JP2011002893A - Driving support device and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device and program which perform evaluation on driving operation accompanying passage of an intersection.SOLUTION: The driving support device specifies an advancing traffic lane which it has travelled before advancing into the intersection, and specifies a travel schedule road to be travelled after leaving the intersection associated with the advancing lane. Also it specifies a leaving road it has travelled after leaving the intersection, and when the leaving road and the travel schedule road are not in agreement (S206:NO), determines that the advancing operation to advance into the intersection is dangerous operation (S207). Thereby the driving operation accompanying passage of the intersection can be appropriately evaluated, since advancing operation to advance into the intersection is determined to be dangerous operation when the leaving road and travel schedule road are not in agreement.

Description

  The present invention relates to a driving support device and a program for evaluating driving and supporting driving of a driver.

  Conventionally, a system for evaluating whether or not driving performed by a driver during traveling is appropriate. For example, the technique described in Patent Document 1 evaluates whether or not the vehicle speed, the brake timing, the inter-vehicle distance, etc. during traveling are appropriate, and whether or not there is a stop at an intersection, and ranks and scores it. Yes.

JP 2008-186045 A

By the way, in the road connected to the intersection, a road to be traveled after passing the intersection may be defined depending on the lane. One example is a right turn lane. A vehicle traveling in a right turn lane must make a right turn at an intersection, but a vehicle traveling straight through the intersection may travel straight in a right turn lane, and this driving operation is dangerous. However, in Patent Document 1, there is no evaluation as to whether a lane corresponding to a road that has traveled after passing an intersection has traveled before entering the intersection.
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a driving support device and a program for performing an evaluation related to a driving operation associated with passing through an intersection.

The driving support device according to claim 1 includes an approach lane identifying means for identifying an approach lane that has traveled before entering the intersection, an exit road identifying means for identifying an exit road that has traveled after exiting the intersection, and an approach lane. If the scheduled road identification means that identifies the planned road to be traveled after exiting the intersection associated with the road and the planned road to exit are not the same, the approach action entering the intersection is determined to be a dangerous action. Determining means for performing the above-described operation.
Thereby, when the exit road and the scheduled road are not coincident with each other, the approach operation entering the intersection is determined as a dangerous operation, so that the driving operation accompanying the passage of the intersection can be appropriately evaluated. Therefore, it is possible to help improve the skill of the driver by feeding back an appropriate driving evaluation to the driver.

According to a second aspect of the present invention, there is provided a driving support device including guidance determination means for determining whether or not a direction to travel associated with an approach lane is guided. The determination means determines the risk level of the approaching operation based on the determination result by the guidance determination means.
Thus, for example, if the exit road and the scheduled road do not match even though the direction to travel is guided, it is more vicious than the case where it is not guided, so the degree of danger is high. It can be determined, and the risk of entering operation can be determined appropriately.

The driving support device according to claim 3 is characterized in that an exit lane identifying means that identifies an exit lane that has traveled after exiting an intersection, and a scheduled travel lane that identifies a travel lane to be traveled after exiting an intersection associated with an approach lane. Specifying means. The determination means determines that the passing operation passing through the intersection is a dangerous operation when the exit road and the scheduled travel lane coincide with each other and the exit lane does not coincide with the planned travel lane.
As a result, even if the exit road and the planned travel road match, if the exit lane and the planned travel lane do not match, it is determined that the passing motion passing through the intersection is a dangerous motion. It is possible to more appropriately evaluate the driving operation associated with the passage of.

The above has been described as the invention of the driving support device, but can be realized as the invention of the following program.
An approach lane identifying means for identifying an approach lane that has traveled before entering the intersection, an exit road identifying means for identifying an exit road that has traveled after exiting the intersection, and a travel that should be performed after exiting an intersection associated with the approach lane This is a program that causes a computer to function as a planned travel road identifying unit that identifies a planned road, and a determination unit that determines that an entry operation entering an intersection is a dangerous operation when the exit road and the planned travel road do not match. By executing such a program, the same effects as described above can be obtained.

