JP5861680B2 - Driving characteristic determination device and driving characteristic determination method - Google Patents

Driving characteristic determination device and driving characteristic determination method Download PDF

Info

Publication number
JP5861680B2
JP5861680B2 JP2013181633A JP2013181633A JP5861680B2 JP 5861680 B2 JP5861680 B2 JP 5861680B2 JP 2013181633 A JP2013181633 A JP 2013181633A JP 2013181633 A JP2013181633 A JP 2013181633A JP 5861680 B2 JP5861680 B2 JP 5861680B2
Authority
JP
Japan
Prior art keywords
driving
characteristic
host vehicle
driving characteristic
value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP2013181633A
Other languages
Japanese (ja)
Other versions
JP2015047983A (en
Inventor
ヴァン クイ フン グエン
ヴァン クイ フン グエン
浩司 岸
浩司 岸
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2013181633A priority Critical patent/JP5861680B2/en
Priority to PCT/JP2014/070959 priority patent/WO2015029743A1/en
Publication of JP2015047983A publication Critical patent/JP2015047983A/en
Application granted granted Critical
Publication of JP5861680B2 publication Critical patent/JP5861680B2/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W2040/0872—Driver physiology
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)

Description

本発明は、運転特性判定装置及び運転特性判定方法に関する。   The present invention relates to a driving characteristic determination device and a driving characteristic determination method.

従来、車両運転中における運転者の不安感を検出する装置が知られている。例えば、特許文献１には、ブレーキ操作開始から車両停止までの車両挙動によって、車両の運転者に不安感があるか否かを推定する装置が記載されている。   2. Description of the Related Art Conventionally, an apparatus that detects a driver's anxiety while driving a vehicle is known. For example, Patent Document 1 describes a device that estimates whether or not a driver of a vehicle has anxiety based on vehicle behavior from the start of a brake operation to the stop of the vehicle.

特開２００６−１７２０１２号公報JP 2006-172012 A

特開２００６−３３５２７７号公報JP 2006-335277 A

特許文献１に記載の装置は、ブレーキ操作開始から車両停止までの車両挙動によって、車両の運転者に不安感の有無を推定するに留まっており、車両停止しないと不安感の有無を推定できず、車両停止となる前の走行途中における運転者の運転特性の判定については考慮されていない。このため、特許文献１に記載の装置では、車両停止となる前の走行途中におけるドライバの運転特性を判定することができない。   The device described in Patent Document 1 only estimates the presence or absence of anxiety to the driver of the vehicle based on the vehicle behavior from the start of brake operation to the stop of the vehicle. If the vehicle is not stopped, the presence or absence of anxiety cannot be estimated. The determination of the driving characteristics of the driver during traveling before the vehicle stops is not taken into consideration. For this reason, with the apparatus described in Patent Document 1, it is impossible to determine the driving characteristics of the driver during traveling before the vehicle stops.

そこで、本発明は、車両停止しなくてもドライバの運転特性を判定することができる運転特性判定装置及び運転特性判定方法を提供しようとするものである。   Therefore, the present invention intends to provide a driving characteristic determination device and a driving characteristic determination method that can determine a driving characteristic of a driver without stopping the vehicle.

本発明に係る運転特性判定装置は、自車両周辺の物体を検出する物体検出手段と、物体検出手段により物体が検出された後に走行中の自車両のドライバの検出物体に対する反応操作が検出された場合に、反応操作の検出後から反応操作の解消の検出又は反応操作とは反対の操作の検出までの間における自車両の走行状態に関する指標の最大値又は極大値を、運転特性値として算出する特性値算出手段と、特性値算出手段により算出された運転特性値を蓄積して記憶する蓄積手段と、蓄積手段に蓄積された運転特性値の平均値及び標準偏差に基づいて自車両のドライバの運転特性を判定する特性判定手段と、を備え、指標は、自車両のジャークを減速度で除して得られる値である。なお、反応操作とは、例えば、アクセルペダルのＯＦＦ操作（踏み外し）、ブレーキペダルのＯＮ操作（踏み込み）、操舵開始等であり、反応操作の解消又は反応操作とは反対の操作とは、例えば、アクセルペダルのＯＮ操作（踏み込み）、ブレーキペダルのＯＦＦ操作（踏み外し）、操舵戻し等である。 The driving characteristic determination apparatus according to the present invention detects an object detection unit that detects an object around the host vehicle, and a reaction operation on the detected object of the driver of the host vehicle that is running after the object detection unit detects the object. In this case, the maximum value or the maximum value of the index related to the running state of the host vehicle from the detection of the reaction operation to the detection of the cancellation of the reaction operation or the detection of the operation opposite to the reaction operation is calculated as the driving characteristic value. Characteristic value calculating means, storage means for storing and storing the driving characteristic values calculated by the characteristic value calculating means, and the driver's own vehicle based on the average value and standard deviation of the driving characteristic values stored in the storing means. Characteristic determination means for determining driving characteristics, and the index is a value obtained by dividing the jerk of the host vehicle by the deceleration. The reaction operation is, for example, an accelerator pedal OFF operation (depressing), a brake pedal ON operation (depressing), a steering start, and the like. An operation opposite to the cancellation of the reaction operation or the reaction operation is, for example, For example, the accelerator pedal is turned on (depressed), the brake pedal is turned off (depressed), and the steering is returned.

この発明によれば、物体が検出された後に走行中の自車両のドライバの検出物体に対する反応操作が検出された場合に上述の運転特性値を算出し、この運転特性値の平均値及び標準偏差に基づいて自車両のドライバの運転特性を判定することが可能になる。このように、車両停止しなくても、車両停止となる前の走行中のシーン（場面）における自車両のドライバの検出物体に対する反応操作が検出された場合に得られる上述の運転特性値の平均値及び標準偏差という統計値を用いるため、自車両のドライバの運転スキルといった運転特性を走行中であっても精度よく判定することができる。また、運転特性値の平均値及び標準偏差という統計値を得る機会が増え、結果的に運転特性の評価品質を向上させることが可能になる。 According to the present invention, when the reaction operation for the detected object of the driver of the traveling vehicle is detected after the object is detected, the driving characteristic value is calculated, and the average value and the standard deviation of the driving characteristic value are calculated. The driving characteristics of the driver of the own vehicle can be determined based on the above. Thus, even if the vehicle is not stopped, the average of the above-mentioned driving characteristic values obtained when a reaction operation to the detected object of the driver of the host vehicle is detected in a running scene (scene) before the vehicle is stopped. Since the statistical values of the value and the standard deviation are used, it is possible to accurately determine the driving characteristics such as the driving skill of the driver of the own vehicle even while traveling. In addition, the opportunity to obtain statistical values of the average value and the standard deviation of the driving characteristic values increases, and as a result, the evaluation quality of the driving characteristics can be improved.

また本発明に係る運転特性判定装置において、特性判定手段によって判定された運転特性に基づいて自車両の同乗者の安心度合いを判定する同乗者判定手段を更に備えてもよい。   The driving characteristic determination device according to the present invention may further include passenger determination means for determining the degree of peace of mind of the passenger of the own vehicle based on the driving characteristics determined by the characteristic determination means.

この場合、特性判定手段によって判定された運転特性に基づいて自車両の同乗者の安心度合いを判定することができる。このため、ドライバの他に同乗者がいる場合に、ドライバはこの同乗者を不安にさせていないと確信していても、客観的な統計値によって判定されたドライバの運転特性から、この同乗者が実際に感じている可能性の高い安心度合いを客観的に推定することができる。   In this case, the degree of reassurance of the passenger of the host vehicle can be determined based on the driving characteristics determined by the characteristic determining means. For this reason, when there is a passenger in addition to the driver, even if he is convinced that he is not anxious about this passenger, the driver's driving characteristics determined by objective statistical values will determine this passenger. It is possible to objectively estimate the degree of relief that is likely to be actually felt.

また本発明に係る運転特性判定装置において、特性判定手段は、蓄積手段に蓄積された運転特性値の平均値及び標準偏差の大きさに応じて、自車両の走行速度の変化のさせ方に関する運転特性を判定してもよい。 Further, in the driving characteristic determination device according to the present invention, the characteristic determination means is an operation relating to how to change the traveling speed of the host vehicle according to the average value and the standard deviation of the driving characteristic values accumulated in the accumulation means. The characteristic may be determined.

この場合、蓄積手段に蓄積された運転特性値の平均値及び標準偏差の大きさに応じて、自車両の走行速度の変化のさせ方に関する運転特性を判定することができる。 In this case, the driving characteristics relating to how to change the traveling speed of the host vehicle can be determined according to the average value and the standard deviation of the driving characteristic values stored in the storage means.

