JP5191306B2 - Vehicle driving support device - Google Patents

Description

  The present invention relates to a vehicle driving support device that performs driving support processing in accordance with a decrease in driving intention of a driver.

  Conventionally, for example, a change in the steering angle detected by a steering angle sensor is analyzed for frequency in a predetermined period, and when the low frequency component is increased by a predetermined value or more than the sample during normal driving, the driver's intention to drive Has been proposed (see, for example, Patent Document 1). And when it determines with a driver | operator's driving intention falling, driving assistance processing, such as a warning and steering assistance, is performed.

However, in the above device, the driving support process is executed even though the driver's driving intention is not actually lowered, and the driver feels uncomfortable. However, there are cases where the driving support process is not executed even though the situation is necessary.
JP-A-5-58192

  The present invention has been made in view of the above background, and suppresses the driver from feeling uncomfortable by executing the driving support process, and also suppresses the driving support process from being executed in a necessary situation. An object is to provide an apparatus.

The present invention has been made to achieve the above object, and is a driving operation state detection means for detecting a driving operation state of a driver, a data holding means, and a driving operation state reference period set in a predetermined period immediately before. Driving operation state data in which the driving operation state of the driver is detected every predetermined sampling period, and driving operation state data indicating each detected driving operation state is held in the data holding unit. Based on the collection operation and the driving operation state data in the first evaluation period set in the driving operation state reference period, a primary estimated value of the driver's driving intention is obtained, and the first evaluation period is determined. When the second evaluation period corrected according to the level of the primary estimated value is set, and the level of the primary estimated value is determined to be a level at which the driver's intention to drive has been reduced by the correction The second evaluation period, the evaluation period correcting means for longer than the second evaluation period when the level of the level of the primary estimation value of the driver intention driver is determined not to be reduced, Driving assistance means for obtaining a secondary estimated value of the driver's driving intention based on the driving operation state data in the second evaluation period and performing a predetermined driving assistance process based on the secondary estimated value; It is characterized by that.

  According to the present invention, the operation state data collecting unit holds the driving operation state data detected for each sampling cycle in the data holding unit during the driving operation state reference period. Then, the evaluation period correction means obtains a primary estimated value of the driver's intention to drive based on the driving operation state data in the first evaluation period set in the driving operation state reference period.

Then, the evaluation period correction means sets a second evaluation period in which the first evaluation period is corrected according to the level of the primary estimated value, and the level of the primary estimated value is determined by the driver by the correction. The second evaluation period when the driving intention is determined to be reduced is the second evaluation period when the level of the primary estimation value is determined to be that the driver's driving intention is not decreased. It is set longer than the second evaluation period.

Here, when it is estimated that the state in which the driving intention has continuously decreased is continued by the primary estimated value of the driving intention, the amount of driving operation may increase momentarily. In this case, if it is determined that the driving intention has been recovered, there is an inconvenience that the driving support process that should have been originally executed is not executed. Therefore, the second evaluation period when the level of the primary estimated value is determined to be that the driver's intention to drive is reduced by the evaluation period correcting means is the level of the primary estimated value. Is set to be longer than the second evaluation period when the driving intention of the driver is not lowered, thereby reducing the influence of the momentary increase in the driving operation amount. Recovery can be judged .

Further, the evaluation period correction means obtains a driving operation amount of the driver in the first evaluation period based on the driving operation state data in the first evaluation period, and determines the driving intention according to the driving operation amount. It is characterized in that a primary estimated value of is obtained.

  In the present invention, when the driver's intention to drive decreases, large inputs tend to increase due to operations such as a sudden handle and a sudden brake. Also, the operation may not be performed. Therefore, the evaluation period correction means can obtain a primary estimated value of the driving intention according to the change in the driving operation amount.

Further, the evaluation period correction means calculates an integrated value of driving operation amounts in different periods set in the first evaluation period based on the driving operation state data in the first evaluation period, the ratio of the integral value of the driving operation amount in a different period, and calculates a first-order estimate of the driver intention.

In the present invention, the ratio of the integrated values of the driving operation amounts within the different periods set within the first evaluation period reflects the change of the driving intention within the first evaluation period. Therefore, the evaluation period correction unit can set the second evaluation period by appropriately determining a decrease in driving intention by calculating this ratio as a primary estimated value of driving intention.
Moreover, it is preferable that the said evaluation period correction | amendment means estimates that a driver | operator's driving intention has fallen, when the ratio of the integral value of the driving operation amount in the said different period becomes less than a predetermined threshold value.

