２３において操舵角速度ＳＴＶに係る信号レベルがＳＴＶｔｈ１以上、ＳＴＶｔｈ２以下となる時間があるため、実走積分値ｋｄ３はキャンセルされる。
As shown in FIG. 3, the integration unit 27 uses time series data (k = 1... N) of the turning curvature k according to the time series for each predetermined period (sampling time) acquired by the acquisition unit 21 as follows. By using (Equation 2) and integrating with the travel distance d (d = 1 ... n) corresponding to each value of the time-series data of the turning curvature k in the travel curve travel section of the vehicle CA, An integral value kd3 is obtained.
KD = Σ [k = 1. . . n] [d = 1. . . n] kd (Formula 2)
It is assumed that the steering direction STD reverses for the purpose of, for example, avoiding an obstacle while the vehicle CA is traveling in the relaxation curve traveling section. In such a case, the actual running integral value kd3 is canceled because there is a time in which the signal level related to the steering angular velocity STV is STVth1 or more and STVth2 or less in the extraction unit 23.
〔判定部２９による車両ＣＡに係る運転技量を判定する手法〕
次に、判定部２９による車両ＣＡに係る運転技量を判定する手法について、図７を参照して説明する。
[Method of determining driving skill related to vehicle CA by determination unit 29]
Next, a method of determining the driving skill related to the vehicle CA by the determination unit 29 will be described with reference to FIG.
判定部２９は、前記した３種類の積分値（基準積分値ＫＤ１、極大積分値ＫＤ２、実走積分値ＫＤ３）に基づいて、車両ＣＡに係る運転技量を判定する。
図７に示す例では、運転技量に相関する実走積分値ＫＤ３が位置付けられるランク領域を３つのランク（Ｓ／Ａ／Ｂ）に区分している。そのため、ＡランクＲＫ＿Ａ−ＢランクＲＫ＿Ｂ間の境界を規定する基準積分値ＫＤ１のライン、ＳランクＲＫ＿Ｓの上限を規定する極大積分値ＫＤ２のラインの他に、ＳランクＲＫ＿Ｓ−ＡランクＲＫ＿Ａ間の境界を規定するＳＡ境界ラインＫＤ４を設定している。
このように、ＳＡ境界ラインＫＤ４等の区分ラインを設定するに際しては、基準積分値ＫＤ１のライン及び極大積分値ＫＤ２のライン間の領域を区切る数や重みづけ（例えば、ＳランクＲＫ＿Ｓ領域を狭めることでＳランクＲＫ＿Ｓへのランク付けを厳しくする等）を考慮して、それぞれのランク毎に相応しい幅の領域を適宜設定すればよい。
The determination unit 29 determines the driving skill related to the vehicle CA based on the three types of integration values (the reference integration value KD1, the maximum integration value KD2, and the actual running integration value KD3).
In the example shown in FIG. 7, the rank area where the actual running integrated value KD3 correlated with the driving skill is divided into three ranks (S / A / B). Therefore, in addition to the line of the reference integral value KD1 that defines the boundary between the A rank RK_A and the B rank RK_B and the line of the maximum integral value KD2 that defines the upper limit of the S rank RK_S, the boundary between the S rank RK_S and the A rank RK_A SA boundary line KD4 that defines the above is set.
As described above, when setting the division lines such as the SA boundary line KD4, the number and weight for dividing the area between the reference integral value KD1 line and the maximum integral value KD2 line (for example, narrowing the S rank RK_S area). Therefore, it is only necessary to appropriately set a region having an appropriate width for each rank in consideration of the strict ranking of the S rank RK_S.
判定部２９は、積分部２７により求められた実走積分値ＫＤ３が、図７に示すランク領域図のうちどのランク領域に位置づけられるかに応じて、車両ＣＡに係る運転技量を判定する。図７に示す例では、実走積分値ＫＤ３がＡランクＲＫ＿Ａ領域に位置づけられているため、車両ＣＡに係る運転技量がＡランクＲＫ＿Ａである旨の判定が下される。 The determination unit 29 determines the driving skill related to the vehicle CA according to which rank region in the rank region diagram shown in FIG. 7 the actual running integrated value KD3 obtained by the integration unit 27 is positioned. In the example shown in FIG. 7, since the actual running integral value KD3 is positioned in the A rank RK_A region, it is determined that the driving skill related to the vehicle CA is the A rank RK_A.