本発明に係る運転特性判定方法は、自車両周辺の物体を運転特性判定装置が検出する物体検出ステップと、物体検出ステップにより物体が検出された後に走行中の自車両のドライバの検出物体に対する反応操作が検出された場合に、反応操作の検出後から反応操作の解消の検出又は反応操作とは反対の操作の検出までの間における自車両の走行状態に関する指標の最大値又は極大値を、運転特性値として運転特性判定装置が算出する特性値算出ステップと、特性値算出ステップにより算出された運転特性値を運転特性判定装置が蓄積して記憶する蓄積ステップと、蓄積ステップにより蓄積された運転特性値の平均値及び標準偏差に基づいて自車両のドライバの運転特性を運転特性判定装置が判定する特性判定ステップと、を含み、指標は、自車両のジャークを減速度で除して得られる値である。なお、反応操作とは、例えば、アクセルペダルのＯＦＦ操作（踏み外し）、ブレーキペダルのＯＮ操作（踏み込み）、操舵開始等であり、反応操作の解消又は反応操作とは反対の操作とは、例えば、アクセルペダルのＯＮ操作（踏み込み）、ブレーキペダルのＯＦＦ操作（踏み外し）、操舵戻し等である。 The driving characteristic determination method according to the present invention includes an object detection step in which an object around the host vehicle detects an object around the host vehicle, and a response to the detected object of the driver of the host vehicle that is running after the object is detected by the object detection step. When an operation is detected, the maximum or maximum value of the indicator related to the running state of the vehicle between the detection of the reaction operation and the detection of the cancellation of the reaction operation or the detection of the operation opposite to the reaction operation is A characteristic value calculation step calculated by the driving characteristic determination device as a characteristic value, an accumulation step in which the driving characteristic determination device accumulates and stores the driving characteristic value calculated in the characteristic value calculation step, and the driving characteristic accumulated in the accumulation step wherein the average value and the driving characteristics of the driver of the subject vehicle is driving characteristics determining device determines characteristic determination step based on the standard deviation of the values, the, indicators, self Both of jerk is a value obtained by dividing the deceleration. The reaction operation is, for example, an accelerator pedal OFF operation (depressing), a brake pedal ON operation (depressing), a steering start, and the like. An operation opposite to the cancellation of the reaction operation or the reaction operation is, for example, For example, the accelerator pedal is turned on (depressed), the brake pedal is turned off (depressed), and the steering is returned.

この発明によれば、物体が検出された後に走行中の自車両のドライバの検出物体に対する反応操作が検出された場合に上述の運転特性値を算出し、この運転特性値の平均値及び標準偏差に基づいて自車両のドライバの運転特性を判定することが可能になる。このように、車両停止しなくても、車両停止となる前の走行中のシーン（場面）における自車両のドライバの検出物体に対する反応操作が検出された場合に得られる上述の運転特性値の平均値及び標準偏差という統計値を用いるため、自車両のドライバの運転スキルといった運転特性を走行中であっても精度よく判定することができる。また、運転特性値の平均値及び標準偏差という統計値を得る機会が増え、結果的に運転特性の評価品質を向上させることが可能になる。 According to the present invention, when the reaction operation for the detected object of the driver of the traveling vehicle is detected after the object is detected, the driving characteristic value is calculated, and the average value and the standard deviation of the driving characteristic value are calculated. The driving characteristics of the driver of the own vehicle can be determined based on the above. Thus, even if the vehicle is not stopped, the average of the above-mentioned driving characteristic values obtained when a reaction operation to the detected object of the driver of the host vehicle is detected in a running scene (scene) before the vehicle is stopped. Since the statistical values of the value and the standard deviation are used, it is possible to accurately determine the driving characteristics such as the driving skill of the driver of the own vehicle even while traveling. In addition, the opportunity to obtain statistical values of the average value and the standard deviation of the driving characteristic values increases, and as a result, the evaluation quality of the driving characteristics can be improved.

本発明によれば、車両停止しなくてもドライバの運転特性を判定することができる運転特性判定装置及び運転特性判定方法を提供することができる。   ADVANTAGE OF THE INVENTION According to this invention, the driving characteristic determination apparatus and driving characteristic determination method which can determine the driving characteristic of a driver, without stopping a vehicle can be provided.

本発明の一実施形態に係る運転特性判定装置の機能構成を示すブロック図である。It is a block diagram which shows the function structure of the driving characteristic determination apparatus which concerns on one Embodiment of this invention. 図１の運転特性判定装置によって行われる、運転特性値τの取得方法を説明するための説明図である。It is explanatory drawing for demonstrating the acquisition method of driving characteristic value (tau) performed by the driving characteristic determination apparatus of FIG. 運転特性値τの平均値Ａｖｇ及び標準偏差（いわゆるバラツキ）σによって定まる運転特性を説明するための説明図である。It is explanatory drawing for demonstrating the driving characteristic determined by the average value Avg and standard deviation (what is called variation) (sigma) of driving characteristic value (tau). 図１の運転特性判定装置によって行われる動作を示すフロー図である。It is a flowchart which shows the operation | movement performed by the driving | running characteristic determination apparatus of FIG. 別の実施形態に係る運転特性判定装置によって行われる動作を示すフロー図である。It is a flowchart which shows the operation | movement performed by the driving characteristic determination apparatus which concerns on another embodiment. 更に別の実施形態に係る運転特性判定装置によって行われる動作を示すフロー図である。It is a flowchart which shows the operation | movement performed by the driving characteristic determination apparatus which concerns on another embodiment. 運転特性判定装置による作用効果を説明するための説明図である。It is explanatory drawing for demonstrating the effect by an operation characteristic determination apparatus. 実在のドライバの運転プロファイルと、運転特性判定装置を用いて推定された運転スキルとの対応関係を説明するための説明図である。It is explanatory drawing for demonstrating the correspondence of the driving profile of a real driver, and the driving skill estimated using the driving characteristic determination apparatus.

以下、添付図面を参照して、本発明の好適な実施形態について詳細に説明する。なお、以下の説明において、同一又は相当要素には同一符号を付し、重複する説明を省略する。   Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

図１は、本発明の一実施形態に係る運転特性判定装置の機能構成を示すブロック図である。運転特性判定装置は、自車両に搭載され、自車両周辺の対象物（物体）が検出された場合の自車両の走行状態に関する運転特性値の統計値に基づいて、ドライバの運転スキルといった運転特性（運転傾向）を判定する装置である。図１に示されるように、運転特性判定装置１は、走行状態検出部１０、対象物検出部１２、運転操作検出部１４、運転支援ＥＣＵ３０、及び出力部４０を備えている。   FIG. 1 is a block diagram showing a functional configuration of a driving characteristic determination device according to an embodiment of the present invention. The driving characteristic determination device is mounted on the host vehicle, and driving characteristics such as driving skill of the driver based on statistical values of driving characteristic values related to the running state of the host vehicle when an object (object) around the host vehicle is detected. This is a device for determining (driving tendency). As shown in FIG. 1, the driving characteristic determination device 1 includes a traveling state detection unit 10, an object detection unit 12, a driving operation detection unit 14, a driving support ECU 30, and an output unit 40.

走行状態検出部１０は、自車両の走行状態に関する情報を検出するものである。一実施形態においては、走行状態検出部１０は、車速センサ１６及び加速度センサ１８を備えている。車速センサ１６は、自車両の速度を検出するセンサである。加速度センサ１８は、自車両の加速度（減速度、加減速度）及びジャークを検出するセンサである。速度の時間微分が加速度であり、加速度の時間微分がジャークである。減速時の加速度を−ａ（ａは正数）とした場合、減速度はａとなる。加速度センサ１８は、自車両の加速度（減速度）からジャークを算出することによってジャークを検出可能なセンサであってもよく、自車両のジャークを直接検出可能なセンサであってもよい。走行状態検出部１０は、各種センサを用いて検出した自車両の速度及び加速度を含む自車両走行情報を運転支援ＥＣＵ３０に出力する。   The traveling state detection unit 10 detects information related to the traveling state of the host vehicle. In one embodiment, the traveling state detection unit 10 includes a vehicle speed sensor 16 and an acceleration sensor 18. The vehicle speed sensor 16 is a sensor that detects the speed of the host vehicle. The acceleration sensor 18 is a sensor that detects acceleration (deceleration, acceleration / deceleration) and jerk of the host vehicle. The time derivative of velocity is acceleration and the time derivative of acceleration is jerk. If the acceleration during deceleration is -a (a is a positive number), the deceleration is a. The acceleration sensor 18 may be a sensor that can detect jerk by calculating jerk from the acceleration (deceleration) of the host vehicle, or may be a sensor that can directly detect jerk of the host vehicle. The traveling state detection unit 10 outputs own vehicle traveling information including the speed and acceleration of the own vehicle detected using various sensors to the driving support ECU 30.