In addition, a travel environment detection unit that detects a travel environment of the vehicle is provided, and the evaluation period correction unit is configured to detect the travel environment of the vehicle based on the travel environment of the vehicle and the driving operation state data within the first evaluation period. seeking the frequency of driver's driving operation in accordance with, and obtaining the first-order estimate of the driver intention according to該頻degree.

  In the present invention, when the driver's driving intention is reduced, the frequency of the driving operation according to the traveling environment of the vehicle tends to change from the normal time when the driving intention is not reduced. Therefore, the evaluation period correction means can obtain a primary estimated value of the driving intention according to the frequency.

Further, the travel environment detection means detects the risk of the travel environment of the vehicle, and the evaluation period correction means, the frequency of the driving operation in the high risk area where the risk of the travel environment is higher than the first predetermined level, risk of running environment of the frequency of the driving operation in the low risk area lower than the second predetermined level which is set lower than the first predetermined level, based on at least one, 1 of the driver intention The next estimated value is obtained.

In the present invention, as will be described in detail later, when the driver's intention to drive decreases, the frequency of the driving operation in the low risk area tends to decrease, and the frequency of the driving operation in the high risk area tends to increase. Therefore, the evaluation period correcting means, and frequency of the driving operation in the high risk area, of the frequency of the driving operation in the low risk areas, on the basis of at least one obtains a first-order estimate of the driver intention be able to.
Moreover, it is preferable that the said evaluation period correction | amendment means estimates that a driver | operator's driving intention has fallen, when the frequency of the driving operation in the said low risk area | region becomes low gradually.
Moreover, it is preferable that the said evaluation period correction | amendment means estimates that a driver | operator's driving intention has fallen, when the frequency of the driving operation in the said high risk area | region becomes high gradually.

  Further, the evaluation period correction means obtains a frequency distribution of the driving operation of the driver in the first evaluation period based on the driving operation state data in the first evaluation period, and the driving according to the frequency distribution It is characterized by obtaining a primary estimated value of intention.

  In the present invention, when the driver's intention to drive decreases, the frequency distribution of the driving operation tends to change as compared with the normal time. Therefore, the evaluation period correction means can obtain a primary estimated value of the driving intention according to the frequency distribution of the driving operation.

  Further, the evaluation period correction means is set such that the operation amount in a high frequency region where the frequency of the driving operation is higher than the first frequency, and the frequency of the driving operation is lower than the first frequency and lower than the first frequency. In addition, a primary estimated value of driving intention is obtained based on at least one of the operation amounts in the middle frequency region higher than the second frequency.

In the present invention, as will be described in detail later, when the driver's intention to drive decreases, the operation amount of the driving operation in the medium frequency region decreases and the operation amount of the driving operation in the high frequency region tends to increase. is there. Therefore, the evaluation period correction means can obtain a primary estimated value of driving intention based on at least one of the operation amount in the high frequency region and the operation amount in the medium frequency region.
In addition, the evaluation period correction unit has a driver's intention to drive when the total value of the operation amount of the driving operation at each frequency in the intermediate frequency region is gradually decreased with the passage of time. It is preferable to estimate.
In addition, the evaluation period correction unit has a driver's intention to drive when the total value of the operation amount of the driving operation at each frequency in the high frequency region is gradually increased as time elapses. It is preferable to estimate.
Further, the evaluation period correction means calculates a fluctuation range of the driving operation amount in the first evaluation period based on the driving operation state data in the first evaluation period, and the fluctuation range of the driving operation amount is large. When the period and the small period are confirmed, it is preferable to estimate that the driver's intention to drive has decreased.

  Embodiments of the present invention will be described with reference to FIGS. FIG. 1 is a configuration diagram of a vehicle driving support apparatus according to the present invention. The vehicle driving support apparatus 1 is used by being mounted on a vehicle (not shown).

  The vehicle driving support device 1 is an electronic unit composed of a microcomputer or the like. By causing the microcomputer to execute a driving support control program, the microcomputer performs the driving environment detection means 10 and the driving operation state. It functions as the detection means 11, the driving operation state data collection means 12, the evaluation period correction means 13, and the driving support means 14.

