JP5215078B2 - Driving support device and program - Google Patents

Description

  The present invention relates to a driving support device and a program, and more particularly, to a driving support device and a program that perform driving support based on a traffic situation and a running state of a vehicle.

  2. Description of the Related Art Conventionally, an unexpected event occurrence point identifying device for identifying a point where an unexpected event has occurred based on a change in traffic volume and preventing a secondary disaster is known (Patent Document 1). Further, a traffic information system that estimates that a sudden traffic failure has occurred from a change in travel time of a link is known (Patent Document 2).

There is also known a collision prevention system that detects two consecutive vehicles by two sensors and determines a rear-end collision from the difference in vehicle travel time (Patent Document 3).
JP 2004-70588 A JP-A-2005-242424 JP-T-2002-541536

  However, the technologies described in Patent Documents 1 and 2 above are devices for observing and analyzing conditions such as traffic volume and travel time and determining that a sudden event such as an accident has occurred, and an accident occurs. Since it is not predicted whether or not the possibility is high, there is a problem that the occurrence of an accident cannot be prevented.

  Moreover, the technique described in Patent Document 3 is a device that determines whether a rear-end collision is made by paying attention to the distance between two vehicles and the time difference. Although there is a possibility of preventing an accident in advance, an accident occurs only immediately before the accident. There is a problem that the occurrence cannot be determined.

  The present invention has been made to solve the above-described problems, and provides a driving support apparatus and program capable of preventing occurrence of an accident by predicting whether or not an accident is likely to occur in advance. The purpose is to provide.

In order to achieve the above object, a driving support device according to a first aspect of the present invention includes a traffic condition acquisition means for acquiring a traffic condition of a vehicle on a travel path, and a travel condition for acquiring a travel speed as a travel state of the vehicle on the travel path. Based on the state acquisition means, the traffic state acquired by the traffic state acquisition means, and the driving state acquired by the driving state acquisition means , an accident has occurred in the past and the target vehicle is congested in the traveling direction. A determination means for determining whether or not the target vehicle is traveling in a free-running state before the point, and a traveling in a free-running state before the point by the determination means. If it is determined that, viewed contains a driving assistance means for performing driving support, wherein the determining means is set in advance corresponding to the free running state at front of the point, accidents in the past Based on the speed range for each road section up to the generated point and the traveling speed of each road section up to the point of the target vehicle acquired by the driving state acquisition means, before the point, It is determined whether or not the target vehicle is traveling in a free-running state, and among the accidents that have occurred in the past, the ratio of accidents in which the traveling speed of the vehicle at the time of the accident is included in the speed range is constant. Among the upper and lower limits that are greater than or equal to the value, the upper and lower limits are set to minimize the number of occurrences in which no accident occurred even when the vehicle traveling speed was included in the speed range .

The program according to the second aspect of the present invention is a driving state for acquiring a traveling speed as a traffic state acquired by a traffic state acquiring means for acquiring a traffic state of a vehicle on a traveling path and a traveling state of a vehicle on the traveling path. Based on the driving state acquired by the acquiring means, there is a point where an accident has occurred in the past and there is a traffic jam in the traveling direction of the target vehicle , and the target vehicle is in a free-running state in front of the point. Determining means for determining whether or not the vehicle is traveling, and when the determining means determines that the vehicle is traveling in a free-running state in front of the point, the function for functioning as driving assistance means for performing driving assistance a program, the determining means is set in advance corresponding to the free running state at front of the point, the way to the the point where the accident in the past has occurred Based on the speed range for the section and the traveling speed of each road section up to the point of the target vehicle acquired by the driving state acquisition means, the target vehicle travels in the free-running state before the point. For the speed range, among the accidents that occurred in the past, the upper and lower limits of the ratio of accidents in which the traveling speed of the vehicle at the time of the accident included in the speed range is a certain value or more. Among them, the program sets an upper limit and a lower limit that minimize the number of situations in which no accident has occurred even if the traveling speed of the vehicle is included in the speed range .

  According to the first and second aspects of the invention, the traffic condition of the vehicle on the travel path is acquired by the traffic condition acquisition means, and the travel condition of the vehicle on the travel path is acquired by the travel condition acquisition means.

  Then, based on the traffic situation acquired by the traffic situation acquisition means and the travel state acquired by the travel state acquisition means by the determination means, there is a place where there is congestion in the traveling direction of the target vehicle, and It is determined whether or not the target vehicle is traveling in a free traveling state. When it is determined by the determination means that the vehicle is traveling in the free running state before the point, the driving support is performed by the driving support means.

  In this way, it is possible to predict whether or not there is a high possibility that an accident will occur in advance by determining whether or not the target vehicle is traveling in a free-running state in front of a congested point. The occurrence of accidents can be prevented.

  The determination means according to the first invention includes a point where an accident has occurred in the past and where there is a traffic jam in the traveling direction of the target vehicle, and the target vehicle travels in a free-running state before the point. It can be determined whether or not. Thereby, it is possible to accurately predict whether or not an accident is likely to occur.