対象物検出部１２は、自車両周辺の対象物を検出するものである。ここで、対象物とは、自車両の周辺に存在する他車両や歩行者等、障害物となり得る移動物体である。一実施形態においては、対象物検出部１２は、レーダ２０及び車外カメラ２２を備えている。レーダ２０は、対象物との距離を測定する測定器であり、例えば電磁波を水平面内でスキャンしながら送信し、対象物に反射して戻ってくる反射波を受信し、受信信号の周波数変化から対象物の有無、車両から見た対象物の方位、車両から対象物までの距離、車両に対する対象物の相対速度等の情報を取得する。車外カメラ２２は、例えば多眼カメラであり、自車両の前後方向や左右方向を所定の頻度で撮像することにより、対象物の有無、車両から見た対象物の方位、車両から対象物までの相対距離、車両に対する対象物の相対速度等の情報を取得する。対象物検出部１２は、各種センサを用いて検出した対象物の方位、自車両と他車両との相対速度及び相対距離を含む対象物情報を運転支援ＥＣＵ３０に出力する。なお、対象物検出部１２は、請求項に記載の物体検出手段として機能する。   The object detection unit 12 detects an object around the host vehicle. Here, the target object is a moving object that can be an obstacle such as another vehicle or a pedestrian existing around the host vehicle. In one embodiment, the object detection unit 12 includes a radar 20 and an outside camera 22. The radar 20 is a measuring device that measures the distance to an object, for example, transmits electromagnetic waves while scanning in a horizontal plane, receives reflected waves that are reflected back to the object, and detects the frequency change of the received signal. Information such as the presence / absence of the object, the orientation of the object viewed from the vehicle, the distance from the vehicle to the object, and the relative speed of the object with respect to the vehicle is acquired. The outside camera 22 is, for example, a multi-lens camera, and by imaging the front-rear direction and the left-right direction of the host vehicle with a predetermined frequency, the presence / absence of the object, the direction of the object viewed from the vehicle, the vehicle to the object Information such as relative distance and relative speed of the object with respect to the vehicle is acquired. The object detection unit 12 outputs object information including the orientation of the object detected using various sensors, the relative speed and the relative distance between the host vehicle and the other vehicle, to the driving support ECU 30. The object detection unit 12 functions as the object detection unit described in the claims.

運転操作検出部１４は、運転者による運転操作を検出するものである。一実施形態においては、運転操作検出部１４は、ブレーキペダルセンサ２４、アクセルペダルセンサ２６、及び操舵センサ２８を備えている。ブレーキペダルセンサ２４は、ブレーキペダルの踏み込みタイミング及び踏み込み量を検出するセンサである。アクセルペダルセンサ２６は、アクセルペダルの踏み込みタイミング及び踏み込み量を検出するセンサである。操舵センサ２８は、操舵の開始タイミング及びその操舵の操舵量を検出するセンサである。運転操作検出部１４は、自車両の運転者による運転操作の内容を含む運転操作情報を運転支援ＥＣＵ３０に出力する。   The driving operation detection unit 14 detects a driving operation by the driver. In one embodiment, the driving operation detection unit 14 includes a brake pedal sensor 24, an accelerator pedal sensor 26, and a steering sensor 28. The brake pedal sensor 24 is a sensor that detects the depression timing and the depression amount of the brake pedal. The accelerator pedal sensor 26 is a sensor that detects the depression timing and the depression amount of the accelerator pedal. The steering sensor 28 is a sensor that detects the steering start timing and the steering amount of the steering. The driving operation detection unit 14 outputs driving operation information including the content of the driving operation by the driver of the host vehicle to the driving support ECU 30.

運転支援ＥＣＵ３０は、ＣＰＵ（Central Processing Unit）、ＲＯＭ（Read Only Memory）、ＲＡＭ（Random Access Memory）等を備えたコンピュータであり、自車両の運転支援制御を実行するか否かを決定する装置である。運転支援ＥＣＵ３０は、特性値算出部３２、特性値記憶部３４、特性判定部３６、及び同乗者判定部３８を備えている。   The driving support ECU 30 is a computer that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and is a device that determines whether or not to perform driving support control of the host vehicle. is there. The driving support ECU 30 includes a characteristic value calculation unit 32, a characteristic value storage unit 34, a characteristic determination unit 36, and a passenger determination unit 38.

特性値算出部３２は、走行状態検出部１０から出力された自車両走行情報及び対象物検出部１２から出力された対象物情報に基づいて、定量化された運転特性値τを算出するものである。運転特性値τは、自車両の走行状態に関する指標であり、単位時間Δｔ毎の、その時点での自車両のジャーク（減速度の時間微分値）を、その時点での減速度（速度の時間微分値）によって除して得られる値のうち、最大値又は極大値となる値である。特性値算出部３２は、自車両周辺の対象物が検出された後に、走行中の自車両におけるドライバによる検出物体に対する反応操作が検出された場合に、この反応操作の検出後から反応操作の解消の検出又は反応操作とは反対の操作の検出までの間における自車両の走行状態に関する指標の最大値又は極大値を、運転特性値τとして算出する。反応操作とは、例えば、アクセルペダルのＯＦＦ操作（踏み外し）、ブレーキペダルのＯＮ操作（踏み込み）、操舵開始等であり、反応操作の解消又は反応操作とは反対の操作とは、例えば、アクセルペダルのＯＮ操作（踏み込み）、ブレーキペダルのＯＦＦ操作（踏み外し）、操舵戻し等である。自車両の走行状態に関する指標については後述する。   The characteristic value calculation unit 32 calculates the quantified driving characteristic value τ based on the host vehicle traveling information output from the traveling state detection unit 10 and the object information output from the object detection unit 12. is there. The driving characteristic value τ is an index related to the running state of the host vehicle, and the jerk (time differential value of the deceleration) of the host vehicle at that time for each unit time Δt is set as the deceleration (speed time). Among the values obtained by dividing by (differential value), the value is the maximum value or the maximum value. The characteristic value calculation unit 32 cancels the reaction operation after detecting the reaction operation when a reaction operation to the detected object by the driver in the traveling vehicle is detected after the object around the vehicle is detected. The maximum value or the maximum value of the index related to the traveling state of the host vehicle until the detection of the operation or the operation opposite to the reaction operation is calculated as the driving characteristic value τ. The reaction operation is, for example, an accelerator pedal OFF operation (depressing), a brake pedal ON operation (depressing), a steering start, and the like. An operation opposite to the reaction operation cancellation or reaction operation is, for example, an accelerator pedal. ON operation (depression), brake pedal OFF operation (depression), steering return, and the like. An index relating to the traveling state of the host vehicle will be described later.

このドライバによる検出物体に対する反応操作として、例えば、ブレーキペダルの踏み込み、アクセルペダルの踏み外し、対象物（検出物体）との衝突を回避するための操舵が挙げられる。ドライバの反応操作が例えばブレーキペダルの踏み込みである場合、反応操作の解消又は反応操作とは反対の操作は例えばブレーキペダルの踏み外しであり、ドライバの反応操作が例えばアクセルペダルの踏み外しである場合、反応操作の解消又は反応操作とは反対の操作は例えばアクセルペダルの踏み込みである。また、ドライバの反応操作が例えば対象物との衝突を回避するための右操舵である場合、反応操作の解消又は反応操作とは反対の操作は例えば左操舵であり、ドライバの反応操作が例えば対象物との衝突を回避するための左操舵である場合、反応操作の解消又は反応操作とは反対の操作は例えば右操舵である。上述の自車両の走行状態に関する指標は、単位時間毎の、その時点での自車両のジャーク（減速度の時間微分値）を、その時点での減速度（速度の時間微分値）によって除して得られる値である。そして、特性値算出部３２は、算出した運転特性値τを、特性値記憶部３４に記憶させる。なお、特性値算出部３２は、請求項に記載の特性値算出手段として機能する。   Examples of the reaction operation performed on the detected object by the driver include stepping on a brake pedal, stepping off an accelerator pedal, and steering for avoiding a collision with an object (detected object). For example, when the driver's reaction operation is depression of the brake pedal, the cancellation of the reaction operation or the opposite operation to the reaction operation is, for example, depressing the brake pedal, and when the driver's reaction operation is, for example, depressing the accelerator pedal, the reaction The operation opposite to the cancellation of the operation or the reaction operation is, for example, depression of an accelerator pedal. Further, when the driver's reaction operation is, for example, right steering for avoiding a collision with an object, the operation opposite to the cancellation of the reaction operation or the reaction operation is, for example, left steering, and the driver's reaction operation is, for example, the target In the case of left steering for avoiding a collision with an object, for example, right steering is performed to cancel the reaction operation or to perform the operation opposite to the reaction operation. The index related to the running state of the host vehicle described above is obtained by dividing the jerk (time differential value of deceleration) of the host vehicle at that time point for each unit time by the deceleration (time differential value of speed) at that time point. Is the value obtained. Then, the characteristic value calculation unit 32 stores the calculated operation characteristic value τ in the characteristic value storage unit 34. The characteristic value calculation unit 32 functions as characteristic value calculation means described in the claims.