It is a block diagram which shows the structure of the driving assistance apparatus of one Embodiment of this invention. It is a flowchart which shows the intersection passage information acquisition process of one Embodiment of this invention. It is a flowchart which shows the driving | operation evaluation process of one Embodiment of this invention. It is explanatory drawing explaining the information regarding the lane which should drive | work of one Embodiment of this invention. It is explanatory drawing explaining the information regarding the lane which should drive | work of one Embodiment of this invention. It is explanatory drawing explaining the information regarding the lane which should drive | work of one Embodiment of this invention. It is explanatory drawing explaining the past driving | operation information table of one Embodiment of this invention.

Hereinafter, a driving support device according to an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing the overall configuration of the driving support apparatus 1 according to the present embodiment. The driving support device 1 is mounted on a vehicle and includes a navigation device 2, a vehicle ECU 80, a camera 86, and the like.

The navigation device 2 is configured around the control unit 10, and includes a position detector 20, a map data storage unit 30, an operation switch group 40, a drawing unit 50, an audio output unit 60, and information connected to the control unit 10. A storage unit 70 and the like are provided.
The control unit 10 is configured as a normal computer, and includes a CPU, a ROM, an I / O, and a bus line for connecting these configurations.

  The position detector 20 detects position information related to the current position of the vehicle. All of the position detectors 20 are known geomagnetic sensors 21, gyroscopes 22, distance sensors 23, and GPS (Global Positioning) that receives radio waves from satellites. System) receiver 24 and the like. Since these 21 to 24 have errors of different properties, they are used while complementing each other. The position information is detected as coordinate information.

  The map data storage unit 30 is a storage device realized as, for example, a hard disk device (HDD). Although the HDD is used in this embodiment, other media such as a memory card may be used. The map data storage unit 30 stores map data for improving the accuracy of vehicle position detection, for searching a route, and for guiding a searched route. In the road information included in the map data, branch points such as intersections and junctions are defined as nodes, and roads are defined as links connecting nodes. For each link, the traveling direction, distance, the number of lanes and the position of the lane, the line type pattern on the road surface that divides the lane, the road type, and the like are defined as attribute information in association with the link ID that specifies each link. Note that the line type pattern means that, for example, three lanes are partitioned as in link 1 in FIG. 4 and the shape of the lane markings that divide each lane is from the left: solid line, broken line, broken line, solid line. As the information indicating the line type pattern, “solid line, broken line, broken line, solid line” is stored. Further, the color of each partition line is stored together with the shape. The road information included in the map data includes a planned traveling road that is a road that should travel after passing the intersection and a lane that should travel after passing the intersection for each lane of the road connected to the intersection (node). Lane information associated with the scheduled lane is included. When the node is an intersection, information indicating the area of the intersection is stored as road information in association with the position coordinates of the node.

The operation switch group 40 includes a touch switch integrated with the display 51, a mechanical switch, a remote control device, or the like, and is used for various inputs.
A display 51 is connected to the drawing unit 50. The display 51 is a color display using liquid crystal or CRT. Information is displayed via the display 51.
A speaker 61 is connected to the voice output unit 60, and voice guidance is performed through the speaker 61.

  The information storage unit 70 is for storing information acquired from the position detector 20, the vehicle ECU 80, the camera 86, and the like, and includes an HDD similar to the map data storage unit 30. Of course, other media such as a memory card may be used. Moreover, the same HDD as the map data storage unit 30 may be used. The information storage unit 70 stores an approach road and an approach lane that have traveled before entering the intersection, and an exit road and an exit lane that have traveled after leaving the intersection. In addition, information indicating the signal at the time of approaching the intersection, the vehicle speed during the intersection passing operation, and the like are stored. The information storage unit 70 stores past driving information related to past dangerous motions as a database for each intersection.

The vehicle ECU 80 controls operations of an engine, a transmission, an accelerator, a brake, and the like, and is configured as a normal computer like the control unit 10, and includes a CPU, ROM, I / O, and A bus line for connecting these components is provided. The vehicle ECU 80 includes an accelerator sensor 81 that detects the amount of depression of the accelerator pedal, a brake sensor 82 that detects the amount of depression of the brake pedal, a steering sensor 83 that detects the rotation angle of the steering, a vehicle speed sensor 84 that detects the speed of the vehicle, A blinker switch 85 or the like is connected.
The camera 86 uses, for example, a solid-state imaging device such as a CCD, and is configured to be able to image all directions outside the vehicle. The acquired video information is stored in the information storage unit 70.