  The determination means according to the first invention includes a point where an accident has occurred in the past and the traffic is congested when the target vehicle arrives, and the target vehicle travels in a free-running state before the point. It can be determined whether or not. Thereby, it is possible to predict more accurately whether or not an accident is likely to occur.

  In addition, the traveling state acquisition unit acquires a traveling speed as the traveling state, and the determination unit is located in front of the point based on a speed range set in advance corresponding to the free traveling state in front of the point. It is determined whether the target vehicle is traveling in a free-running state, and among the accidents that occurred in the past, the ratio of accidents in which the traveling speed of the vehicle at the time of the accident is included in the speed range is constant. Among the upper and lower limits that are greater than or equal to the value, it is possible to set an upper limit and a lower limit that minimize the number of situations in which no accident has occurred even if the traveling speed of the vehicle is included in the speed range.

A driving support device according to a third aspect of the present invention includes a traffic condition acquisition unit that acquires a traffic condition of a vehicle on a travel path, a travel condition acquisition unit that acquires a travel speed as a travel condition of the vehicle on the travel path, and the traffic condition Based on the traffic situation acquired by the acquisition means and the driving state acquired by the driving state acquisition means, there are points where accidents have occurred in the past and there is traffic congestion in the traveling direction of the target vehicle, A determination unit that determines whether or not the target vehicle is traveling in a free-running state before the point; and a case in which the determination unit determines that the vehicle is traveling in a free-running state before the point. Driving support means for performing driving support, the determination means corresponding to the free running state in front of the point, which is preset corresponding to the free running state in front of the point Preset speed range of the travel speed change pattern up to the point where the accident occurred in the past, and the travel speed history of the target vehicle up to the point acquired by the travel state acquisition means Based on this, it is determined whether or not the target vehicle is traveling in a free-running state before the point, and the traveling speed of the vehicle at the time of the accident among the accidents that occurred in the past is determined for the speed range. Among the upper and lower limits that make the ratio of accidents included in the speed range a certain value or more, the upper limit and the minimum that minimize the number of situations in which no accident occurred even if the traveling speed of the vehicle is included in the speed range A lower limit was set.

According to a fourth aspect of the invention, there is provided a program for acquiring a traveling speed as a traffic condition acquired by a traffic condition acquisition means for acquiring a traffic condition of a vehicle on a traveling path and a traveling state of a vehicle on the traveling path. Based on the driving state acquired by the acquiring means, there is a point where an accident has occurred in the past and there is a traffic jam in the traveling direction of the target vehicle, and the target vehicle is in a free-running state in front of the point. Determining means for determining whether or not the vehicle is traveling, and when the determining means determines that the vehicle is traveling in a free-running state in front of the point, the function for functioning as driving assistance means for performing driving assistance The determination means corresponds to a free running state in front of the point, which is set in advance corresponding to the free running state in front of the point. Based on a preset speed range of a travel speed change pattern up to the point where an accident has occurred in the past, and a history of the travel speed of the target vehicle up to the point acquired by the travel state acquisition unit Then, it is determined whether or not the target vehicle is traveling in a free-running state before the point, and the traveling speed of the vehicle at the time of the accident among the accidents that occurred in the past in the speed range is the speed. Among the upper and lower limits that make the ratio of accidents included in a range more than a certain value, the upper and lower limits that minimize the number of situations in which no accident occurred even if the traveling speed of the vehicle is included in the speed range It is a program that set.

  As described above, according to the driving support apparatus and program of the present invention, whether or not the target vehicle is traveling in the free running state before the point where the traffic is congested, or predetermined acceleration traveling from the traffic running state. By determining whether or not the state has changed, it is possible to predict whether or not there is a high possibility that an accident will occur in advance, and the effect of preventing the occurrence of the accident can be obtained.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In this embodiment, a case where the present invention is applied to a center side support apparatus that predicts whether or not an accident is likely to occur on the traffic information center side and presents an alarm to an in-vehicle device will be described as an example. .

  As shown in FIG. 1, the driving support system 10 according to the first embodiment transmits probe information indicating a traveling history (traveling position, traveling speed, etc.) of a vehicle to a base station 14 installed on the roadside. From the vehicle-mounted device 12, the probe information received via the base station 14 and the Internet 16, the VICS (Vehicle Information and Communication System) information obtained from the VICS center 18, and the road detector vehicle detector 20 installed on the roadside And a center-side support device 22 that predicts whether or not there is a high possibility of an accident in the target vehicle based on the output of the vehicle, and causes the vehicle-mounted device 12 of the target vehicle to present an alarm according to the prediction result ing.

  The probe information corresponds to the traveling state of the vehicle on the traveling path of the present invention, and the VICS information and the output from the vehicle detector 20 correspond to the traffic situation of the vehicle on the traveling path of the present invention.

  A plurality of base stations 14 are installed on the roadside, and each base station 14 communicates with the in-vehicle device 12. Each base station 14 is connected to the Internet 16 and communicates with the center support device 22 via the Internet 16.