図２を参照して運転特性値τの取得方法についてより具体的に説明する。説明の便宜上、図２において自車両の進行方向をＸ軸方向とし、Ｘ軸方向に直交する自車両の幅方向成分をＹ軸方向とする。図２は、自車両Ｃが速度Ｖで道路をＸ軸方向に走行しており、歩行者Ｐが道路外をＹ軸方向（自車両Ｃに近づく方向）に移動している状況を示している。以下では、時間ｔにおける、自車両Ｃの−Ｘ方向の加速度（すなわち、減速度）をＡ（ｔ）（ｍ／ｓ２）とし、ジャークをＪ（ｔ）（ｍ／ｓ３）とする。一実施形態においては、特性値算出部３２は下記式（１）により運転特性値τを算出する。すなわち、運転特性値τは、単位時間Δｔ毎の、その時点での自車両のジャークＪ（ｔ）（減速度の時間微分値）を、その時点での減速度Ａ（ｔ）（速度の時間微分値）によって除して得られる値のうち、最大値又は極大値となる値である。
τ＝max｛τ（ｔ）｝＝max｛Ｊ（ｔ）／Ａ（ｔ）｝ …（１） The method for obtaining the operating characteristic value τ will be described more specifically with reference to FIG. For convenience of explanation, in FIG. 2, the traveling direction of the host vehicle is the X-axis direction, and the width direction component of the host vehicle orthogonal to the X-axis direction is the Y-axis direction. FIG. 2 shows a situation where the host vehicle C is traveling on the road in the X-axis direction at a speed V, and the pedestrian P is moving outside the road in the Y-axis direction (direction approaching the host vehicle C). . Hereinafter, at time t, the acceleration (that is, deceleration) of the host vehicle C in the −X direction is A (t) (m / s 2 ), and the jerk is J (t) (m / s 3 ). In one embodiment, the characteristic value calculation unit 32 calculates the driving characteristic value τ by the following equation (1). That is, the driving characteristic value τ is the jerk J (t) (time differential value of the deceleration) of the host vehicle at that time for each unit time Δt, and the deceleration A (t) (speed time) at that time. Among the values obtained by dividing by (differential value), the value is the maximum value or the maximum value.
τ = max {τ (t)} = max {J (t) / A (t)} (1)

なお、運転特性値τは下記式（２）に示されるように一般化することが可能である。ここで、Ｒは、減速度といったような走行中の自車両のドライバの挙動に関する特徴量であり、ΔＲは、Ｒの変化量である。
τ＝ΔＲ／Ｒ …（２） The operation characteristic value τ can be generalized as shown in the following formula (2). Here, R is a feature amount relating to the behavior of the driver of the host vehicle while traveling, such as deceleration, and ΔR is a change amount of R.
τ = ΔR / R (2)

Ｒ及びΔＲの第一の例として、ドライバの制動操作による対象物との衝突回避の場合、Ｒ及びΔＲは下記式（３）によって示すことが可能である。ここで、Ａｘは自車両のその時点での進行方向ｘにおける減速度であり、αは設計パラメータ（重み付け係数）である。また、Ｖは自車両のその時点での速度であり、Ｊは自車両のその時点でのジャークである。
Ｒ＝Ａｘ＋αＶ，ΔＲ＝ｄＲ／ｄｔ＝Ｊ＋αＡｘ …（３） As a first example of R and ΔR, in the case of avoiding a collision with an object by a driver's braking operation, R and ΔR can be expressed by the following equation (3). Here, Ax is a deceleration in the traveling direction x of the host vehicle at that time, and α is a design parameter (weighting coefficient). V is the speed of the vehicle at that time, and J is the jerk of the vehicle at that time.
R = Ax + αV, ΔR = dR / dt = J + αAx (3)

Ｒ及びΔＲの第二の例として、ドライバの操舵操作による対象物との衝突回避の場合、Ｒ及びΔＲは下記式（４）によって示すことが可能である。ここで、βは設計パラメータ（重み付け係数）である。
Ｒ＝（回転加速度）＋β×（回転角速度），ΔＲ＝（回転加速度の微分）＋β×（回転加速度） …（４） As a second example of R and ΔR, in the case of avoiding a collision with an object by a steering operation of a driver, R and ΔR can be expressed by the following equation (4). Here, β is a design parameter (weighting coefficient).
R = (rotational acceleration) + β × (rotational angular velocity), ΔR = (differential of rotational acceleration) + β × (rotational acceleration) (4)

Ｒ及びΔＲの第三の例として、ドライバの制動及び操舵の同時操作による対象物との衝突回避の場合、Ｒ及びΔＲは下記式（５）によって示すことが可能である。ここで、τｓは上述の式（４）に基づいて得られる（操舵による回避時の）指標であり、τｂは上述の式（３）に基づいて得られる（制動による回避時の）指標であり、Ｋは設計パラメータ（重み付け係数）である。
τ＝τｓ＋Ｋ×τｂ …（５） As a third example of R and ΔR, in the case of avoiding a collision with an object by simultaneous operation of braking and steering by the driver, R and ΔR can be expressed by the following equation (5). Here, τs is an index (when avoiding by steering) obtained based on the above formula (4), and τb is an index (when avoiding by braking) obtained based on the above formula (3). , K are design parameters (weighting coefficients).
τ = τs + K × τb (5)

特性値記憶部３４は、特性値算出部３２によって算出された運転特性値τをデータベースに蓄積して記憶するものである。運転特性判定装置１は、運転特性値τの追加記憶を行う初期学習モードに設定可能である。このように設定されている場合、特性値記憶部３４は、特性値算出部３２によって算出された運転特性値τをデータベースに蓄積して記憶する。なお、特性値記憶部３４は、請求項に記載の蓄積手段として機能する。   The characteristic value storage unit 34 accumulates and stores the driving characteristic value τ calculated by the characteristic value calculation unit 32 in a database. The driving characteristic determination device 1 can be set to an initial learning mode in which additional storage of the driving characteristic value τ is performed. When set in this way, the characteristic value storage unit 34 accumulates and stores the driving characteristic value τ calculated by the characteristic value calculation unit 32 in a database. The characteristic value storage unit 34 functions as storage means described in the claims.

特性判定部３６は、特性値記憶部３４に蓄積された運転特性値τの平均値Ａｖｇ及び標準偏差（いわゆるバラツキ）σを算出し、この平均値Ａｖｇ及び標準偏差σの大きさに基づいて、自車両のドライバの運転スキルといった運転特性を判定するものである。一実施形態においては、特性判定部３６は、図３に示すように、平均値Ａｖｇ及び標準偏差σの大きさに基づいて、四つに区分けされた運転特性ＲＳＳ，ＲＳＢ，ＲＢＳ，及びＲＢＢの何れかを選択する。すなわち、特性判定部３６は、τの標準偏差σがσｍ未満であって平均値ＡｖｇがＡｍ未満であれば運転特性ＲＳＳとし、τの標準偏差σがσｍ未満であって平均値ＡｖｇがＡｍ以上であれば運転特性ＲＳＢとし、τの標準偏差σがσｍ以上であって平均値ＡｖｇがＡｍ未満であれば運転特性ＲＢＳとし、τの標準偏差σがσｍ以上であって平均値ＡｖｇがＡｍ以上であれば運転特性ＲＢＢとしている。 The characteristic determination unit 36 calculates an average value Avg and a standard deviation (so-called variation) σ of the operation characteristic value τ accumulated in the characteristic value storage unit 34, and based on the magnitudes of the average value Avg and the standard deviation σ, It determines the driving characteristics such as the driving skill of the driver of the own vehicle. In one embodiment, as shown in FIG. 3, the characteristic determination unit 36 includes four driving characteristics RSS, RSB, RBS, and RBB based on the average value Avg and the standard deviation σ. Select one. That is, the characteristic determination unit 36 determines the driving characteristic RSS if the standard deviation σ of τ is less than σm and the average value Avg is less than Am, and the standard value σ of τ is less than σm and the average value Avg is greater than or equal to Am. Is the driving characteristic RSB, if the standard deviation σ of τ is σm or more and the average value Avg is less than Am, the driving characteristic is RBS, and the standard deviation σ of τ is σm or more and the average value Avg is Am or more. If so, the operating characteristic RBB is set.

ここで、標準偏差σがσｍ未満であれば、運転特性値τのバラツキが比較的小さいことから、運転スキルが高い運転特性を有していると判定され、運転特性値τの標準偏差σがσｍ以上であれば、バラツキが比較的大きいことから、運転スキルが低い運転特性を有していると判定される。また、平均値ＡｖｇがＡｍ未満であれば、減速度Ａ（ｔ）が比較的大きいことから、速度変更が穏やかな運転を行う運転特性を有していると判定され、平均値ＡｖｇがＡｍ以上であれば、ジャークＪ（ｔ）が比較的大きいことから、積極的な速度変更の運転を行う運転特性を有していると判定される。 Here, if the standard deviation σ is less than σm, since the variation in the driving characteristic value τ is relatively small, it is determined that the driving skill has high driving characteristics, and the standard deviation σ of the driving characteristic value τ is If it is greater than or equal to σm, the variation is relatively large, so it is determined that the driving characteristic is low. Further, if the average value Avg is less than Am, the deceleration A (t) is relatively large, so it is determined that the vehicle has driving characteristics in which the speed change is gentle, and the average value Avg is greater than or equal to Am. If so, since the jerk J (t) is relatively large, it is determined that the jerk J (t) has an operation characteristic for performing an aggressive speed change operation.