By the way, in this embodiment, it has the characteristics in the point which evaluates the driving | running operation accompanying the passage of an intersection appropriately. Therefore, the driving evaluation process will be described based on the flowcharts shown in FIGS.
The intersection passing information acquisition process shown in FIG. 2 is a process performed at a predetermined interval during vehicle travel, for example, every 100 msec. In the first step S101 (hereinafter, “step” is omitted and is simply indicated by the symbol “S”), the presenting information of the signal at the front intersection is acquired. The display information is acquired by analyzing the image of the video information acquired by the camera 86.

In S102, the legal speed information of the road on which the vehicle is traveling is acquired. Legal speed information is acquired by performing image analysis on the image of the video information of paint on the road surface or roadside signs acquired by the camera 86.
Note that the presenting information and legal speed information acquired in S101 and S102 may be acquired by communication from an information center (not shown) or a roadside device. The legal speed may be obtained from data stored in advance in the map data storage unit 30.

In S103, it is determined whether or not the vehicle has entered the intersection based on the vehicle position information and information indicating the intersection area included in the road information. If the vehicle has not entered the intersection (S103: NO), the processing after S104 is not performed. If the vehicle has entered an intersection (S103: YES), the process proceeds to S104.
In S104, the approach road and the approach lane that were traveling before entering the intersection are specified, and road information including the lane information of the approach lane is acquired from the map data storage unit 30. For the approach road, a map matching process is performed based on the vehicle position information and the map data, whereby a link connected to the approached intersection is specified as the approach road. In addition, the advancing direction which advanced the specified approach road is also specified. The approach lane is specified based on the specified line type pattern of the approach road and the line type pattern of the lane line acquired by performing image analysis on the image of the video information acquired by the camera 86. . For example, when the vehicle is traveling on the link 1 shown in FIG. 4, when the lane marking immediately on the left is a solid line and the lane marking on the right is a broken line, the vehicle travels on the left lane. Identified as In a similar example, when both lane markings are broken lines with reference to the vehicle, the vehicle is identified as traveling in the middle lane. In the same example, when the lane marking on the left side with respect to the vehicle is a broken line and the lane marking on the right side is a solid line, the vehicle is identified as traveling in the right lane. In addition, in the road more than 4 lanes on one side, it can identify by using the information of other lane lines in addition to the lane line next to the vehicle.

In S105, based on the road information acquired in S104, the planned road to be traveled after leaving the intersection is specified. Specifically, if the approach lane is a right-turn exclusive lane, the road to which the intersection is turned right is specified as the planned road to be traveled. Details will be described later.
In S106, based on the road information acquired in S104, the planned lane to be traveled after leaving the intersection is specified. Specifically, when going straight at the intersection, if the approach lane is the left lane, the left lane is specified as the scheduled lane. Details will be described later.

  In S107, it is determined whether or not the vehicle has left the intersection based on the vehicle position information and information indicating the intersection area included in the road information. If the vehicle has not left the intersection (S107: NO), this determination process is repeated. If the vehicle exits from the intersection (S107: YES), the process proceeds to S108.

In S108, based on the vehicle position information and the road information, the exit road that has traveled after exiting the intersection is identified in the same manner as the approach road is identified in S104.
In S109, based on the position information of the vehicle and the road information, the exit lane that has traveled after exiting the intersection is identified by the same method as the method for identifying the approach lane in S104. Also, set the intersection passing flag, associate with the node indicating the intersection, signal display information, legal speed information, vehicle speed when approaching the intersection, approach road, approach lane, planned travel road, planned travel lane, The exit road and the exit lane are stored in the storage unit 70, and the intersection passing information acquisition process ends.

The driving evaluation process shown in FIG. 3 is a process performed at a predetermined interval during traveling of the vehicle, for example, every 100 msec. When it is determined that the operation of the vehicle is a dangerous operation, the driving evaluation process indicates a driving evaluation. It is comprised so that driving | operation evaluation may be performed in the aspect which deducts an evaluation score.
In S201, it is determined whether or not the intersection passing flag set in S109 is set. When the intersection passing flag is not set (S201: NO), the processing after S202 is not performed. When the intersection passing flag is set (S201: YES), the process proceeds to S202.

