JP2021125124A - Driving support device for vehicle and driving support method for vehicle - Google Patents

Abstract

To provide a driving support device for a vehicle, which performs appropriate attention attraction for safe driving to a driver of a vehicle.SOLUTION: A driving support device for a vehicle comprises: a detection device that detects a collision object positioned at a front direction of an own vehicle; a control part that makes the own vehicle execute an avoidance action for avoiding collision of the own vehicle with the collision object or reducing collision damages; and a visual line detection device that can detect a visual line of a driver of the own vehicle. The control part calculates an evaluation index for evaluating a driving skill of the driver of the own vehicle on the basis of whether or not the visual line of the driver of the own vehicle is directed to the side of the collision object before the start of the avoidance action after the execution of the avoidance action, notifies the driver of the own vehicle of the evaluation index via a display device, and changes an interposition level of a driving support on the basis of the evaluation index.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle driving support device and a vehicle driving support method.

As a device for improving the safety of transportation means including a vehicle, Patent Document 1 detects a driver's line-of-sight locus and describes dangerous situations recognized by the driver and unrecognized danger situations based on the line-of-sight locus. Devices have been disclosed that provide warning signals for identified and unrecognized hazards.

Japanese Patent Application Laid-Open No. 2013-517575

In the device of the above document, it is determined that the driver has recognized the dangerous situation on the line-of-sight trajectory, and it is assumed that the driver does not recognize the dangerous situation even though the line of sight matches the dangerous situation. Not. Therefore, there is room for improvement in that accurate attention is given according to the characteristics of the driver.

Therefore, an object of the present invention is to provide a device capable of accurately calling attention according to the characteristics of the driver.

According to an aspect of the present invention, a detection device for detecting a collision object located in front of the own vehicle and an avoidance operation for avoiding a collision between the own vehicle and the collision object or reducing collision damage are performed on the own vehicle. A vehicle driving support device is provided, which includes a control unit for executing the vehicle and a line-of-sight detection device for detecting the line-of-sight of the driver of the own vehicle. After executing the avoidance operation, the control unit determines the driving skill of the driver of the own vehicle based on whether or not the line of sight of the driver of the own vehicle is directed toward the collision object before the start of the avoidance operation. The evaluation index to be evaluated is calculated, the evaluation index is notified to the driver of the own vehicle via the display device, and the degree of intervention of driving support is changed based on the evaluation index.

According to the above aspect, it is possible to accurately call attention according to the characteristics of the driver.

FIG. 1 is a block diagram showing a configuration of a traveling support system. FIG. 2 is a diagram showing a collision object recognized by the camera. FIG. 3 is a diagram showing an example of a landscape seen from the driver's seat of the own vehicle when the own vehicle advances from the state of FIG. 2. FIG. 4 is a diagram showing a collision object recognized by the driver. FIG. 5 is a block diagram showing a functional configuration of the controller 1 and the display device 2. FIG. 6 is a diagram for explaining the area division of the landscape when determining the direction of the driver's line of sight. FIG. 7 is a diagram showing a first pattern for evaluation of driving skill in the first embodiment. FIG. 8 is a diagram showing a second pattern for evaluation of driving skill in the first embodiment. FIG. 9 is a diagram showing an example of changes in the number of safe driving points. FIG. 10 is a diagram showing an example of a screen for notifying the driver of the evaluation index. FIG. 11 is a diagram showing an evaluation of driving skill in the second embodiment. FIG. 12 is a diagram showing an evaluation of driving skill in the third embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

(First Embodiment)
[System configuration]
FIG. 1 is a block diagram showing a configuration of a traveling support system 100 as a vehicle driving support device.

The controller 1 as a control unit includes a camera 3 that captures the front of the vehicle, a line-of-sight sensor that detects the line of sight of the driver of the own vehicle, a vehicle speed sensor 5 that detects the vehicle speed of the own vehicle, and an ignition switch (IGN SW). And are electrically connected. Further, the controller 1 is electrically connected to a display device 2 for notifying information on driving support, which will be described later, and an actuator 7 for driving support control.