これらのことをまとめると、運転特性ＲＳＳは、高い運転スキルで自車両の速度変更（走行速度の変化のさせ方）が穏やかな運転を行う運転特性であると判定され、また、運転特性ＲＳＢは、高い運転スキルで積極的な速度変更を行う運転特性であると判定される。また、運転特性ＲＢＳは、低い運転スキルで速度変更が穏やかな運転を行う運転特性であると判定され、また、運転特性ＲＢＢは、低い運転スキルで積極的な速度変更を行う運転特性であると判定される。なお、特性判定部３６は、請求項に記載の特性判定手段として機能する。 In summary, the driving characteristic R SS is determined to be a driving characteristic in which the speed change of the own vehicle (how to change the traveling speed) is performed with a high driving skill and the driving characteristic is moderate. SB is determined to be a driving characteristic in which aggressive speed change is performed with high driving skill. In addition, the driving characteristic RBS is determined to be a driving characteristic in which the driving speed is moderately changed with a low driving skill, and the driving characteristic RBB is a driving characteristic in which a positive speed change is performed with a low driving skill. It is determined that there is. The characteristic determination unit 36 functions as characteristic determination means described in the claims.

同乗者判定部３８は、特性判定部３６によって判定された運転特性に基づいて、自車両の同乗者の安心度合いを判定するものである。一実施形態においては、同乗者判定部３８は、高い運転スキルで速度変更が穏やかな運転を行う運転特性である運転特性ＲＳＳについて、自車両の同乗者の安心度合い（評価点数）が比較的高いと判定する。一方、同乗者判定部３８は、低い運転スキルで積極的な速度変更を行う運転特性である運転特性ＲＢＢについて、自車両の同乗者の安心度合いが比較的低いと判定する。同乗者判定部３８は、ドライバの運転特性及び安心度合いの判定結果を示す制御信号を出力部４０に出力する。 The passenger determination unit 38 determines the degree of reassurance of the passenger of the own vehicle based on the driving characteristics determined by the characteristic determination unit 36. In one embodiment, the passenger determination unit 38 has a relatively high degree of peace of mind (evaluation score) for the passenger of the own vehicle with respect to the driving characteristic R SS that is a driving characteristic in which the driving speed is moderately changed with high driving skills. Judge as high. On the other hand, the passenger determination unit 38 determines that the degree of reassurance of the passenger of the host vehicle is relatively low with respect to the driving characteristic RBB, which is a driving characteristic for performing aggressive speed change with low driving skill. The passenger determination unit 38 outputs a control signal indicating the determination result of the driving characteristics and the degree of safety of the driver to the output unit 40.

なお、一実施形態において、同乗者判定部３８は、自車両の同乗者の安心度合いを定量化して判定してもよい。自車両の同乗者の安心度合いＹは、例えば下記式（６）により定量化できる。なお、Ｋａ，Ｋｂ，Ｋｃ，及びＫｄは、設計パラメータであり、σは、τの標準偏差であり、Ａｖは、衝突回避のための挙動直後の自車両の車速の、所定回数分だけ過去の平均値であり、Ａｖｇはτの平均値である。
Ｙ＝−Ｋａ×σ＋Ｋｂ×Ａｖ＋Ｋｃ×（σ／Ａｖｇ）＋Ｋｄ …（６） In addition, in one Embodiment, the passenger determination part 38 may quantify and determine the comfort level of the passenger of the own vehicle. The degree of peace of mind Y of the passenger of the own vehicle can be quantified by the following equation (6), for example. Ka, Kb, Kc, and Kd are design parameters, σ is a standard deviation of τ, and Av is a past number of vehicle speeds immediately after the behavior for avoiding a collision by a predetermined number of times. It is an average value, and Avg is an average value of τ.
Y = −Ka × σ + Kb × Av + Kc × (σ / Avg) + Kd (6)

上述の式（６）における（σ／Ａｖｇ）が、主にτの平均値Ａｖｇと標準偏差σとの関係によって規定される同乗者の安心度合いと大きく関係する部分である。また、上述の式（６）におけるＡｖが、衝突回避のための挙動以前の運転の仕方（雰囲気）と大きく関係すると考えられる。なお、同乗者判定部３８は、請求項に記載の同乗者判定手段として機能する。 (Σ / Avg) in the above-described equation (6) is a part that is largely related to the passenger's degree of security mainly defined by the relationship between the average value Avg of τ and the standard deviation σ. In addition, Av in the above equation (6) is considered to be largely related to the driving method (atmosphere) before the behavior for collision avoidance. The passenger determination unit 38 functions as passenger determination means described in the claims.

出力部４０は、運転支援ＥＣＵ３０からの出力に応じた運転支援を実行する装置である。一実施形態においては、出力部４０は、報知装置４２を備える。報知装置４２は、例えば、ドライバのみが視認可能であって同乗者は視認不可能に構成されたＨＭＩ（ヒューマンマシンインタフェース）としてのディスプレイや発光装置、ドライバのみが聴取可能であって同乗者は聴取不可能に構成されたイヤホン付属音声出力装置、ドライバが所有する無線通信可能な携帯情報端末等であり、運転支援ＥＣＵ３０から出力された制御信号に基づいて警報表示を出力してドライバに同乗者の安心度合い（評価点数）を報知する装置である。報知装置４２は、判定されたドライバの運転特性を図３のグラフを用いてディスプレイ表示しつつ、定量化された同乗者の安心度合いをディスプレイ表示することが可能である。報知装置４２は、請求項に記載の同乗者判定手段として機能する。   The output unit 40 is a device that performs driving support according to the output from the driving support ECU 30. In one embodiment, the output unit 40 includes a notification device 42. For example, the notification device 42 can be listened only to a display, a light emitting device, and a driver as an HMI (Human Machine Interface) configured such that only the driver can see and the passenger cannot see, and the passenger can listen. An earphone-attached voice output device configured impossible, a portable information terminal capable of wireless communication owned by the driver, etc., which outputs a warning display based on a control signal output from the driving support ECU 30 and It is a device that reports the degree of relief (evaluation score). The notification device 42 can display the quantified passenger comfort level on the display while displaying the determined driving characteristics of the driver using the graph of FIG. 3. The notification device 42 functions as a passenger determination unit described in the claims.

次に、図４を参照して、一実施形態に係る運転特性判定装置１の動作及び一実施形態に係る運転特性判定方法について説明する。図４は、一実施形態に係る運転特性判定装置１の動作を示すフロー図である。なお、図４に示す各工程は、例えば運転特性判定装置１により自車両周辺に対象物としての目標物標の存在が検出されたことを契機として開始され、所定の間隔で繰り返し実行される。   Next, with reference to FIG. 4, the operation of the driving characteristic determination device 1 according to the embodiment and the driving characteristic determination method according to the embodiment will be described. FIG. 4 is a flowchart showing the operation of the driving characteristic determination device 1 according to the embodiment. Each process shown in FIG. 4 is started when, for example, the presence of a target target as an object is detected around the host vehicle by the driving characteristic determination device 1, and is repeatedly executed at predetermined intervals.

図４に示すように、運転特性判定装置１の運転支援ＥＣＵ３０が、まず走行状態検出部１０、対象物検出部１２、及び運転操作検出部１４から走行データとして自車両走行情報、対象物情報、及び運転操作情報を取得し（物体検出ステップ）、現時点で自車両はターゲットシーンにあるか否かを判定する（ステップＳ０１）。ターゲットシーンとは、自車両周辺の対象物としての目標物標の接近が検出された状況のことである。現時点で自車両はターゲットシーンにないと判定された場合、一連の処理は終了する。一方、現時点で自車両はターゲットシーンにあると判定された場合、後述のステップＳ０３に移行する。   As shown in FIG. 4, the driving assistance ECU 30 of the driving characteristic determination device 1 firstly outputs the own vehicle traveling information, the object information, and the traveling data from the traveling state detecting unit 10, the object detecting unit 12, and the driving operation detecting unit 14. And driving operation information is acquired (object detection step), and it is determined whether the own vehicle is in the target scene at the present time (step S01). The target scene is a situation in which an approach of a target target as an object around the host vehicle is detected. If it is determined that the host vehicle is not in the target scene at this time, the series of processing ends. On the other hand, if it is determined that the host vehicle is currently in the target scene, the process proceeds to step S03 described later.

