JP2012108743A - Travel support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel support device capable of warning the drivers of dangers by predicting the dangers which cannot be recognized by visual senses of drivers.SOLUTION: The travel support device includes: storage means (22) for storing steering angles, yaw angular velocity, and lateral acceleration in states being associated with times and vehicle positions when exceeding safety values when the steering angles, the yaw angular velocity, and the lateral acceleration exceed the safety values during traveling of vehicles (C1 to C3); and analysis/comparison means (23) having a function for determining whether or not the positions and times when the vehicles (C1 to C3) travel have high possibilities of the occurence of dangers which cannot be recognized by visual senses of drivers from the steering angles, the yaw angular velocity, and the lateral acceleration which are stored in the storage means (22).

Description

  The present invention relates to a driving support device for a vehicle, and more particularly to a driving support device capable of predicting a danger or abnormality that cannot be grasped by the visual sense of a driver of the vehicle.

A system has been proposed in which the slipperiness of a road surface is digitized and provided as road surface information to a plurality of vehicles in association with vehicle position information (see Patent Document 1).
Such a system provides the driver with road surface conditions, that is, information that can be grasped visually by the driver of the vehicle.

Here, as is well known to professional drivers in particular, there are no dangers or accidents as long as the driver sees them, but in reality, places where dangerous situations and accidents occur frequently But there are many.
And in such places, that is, there is no possibility or danger of an accident in the range visually recognized by the driver, but in actual places where dangerous situations or accidents occur frequently, the accident depends on the time of driving. And the frequency of occurrence of danger increases and decreases often.
If there is a system that warns the driver in advance of such a risk, the possibility of an accident, and a danger that cannot be recognized by the driver's vision, it is very beneficial from the viewpoint of safe driving of the vehicle.
However, a driving support device that can meet such a request has not been proposed yet.

Japanese Patent No. 3811366

  The present invention has been proposed in view of the above-described problems of the prior art, and an object of the present invention is to provide a driving support device capable of predicting a danger that cannot be recognized by the driver's vision and warning the driver.

The driving assistance device (100) of the present invention is
When the steering angular velocity, yaw angular velocity, and lateral acceleration exceed safe values while the vehicle (C1 to C3) is traveling, the time when the steering angular velocity, yaw angular velocity, and lateral acceleration exceed safe values and Storage means (22) having a function of storing in a state associated with the vehicle position;
From the steering angular velocity, yaw angular velocity, and lateral acceleration stored in the storage means (22), the position and time at which the vehicle (C1 to C3) is traveling is likely to generate a danger that cannot be recognized by the driver's vision. And an analysis / comparison means (23) having a function of determining whether or not it is a position,
When the analysis / comparison means (23) determines that the position and time at which the vehicle (C1 to C3) is traveling is a position and time at which there is a high possibility of danger that cannot be recognized by the driver's vision. In addition, it has a function (19) that warns the driver to that effect, and thus has a function that causes the driver to be wary of danger that cannot be recognized visually.

In the present invention, the storage means (22) and the analysis / comparison means (23) are installed in a facility (20) provided with a communication means (21),
The storage means (22) and the analysis / comparison means (23) have a function of exchanging information with a plurality of vehicles (C1 to C3) via the communication means (21) provided in the facility (20). ,
When the steering angular velocity, yaw angular velocity, and lateral acceleration exceed safe values for each of the plurality of vehicles (C1 to C3), the storage means (22) stores the steering angular velocity, yaw angular velocity, and lateral acceleration safely. It has a function to store in a state associated with the time when the value is exceeded and the position of the vehicle (the vehicle whose steering angular velocity, yaw angular velocity, lateral acceleration exceeds safe values),
The analysis / comparison means (23) exchanges information via the communication means 21 and 18 from the steering angular velocity, yaw angular velocity, and lateral acceleration relating to the plurality of vehicles (C1 to C3) stored in the storage means (22). The position and time at which each of the plurality of vehicles (C1 to C3) is traveling is determined to be a time and position at which there is a high possibility that a danger that cannot be recognized by the driver's vision is likely to occur. Has a function, and
The analyzing / comparing means (23) is configured so that the traveling position and time of each of the plurality of vehicles (C1 to C3) (transmitting / receiving information via the communication means 21 and 18) are determined by the driver. When it is determined that a position or time is likely to cause a danger that cannot be recognized visually, this is true for a vehicle traveling at a position where the danger is likely to occur (risk is generated). It is preferable to have a function of warning that the vehicle is traveling at a highly likely position.

