WO2013136778A1 - 不慮予測感度判定装置 - Google Patents
不慮予測感度判定装置 Download PDFInfo
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- WO2013136778A1 WO2013136778A1 PCT/JP2013/001625 JP2013001625W WO2013136778A1 WO 2013136778 A1 WO2013136778 A1 WO 2013136778A1 JP 2013001625 W JP2013001625 W JP 2013001625W WO 2013136778 A1 WO2013136778 A1 WO 2013136778A1
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- intersection
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- prediction sensitivity
- standard driving
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- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
- G07C5/0841—Registering performance data
- G07C5/085—Registering performance data using electronic data carriers
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- 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
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
- G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
- G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/164—Centralised systems, e.g. external to vehicles
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- 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
- B60W2540/22—Psychological state; Stress level or workload
Definitions
- the present invention relates to an unexpected prediction sensitivity determination device.
- the vehicle collects vehicle speed information. Subsequently, the vehicle transmits the collected vehicle speed information to the base station. Subsequently, the base station records the received vehicle speed information. Subsequently, the base station determines the driver's unexpected sensitivity based on all the recorded vehicle speed information.
- an unexpected prediction sensitivity for example, an index of a degree of predicting an unexpected situation in which the host vehicle approaches an obstacle such as another vehicle (according to approaching another vehicle traveling in a lane crossing the host lane). There is.
- the driver's unexpected sensitivity is simply determined based on all the recorded vehicle speed information. Therefore, in the above prior art, for example, when the driving behavior of the driver changes at each paused intersection due to the intersection state such as the visibility of the paused intersection or traffic volume, the vehicle speed at the time of entering the paused intersection varies. In addition, there is a possibility that the judgment accuracy of the driver's unexpected prediction sensitivity when entering the temporary stop intersection is lowered.
- An object of the present invention is to make it possible to improve the determination accuracy of the driver's unexpected prediction sensitivity when approaching a temporarily stopped intersection, focusing on the above points.
- the standard driving action level of the driver when entering a temporarily stopped intersection is determined for each temporarily stopped intersection based on intersection travel information received from a plurality of vehicles. Subsequently, in one aspect of the present invention, the driver's inadvertent prediction when entering the stop intersection based on the intersection travel information associated with the stop intersection where the determined standard driving behavior levels of the drivers are the same. Determine the sensitivity.
- the standard driving action level of the driver at the time of entering the temporary stop intersection is changed for each temporary stop intersection, depending on the state of the intersection such as the prospect of the temporary stop intersection and the traffic volume. Even if the driver's driving behavior changes and the amount of driving state included in the intersection driving information at the time of entering the stopping intersection varies for each temporarily stopping intersection, the driving state amount used to determine the driver's unexpected sensitivity The variation of can be reduced. Thereby, in 1 aspect of this invention, the determination precision of the driver
- FIG. 1 is a diagram showing a schematic configuration of the unexpected prediction sensitivity determination system S.
- the unexpected prediction sensitivity determination system S includes an in-vehicle device 1 mounted on a plurality of vehicles C and an unexpected prediction sensitivity determination device 2 included in the base station B.
- the in-vehicle device 1 and the unexpected prediction sensitivity determination device 2 perform transmission / reception of information via the communication path 3.
- the in-vehicle device 1 includes a vehicle speed detection unit 4, a vehicle position detection unit 5, a map database 6, a vehicle side reception unit 7, a controller 8, a notification unit 9, and a vehicle side transmission unit 10.
- the vehicle speed detection unit 4 detects the current vehicle speed V of the host vehicle C. Then, the vehicle speed detection unit 4 outputs information indicating the detected current vehicle speed V to the controller 8.
- a vehicle speed sensor that detects the vehicle speed based on the number of rotations of the wheels of the host vehicle C is employed.
- the vehicle position detection unit 5 detects the current position of the host vehicle C. Then, the vehicle position detection unit 5 outputs information representing the detected current position to the controller 8.
- a GPS Global Positioning System
- the map database 6 records the map information of the area where the host vehicle C travels.
- map information information including information on the position, shape, type, etc. of roads and temporarily stopped intersections is adopted.
- a temporary stop intersection is an intersection that requires a temporary stop when entering the intersection.
- the temporary stop intersection for example, an intersection that is required to be temporarily stopped by law or a predetermined intersection that is not required to be temporarily stopped by law or the like can be adopted.
- the temporary stop intersection includes an intersection where a traffic signal exists and an intersection where no traffic signal exists.
- the vehicle-side receiving unit 7 receives information transmitted by the unexpected prediction sensitivity determination device 2 via the communication path 3. Then, the vehicle side receiving unit 7 outputs the received information to the controller 8.
- FIG. 2 is an explanatory diagram for explaining an intersection passage characteristic value.
- the controller 8 executes an intersection travel information transmission process based on the information output from the vehicle speed detection unit 4 and the vehicle position detection unit 5 and the map information recorded in the map database 6.
- the controller 8 generates intersection travel information every time the host vehicle C travels a temporarily stopped intersection.
- the intersection travel information is data including an intersection passage characteristic value at the time of entering the temporarily stopped intersection, an intersection ID of the intersection from which the intersection passage characteristic value is acquired, and a vehicle ID of the host vehicle C.
- the intersection ID is unique information set for each temporarily stopped intersection, and makes it possible to uniquely identify the temporarily stopped intersection.
- intersection ID for example, a numerical value of 1 to n (n is the total number of intersections of temporarily stopped intersections registered in the map data) can be adopted.
- the vehicle ID is unique information set for each vehicle C on which the in-vehicle device 1 is mounted, and makes it possible to uniquely identify the vehicle C.
- a numerical value of 1 to m (where m is the total number of vehicles C on which the vehicle-mounted device 1 is mounted) can be adopted.
- the intersection passing characteristic value is a running state amount that represents the running state of the vehicle when entering the temporarily stopped intersection, and represents the standard driving behavior level of the driver when entering the temporarily stopped intersection described later, and the driver's unexpected sensitivity.
- the minimum value of the vehicle speed V when entering the temporarily stopped intersection (hereinafter also referred to as the minimum vehicle speed Vmin) is adopted as the intersection passing characteristic value.
- the controller 8 transmits the produced
- the controller 8 outputs a notification command for notifying the determination result of the unexpected prediction sensitivity of the driver of the host vehicle C to the notification unit 9 based on the information output by the vehicle side reception unit 7.
- the notification unit 9 notifies the determination result of the unexpected prediction sensitivity of the driver of the vehicle C based on the notification command output by the controller 8.
- a monitor or a speaker is employed as the notification unit 9.
- the vehicle-side transmitter 10 transmits the intersection travel information generated by the controller 8 to the unexpected prediction sensitivity determination device 2 via the communication path 3.
- the unexpected prediction sensitivity determination apparatus 2 includes a base station side reception unit 11, an intersection travel information recording unit 12, a temporary stop intersection driver characteristic determination unit 13, an unexpected prediction sensitivity determination unit 14, and a base station side transmission unit 15.
- the base station side receiving unit 11 receives the intersection traveling information transmitted by the vehicle side transmitting unit 10 via the communication path 3. Then, the vehicle side receiving unit 7 outputs the received intersection traveling information to the intersection traveling information recording unit 12.
- the intersection traveling information recording unit 12 records intersection traveling information of a plurality of vehicles C based on the intersection traveling information received by the base station side receiving unit 11.
- an HDD Hard Disc Drive
- RAM Random Access Memory
- the temporary stop intersection driver characteristic determination unit 13 includes a temporary stop intersection standard driving behavior level determination unit 13a and a standard driving behavior level-specific / driver characteristic determination unit 13b.
- the temporary stop intersection standard driving behavior level determination unit 13a determines the intersection for each temporary stop intersection based on the intersection travel information received from the plurality of vehicles C among the intersection travel information recorded by the intersection travel information recording unit 12.
- An average value of the pass characteristic value Vmin (hereinafter also referred to as an intersection pass characteristic value average) VminAve is calculated.
- the intersection travel information received from a plurality of vehicles C for example, the intersection travel information received from all the vehicles C that have entered the target temporary stop intersection is adopted.
- the temporary stop intersection standard driving behavior level determination unit 13a determines, based on the calculated intersection passage characteristic value average VminAve, the standard driving behavior level of the driver when entering the temporary stop intersection for each temporary stop intersection.
- the standard driving behavior level of the driver when entering the temporary stop intersection includes, for example, an index of the standard driving behavior level of the driver when entering the temporary stop intersection.
- the standard driving behavior level / driver characteristic determination unit 13b includes the standard driving behavior of the driver determined by the temporarily stopped intersection standard driving behavior level determination unit 13a among the intersection traveling information recorded by the intersection traveling information recording unit 12.
- the intersection traveling information associated with the temporarily stopped intersections having the same level is selected.
- the standard driving action level-specific / driver characteristic determination unit 13b determines, for each vehicle C, the average value of the intersection passing characteristic value Vmin (hereinafter, also referred to as the vehicle-specific intersection passing characteristic value average) based on the selected intersection travel information. ) Calculate VminCAve.
- Vmin intersection passing characteristic value
- intersection travel information associated with an intersection where the standard driving action level of the driver is “medium” or “low” may be employed.
- the accidental prediction sensitivity determination unit 14 performs the driver's unexpected prediction when entering the stop intersection for each vehicle C based on the vehicle-specific intersection passage characteristic value average VminCAve calculated by the standard driving action level / driver characteristic determination unit 13b. Determine the sensitivity.
- the driver's unexpected prediction sensitivity is an index value of the possibility that the vehicle C approaches another vehicle or a pedestrian when entering the temporarily stopped intersection. In the present embodiment, it is determined which of the plurality of preset stages has the unexpected prediction sensitivity. As a plurality of preset stages, for example, three stages of “high”, “medium”, and “low” are employed.
- the base station side transmission unit 15 transmits the driver's unexpected prediction sensitivity determined by the unexpected prediction sensitivity determination unit 14 to the vehicle side reception unit 7 included in the plurality of vehicles C via the communication path 3.
- FIG. 3 is a flowchart showing an intersection travel information transmission process.
- the controller 8 temporarily stops the host vehicle C based on the current position of the host vehicle C detected by the vehicle position detection unit 5 and the map data recorded in the map database 6. It is determined whether or not an intersection is approached. Specifically, the controller 8 determines whether or not the host vehicle C has entered a preset setting range of the temporary stop intersection (for example, within a radius of 30 m from the center of the temporary stop intersection).
- controller 8 determines that the host vehicle C has entered the temporary stop intersection setting range (Yes)
- the controller 8 determines that the host vehicle C has approached the temporary stop intersection, and proceeds to step S102.
- the controller 8 determines that the host vehicle C is outside the temporary stop intersection setting range (No)
- the controller 8 determines that the host vehicle C is not approaching the temporary stop intersection, and executes this determination again. .
- step S102 the controller 8 records time-series data of the vehicle speed V during traveling at a temporarily stopped intersection (hereinafter also referred to as a target intersection) determined that the host vehicle C is approaching in step S101. Specifically, the controller 8 first starts recording time-series data of the vehicle speed V. The sampling time of the time series data is, for example, 10 [msec]. Subsequently, the controller 8 determines whether or not the host vehicle C has passed the target intersection. When the controller 8 determines that the host vehicle C has passed the target intersection, the controller 8 ends the time-series data recording of the vehicle speed V. On the other hand, if the controller 8 determines that the host vehicle C has not passed the target intersection, the controller 8 executes this determination again.
- a temporarily stopped intersection hereinafter also referred to as a target intersection
- step S103 the controller 8 calculates an intersection passing characteristic value (minimum vehicle speed) Vmin based on the time-series data of the vehicle speed V recorded in step S102. Subsequently, the controller 8 generates intersection travel information including the calculated intersection passage characteristic value Vmin, the intersection ID of the target intersection, and the vehicle ID of the host vehicle C. Then, it transfers to step S104 and the controller 8 transmits the intersection driving
- FIG. 4 is a flowchart showing the unexpected prediction sensitivity determination process.
- the base station side receiving unit 11 transmits the intersection travel information (intersection passing characteristic value, intersection ID of the target temporary stop intersection, vehicle ID of the vehicle C, and the like transmitted by the in-vehicle device 1. Data).
- step S202 the process proceeds to step S202, and the intersection traveling information recording unit 12 records the intersection traveling information received in step S201.
- the intersection traveling information recording unit 12 records intersection traveling information of a plurality of vehicles at a plurality of temporarily stopped intersections.
- step S203 the temporarily stopped intersection standard driving behavior level determination unit 13a determines from the intersection traveling information recorded by the intersection traveling information recording unit 12 a preset set period (for example, 30 from the present time). Intersection travel information recorded in the period until the previous day) is extracted.
- FIG. 5 is a flowchart showing details of the process executed in step S204. Subsequently, the process proceeds to step S204, where the temporarily stopped intersection standard driving behavior level determination unit 13a receives the intersection traveling received from the plurality of vehicles C (that is, all the vehicles) among the intersection traveling information extracted in step S203. Based on the information, an average value of intersection passing characteristic values Vmin (intersection passing characteristic value average) VminAve is calculated for each temporarily stopped intersection. Specifically, as shown in FIG. 5, the temporary stop intersection standard driving action level determination unit 13a first initializes a variable i to 0 (step S301). Subsequently, the temporary stop intersection standard driving action level determination unit 13a adds 1 to the variable i (step S302).
- Vmin intersection passing characteristic value average
- the temporarily stopped intersection standard driving behavior level determination unit 13a selects intersection traveling information including the same intersection ID as the value of the variable i from the extracted intersection traveling information (step S303). Subsequently, the temporarily stopped intersection standard driving action level determination unit 13a temporarily uses the average value (intersection passing characteristic value average) VminAve of the intersection passing characteristic value Vmin included in the selected intersection traveling information as the intersection ID. The average value of the intersection passage characteristic values of the stop intersection is set (step S304). Then, the temporarily stopped intersection standard driving behavior level determination unit 13a repeatedly executes the above-described flow (steps S302 to S304) until the variable i becomes equal to or greater than the total number of intersections (step S305). Thereby, the temporary stop intersection standard driving action level determination unit 13a calculates the intersection passing characteristic value average VminAve for all the temporary stop intersections.