  In S202, based on the signal display information acquired in S101, it is determined whether or not the signal display when entering the intersection is blue. When there is an arrow signal, it is considered that the display is blue when traveling in the direction of the arrow, and the display is not blue when traveling in other directions. For example, if the signal at the time of entering the intersection is a red + right arrow, if you turn right at the intersection, the sign is considered blue, and if you turn left and go straight, the sign is blue. It is considered that there was not. In this embodiment, the angle formed between the virtual straight line obtained by extending the approach road from the node that is the intersection of the approach road and the exit road and the exit road is 15 degrees or more and less than 105 degrees clockwise with respect to the virtual line. If so, it is determined that the vehicle has turned right. In addition, the angle formed between the virtual straight line obtained by extending the incoming road from the node that is the intersection of the incoming road and the outgoing road and the outgoing road was 15 degrees or more and less than 105 degrees counterclockwise with respect to the virtual straight line. In this case, it is determined that the vehicle has made a left turn. In addition, the angle formed between the virtual straight line obtained by extending the approach road from the node that is the intersection of the approach road and the exit road and the exit road is 15 degrees or less clockwise or 15 counterclockwise with respect to the virtual straight line. If it is less than the degree, it is determined that the vehicle has traveled straight. When the display of the signal is blue (S202: YES), the process proceeds to S204. When the signal display is not blue (S202: NO), the process proceeds to S203.

  In S203, it is determined that the passing motion passing through the intersection is a dangerous motion, and the evaluation is lowered. Specifically, points are deducted from the basic points of the driving evaluation points set in advance. Note that the passing operation in the present embodiment refers to a series of operations from entering the intersection to exiting, and includes an entering operation entering the intersection and an exit operation exiting from the intersection.

In S204, it is determined whether or not the vehicle speed during the intersection passing operation is within the legal speed based on the vehicle speed during the intersection passing operation and the legal speed information acquired in S102. If it is within the legal speed (S204: YES), the process proceeds to S206. If it is not within the legal speed (S204: NO), the process proceeds to S205.
In S205, it is determined that the passing motion passing through the intersection is a dangerous motion, and the evaluation is lowered. Specifically, points are deducted from a preset base point.

In S206, it is determined whether or not the exit road identified in S108 matches the planned travel road identified in S105. If the exit road and the scheduled road are coincident (S206: YES), the process proceeds to S210. If the exit road does not match the planned road (S206: NO), the process proceeds to S207.
In S207, it is determined that the passing motion passing through the intersection is a dangerous motion, and the evaluation is lowered. Specifically, points are deducted from a preset base point. More specifically, it is determined that the approaching action that enters the intersection is a dangerous action.

  In S208, it is determined whether or not there is guidance regarding the approach lane before passing the intersection. The guidance related to the approach lane in the present embodiment is that the planned travel road corresponding to each approach lane is displayed on the display 51 by an arrow. Further, the guidance regarding the approach lane may be voice guidance through the speaker 61 such as “the lane currently in progress is a lane for turning right”. Such guidance is performed based on processing performed separately from this processing. For example, when route guidance to a destination is performed, guidance is provided along with the route. When there is no guidance regarding the approach lane (S208: NO), the process proceeds to S214. When there is guidance regarding the approach lane (S208: YES), the process proceeds to S209.

  In S209, the exit road does not coincide with the planned road in spite of the guidance on the approach lane, so it is more vicious than the case where there is no guidance. It is determined that the risk of passing motion is high, and the evaluation is further lowered. Specifically, points are further deducted from a preset base point.

In S210, where the exit road matches the planned travel road (S206: YES), it is determined whether or not the exit lane identified in S109 matches the planned travel lane identified in S106. When the exit lane and the scheduled travel lane match (S210: YES), the process proceeds to S214. If the exit lane and the scheduled travel lane do not match (S210: NO), the process proceeds to S211.
In S211, it is determined that the passing operation passing through the intersection is a dangerous operation, and the evaluation is lowered. Specifically, points are deducted from a preset base point.

  In S212, it is determined whether or not there is guidance regarding the approach lane and the planned travel lane before passing the intersection. The guidance related to the approach lane and the scheduled travel lane in the present embodiment is displayed on the display 51 as an arrow drawn across the intersection from the approach lane to the planned travel lane, for example. Such guidance is performed based on processing performed separately from this processing. For example, when route guidance to a destination is performed, guidance is provided along with the route. When there is no guidance regarding the approach lane and the scheduled lane (S212: NO), the process proceeds to S214. When there is guidance regarding the approach lane and the planned travel lane (S212: YES), the process proceeds to S213.