  The vehicle driving support device 1 is acquired by the position data Se1 of the own vehicle acquired by the GPS (Global Positioning System) device 30, the surrounding traffic information data Se2 acquired by the communication device 31, and the image processing device 32. Position data Se3 of the road division line and obstacle ahead of the host vehicle, the detection data Se4 of the yaw rate (rotational angular velocity) around the vertical center of gravity axis of the host vehicle detected by the yaw rate sensor 33, and the steering angle sensor 34 Steering wheel detection angle detection data Se5 detected by the vehicle speed sensor 35, vehicle speed data Se6 detected by the vehicle speed sensor 35, torque data applied to the steering wheel Se7 detected by the torque sensor 36, accelerator Accelerator pedal opening degree data Se8 detected by the pedal sensor 37 and the brake pedal sensor And data Se9 the depression force of the brake pedal detected is input by 38.

Based on these data Se1 to Se9, the vehicle driving support device 1 detects the driving environment of the host vehicle and estimates the driver's driving intention, and according to the degree of decrease in the driver's driving intention, An alarm output process (corresponding to the driving support process of the present invention) by the alarm device 40 and a control support process (corresponding to the driving support process of the present invention) by the EPS (Electric Power steering) control means 41 are executed.

  Next, driving support processing by the vehicle driving support apparatus 1 will be described according to the flowchart shown in FIG.

The vehicle driving support apparatus 1 executes a series of processes according to the flowchart shown in FIG. 2 at every predetermined sampling period. STEP1 in FIG. 2 is a by that process to a running environment detecting means 10 driving operation state detecting means 11. The travel environment detection means 10 uses the various data Se1 to Se9 input to the vehicle driving support device 1 to predict the risk of the travel environment where the host vehicle is placed, the predicted turning G (gravity acceleration), the travel lane. It is detected individually for each risk factor such as the time to deviate from the time, the time to contact an obstacle, etc.

  Further, the driving operation state detection means 11 uses driving operation state data Da (latest value) indicating the amount of operation of the driving device by the driver, steering wheel angle state (amount, speed, acceleration), steering torque state (amount). , Speed, acceleration), accelerator pedal opening state (amount, speed, acceleration), brake pedal depression force state (amount, speed, acceleration), and the like.

  The subsequent STEP 2 is processing by the driving operation state data collecting means 12. As shown in FIG. 3, the driving operation state data collecting means 12 is calculated in STEP 1 in the ring buffer 21 that holds n driving operation state data (D1 to Dn at time t) of addresses ad_1 to ad_n. The latest driving operation state data Da is added.

  The time point t in FIG. 3 shows a state in which n pieces of driving operation state data are written in time sequence in the order of ad_1, ad_2,..., Ad_n from the state in which the ring buffer 21 is empty. It is the oldest data, and Dn is the latest data. Then, the ring buffer 21 determines that the oldest data is written at the address next to the address where the latest data is written, and updates the data. Note that the address next to the address ad_n is ad_1, and for ad_1 to ad_n-1, the next address is the address immediately adjacent to the right.

  Then, when the latest driving operation state data Da is generated at the next time point t + 1, the data D1 at the address ad_1 that was the oldest data at the time point t is discarded, and the latest data Da is operated at the time point t + 1. State data Dn + 1 is written to address ad_1. In this case, the position of the oldest data shifts from ad_1 to ad_2, and becomes new data in the order of D2, D3, D4,..., Dn-1, Dn, Dn + 1.

  Further, when the latest driving operation state data Da is generated at the next time point t + 2, the data at the address ad_2 which is the oldest data at the time point t + 1 is discarded, and the latest data Da is the driving operation state at the time point t + 2. Data Dn + 2 is written to address ad_2. In this case, the position of the oldest data shifts from ad_2 to ad_3, and becomes new data in the order of D3, D4, D5,..., Dn, Dn + 1, Dn + 2.

  Thereby, the ring buffer 21 stores n driving operation state data (D1 to Dn at time t) for the immediately preceding first evaluation period T1 (corresponding to the driving operation state reference period and the first evaluation period of the present invention). At time t + 1, D2 to Dn + 1 are held, and at time t + 2, D3 to Dn + 2) are held. When the ring buffer 21 is used, it is not necessary to shift the location where the latest data is written and shift other data, so that the data processing load can be reduced.

  The next STEP 3 is processing by the evaluation period correction means 13. The evaluation period correction means 13 calculates a primary estimated value Ds1 of the driver's driving intention based on the n driving operation state data for the first evaluation period T1 held in the ring buffer 21.