  Alternatively, the storage means and the analysis / comparison means are mounted on a vehicle, and the storage means indicates the time when the steering angular velocity, yaw angular velocity, and lateral acceleration exceeding the safe values in the mounted vehicle exceed the safe values. And it is preferable to have the function to memorize | store in the state linked | related with the position of the said vehicle.

  In the present invention, in addition to the steering angular velocity, the yaw angular velocity, and the lateral acceleration, it is possible to add a parameter relating to braking to the control parameter.

According to the present invention having the above-described configuration, the analyzing / comparing means (23) may generate a danger that the position and time at which the vehicle (C1 to C3) is traveling cannot be recognized by the driver's vision. It has a function to determine whether or not it is a high time and position, and it is a place and time that are at high risk due to the frequency at which any of the steering angular velocity, yaw angular velocity, or lateral acceleration exceeds a safe value Can warn the driver of a vehicle traveling in a place with a high risk to that effect.
Even if drivers who receive such warnings are unable to visually recognize dangerous goods, they are alerted to accidents and dangers and can focus their attention on the dangers. If this happens, there is a high possibility that it will remain with minimal damage.
That is, according to the present invention, for example, the steering angular velocity, yaw angular velocity, and lateral acceleration are set as parameters even in the case of a type of danger or accident that is difficult to recognize visually, that is, a danger or accident that cannot be recognized visually by the driver. This can contribute to the safety of vehicle driving.

According to the present invention, the steering angular velocity, yaw angular velocity, and lateral acceleration, which are highly likely to change greatly at the time of danger or immediately before an accident, are used as control parameters. Therefore, at a place and time at which an accident or danger is likely to occur. It is possible to accurately determine whether or not there is.
In other words, according to the present invention, despite the fact that the location and time are low in risk and accident possibility, it is expected to be a place where a lot of danger and accidents that cannot be recognized visually by the driver. And the risk of betraying the trust of the driver of the vehicle is extremely reduced.
Here, there is a high possibility that an accident or danger will occur in the data at the location and time determined that “the possibility of an accident or danger is high” using the steering angular velocity, yaw angular velocity, and lateral acceleration as control parameters. To this effect, data that can be recognized by the driver's vision as “highly likely to have an accident or danger” is also included. However, according to the present invention, a place where an accident or danger that cannot be recognized by the driver's vision is likely to occur and a time data are expected to be "a possibility that an accident or danger is likely to occur". And it will not drop out of the time.

Furthermore, according to the present invention, as the driving distance and driving period of the vehicle (C1 to C3) become longer, the information about a place where an accident or danger is likely to occur for some reason is the steering angular velocity, the yaw angular velocity, A large number of times and vehicle positions at which the lateral acceleration exceeds a safe value are stored in the storage means (22). A record of such a place (a place that cannot be visually recognized but is likely to have an accident or danger for some reason) is also accumulated.
Accumulation of such data also improves the accuracy of the prediction made by the storage means (22), that is, whether or not the time and position are likely to cause a danger that cannot be recognized by the driver's vision. To do.

The driving support device of the present invention can be mounted on individual vehicles, and is a facility that performs information communication with a plurality of vehicles (C1 to C3) (for example, a plurality of cargo vehicles (C1 to C3). It is also possible to install it in a transportation management center of a transportation company having a system that communicates with the communication).
And according to the condition which set the driving assistance device, the danger and accident which cannot be visually recognized can be estimated as accurately as possible.