制御部３１は、判定部２９による車両ＣＡに係る運転技量判定結果の正当性を担保するために、所定の条件が成立しているか否かを判定する。所定の条件とは、車速Ｖが所定の車速閾値Ｖｔｈを超えていること、切りはじめからの操舵角ＳＴＡの差が所定の操舵角閾値ＳＴＡｔｈを超えていること、操舵角速度ＳＴＶが所定時間を超えて連続出力されていること、の３つが全て成立していることである。これら３つが全て成立（所定の条件が成立）している場合に、制御部３１は、車両ＣＡに係る運転技量判定結果をモニタ装置１９に表示させる制御を行う。 The control unit 31 determines whether or not a predetermined condition is satisfied in order to ensure the validity of the driving skill determination result related to the vehicle CA by the determination unit 29. The predetermined condition is that the vehicle speed V exceeds a predetermined vehicle speed threshold value Vth, that the difference in steering angle STA from the start of turning exceeds a predetermined steering angle threshold value STAth, and that the steering angular speed STV exceeds a predetermined time. That is, all three are established. When all three of these are established (a predetermined condition is established), the control unit 31 performs a control to display the driving skill determination result related to the vehicle CA on the monitor device 19.
〔車両ＣＡに係る運転技量判定結果の表示態様〕
次に、車両ＣＡに係る運転技量判定結果の表示態様について、図８、図９を参照して説明する。図８は、モニタ装置１９による運転技量判定結果の表示態様を表す説明図である。図９は、図８に示す運転技量判定結果の表示態様において、車両ＣＡの走行が進むにつれて表示内容が推移してゆく様子を表す説明図である。
[Display Mode of Driving Skill Determination Result for Vehicle CA]
Next, the display mode of the driving skill determination result relating to the vehicle CA will be described with reference to FIGS. FIG. 8 is an explanatory diagram illustrating a display mode of the driving skill determination result by the monitor device 19. FIG. 9 is an explanatory diagram showing how the display content changes as the vehicle CA travels in the driving skill determination result display mode shown in FIG. 8.
図８に示す運転技量判定結果の表示態様では、車両ＣＡに係る３段階の運転技量ランク（Ｓ／Ａ／Ｂ）と、現在のコーナー・１つ前のコーナー・２つ前のコーナーでの運転技量ランクと、を一覧表示する態様を採用している。 In the display form of the driving skill determination result shown in FIG. 8, the driving in the three stages of driving skill rank (S / A / B) related to the vehicle CA, the current corner, the previous corner, and the driving at the second previous corner. A mode in which skill ranks are displayed in a list is adopted.
車両ＣＡに係る３段階の運転技量ランク（Ｓ／Ａ／Ｂ）のうち、Ｓランクは向かって右側に位置する三重丸アイコンで、Ａランクは真ん中に位置する三重丸アイコンで、Ｂランクは向かって左側に位置する三重丸アイコンで、それぞれ表現する。 Of the three driving skill ranks (S / A / B) for the vehicle CA, the S rank is a triple circle icon located on the right side, the A rank is a triple circle icon located in the middle, and the B rank is on the left side. Each is represented by a triple circle icon located at.
また、現在のコーナーでの運転技量ランクは三重丸アイコンのうち最も内側に位置する丸アイコンで、１つ前のコーナーでの運転技量ランクは三重丸アイコンのうち中間に位置する丸アイコンで、２つ前のコーナーでの運転技量ランクは三重丸アイコンのうち最も外側に位置する丸アイコンで、それぞれ表現する。 In addition, the driving skill rank in the current corner is the circle icon that is located on the innermost side of the triple circle icon, and the driving skill rank in the previous corner is the circle icon that is located in the middle of the triple circle icon. The driving skill rank at each corner is represented by a circle icon located on the outermost side of the triple circle icons.
図９に示す例では、車両ＣＡの走行が進むにつれて表示内容が推移してゆく様子を表している。
すなわち、第１コーナーＣＮ１における表示態様では、現在のコーナーでの運転技量ランクはＡランク、１つ前のコーナーでの運転技量ランクはＢランク、２つ前のコーナーでの運転技量ランクはＳランクである旨が表示されている。
第２コーナーＣＮ２における表示態様では、現在のコーナーでの運転技量ランクはＳランク、１つ前のコーナーでの運転技量ランクはＡランク、２つ前のコーナーでの運転技量ランクはＢランクである旨が表示されている。
第３コーナーＣＮ３における表示態様では、現在のコーナー・１つ前のコーナーでの運転技量ランクはＳランク、２つ前のコーナーでの運転技量ランクはＡランクである旨が表示されている。
第４コーナーＣＮ４における表示態様では、現在のコーナー・１つ前のコーナー・２つ前のコーナーでの運転技量ランクは全てＳランクである旨が表示されている。
第５コーナーＣＮ５における表示態様では、現在のコーナーでの運転技量ランクはＢランク、１つ前のコーナー・２つ前のコーナーでの運転技量ランクはＳランクである旨が表示されている。
In the example shown in FIG. 9, the display content changes as the vehicle CA travels.