  In S213, the exit lane and the planned travel lane did not match even though there was guidance on the approach lane and the planned travel lane, so it was more vicious than the case where there was no guidance. It is determined that the degree of danger of the passing operation passing through the determined intersection is high, and the evaluation is further lowered. Specifically, points are further deducted from a preset base point.

In S214, information related to the passing operation passing through the intersection is added to the past driving information. Specifically, the past driving information table as shown in FIG. 7 is stored for each intersection, and the numerical value of the item determined as the dangerous motion in this process is incremented. That is, if the signal display when entering the intersection is not blue (S202: NO) and it is determined that the movement is dangerous (S203), the value corresponding to “ignore signal” is incremented. If the vehicle speed during the intersection passing operation is not within the legal speed (S204: NO) and it is determined that the vehicle is in a dangerous operation (S205), the value corresponding to “speed over” is incremented. If the exit road does not match the scheduled road (S206: NO) and it is determined that the movement is dangerous (S207), the value corresponding to “road mismatch” is incremented. If the exit lane and the scheduled lane do not match (S210: NO) and it is determined that the movement is dangerous (S211), the item corresponding to “lane mismatch” is incremented. If the passing operation passing through the intersection is not determined to be a dangerous operation at any step (S202: YES, S204: YES, S206: YES, S210: YES), the past driving information table is changed. Absent. Then, the intersection passing flag is reset, and this process is terminated.
As another process at the end of driving, when the driving evaluation score falls below the reference point, warning information that the driving evaluation score falls below the reference point is notified via the display 51 and the speaker 61.

Here, a specific example of the relationship between the planned travel road and the planned travel lane and the approach lane will be described with reference to FIGS. 4 and 5.
As shown in FIG. 4, the intersection X is an intersection where a road on one side of three lanes and a road on one side of one lane intersect. Here, a case of entering the intersection X from the link 1 will be described as an example. In this case, link 1 corresponds to “entrance road”.

When the vehicle enters the intersection X from the lane 1 of the link 1, the planned road to be traveled after leaving the intersection X is the link 2 or the link 3. Further, the planned lane to travel after leaving the intersection X is lane 1 of link 2 or lane 1 of link 3. In this case, lane 1 of link 1 corresponds to the “entrance lane”.
When the vehicle enters the intersection X from the lane 2 of the link 1, the planned traveling road to be traveled after leaving the intersection X is the link 3. Further, the planned lane to travel after exiting the intersection X is the lane 2 of the link 3. In this case, the lane 2 of the link 1 corresponds to the “entrance lane”.
When the vehicle enters the intersection X from the lane 3 of the link 1, the planned road to be traveled after leaving the intersection X is the link 4. The planned lane to travel after leaving the intersection X is lane 1 of link 4. In this case, lane 3 of link 1 corresponds to the “entrance lane”.
The above is summarized as in the table shown in FIG. 5, and such data is stored in the map data storage unit 30 as lane information.

Next, a specific example of the driving evaluation process for evaluating the passing operation passing through the intersection X described with reference to FIGS. 4 and 5 will be described with reference to FIG.
First, it is assumed that the vehicle P travels as shown by the travel locus R and passes through the intersection X. It is assumed that the signal when entering the intersection X is red + right arrow, and the vehicle speed during the intersection passing operation is within the legal speed.
When the vehicle P enters the intersection X (S103: YES), the approach road and the approach lane that were running before entering the intersection X are specified (S104). Since the approach road is the link 1 and the approach lane is the lane 3 of the link 1, based on this, the planned travel road is identified as the link 4 and the planned travel lane is identified as the link 1 of the link 4 (S105, S106). ). When the vehicle P leaves the intersection X (S107: YES), the exit road that has traveled after leaving the intersection is identified as the link 4 and the exit lane is identified as the lane 1 of the link 4 (S108, S109).