It is a block diagram which shows the outline of the system configuration | structure in embodiment of this invention. It is a block diagram which shows the structure of the avoidance information collection means in embodiment of this invention. It is a block diagram which shows the structure of the avoidance information provision means in embodiment of this invention. It is a basic flowchart explaining the collection method of the avoidance operation | movement in embodiment of this invention. It is a flowchart explaining the processing method of the scheduled task 1 (vehicle information collection) in embodiment of this invention. It is a flowchart explaining the processing method of the scheduled task 2 (evasion location information transmission) in embodiment of this invention. It is a control map in the embodiment of the present invention, and is a characteristic diagram showing the relationship between the vehicle speed and the steering angular velocity. It is a flowchart explaining the processing method of avoidance information provision in embodiment of this invention. In embodiment of this invention, it is the figure which showed the example of the mesh map which an avoidance information provision part uses for the frequency analysis of avoidance action. It is a figure which shows the example of a warning displayed on the avoidance information collection means in embodiment of this invention.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 shows a schematic configuration of a driving support system 100 according to an embodiment of the present invention.
In FIG. 1, the driving support system 100 includes avoidance information collecting means 10 and avoidance information providing means 20 mounted on a plurality of vehicles C1 to C3.

FIG. 2 shows a detailed configuration of the avoidance information collecting means 10 mounted on the plurality of vehicles C1 to C3.
In FIG. 2, avoidance information collecting means 10 includes steering angle detecting means 11, yaw angular velocity detecting means 12, lateral acceleration detecting means 13, vehicle speed detecting means 14, own vehicle position detecting means 16, time measuring means (timer). ) 17, a data read / calculation unit (hereinafter referred to as “calculation unit”) 15, a communication unit 18, and a warning generation unit 19.
The steering angle detection means 11, the yaw angular velocity detection means 12, the lateral acceleration detection means 13, the vehicle speed detection means 14, the own vehicle position detection means 16, and the time measuring means (timer) 17 are respectively in the order of description, lines L1, L2, L3, L4, L6 and L7 are connected to the calculation unit 15.

The arithmetic unit 15 and the communication means 18 are connected by a line L5. The communication means 18 includes a transmitting / receiving antenna AT10.
The communication means 18 is connected to the warning generation means 19 by a line L8. The warning generating means 19 includes a display unit (hereinafter referred to as “monitor”) 19a and a voice warning unit 19b.

The calculation unit 15 includes a calculation unit and a memory (not shown).
The calculation unit 15 is transmitted from the steering angle detection unit 11, the yaw angular velocity detection unit 12, the lateral acceleration detection unit 13, the vehicle speed detection unit 14, and the own vehicle position detection unit 16 every predetermined cycle by the time measuring unit (timer) 17. Steering angle information, yaw angular velocity information, lateral acceleration information, vehicle speed information, and own vehicle position information are read.
Then, the time change rate of the steering angle, that is, the steering angular velocity is calculated from the steering angle information, and the steering angular velocity map stored in the memory (not shown) is referred to from the vehicle speed information, and the steering angular velocity at that time is higher than the safe steering angular velocity. Judge whether it is large or not. Here, the safe steering angular speed is a limit steering speed at which steering is performed “slowly” and determined to be safe, and is set in advance for each vehicle type.
When the steering angular velocity is larger than the safe steering angular velocity, the steering angular velocity, the yaw angular velocity, the lateral acceleration, and the detection time are recorded for a predetermined period. Then, the maximum values of the steering angular velocity, the yaw angular velocity, and the lateral acceleration are calculated. The calculated physical information is sent to the avoidance information providing unit 20 via the communication unit 18.

FIG. 3 shows a detailed configuration of the avoidance information providing unit 20.
In FIG. 3, the avoidance information providing unit 20 includes a communication unit 21, a storage unit 22, and an analysis / comparison unit 23. The communication means 21 includes a transmitting / receiving antenna AT20.
The communication means 21 and the analysis / comparison means 23 are connected by a line L21. The storage means 22 and the analysis / comparison means 23 are connected by a line L23.

  When the steering angular velocity, yaw angular velocity, and lateral acceleration exceed safe values while the vehicles C1 to C3 are traveling from the vehicle information received via the communication units 18 and 21, the storage unit 22 stores the steering angular velocity, The yaw angular velocity and the lateral acceleration are stored in a state associated with the time when the safe value is exceeded and the vehicle position.