That is, in the display mode in the first corner CN1, the driving skill rank in the current corner is A rank, the driving skill rank in the previous corner is B rank, and the driving skill rank in the previous corner is S rank. Is displayed.
In the display mode in the second corner CN2, the driving skill rank in the current corner is S rank, the driving skill rank in the previous corner is A rank, and the driving skill rank in the previous corner is B rank. Is displayed.
In the display mode in the third corner CN3, it is displayed that the driving skill rank in the current corner and the previous corner is S rank, and the driving skill rank in the previous corner is A rank.
In the display mode in the fourth corner CN4, it is displayed that the driving skill ranks in the current corner, the previous corner, and the second previous corner are all S ranks.
In the display mode in the fifth corner CN5, it is displayed that the driving skill rank in the current corner is B rank, the driving skill rank in the previous corner and the previous corner is S rank.
〔運転技量判定装置１１のまとめ〕
（１）に係る発明は、線形状の直線路Ｒ１と、円弧状の円弧曲線路Ｒ２と、直線路Ｒ１及び円弧曲線路Ｒ２間に存して緩やかに曲率が変化する緩和曲線路Ｒ３とを連ねてなる道路ＲＤを走行する車両ＣＡの運転技量を判定する運転技量判定装置１１である。
（１）に係る運転技量判定装置１１は、車両ＣＡが道路ＲＤを走行する際の走行距離ｄ及び旋回曲率ｋを取得する取得部２１と、取得部２１により取得した旋回曲率ｋを所定の走行区間（緩和曲線走行区間）において走行距離ｄで積分する積分部２７と、積分部２７による積分値（基準積分値ＫＤ１、極大積分値ＫＤ２、実走積分値ＫＤ３）に基づいて車両ＣＡの運転技量を判定する判定部２９と、を備える。
[Summary of Driving Skill Determination Device 11]
The invention according to (1) includes a linear straight path R1, an arc-shaped arc-curved path R2, and a relaxation curve path R3 that exists between the straight path R1 and the arc-curved path R2 and whose curvature gradually changes. This is a driving skill determination device 11 that determines the driving skill of a vehicle CA traveling on a continuous road RD.
The driving skill determination device 11 according to (1) obtains the travel distance d and the turning curvature k when the vehicle CA travels on the road RD, and the turning curvature k obtained by the obtaining unit 21 for a predetermined travel. The driving skill of the vehicle CA based on the integration unit 27 that integrates the traveling distance d in the section (relaxation curve traveling section) and the integration values (reference integration value KD1, local maximum integration value KD2, actual running integration value KD3) by the integration unit 27. And a determination unit 29 for determining whether or not.
（１）に係る発明では、取得部２１は、車両ＣＡが道路ＲＤを走行する際の走行距離ｄ及び旋回曲率ｋを取得する。積分部２７は、取得部２１により取得した旋回曲率ｋを所定の走行区間（緩和曲線走行区間）において走行距離ｄで積分する。所定の走行区間（緩和曲線走行区間）において旋回曲率ｋを走行距離ｄで積分すると、所定の走行区間（緩和曲線走行区間）内において車両の旋回がどの程度緩やかに進んだかに係る緩旋回度を把握することができる。 In the invention according to (1), the acquisition unit 21 acquires the travel distance d and the turning curvature k when the vehicle CA travels on the road RD. The integration unit 27 integrates the turning curvature k acquired by the acquisition unit 21 with the travel distance d in a predetermined travel section (relaxation curve travel section). When the turning curvature k is integrated with the travel distance d in a predetermined travel section (relaxation curve travel section), the gentle turning degree according to how slowly the vehicle turns in the predetermined travel section (relaxation curve travel section) is obtained. I can grasp it.
本発明者の研究によると、所定の走行区間（緩和曲線走行区間）内における車両ＣＡの緩旋回度は、緩和曲線走行区間の長さに相関することがわかっている。所定の走行区間（緩和曲線走行区間）では、車両ＣＡの緩旋回度が大きいほど、緩和曲線走行区間の長さが伸びるからである。また、緩和曲線走行区間の長短は、車両ＣＡの運転技量を判定する際の指標として有効であることがわかっている。
そこで、判定部２９は、積分部２７による積分値（所定の走行区間における車両ＣＡの緩旋回度）に基づいて車両ＣＡの運転技量を判定することとした。
According to the research of the present inventor, it is known that the degree of gentle turning of the vehicle CA in a predetermined traveling section (relaxation curve traveling section) correlates with the length of the relaxation curve traveling section. This is because in the predetermined travel section (relaxation curve travel section), the length of the relaxation curve travel section increases as the degree of gentle turning of the vehicle CA increases. Further, it has been found that the length of the relaxation curve travel section is effective as an index when determining the driving skill of the vehicle CA.