The camera 3 is mounted on the own vehicle and has a function of detecting a collision object existing in the traveling direction of the own vehicle as image data. The camera 3 may be a monocular camera or a stereo camera. Further, the "collision object" referred to here is an object that currently exists on the track of the own vehicle, or an object that does not currently exist on the track but may subsequently enter the track of the own vehicle. , An object that may collide with your vehicle. Objects include fixed objects and moving objects, and moving objects include not only vehicles but also humans.

The line-of-sight sensor 4 has a function of photographing the face of the driver of the own vehicle and detecting where the driver is looking based on the direction of the line of sight, the state of the pupil, and the like. The method of detecting where the driver is looking is not limited to this, and may be detected by another method.

The vehicle speed sensor 5 may be any one that can detect the vehicle speed of the own vehicle, for example, one that detects from the rotation speed of the wheels, or the total rotation speed of the output side shaft of the transmission and the total from the output side shaft to the drive shaft. A known device such as one that detects from the gear ratio can be used.

The ignition switch 6 is a switch that starts and stops the vehicle system.

Based on the image data from the camera 3 and the vehicle speed data from the vehicle speed sensor 5, the controller 1 avoids a collision between the own vehicle and a collision target on the traveling path of the own vehicle or reduces collision damage. To the own vehicle. For example, the controller 1 calculates the distance and the relative speed between the collision object detected by the camera 3 and the own vehicle, and operates the brake system as the actuator 7 at a timing when the collision can be avoided. The avoidance operation is not limited to this, and the steering system may be operated so as to avoid a collision with a collision object, or a warning sound may be emitted.

When the above avoidance operation is executed, the display device 2 notifies the driver to that effect.

In addition to the avoidance operation, the controller 1 evaluates the driving skill of the driver of the own vehicle, and notifies the driver of the evaluation result using the display device 2.

[Outline of evaluation of driving skill]
Next, the outline of the evaluation of the driving skill will be described with reference to FIGS. 2 to 4. Here, the case of traveling in the service area of the expressway will be described as an example.

FIG. 2 shows a landscape seen from the driver's seat of the own vehicle, and the broken line circle in the figure shows what the controller 1 recognized as a collision target based on the image data from the camera 3. The collision objects here are a parent and child who are about to cross the road of their own vehicle (collision object A), a person who came out of the building (collision object B), and a person walking on a pedestrian crossing (collision object B). A person (collision object D) walking between a collision object C) and a parked vehicle on the right side. If the parked vehicle on the right side starts to move, the vehicle is also recognized as a collision target.

In FIG. 3, when the own vehicle continued to travel from the state of FIG. 2, the collision object D came out on the traveling path, so that the controller 1 activated the automatic brake as an avoidance operation, and the own vehicle and the collision object D It shows the situation where the collision was avoided.

The fact that the controller 1 activates the automatic brake means that the driver did not operate the brake. There are two possible causes for this.

The first is the case where the driver is not aware of the collision object D. FIG. 4 shows a landscape seen from the driver's seat of the own vehicle at the same time as FIG. 2, and it is estimated that the broken line circle in the figure is recognized by the driver based on the data from the line-of-sight sensor 4. It shows the collision object to be made. The determination of whether or not the driver is aware of the collision object will be described later. As shown in the figure, it is presumed that the driver recognizes the collision objects A to C, and the driver does not look at the collision object D recognized by the controller 1. It is presumed that it is not recognized.

The second is the case where the driver does not operate the brake even though the driver recognizes the collision object D. That is, it is a case where the automatic brake is activated as a result of erroneous determination of the possibility of collision even though the collision objects A to D are recognized as in the controller 1.

In both the first and second cases, the collision was avoided by the operation of the automatic brake, but it can be said that there was a risk of causing a serious accident. Hereinafter, such a situation in which the controller 1 executes an avoidance operation is referred to as an unsafe state, and an operation that causes an unsafe state is referred to as an unsafe operation.