- FIG. 6 is a flowchart showing details of the process executed in step S205.
- FIG. 7 is a diagram illustrating a relationship between the intersection passing characteristic value average and the standard driving action level of the driver.
- the process proceeds to step S205, where the temporary stop intersection standard driving behavior level determination unit 13a determines the driver at the time of entering the temporary stop intersection for each temporary stop intersection based on the average intersection characteristic value VminAve calculated in step S204. Determine the standard driving behavior level.
- the temporary stop intersection standard driving action level determination unit 13a initializes the variable j to 0 as shown in FIG. 6 (step S401).
- the temporary stop intersection standard driving action level determination unit 13a adds 1 to the variable j (step S402).
- the temporary stop intersection standard driving behavior level determination unit 13a selects, from the calculated intersection passage characteristic value average VminAve, the intersection passage characteristic value average VminAve corresponding to the temporary stop intersection having the numerical value of the variable j as the intersection ID. (Step S403). Subsequently, the temporary stop intersection standard driving behavior level determination unit 13a determines the standard driving behavior level of the driver at the time of entering the temporary stop intersection with the numerical value of the variable j as the intersection ID based on the selected intersection passage characteristic value average VminAve. To do. Specifically, as shown in FIG.
- the temporary stop intersection standard driving behavior level determination unit 13a determines that the selected intersection passage characteristic value average VminAve is 0 [km / h] or more and less than 5 [km / h]. In some cases, it is determined that the standard driving action level of the driver at the time of entering the temporary stop intersection with the numerical value of the variable j as the intersection ID is “high”. On the other hand, when the selected intersection passing characteristic value average VminAve is 5 [km / h] or more and less than 10 [km / h], the temporary intersection intersection standard driving behavior level determination unit 13a sets the numerical value of the variable j. It is determined that the standard driving action level of the driver when entering the temporarily stopped intersection as the intersection ID is “medium”.
- the temporary stop intersection standard driving behavior level determination unit 13a determines that the standard driving behavior level of the driver when entering the temporary stop intersection is higher as the intersection passage characteristic value average VminAve is smaller. That is, at a temporary stop intersection with poor visibility, the vehicle speed V when entering the intersection is a relatively small value.
- the temporary stop intersection standard driving action level determination unit 13a repeatedly executes the above flow (steps S402 to S404) until the variable j becomes equal to or greater than the total number of intersections (step S405). Thereby, the temporary stop intersection standard driving action level determination unit 13a determines the standard driving action level of the driver when entering the temporary stop intersection for all the temporary stop intersections.
- FIG. 8 is a flowchart showing details of the process executed in step S206. Subsequently, the process proceeds to step S206, and the standard driving action level-specific / driver characteristic determination unit 13b determines the driver determined in step S205 from the intersection travel information extracted in step S203, as shown in FIG. The intersection travel information associated with the temporarily stopped intersection whose standard driving action level is “high” is selected (step S501). Subsequently, the standard driving action level-specific / driver characteristic determination unit 13b calculates an average value of the intersection passing characteristic value Vmin (average of vehicle-specific intersection passing characteristic value) VminCAve for each vehicle C based on the selected intersection travel information. To do.
- Vmin average of vehicle-specific intersection passing characteristic value
- the standard driving action level-specific / driver characteristic determining unit 13b initializes the variable k to 0 (step S502). Subsequently, the standard driving action level-specific / driver characteristic determining unit 13b adds 1 to the variable k (step S503). Subsequently, the standard driving action level specific / driver characteristic determination unit 13b selects the intersection traveling information associated with the vehicle ID having the same numerical value as the variable k from the intersection traveling information selected in step S501. (Step S504). Subsequently, the standard driving action level-specific / driver characteristic determination unit 13b determines the intersection passing characteristic value of the vehicle using the average value of the intersection passing characteristic value Vmin included in the selected intersection traveling information as the vehicle ID.
- the average value (average value of intersection passage characteristic value for each vehicle) is set to VminCAve (step S505). Then, the standard driving action level / driver characteristic determination unit 13b repeatedly executes the above-described flow (steps S503 to S505) until the variable k becomes equal to or greater than the total number of vehicles (step S506). Accordingly, the standard driving action level specific / driver characteristic determining unit 13b calculates the vehicle specific intersection passage characteristic value average VminCAve for all the vehicles C.
- FIG. 9 is a flowchart showing details of the processing executed in step S207. Subsequently, the process proceeds to step S207, where the unexpected prediction sensitivity determination unit 16 temporarily changes the vehicle C for each vehicle C based on the intersection travel information extracted in step S203 and the standard driving action level of the driver determined in step S205. Determine the driver's unexpected sensitivity when entering a stop. Specifically, as illustrated in FIG. 9, the unexpected prediction sensitivity determination unit 14 indicates that the standard driving action level of the driver determined in step S205 is “high” in the intersection traveling information extracted in step S203. The intersection travel information associated with a certain temporary stop intersection is selected (step S601).
- the unexpected prediction sensitivity determination unit 14 determines an average value (hereinafter also referred to as an average of all vehicle intersection passage characteristic values) Vth and standard deviation (hereinafter referred to as an unexpected prediction sensitivity determination) included in the selected intersection travel information.
- ⁇ th is also calculated (also referred to as a threshold for use) (step S602).
- the standard deviation of the intersection passing characteristic value Vmin for example, the frequency distribution of the intersection passing characteristic value Vmin included in the selected intersection traveling information is set, the set frequency distribution is fitted to the normal distribution, and the fitted normal is obtained. There is a method for calculating the standard deviation of the distribution.
- the unexpected prediction sensitivity determination unit 14 temporarily stops for each vehicle C based on the difference between the calculated all-vehicle intersection passage characteristic value average Vth and the vehicle-specific intersection passage characteristic value average VminCAve calculated in step S206. Determine the driver's unexpected prediction sensitivity when approaching an intersection. Specifically, the unexpected prediction sensitivity determination unit 14 first initializes the variable l to 0 (step S603). Subsequently, the unexpected prediction sensitivity determination unit 14 adds 1 to the variable l (step S604).
- the unexpected prediction sensitivity determination unit 14 selects the vehicle-specific intersection passage characteristic value average VminCAve of the vehicle having the numerical value of the variable l as the vehicle ID from the calculated vehicle-specific intersection passage characteristic value average VminCAve (step S605). ).
- FIG. 10 is a diagram illustrating the relationship between the average vehicle intersection characteristic value and the unexpected prediction sensitivity.
- the unexpected prediction sensitivity determination unit 14 determines the vehicle C using the numerical value of the variable l as the vehicle ID based on the subtraction result obtained by subtracting the average crossing vehicle characteristic value Vth from the selected crossing characteristic value VminCAve for each vehicle.
- operator's temporary stop intersection approach is determined (step S606).
- the unexpected prediction sensitivity determination unit 14 when the subtraction result is equal to or larger than the unexpected prediction sensitivity determination threshold ⁇ th, It is determined that the unexpected prediction sensitivity when the driver enters the temporary stop intersection is “low”.
- the accidental prediction sensitivity determination unit 14 determines the vehicle C having the numerical value of the variable l as the vehicle ID. It is determined that the unexpected prediction sensitivity when the driver enters the temporary stop intersection is “medium”.
- the sign inversion threshold ( ⁇ th) is a numerical value obtained by multiplying the unexpected prediction sensitivity determination threshold ⁇ th by “ ⁇ 1”.
- the unexpected prediction sensitivity determination unit 14 is inadvertent when the driver of the vehicle C who uses the value of the variable l as the vehicle ID enters the temporary stop intersection.
- the unexpected prediction sensitivity determination unit 14 determines that the driver's unexpected prediction sensitivity when entering the temporary stop intersection is higher as the subtraction result (VminCAve ⁇ Vth) is smaller. That is, a vehicle having a large average value of the minimum vehicle speed Vmin when entering the temporarily stopped intersection is likely to approach other vehicles and pedestrians when entering the temporarily stopped intersection. Therefore, when the subtraction result (VminCAve ⁇ Vth) is a large value, it is determined that the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection is “low”.
- the unexpected prediction sensitivity determination unit 14 repeatedly executes the above flow (steps S604 to S606) until the variable l becomes equal to or greater than the total number of vehicles (step S607). Thereby, the unexpected prediction sensitivity determination part 14 determines the driver's unexpected prediction sensitivity at the time of the temporary stop approach approach with respect to all the vehicles C.
- step S208 the unexpected prediction sensitivity determination unit 14 receives the determination result of the unexpected prediction sensitivity performed in step S207 in the intersection travel information received in step S201 via the base station side transmission unit 15. It transmits to the vehicle C specified by vehicle ID.
- the example in which the determination result of the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection is transmitted to the vehicle C.
- other configurations may be adopted. For example, it is good also as a structure which uses the determination result of the driver
- the determination result of the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection can be transmitted via the communication path 3 to an insurance company that handles car insurance.
- the controller 8 of the vehicle C1 calculates an intersection passage characteristic value (minimum vehicle speed) Vmin based on the recorded time series data of the vehicle speed V, and generates intersection traveling information based on the calculated intersection passage characteristic value Vmin (Ste S103 in FIG. 3). And the controller 8 of the vehicle C1 transmits the produced
- an intersection passage characteristic value minimum vehicle speed
- the unexpected prediction sensitivity determination device 2 of the base station B receives the intersection travel information output from the controller 8 and records the received intersection travel information (base station side reception unit 11 in FIG. 1, intersection travel information recording unit). 12. Steps S201 and S202 in FIG. Subsequently, the unexpected prediction sensitivity determination device 2 passes the intersection for each temporarily stopped intersection based on the intersection traveling information received from the plurality of vehicles C among the intersection traveling information recorded by the intersection traveling information recording unit 12. Average value of characteristic values (average value of characteristic values at intersections) VminAve is calculated. (Temporary stop intersection standard driving action level determination unit 13a in FIG. 1, steps S203 and S204 in FIG. 4).
- the vehicle speed V when entering the temporary stop intersection generally tends to be a relatively small value. Therefore, the minimum vehicle speed Vmin, that is, the intersection passage characteristic value Vmin becomes a relatively small value, and the intersection passage characteristic value average VminAve becomes a relatively small value.
- the minimum vehicle speed Vmin that is, the intersection passage characteristic value Vmin becomes a relatively large value
- the intersection passage characteristic value average VminAve becomes a relatively large value. Therefore, the intersection passing characteristic value average VminAve when entering the temporarily stopped intersection varies for each temporarily stopped intersection.
- the unexpected prediction sensitivity determination device 2 determines the standard driving action level of the driver when entering the temporarily stopped intersection for each temporarily stopped intersection based on the calculated intersection passing characteristic value average VminAve (temporary stop in FIG. 1). Intersection standard driving action level determination unit 13a, step S205 in FIG. 4). At this time, as shown in FIG. 7, the unexpected prediction sensitivity determination device 2 is configured to perform the standard driving action level of the driver when entering the temporary stop intersection at the temporary stop intersection where the average passing characteristic value VminAve is 0 ⁇ VminAve ⁇ 5. Is determined to be “high”.
- the unexpected prediction sensitivity determination device 2 determines that the standard driving action level of the driver when entering the temporary stop intersection is “medium” at the temporary stop intersection where the average intersection characteristic value VminAve is 5 ⁇ VminAve ⁇ 10. To do. Further, the unexpected prediction sensitivity determination device 2 determines that the standard driving action level of the driver at the time of entering the temporary stop intersection is “low” at the temporary stop intersection where the average intersection passing characteristic value VminAve is 10 ⁇ VminAve.
- the unexpected prediction sensitivity determination device 2 selects the intersection traveling information associated with the temporarily stopped intersection where the standard driving action level of the driver is “high”. Subsequently, the accidental prediction sensitivity determination device 2 calculates the average value of the intersection passage characteristic value Vmin (average of vehicle passage intersection characteristic value) VminCAve for each vehicle C based on the selected intersection travel information (standard in FIG. 1). Driving behavior level / driver characteristic determination unit 13b, step S206 in FIG. 4). Therefore, the vehicle-specific intersection passage characteristic value average VminCAve is calculated using only the intersection traveling information associated with the temporarily stopped intersection having an intersection passage characteristic value average VminAve of 5 [km / h] or less.
- the unexpected prediction sensitivity determination device 2 determines the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection for each vehicle C based on the calculated vehicle-specific intersection passing characteristic value average VminCAve (the unexpected prediction in FIG. 1). Sensitivity determination unit 14, step S207 in FIG. At this time, as shown in FIG. 10, the unexpected prediction sensitivity determination device 2 obtains a subtraction result (VminCAve ⁇ Vth) obtained by subtracting the average crossing vehicle characteristic value Vth from the crossing characteristic value VminCAve for each vehicle as ⁇ th ⁇ VminCAve ⁇ . In the vehicle C which is Vth, it is determined that the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection is “low”.
- the accidental prediction sensitivity determination device 2 indicates that in the vehicle C in which the subtraction result (VminCAve ⁇ Vth) is ⁇ th ⁇ VminCAve ⁇ Vth ⁇ th, the driver's unexpected prediction sensitivity when entering the temporary stop intersection is “medium”. Judge that there is. Further, the accidental prediction sensitivity determination device 2 indicates that in the vehicle C in which the subtraction result (VminCAve ⁇ Vth) is VminCAve ⁇ Vth ⁇ th, the driver's unexpected prediction sensitivity when entering the temporary stop intersection is “high”. judge.
- the unexpected prediction sensitivity determination device 2 transmits the determination result of the unexpected prediction sensitivity to the vehicle C1 via the base station side transmission unit 15 (the unexpected prediction sensitivity determination unit 14 in FIG. 1, step S208 in FIG. 4). .
- the controller 8 of the vehicle C1 receives the determination result output by the unexpected prediction sensitivity determination device 2 via the vehicle-side receiving unit 7 and outputs a notification command to the notification unit 9.