Therefore, the determination unit 29 determines the driving skill of the vehicle CA based on the integration value (the gentle turning degree of the vehicle CA in a predetermined travel section) by the integration unit 27.
（１）に係る発明によれば、所定の走行区間内における積分部２７による積分値に基づいて車両ＣＡの運転技量を判定するため、車両ＣＡの走行軌跡が一般的な緩和曲線（クロソイド、サイン半波長逓減曲線）描いているか否かにかかわらず、走行が進むにつれて曲率が大きくなるような複合曲線路や、曲率の小さい円弧曲線路を走行する場合であっても、車両の運転技量を高い精度で判定することができる。 According to the invention according to (1), since the driving skill of the vehicle CA is determined based on the integrated value by the integrating unit 27 in a predetermined traveling section, the traveling locus of the vehicle CA is a general relaxation curve (clothoid, sign). High driving skills even when driving on compound curved roads where the curvature increases as travel progresses or arc-curved roads with small curvatures regardless of whether or not they are drawn half-wavelength decreasing curve) It can be determined with accuracy.
また、（２）に係る発明は、（１）に係る発明に記載の運転技量判定装置１１であって、前記所定の走行区間とは、車両ＣＡの走行軌跡が緩和曲線を描く緩和曲線走行区間であり、判定部２９は、道路ＲＤが緩和曲線を描く緩和曲線区間を道路ＲＤに沿って道なりに走行する際の基準となる積分値である基準積分値ＫＤ１と、緩和曲線走行区間を車両ＲＤが実際に走行した際の積分値である実走積分値ＫＤ３との対比結果に基づいて、車両ＣＡの運転技量を判定する。 The invention according to (2) is the driving skill determination device 11 according to the invention according to (1), wherein the predetermined traveling section is a relaxation curve traveling section in which a traveling locus of the vehicle CA draws a relaxation curve. And the determination unit 29 uses the reference integral value KD1, which is an integral value when the road RD travels along the road RD along the relaxation curve section in which the road RD draws a relaxation curve, and the relaxation curve travel section as the vehicle. The driving skill of the vehicle CA is determined based on the comparison result with the actual running integrated value KD3 that is an integrated value when the RD actually runs.
（２）に係る発明において、基準積分値ＫＤ１とは、緩和曲線区間を道路ＲＤに沿って道なりに走行する際の基準（例えば、道路構造令の規定に基づく）となる緩和曲線走行区間の長さに相関する。また、実走積分値ＫＤ３とは、緩和曲線走行区間を実際に走行した際の緩和曲線走行区間の長さに相関する。しかも、前記したように、緩和曲線走行区間の長短は、車両の運転技量を判定する際の指標として有効である。 In the invention according to (2), the reference integral value KD1 is a relaxation curve travel section that serves as a reference (for example, based on the regulations of the road structure ordinance) when traveling along the road along the road RD along the relaxation curve section. Correlate with length. The actual running integral value KD3 correlates with the length of the relaxation curve traveling section when actually traveling in the relaxation curve traveling section. Moreover, as described above, the length of the relaxation curve travel section is effective as an index when determining the driving skill of the vehicle.
（２）に係る発明によれば、判定部２９は、基準積分値ＫＤ１と実走積分値ＫＤ３との対比結果に基づいて車両ＣＡの運転技量を判定するため、本発明に係る運転技量判定装置（１）と比べて、走行が進むにつれて曲率が大きくなるような複合曲線路や、曲率の小さい円弧曲線路を走行する場合であっても、車両の運転技量をより高い精度で判定することができる。 According to the invention according to (2), the determination unit 29 determines the driving skill of the vehicle CA based on the comparison result between the reference integrated value KD1 and the actual running integrated value KD3, and thus the driving skill determining device according to the present invention. Compared with (1), the driving skill of the vehicle can be determined with higher accuracy even when traveling on a compound curved road whose curvature increases as the traveling progresses or an arc curved road having a small curvature. it can.