ステップＳ０３では、運転支援ＥＣＵ３０が、現時点で自車両はτ解析区間内にあるか否かを判定する（ステップＳ０３、特性値算出ステップ）。τ解析区間とは、走行中の自車両におけるドライバによる検出物体に対する反応操作（例えば、アクセルのＯＦＦ操作、ブレーキのＯＮ操作、操舵開始）が検出された場合に、この反応操作（例えば、アクセルのＯＦＦ操作、ブレーキのＯＮ操作、操舵開始）の検出後から反応操作の解消の検出又は反応操作とは反対操作の検出（例えば、アクセルのＯＮ操作、ブレーキのＯＦＦ操作、操舵戻し）までの期間のことである。現時点で自車両はτ解析区間にないと判定された場合、一連の処理は終了する。一方、現時点で自車両はτ解析区間内にあると判定された場合、後述のステップＳ０５に移行する。   In step S03, the driving assistance ECU 30 determines whether or not the host vehicle is currently in the τ analysis section (step S03, characteristic value calculation step). The τ analysis section refers to a response operation (for example, accelerator operation) when a reaction operation (for example, accelerator OFF operation, brake ON operation, steering start) by a driver in a traveling vehicle is detected. OFF operation, brake ON operation, steering start) until detection of reaction operation cancellation or detection operation opposite to reaction operation (eg accelerator ON operation, brake OFF operation, steering return) That is. If it is determined that the host vehicle is not in the τ analysis section at the present time, the series of processing ends. On the other hand, when it is determined that the vehicle is currently in the τ analysis section, the process proceeds to step S05 described later.

ステップＳ０５では、特性値算出部３２が、走行状態検出部１０から出力された自車両走行情報及び対象物検出部１２から出力された対象物情報に基づいて、運転特性値τを演算によって算出する（特性値算出ステップ）。そして、特性値記憶部３４が、特性値算出部３２によって算出された運転特性値τをデータベースに蓄積して記憶する（ステップＳ０７、蓄積ステップ）。そして、特性判定部３６が、特性値記憶部３４に蓄積された運転特性値τの平均値Ａｖｇ及び標準偏差（いわゆるバラツキ）σを算出する（ステップＳ０９、特性判定ステップ）。そして、特性判定部３６が、この平均値Ａｖｇ及び標準偏差σの大きさに基づいて、自車両のドライバの運転スキルといった運転特性を判定する（ステップＳ０９、特性判定ステップ）。 In step S05, the characteristic value calculation unit 32 calculates the driving characteristic value τ by calculation based on the own vehicle traveling information output from the traveling state detection unit 10 and the object information output from the object detection unit 12. (Characteristic value calculation step). And the characteristic value memory | storage part 34 accumulate | stores and memorize | stores the driving | running characteristic value (tau) calculated by the characteristic value calculation part 32 in a database (step S07, accumulation | storage step). Then, the characteristic determination unit 36 calculates an average value Avg and standard deviation (so-called variation) σ of the operation characteristic value τ accumulated in the characteristic value storage unit 34 (step S09, characteristic determination step). And the characteristic determination part 36 determines driving characteristics, such as the driving skill of the driver of the own vehicle based on the magnitude | size of this average value Avg and standard deviation (sigma) (step S09, characteristic determination step).

次に、図５を参照して、上述の一実施形態とは異なる第二実施形態に係る運転特性判定装置の動作及び第二実施形態に係る運転特性判定方法について説明する。第二実施形態に係る運転特性判定装置の構成は、上述の一実施形態に係る運転特性判定装置１の構成と同一である。図５は、第二実施形態に係る運転特性判定装置の動作を示すフロー図である。なお、図５に示す各工程は、例えば運転特性判定装置により自車両周辺に対象物としての目標物標の存在が検出されたことを契機として開始され、所定の間隔で繰り返し実行される。   Next, the operation of the driving characteristic determination device according to the second embodiment, which is different from the above-described one embodiment, and the driving characteristic determination method according to the second embodiment will be described with reference to FIG. The configuration of the driving characteristic determination device according to the second embodiment is the same as the configuration of the driving characteristic determination device 1 according to one embodiment described above. FIG. 5 is a flowchart showing the operation of the driving characteristic determination device according to the second embodiment. Each process shown in FIG. 5 is started when the presence of a target as an object is detected around the host vehicle by the driving characteristic determination device, for example, and is repeatedly executed at predetermined intervals.

図５に示すように、ステップＳ１１，Ｓ１３，Ｓ１５，及びＳ１７は、図４におけるステップＳ０１，Ｓ０３，Ｓ０５，及びＳ０７と同一であるため、説明を割愛する。ステップＳ１７において、特性値記憶部３４が、特性値算出部３２によって算出された運転特性値τをデータベースに蓄積して記憶すると、特性判定部３６が、特性値記憶部３４に蓄積された運転特性値τの平均値Ａｖｇ及び標準偏差（いわゆるバラツキ）σを算出する（特性判定ステップ）。 As shown in FIG. 5, steps S11, S13, S15, and S17 are the same as steps S01, S03, S05, and S07 in FIG. In step S17, when the characteristic value storage unit 34 accumulates and stores the driving characteristic value τ calculated by the characteristic value calculation unit 32 in the database, the characteristic determination unit 36 stores the driving characteristic stored in the characteristic value storage unit 34. An average value Avg and a standard deviation (so-called variation) σ of the value τ are calculated (characteristic determination step).

そして、特性判定部３６が、この平均値Ａｖｇ及び標準偏差σの大きさに基づいて、自車両のドライバの運転スキルといった運転特性を判定し、出力部４０が、図３に示した四つの運転特性の何れに該当するかを、例えば、ドライバのみが視認可能であって同乗者は視認不可能に構成されたＨＭＩ（ヒューマンマシンインタフェース）としてのディスプレイに表示する（ステップＳ１９、特性判定ステップ）。これにより、ドライバは、ドライバの運転スキルといった運転特性と同乗者の安心感との関係を定量化したものを認識することが可能になる。 The characteristic determining unit 36 determines driving characteristics such as the driving skill of the driver of the host vehicle based on the average value Avg and the standard deviation σ, and the output unit 40 performs the four driving operations shown in FIG. Which one of the characteristics corresponds is displayed, for example, on a display as an HMI (Human Machine Interface) configured so that only the driver can see and the passenger cannot see (Step S19, characteristic determination step). Thus, the driver can recognize the quantified relationship between the driving characteristics such as the driver's driving skill and the passenger's sense of security.

次に、図６を参照して、上述の第二実施形態とは異なる第三実施形態に係る運転特性判定装置の動作及び第三実施形態に係る運転特性判定方法について説明する。第三実施形態に係る運転特性判定装置の構成は、上述の一実施形態に係る運転特性判定装置１の構成と同一である。図６は、第三実施形態に係る運転特性判定装置の動作を示すフロー図である。なお、図６に示す各工程は、例えば運転特性判定装置により自車両周辺に対象物としての目標物標の存在が検出されたことを契機として開始され、所定の間隔で繰り返し実行される。   Next, with reference to FIG. 6, the operation of the driving characteristic determination device according to the third embodiment different from the second embodiment described above and the driving characteristic determination method according to the third embodiment will be described. The configuration of the driving characteristic determination device according to the third embodiment is the same as the configuration of the driving characteristic determination device 1 according to one embodiment described above. FIG. 6 is a flowchart showing the operation of the driving characteristic determination apparatus according to the third embodiment. Each process shown in FIG. 6 is started when, for example, the presence of a target as an object is detected around the host vehicle by the driving characteristic determination device, and is repeatedly executed at predetermined intervals.

図６に示すように、ステップＳ２１，Ｓ２３，Ｓ２５，及びＳ２７は、図４におけるステップＳ０１，Ｓ０３，Ｓ０５，及びＳ０７と同一であるため、説明を割愛する。ステップＳ２７において、特性値記憶部３４が、特性値算出部３２によって算出された運転特性値τをデータベースに蓄積して記憶すると、特性判定部３６が、衝突回避のための挙動直後の自車両の車速を取得する（ステップＳ２９、特性判定ステップ）。   As shown in FIG. 6, steps S21, S23, S25, and S27 are the same as steps S01, S03, S05, and S07 in FIG. In step S27, when the characteristic value storage unit 34 accumulates and stores the driving characteristic value τ calculated by the characteristic value calculation unit 32 in the database, the characteristic determination unit 36 displays the vehicle immediately after the behavior for collision avoidance. A vehicle speed is acquired (step S29, characteristic determination step).

そして、特性判定部３６が、特性値記憶部３４に蓄積された運転特性値τの平均値Ａｖｇ及び標準偏差（いわゆるバラツキ）σを算出し、自車両の同乗者の安心度合いＹを、上述の取得した車速を用いて、例えば上述の式（６）により定量化する（ステップＳ３１、特性判定ステップ）。 Then, the characteristic determination unit 36 calculates the average value Avg and the standard deviation (so-called variation) σ of the driving characteristic value τ accumulated in the characteristic value storage unit 34, and determines the degree of safety Y of the passenger of the own vehicle as described above. Using the acquired vehicle speed, for example, the above-described equation (6) is used for quantification (step S31, characteristic determination step).