- reports the determination result of a driver
- the intersection corresponding to the intersection where the standard driving action level of the driver when entering the temporarily stopped intersection is “high”, that is, the intersection with poor visibility.
- the driver's unexpected sensitivity when entering the temporary stop intersection is determined. Therefore, it is possible to remove the intersection travel information associated with the intersection with good visibility from the intersection travel information used for determining the driver's unexpected prediction sensitivity. Therefore, in the unexpected prediction sensitivity determination apparatus 2 of this embodiment, even when the traffic frequency of a high-visibility intersection is high, the driver's unexpected prediction sensitivity at the time of entering the temporary stop intersection is erroneously determined as “low”. Can be suppressed.
- the method of calculating the driver's unexpected prediction sensitivity based on the intersection driving information associated with all the intersections has a high traffic frequency at intersections with good visibility.
- the vehicle-specific intersection passage characteristic value average VminCAve increases. Therefore, there is a possibility that the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection is erroneously determined to be “low”.
- the effect of reducing the variation in the intersection passing characteristic value average VminAve by the unexpected prediction sensitivity determination device 2 of the present embodiment was verified.
- the intersection traveling information recorded by the intersection traveling information recording unit 12 is associated with a temporarily stopped intersection where the standard driving action level of the driver is “high”.
- the threshold ⁇ th for accidental prediction sensitivity determination of the intersection passing characteristic value Vmin is calculated using only the intersection traveling information.
- a threshold ⁇ th for accidental prediction sensitivity determination of the intersection passing characteristic value Vmin was calculated.
- FIGS. 11 (a) and 11 (b) according to the method of this embodiment, it can be confirmed that the variation in the intersection passing characteristic value Vmin is reduced as compared with the method of the comparative example. It was.
- the intersection passing characteristic value Vmin constitutes the running state quantity.
- the base station side receiving unit 11 in FIG. 1 and step S201 in FIG. 4 constitute the receiving unit.
- the intersection travel information recording unit 12 in FIG. 1 and step S202 in FIG. 4 constitute an intersection travel information recording unit.
- the temporary stop intersection standard driving behavior level determination unit 13a in FIG. 1 and steps S204 and S205 in FIG. 4 constitute a standard driving behavior level determination unit.
- the standard driving action level-specific / driver characteristic determination unit 13b, the unexpected prediction sensitivity determination unit 14, and steps S206 and S207 of FIG. 4 constitute an unexpected prediction sensitivity determination unit.
- the vehicle-specific intersection passage characteristic value average VminCAve constitutes the vehicle-specific travel state average value.
- the temporary stop intersection standard driving action level determination unit 13a in FIG. 1 and step S204 in FIG. 4 constitute an average value calculation unit.
- the temporary stop intersection standard driving action level determination part 13a of FIG. 1 and step S205 of FIG. 4 comprise a standard driving action level determination execution part.
- the standard driving action level specific / driver characteristic determining unit 13b in FIG. 1 and step S206 in FIG. 4 constitute a vehicle-specific running state average value calculating unit.
- the all vehicle intersection passage characteristic value average Vth constitutes a plurality of vehicle traveling state average values.
- the unexpected prediction sensitivity determination unit 14 of FIG. 1 and step S207 of FIG. 4 constitute a plurality of traveling state average value calculation unit and an unexpected prediction sensitivity determination execution unit.
- the unexpected prediction sensitivity determination device 2 determines the standard driving action level of the driver when entering the temporarily stopped intersection for each temporarily stopped intersection based on the intersection traveling information received from the plurality of vehicles C. Subsequently, the accidental prediction sensitivity determination device 2 determines whether the determined standard driving action level of the driver is the same (for example, “high”), based on the intersection traveling information associated with the temporary stop intersection. Determine the driver's unexpected prediction sensitivity when approaching.
- the standard driving action level of the driver at the time of entering the stop intersection is changed for each intersection depending on the prospect of the intersection, the traffic volume, etc., and the driving action of the driver at the time of entering the stop intersection is Even when the minimum vehicle speed Vmin included in the intersection travel information at the time of entering the temporarily stopped intersection varies for each intersection, the variation in the minimum vehicle speed Vmin used for determining the driver's unexpected prediction sensitivity can be reduced. Thereby, the determination accuracy of the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection can be improved.
- the unexpected prediction sensitivity determination device 2 Based on the minimum vehicle speed Vmin included in the intersection traveling information received from a plurality of vehicles among the intersection traveling information recorded by the intersection traveling information recording unit 12, the unexpected prediction sensitivity determination device 2 is configured for each temporarily stopped intersection. Then, an average value (average intersection characteristic value) VminAve of the minimum vehicle speed Vmin is calculated. Subsequently, the unexpected prediction sensitivity determination device 2 determines that the standard driving action level of the driver is higher as the average value (average of intersection passing characteristic value) VminAve of the calculated minimum vehicle speed Vmin is smaller.
- the driver when the driver is reducing the minimum vehicle speed Vmin when entering the temporary stop intersection because the standard driving action level of the driver when entering the temporary stop intersection is high, the driver It can be determined that the standard driving action level is high. Thereby, the standard driving action level of the driver at the time of entering the temporary stop intersection can be determined with higher accuracy.
- the accidental prediction sensitivity determination device 2 calculates, for each vehicle C, an average value of intersection passing characteristic values Vmin (average intersection passing characteristic value for each vehicle) VminCAve. Subsequently, the unexpected prediction sensitivity determination device 2 calculates an average value of intersection passage characteristic values Vmin (average of all vehicle intersection passage characteristic values) Vth based on intersection traveling information received from a plurality of vehicles C. Subsequently, for each vehicle C, the unexpected prediction sensitivity determination device 2 makes an unexpected prediction of the driver when entering the temporarily stopped intersection based on the difference between the vehicle-specific intersection passage characteristic value average VminCAve and the all-vehicle intersection passage characteristic value average Vth. Sensitivity is judged as unexpected prediction sensitivity.
- the minimum vehicle speed Vmin when entering the temporarily stopped intersection is large, and the difference (VminCAve ⁇ Vth) between the vehicle-specific intersection passage characteristic value average VminCAve and the all-vehicle intersection passage characteristic value average Vth is large.
- the driver's unexpected prediction sensitivity is “low”.
- the minimum vehicle speed Vmin when approaching a temporarily stopped intersection is small and the difference (VminCAve ⁇ Vth) between the vehicle-specific intersection passage characteristic value average VminCAve and the all-vehicle intersection passage characteristic value average Vth is small (a negative value).
- the driver's unexpected prediction sensitivity is “high”. Thereby, it is possible to easily determine the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection.
- the unexpected prediction sensitivity determination device 2 is associated with the temporarily stopped intersection determined that the standard driving action level of the driver when entering the temporarily stopped intersection is the highest “high” in the intersection traveling information. Based on the intersection travel information, the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection is determined. According to such a configuration, the driver's unexpected sensitivity is determined when approaching a temporary stop intersection that is at the stage “high” with the highest possibility of contact with another vehicle. Thereby, the driver's unexpected prediction sensitivity can be determined at the temporary stop intersection where the driver's unexpected prediction sensitivity becomes more important.
- FIG. 12 is an explanatory diagram for explaining an intersection passage characteristic value.
- the present embodiment is different from the first embodiment in that a vehicle speed score integrated value P is adopted as an intersection passage characteristic value instead of the minimum vehicle speed Vmin.
- the vehicle speed score integrated value P is a difference between a preset vehicle speed Vs (for example, 5 [km / h]) and the actual vehicle speed V until the host vehicle C enters the temporary stop intersection, and the actual vehicle speed. It is an integrated value with the distance traveled by the host vehicle C at V.
- this embodiment becomes a structure which uses the vehicle speed score integrated value P for determination of a driver
- the present embodiment differs from the first embodiment in the processing contents of steps S102 and S103 in FIG. 3 and steps S204 to S207 in FIG.
- the controller 8 determines the time series data of the vehicle speed V when traveling at the temporarily stopped intersection (target intersection) determined that the host vehicle C is approaching in step S101, and from the host vehicle C to the target intersection. Record time-series data of distance X. Specifically, the controller 8 first starts recording time-series data of the vehicle speed V and time-series data of the distance X. The sampling time of the time series data is, for example, 10 [msec]. Subsequently, the controller 8 determines whether or not the host vehicle C has passed the target intersection.
- the controller 8 determines that the host vehicle C has passed the temporary stop intersection, the controller 8 finishes recording the time-series data of the vehicle speed V and the time-series data of the distance X. On the other hand, when the controller 8 determines that the host vehicle C has not passed the temporary stop intersection, the controller 8 executes this determination again.
- step S103 the controller 8 calculates an intersection passing characteristic value (vehicle speed score integrated value) P based on the time series data of the vehicle speed V and the time series data of the distance X recorded in step S102. Subsequently, the controller 8 generates intersection travel information including the calculated intersection passage characteristic value P, the intersection ID of the target intersection, and the vehicle ID of the host vehicle C. Specifically, based on the time-series data of the vehicle speed V and the time-series data of the distance X recorded in step S102, the controller 8 determines the vehicle speed in the section where the vehicle speed V is equal to or less than the set vehicle speed Vs according to the following equation (1). A score integrated value P is calculated. As a result, the vehicle speed score integrated value P increases as the distance traveled at a low speed below the set vehicle speed Vs increases. Therefore, the vehicle speed score integrated value P is an evaluation index representing the driver's prudent degree when approaching the temporary stop intersection.
- vehicle speed score integrated value P is an evaluation index representing the driver's prudent degree when approaching the temporary stop intersection
- the controller 8 calculates the vehicle speed score integrated value P according to the following equation (2). Is calculated. Thereby, the vehicle speed score integrated value P becomes a negative value.
- P Vs-Vmin (2)
- step S204 the temporary stop intersection standard driving behavior level determination unit 13a determines, for each temporary stop intersection, based on the intersection travel information received from the plurality of vehicles C among the intersection travel information extracted in step S203.
- the average value (intersection passing characteristic value average) PAve of the intersection passing characteristic value P is calculated.
- the temporary stop intersection standard driving action level determination unit 13a calculates the intersection passage characteristic value average PAve for all the temporary stop intersections.
- FIG. 13 is a diagram showing a relationship between the intersection passing characteristic value average and the standard driving action level of the driver.
- the temporary stop intersection standard driving action level determination unit 13a determines, based on the intersection passing characteristic value average PAve calculated in step S204, the standard driving action of the driver when entering the temporary stop intersection for each temporary stop intersection. Determine the level. Specifically, the temporary stop intersection standard driving action level determination unit 13a initializes the variable j to 0 as shown in FIG. 6 (step S401). Subsequently, the temporary stop intersection standard driving action level determination unit 13a adds 1 to the variable j (step S402).
- the temporary stop intersection standard driving action level determination unit 13a selects an intersection passage characteristic value average PAve corresponding to the temporary stop intersection having the numerical value of the variable j as the intersection ID from the calculated intersection passage characteristic value average PAve. (Step S403).
- the temporary stop intersection standard driving behavior level determination unit 13a determines the standard driving behavior level of the driver at the time of entering the temporary stop intersection with the numerical value of the variable j as the intersection ID based on the selected intersection passage characteristic value average PAve. (Step S404). Specifically, as shown in FIG. 13, the temporary stop intersection standard driving action level determination unit 13a determines that the variable j is the variable j when the selected intersection passage characteristic value average PAve is 0 [km / h ⁇ m] or less. It is determined that the standard driving action level of the driver at the time of approaching the temporary stop intersection with the numerical value of is “low”.
- the temporary stop intersection standard driving behavior level determination unit 13a It is determined that the standard driving action level of the driver at the time of approaching the temporarily stopped intersection with the numerical value of j as the intersection ID is “medium”. Further, the temporary stop intersection standard driving action level determination unit 13a determines that the temporary stop intersection with the numerical value of the variable j as the intersection ID when the selected intersection passage characteristic value average PAve is 5 [km / h ⁇ m] or more. It is determined that the standard driving action level of the driver at the time of approach is “high” (step S404).
- the temporary stop intersection standard driving action level determination unit 13a determines that the standard driving action level of the driver when entering the temporary stop intersection is higher as the intersection passing characteristic value average PAve is larger. That is, at a temporary stop intersection with poor visibility, the vehicle speed V is low (below the set vehicle speed Vs) over a relatively long distance before the intersection. Therefore, when the intersection passing characteristic value average PminAve is a large value, it is determined that the standard driving action level of the driver when entering the temporarily stopped intersection is “high”. On the other hand, at a temporary stop intersection with good visibility, the vehicle speed V is low only at a relatively short distance before the intersection.
- the temporary stop intersection standard driving action level determination unit 13a repeatedly executes the above flow (steps S402 to S404) until the variable j becomes equal to or greater than the total number of intersections (step S405). Thereby, the temporary stop intersection standard driving action level determination unit 13a determines the standard driving action level of the driver when entering the temporary stop intersection for all the temporary stop intersections.
- step S206 the standard driving action level-specific / driver characteristic determining unit 13b of the intersection driving information extracted in step S203 indicates that the standard driving action level of the driver determined in step S205 is “high”.
- the intersection travel information associated with the temporarily stopped intersection is selected.
- the standard driving action level-specific / driver characteristic determination unit 13b calculates an average value of the intersection passing characteristic value P (vehicle-specific intersection passing characteristic value average) PCAve for each vehicle C based on the selected intersection traveling information. To do.
- the standard driving action level specific / driver characteristic determining unit 13b calculates the vehicle specific intersection passing characteristic value average PCAve for all the vehicles C.
- step S207 the unexpected prediction sensitivity determination unit 16 performs the temporary intersection entry for each vehicle C based on the intersection travel information extracted in step S203 and the standard driving action level of the driver determined in step S205.
- the driver's unexpected sensitivity is determined. Specifically, as illustrated in FIG. 9, the unexpected prediction sensitivity determination unit 14 indicates that the standard driving action level of the driver determined in step S205 is “high” in the intersection traveling information extracted in step S203.