  A plurality of vehicle detectors 20 are installed at predetermined intervals on the road side, and each vehicle detector 20 senses the presence of a vehicle in a sensing range on the traveling road, and displays information indicating that the vehicle is sensed. To the side support device 22.

  The in-vehicle device 12 includes a position / velocity measuring unit 28 that measures a traveling position and a traveling speed of the host vehicle based on an output from a GPS mounted on the host vehicle or an output from an operation device or a self-contained navigation device of the host vehicle, A mobile communication unit 32 that transmits probe information including a traveling position and a traveling speed measured by the position / velocity measuring unit 28 to a nearby base station 14, and receives an alarm message from the base station 14, Based on the alarm message received by the body communication unit 32, the alarm presenting unit 36 outputs an alarm control unit 34.

  The alarm presenting unit 36 includes a speaker and a display, and outputs a warning as a driving support and displays a warning message.

  The center side support device 22 is composed of, for example, a general server installed in the traffic information center, and a program for executing a driving support processing routine described later is stored in an HDD (not shown). Specifically, it is configured as follows. The center side support device 22 stores the accident frequent occurrence point database 38 storing information indicating a plurality of accident frequent occurrence points, the VICS information from the VICS center 18, the output from each vehicle detector 20 of the road manager, the accident frequent occurrence points. Based on the information shown, a speed fluctuation diagram creation unit 40 that creates a speed fluctuation diagram, which will be described later, a mobile communication unit 42 that performs communication via the Internet 16, and probe information received by the mobile communication unit 42 are managed. Accident occurrence that predicts whether or not there is a high possibility of an accident in the target vehicle based on the probe information management unit 44 and the created speed fluctuation diagram, the probe information of the target vehicle, and information indicating the frequent occurrence points of the accident And a prediction unit 48.

  The accident frequent occurrence point database 38 stores information indicating each of a plurality of accident frequent occurrence points obtained based on past accident cases.

  Based on the information indicating the frequent accident points stored in the frequent accident point database 38, the speed variation diagram creation unit 40 determines the upstream and downstream ranges including the frequent accident points as prediction target ranges for each frequent accident point. To do. In addition, the speed variation diagram creation unit 40 determines each road section (for example, the installation interval of the vehicle detector 20) for each prediction target range based on the VICS information from the VICS center 18 and the output from each vehicle detector 20. ) For each measurement unit time (e.g., every 5 minutes) is calculated, and a speed fluctuation diagram showing speed fluctuations in a predetermined period of each road section as shown in FIG. 2 is created.

  In the speed fluctuation diagram of FIG. 2, the range of the traveling speed of the vehicle traveling on the road section is displayed in different colors, and the traveling speed of the vehicle in each road section varies with time. I understand. For example, from the speed fluctuation chart, there is a traffic jam tail in a road section (see (1) of road section 01 in FIG. 2 above) in which an abnormal speed reduction occurs compared to the upstream road section. It can be recognized that the road section where the abnormal speed reduction occurs is going up upstream as time passes. In addition, from the speed fluctuation chart, after speed reduction (see (3) in FIG. 2 above), the vehicle immediately accelerated and drove in a free-running state. It is possible to recognize that a rear-end collision has occurred at the end of the traffic jam (see (2) in FIG. 2 above).

  The speed fluctuation diagram creation unit 40 updates the speed fluctuation diagram as needed based on the VICS information from the VICS center 18 and the output from each vehicle sensor 20.

  As described below, the accident occurrence prediction unit 48 predicts whether or not there is a high possibility that an accident will occur for the target vehicle.

  First, based on the travel position of the probe information, the target vehicle is selected from the vehicles existing within the prediction target range including the accident frequent occurrence point, and it is determined whether or not the accident frequent occurrence point exists in the traveling direction of the target vehicle. . When an accident-prone point exists in the traveling direction of the target vehicle, when the accident-prone point is reached based on the traveling speed and travel position of the target vehicle and the speed fluctuation diagram of the prediction target range including the accident-prone point Next, it is determined whether the accident occurrence point is congested.

  For example, as shown in the speed fluctuation diagram shown in FIG. 3, the road speed is 10 km / h or less and the road section is congested (see the black part in FIG. 3 above) and is crowded at 10 km / h to 20 km / h. The road section (see the gray portion in FIG. 3 above) proceeds upstream with the passage of time. Further, according to the change in the travel position of the vehicle obtained from the probe information (see the circles and arrows in FIG. 3), the vehicle advances downstream as time passes. At this time, it is possible to determine whether or not the road section including the accident frequent occurrence point is a congested road section at the time when the vehicle is predicted to reach the accident occurrence point using the speed fluctuation diagram. .

  Then, based on the speed fluctuation diagram, the target vehicle travels in a free-running state (for example, a traveling speed of 70 km / h or more) in front of a point where accidents frequently occur (for example, 700 meters before the point where the accident occurred). It is determined whether or not.