また、（３）に係る発明は、（１）に係る発明に記載の運転技量判定装置１１であって、前記所定の走行区間とは、車両ＣＡの走行軌跡が緩和曲線を描く緩和曲線走行区間であり、判定部２９は、道路ＲＤが緩和曲線を描く緩和曲線区間を道路ＲＤに係る中央線に沿って道なりに走行する際の基準となる積分値である基準積分値ＫＤ１と、進入側の緩和曲線走行区間を実際に走行した際の積分値である進入側の実走積分値ＫＤ３、又は、脱出側の緩和曲線走行区間を実際に走行した際の積分値である脱出側の実走積分値ＫＤ３の少なくともいずれかとの対比結果に基づいて、車両ＣＡの運転技量を判定する。 The invention according to (3) is the driving skill determination device 11 according to the invention according to (1), wherein the predetermined traveling section is a relaxation curve traveling section in which a traveling locus of the vehicle CA draws a relaxation curve. The determination unit 29 includes a reference integral value KD1 that is an integral value serving as a reference when the road RD travels along a center line related to the road RD along a relaxation curve section in which the road RD draws a relaxation curve, and the approach side The actual running integral value KD3 on the approach side, which is an integral value when actually traveling in the relaxation curve traveling section, or the actual traveling on the escape side, which is the integrated value when actually traveling in the relaxation curve traveling section, Based on the comparison result with at least one of the integral values KD3, the driving skill of the vehicle CA is determined.
（３）に係る発明では、一般に緩和曲線区間は、円弧曲線路Ｒ３を挟んで、進入側及び脱出側の両者からなる点に鑑みて、緩和曲線区間を道路ＲＤに係る中央線に沿って道なりに走行する際の基準となる基準積分値ＫＤ１と、進入側及び脱出側の緩和曲線走行区間をそれぞれ実際に走行した際の実走積分値ＫＤ３との対比結果に基づいて、車両ＣＡの運転技量を判定することとした。 In the invention according to (3), in general, the relaxation curve section is formed along the center line related to the road RD in view of the fact that the relaxation curve section includes both the entrance side and the exit side across the circular arc path R3. Based on the comparison result between the reference integral value KD1 which becomes a reference when the vehicle travels and the actual travel integral value KD3 when the vehicle actually travels in the approach-side and exit-side relaxation curve travel sections, the vehicle CA is operated. We decided to judge the skill.
本発明に係る運転技量判定装置（３）によれば、進入側及び脱出側の緩和曲線走行区間内における車両ＣＡの運転技量を各個別に判定するため、走行が進むにつれて曲率が大きくなるような複合曲線路や、曲率の小さい円弧曲線路を走行する場合であっても、車両の運転技量をより高い精度で判定することができる。 According to the driving skill determination device (3) according to the present invention, since the driving skill of the vehicle CA is individually determined in the approach-side and escape-side relaxation curve traveling sections, the curvature increases as traveling proceeds. Even when traveling on a compound curved road or an arc curved road having a small curvature, the driving skill of the vehicle can be determined with higher accuracy.
また、（２）に係る発明を引用する（４）に係る発明では、判定部２９は、基準積分値ＫＤ１に対し、実走積分値ＫＤ３の方が大きい場合に車両ＣＡの運転技量が高い旨の判定を下す一方、実走積分値ＫＤ３の方が小さい場合に車両ＣＡの運転技量が低い旨の判定を下すこととした。 In the invention according to (4) that cites the invention according to (2), the determination unit 29 indicates that the driving skill of the vehicle CA is high when the actual running integral value KD3 is larger than the reference integral value KD1. On the other hand, when the actual running integrated value KD3 is smaller, it is determined that the driving skill of the vehicle CA is low.
（４）に係る発明によれば、車両の運転技量を判定する際の指標の取り扱いを明確にしたため、運転技量の判定精度の向上を期待することができる。 According to the invention according to (4), since the handling of the index when determining the driving skill of the vehicle has been clarified, it can be expected that the determination accuracy of the driving skill is improved.
また、（３）に係る発明を引用する（５）に係る発明では、判定部２９は、基準積分値ＫＤ１に対し、進入側及び脱出側の実走積分値ＫＤ３の少なくともいずれかの方が大きい場合に車両ＣＡの運転技量が高い旨の判定を下す一方、進入側及び脱出側の実走積分値ＫＤ３の少なくともいずれかの方が小さい場合に車両ＣＡの運転技量が低い旨の判定を下すこととした。 In the invention according to (5) that cites the invention according to (3), the determination unit 29 has at least one of the actual running integral value KD3 on the entry side and the exit side larger than the reference integral value KD1. If the vehicle CA has a high driving skill, the vehicle CA has a low driving skill if at least one of the actual running integrated value KD3 on the entry side and the escape side is smaller. It was.
（５）に係る発明によれば、（３）に係る発明と同様に、進入側及び脱出側の両者からなる緩和曲線走行区間において、運転技量判定装置（１）と比べて、走行が進むにつれて曲率が大きくなるような複合曲線路や、曲率の小さい円弧曲線路を走行する場合であっても、運転技量をより高い精度で判定することができる。 According to the invention according to (5), as in the invention according to (3), in the relaxation curve travel section composed of both the entry side and the exit side, as travel proceeds, compared to the driving skill determination device (1). The driving skill can be determined with higher accuracy even when traveling on a compound curved road with a large curvature or a circular curved road with a small curvature.