- the intersection travel information associated with a certain temporary stop intersection is selected (step S601). Subsequently, the unexpected prediction sensitivity determination unit 14 calculates the average value (average of all vehicle intersection passage characteristic values) Pth and standard deviation (threshold for accidental prediction sensitivity determination) ⁇ th included in the selected intersection travel information. (Step S602).
- the unexpected prediction sensitivity determination unit 14 pauses for each vehicle C based on the difference between the calculated all-vehicle intersection passage characteristic value average Pth and the vehicle-specific intersection passage characteristic value average PCAve calculated in step S206. Determine the driver's unexpected prediction sensitivity when approaching an intersection. Specifically, first, the unexpected prediction sensitivity determination unit 14 initializes the variable l to 0 (step S603). Subsequently, the unexpected prediction sensitivity determination unit 14 adds 1 to the variable l (step S604).
- FIG. 14 is a diagram illustrating a relationship between the average vehicle passage characteristic value and the unexpected prediction sensitivity.
- the unexpected prediction sensitivity determination unit 14 selects the vehicle-specific intersection passage characteristic value average PCAve of the vehicle having the numerical value of the variable l as the vehicle ID from the calculated vehicle-specific intersection passage characteristic value average PCAve (step S605). ).
- the unexpected prediction sensitivity determination unit 14 determines the vehicle C using the numerical value of the variable l as the vehicle ID based on the subtraction result obtained by subtracting the average crossing vehicle characteristic value Vth from the selected crossing characteristic value PCAve for each vehicle.
- operator's temporary stop intersection approach is determined (step S606). Specifically, as shown in FIG.
- the unexpected prediction sensitivity determination unit 14 when the subtraction result is greater than or equal to the unexpected prediction sensitivity determination threshold ⁇ th, the vehicle C uses the numerical value of the variable l as the vehicle ID. It is determined that the unexpected prediction sensitivity when the driver enters the temporary stop intersection is “high”. On the other hand, if the subtraction result is less than the unexpected prediction sensitivity determination threshold ⁇ th and greater than or equal to the sign reversal threshold ( ⁇ th), the accidental prediction sensitivity determination unit 14 determines the vehicle C having the numerical value of the variable l as the vehicle ID. It is determined that the unexpected prediction sensitivity when the driver enters the temporary stop intersection is “medium”.
- the sign inversion threshold ( ⁇ th) is a numerical value obtained by multiplying the unexpected prediction sensitivity determination threshold ⁇ th by “ ⁇ 1”.
- the unexpected prediction sensitivity determination unit 14 is inadvertent when the driver of the vehicle C who uses the value of the variable l as the vehicle ID enters the temporary stop intersection. It is determined that the prediction sensitivity is “low” (step S606). Accordingly, the unexpected prediction sensitivity determination unit 14 determines that the driver's unexpected prediction sensitivity when entering the temporary stop intersection is higher as the subtraction result (PCAve ⁇ Pth) is larger.
- a vehicle with a small average value of the vehicle speed score integrated value P has a short distance to travel at a low speed, and therefore, the possibility of approaching another vehicle or a pedestrian when entering the temporary stop intersection increases. Therefore, when the subtraction result (PCAve ⁇ Pth) is a small value, it is determined that the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection is “low”.
- a vehicle with a large average value of the vehicle speed score integrated value P has a long traveling distance at a low speed, so that the possibility of approaching other vehicles and pedestrians when entering a temporarily stopped intersection is low.
- the unexpected prediction sensitivity determination unit 14 repeatedly executes the above flow (steps S604 to S606) until the variable l becomes equal to or greater than the total number of vehicles (step S607). Thereby, the unexpected prediction sensitivity determination part 14 determines the driver's unexpected prediction sensitivity at the time of the temporary stop approach approach with respect to all the vehicles C.
- the temporary stop intersection standard driving action level determination unit 13a in FIG. 1 and step S204 in FIG. 4 constitute an average value calculation unit.
- the temporary stop intersection standard driving behavior level determination unit 13a in FIG. 1 and step S205 in FIG. 4 constitute a standard driving behavior level determination execution unit.
- the standard driving action level-specific / driver characteristic determination unit 13b of FIG. 1 and step S206 of FIG. 4 constitute a vehicle-specific traveling state average value calculation unit.
- the all vehicle intersection passage characteristic value average Pth constitutes a plurality of vehicle traveling state average values.
- the unexpected prediction sensitivity determination unit 14 of FIG. 1 and step S207 of FIG. 4 constitute a plurality of traveling state average value calculation unit and an unexpected prediction sensitivity determination execution unit.
- the unexpected prediction sensitivity determination device 2 temporarily stops based on the vehicle speed score integrated value P included in the intersection traveling information received from a plurality of vehicles among the intersection traveling information recorded by the intersection traveling information recording unit 12. For each intersection, an average value of vehicle speed score integrated value P (vehicle speed score integrated value average value) PAve is calculated.
- the accidental prediction sensitivity determination device 2 determines that the standard driving action level of the driver is higher as the average value of the calculated vehicle speed score integrated value P (vehicle speed score integrated value average value) PAve is higher.
- the standard driving action level of the driver when entering the stop intersection is high, the distance that the driver travels at a low speed equal to or lower than the set vehicle speed Vs increases, and the vehicle speed score integrated value P It can be determined that the standard driving action level of the driver is high. Thereby, the standard driving action level of the driver can be determined with higher accuracy.
- symbol is used about the same structure as said each embodiment.
- the minimum vehicle speed Vmin is adopted as the intersection passing characteristic value
- a statistic indicating the degree of variation in the intersection passing characteristic value (minimum vehicle speed) Vmin is used for the determination of the standard driving action level and the unexpected prediction sensitivity of the driver.
- the point of use is different from the first and second embodiments.
- standard deviation is adopted as a statistic indicating the degree of variation.
- FIG. 15 is a flowchart showing an unexpected prediction sensitivity determination process.
- FIG. 16 is a flowchart showing details of the process executed in step S205. Specifically, in this embodiment, steps S701 to S704 in FIG. 15 are used instead of steps S204 to S207 in FIG. 4 of the first embodiment, and step S801 in FIG. 16 is used instead of steps S403 and S404 in FIG. , S802 is used.
- step S701 the temporary stop intersection standard driving behavior level determination unit 13a determines the intersection for each temporary stop intersection based on the intersection travel information received from the plurality of vehicles C among the intersection travel information extracted in step S203.
- a standard deviation of the pass characteristic value (hereinafter also referred to as an intersection pass characteristic value standard deviation) V ⁇ is calculated.
- the temporary stop intersection standard driving behavior level determination unit 13a calculates the intersection passage characteristic value standard deviation V ⁇ for all the temporary stop intersections.
- FIG. 17 is a diagram showing the relationship between the intersection passing characteristic value standard deviation and the standard driving action level of the driver.
- the temporary stop intersection standard driving behavior level determination unit 13a performs standard driving of the driver when entering the temporary stop intersection for each temporary stop intersection based on the intersection passing characteristic value standard deviation V ⁇ calculated in step S701. Determine the action level. Specifically, the temporary stop intersection standard driving action level determination unit 13a initializes the variable j to 0 as shown in FIG. 16 (step S401). Subsequently, the temporary stop intersection standard driving action level determination unit 13a adds 1 to the variable j (step S402).
- the temporary stop intersection standard driving behavior level determination unit 13a calculates the intersection passage characteristic value standard deviation V ⁇ corresponding to the temporary stop intersection with the value of the variable j as the intersection ID from the calculated intersection passage characteristic value standard deviation V ⁇ . Is selected (step S801). Subsequently, the temporary stop intersection standard driving behavior level determination unit 13a determines the standard driving behavior level of the driver at the time of entering the temporary stop intersection with the numerical value of the variable j as the intersection ID based on the selected intersection passing characteristic value standard deviation V ⁇ . To do. Specifically, the temporary stop intersection standard driving behavior level determination unit 13a, as shown in FIG.
- the temporary stop intersection standard driving behavior level determination unit 13a determines that the selected intersection passing characteristic value standard deviation V ⁇ is not less than V1 [km / h] and less than V2 (> V1) [km / h]. It is determined that the standard driving action level of the driver at the time of entering the temporary stop intersection with the numerical value of the variable j as the intersection ID is “medium”.
- the temporary stop intersection standard driving action level determination unit 13a when the selected intersection passage characteristic value standard deviation V ⁇ is equal to or greater than V2 [km / h], enters the temporary stop intersection with the numerical value of the variable j as the intersection ID. It is determined that the standard driving action level of the driver at the time is “high” (step S802). That is, at the intersection where the road condition changes frequently, the variation in the minimum vehicle speed Vmin becomes a large value. Therefore, when the intersection passing characteristic value standard deviation Vmin ⁇ is a large value, it is determined that the standard driving action level of the driver when entering the temporarily stopped intersection is “high”. On the other hand, at the intersection where the road condition does not change frequently, the variation in the minimum vehicle speed Vmin becomes a small value.
- the temporary stop intersection standard driving action level determination unit 13a repeatedly executes the above-described flow (steps S402, S801, and S802) until the variable j becomes equal to or greater than the total number of intersections (step S405). Thereby, the temporary stop intersection standard driving action level determination unit 13a determines the standard driving action level of the driver for all the temporary stop intersections.
- step S703 the standard driving action level specific / driver characteristic determining unit 13b of the intersection driving information extracted in step S203 indicates that the standard driving action level of the driver determined in step S702 is “high”.
- the intersection travel information associated with the temporarily stopped intersection is selected.
- the standard driving action level-specific / driver characteristic determination unit 13b determines, for each vehicle C, the standard deviation of the intersection passing characteristic value Vmin (hereinafter, the vehicle-specific intersection passing characteristic value standard deviation) based on the selected intersection traveling information. VminC ⁇ is calculated. Accordingly, the standard driving action level specific / driver characteristic determining unit 13b calculates the vehicle specific intersection passing characteristic value standard deviation VminC ⁇ for all the vehicles C.
- step S704 the accidental prediction sensitivity determination unit 16 determines the temporary stop intersection for each vehicle C based on the road section travel information extracted in step S203 and the standard driving action level of the driver determined in step S702. Determine the driver's unexpected sensitivity. Specifically, as illustrated in FIG. 9, the unexpected prediction sensitivity determination unit 14 indicates that the standard driving action level of the driver determined in step S702 is “high” in the intersection traveling information extracted in step S203. The intersection travel information associated with a certain temporary stop intersection is selected (step S601).
- the unexpected prediction sensitivity determination unit 14 determines the standard deviation of the intersection passing characteristic value Vmin included in the selected intersection travel information (hereinafter also referred to as the all vehicle intersection passing characteristic value standard deviation) Vth and the unexpected prediction sensitivity determination threshold ⁇ th ( For example, 0.2 ⁇ Vth) is calculated (step S602). Subsequently, the unexpected prediction sensitivity determination unit 14 determines, for each vehicle C, based on the difference between the calculated all vehicle intersection passage characteristic value standard deviation Vth and the vehicle-specific intersection passage characteristic value standard deviation VminC ⁇ calculated in step S703. The driver's unexpected sensitivity when entering a temporary stop intersection is determined. Specifically, the unexpected prediction sensitivity determination unit 14 first initializes the variable l to 0 (step S603). Subsequently, the unexpected prediction sensitivity determination unit 14 adds 1 to the variable l (step S604).
- FIG. 18 is a diagram showing the relationship between the vehicle-specific intersection passing characteristic value standard deviation and the unexpected prediction sensitivity.
- the unexpected prediction sensitivity determination unit 14 selects a vehicle-specific intersection passage characteristic value standard deviation VminC ⁇ of the vehicle having the numerical value of the variable l as a vehicle ID from the calculated vehicle-specific intersection passage characteristic value standard deviation VminC ⁇ ( Step S605).
- the accidental prediction sensitivity determination unit 14 uses the value of the variable l as the vehicle ID based on the subtraction result obtained by subtracting the all vehicle intersection passage characteristic value standard deviation Vth from the selected vehicle intersection passage characteristic value standard deviation VminC ⁇ .
- the unexpected sensitivity at the time when the driver of C enters the temporary stop intersection is determined (step S606).
- the unexpected prediction sensitivity determination unit 14 when the subtraction result is greater than or equal to the unexpected prediction sensitivity determination threshold ⁇ th, It is determined that the unexpected prediction sensitivity when the driver enters the temporary stop intersection is “low”. On the other hand, if the subtraction result is less than the unexpected prediction sensitivity determination threshold ⁇ th and greater than or equal to the sign reversal threshold ( ⁇ th), the accidental prediction sensitivity determination unit 14 determines the vehicle C having the numerical value of the variable l as the vehicle ID. It is determined that the unexpected prediction sensitivity when the driver enters the temporary stop intersection is “medium”.
- the sign inversion threshold ( ⁇ th) is a numerical value obtained by multiplying the unexpected prediction sensitivity determination threshold ⁇ th by “ ⁇ 1”.
- the unexpected prediction sensitivity determination unit 14 determines that the driver's unexpected prediction sensitivity when entering the temporary stop intersection is higher as the subtraction result (VminC ⁇ Vth) is smaller. That is, it can be determined that a vehicle having a large variation in the minimum vehicle speed Vmin when entering the temporarily stopped intersection has a low skill of the driver.
- the unexpected prediction sensitivity determination unit 14 repeatedly executes the above flow (steps S604 to S606) until the variable l becomes equal to or greater than the total number of vehicles (step S607). Thereby, the unexpected prediction sensitivity determination part 14 determines the driver's unexpected prediction sensitivity at the time of the temporary stop approach approach with respect to all the vehicles C.
- the vehicle-specific intersection passing characteristic value standard deviation VminC ⁇ constitutes the vehicle-specific statistics.
- the standard driving action level / driver characteristic determination unit 13b in FIG. 1 and step S703 in FIG. 15 constitute a vehicle-specific statistic calculation unit.
- the all vehicle intersection passage characteristic value standard deviation Vth constitutes a plurality of vehicle statistics.
- the unexpected prediction sensitivity determination unit 14 in FIG. 1 and step S704 in FIG. 15 constitute a plurality of statistical quantity calculation unit and an unexpected prediction sensitivity determination execution unit.