Here, FIG. 4A shows fluctuations in the value of the driving operation state data when the vertical axis is set to the value (operation amount) of the driving operation state data and the horizontal axis is set to time (t). are those, figure t ₁₃ indicates the present time. During the period of t ₁₀ ~t ₁₃ is in the first evaluation period T1. The evaluation period correction means 13 calculates a primary estimated value Ds1 of driving intention based on the driving operation state data D1 to Dn in the first evaluation period T1. A method of calculating the primary estimated value Ds1 of driving intention will be described later.

In subsequent STEP4, the evaluation period correction means 13 sets a second evaluation period T2 in which the first evaluation period T1 is corrected according to the level of the primary estimated value Ds1 of driving intention (the level of driving intention). In the example of FIG. 4A, the first evaluation period T1 is shortened to set the second evaluation period T2 .

  For example, the amount of driving operation may increase momentarily when it is estimated that the state in which the driving intention has continuously decreased is continued by the primary estimated value Ds1 of the driving intention. In this case, if it is determined that the driving intention has been recovered, there is a disadvantage that the driving support process that should have been originally executed is not executed. Therefore, in this case, by setting the second evaluation period T2 to be longer than when the primary estimated value Ds1 of the driving intention has not decreased, the influence of the instantaneous increase in the driving operation amount is reduced. , Can determine the recovery of driving intention.

  Subsequent STEP5 to STEP8, STEP10 to STEP11, and STEP15 are processes by the driving support means 14. In STEP5, the driving support means 14 calculates the second estimated value Ds2 of the driving intention of the driver based on the driving operation state data in the second evaluation period T2 held in the ring buffer 21. In subsequent STEP 6, the driving support means 14 determines the secondary estimated value Ds2 of the driving intention and the judgment values Ji (i = 1, 2,..., M, m corresponding to the risk factors of the driving environment are the risk factors. Number).

  Next, in FIG. 4B, the vertical axis is the determination value, the horizontal axis is the driving environment risk level (low to high), and the second is the estimated driving intention secondary value Ds2 and the driving environment risk level. The mode which determines whether to perform an alarm output process and a control assistance process with 1 threshold value and 2nd threshold value is illustrated. In the figure, a1 is a setting line when the driving intention is low (large inclination), and b1 is a setting line when the driving intention is not low (small inclination).

  Thus, the setting straight line is set so that the inclination thereof increases as the driving intention decreases. For example, when the predicted turn G (gravity acceleration) is a risk factor, the driving environment risk level increases as the turn G increases.

  Note that other risk factors (such as time to deviate from the driving lane, time to contact an obstacle, etc.) of the driving environment risk are the same as in the example shown in FIG. 4B. Whether to perform the alarm output process and the control support process is determined based on the threshold value and the second threshold value.

In FIG. 4 (b), the at a1 driving intention is decreased, the running environment risk is below the first magazine threshold in the stage of low D _10, the warning output processing is executed. In contrast, in a2 driving intention not reduced, below the first threshold value in the stage of running environment risk high D _11, the warning output processing is executed. For this reason, alarm output is executed from a point of time when the degree of risk is lower in a1 where the driving intention is lower than in a2 where the driving intention is not reduced.

  Similarly, the control support process is executed from the point of time when the risk is lower in a1 where the driving intention is lower than in a2 where the driving intention is not reduced.

  As described above, by the processing according to the mode shown in FIG. 4B, the driving support means 14 branches to STEP 10 when the determination value Ji is less than the first threshold Th1 in STEP7, and the determination value Ji is the first. It is determined whether or not it is smaller than the threshold value Th2. When the determination value Ji is less than the second threshold value, the process branches to STEP 15, the driving support means 14 executes the control support process, proceeds to STEP 8, and ends the process of one cycle.

  On the other hand, if the determination value Ji is greater than or equal to the second threshold Th in STEP 10, the operation proceeds to STEP 11, and the driving support means 14 executes an alarm output process, proceeds to STEP 8, and ends the process of one cycle. If the determination value Ji is equal to or greater than the first threshold Th1 in STEP7, the process proceeds to STEP8 to complete one cycle of processing. In this case, the alarm output process and the control support process are not executed.