  As shown in FIG. 3, the accident occurrence predicting unit 48 has a number of accident occurrence points that are congested when the target vehicle arrives in the traveling direction of the target vehicle, as shown in FIG. If it is determined that the target vehicle is traveling in a free-running state, it is predicted that an accident is likely to occur for the target vehicle, and the mobile communication unit 42 uses the target as driving assistance. An alarm message is transmitted to the vehicle-mounted device 12 of the vehicle.

  Further, based on the speed fluctuation diagram, as shown in FIG. 4, when the target vehicle (see the circle in FIG. 4) progresses downstream with time, the traffic running state (from A-1 to A- in FIG. 4). 2) After traveling in a traffic jam section propagating to No. 2 (for example, a traveling speed of 5 to 30 km / h), exit from the traffic jam section and before the accident occurrence point (for example, 700 meters before the accident occurrence point) Then, it is determined whether or not the vehicle has changed to a predetermined acceleration traveling state (a state where the vehicle travels at an accelerated speed from the traffic traveling state, for example, a state where the traveling speed is 30 km / h or higher).

  As shown in FIG. 4, the accident occurrence prediction unit 48 has an accident occurrence point that is congested when the target vehicle arrives in the traveling direction of the target vehicle, as shown in FIG. If it is determined that the target vehicle has changed from the traffic congestion state to the predetermined acceleration travel state, it is predicted that an accident is likely to occur for the target vehicle, and the mobile communication unit 42 The alarm message is transmitted to the vehicle-mounted device 12 of the target vehicle.

  Next, operation | movement of the driving assistance system 10 which concerns on 1st Embodiment is demonstrated. First, in the vehicle-mounted device 12 mounted on each vehicle, the travel position and travel speed are measured, and the measured travel position and travel speed are transmitted to the base station 14 as needed as probe information.

  Further, in the center side support apparatus 22, the driving support processing routine shown in FIG. 5 is executed for each accident frequent occurrence point indicated by the information stored in the accident frequent occurrence point database 38.

  First, in step 100, the probe information transmitted from the in-vehicle device 12 is collected for a predetermined period (the time range indicated by the speed fluctuation diagram), and the VICS information from the VICS center 18 is collected for a predetermined period. The output from the vehicle detector 20 is collected for a predetermined period.

  In step 102, based on the VICS information collected for a predetermined period in step 100 and the output from each vehicle sensor 20, a speed variation diagram of the prediction target range including the target accident frequent occurrence point is created. In the next step 104, one of the vehicles existing within the prediction target range is selected as the target vehicle based on the travel position of the probe information collected in step 100.

  Then, in Step 106, it is determined whether or not the target accident occurrence point exists in the traveling direction of the target vehicle based on the travel position of the probe information of the target vehicle collected in Step 100 or Step 122 described later. If there is no target accident frequent occurrence point in the traveling direction of the target vehicle, the process proceeds to step 118. On the other hand, if there is a target accident frequent occurrence point in the traveling direction of the target vehicle, 108.

  In step 108, the time at which the target vehicle reaches the target accident occurrence point is predicted based on the travel position and travel speed of the probe information of the target vehicle collected in step 100 or step 122 described later. In step 110, based on the speed fluctuation map created in step 102 or step 124 described later, it is determined whether or not there is traffic congestion at the accident frequent occurrence point when the target vehicle reaches the accident frequent occurrence point. To do. In step 110 described above, traffic congestion has occurred in the road section including the accident-prone point at the arrival time of the target vehicle based on the tendency of the road section that is congested as time elapses obtained from the speed fluctuation chart. If it is determined that there is not, it is determined that there is no high possibility that an accident will occur in the target vehicle, and the routine proceeds to step 118. On the other hand, in step 110 described above, based on the change tendency of the congested road section obtained from the speed fluctuation diagram, it is determined that the traffic section is congested in the road section including the accident frequent occurrence point at the arrival time of the target vehicle If yes, go to Step 112.

  In step 112, based on the speed fluctuation map created in step 102 or step 124 described later, it is determined whether or not the target vehicle is traveling in a free-running state before the accident occurrence point. When the target vehicle is not traveling in the free running state in front of the accident frequent occurrence point where the traffic jam occurs based on the portion representing the fluctuation of the traveling speed of the target vehicle in the speed fluctuation diagram (for example, the traffic running state When the vehicle is traveling at a low speed), the process proceeds to step 114, but an accident may occur if the target vehicle is traveling in a free-running state in front of the accident-prone point where traffic congestion has occurred. The process proceeds to step 116.

  In step 114, based on the speed fluctuation diagram created in step 102 or step 124 described later, whether or not the target vehicle has changed from a traffic jam condition to a predetermined acceleration condition in front of the accident frequent occurrence point. judge. Based on the portion of the speed fluctuation diagram representing the fluctuation in the traveling speed of the target vehicle, when the traffic congestion state does not change from the traffic congestion state to the predetermined acceleration state before the accident occurrence point where the traffic congestion has occurred (for example, traffic congestion) In the case where the vehicle is still in a running state), it is determined that there is no high possibility of an accident occurring in the target vehicle in the running state of the target vehicle up to the present time, and the process proceeds to step 118, but there is a traffic jam. If the target vehicle has changed from a congested running state to a predetermined acceleration running state before the accident frequent occurrence point, it is determined that an accident is likely to occur, and the process proceeds to step 116.