  When the passing motion of the vehicle P traveling on the traveling locus R passing through the intersection X is evaluated, the signal when the vehicle P enters the intersection X is indicated by a red + right arrow, and the vehicle P turns right at the intersection X. Therefore, it is considered that the signal display is blue (S202: YES). The vehicle P is traveling at the intersection X within the legal speed (S204: YES). Further, since the exit road is the link 4 and the planned travel road is the link 4, the exit road and the planned travel road coincide (S206: YES). Further, since the exit lane is the lane 1 of the link 4 and the planned travel lane is the lane 1 of the link 4, the exit lane and the planned travel lane coincide with each other (S210: YES). Therefore, since the passing operation in which the vehicle P has passed the intersection X on the travel locus R has not been determined as a dangerous operation in any step, the past driving information table is not changed and the driving evaluation process is terminated.

  Next, it is assumed that the vehicle P travels as indicated by the travel locus S and passes through the intersection X. It is assumed that the signal when entering the intersection X is red + right arrow, and the vehicle speed during the intersection passing operation is not within the legal speed. In addition, before entering the intersection X, the display 51 displays the road to be traveled corresponding to each approach lane by an arrow, and the speaker 61 gives a voice guidance saying that “the lane currently in progress is a lane for turning right”. Is assumed to have been performed.

  When the vehicle P enters the intersection X (S103: YES), the approach road and the approach lane that were running before entering the intersection X are specified (S104). Since the approach road is the link 1 and the approach lane is the lane 3 of the link 1, based on this, the planned travel road is identified as the link 4 and the planned travel lane is identified as the lane 1 of the link 4 (S105, S106). ). Then, when the vehicle P leaves the intersection X (S107: YES), the exit road that has traveled after leaving the intersection is identified as the link 3 and the exit lane is identified as the lane 3 of the link 3 (S108, S109).

  When the passing motion of the vehicle P traveling on the travel locus S passing through the intersection X is evaluated, the signal when the vehicle P enters the intersection X is a red + right arrow, and the vehicle P travels straight through the intersection X. Therefore, it is considered that the signal is not blue (S202: NO), it is determined that the passing operation passing through the intersection X is a dangerous operation, and the evaluation is lowered (S203). Since the vehicle P does not pass through the intersection X within the legal speed (S204: NO), it is determined that the passing operation passing through the intersection X is a dangerous operation, and the evaluation is lowered (S205). Further, since the exit road is the link 3 and the planned travel road is the link 4, the exit road and the planned travel road do not match (S206: NO). Therefore, it is determined that the passing motion passing through the intersection X is a dangerous motion, and the evaluation is lowered (S207). Further, since guidance regarding the approach lane has been performed (S208: YES), it is determined that the risk of passing motion passing through the intersection determined as dangerous motion in S207 is high, and the evaluation is further lowered (S209). Then, information related to the passing operation passing through the intersection X is added to the past driving information (S214). In this example, the numerical value of each item of “ignore signal”, “speed over”, and “road mismatch” in the past driving information table shown in FIG. 7A is incremented. Therefore, the past driving information table after passing the intersection X on the traveling locus S is as shown in FIG.

  As another example, it is assumed that the vehicle P travels as indicated by the travel locus T and passes through the intersection X. It is assumed that the signal when entering the intersection X is blue, and the vehicle speed during the intersection passing operation is within the legal speed. Further, it is assumed that guidance regarding the approach lane and the planned travel lane has not been performed before entering the intersection X.

  When the vehicle P enters the intersection X (S103: YES), the approach road and the approach lane that were running before entering the intersection are specified (S104). Since the approach road is the link 1 and the approach lane is the lane 2 of the link 1, based on this, the planned travel road is identified as the link 3 and the planned travel lane is identified as the lane 2 of the link 3 (S105, S106). ). When the vehicle P leaves the intersection X (S107: YES), the exit road that has traveled after leaving the intersection is identified as link 3, and the exit lane is identified as lane 1 of link 3 (S108, S109).

  When the passing motion of the vehicle P traveling on the travel trajectory T passing through the intersection X is evaluated, the signal when the vehicle P enters the intersection X is blue (S202: YES), and the vehicle P passes through the intersection X. The vehicle is traveling within the legal speed (S204: YES). Further, since the exit road is the link 3 and the planned travel road is the link 3, the exit road and the planned travel road coincide with each other (S206: YES). On the other hand, the exit lane is the lane 1 of the link 3, the travel lane is the lane 2 of the link 3, and the exit lane and the travel lane do not match (S210: NO). Therefore, the vehicle P has changed lanes within the intersection X, and determines that the passing operation passing through the intersection X is a dangerous operation, and lowers the evaluation (S211). In addition, guidance regarding the approach lane and the planned travel lane is not provided (212: NO). Then, information related to the passing operation passing through the intersection X is added to the past driving information (S214). In this example, the numerical value of the item “lane mismatch” in the past driving information table shown in FIG. Therefore, the past driving information table after passing the intersection X on the traveling locus T is as shown in FIG.