The analysis / comparison means 23 uses the vehicle information transmitted from the plurality of vehicles C1 to C3 and the data stored in the storage means 22 to determine the position and time at which each of the plurality of vehicles C1 to C3 is traveling, It has a function of determining whether or not the time and position are likely to cause a danger that cannot be recognized by the driver's vision.
Further, the analyzing / comparing means 23 may not be able to recognize the traveling position and time of each of the plurality of vehicles C1 to C3 that exchange information via the communication means 21 and 18 with the visual sense of the driver. If it is determined that the position and time are likely to occur, the vehicle is traveling in a position where the danger is likely to occur (a position where the danger is likely to occur). It has a function to warn that it is driving.

Next, a method for collecting vehicle information (avoidance information) in the embodiment will be described based on the flowchart of FIG.
In FIG. 4, in step S1, the system is initialized, and the process proceeds to step S2 to execute the scheduled task 1, and further proceeds to step S3 to execute the scheduled task 2.
While the vehicles C1 to C3 are traveling, after executing the scheduled task 2, the routine returns to the scheduled task 1 again, and thereafter, the scheduled task 1 and the scheduled task 2 are sequentially executed.
The scheduled task 1 will be described later based on the flowchart of FIG. The scheduled task 2 will be described later based on the flowchart of FIG.

Next, the scheduled task 1 (control of the scheduled task 1) will be described with reference to FIG.
In step S201 in FIG. 5, the calculation unit 15 of the avoidance information collection unit 10 reads the steering angle, the yaw angular velocity, the lateral acceleration, and the vehicle speed. In the next step S202, the calculation unit 15 calculates the steering angular velocity based on the amount of fluctuation of the steering angle per unit time, and proceeds to step S203.
In step S203, a safe steering angular velocity is calculated from the vehicle speed with reference to a map of a storage means (not shown) built in the calculation unit 15.

In the next step S204, the calculation unit 15 determines whether or not the steering angular velocity is greater than the safe steering angular velocity. If the steering angular velocity is greater than the safe steering angular velocity (YES in step S204), the process proceeds to step S205, and if not (NO in step S204), the process proceeds to step S209.
In step S205, which is control when the steering angular velocity is greater than the safe steering angular velocity, it is determined that there was a danger or abnormality regardless of the driver's visual determination, and the data in that case is stored as the location and time. Record with. As a result, even if the driver does not visually recognize, data indicating that “there is a danger or abnormality” that must increase the steering angular velocity is reliably recorded.

Here, the data indicating that “there is a danger or abnormality” recorded in step S205 may include data when there is a danger or abnormality that can be visually recognized by the driver. However, data when there is a danger or abnormality due to factors that the driver cannot visually recognize is also reliably recorded.
As the data stored together with the location and time, the steering angular velocity, yaw angular velocity, lateral acceleration, and detection time are recorded for a predetermined period, and the maximum values of the steering angular velocity, yaw angular velocity, and lateral acceleration are obtained (step S206). In the next step S207, the maximum value data, the detection time at that time, and the vehicle position information are transmitted to the avoidance information providing unit 20 by the communication unit 18, and the process proceeds to step S208.

In step S209 when the steering angular velocity is not greater than the safe steering angular velocity, it is determined whether the yaw angular velocity is equal to or greater than a predetermined value. The predetermined value is a limit yaw angular velocity at which the change in yaw angle (yaw angular velocity) is determined to be “slow” and safe, and is predetermined for each vehicle type.
If the yaw angular velocity is equal to or greater than the predetermined value (YES in step S209), the process proceeds to step S210.
In step S210, the yaw angular velocity, the lateral acceleration, and the detection time are recorded for a predetermined period. In step S211, the yaw angular velocity and the maximum value of the lateral acceleration are calculated.
Although the steering angular velocity is smaller than the safe steering angular velocity, in step S210, which is control when the yaw angular velocity is equal to or greater than a predetermined value, the yaw angular velocity is equal to or greater than the predetermined value regardless of the driver's visual judgment. It is determined that there was a danger or abnormality, and the data in that case is recorded along with the location and time. As a result, data indicating that there was a “danger or abnormality” that would cause the yaw angular velocity to exceed a predetermined value (although the steering angular velocity is smaller than the safe steering angular velocity) due to factors that the driver does not visually recognize, along with the location and time. It will be recorded reliably.