そして、特性判定部３６が、この平均値Ａｖｇ及び標準偏差σの大きさに基づいて、自車両のドライバの運転スキルといった運転特性を判定し、出力部４０が、この運転特性と、算出された同乗者の安心度合いＹとを、例えば、ドライバのみが視認可能であって同乗者は視認不可能に構成されたＨＭＩ（ヒューマンマシンインタフェース）としてのディスプレイに表示する（ステップＳ３１）。これにより、ドライバは、ドライバの運転スキルといった運転特性と同乗者の安心感との関係を定量化したものを認識することが可能になる。 Then, the characteristic determination unit 36 determines the driving characteristic such as the driving skill of the driver of the own vehicle based on the average value Avg and the standard deviation σ, and the output unit 40 calculates the driving characteristic. The passenger's comfort level Y is displayed, for example, on a display as an HMI (Human Machine Interface) configured such that only the driver can see and the passenger cannot see (Step S31). Thus, the driver can recognize the quantified relationship between the driving characteristics such as the driver's driving skill and the passenger's sense of security.

次に、図７及び図８を参照して、一実施形態に係る運転特性判定装置１の作用効果について説明する。図７は、自車両Ｃのドライバが対象物Ｐの存在に気づかずに自車両Ｃを走行させている状況における、自車両Ｃと対象物Ｐとの衝突までの時間であるＴＴＣ（Time To Collision）を横軸とした場合の状況説明図である。図８は、実在のドライバの運転プロファイルと、運転特性判定装置を用いて推定された運転スキルとの対応関係を説明するための説明図である。   Next, with reference to FIG.7 and FIG.8, the effect of the driving characteristic determination apparatus 1 which concerns on one Embodiment is demonstrated. FIG. 7 shows TTC (Time To Collision), which is the time until the collision between the host vehicle C and the target object P in the situation where the driver of the host vehicle C is driving the host vehicle C without noticing the presence of the target object P. ) Is an explanatory diagram when the horizontal axis is taken. FIG. 8 is an explanatory diagram for explaining the correspondence relationship between the driving profile of an actual driver and the driving skill estimated using the driving characteristic determination device.

図７に示すように、運転特性判定装置１によれば、対象物Ｐが検出された後に走行中の自車両Ｃのドライバの衝突回避反応操作が（ＴＴＣがｔ１となるタイミングで）検出された場合に刺激感知特性に基づく上述の運転特性値τを一又は複数算出し、この運転特性値τの平均値Ａｖｇ及び標準偏差σに基づいて自車両Ｃのドライバの運転特性を判定することが可能になる。このため、車両停止しなくても、車両停止となる前の走行中のシーン（場面）における自車両Ｃのドライバの検出物体に対する反応操作が検出された場合に得られる上述の運転特性値τの平均値Ａｖｇ及び標準偏差σという統計値を用いるため、自車両のドライバの運転スキルといった運転特性（運転積極度及び運転技能を含む運転傾向）を走行中であっても精度よく推定することができる。また、運転特性値τの平均値Ａｖｇ及び標準偏差σという統計値を得る機会が増え、結果的に運転特性の評価品質を向上させることが可能になる。 As shown in FIG. 7, according to the driving characteristic determination device 1, the collision avoidance reaction operation of the driver of the host vehicle C that is running after the target P is detected is detected (at the timing when TTC becomes t <b> 1). In this case, it is possible to calculate one or a plurality of the above-mentioned driving characteristic values τ based on the stimulus sensing characteristics and determine the driving characteristics of the driver of the host vehicle C based on the average value Avg and the standard deviation σ of the driving characteristic values τ. become. For this reason, even if the vehicle does not stop, the above-mentioned driving characteristic value τ obtained when the reaction operation to the detected object of the driver of the host vehicle C is detected in the running scene (scene) before the vehicle stops. Since statistical values such as the average value Avg and the standard deviation σ are used, it is possible to accurately estimate driving characteristics (driving tendency including driving aggressiveness and driving skills) such as driving skills of the driver of the host vehicle. . Further, the opportunity to obtain statistical values of the average value Avg and the standard deviation σ of the driving characteristic value τ increases, and as a result, the evaluation quality of the driving characteristic can be improved.

図８に示すように、免許取得した年数が１８年以上の複数のドライバが運転特性判定装置１搭載車両に乗車したところ、「同乗者による主観的な運転スキルの判定結果」は「上級」であると走行中に判定され、運転歴と大きく関係する運転スキルの判定を走行中であっても精度良く行うことができた。また、免許取得した年数が１８年未満の複数のドライバが運転特性判定装置１搭載車両に乗車したところ、「社内運転スキル」は「中級」であると走行中に判定され、運転歴と大きく関係する運転スキルの判定を走行中であっても精度良く行うことができた。   As shown in FIG. 8, when a plurality of drivers who have acquired a license for 18 years or more get on the vehicle equipped with the driving characteristic determination device 1, “the result of subjective driving skill determination by the passenger” is “advanced”. It was judged during driving, and the driving skill, which was greatly related to the driving history, could be determined accurately even during driving. In addition, when a plurality of drivers who have acquired the license for less than 18 years get on the vehicle equipped with the driving characteristic determination device 1, the “in-house driving skill” is determined to be “intermediate” while driving, and is greatly related to the driving history. The driving skill to be judged was able to be accurately determined even while driving.

また、運転特性判定装置１によれば、判定された運転特性に基づいて自車両の同乗者の安心度合いを判定することができる。このため、ドライバの他に同乗者がいる場合に、ドライバはこの同乗者を不安にさせていないと確信していても、客観的な統計値によって判定されたドライバの運転特性から、この同乗者が実際に感じている可能性の高い安心度合いを客観的に推定することができる。   Moreover, according to the driving characteristic determination apparatus 1, it is possible to determine the degree of reassurance of the passenger of the host vehicle based on the determined driving characteristic. For this reason, when there is a passenger in addition to the driver, even if he is convinced that he is not anxious about this passenger, the driver's driving characteristics determined by objective statistical values will determine this passenger. It is possible to objectively estimate the degree of relief that is likely to be actually felt.

また、運転特性判定装置１によれば、蓄積された運転特性値τの平均値Ａｖｇ及び標準偏差σの大きさに応じて、自車両の走行速度の変化のさせ方に関する運転特性を判定することができる。 Moreover, according to the driving characteristic determination apparatus 1, the driving characteristic relating to how the traveling speed of the host vehicle is changed is determined according to the average value Avg of the accumulated driving characteristic value τ and the standard deviation σ. Can do.

また、運転特性判定装置１によれば、運転特性値τに関する統計値σ，Ａｖｇに加えて、衝突回避のための挙動直後の自車両の車速の、所定回数分だけ過去の平均値Ａｖを用いることにより、ドライバによる自車両の運転に対する同乗者の安心度合いＹを推定することが可能になる。   Further, according to the driving characteristic determination device 1, in addition to the statistical values σ and Avg relating to the driving characteristic value τ, the past average value Av of the vehicle speed immediately after the behavior for avoiding the collision is used for a predetermined number of times. This makes it possible to estimate the passenger's degree of comfort Y for driving the vehicle by the driver.

以上、本発明の一実施形態について説明してきたが、上述した実施形態に限定されることなく種々の変形態様を構成可能である。   Although one embodiment of the present invention has been described above, various modifications can be made without being limited to the above-described embodiment.

本発明によれば、車両停止しなくてもドライバの運転特性を判定することができる運転特性判定装置及び運転特性判定方法を提供することができる。   ADVANTAGE OF THE INVENTION According to this invention, the driving characteristic determination apparatus and driving characteristic determination method which can determine the driving characteristic of a driver, without stopping a vehicle can be provided.

１…運転特性判定装置、１０…走行状態検出部、１２…対象物検出部、１４…運転操作検出部、１６…車速センサ、１８…加速度センサ、２０…レーダ、２２…車外カメラ、２４…ブレーキペダルセンサ、２６…アクセルペダルセンサ、２８…シフトセンサ、３０…運転支援ＥＣＵ、３２…特性値算出部、３４…特性値記憶部、３６…特性判定部、３８…同乗者判定部、４０…出力部、４２…報知装置、Ｃ…自車両、Ｐ…歩行者。     DESCRIPTION OF SYMBOLS 1 ... Driving characteristic determination apparatus, 10 ... Driving state detection part, 12 ... Object detection part, 14 ... Driving operation detection part, 16 ... Vehicle speed sensor, 18 ... Acceleration sensor, 20 ... Radar, 22 ... Outside vehicle, 24 ... Brake Pedal sensor, 26 ... accelerator pedal sensor, 28 ... shift sensor, 30 ... driving support ECU, 32 ... characteristic value calculation unit, 34 ... characteristic value storage unit, 36 ... characteristic determination unit, 38 ... passenger determination unit, 40 ... output Part, 42 ... notification device, C ... own vehicle, P ... pedestrian.