- the unexpected prediction sensitivity determination device 2 calculates, for each vehicle C, the standard deviation (inter-vehicle intersection characteristic value standard deviation) VminC ⁇ of the intersection characteristic value Vmin. Further, the unexpected prediction sensitivity determination device 2 calculates the standard deviation (all vehicle intersection passage characteristic value standard deviation) Vth of the intersection passage characteristic value Vmin based on the intersection traveling information received from the plurality of vehicles C.
- the unexpected prediction sensitivity determination device 2 unexpectedly determines the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection based on the difference between the vehicle-specific intersection passage characteristic value standard deviation VminC ⁇ and the all-vehicle intersection passage characteristic value standard deviation Vth. Judged as the prediction sensitivity.
- the variation in the minimum vehicle speed Vmin when entering the temporarily stopped intersection is large, and the difference between the vehicle-specific intersection passage characteristic value standard deviation VminC ⁇ and the all-vehicle intersection passage characteristic value standard deviation Vth (VminC ⁇ Vth). ) Is large, it can be determined that the driver's unexpected prediction sensitivity is “low”. Also, the variation in the minimum vehicle speed Vmin when approaching a temporarily stopped intersection is small, and the difference (VminC ⁇ -Vth) between the vehicle-specific intersection passage characteristic value standard deviation VminC ⁇ and the all-vehicle intersection passage characteristic value standard deviation Vth is small (negative value) In some cases, it can be determined that the driver's unexpected prediction sensitivity is “high”. Thereby, it is possible to easily determine the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection.
- the vehicle speed score integrated value P is adopted as the intersection passage characteristic value
- the degree of variation of the intersection pass characteristic value (vehicle speed score integrated value) P is used for the determination of the standard driving action level and the unexpected prediction sensitivity of the driver.
- the point which uses the statistic to represent differs from 3rd Embodiment.
- standard deviation is adopted as a statistic indicating the degree of variation.
- this embodiment differs from the third embodiment in the processing contents of steps S701 to S704 in FIG. 15 and steps S801 and S802 in FIG.
- the temporary stop intersection standard driving behavior level determination unit 13a determines the intersection for each temporary stop intersection based on the intersection travel information received from the plurality of vehicles C among the intersection travel information extracted in step S203. A standard deviation of passing characteristic values (intersection passing characteristic value standard deviation) P ⁇ is calculated. Thereby, the temporary stop intersection standard driving action level determination unit 13a calculates the intersection passage characteristic value standard deviation P ⁇ for all the temporary stop intersections.
- FIG. 19 is a diagram showing the relationship between the intersection passing characteristic value standard deviation and the standard driving action level of the driver.
- the temporary stop intersection standard driving behavior level determination unit 13a performs standard driving of the driver when entering the temporary stop intersection for each temporary stop intersection based on the intersection passing characteristic value standard deviation P ⁇ calculated in step S701. Determine the action level. Specifically, the temporary stop intersection standard driving action level determination unit 13a initializes the variable j to 0 as shown in FIG. 16 (step S401). Subsequently, the temporary stop intersection standard driving action level determination unit 13a adds 1 to the variable j (step S402).
- the temporary stop intersection standard driving behavior level determination unit 13a determines the intersection passage characteristic value standard deviation P ⁇ corresponding to the temporary stop intersection with the value of the variable j as the intersection ID from the calculated intersection passage characteristic value standard deviation P ⁇ . Is selected (step S801). Subsequently, the temporary stop intersection standard driving behavior level determination unit 13a determines the standard driving behavior level of the driver at the time of entering the temporary stop intersection with the numerical value of the variable j as the intersection ID based on the selected intersection passing characteristic value standard deviation V ⁇ . To do. Specifically, as shown in FIG.
- the temporary stop intersection standard driving action level determination unit 13a has a selected intersection passing characteristic value standard deviation P ⁇ of 0 [km / h ⁇ m] or more and P1 [km / h]. If it is less than m], it is determined that the standard driving action level of the driver at the time of entering the temporary stop intersection with the numerical value of the variable j as the intersection ID is “high” On the other hand, the temporary intersection standard driving action level determination unit 13a determines that the selected intersection passing characteristic value standard deviation P ⁇ is not less than P1 [km / h ⁇ m] and less than P2 (> P1) [km / h ⁇ m].
- the temporary stop intersection standard driving behavior level determination unit 13a temporarily stops using the numerical value of the variable j as the intersection ID when the selected intersection passage characteristic value standard deviation P ⁇ is equal to or greater than P2 [km / h ⁇ m]. It is determined that the standard driving action level of the driver when entering the intersection is “low” (step S802). Accordingly, the temporary stop intersection standard driving behavior level determination unit 13a determines that the standard driving behavior level of the driver when entering the temporary stop intersection is higher as the intersection passing characteristic value standard deviation P ⁇ is larger.
- the variation in the vehicle speed score integrated value P becomes a large value. Therefore, when the intersection passing characteristic value standard deviation P ⁇ is a large value, it is determined that the standard driving action level of the driver when entering the temporarily stopped intersection is “high”. On the other hand, at intersections where the road conditions do not change frequently, the variation in the vehicle speed score integrated value P becomes a small value. Therefore, when the intersection passing characteristic value standard deviation P ⁇ is a small value, it is determined that the standard driving action level of the driver when entering the temporarily stopped intersection is “low”.
- the temporary stop intersection standard driving action level determination unit 13a repeatedly executes the above-described flow (steps S402, S801, and S802) until the variable j becomes equal to or greater than the total number of intersections (step S405). Thereby, the temporary stop intersection standard driving action level determination unit 13a determines the standard driving action level of the driver when entering the temporary stop intersection for all the temporary stop intersections.
- step S703 the standard driving action level specific / driver characteristic determining unit 13b of the intersection driving information extracted in step S203 indicates that the standard driving action level of the driver determined in step S702 is “high”.
- the intersection travel information associated with the temporarily stopped intersection is selected.
- the standard driving action level-specific / driver characteristic determination unit 13b determines, for each vehicle C, the standard deviation of the intersection passage characteristic value P (vehicle-specific intersection passage characteristic value standard deviation) PC ⁇ for each vehicle C. calculate. Thereby, the standard driving action level specific / driver characteristic determining unit 13b calculates the vehicle specific intersection passing characteristic value standard deviation PC ⁇ for all temporarily stopped intersections.
- step S704 the accidental prediction sensitivity determination unit 16 performs the temporary stop intersection entry for each vehicle C based on the intersection travel information extracted in step S203 and the standard driving action level of the driver determined in step S702.
- the driver's unexpected sensitivity is determined. Specifically, as illustrated in FIG. 9, the unexpected prediction sensitivity determination unit 14 indicates that the standard driving action level of the driver determined in step S702 is “high” in the intersection traveling information extracted in step S203.
- the intersection travel information associated with a certain temporary stop intersection is selected (step S601).
- the unexpected prediction sensitivity determination unit 14 determines the standard deviation (all vehicle intersection passage characteristic value standard deviation) Pth of the intersection passing characteristic value P included in the selected intersection traveling information and the unexpected prediction sensitivity determination threshold ⁇ th (for example, 0.2 ⁇ Pth) is calculated (step S602). Subsequently, the unexpected prediction sensitivity determination unit 14 determines, for each vehicle C, based on the difference between the calculated all-vehicle intersection passage characteristic value standard deviation Pth and the vehicle-specific intersection passage characteristic value standard deviation PC ⁇ calculated in step S206. The driver's unexpected sensitivity when entering a temporary stop intersection is determined. Specifically, the unexpected prediction sensitivity determination unit 14 first initializes the variable l to 0 (step S603). Subsequently, the unexpected prediction sensitivity determination unit 14 adds 1 to the variable l (step S604).
- FIG. 20 is a diagram showing the relationship between the vehicle-specific intersection passing characteristic value standard deviation and the unexpected prediction sensitivity.
- the unexpected prediction sensitivity determination unit 14 selects a vehicle-specific intersection passage characteristic value standard deviation PC ⁇ having the value of the variable l as a vehicle ID from the calculated vehicle-specific intersection passage characteristic value standard deviation PC ⁇ (Ste S605).
- the accidental prediction sensitivity determination unit 14 uses the subtraction result obtained by subtracting the all vehicle intersection passage characteristic value standard deviation Pth from the selected vehicle intersection passage characteristic value standard deviation PC ⁇ as the vehicle ID.
- the unexpected sensitivity at the time when the driver of C enters the temporary stop intersection is determined (step S606). Specifically, as shown in FIG.
- the unexpected prediction sensitivity determination unit 14 when the subtraction result is equal to or greater than the unexpected prediction sensitivity determination threshold ⁇ th, It is determined that the unexpected prediction sensitivity when the driver enters the temporary stop intersection is “low”. On the other hand, if the subtraction result is less than the unexpected prediction sensitivity determination threshold ⁇ th and greater than or equal to the sign reversal threshold ( ⁇ th), the accidental prediction sensitivity determination unit 14 determines the vehicle C having the numerical value of the variable l as the vehicle ID. It is determined that the unexpected prediction sensitivity when the driver enters the temporary stop intersection is “medium”.
- the sign inversion threshold ( ⁇ th) is a numerical value obtained by multiplying the unexpected prediction sensitivity determination threshold ⁇ th by “ ⁇ 1”.
- the unexpected prediction sensitivity determination unit 14 is inadvertent when the driver of the vehicle C who uses the value of the variable l as the vehicle ID enters the temporary stop intersection. It is determined that the prediction sensitivity is “high” (step S606). Accordingly, the unexpected prediction sensitivity determination unit 14 determines that the driver's unexpected prediction sensitivity when entering the temporary stop intersection is higher as the subtraction result (PC ⁇ Pth) is smaller. That is, it can be determined that a vehicle having a large variation in the vehicle speed score integrated value P has a low skill of the driver.
- the unexpected prediction sensitivity determination unit 14 repeatedly executes the above flow (steps S604 to S606) until the variable l becomes equal to or greater than the total number of vehicles (step S607). Thereby, the unexpected prediction sensitivity determination part 14 determines the driver's unexpected prediction sensitivity at the time of the temporary stop approach approach with respect to all the vehicles C.
- the vehicle-specific intersection passage characteristic value standard deviation PC ⁇ constitutes the vehicle-specific statistics.
- the standard driving action level-specific / driver characteristic determination unit 13b in FIG. 1 and step S703 in FIG. 15 constitute a vehicle-specific statistic calculation unit.
- the all vehicle intersection passage characteristic value standard deviation Pth constitutes a plurality of vehicle statistics.
- the unexpected prediction sensitivity determination unit 14 in FIG. 1 and step S704 in FIG. 15 constitute a plurality of statistical quantity calculation unit and an unexpected prediction sensitivity determination execution unit.
- the accidental prediction sensitivity determination device 2 calculates, for each vehicle C, the standard deviation of the intersection passage characteristic value P (vehicle-specific intersection passage characteristic value standard deviation) PC ⁇ . In addition, the unexpected prediction sensitivity determination device 2 calculates the standard deviation of the intersection passage characteristic value P (all vehicle intersection passage characteristic value standard deviation) Pth based on the intersection traveling information received from the plurality of vehicles C. Subsequently, the unexpected prediction sensitivity determination device 2 unexpectedly determines the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection based on the difference between the vehicle-specific intersection passing characteristic value standard deviation PC ⁇ and the all-vehicle intersection passing characteristic value standard deviation Pth. Judged as the prediction sensitivity.
- the vehicle speed score integrated value P varies greatly when approaching a temporarily stopped intersection, and the difference between the vehicle-specific intersection passage characteristic value standard deviation PC ⁇ and the all-vehicle intersection passage characteristic value standard deviation Pth (PC ⁇ When -Pth) is large, it can be determined that the driver's unexpected prediction sensitivity is “low”. Further, when the vehicle speed rating integrated value P at the time of entering the temporarily stopped intersection is small, the difference (PC ⁇ Pth) between the vehicle-specific intersection passing characteristic value standard deviation PC ⁇ and the all-vehicle intersection passing characteristic value standard deviation Pth is small (negative) If it is a value), it can be determined that the driver's unexpected prediction sensitivity is “high”. Thereby, it is possible to easily determine the driver's unexpected prediction sensitivity when entering the temporarily stopped intersection.