  In step 116, an alarm message is transmitted to the in-vehicle device 12 of the target vehicle. As a result, when the in-vehicle device 12 of the target vehicle receives an alarm message, the alarm presenting unit 36 outputs an alarm to the driver.

  In the next step 118, it is determined whether or not there is a vehicle that has not executed the processing of step 106 to step 116 in the prediction target range. If processing has been performed, the routine proceeds to step 122. On the other hand, if there is a vehicle that has not been subjected to the above processing in step 118, in step 120, another vehicle existing within the prediction target range is selected as the target vehicle, and the process returns to step 106. .

  In step 122, the probe information transmitted from the in-vehicle device 12 is collected for the measurement unit time (for the unit time on the time axis of the speed variation diagram, for example, 5 minutes), and the VICS information from the VICS center 18 is collected for the measurement unit time. Minutes are collected, and the output from each vehicle sensor 20 is collected for a measurement unit time.

  Then, in step 124, based on the VICS information collected for the measurement unit time in step 122 and the output from each vehicle sensor 20, the speed fluctuation diagram of the prediction target range including the target accident occurrence point is updated. Then, the process returns to step 104.

  The above driving support processing routine is executed for each accident occurrence point indicated by the information stored in the accident frequent occurrence point database 38, and each of a plurality of prediction target ranges including a plurality of accident occurrence points is within the prediction target range. Predicting whether or not an accident is likely to occur in the vehicle to be transmitted, and transmitting an alarm message to the in-vehicle device 12 according to the prediction result.

  As described above, according to the driving support system according to the first embodiment, whether or not the target vehicle is traveling in the free running state before the point where the traffic is congested, or predetermined from the traffic running state. If it is predicted that the possibility of an accident occurring is high by determining whether or not the vehicle has changed to the accelerated running state of Driving assistance can be prevented to prevent accidents.

  In addition, in the traveling direction of the target vehicle, there is an accident-prone point that is congested when the target vehicle arrives, and whether the target vehicle is traveling in a free-running state in front of the accident-prone point, Alternatively, it is possible to more accurately predict whether or not there is a high possibility that an accident will occur by determining whether or not the vehicle has changed from a congested travel state to a predetermined acceleration travel state.

  In addition, since it is judged whether the same phenomenon as the mechanism of the accident occurrence analyzed from the traveling speed data in the past accident cases has occurred and an accident occurrence warning is issued, it is earlier than the situation where the accident occurs. An alarm can be issued, and the accident prevention effect is high.

  In the above embodiment, the case where the output from the vehicle detector is used as the traffic situation of the vehicle has been described as an example. However, the present invention is not limited to this and is installed on the road as the traffic situation of the vehicle. A photographed image from a camera that has been used may be used.

  Next, a second embodiment will be described. In addition, about the part which becomes the structure similar to 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  In the second embodiment, on the in-vehicle device side, it is predicted whether or not an accident is likely to occur, and whether or not an accident is likely to occur using a speed range diagram. The point of prediction is different from the first embodiment. In the second embodiment, a case where the prediction target vehicle is the own vehicle and the present invention is applied to an in-vehicle device will be described as an example.

  As shown in FIG. 6, the in-vehicle device 212 according to the second embodiment includes a computer (not shown), and executes a driving support processing routine to be described later on the HDD (not shown) of the computer. These programs are stored and functionally configured as follows. The in-vehicle device 212 receives the VICS information from the position / speed measurement unit 28, a speed range diagram storage unit 230 that stores a speed range diagram, which will be described later, created in advance from the accident case, and the VICS center 18, and the traffic information center 218. Traffic information receiving unit 232 for receiving road traffic information from, accident frequent occurrence point database 38, stored speed range map, measured travel position and travel speed, received VICS information and road traffic information, and accident frequent occurrence points Based on the information indicating the above, an accident occurrence prediction unit 248 that predicts whether or not an accident is likely to occur in the host vehicle, and an alarm is presented by the alarm presentation unit 36 according to the prediction result of the accident occurrence prediction unit 248 And an alarm control unit 234 for outputting.

  In the present embodiment, the probe information corresponds to the traveling state of the vehicle on the traveling road of the present invention, and the VICS information and the road traffic information correspond to the traffic situation of the vehicle on the traveling road of the present invention. .

  The position / velocity measurement unit 28 measures the traveling position and traveling speed of the host vehicle as needed based on the output from the GPS mounted on the host vehicle and the output from the self-contained navigation device mounted on the host vehicle. The travel speed at the position is stored as a travel history.

  Here, the principle of the present embodiment will be described. As shown in FIG. 7, as an accident occurrence pattern, in a situation where there is traffic jam in the traveling direction of the vehicle, the vehicle travels in a free running state, the speed suddenly decreases, and the vehicle crashes to the end of the traffic jam. In a situation where there is traffic jam in the traveling direction of the vehicle, there is a pattern in which the vehicle travels in a free-running state, and once the speed increases, the speed suddenly decreases and collides with the end of the traffic jam.