Similarly to step S205, in step S210, data when there is a danger or abnormality that can be visually recognized by the driver can be recorded. However, data when there is a danger or abnormality due to factors that the driver cannot visually recognize is also reliably recorded.
After calculating the maximum values of the yaw angular velocity and the lateral acceleration in step S211, the process proceeds to step S212, and each maximum value data, the detection time at that time and the vehicle position information are transmitted to the avoidance information providing unit 20 by the communication unit 18, Proceed to S208.

In step S213 when the yaw angular velocity is less than a predetermined value, it is determined whether the lateral acceleration acting on the vehicle is equal to or greater than a predetermined value. This predetermined value is a limit value of acceleration acting in the vehicle lateral direction (direction perpendicular to the vehicle front-rear direction: vehicle width direction) that is considered safe even when acting on the vehicle, and is predetermined for each vehicle type. It has been.
If the lateral acceleration is equal to or greater than the predetermined value (YES in step S213), the process proceeds to step S214.
Although the steering angular velocity is smaller than the safe steering angular velocity and the yaw angular velocity is not more than a predetermined value, in step S214 which is control when the lateral acceleration acting on the vehicle is not less than the predetermined value, regardless of the visual judgment of the driver. Then, it is determined that “there is a danger or abnormality” such that the lateral acceleration becomes equal to or greater than a predetermined value, and the data in that case is recorded together with the location and time. As a result, a “danger or abnormality” that the lateral acceleration increases due to a factor that the driver does not visually recognize (although the steering angular velocity is smaller than the safe steering angular velocity and the yaw angular velocity is not more than a predetermined value) Data will be reliably recorded with location and time.

Similar to steps S205 and S210, in step S214, data when there is a danger or abnormality visible to the driver can be recorded. However, data when there is a danger or abnormality due to factors that the driver cannot visually recognize is recorded reliably.
If the lateral acceleration is less than the predetermined value in step S213 (NO in step S213), the process proceeds to step S208.
In step S214, the lateral acceleration and the detected time at that time are recorded for a predetermined period, and then the maximum value of the lateral acceleration is calculated (step S215). Proceeding to step S216, the lateral acceleration maximum value data, the detection time at that time, and the vehicle position information are transmitted to the avoidance information providing means 20 by the communication means 18, and the process proceeds to step S208.
The information is transmitted to the avoidance information providing unit 20 by the communication unit 18, and the process proceeds to step S208.
In step S208, after erasing the recorded data and the transmitted data in the avoidance information collection means 10, the processing of the scheduled task 1 is terminated to execute the scheduled task 2 (step 3).

  Here, in the embodiment, in addition to the steering angular velocity, the yaw angular velocity, and the lateral acceleration, it is possible to add a parameter related to braking to the control parameter.

The flowchart of FIG. 6 shows a detailed control method for the scheduled task 2.
In step S301 in FIG. 6, for example, in the vehicle C1, map data is read from a navigator device or the like (for example, the monitor 19a in FIG. 2) and displayed on the monitor 19a.
In step S302, the dangerous point information transmitted from the avoidance information providing unit 20 is read from the communication unit 18 of the avoidance information collecting unit 10.

In the next step S303, it is determined whether or not there is a place corresponding to the dangerous place on the map displayed on the monitor 19a.
If there is a place corresponding to the dangerous part (YES in step S303), the process proceeds to step S304. If there is no place corresponding to the dangerous part (NO in step S303), the process returns to step S301 and repeats step S301 and subsequent steps.
In step S304, the dangerous part is displayed on the monitor 19a, a warning is issued by voice or the like, the process returns to step S301, and step S301 and subsequent steps are repeated again.