- Base station side receiver 12 intersection travel information recording unit (intersection travel information recording unit) 13a Temporary stop intersection standard driving behavior level determination unit (standard driving behavior level determination unit, average value calculation unit, standard driving behavior level determination execution unit) 13b Standard driving action level / driver characteristic determination unit (abrupt prediction sensitivity determination unit, vehicle-specific running state average value calculation unit, vehicle-specific statistic calculation unit) 14 Accidental prediction sensitivity determination unit (Accidental prediction sensitivity determination unit, Multiple vehicle running state average value calculation unit, Accidental prediction sensitivity determination execution unit, Multiple vehicle statistic calculation unit) Step S201 (receiving unit) Step S202 (intersection travel information recording unit) Step S204 (standard driving action level determination unit, average value calculation unit) Step S205 (standard driving action level determination unit, standard driving action level determination execution unit) Step S206 (inadvertent prediction sensitivity determination unit, vehicle-specific travel state average value calculation unit) Step S207 (Accidental prediction sensitivity determination unit, Multiple vehicle running state average value calculation unit, Accidental prediction sensitivity determination execution unit) Step S70
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Abstract
Description
この従来技術では、車両が、車速情報を収集する。続いて、車両が、収集した車速情報を基地局に送信する。続いて、基地局が、受信した車速情報を記録する。続いて、基地局が、記録したすべての車速情報に基づき、運転者の不慮予測感度を判定する。不慮予測感度としては、例えば、自車両が他車両等の障害物と接近する不慮の状況(自車線と交差する車線を走行する他車両と接近することに伴うもの等)を予測する度合いの指標がある。
本発明は、上記のような点に着目し、一時停止交差点進入時の運転者の不慮予測感度の判定精度を向上可能とすることを目的とする。
本実施形態は、本発明を、不慮予測感度判定システムSに適用したものである。
(構成)
図1は、不慮予測感度判定システムSの概略構成を示す図である。
図1に示すように、不慮予測感度判定システムSは、複数台の車両Cが搭載する車載装置1、および基地局Bが有する不慮予測感度判定装置2を備える。車載装置1と不慮予測感度判定装置2とは、通信路3を介して情報の送受信を行う。
車載装置1は、車速検出部4、車両位置検出部5、地図データベース6、車両側受信部7、コントローラ8、報知部9、および車両側送信部10を備える。
車速検出部4は、自車両Cの現在の車速Vを検出する。そして、車速検出部4は、検出した現在の車速Vを表す情報をコントローラ8に出力する。車速検出部4としては、例えば、自車両Cの車輪の回転数等を基に車速を検出する車速センサを採用する。
車両位置検出部5は、自車両Cの現在の位置を検出する。そして、車両位置検出部5は、検出した現在の位置を表す情報をコントローラ8に出力する。車両位置検出部5としては、例えば、GPS(Global Positioning System)受信機を採用する。
車両側受信部7は、不慮予測感度判定装置2が送信する情報を、通信路3を介して受信する。そして、車両側受信部7は、受信した情報をコントローラ8に出力する。
コントローラ8は、車速検出部4、車両位置検出部5が出力した情報と地図データベース6が記録している地図情報とに基づき、交差点走行情報送信処理を実行する。交差点走行情報送信処理では、コントローラ8は、自車両Cが一時停止交差点を走行するたびに、交差点走行情報を生成する。交差点走行情報とは、一時停止交差点進入時の交差点通過特性値、当該交差点通過特性値を取得した交差点の交差点ID、および自車両Cの車両IDを含むデータである。交差点IDとは、一時停止交差点毎に設定したユニークな情報であり、一時停止交差点を一意に特定可能とする。交差点IDとしては、例えば、1~n(nは地図データが登録している一時停止交差点の交差点総数)の数値を採用できる。車両IDとは、車載装置1を搭載した車両C毎に設定したユニークな情報であり、車両Cを一意に特定可能とする。車両IDとしては、例えば、1~m(mは車載装置1を搭載している車両Cの車両総数)の数値を採用できる。これにより、交差点走行情報には、交差点、および車両Cが対応付けられている。交差点通過特性値とは、一時停止交差点進入時の車両の走行状態を表す走行状態量であり、後述する一時停止交差点進入時の運転者の標準運転行動レベル、および運転者の不慮予測感度を表す指標値である。本実施形態では、交差点通過特性値として、図2に示すように、一時停止交差点進入時の車速Vの最小値(以下、最低車速Vminとも呼ぶ)を採用する。そして、コントローラ8は、生成した交差点走行情報を車両側送信部10を介して不慮予測感度判定装置2に送信する。
報知部9は、コントローラ8が出力した報知指令に基づき、車両Cの運転者の不慮予測感度の判定結果を報知する。報知部9としては、例えば、モニタやスピーカを採用する。
車両側送信部10は、コントローラ8が生成した交差点走行情報を、通信路3を介して不慮予測感度判定装置2に送信する。
不慮予測感度判定装置2は、基地局側受信部11、交差点走行情報記録部12、一時停止交差点運転者特性判定部13、不慮予測感度判定部14、および基地局側送信部15を備える。
基地局側受信部11は、車両側送信部10が送信する交差点走行情報を通信路3を介して受信する。そして、車両側受信部7は、受信した交差点走行情報を交差点走行情報記録部12に出力する。
交差点走行情報記録部12は、基地局側受信部11が受信した交差点走行情報に基づき、複数台の車両Cの交差点走行情報を記録する。交差点走行情報記録部12としては、例えば、HDD(Hard Disc Drive)やRAM(Random Access Memory)を採用する。
一時停止交差点標準運転行動レベル判定部13aは、交差点走行情報記録部12が記録している交差点走行情報のうち、複数台の車両Cから受信した交差点走行情報に基づき、一時停止交差点毎に、交差点通過特性値Vminの平均値(以下、交差点通過特性値平均とも呼ぶ)VminAveを算出する。複数台の車両Cから受信した交差点走行情報としては、例えば、対象とする一時停止交差点に進入したすべての車両Cから受信した交差点走行情報を採用する。続いて、一時停止交差点標準運転行動レベル判定部13aは、算出した交差点通過特性値平均VminAveに基づき、一時停止交差点毎に、一時停止交差点進入時の運転者の標準運転行動レベルを判定する。一時停止交差点進入時の運転者の標準運転行動レベルとしては、例えば、一時停止交差点進入時における、標準的な運転者の運転行動のレベルの指標がある。本実施形態では、運転者の標準運転行動レベルが、予め設定した複数段階のうちのいずれの段階にあるかを判定する。予め設定した複数段階としては、例えば、「高」「中」「低」の3段階を採用する。
基地局側送信部15は、不慮予測感度判定部14が判定した運転者の不慮予測感度を、通信路3を介して、複数台の車両Cが備える車両側受信部7へ送信する。
次に、コントローラ8が実行する交差点走行情報送信処理について説明する。
図3は、交差点走行情報送信処理を表すフローチャートである。
図3に示すように、ステップS101では、コントローラ8は、車両位置検出部5が検出した自車両Cの現在位置、および地図データベース6が記録している地図データに基づき、自車両Cが一時停止交差点に接近したか否かを判定する。具体的には、コントローラ8は、自車両Cが一時停止交差点の予め設定した設定範囲内(例えば、一時停止交差点の中心部から半径30mの範囲内)に入った否かを判定する。そして、コントローラ8は、自車両Cが一時停止交差点の設定範囲内に入ったと判定した場合には(Yes)、自車両Cが一時停止交差点に接近したと判定し、ステップS102に移行する。一方、コントローラ8は、自車両Cが一時停止交差点の設定範囲外にいると判定した場合には(No)自車両Cが一時停止交差点に接近していないと判定し、この判定を再度実行する。
続いて、コントローラ8は、算出した交差点通過特性値Vminと、対象交差点の交差点IDと、自車両Cの車両IDとを含む交差点走行情報を生成する。
続いてステップS104に移行して、コントローラ8は、前記ステップS103で生成した交差点走行情報を車両側送信部10を介して基地局Bに送信する。
図4は、不慮予測感度判定処理を表すフローチャートである。
図4に示すように、ステップS201では、基地局側受信部11は、車載装置1が送信した交差点走行情報(交差点通過特性値と、対象一時停止交差点の交差点IDと、車両Cの車両IDとを含むデータ)を受信する。
続いてステップS203に移行して、一時停止交差点標準運転行動レベル判定部13aは、交差点走行情報記録部12が記録している交差点走行情報のうちから、予め設定した設定期間(例えば、現在から30日前までの期間)に記録した交差点走行情報を抽出する。
続いてステップS204に移行して、一時停止交差点標準運転行動レベル判定部13aは、前記ステップS203で抽出した交差点走行情報のうち、複数台の車両C(つまり、すべての車両)から受信した交差点走行情報に基づき、一時停止交差点毎に、交差点通過特性値Vminの平均値(交差点通過特性値平均)VminAveを算出する。具体的には、一時停止交差点標準運転行動レベル判定部13aは、図5に示すように、まず、変数iを初期化して0とする(ステップS301)。続いて、一時停止交差点標準運転行動レベル判定部13aは、変数iに1を加算する(ステップS302)。続いて、一時停止交差点標準運転行動レベル判定部13aは、抽出した交差点走行情報のうちから、変数iの数値と同一の交差点IDを含む交差点走行情報を選択する(ステップS303)。続いて、一時停止交差点標準運転行動レベル判定部13aは、選択した交差点走行情報が含む交差点通過特性値Vminの平均値(交差点通過特性値平均)VminAveを、変数iの数値を交差点IDとする一時停止交差点の交差点通過特性値の平均値とする(ステップS304)。そして、一時停止交差点標準運転行動レベル判定部13aは、変数iが交差点総数以上となるまで、上記フロー(ステップS302~S304)を繰り返し実行する(ステップS305)。これにより、一時停止交差点標準運転行動レベル判定部13aは、すべての一時停止交差点に対し、交差点通過特性値平均VminAveを算出する。
続いてステップS205に移行して、一時停止交差点標準運転行動レベル判定部13aは、前記ステップS204で算出した交差点通過特性値平均VminAveに基づき、一時停止交差点毎に、一時停止交差点進入時の運転者の標準運転行動レベルを判定する。具体的には、一時停止交差点標準運転行動レベル判定部13aは、図6に示すように、変数jを初期化して0とする(ステップS401)。続いて、一時停止交差点標準運転行動レベル判定部13aは、変数jに1を加算する(ステップS402)。続いて、一時停止交差点標準運転行動レベル判定部13aは、算出した交差点通過特性値平均VminAveのうちから、変数jの数値を交差点IDとする一時停止交差点に対応する交差点通過特性値平均VminAveを選択する(ステップS403)。続いて、一時停止交差点標準運転行動レベル判定部13aは、選択した交差点通過特性値平均VminAveに基づき、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルを判定する。具体的には、一時停止交差点標準運転行動レベル判定部13aは、図7に示すように、選択した交差点通過特性値平均VminAveが0[km/h]以上で且つ5[km/h]未満である場合には、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルが「高」であると判定する。一方、一時停止交差点標準運転行動レベル判定部13aは、選択した交差点通過特性値平均VminAveが5[km/h]以上で且つ10[km/h]未満である場合には、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルが「中」であると判定する。また、一時停止交差点標準運転行動レベル判定部13aは、選択した交差点通過特性値平均VminAveが10[km/h]以上である場合には、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルが「低」であると判定する(ステップS404)。これにより、一時停止交差点標準運転行動レベル判定部13aは、交差点通過特性値平均VminAveが小さいほど一時停止交差点進入時の運転者の標準運転行動レベルが高いと判定する。すなわち、見通しが悪い一時停止交差点では、交差点進入時の車速Vが比較的小さな値となる。それゆえ、交差点通過特性値平均VminAveが小さな値である場合に、一時停止交差点進入時の運転者の標準運転行動レベルが「高」であると判定する。一方、見通しが良い一時停止交差点では、交差点進入時の車速Vが比較的大きな値となる。それゆえ、交差点通過特性値平均VminAveが小さな値である場合に、一時停止交差点進入時の運転者の標準運転行動レベルが「低」であると判定する。そして、一時停止交差点標準運転行動レベル判定部13aは、変数jが交差点総数以上となるまで、上記フロー(ステップS402~S404)を繰り返し実行する(ステップS405)。これにより、一時停止交差点標準運転行動レベル判定部13aは、すべての一時停止交差点に対し、一時停止交差点進入時の運転者の標準運転行動レベルを判定する。
続いてステップS206に移行して、標準運転行動レベル別・運転者特性判定部13bは、図8に示すように、前記ステップS203で抽出した交差点走行情報のうち、前記ステップS205で判定した運転者の標準運転行動レベルが「高」である一時停止交差点に対応づけられている交差点走行情報を選択する(ステップS501)。続いて、標準運転行動レベル別・運転者特性判定部13bは、選択した交差点走行情報に基づき、車両C毎に、交差点通過特性値Vminの平均値(車両別交差点通過特性値平均)VminCAveを算出する。具体的には、標準運転行動レベル別・運転者特性判定部13bは、変数kを初期化して0とする(ステップS502)。続いて、標準運転行動レベル別・運転者特性判定部13bは、変数kに1を加算する(ステップS503)。続いて、標準運転行動レベル別・運転者特性判定部13bは、前記ステップS501で選択した交差点走行情報のうちから、変数kと同じ数値の車両IDが対応づけられている交差点走行情報を選択する(ステップS504)。続いて、標準運転行動レベル別・運転者特性判定部13bは、選択した交差点走行情報が含む交差点通過特性値Vminの平均値を、変数kの数値を車両IDとする車両の交差点通過特性値の平均値(車両別交差点通過特性値平均)VminCAveとする(ステップS505)。そして、標準運転行動レベル別・運転者特性判定部13bは、変数kが車両総数以上となるまで、上記フロー(ステップS503~S505)を繰り返し実行する(ステップS506)。これにより、標準運転行動レベル別・運転者特性判定部13bは、すべての車両Cに対し、車両別交差点通過特性値平均VminCAveを算出する。