また、（１）に係る発明を引用する（６）に係る発明では、前記所定の走行区間とは、車両ＣＡの走行軌跡が緩和曲線を描く緩和曲線走行区間であり、判定部２９は、道路ＲＤが緩和曲線を描く緩和曲線区間を道路ＲＤに沿って道なりに走行する際の基準となる積分値である基準積分値ＫＤ１と、直線路Ｒ１及び曲率半径が極小の円弧曲線路Ｒ２間に存して緩やかに曲率が変化する極めて長い緩和曲線区間を道路ＲＤに沿って道なりに走行する際の極大となる積分値である極大積分値ＫＤ２と、で定義される基準−極大積分値に係る領域ＲＫ＿Ａ，ＲＫ＿Ｓに相対する、緩和曲線走行区間を車両ＣＡが実際に走行した際の積分値である実走積分値ＫＤ３の位置付けに基づいて、車両ＣＡの運転技量を判定することとした。 In the invention according to (6) that cites the invention according to (1), the predetermined traveling section is a relaxation curve traveling section in which a traveling locus of the vehicle CA draws a relaxation curve, and the determination unit 29 The reference integration value KD1, which is an integration value used as a reference when traveling along the road RD along the relaxation curve section in which the RD draws a relaxation curve, and the straight road R1 and the arc-curved road R2 having a minimal curvature radius. A reference-maximum integral value defined by a maximal integral value KD2, which is an integral value when traveling along a road RD along a very long relaxation curve section where the curvature gradually changes. The driving skill of the vehicle CA is determined based on the positioning of the actual running integral value KD3, which is an integral value when the vehicle CA actually travels in the relaxation curve traveling section, which is relative to the regions RK_A and RK_S.
ここで、基準−極大積分値に係る領域ＲＫ＿Ａ，ＲＫ＿Ｓに相対する実走積分値ＫＤ３の位置付けとして、基準−極大積分値に係る領域ＲＫ＿Ａ，ＲＫ＿Ｓ内に実走積分値ＫＤ３が位置付けられるケースと、基準−極大積分値に係る領域ＲＫ＿Ａ，ＲＫ＿Ｓ外に実走積分値ＫＤ３が位置付けられるケースとが想定される。前者のケースでは、車両ＣＡの運転技量が高い旨の判定が下される一方、後者のケースでは、車両ＣＡの運転技量が低い旨の判定が下される。 Here, as the positioning of the actual running integral value KD3 relative to the regions RK_A and RK_S related to the reference-maximum integral value, the actual running integration value KD3 is positioned in the regions RK_A and RK_S related to the reference-maximum integral value; It is assumed that the actual running integral value KD3 is positioned outside the regions RK_A and RK_S related to the reference-maximum integral value. In the former case, a determination that the driving skill of the vehicle CA is high is made, whereas in the latter case, a determination that the driving skill of the vehicle CA is low is made.
（６）に係る発明によれば、判定部２９は、基準−極大積分値に係る領域ＲＫ＿Ａ，ＲＫ＿Ｓに相対する実走積分値ＫＤ３の位置付けを行い、この位置付けに応じて車両ＣＡの運転技量を判定するため、車両ＫＤ３の運転技量の相対的な位置付けを明確にすることができる。 According to the invention according to (6), the determination unit 29 positions the actual running integral value KD3 relative to the regions RK_A and RK_S related to the reference-maximum integral value, and determines the driving skill of the vehicle CA according to this positioning. Since the determination is made, the relative positioning of the driving skill of the vehicle KD3 can be clarified.
〔その他の実施形態〕
以上説明した実施形態は、本発明の具現化の例を示したものである。従って、これらによって本発明の技術的範囲が限定的に解釈されることがあってはならない。本発明はその要旨又はその主要な特徴から逸脱することなく、様々な形態で実施することができるからである。
[Other Embodiments]
The embodiments described above show examples of realization of the present invention. Therefore, the technical scope of the present invention should not be limitedly interpreted by these. This is because the present invention can be implemented in various forms without departing from the gist or main features thereof.