Here, the dangerous point is indicated as a place where a plurality of vehicles have been suddenly steered or the posture of the vehicle has been disturbed at a certain frequency in the past.
FIG. 7 shows the relationship between the vehicle speed and the steering angular speed at the safety limit in a predetermined road surface condition.
In FIG. 7, the lower side of the characteristic line (safety limit line) Lc is shown as a safe area, and the upper side of the characteristic line Lc is shown as a dangerous area.

The flowchart of FIG. 8 shows a processing flow of avoidance information transmission in the avoidance information providing unit 20.
In step S11 of FIG. 8, the system is initialized, and in step 12, the scheduled task 3 is executed.
Specifically, in step 12, the data sent from the plurality of vehicles C1 to C3 is received from the communication means 21, and the storage area corresponding to the mesh on the map of the storage means 22 is referred to by referring to the vehicle position information. The number of occurrences of steering angular velocity, large yaw angular velocity, and large lateral acceleration is updated.
In the next step S13, the scheduled task 4 is executed.
Specifically, in step S13, the frequency at which a large steering angular velocity (steering angular velocity greater than or equal to a predetermined value) occurs for each mesh on the map is calculated.
In the next step S14, the scheduled task 5 is executed.
Specifically, in step S14, the frequency of occurrence of a large yaw angular velocity (yaw angular velocity greater than or equal to a predetermined value) is calculated for each mesh on the map.

In the next step S15, the scheduled task 6 is executed.
Specifically, in step S15, the frequency of occurrence of large lateral acceleration (lateral acceleration greater than a predetermined value) is calculated for each mesh on the map.
In the next step S16, background processing is executed.
Specifically, it is determined whether the steering angular velocity, yaw angular velocity, and lateral acceleration are greater than or equal to a predetermined value for each mesh on the map. After transmitting the information as a dangerous location to the monitor 19a of the avoidance information collecting means 10, the process returns to step S12, and the processes after step S12 are executed again.

FIG. 9 shows an analysis result of the avoidance information providing unit 20.
In FIG. 9, the map is divided into, for example, 8 × 13 meshes, and the frequency of avoidance operations, for example, the number of cases / month is calculated for each mesh and the frequency is displayed on the mesh.
And it is comprised so that the area with the number of avoidance operation more than predetermined frequency may be transmitted to the monitor 19a of the avoidance information collection means 10 of the vehicle side as a place where danger exists.
According to FIG. 9, when passing through the curve R and the intersection C, it can be seen that the occurrence frequency of data of a predetermined value or higher is high and the point is a dangerous point.

FIG. 10 shows a monitor 19a screen of the avoidance information collecting means 10 on the vehicle side.
In FIG. 10, the mesh position R and the position (rectangle) corresponding to the mesh position C in which the frequency in FIG. 9 is counted five times or more are displayed on the monitor 19 a screen in, for example, a high-luminance red color (danger zone).
The triangular moving pointer in FIG. 10 indicates the host vehicle. When the host vehicle approaches the danger zone R, the driver is alerted that the danger area is approaching by voice or buzzer.

According to the illustrated embodiment, the analyzing / comparing means 23 determines whether or not the position and time at which the vehicles C1 to C3 are traveling are at a time and position where there is a high possibility that a danger that cannot be recognized by the driver's vision will occur. It has a function to determine whether.
And if it is a highly dangerous place and time due to the frequency at which any one of the steering angular velocity, the yaw angular velocity, and the lateral acceleration exceeds a safe value, the vehicle running in the highly dangerous place to that effect Can warn other drivers.
Even if drivers who receive such warnings are unable to visually recognize dangerous goods, they are alerted to accidents and dangers and can focus their attention on the dangers. If this happens, there is a high possibility that it will remain with minimal damage.
That is, according to the illustrated embodiment, it contributes to the safety of driving a vehicle by predicting a type of danger or accident that is generally difficult to recognize, that is, a danger or accident that cannot be recognized visually by the driver. I can do it.