  Next, referring to FIG. 5 to FIG. 11, the calculation process of the primary estimated value Ds1 of the driver's driving intention by the evaluation period correcting means 13 and the secondary estimated value of the driver's driving intention by the driving support means 14. The calculation process of Ds2 will be described.

  [Estimation of Driving Intention Based on Driving Manipulation] First, referring to FIG. 5, a process for calculating estimated values (primary estimation value and secondary estimation value) of driving intention based on a change in driving operation quantity. explain.

  5 (a) and 5 (b), the vertical axis is set to the driving operation amount (steering wheel operation amount, etc.), the horizontal axis is set to time (t), and the change of the driving operation amount is changed over time. It is shown in series. FIG. 5A shows a state where the driving intention is not lowered (normal state), and the fluctuation range of the operation amount is small. On the other hand, FIG. 5B shows a state where the driving intention is lowered (driving intention lowered state), and the fluctuation range of the operation amount is large.

  Comparing FIG. 5 (a) and FIG. 5 (b), in FIG. 5 (a) (normal state), the manipulated variable constantly changes with a small width. On the other hand, in FIG. 5B (driving intention lowering state), the steady operation amount decreases, and a large operation amount is instantaneously input so as to compensate for this decrease.

Therefore, when the period during which the fluctuation amount of the manipulated variable is large (TL in FIG. 5B) and the period during which the manipulated variable varies (TF in FIG. 5B) are confirmed within the first evaluation period T1 , the driving intention is reduced. As a result, it is possible to calculate driving intention estimation values (primary estimation value and secondary estimation value) . Further, the level of driving intention is estimated according to the steady decrease amount of the manipulated variable and the instantaneous fluctuation range of the manipulated variable , and the estimated values (primary estimated value and secondary estimated value) of the driving intention are calculated. Can be calculated .

For the different periods TF and TL set within the first evaluation period T1 by the evaluation period setting means 13, the integral value In2 of the manipulated variable in the most recent evaluation period TF and the integral value of the manipulated variable in the previous evaluation period TL. A ratio IR1 (= In1 / In2) to In1 may be obtained as a primary estimated value of driving intention , and the second evaluation period T2 may be set according to the ratio IR1. FIG. 5C illustrates the transition of the ratio IR1 with the vertical axis set to the ratio IR1 and the horizontal axis set to time (t).

In FIG. 5 (c), the ratio IR1 from t ₃₅ near it has decreased gradually. And this, because it is indicated that the operation amount of the integrated value In2 as of the most recent evaluation period TF has increased relatively with respect to the operation amount of the integrated value In1 in previous evaluation period TL, It is presumed that driving intention has declined. Therefore, when the ratio IR1 is less than the threshold value Tr1, the second evaluation period T2 is set to a long period of time, as possible out to reduce the effect of increase in instantaneous operation amount. Their to, thereby, to more accurately estimate the degree of decrease of the driving intention, it is possible to perform the warning output processing and control assistance process.

  [Estimation of Driving Intention Based on Operation Frequency According to Traveling Environment] Next, with reference to FIGS. 6 to 8, an estimated value of the driving intention (primary estimated value and A process for calculating (secondary estimated value) will be described.

  6 (a) and 6 (b) show the correspondence between the driving environment risk level and the operation frequency with the vertical axis set to the operation frequency and the horizontal axis set to the driving environment risk level. It is. FIG. 6A shows a state where the driving intention is not lowered (normal state), and the operation frequency is high in the range where the driving environment risk is low, and the operation frequency is low in the range where the driving environment risk is high. Yes. This is assumed to be because the driver is performing an appropriate operation before the risk of the driving environment becomes high.

  On the other hand, FIG. 6B shows a state in which the driving intention is reduced (driving intention reduced state), and the operation frequency in the range where the driving environment risk is low and the driving frequency is high is shown. Is high. This is presumably because the operation is not performed by the driver until the danger level of the driving environment is increased, and the operation is performed when the danger level of the driving environment is increased.

Therefore, as shown in FIGS. 7 (a) and 7 (b), the change in the operation frequency in the range where the driving environment risk is high or low is represented by the estimated value of the driving intention (the primary estimated value and the secondary estimated value). It can be obtained as an estimated value) and a decrease in driving intention can be estimated. FIGS. 7A and 7B show the operation frequency set on the vertical axis and time (t) on the horizontal axis.