  In addition, as an accident occurrence pattern, in a situation where there is traffic jam in the traveling direction of the vehicle, drive in the traffic jam section in the traffic jam condition, pass through the traffic jam section, suddenly increase in speed, then the vehicle in the traffic jam section In a situation where there is a traffic jam or a traffic jam in the direction of travel of the vehicle, after driving in a traffic jam section in a traffic jam condition, once the speed drops, after passing through the traffic jam section, the speed suddenly increases There is a pattern of crashing into a vehicle in a traffic jam section.

  Therefore, the speed range diagram storage unit 230 according to the present embodiment stores a speed range diagram showing a change pattern of the traveling speed in the accident occurrence pattern as shown in FIG. The speed range diagram shows two travel speed change patterns. In the first travel speed change pattern, the free travel state (for example, the travel speed is in a range of 70 km / h to 100 km / h) before the accident occurrence point. The upper limit value and the lower limit value of the speed range of the change of the traveling speed that is traveling in the state). In the second traveling speed change pattern, after traveling in a congested traveling state (for example, a state where the traveling speed is in a range of 5 km / h to 30 km / h), an accelerated traveling state (congested traveling state) is performed in front of the accident occurrence point. It represents an upper limit value and a lower limit value of a speed range of a change in travel speed that is changing to a state where the vehicle travels more accelerated (for example, a state where the travel speed is 30 km or more).

  From the past accident cases, plot the speed for each road section up to the point of the accident when the accident occurred, and obtain the upper and lower speed range values for each road section to the accident point. A diagram may be created in advance and stored in the speed range diagram storage unit 230.

  For example, when setting the upper limit value and the lower limit value of the speed range diagram of the first travel speed change pattern, among the accidents that have occurred in the past, the travel speed of the vehicle at the time of the accident is within the speed range. Of the upper limit and lower limit values that make the ratio of accidents included a certain value or higher, the upper limit value that minimizes the number of occurrences of accidents even if the vehicle traveling speed is included in the speed range, and Set the lower limit. Further, when setting the upper limit value and the lower limit value of the speed range diagram of the second travel speed change pattern, among the accidents that have occurred in the past, the travel speed of the vehicle at the time of the accident is within the speed range. Of the upper limit and lower limit values that make the ratio of accidents included a certain value or higher, the upper limit value that minimizes the number of occurrences of accidents even if the vehicle traveling speed is included in the speed range, and Set the lower limit.

  As will be described below, the accident occurrence prediction unit 248 predicts whether or not there is a high possibility that an accident will occur for the host vehicle.

  First, it is determined based on the travel position of the host vehicle and information indicating the frequent accident points whether or not there is a frequent accident point in the traveling direction of the host vehicle. If there is a frequent accident point in the direction of travel of the target vehicle, the host vehicle will reach the frequent accident point based on the traveling speed and position of the subject vehicle and the road traffic information and VICS information around the frequent accident point. When it is done, it is determined whether the accident occurrence point is congested.

  For example, a traffic jam section obtained from road traffic information and VICS information advances upstream as time passes. Further, the traveling position of the host vehicle changes according to the traveling speed, and the host vehicle advances downstream as time elapses. At this time, it can be determined whether or not the road section including the accident-prone point is a congested road section at the time when the vehicle is predicted to reach the accident occurrence point.

  Then, by comparing the travel speed history of the host vehicle with the first travel speed change pattern of the speed range diagram, the travel speed history of the host vehicle up to the point where the accident frequently occurred is the first travel speed. It is determined whether or not the upper limit value and lower limit value of the speed range indicated by the change pattern. As a result, it can be determined whether or not the host vehicle is traveling in the free-running state before the accident-prone point (for example, 700 m before the accident point).

  According to the determination described above, the accident occurrence predicting unit 248 has an accident occurrence point that is congested when the own vehicle arrives in the traveling direction of the own vehicle, and the own vehicle travels freely in front of the accident occurrence point. If it is determined that the vehicle is traveling in a state, it is predicted that there is a high possibility that an accident will occur in the host vehicle.

  Further, by comparing the travel speed history of the host vehicle and the second travel speed change pattern of the speed range diagram, the travel speed history of the host vehicle up to the point where the accident frequently occurred is the second travel speed. It is determined whether or not the upper limit value and lower limit value of the speed range indicated by the change pattern. As a result, it can be determined whether or not the host vehicle has exited the traffic congestion state after experiencing the traffic congestion state and has changed to a predetermined acceleration travel state before the accident frequent occurrence point (for example, 700 m before the accident occurrence point).

  According to the determination described above, the accident occurrence predicting unit 248 has a traffic accident point where traffic is congested when the host vehicle reaches in the traveling direction of the host vehicle, and the host vehicle travels in a traffic jam before the accident frequent point. When it is determined that the vehicle has changed from the state to the predetermined acceleration traveling state, it is predicted that there is a high possibility that an accident will occur in the host vehicle.