例えば、本発明の実施形態に係る説明において、本発明に係る車両として、運転者によるハンドルの手動操作により操縦される手動操縦に係る車両ＣＡを例示して説明したが、本発明はこの例に限定されない。本発明に係る車両として、運転者による手動操作の一部又は全部が省略された自動操縦に係る車両に対し、本発明に係る運転技量判定装置１１を適用してもかまわない。 For example, in the description according to the embodiment of the present invention, as the vehicle according to the present invention, the vehicle CA related to manual steering operated by the driver's manual operation of the steering wheel has been described as an example. It is not limited. As the vehicle according to the present invention, the driving skill determination device 11 according to the present invention may be applied to a vehicle related to automatic steering in which part or all of the manual operation by the driver is omitted.
また、本発明の実施形態に係る説明において、車両ＣＡに対し、本発明に係る運転技量判定装置１１を搭載する例をあげて説明したが、本発明はこの例に限定されない。本発明に係る運転技量判定装置１１を車両ＣＡとは離れた車室外の監視装置に設け、車両ＣＡに搭載される通信装置と車室外の監視装置の間で所要のデータ交換を行うことにより、車両ＣＡ、車室外の監視装置において、運転技量判定装置１１の機能を享受してもかまわない。 Moreover, in the description which concerns on embodiment of this invention, although the example which mounts the driving skill determination apparatus 11 which concerns on this invention with respect to vehicle CA was given and demonstrated, this invention is not limited to this example. By providing the driving skill determination device 11 according to the present invention in a monitoring device outside the vehicle compartment separated from the vehicle CA, and by exchanging required data between the communication device mounted in the vehicle CA and the monitoring device outside the vehicle cabin, The function of the driving skill determination device 11 may be enjoyed in the vehicle CA and the monitoring device outside the passenger compartment.
また、本発明の実施形態に係る説明において、積分部２７による積分値に基づいて車両ＣＡの運転技量を判定する例をあげて説明したが、本発明はこの例に限定されない。走行距離ｄに対する旋回曲率ｋの増加量（ゲイン）に基づいて車両ＣＡの運転技量を判定する構成を採用してもかまわない。この場合、本発明の「積分部２７による積分値」を、「走行距離ｄに対する旋回曲率ｋの増加量（ゲイン）」と読み替えて、本発明を適用すればよい。
なお、こうした読み替え適用を行うケースでは、基準ゲインに対し、実走ゲインの方が小さい場合に車両ＣＡの運転技量が高い旨の判定を下す一方、実走ゲインの方が大きい場合に車両ＣＡの運転技量が低い旨の判定を下すこととになる。
Further, in the description according to the embodiment of the present invention, the example in which the driving skill of the vehicle CA is determined based on the integration value by the integration unit 27 has been described, but the present invention is not limited to this example. You may employ | adopt the structure which determines the driving skill of vehicle CA based on the increase amount (gain) of the turning curvature k with respect to the travel distance d. In this case, the present invention may be applied by replacing the “integrated value by the integrating unit 27” of the present invention with “the increase amount (gain) of the turning curvature k with respect to the travel distance d”.
In the case where such replacement is applied, it is determined that the driving skill of the vehicle CA is high when the actual running gain is smaller than the reference gain, while the vehicle CA is set when the actual running gain is larger. It will be judged that the driving skill is low.
１１ 運転技量判定装置
２１ 取得部
２７ 積分部
２９ 判定部
ｄ 走行距離
ｋ 旋回曲率
ＣＡ 車両
ＫＤ１ 基準積分値
ＫＤ２ 極大積分値
ＫＤ３ 実走積分値
ＲＤ 道路
DESCRIPTION OF SYMBOLS 11 Driving skill determination apparatus 21 Acquisition part 27 Integration part 29 Determination part d Travel distance k Turning curvature CA Vehicle KD1 Reference | standard integral value KD2 Maximal integral value KD3 Actual running integral value RD Road
Claims (6)
前記車両が前記道路を走行する際の走行距離及び旋回曲率を取得する取得部と、
前記取得部により取得した旋回曲率を所定の走行区間において走行距離で積分する積分部と、
前記積分部による積分値に基づいて前記車両の運転技量を判定する判定部と、
を備えることを特徴とする運転技量判定装置。 Driving skill of a vehicle traveling on a road formed by connecting a linear straight road, an arcuate arcuate curved road, and a relaxation curved road with a gradually changing curvature existing between the linear road and the arcuate curved road A driving skill determination device for determining
An acquisition unit for acquiring a traveling distance and a turning curvature when the vehicle travels on the road;
An integration unit that integrates the turning curvature acquired by the acquisition unit with a travel distance in a predetermined travel section;
A determination unit for determining a driving skill of the vehicle based on an integration value by the integration unit;
A driving skill determination device comprising:
前記所定の走行区間とは、前記車両の走行軌跡が緩和曲線を描く緩和曲線走行区間であり、
前記判定部は、前記道路が緩和曲線を描く緩和曲線区間を当該道路に沿って道なりに走行する際の基準となる積分値である基準積分値と、前記緩和曲線走行区間を前記車両が実際に走行した際の積分値である実走積分値との対比結果に基づいて、当該車両の運転技量を判定する
ことを特徴とする運転技量判定装置。 The driving skill determination device according to claim 1,
The predetermined traveling section is a relaxation curve traveling section in which a traveling locus of the vehicle draws a relaxation curve,
The determination unit is configured such that the vehicle actually uses a reference integral value, which is a reference integral value when the road travels along the road along a relaxation curve section in which the road has a relaxation curve, and the relaxation curve travel section. A driving skill determination device that determines the driving skill of the vehicle based on a comparison result with an actual running integral value that is an integral value when the vehicle travels.