  FIG. 7A shows the transition of the operation frequency when the driving environment risk level is low, and shows the frequency at which the driver started the driving operation with the low risk level. And as shown to Fig.7 (a), when the operation frequency in the low risk level is gradually low, it can be estimated that the driving intention is falling gradually.

  On the other hand, FIG. 7B shows the transition of the operation frequency when the risk of the driving environment is high, and shows the frequency at which the driver started the driving operation after the high risk level. Yes. And as shown in FIG.7 (b), when the operation frequency in a high risk level is gradually high, it can be estimated that the driving intention is falling gradually. Therefore, it is possible to estimate a decrease in driving intention according to the relationship between either or both of FIG. 7 (a) and FIG. 7 (b).

Further, referring to FIG. 6B, as the driving intention decreases, the integral value In3 of the operation frequency at the low risk level TL decreases and the integral value In4 of the operation frequency at the high risk level TH. Will increase. Therefore, the ratio IR2 (= In4 / In3) of the integrated value In2 of the operation frequency at the high risk level TH to the integrated value In3 of the operation frequency at the low risk level TL is calculated as the estimated value (primary estimated value). And a secondary estimated value), and a decrease in driving intention may be estimated based on the ratio IR2.

  Here, in FIG. 8A and FIG. 8B, the vertical axis is set as the operation frequency, the horizontal axis is set as the risk of the driving environment, and the relationship between the risk of the driving environment level and the operation frequency. Is shown. FIG. 8A shows a state where the driving intention is not lowered (normal state). In this case, the integral value In4 of the operation frequency at the high risk level TH is small, and at the low risk level TL. The integrated value In3 of the operation frequency is increased. Therefore, the ratio IR2 becomes small.

  On the other hand, FIG. 8B shows a state where the driving intention is reduced (driving intention reduced state). In this case, the integrated value In2 of the operation frequency at the high risk level TH is large, and the low risk level. The integral value In1 of the operation frequency at TL is small. Therefore, the ratio IR2 becomes large. In this way, the degree of decrease in driving intention can be estimated from the ratio IR2.

  Further, the evaluation period setting means 13 may set the second evaluation period T2 in accordance with the ratio IR2. FIG. 8C illustrates the change in the ratio IR2 with the vertical axis set to the ratio IR2 and the horizontal axis set to time (t).

In FIG. 8 (c), at _{t 40 ~t 41, t 42 ~t} 43, t 44 range between the ratio IR2 exceeds the threshold Tr2. And since this shows that the operation frequency in the high risk level TH is relatively higher than the operation frequency in the low risk level TL, it is estimated that the driving intention is lowered. . Therefore, when the ratio IR2 becomes less than the threshold value Tr2, the second evaluation period T2 is corrected to a long period. And thereby, the fall degree of a driving intention can be estimated more accurately and an alarm process and a control assistance process can be performed.

  [Estimation of Driving Intention Based on Frequency Distribution of Driving Operation] Next, referring to FIG. 9 to FIG. 11, estimated values of driving intention (primary estimated value and secondary estimated value) based on the distribution of operating frequency. A process for calculating?

  9A and 9B show the relationship between the operation amount and the operation frequency, with the vertical axis set as the operation amount and the horizontal axis set as the operation frequency. FIG. 9A shows a state where the driving intention is not lowered (normal state), and FIG. 9B shows a state where the driving intention is lowered (driving intention lowered state).

  Comparing FIG. 9 (a) and FIG. 9 (b), in FIG. 9 (b), the section output density (total value of the manipulated variable at each frequency) in the low frequency region TL and the middle frequency region TM decreases. The section output density in the high frequency region TH is high. This is because when the driver's intention to drive decreases, the timing at which the driving operation is performed is delayed, and in order to compensate for this delay, the frequency of driving operation at a high frequency such as a sudden handle or a sudden brake increases. It is assumed.

Therefore, as shown in FIGS. 10A and 10B, the change in the section output density of the manipulated variable in the low frequency region or the section output density of the manipulated variable in the high frequency region is represented by an estimated value of driving intention ( From these changes , it is possible to estimate a decrease in driving intention. FIGS. 10A and 10B show changes in the section output density with the vertical axis set to the section output density of the manipulated variable and the horizontal axis set to time (t).