  Next, the operation of the in-vehicle device 212 according to the second embodiment will be described. First, in the vehicle-mounted device 12, the travel position and travel speed of the host vehicle are measured as needed and stored as a travel history. Further, in the in-vehicle device 212, the driving support processing routine shown in FIG. 8 is executed as needed.

  First, in step 250, the current traveling position and traveling speed are measured, and in step 252, the accident frequent occurrence points existing around the current traveling position measured in step 250 are stored in the accident frequent occurrence point database 38. Search from accident-prone points indicated by the information.

  In step 254, based on the traveling position of the host vehicle measured in step 250, it is determined whether or not the accident frequent occurrence point searched in step 252 exists in the traveling direction of the host vehicle. When the searched accident frequent occurrence point does not exist in the traveling direction of the vehicle, the driving support processing routine is terminated. On the other hand, when the searched accident frequent occurrence point exists in the traveling direction of the own vehicle, Control goes to step 256.

  In step 256, information related to the traveling path of the host vehicle is acquired from the road traffic information received from the traffic information center 218 and the VICS information received from the VICS center 18. In step 258, based on the travel position and travel speed measured in step 250, the time when the host vehicle reaches the accident-prone point searched in step 252 is predicted.

  In the next step 260, based on the road traffic information and VICS information acquired in step 256, it is determined whether or not there is a traffic jam at the accident frequent occurrence point at the arrival time predicted in step 258. In step 260 described above, there is no traffic jam at the accident frequent occurrence point at the arrival time of the own vehicle based on the tendency that the traffic jam area changes from the traffic information and VICS information as time passes. Is determined, it is determined that there is no high possibility that an accident will occur in the host vehicle, and the driving support processing routine is terminated. On the other hand, in the above-mentioned step 260, it is determined that traffic congestion has occurred at the accident frequent occurrence point at the arrival time of the own vehicle based on the tendency of change in the traffic jam area obtained from the road traffic information and VICS information. If yes, the process proceeds to step 262.

  In step 262, the travel position and travel speed as the travel history of the host vehicle up to the present are acquired, and in step 264, the travel history acquired in step 262 and the first travel speed of the stored speed range diagram are obtained. Based on the change pattern, it is determined whether or not the host vehicle is traveling in a free-running state before an accident-prone point. If the host vehicle is not traveling freely in a free-running state in front of the accident-prone point where traffic jam occurs, the process proceeds to step 266, but the traffic jam occurs. If the host vehicle is traveling in the free-running state before the accident frequent occurrence point where the accident has occurred, it is determined that there is a high possibility that an accident will occur, and the routine proceeds to step 268.

  In step 266, based on the travel history acquired in step 262 and the change pattern of the second travel speed in the stored speed range diagram, the target vehicle is moved from a congested travel state to a predetermined position in front of the accident frequent occurrence point. It is determined whether or not the vehicle has changed to the acceleration running state. If there is no change from the traffic congestion state to the predetermined acceleration travel state (for example, when the vehicle is still in the traffic congestion state) just before the accident frequent occurrence point where the traffic jam occurs, an accident occurs in the own vehicle. If it is determined that the possibility is not high and the driving support processing routine is terminated, but the vehicle has changed from a congested running state to a predetermined accelerated running state in front of the accident-prone point where traffic congestion has occurred, Determines that there is a high possibility that an accident will occur, and proceeds to step 268.

  In step 268, the warning presenting unit 36 outputs a warning to the driver, and the driving support processing routine is terminated.

  In this way, it is determined whether or not the host vehicle is traveling in a free-running state, or whether the vehicle is changing from a congested traveling state to a predetermined acceleration traveling state, in front of a traffic accident frequent occurrence point. Thus, it is possible to predict whether or not an accident is likely to occur in advance, and driving assistance can be performed to prevent the occurrence of an accident.

  In the first embodiment and the second embodiment described above, the case where an alarm is output as driving assistance has been described as an example, but the present invention is not limited to this, and braking intervention control or the like is not limited to driving assistance. Driving intervention control may be performed.

1 is a block diagram showing a driving support system according to a first embodiment of the present invention. It is a figure which shows the example of a speed fluctuation figure. It is a speed fluctuation figure which shows a mode that the road segment which is congested and the road segment which is congested advance upstream with progress of time. It is a speed fluctuation figure which shows a mode that a vehicle leaves | separates from a traffic congestion area, after drive | working the traffic congestion area which is propagating upstream. It is a flowchart which shows the content of the driving assistance processing routine in the center side assistance apparatus which concerns on the 1st Embodiment of this invention. It is a block diagram which shows the vehicle equipment which concerns on the 2nd Embodiment of this invention. It is a figure which shows the example of a speed range figure. It is a flowchart which shows the content of the driving assistance processing routine in the vehicle equipment which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Driving assistance system 12, 212 Vehicle-mounted apparatus 18 VICS center 20 Vehicle detector 22 Center side assistance apparatus 28 Position speed measurement part 32 Mobile communication part 34, 234 Alarm control part 36 Alarm presenting part 38 Accident frequent occurrence point database 40 Speed fluctuation diagram Creation unit 42 Mobile communication unit 44 Probe information management unit 48, 248 Accident occurrence prediction unit 218 Traffic information center 230 Speed range diagram storage unit 232 Traffic information reception unit