In addition, according to the illustrated embodiment, the steering angular velocity, yaw angular velocity, and lateral acceleration, which are highly likely to change greatly at the time of danger or immediately before the accident, are used as control parameters together with the detection time and the occurrence position, so that an accident or danger occurs. It is possible to accurately determine whether or not the location and time are likely to be.
In other words, according to the illustrated embodiment, it is expected that the place is a place where there are many dangers and accidents that cannot be recognized by the driver's vision even though the place and time are low in danger and accident possibility. And the risk of betraying the trust of the vehicle driver is greatly reduced.

Further, according to the illustrated embodiment, the longer the driving distance and driving period of the vehicles C1 to C3, the more visually unrecognizable, the information on the place where an accident or danger is likely to occur is the steering angular velocity, yaw angular velocity, A large number of times and vehicle positions at which the lateral acceleration exceeds a safe value are stored in the storage means 22. A record of such a place (a place that cannot be visually recognized but is likely to have an accident or danger for some reason) is also accumulated.
Accumulation of such data also improves the accuracy of the prediction made by the storage means 22, that is, whether or not the time and position are likely to cause a danger that cannot be recognized by the driver's vision.

The driving support device 100 of the illustrated embodiment can be mounted on individual vehicles, and is in communication with a plurality of vehicles C1 to C3 (for example, by communication with a plurality of trucks). It can also be provided in a transportation management center of a transportation company having a system for communication.
And according to the condition which set the driving assistance apparatus 100, the danger and accident which cannot be visually recognized can be estimated as accurately as possible.

  The illustrated embodiment is merely an example, and is not intended to limit the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 10 ... Avoidance information collection means 11 ... Steering angle detection means 12 ... Yaw angular velocity detection means 13 ... Lateral acceleration detection means 14 ... Vehicle speed detection means 15 ... Data reading and calculation part / calculation Unit 16 ... own vehicle position detection means 17 ... timing means / timer 18 ... communication means 19 ... warning generation means 20 ... avoidance information providing means 21 ... communication means 22 ... storage Means 23 ... Analysis / comparison means

Claims (3)

When the steering angular velocity, yaw angular velocity, and lateral acceleration exceed safe values while the vehicle is traveling, the steering angular velocity, yaw angular velocity, and lateral acceleration are associated with the time and vehicle position when the safe values are exceeded. Storage means having a function of storing in the state
From the steering angular velocity, yaw angular velocity, and lateral acceleration stored in the storage means, it is determined whether or not the position and time at which the vehicle is traveling are at a time and position where there is a high possibility that a risk that cannot be recognized by the driver's vision is likely to occur. It has an analysis / comparison means with a function to decide,
The analysis / comparison means warns the driver when it is determined that the position and time at which the vehicle is traveling are at a position and time at which there is a high possibility of danger that cannot be recognized by the driver's vision. A driving support device characterized by having a function of causing a driver to be wary of a danger that cannot be recognized visually. The storage means and analysis / comparison means are installed in a facility provided with communication means,
The storage means and the determination means have a function of exchanging information with a plurality of vehicles via communication means provided in the facility.
When the steering angular velocity, the yaw angular velocity, and the lateral acceleration exceed safe values for each of the plurality of vehicles, the storage means sets the time when the steering angular velocity, yaw angular velocity, and lateral acceleration exceed the safe values and It has a function to memorize in a state associated with the position of the vehicle,
The analyzing / comparing means may cause a risk that the position and time of each of the traveling angular speed, yaw angular speed, and lateral acceleration relating to the plurality of vehicles stored in the storage means cannot be recognized by the driver's vision. Has a function to determine whether the time and position are high, and
The analysis / comparison means, for each of the plurality of vehicles, when it is determined that the traveling position and time are positions and times at which there is a high possibility that a danger that cannot be recognized by the driver's vision is generated. The driving support device according to claim 1, wherein the driving support device has a function of warning a vehicle traveling in a position where there is a high possibility of danger.   The storage means and the analysis / comparison means are mounted on a vehicle, and the storage means includes a steering angular velocity, yaw angular velocity, lateral acceleration exceeding a safe value in the mounted vehicle, a time when the safe value is exceeded, and The driving support device according to claim 1, which has a function of storing in a state associated with a position of the vehicle.

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