  FIG. 10A shows a change in the section output density in the middle frequency region TM (see FIG. 9B) when the driving intention is lowered, and the section output density gradually decreases. FIG. 10B shows a change in the section output density in the high frequency region TH (see FIG. 9B) when the driving intention is lowered, and the section output density is gradually increased. Therefore, either or both of the change in the section output density in the middle frequency region TM shown in FIG. 10A and the change in the section output density in the high frequency region TH shown in FIG. 10B are used. The degree of driving intention can be estimated.

Further, referring to FIG. 9B, as the driving intention decreases, the integral value In5 of the section output density in the middle frequency region TM decreases and the integral value In6 of the section output density in the high frequency region TH. Tend to increase. Therefore, the ratio IR3 (= In5 / In6) of the integrated value In5 of the section output density in the middle frequency region TM to the integrated value In6 of the section output density in the high frequency region TH is calculated as the estimated value (primary estimated value). And a secondary estimated value), and a decrease in driving intention may be estimated based on the ratio IR3.

  Here, FIG. 11A and FIG. 11B show the frequency distribution of the section output density with the vertical axis set to the section output density of the driving operation and the horizontal axis set to the operation frequency. is there. FIG. 11A shows a state where the driving intention is not lowered (normal state). In this case, the integrated value In5 of the section output density in the middle frequency region TM is large, and in the high frequency region TH. The integral value In6 is small. Therefore, the ratio IR3 becomes small.

  On the other hand, FIG. 11B shows a state in which the driving intention is reduced (driving intention reduced state). In this case, the integrated value In5 of the section output density in the middle frequency region TM is small, and the high frequency region TH. The integral value In6 at is large. As a result, the ratio IR3 increases. Thus, the degree of decrease in driving intention can be estimated from the ratio IR3.

  Further, the evaluation period setting means 13 may set the second evaluation period T2 according to the ratio IR3. FIG. 11C shows a change in the ratio IR3 with the vertical axis set to the ratio IR3 and the horizontal axis set to time (t).

In FIG. 11 (c), the at t ₅₀ and t _51, the ratio IR3 has become less than the threshold Tr3. When the ratio IR3 is less than the threshold value Tr3, it indicates that the output density of the manipulated variable in the high frequency region TH is relatively higher than the output density of the manipulated variable in the medium frequency region TM. It can be estimated that the driving intention has declined. Therefore, when the ratio IR3 is less than the threshold value Tr3, the second evaluation period T2 is corrected to a long period. Thereby, the fall degree of driving intention can be estimated with higher accuracy, and the alarm process and the control support process can be executed.

In this embodiment, the driver's intention to drive is estimated based on three factors: (1) driving operation amount, (2) operation frequency according to the driving environment, and (3) frequency distribution of driving operation. Although the structure to illustrate was illustrated, driving intention may be estimated based on other factors.
Further, in the present embodiment, the case where the primary estimation value of the driving intention is calculated mainly by the evaluation period correction unit 13 has been described, but the calculation of the secondary estimation value of the driving intention by the driving support unit 14 is also 1 It can be calculated by the same method as the next estimated value.

The block diagram of the driving assistance device for vehicles of this invention. The operation | movement flowchart of the driving assistance device for vehicles. Explanatory drawing of a ring buffer. Explanatory drawing which showed the timing of the change of driving operation state data, an alarm output process, and a control assistance process. Explanatory drawing of the process which estimates a driving intention based on the amount of driving operation. Explanatory drawing of the process which estimates a driving intention based on the operation frequency according to driving | running | working environment. Explanatory drawing of the process which estimates a driving intention based on the operation frequency according to driving | running | working environment. Explanatory drawing of the process which estimates a driving intention based on the operation frequency according to driving | running | working environment. Explanatory drawing of the process which estimates a driving intention based on the frequency distribution of driving operation. Explanatory drawing of the process which estimates a driving intention based on the frequency distribution of driving operation. Explanatory drawing of the process which estimates a driving intention based on the frequency distribution of driving operation.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle driving assistance device, 10 ... Driving environment detection means, 11 ... Driving operation state detection means, 12 ... Driving operation state data collection means, 13 ... Evaluation period correction means, 14 ... Driving assistance means, 21 ... Ring buffer

Claims (13)