Claims (4)

Traffic status acquisition means for acquiring the traffic status of the vehicle on the road;
A traveling state acquisition means for acquiring a traveling speed as a traveling state of the vehicle on the traveling path;
Based on the traffic conditions acquired by the traffic condition acquisition means and the driving conditions acquired by the driving condition acquisition means, there is a point where an accident has occurred in the past and the target vehicle is congested And determining means for determining whether or not the target vehicle is traveling in a free-running state before the point;
Driving support means for providing driving support when it is determined by the determining means that the vehicle is traveling freely in front of the point;
Only including,
The determination means is set in advance corresponding to the free running state in front of the point, the speed range for each road section to the point where the accident occurred in the past, and the travel state obtaining unit acquired the Based on the traveling speed of each road section before the point of the target vehicle, determine whether the target vehicle is traveling in a free-running state before the point,
Regarding the speed range, among the upper and lower limits where the traveling speed of the vehicle at the time of the accident among the accidents that occurred in the past is equal to or greater than a certain ratio, the traveling speed of the vehicle is the speed. A driving support device in which an upper limit and a lower limit are set to minimize the number of situations where an accident did not occur even if included in the area . Traffic status acquisition means for acquiring the traffic status of the vehicle on the road;
A traveling state acquisition means for acquiring a traveling speed as a traveling state of the vehicle on the traveling path;
Based on the traffic conditions acquired by the traffic condition acquisition means and the driving conditions acquired by the driving condition acquisition means, there is a point where an accident has occurred in the past and the target vehicle is congested And determining means for determining whether or not the target vehicle is traveling in a free-running state before the point;
Driving support means for providing driving support when it is determined by the determining means that the vehicle is traveling freely in front of the point;
Only including,
The determination means is preset corresponding to the free running state in front of the point, and preset in correspondence with the free running state in front of the point, up to the point where the accident has occurred in the past Based on the speed range of the travel speed change pattern and the history of the travel speed of the target vehicle up to the point acquired by the travel state acquisition means, the target vehicle travels freely in front of the point. Determine whether you are driving in a state,
Regarding the speed range, among the upper and lower limits where the traveling speed of the vehicle at the time of the accident among the accidents that occurred in the past is equal to or greater than a certain ratio, the traveling speed of the vehicle is the speed. A driving support device in which an upper limit and a lower limit are set to minimize the number of situations where an accident did not occur even if included in the area . Computer
Based on the traffic condition acquired by the traffic condition acquisition means for acquiring the traffic condition of the vehicle on the travel path and the travel condition acquired by the travel condition acquisition means for acquiring the travel speed as the travel condition of the vehicle on the travel path, Determining means for determining whether or not there is a point where an accident has occurred in the past and there is a traffic jam in the traveling direction of the target vehicle , and the target vehicle is traveling in a free-running state before the point And a program for causing the determination means to function as driving support means for performing driving support when it is determined that the vehicle is traveling in a free-running state before the point ,
The determination means is set in advance corresponding to the free running state in front of the point, the speed range for each road section to the point where the accident occurred in the past, and the travel state obtaining unit acquired the Based on the traveling speed of each road section before the point of the target vehicle, determine whether the target vehicle is traveling in a free-running state before the point,
Regarding the speed range, among the upper and lower limits where the traveling speed of the vehicle at the time of the accident among the accidents that occurred in the past is equal to or greater than a certain ratio, the traveling speed of the vehicle is the speed. The upper and lower limits were set to minimize the number of situations where accidents did not occur even though they were included
program. Computer
Based on the traffic condition acquired by the traffic condition acquisition means for acquiring the traffic condition of the vehicle on the travel path and the travel condition acquired by the travel condition acquisition means for acquiring the travel speed as the travel condition of the vehicle on the travel path, Determining means for determining whether or not there is a point where an accident has occurred in the past and there is a traffic jam in the traveling direction of the target vehicle , and the target vehicle is traveling in a free-running state before the point And a program for causing the determination means to function as driving support means for performing driving support when it is determined that the vehicle is traveling in a free-running state before the point ,
The determination means is preset corresponding to the free running state in front of the point, and preset in correspondence with the free running state in front of the point, up to the point where the accident has occurred in the past Based on the speed range of the travel speed change pattern and the history of the travel speed of the target vehicle up to the point acquired by the travel state acquisition means, the target vehicle travels freely in front of the point. Determine whether you are driving in a state,
Regarding the speed range, among the upper and lower limits where the traveling speed of the vehicle at the time of the accident among the accidents that occurred in the past is equal to or greater than a certain ratio, the traveling speed of the vehicle is the speed. The upper and lower limits were set to minimize the number of situations where accidents did not occur even though they were included
program.