Claims (4)

自車両周辺の物体を検出する物体検出手段と、
前記物体検出手段により前記物体が検出された後に走行中の前記自車両のドライバの検出物体に対する反応操作が検出された場合に、前記反応操作の検出後から前記反応操作の解消の検出又は前記反応操作とは反対の操作の検出までの間における前記自車両の走行状態に関する指標の最大値又は極大値を、運転特性値として算出する特性値算出手段と、
前記特性値算出手段により算出された前記運転特性値を蓄積して記憶する蓄積手段と、
前記蓄積手段に蓄積された前記運転特性値の平均値及び標準偏差に基づいて前記自車両のドライバの運転特性を判定する特性判定手段と、を備え、
前記指標は、前記自車両のジャークを減速度で除して得られる値である、
運転特性判定装置。 Object detection means for detecting objects around the host vehicle;
When a reaction operation to the detected object of the driver of the host vehicle is detected after the object is detected by the object detection means, the detection of the cancellation of the reaction operation or the reaction after the detection of the reaction operation Characteristic value calculation means for calculating, as a driving characteristic value, a maximum value or a maximum value of an index related to the traveling state of the host vehicle until the detection of the operation opposite to the operation;
Accumulating means for accumulating and storing the driving characteristic value calculated by the characteristic value calculating means;
Characteristic determining means for determining driving characteristics of the driver of the host vehicle based on an average value and standard deviation of the driving characteristic values accumulated in the accumulating means,
The index is a value obtained by dividing the jerk of the host vehicle by the deceleration,
Driving characteristic determination device. 前記特性判定手段によって判定された前記運転特性に基づいて前記自車両の同乗者の安心度合いを判定する同乗者判定手段を更に備える、
請求項１に記載の運転特性判定装置。 Passenger determination means for determining the degree of peace of mind of the fellow passenger of the host vehicle based on the driving characteristics determined by the characteristic determination means;
The driving characteristic determination apparatus according to claim 1. 前記特性判定手段は、前記蓄積手段に蓄積された前記運転特性値の平均値及び標準偏差の大きさに応じて、前記自車両の走行速度の変化のさせ方に関する前記運転特性を判定する、
請求項１又は２に記載の運転特性判定装置。 The characteristic determining means determines the driving characteristic related to how to change the traveling speed of the host vehicle according to the average value and the standard deviation of the driving characteristic value accumulated in the accumulating means.
The driving | running characteristic determination apparatus of Claim 1 or 2. 自車両周辺の物体を運転特性判定装置が検出する物体検出ステップと、
前記物体検出ステップにより前記物体が検出された後に走行中の前記自車両のドライバの検出物体に対する反応操作が検出された場合に、前記反応操作の検出後から前記反応操作の解消の検出又は前記反応操作とは反対の操作の検出までの間における前記自車両の走行状態に関する指標の最大値又は極大値を、運転特性値として前記運転特性判定装置が算出する特性値算出ステップと、
前記特性値算出ステップにより算出された前記運転特性値を前記運転特性判定装置が蓄積して記憶する蓄積ステップと、
前記蓄積ステップにより蓄積された前記運転特性値の平均値及び標準偏差に基づいて前記自車両のドライバの運転特性を前記運転特性判定装置が判定する特性判定ステップと、を含み、
前記指標は、前記自車両のジャークを減速度で除して得られる値である、
運転特性判定方法。 An object detection step in which the driving characteristic determination device detects an object around the host vehicle;
When a reaction operation for the detected object of the driver of the host vehicle is detected after the object is detected by the object detection step, the detection of the cancellation of the reaction operation or the reaction is detected after the detection of the reaction operation. A characteristic value calculating step in which the driving characteristic determination device calculates the maximum value or the maximum value of the index related to the running state of the host vehicle as the driving characteristic value until the detection of the operation opposite to the operation;
An accumulation step in which the driving characteristic determination device accumulates and stores the driving characteristic value calculated by the characteristic value calculating step;
A characteristic determination step in which the driving characteristic determination device determines a driving characteristic of the driver of the host vehicle based on an average value and a standard deviation of the driving characteristic values accumulated in the accumulation step;
The index is a value obtained by dividing the jerk of the host vehicle by the deceleration,
Operation characteristic judgment method.
JP2013181633A 2013-09-02 2013-09-02 Driving characteristic determination device and driving characteristic determination method Expired - Fee Related JP5861680B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2013181633A JP5861680B2 (en) 2013-09-02 2013-09-02 Driving characteristic determination device and driving characteristic determination method
PCT/JP2014/070959 WO2015029743A1 (en) 2013-09-02 2014-08-01 Driving characteristic determination apparatus and driving characteristic determination method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2013181633A JP5861680B2 (en) 2013-09-02 2013-09-02 Driving characteristic determination device and driving characteristic determination method

Publications (2)

Publication Number Publication Date
JP2015047983A JP2015047983A (en) 2015-03-16
JP5861680B2 true JP5861680B2 (en) 2016-02-16

Family

ID=51392313

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2013181633A Expired - Fee Related JP5861680B2 (en) 2013-09-02 2013-09-02 Driving characteristic determination device and driving characteristic determination method

Country Status (2)

Country Link
JP (1) JP5861680B2 (en)
WO (1) WO2015029743A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2018151902A (en) * 2017-03-14 2018-09-27 オムロン株式会社 Device for determining degree of concentration, method for determining degree of concentration, and program for determining degree of concentration
JP6631585B2 (en) * 2017-04-21 2020-01-15 株式会社デンソー Presentation control device, automatic operation control device, presentation control method, and automatic operation control method
CN109649488B (en) * 2018-10-23 2020-08-04 北京经纬恒润科技有限公司 Method and device for identifying steering behavior

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005186674A (en) * 2003-12-24 2005-07-14 Nissan Motor Co Ltd Driving tendency presuming device
US20050159853A1 (en) * 2004-01-15 2005-07-21 Nissan Motor Co., Ltd. Driving status detection device and related method
JP2006335277A (en) * 2005-06-03 2006-12-14 Nissan Motor Co Ltd Driving condition presumption device and driving condition presumption method
JP4992303B2 (en) * 2006-06-07 2012-08-08 トヨタ自動車株式会社 Driving orientation estimation device
JP4602444B2 (en) * 2008-09-03 2010-12-22 株式会社日立製作所 Driver driving skill support apparatus and driver driving skill support method
JP5204598B2 (en) * 2008-09-16 2013-06-05 富士重工業株式会社 Vehicle driving support device
IT1398073B1 (en) * 2010-02-19 2013-02-07 Teleparking S R L SYSTEM AND ESTIMATE METHOD OF THE DRIVING STYLE OF A MOTOR VEHICLE
SE535868C2 (en) * 2010-04-21 2013-01-22 Scania Cv Ab Assessment method and systems for acceleration

Also Published As

Publication number Publication date
WO2015029743A1 (en) 2015-03-05
JP2015047983A (en) 2015-03-16

Similar Documents

Publication Publication Date Title
JP6229376B2 (en) Vehicle driving situation determination device and vehicle driving situation determination method
JP6522621B2 (en) Method and apparatus for driver assistance system optimization
US9527441B2 (en) Vehicle control apparatus
JP4985150B2 (en) Vehicle driving support device and vehicle including vehicle driving support device
RU2638587C2 (en) Method of vehicle parking and system for its implementation
JP5598411B2 (en) Vehicle information providing device
JP2018185673A (en) Driving support device and driving support program
US20130158809A1 (en) Method and system for estimating real-time vehicle crash parameters
JP2018106240A (en) Driver state determination device for vehicle
JP2019535587A (en) Method and parameter module for detecting the type and / or severity of a collision between a vehicle and a collision object
JP2011237871A (en) Driving support apparatus
JP5642761B2 (en) Driving assistance device
JP5861680B2 (en) Driving characteristic determination device and driving characteristic determination method
US9758172B2 (en) Status determination apparatus
JP6169270B2 (en) Method and apparatus for identifying running state of external vehicle
CN105122330B (en) Drive assistance device and driving assistance method
JP6607347B2 (en) Injury determination device
JP5838577B2 (en) Travel evaluation device
CN105882654A (en) Drive assist apparatus
JP7426277B2 (en) Preparation behavior determination device, driving support system, and program
JP2006178674A (en) Traveling supporting device
JP2012203649A (en) Drive support device
CN116985823A (en) Individual feature management apparatus and method, and method of generating learning model
RU2706859C2 (en) Obstacle detection system and method
CN116994357A (en) Individual feature management system and method, and non-transitory storage medium

Legal Events

Date Code Title Description
A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20150818

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20150924

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20151124

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20151207

R151 Written notification of patent or utility model registration

Ref document number: 5861680

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R151

LAPS Cancellation because of no payment of annual fees