  As described above in detail, the driving support device 1 identifies the approach lane that has traveled before entering the intersection (S104), and identifies the planned travel road to travel after leaving the intersection associated with the approach lane. (S105). Further, the exit road that has traveled after exiting the intersection is identified (S108), and if the exit road does not match the planned travel road (S206: NO), it is determined that the approach operation entering the intersection is a dangerous operation (S207). ). Thereby, when the exit road and the scheduled road are not coincident with each other, the approach operation entering the intersection is determined as a dangerous operation, so that the driving operation accompanying the passage of the intersection can be appropriately evaluated. Therefore, it is possible to help improve the skill of the driver by feeding back an appropriate driving evaluation to the driver.

  Further, when the exit road does not match the planned travel road (S206: YES), the driving support apparatus 1 determines whether or not the direction to travel associated with the approach lane has been guided (S208). Determine the degree of risk. In the present embodiment, when the exit road and the scheduled road are not coincident (S206: YES), and the direction to travel associated with the approach lane is guided (S208: YES), it is determined that the degree of risk is high. (S209). As a result, if the exit road and the scheduled road do not coincide with each other even though the direction to travel is guided, it is determined that the degree of danger is high because it is more malicious than the case where it is not guided. Therefore, it is possible to appropriately determine the risk level of the approaching operation.

  Furthermore, the driving assistance apparatus 1 specifies the planned travel lane to be traveled after leaving the intersection associated with the approach lane (S106). Further, the exit lane that has traveled after exiting the intersection is specified (S109), and the exit road and the planned travel lane coincide with each other (S206: YES), and the exit lane and the planned travel lane do not coincide (S210: NO), it is determined that the passing operation passing through the intersection is a dangerous operation (S211). As a result, even if the exit road and the planned travel road match, if the exit lane and the planned travel lane do not match, it is determined that the passing motion passing through the intersection is a dangerous motion. It is possible to more appropriately evaluate the driving operation associated with the passage of.

Note that the control unit 10 in the present embodiment includes “entrance lane identification means”, “exit road identification means”, “traveling road identification means”, “determination means”, “guidance judgment means”, “exit lane identification means”. And “travel scheduled lane identifying means”. Further, S104 corresponds to the processing as the function of “entrance lane identification means”, S108 corresponds to the processing as the function of “exit road identification means”, and S105 corresponds to the processing as the function of “scheduled road identification means”. S203, S205, S207, S209, S211 and S213 correspond to processing as a function of “determination means”. S208 and S212 correspond to processing as the function of “guidance determination means”, S109 corresponds to processing as the function of “exit lane identification means”, and S106 serves as the function of “planned lane identification means”. It corresponds to processing.
As mentioned above, this invention is not limited to the said embodiment at all, In the difficulty which does not deviate from the meaning of invention, it can be implemented with a various form.

(A) Determination means Even when the planned travel road and the exit road do not coincide with each other, if the planned travel road cannot be traveled, it may be configured not to determine that it is a dangerous motion. That is, after a negative determination is made in S206, a determination process is provided for determining whether or not traveling on the planned road is possible. If the planned road can be traveled, the process proceeds to S207 to determine a dangerous action. If it is not possible to travel, the process proceeds to S214 without performing the processes of S207 to S213.

Similarly, even if the planned travel lane and the exit lane do not match, if the planned travel road cannot be traveled, it may be configured not to determine that the motion is dangerous. That is, after a negative determination is made in S210, a determination process for determining whether or not the planned lane can be traveled is provided. If the planned lane can be traveled, the process proceeds to S211 to determine a dangerous motion. If it is not possible to travel, the processing of S211 to S213 is not performed, and the process proceeds to S214.
Examples of the case where the planned travel road or the planned travel lane cannot travel include a case where the road is closed or there is an obstacle. Such information may be acquired by the camera 86 or may be acquired by communication from an information center (not shown) or the like.