Driving operation state detecting means for detecting the driving operation state of the driver;
Data holding means;
Within the driving operation state reference period set in the immediately preceding predetermined period, the driving operation state detection means detects the driving operation state of the driver for each predetermined sampling period, and indicates the detected driving operation state Driving operation state data collecting means for holding data in the data holding means;
Based on the driving operation state data in the first evaluation period set within the driving operation state reference period, a primary estimated value of the driver's driving intention is obtained, and the first evaluation period is the primary estimation. A second evaluation period corrected according to the level of the value is set, and the second estimated period when the level of the primary estimated value is determined to be that the driver's intention to drive is reduced by the correction. An evaluation period correcting means for setting the evaluation period to be longer than the second evaluation period when the level of the primary estimated value is a level at which it is determined that the driver's driving intention is not lowered ;
Driving assistance means for obtaining a secondary estimated value of the driver's driving intention based on the driving operation state data in the second evaluation period and performing a predetermined driving assistance process based on the secondary estimated value; A vehicle driving support apparatus characterized by that. The vehicle driving support device according to claim 1,
The evaluation period correcting means, wherein based on the driving operation state data in the first evaluation within a time period, determine the driving operation by a driver in the first evaluation period, first the driving intention in accordance with the driving operation amount A vehicle driving support apparatus characterized by obtaining a next estimated value. The vehicle driving support device according to claim 2,
The evaluation period correction means calculates an integrated value of driving operation amounts in different periods set in the first evaluation period based on the driving operation state data in the first evaluation period, and the different periods the ratio of the integral value of the driving operation of the inner, vehicular driving support apparatus and calculates a first-order estimate of the driver intention.   The vehicle driving support device according to claim 3,
  The evaluation period correcting means estimates that the driver's intention to drive is reduced when the ratio of the integral value of the driving operation amount within the different period becomes less than a predetermined threshold value. Driving support device. The vehicle driving support device according to claim 1,
A driving environment detecting means for detecting the driving environment of the vehicle;
The evaluation period correction means obtains the frequency of the driver's driving operation according to the driving environment of the vehicle based on the driving environment of the vehicle and the driving operation state data in the first evaluation period. Correspondingly vehicular driving support apparatus and obtains the primary estimation value of the driving intention. The vehicle driving support device according to claim 5 ,
The travel environment detection means detects the risk of the travel environment of the vehicle,
The evaluation period correction means includes a frequency of a driving operation in a high risk area where the risk of the driving environment is higher than the first predetermined level, and a second predetermined value in which the risk of the driving environment is set lower than the first predetermined level. A vehicle driving support device, wherein a primary estimated value of the driving intention is obtained based on at least one of driving frequencies in a low risk area lower than a level.   The vehicle driving support device according to claim 6,
  The vehicle driving support apparatus according to claim 1, wherein the evaluation period correction means estimates that the driver's driving intention is reduced when the frequency of the driving operation in the low risk area is gradually reduced.   In the vehicle driving support device according to claim 6 or 7,
  The vehicle driving support apparatus according to claim 1, wherein the evaluation period correction means estimates that the driver's intention to drive is decreasing when the frequency of the driving operation in the high risk area is gradually increased. The vehicle driving support device according to claim 1,
The evaluation period correction means obtains a frequency distribution of the driving operation of the driver in the first evaluation period based on the driving operation state data in the first evaluation period, and determines the driving intention according to the frequency distribution. The vehicle driving support apparatus according to claim 1, wherein a primary estimated value is obtained. The vehicle driving support device according to claim 9 ,
The evaluation period correction means includes an operation amount in a high frequency region in which the frequency of the driving operation is higher than the first frequency, and a frequency in which the driving operation frequency is set lower than the first frequency and lower than the first frequency. of the operation amount in the frequency domain in higher than second frequency, on the basis of at least one, said driving vehicular driving support apparatus and obtains the primary estimation value will.   The vehicle driving support device according to claim 10,
  The evaluation period correction means estimates that the driver's intention to drive is reduced when the total value of the operation amount at each frequency in the medium frequency region is gradually decreasing with time. A vehicle driving support device.   In the vehicle driving assistance device according to claim 10 or 11,
  The evaluation period correction means estimates that the driver's intention to drive is reduced when the total value of the operation amount at each frequency in the high frequency region is gradually increasing as time elapses. A vehicle driving support device.   The vehicle driving support device according to claim 1,
  The evaluation period correction means calculates a fluctuation range of the driving operation amount in the first evaluation period based on the driving operation state data in the first evaluation period, and a period in which the fluctuation range of the driving operation amount is large. A vehicular driving support apparatus characterized in that when a small period is confirmed, it is estimated that the driver's driving intention is reduced.

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