前記所定の走行区間とは、前記車両の走行軌跡が緩和曲線を描く緩和曲線走行区間であり、
前記判定部は、前記道路が緩和曲線を描く緩和曲線区間を当該道路に係る中央線に沿って道なりに走行する際の基準となる積分値である基準積分値と、進入側の前記緩和曲線走行区間を実際に走行した際の積分値である進入側の実走積分値、及び、脱出側の前記緩和曲線走行区間を実際に走行した際の積分値である脱出側の実走積分値の少なくともいずれかとの対比結果に基づいて、当該車両の運転技量を判定する
ことを特徴とする運転技量判定装置。 The driving skill determination device according to claim 1,
The predetermined traveling section is a relaxation curve traveling section in which a traveling locus of the vehicle draws a relaxation curve,
The determination unit includes a reference integration value that is an integration value that serves as a reference when the road travels along a center line related to the road in a relaxation curve section in which the road draws a relaxation curve, and the relaxation curve on the approach side. The actual running integral value on the approach side, which is the integral value when actually traveling in the traveling section, and the actual running integral value on the exit side, which is the integral value when actually traveling in the relaxation curve traveling section on the escape side. A driving skill determination device characterized by determining a driving skill of the vehicle based on a comparison result with at least one of them.
前記判定部は、前記基準積分値に対し、前記実走積分値の方が大きい場合に当該車両の運転技量が高い旨の判定を下す一方、前記実走積分値の方が小さい場合に当該車両の運転技量が低い旨の判定を下す
ことを特徴とする運転技量判定装置。 The driving skill determination device according to claim 2,
The determination unit makes a determination that the driving skill of the vehicle is high when the actual running integral value is larger than the reference integral value, while the vehicle when the actual running integral value is smaller. A driving skill determination device characterized by determining that the driving skill is low.
前記判定部は、前記基準積分値に対し、進入側及び脱出側の前記実走積分値の少なくともいずれかの方が大きい場合に当該車両の運転技量が高い旨の判定を下す一方、進入側及び脱出側の前記実走積分値の少なくともいずれかの方が小さい場合に当該車両の運転技量が低い旨の判定を下す
ことを特徴とする運転技量判定装置。 The driving skill determination device according to claim 3,
The determination unit determines that the driving skill of the vehicle is high when at least one of the actual running integral value on the approach side and the exit side is larger than the reference integral value, A driving skill determination device characterized by determining that the driving skill of the vehicle is low when at least one of the actual running integral values on the escape side is smaller.
前記所定の走行区間とは、前記車両の走行軌跡が緩和曲線を描く緩和曲線走行区間であり、
前記判定部は、前記道路が緩和曲線を描く緩和曲線区間を当該道路に沿って道なりに走行する際の基準となる積分値である基準積分値と、前記直線路及び曲率半径が極小の円弧曲線路間に存して緩やかに曲率が変化する極めて長い前記緩和曲線区間を前記道路に沿って道なりに走行する際の極大となる積分値である極大積分値と、で定義される基準−極大積分値に係る領域に相対する、前記緩和曲線走行区間を前記車両が実際に走行した際の積分値である実走積分値の位置付けに基づいて、当該車両の運転技量を判定する
ことを特徴とする運転技量判定装置。 The driving skill determination device according to claim 1,
The predetermined traveling section is a relaxation curve traveling section in which a traveling locus of the vehicle draws a relaxation curve,
The determination unit includes a reference integration value that is an integration value used as a reference when the road travels along a road along a relaxation curve section in which the road draws a relaxation curve, and the straight road and an arc having a minimum curvature radius. A maximum integral value that is an integral value that is a maximum value when traveling along the road along the road along an extremely long relaxation curve section in which the curvature gradually changes between curved roads; The driving skill of the vehicle is determined based on the positioning of the actual running integral value, which is an integral value when the vehicle actually travels in the relaxation curve traveling section, relative to the region related to the maximum integral value. Driving skill determination device.
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