続いてステップS207に移行して、不慮予測感度判定部16は、前記ステップS203で抽出した交差点走行情報、および前記ステップS205で判定した運転者の標準運転行動レベルに基づき、車両C毎に、一時停止交差点進入時の運転者の不慮予測感度を判定する。具体的には、不慮予測感度判定部14は、図9に示すように、前記ステップS203で抽出した交差点走行情報のうち、前記ステップS205で判定した運転者の標準運転行動レベルが「高」である一時停止交差点に対応づけられている交差点走行情報を選択する(ステップS601)。続いて、不慮予測感度判定部14は、選択した交差点走行情報が含む交差点通過特性値Vminの平均値(以下、全車両交差点通過特性値平均とも呼ぶ)Vthおよび標準偏差(以下、不慮予測感度判定用閾値とも呼ぶ)σthを算出する(ステップS602)。交差点通過特性値Vminの標準偏差の算出方法としては、例えば、選択した交差点走行情報が含む交差点通過特性値Vminの頻度分布を設定し、設定した頻度分布を正規分布にフィッティングさせ、フィッティングさせた正規分布の標準偏差を算出する方法がある。続いて、不慮予測感度判定部14は、算出した全車両交差点通過特性値平均Vthと、前記ステップS206で算出した車両別交差点通過特性値平均VminCAveとの差に基づき、車両C毎に、一時停止交差点進入時の運転者の不慮予測感度を判定する。具体的には、不慮予測感度判定部14は、まず、変数lを初期化して0とする(ステップS603)。続いて、不慮予測感度判定部14は、変数lに1を加算する(ステップS604)。続いて、不慮予測感度判定部14は、算出した車両別交差点通過特性値平均VminCAveのうちから、変数lの数値を車両IDとする車両の車両別交差点通過特性値平均VminCAveを選択する(ステップS605)。
続いて、不慮予測感度判定部14は、選択した車両別交差点通過特性値平均VminCAveから全車両交差点通過特性値平均Vthを減算した減算結果に基づき、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度を判定する(ステップS606)。具体的には、不慮予測感度判定部14は、図10に示すように、当該減算結果が不慮予測感度判定用閾値σth以上である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「低」であると判定する。一方、不慮予測感度判定部14は、当該減算結果が不慮予測感度判定用閾値σth未満で且つ符号反転閾値(-σth)以上である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「中」であると判定する。符号反転閾値(-σth)とは、不慮予測感度判定用閾値σthに「-1」を乗算した数値である。また、不慮予測感度判定部14は、当該減算結果が符号反転閾値(-σth)未満である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「高」であると判定する(ステップS606)。これにより、不慮予測感度判定部14は、減算結果(VminCAve-Vth)が小さいほど一時停止交差点進入時の運転者の不慮予測感度が高いと判定する。すなわち、一時停止交差点進入時の最低車速Vminの平均値が大きい車両は、一時停止交差点進入時に他車両や歩行者と接近する可能性が高くなる。それゆえ、減算結果(VminCAve-Vth)が大きな値である場合に、一時停止交差点進入時の運転者の不慮予測感度が「低」であると判定する。一方、一時停止交差点進入時の最低車速Vminの平均値が小さい車両は、一時停止交差点進入時に他車両や歩行者と接近する可能性が低くなる。それゆえ、減算結果(VminCAve-Vth)が小さな値である場合に、一時停止交差点進入時の運転者の不慮予測感度が「高」であると判定する。そして、不慮予測感度判定部14は、変数lが車両総数以上となるまで、上記フロー(ステップS604~S606)を繰り返し実行する(ステップS607)。これにより、不慮予測感度判定部14は、すべての車両Cに対し、一時停止交差点進入時の運転者の不慮予測感度を判定する。
なお、本記実施形態では、一時停止交差点進入時の運転者の不慮予測感度の判定結果を、車両Cに送信する例を示したが、他の構成を採用することもできる。例えば、一時停止交差点進入時の運転者の不慮予測感度の判定結果を、自動車保険の設定(例えば、等級の設定)に用いる構成としてもよい。この場合、一時停止交差点進入時の運転者の不慮予測感度の判定結果は、通信路3を介して、自動車保険を取り扱う保険会社等に送信することも可能である。
次に、不慮予測感度判定システムSの動作について説明する。
図2(a)に示すように、道路を走行中に、車両C(以下、車両C1とも呼ぶ)の前方に一時停止交差点が現れ、車両C1が一時停止交差点に進入し、一時停止交差点を通過したとする。すると、車両C1のコントローラ8が、一時停止交差点進入時の車速Vの時系列データを記録する(図3のステップS101、S102)。続いて、車両C1のコントローラ8が、記録した車速Vの時系列データに基づき、交差点通過特性値(最低車速)Vminを算出し、算出した交差点通過特性値Vminに基づき交差点走行情報を生成する(図3のステップS103)。そして、車両C1のコントローラ8は、生成した交差点走行情報を車両側送信部10を介して基地局Bに送信する(図3のステップS104)。
本実施形態は、次のような効果を奏する。
(1)不慮予測感度判定装置2が、複数台の車両Cから受信した交差点走行情報に基づき、一時停止交差点毎に、一時停止交差点進入時の運転者の標準運転行動レベルを判定する。続いて、不慮予測感度判定装置2が、判定した運転者の標準運転行動レベルが互いに同一(例えば、「高」)である一時停止交差点に対応づけられている交差点走行情報に基づき、一時停止交差点進入時の運転者の不慮予測感度を判定する。
このような構成によれば、例えば、一時停止交差点進入時の運転者の標準運転行動レベルが高いために、運転者が一時停止交差点進入時の最低車速Vminを低減している場合に、運転者の標準運転行動レベルが高いと判定することができる。これにより、一時停止交差点進入時の運転者の標準運転行動レベルをより精度良く判定できる。
このような構成によれば、他車両と接触する可能性が最も高い段階「高」である一時停止交差点進入時の運転者の不慮予測感度を判定する。これにより、運転者の不慮予測感度がより重要となる一時停止交差点における、運転者の不慮予測感度を判定できる。
次に、本発明の第2実施形態について図面を参照して説明する。
なお、上記各実施形態と同様な構成等については同一の符号を使用する。
図12は、交差点通過特性値を説明するための説明図である。
本実施形態は、図12に示すように、最低車速Vminに代えて車速評点積算値Pを交差点通過特性値として採用する点が第1実施形態と異なる。車速評点積算値Pとは、予め設定した設定車速Vs(例えば、5[km/h))と自車両Cが一時停止交差点に進入するまでの実際の車速Vとの差と、当該実際の車速Vで自車両Cが進んだ距離との積算値である。これにより、本実施形態は、一時停止交差点進入時の運転者の標準運転行動レベルおよび不慮予測感度の判定に、車速評点積算値Pを用いる構成となっている。
前記ステップS102では、コントローラ8は、前記ステップS101で自車両Cが接近していると判定した一時停止交差点(対象交差点)走行時の車速Vの時系列データ、および自車両Cから対象交差点までの距離Xの時系列データを記録する。具体的には、コントローラ8は、まず、車速Vの時系列データおよび距離Xの時系列データの記録を開始する。時系列データのサンプリング時間は、例えば、10[msec]とする。続いて、コントローラ8は、自車両Cが対象交差点を通過し終えたか否かを判定する。そして、コントローラ8は、自車両Cが一時停止交差点を通過し終えたと判定した場合には、車速Vの時系列データおよび距離Xの時系列データの記録を終了する。一方、コントローラ8は、自車両Cが一時停止交差点を通過し終えていないと判定した場合には、この判定を再度実行する。
P=Vs-Vmin ………(2)
前記ステップS205では、一時停止交差点標準運転行動レベル判定部13aは、前記ステップS204で算出した交差点通過特性値平均PAveに基づき、一時停止交差点毎に、一時停止交差点進入時の運転者の標準運転行動レベルを判定する。具体的には、一時停止交差点標準運転行動レベル判定部13aは、図6に示すように、変数jを初期化して0とする(ステップS401)。続いて、一時停止交差点標準運転行動レベル判定部13aは、変数jに1を加算する(ステップS402)。続いて、一時停止交差点標準運転行動レベル判定部13aは、算出した交差点通過特性値平均PAveのうちから、変数jの数値を交差点IDとする一時停止交差点に対応する交差点通過特性値平均PAveを選択する(ステップS403)。
続いて、不慮予測感度判定部14は、算出した車両別交差点通過特性値平均PCAveのうちから、変数lの数値を車両IDとする車両の車両別交差点通過特性値平均PCAveを選択する(ステップS605)。続いて、不慮予測感度判定部14は、選択した車両別交差点通過特性値平均PCAveから全車両交差点通過特性値平均Vthを減算した減算結果に基づき、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度を判定する(ステップS606)。具体的には、不慮予測感度判定部14は、図14に示すように、当該減算結果が不慮予測感度判定用閾値σth以上である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「高」であると判定する。一方、不慮予測感度判定部14は、当該減算結果が不慮予測感度判定用閾値σth未満で且つ符号反転閾値(-σth)以上である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「中」であると判定する。符号反転閾値(-σth)とは、不慮予測感度判定用閾値σthに「-1」を乗算した数値である。また、不慮予測感度判定部14は、当該減算結果が符号反転閾値(-σth)未満である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「低」であると判定する(ステップS606)。これにより、不慮予測感度判定部14は、減算結果(PCAve-Pth)が大きいほど一時停止交差点進入時の運転者の不慮予測感度が高いと判定する。すなわち、車速評点積算値Pの平均値が小さい車両は、低速で走行する距離が短いために、一時停止交差点進入時に他車両や歩行者と接近する可能性が高くなる。それゆえ、減算結果(PCAve-Pth)が小さな値である場合に、一時停止交差点進入時の運転者の不慮予測感度が「低」であると判定する。一方、車速評点積算値Pの平均値が大きい車両は、低速で走行する距離が長いために、一時停止交差点進入時に他車両や歩行者と接近する可能性が低くなる。それゆえ、減算結果(PCAve-Pth)が大きな値である場合に、一時停止交差点進入時の運転者の不慮予測感度が「高」であると判定する。そして、不慮予測感度判定部14は、変数lが車両総数以上となるまで、上記フロー(ステップS604~S606)を繰り返し実行する(ステップS607)。これにより、不慮予測感度判定部14は、すべての車両Cに対し、一時停止交差点進入時の運転者の不慮予測感度を判定する。
本実施形態は、第1実施形態の(1)~(4)の効果に加え次のような効果を奏する。(1)不慮予測感度判定装置2が、交差点走行情報記録部12が記録している交差点走行情報のうち、複数台の車両から受信した交差点走行情報が含む車速評点積算値Pに基づき、一時停止交差点毎に、車速評点積算値Pの平均値(車速評点積算値平均値)PAveを算出する。不慮予測感度判定装置2が、算出した車速評点積算値Pの平均値(車速評点積算値平均値)PAveが高いほど運転者の標準運転行動レベルが高いと判定する。
次に、本発明の第3実施形態について図面を参照して説明する。
なお、上記各実施形態と同様な構成等については同一の符号を使用する。
本実施形態は、交差点通過特性値として最低車速Vminを採用するとともに、運転者の標準運転行動レベルおよび不慮予測感度の判定に、交差点通過特性値(最低車速)Vminのばらつき度合いを表す統計量を用いる点が第1、第2実施形態と異なる。本実施形態では、ばらつき度合いを表す統計量として、標準偏差を採用する。
具体的には、本実施形態では、第1実施形態の図4のステップS204~S207に代えて図15のステップS701~S704を用い、図6のステップS403、S404に代えて図16のステップS801、S802を用いる。
前記ステップS702では、一時停止交差点標準運転行動レベル判定部13aは、前記ステップS701で算出した交差点通過特性値標準偏差Vσに基づき、一時停止交差点毎に、一時停止交差点進入時の運転者の標準運転行動レベルを判定する。具体的には、一時停止交差点標準運転行動レベル判定部13aは、図16に示すように、変数jを初期化して0とする(ステップS401)。続いて、一時停止交差点標準運転行動レベル判定部13aは、変数jに1を加算する(ステップS402)。続いて、一時停止交差点標準運転行動レベル判定部13aは、算出した交差点通過特性値標準偏差Vσのうちから、変数jの数値を交差点IDとする一時停止交差点に対応する交差点通過特性値標準偏差Vσを選択する(ステップS801)。続いて一時停止交差点標準運転行動レベル判定部13aは、選択した交差点通過特性値標準偏差Vσに基づき、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルを判定する。具体的には、一時停止交差点標準運転行動レベル判定部13aは、図17に示すように、選択した交差点通過特性値標準偏差Vσが0[km/h]以上で且つV1[km/h]未満である場合には、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルが「低」であると判定する。一方、一時停止交差点標準運転行動レベル判定部13aは、選択した交差点通過特性値標準偏差VσがV1[km/h]以上で且つV2(>V1)[km/h]未満である場合には、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルが「中」であると判定する。また、一時停止交差点標準運転行動レベル判定部13aは、選択した交差点通過特性値標準偏差VσがV2[km/h]以上である場合には、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルが「高」であると判定する(ステップS802)。すなわち、道路状況が頻繁に変化する交差点では、最低車速Vminのばらつきが大きな値となる。それゆえ、交差点通過特性値標準偏差Vminσが大きな値である場合に、一時停止交差点進入時の運転者の標準運転行動レベルが「高」であると判定する。一方、道路状況が頻繁に変化しない交差点では、最低車速Vminのばらつきが小さな値となる。それゆえ、交差点通過特性値標準偏差Vminσが小さな値である場合に、一時停止交差点進入時の運転者の標準運転行動レベルが「低」であると判定する。そして、一時停止交差点標準運転行動レベル判定部13aは、変数jが交差点総数以上となるまで、上記フロー(ステップS402、S801、S802)を繰り返し実行する(ステップS405)。これにより、一時停止交差点標準運転行動レベル判定部13aは、すべての一時停止交差点に対し、運転者の標準運転行動レベルを判定する。