  Further, when it is determined that there is an addictive behavior for a specific dangerous action, the risk level may be determined to be high. Judgment of the presence or absence of addictiveness can be determined as having addictiveness by referring to past driving information and when the value corresponding to the driving action is a predetermined value (for example, five times) or more. When it is determined that there is addictiveness, the driving operation determined as the dangerous operation in S203, S205, S207, and S211 of the above embodiment may be further reduced (for example, 10 points).

(A) Method of using determination result In the above embodiment, when it is determined that the motion is dangerous, a driving evaluation score is calculated by deducting points from a preset base point. In the above embodiment, the deduction points are not particularly mentioned, but the same score may be given for each factor determined to be a dangerous motion, or the score may be changed for each factor. As an example of changing the score for each factor, if signal danger (S203), speed over (S205), road mismatch (S207), and lane mismatch (S209) are in this order, the signal is ignored ( 40 points in S203), 30 points in overspeed (S205), 20 points in road mismatch (S207), 10 points in lane mismatch (S203), and so on. Further, when there is a road mismatch or a lane mismatch despite the guidance (S208: YES or S212: YES), a further 5-point deduction can be made.
Further, driving evaluation may be performed by calculating driving evaluation points by a point addition method that adds points when it is determined that the motion is dangerous, instead of the deduction method. In this case, the higher the score, the worse the evaluation, and for example, a warning may be provided when the evaluation score exceeds the reference point at the end of operation.

  Further, the driving evaluation result is configured to warn when the driving evaluation score falls below the reference point at the end of driving. In addition, when a dangerous operation is performed, a warning may be given in real time. In addition, the position coordinates of the point where the driving operation determined to be dangerous motion is stored, and when passing the point again, the driver is notified of the information that the point where the dangerous motion was performed, It may be configured to alert. In addition, the driving evaluation result may be transmitted to the information center, and ranking may be performed with reference to driving information of other drivers.

(C) Driving support device In the above embodiment, the navigation device constitutes the driving support device. However, the driving information of the vehicle may be transmitted to the information center, and the above processing may be performed in the information center. That is, the information center may constitute a driving support device.

  1: driving support device, 2: navigation device, 10: control unit (entrance lane identification means, exit road identification means, planned travel road identification means, determination means, guidance judgment means, exit lane identification means, planned travel lane identification means) 20: position detector, 21: geomagnetic sensor, 22: gyroscope, 23: distance sensor, 24: GPS receiver, 30: map data storage unit, 40: operation switch group, 50: drawing unit, 51: display, 60: Audio output unit, 61: Speaker, 70: Information storage unit, 80: Vehicle ECU, 81: Acceleration sensor, 82: Brake sensor, 83: Steering sensor, 84: Vehicle speed sensor, 85: Winker switch, 86: Camera

Claims (4)

An approach lane identifying means for identifying an approach lane that has traveled before entering the intersection;
An exit road identifying means for identifying an exit road that has traveled after exiting the intersection;
A planned travel road identifying means for identifying a planned travel road to travel after leaving the intersection associated with the approach lane;
When the exit road and the scheduled road do not match, a determination unit that determines that the approach operation entering the intersection is a dangerous operation;
A driving support apparatus comprising: A guidance judging means for judging whether or not the direction to be traveled associated with the approach lane is guided;
The driving support apparatus according to claim 1, wherein the determination unit determines a risk level of the approach operation based on a determination result by the guidance determination unit. An exit lane identifying means for identifying an exit lane that has traveled after exiting the intersection;
A scheduled travel lane identifying means for identifying a planned travel lane to be traveled after exiting the intersection associated with the approach lane;
With
The determination means determines that the passing operation passing through the intersection is a dangerous operation when the exit road and the planned travel road match and the exit lane and the planned travel lane do not match. The driving support device according to claim 1 or 2, wherein An approach lane identifying means for identifying an approach lane that has traveled before entering the intersection;
Exit road specifying means for specifying an exit road that has traveled after exiting the intersection,
A scheduled travel road identifying means for identifying a planned travel road to travel after leaving the intersection associated with the approach lane;
A determining means for determining that the approaching action to enter the intersection is a dangerous action when the exit road and the planned traveling road do not match;
As a program that allows the computer to function.

Images