続いて、不慮予測感度判定部14は、算出した車両別交差点通過特性値標準偏差VminCσのうちから、変数lの数値を車両IDとする車両の車両別交差点通過特性値標準偏差VminCσを選択する(ステップS605)。続いて、不慮予測感度判定部14は、選択した車両別交差点通過特性値標準偏差VminCσから全車両交差点通過特性値標準偏差Vthを減算した減算結果に基づき、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度を判定する(ステップS606)。具体的には、不慮予測感度判定部14は、図18に示すように、当該減算結果が不慮予測感度判定用閾値σth以上である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「低」であると判定する。一方、不慮予測感度判定部14は、当該減算結果が不慮予測感度判定用閾値σth未満で且つ符号反転閾値(-σth)以上である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「中」であると判定する。符号反転閾値(-σth)とは、不慮予測感度判定用閾値σthに「-1」を乗算した数値である。また、不慮予測感度判定部14は、当該減算結果が符号反転閾値(-σth)未満である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「高」であると判定する(ステップS606)。これにより、不慮予測感度判定部14は、減算結果(VminCσ-Vth)が小さいほど一時停止交差点進入時の運転者の不慮予測感度が高いと判定する。すなわち、一時停止交差点進入時の最低車速Vminのばらつきが大きい車両は、運転者の技量が低いと判断できる。それゆえ、減算結果(VminCσ-Vth)が大きな値である場合に、一時停止交差点進入時の運転者の不慮予測感度が「低」であると判定する。一方、一時停止交差点進入時の最低車速Vminのばらつきが小さい車両は、運転者の技量が高いと判断できる。それゆえ、減算結果(VminCσ-Vth)が小さな値である場合に、一時停止交差点進入時の運転者の不慮予測感度が「高」であると判定する。そして、不慮予測感度判定部14は、変数lが車両総数以上となるまで、上記フロー(ステップS604~S606)を繰り返し実行する(ステップS607)。これにより、不慮予測感度判定部14は、すべての車両Cに対し、一時停止交差点進入時の運転者の不慮予測感度を判定する。
本実施形態は、第1実施形態の(1)~(4)の効果に加え次のような効果を奏する。(1)不慮予測感度判定装置2が、車両C毎に、交差点通過特性値Vminの標準偏差(車両別交差点通過特性値標準偏差)VminCσを算出する。また、不慮予測感度判定装置2が、複数台の車両Cから受信した交差点走行情報に基づき、交差点通過特性値Vminの標準偏差(全車両交差点通過特性値標準偏差)Vthを算出する。続いて、不慮予測感度判定装置2が、車両別交差点通過特性値標準偏差VminCσと全車両交差点通過特性値標準偏差Vthとの差に基づき、一時停止交差点進入時の運転者の不慮予測感度を不慮予測感度として判定する。
次に、本発明の第4実施形態について図面を参照して説明する。
なお、上記各実施形態と同様な構成等については同一の符号を使用する。
本実施形態は、交差点通過特性値として車速評点積算値Pを採用するとともに、運転者の標準運転行動レベルおよび不慮予測感度の判定に、交差点通過特性値(車速評点積算値)Pのばらつき度合いを表す統計量を用いる点が第3実施形態と異なる。本実施形態では、ばらつき度合いを表す統計量として、標準偏差を採用する。
前記ステップS701では、一時停止交差点標準運転行動レベル判定部13aは、前記ステップS203で抽出した交差点走行情報のうち、複数台の車両Cから受信した交差点走行情報に基づき、一時停止交差点毎に、交差点通過特性値の標準偏差(交差点通過特性値標準偏差)Pσを算出する。これにより、一時停止交差点標準運転行動レベル判定部13aは、すべての一時停止交差点に対し、交差点通過特性値標準偏差Pσを算出する。
前記ステップS702では、一時停止交差点標準運転行動レベル判定部13aは、前記ステップS701で算出した交差点通過特性値標準偏差Pσに基づき、一時停止交差点毎に、一時停止交差点進入時の運転者の標準運転行動レベルを判定する。具体的には、一時停止交差点標準運転行動レベル判定部13aは、図16に示すように、変数jを初期化して0とする(ステップS401)。続いて、一時停止交差点標準運転行動レベル判定部13aは、変数jに1を加算する(ステップS402)。続いて、一時停止交差点標準運転行動レベル判定部13aは、算出した交差点通過特性値標準偏差Pσのうちから、変数jの数値を交差点IDとする一時停止交差点に対応する交差点通過特性値標準偏差Pσを選択する(ステップS801)。続いて一時停止交差点標準運転行動レベル判定部13aは、選択した交差点通過特性値標準偏差Vσに基づき、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルを判定する。具体的には、一時停止交差点標準運転行動レベル判定部13aは、図19に示すように、選択した交差点通過特性値標準偏差Pσが0[km/h・m]以上で且つP1[km/h・m]未満である場合には、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルが「高」であると判定する。一方、一時停止交差点標準運転行動レベル判定部13aは、選択した交差点通過特性値標準偏差PσがP1[km/h・m]以上で且つP2(>P1)[km/h・m]未満である場合には、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルが「中」であると判定する。また、一時停止交差点標準運転行動レベル判定部13aは、選択した交差点通過特性値標準偏差PσがP2[km/h・m]以上である場合には、変数jの数値を交差点IDとする一時停止交差点進入時の運転者の標準運転行動レベルが「低」であると判定する(ステップS802)。これにより、一時停止交差点標準運転行動レベル判定部13aは、交差点通過特性値標準偏差Pσが大きいほど一時停止交差点進入時の運転者の標準運転行動レベルが高いと判定する。すなわち、道路状況が頻繁に変化する交差点では、車速評点積算値Pのばらつきが大きな値となる。それゆえ、交差点通過特性値標準偏差Pσが大きな値である場合に、一時停止交差点進入時の運転者の標準運転行動レベルが「高」であると判定する。一方、道路状況が頻繁に変化しない交差点では、車速評点積算値Pのばらつきが小さな値となる。それゆえ、交差点通過特性値標準偏差Pσが小さな値である場合に、一時停止交差点進入時の運転者の標準運転行動レベルが「低」であると判定する。そして、一時停止交差点標準運転行動レベル判定部13aは、変数jが交差点総数以上となるまで、上記フロー(ステップS402、S801、S802)を繰り返し実行する(ステップS405)。これにより、一時停止交差点標準運転行動レベル判定部13aは、すべての一時停止交差点に対し、一時停止交差点進入時の運転者の標準運転行動レベルを判定する。
続いて、不慮予測感度判定部14は、算出した車両別交差点通過特性値標準偏差PCσのうちから、変数lの数値を車両IDとする車両の車両別交差点通過特性値標準偏差PCσを選択する(ステップS605)。続いて、不慮予測感度判定部14は、選択した車両別交差点通過特性値標準偏差PCσから全車両交差点通過特性値標準偏差Pthを減算した減算結果に基づき、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度を判定する(ステップS606)。具体的には、不慮予測感度判定部14は、図20に示すように、当該減算結果が不慮予測感度判定用閾値σth以上である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「低」であると判定する。一方、不慮予測感度判定部14は、当該減算結果が不慮予測感度判定用閾値σth未満で且つ符号反転閾値(-σth)以上である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「中」であると判定する。符号反転閾値(-σth)とは、不慮予測感度判定用閾値σthに「-1」を乗算した数値である。また、不慮予測感度判定部14は、当該減算結果が符号反転閾値(-σth)未満である場合には、変数lの数値を車両IDとする車両Cの運転者の一時停止交差点進入時の不慮予測感度が「高」であると判定する(ステップS606)。これにより、不慮予測感度判定部14は、減算結果(PCσ-Pth)が小さいほど一時停止交差点進入時の運転者の不慮予測感度が高いと判定する。すなわち、車速評点積算値Pのばらつきが大きい車両は、運転者の技量が低いと判断できる。それゆえ、減算結果(PCσ-Pth)が大きな値である場合に、一時停止交差点進入時の運転者の不慮予測感度が「低」であると判定する。一方、車速評点積算値Pのばらつきが小さい車両は、運転者の技量が高いと判断できる。それゆえ、減算結果(PCσ-Pth)が小さな値である場合に、一時停止交差点進入時の運転者の不慮予測感度が「高」であると判定する。そして、不慮予測感度判定部14は、変数lが車両総数以上となるまで、上記フロー(ステップS604~S606)を繰り返し実行する(ステップS607)。これにより、不慮予測感度判定部14は、すべての車両Cに対し、一時停止交差点進入時の運転者の不慮予測感度を判定する。
以下同様に、図1の標準運転行動レベル別・運転者特性判定部13b、図15ステップS703が車両別統計量算出部を構成する。また、全車両交差点通過特性値標準偏差Pthが複数台統計量を構成する。さらに、図1の不慮予測感度判定部14、および図15のステップS704が複数台統計量算出部および不慮予測感度判定実行部を構成する。
(1)不慮予測感度判定装置2が、車両C毎に、交差点通過特性値Pの標準偏差(車両別交差点通過特性値標準偏差)PCσを算出する。また、不慮予測感度判定装置2が、複数台の車両Cから受信した交差点走行情報に基づき、交差点通過特性値Pの標準偏差(全車両交差点通過特性値標準偏差)Pthを算出する。続いて、不慮予測感度判定装置2が、車両別交差点通過特性値標準偏差PCσと全車両交差点通過特性値標準偏差Pthとの差に基づき、一時停止交差点進入時の運転者の不慮予測感度を不慮予測感度として判定する。
なお、上記実施形態1~4では、一時停止交差点進入時の運転者の標準運転行動レベルの判定方法と、一時停止交差点進入時の運転者の不慮予測感度の判定方法との組み合わせの一例を示したが、他の組合せを採用することもできる。例えば、互いに異なる実施形態に記載の、一時停止交差点進入時の運転者の標準運転行動レベルの判定方法と、一時停止交差点進入時の運転者の不慮予測感度の判定方法とを組み合わせる構成としてもよい。
以上、本願が優先権を主張する日本国特許出願2012-60435(2012年3月16日出願)の全内容は、参照により本開示の一部をなす。
ここでは、限られた数の実施形態を参照しながら説明したが、権利範囲はそれらに限定されるものではなく、上記の開示に基づく各実施形態の改変は当業者にとって自明なことである。
12 交差点走行情報記録部(交差点走行情報記録部)
13a 一時停止交差点標準運転行動レベル判定部(標準運転行動レベル判定部、平均値算出部、標準運転行動レベル判定実行部)
13b 標準運転行動レベル別・運転者特性判定部(不慮予測感度判定部、車両別走行状態平均値算出部、車両別統計量算出部)
14 不慮予測感度判定部(不慮予測感度判定部、複数台走行状態平均値算出部、不慮予測感度判定実行部、複数台統計量算出部)
ステップS201(受信部)
ステップS202(交差点走行情報記録部)
ステップS204(標準運転行動レベル判定部、平均値算出部)
ステップS205(標準運転行動レベル判定部、標準運転行動レベル判定実行部)
ステップS206(不慮予測感度判定部、車両別走行状態平均値算出部)
ステップS207(不慮予測感度判定部、複数台走行状態平均値算出部、不慮予測感度判定実行部)
ステップS703(車両別統計量算出部)
ステップS704(複数台統計量算出部、不慮予測感度判定実行部)
Vmin 交差点通過特性値(走行状態量)
VminCAve 車両別交差点通過特性値平均(車両別走行状態平均値)
VminCσ、PCσ 車両別交差点通過特性値標準偏差(車両別統計量)
Vth、Pth 全車両交差点通過特性値平均(複数台走行状態平均値)
Vth、Pth 全車両交差点通過特性値標準偏差(複数台統計量)
Claims (6)
- 一時停止交差点進入時の車両の走行状態を表す走行状態量を含み且つその走行状態量を取得した一時停止交差点を対応づけた交差点走行情報を車両から受信する受信部と、
前記受信部が受信した前記交差点走行情報を記録する交差点走行情報記録部と、
前記交差点走行情報記録部が記録している前記交差点走行情報のうち、複数台の車両から受信した前記交差点走行情報である複数台交差点走行情報に基づき、一時停止交差点毎に、一時停止交差点進入時の運転者の標準運転行動レベルを判定する標準運転行動レベル判定部と、
前記交差点走行情報記録部が記録している前記交差点走行情報のうち、前記標準運転行動レベル判定部が判定した前記標準運転行動レベルが互いに同一である一時停止交差点に対応づけられている前記交差点走行情報である対応交差点走行情報に基づき、一時停止交差点進入時の運転者の不慮予測感度を判定する不慮予測感度判定部と、を備えることを特徴とする不慮予測感度判定装置。 - 前記交差点走行情報は、一時停止交差点進入時の最低車速を含み、
前記標準運転行動レベル判定部は、
前記複数台交差点走行情報が含む前記最低車速に基づき、一時停止交差点毎に、当該最低車速の平均値を算出する平均値算出部と、
前記平均値算出部が算出した平均値が小さいほど前記標準運転行動レベルが高いと判定する標準運転行動レベル判定実行部と、を備えることを特徴とする請求項1に記載の不慮予測感度判定装置。 - 前記交差点走行情報は、予め設定した設定車速と一時停止交差点進入時の実際の車速との差と、当該実際の車速で車両が進んだ距離との積算値を含み、
前記標準運転行動レベル判定部は、
前記複数台交差点走行情報が含む前記積算値に基づき、一時停止交差点毎に、当該積算値の平均値を算出する平均値算出部と、
前記平均値算出部が算出した平均値が高いほど前記標準運転行動レベルが高いと判定する標準運転行動レベル判定実行部と、を備えることを特徴とする請求項1に記載の不慮予測感度判定装置。 - 前記不慮予測感度判定部は、
前記対応交差点走行情報に基づき、車両毎に、前記走行状態量の平均値である車両別走行状態平均値を算出する車両別走行状態平均値算出部と、
前記対応交差点走行情報のうち、複数台の車両から受信した前記交差点走行情報に基づき、前記走行状態量の平均値である複数台走行状態平均値を算出する複数台走行状態平均値算出部と、
前記車両別走行状態平均値算出部が算出した前記車両別走行状態平均値と前記複数台走行状態平均値算出部が算出した前記複数台走行状態平均値との差に基づき、一時停止交差点進入時の運転者の不慮予測感度を判定する不慮予測感度判定実行部と、を備えることを特徴とする請求項1から3のいずれか1項に記載の不慮予測感度判定装置。 - 前記不慮予測感度判定部は、
前記対応交差点走行情報に基づき、車両毎に、前記走行状態量のばらつき度合いを表す統計量である車両別統計量を算出する車両別統計量算出部と、
前記対応交差点走行情報のうち、複数台の車両から受信した前記交差点走行情報に基づき、前記走行状態量のばらつき度合いを表す統計量である複数台統計量を算出する複数台統計量算出部と、
前記車両別統計量算出部が算出した前記車両別統計量と前記複数台統計量算出部が算出した前記複数台統計量との差に基づき、一時停止交差点進入時の運転者の不慮予測感度を判定する不慮予測感度判定実行部と、を備えることを特徴とする請求項1から3のいずれか1項に記載の不慮予測感度判定装置。 - 前記対応交差点走行情報は、前記交差点走行情報記録部が記録している前記交差点走行情報のうち、前記標準運転行動レベル判定部が前記標準運転行動レベルが最も高い段階にあると判定した一時停止交差点に対応づけられている前記交差点走行情報であることを特徴とする請求項1から5のいずれか1項に記載の不慮予測感度判定装置。
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Also Published As
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EP2827320A4 (en) | 2015-05-20 |
JP5907249B2 (ja) | 2016-04-27 |
EP2827320A1 (en) | 2015-01-21 |
CN104205187A (zh) | 2014-12-10 |
US9412212B2 (en) | 2016-08-09 |
JPWO2013136778A1 (ja) | 2015-08-03 |
CN104205187B (zh) | 2017-07-11 |
US20150042463A1 (en) | 2015-02-12 |
EP2827320B1 (en) | 2020-01-08 |
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