According to Heinrich's Law, behind one serious accident are 29 minor accidents and 300 undamaged accidents. Considering that the above unsafe condition corresponds to an accident without injury, the probability of a serious accident increases by repeating unsafe driving. On the other hand, the controller 1 can recognize the number of occurrences of the unsafe state by counting the number of times the avoidance operation is executed. That is, it is possible to prevent accidents by evaluating the driving skill of the driver based on the number of unsafe driving and notifying the driver of the evaluation result. In addition, as will be described later, it is possible to perform a more detailed evaluation by scoring according to the content of unsafe driving.

[Evaluation method of driving skill]
Next, the details of the evaluation of the driving skill will be described with reference to FIGS. 5 to 11.

FIG. 5 is a block diagram showing a functional configuration of the controller 1 and the display device 2.

The controller 1 includes an unsafe driving determination unit 10, a short-term storage unit 11, a long-term storage unit 12, a long-term skill reduction determination unit 13, a short-term skill reduction determination unit 14, and a driving force limiting unit 17. The display device 2 includes a past history display unit 15 and a decrease notification / output restriction selection interface (I / F) 16.

The unsafe driving determination unit 10 evaluates the driving skill based on the input data from the camera 3 and the line-of-sight sensor 4 each time an unsafe state occurs, and outputs the evaluation result to the short-term storage unit 11. The evaluation will be based on 100 points, and if a dangerous situation occurs, the points will be deducted according to the content of dangerous driving. The evaluation result output to the short-term memory unit 11 is a point to be deducted.

Here, a specific evaluation method will be described.

FIG. 6 shows the same situation as in FIG. The controller 1 divides the scenery from the driver's seat of the own vehicle into nine areas as shown in the figure, and stores the cumulative staying time of the driver's line of sight for each area based on the input data from the line-of-sight sensor 4. Then, when the own vehicle is made to execute the avoidance operation, the controller 1 determines in which area the collision target object that caused the execution is present.

7 and 8 show the case where the automatic brake is activated as an avoidance operation from the state of FIG. 2 to the state of FIG. 3, that is, the cause of the automatic brake operation is a pedestrian (collision object D) in the sixth area. It is a time chart which shows an example of evaluation in a certain case. The controller 1 stores the cumulative staying time in each area, but since the cause of the automatic braking operation is a pedestrian in the sixth area, FIG. 7 and FIG. 8 show only the sixth area for the cumulative staying time. ..

When the automatic brake is activated at the timing T2, the controller 1 identifies the area where the activation cause exists (also referred to as the avoidance cause area). In this example, the avoidance cause area is the sixth area.

Further, the controller 1 sets the evaluation target time (timing T1 to T2) with the operation time point as the end point. The evaluation target time is set according to the speed of the own vehicle, etc., and the higher the vehicle speed, the shorter the time is set. When traveling in the service area as in this example, it takes about 2 to 3 seconds. Then, after setting the evaluation target time, the cumulative stay time of the line of sight in the sixth area in the evaluation target time is specified.

In FIG. 7, the cumulative staying time of the line of sight in the sixth area during the evaluation target time is constant. That is, the time when the driver turns his / her line of sight toward the sixth area during the evaluation target time is zero (sec). In other words, the driver did not see area 6 at all during the evaluation time. In this way, if the driver is not aware of the cause of avoidance, the deduction is set to, for example, 5 points. As a result, the number of safe driving points is 95 points. The safe driving score is an evaluation index for evaluating the driving skill of the driver, and is the score remaining as a result of the deduction of points.

On the other hand, in FIG. 8, the cumulative staying time of the line of sight in the sixth area increases during the evaluation target time. That is, it can be estimated that the driver was aware of the cause of avoidance. Nevertheless, the fact that the automatic brake was activated means that the driver made a mistake in judging the possibility of a collision with the cause of avoidance. In the case of such a misjudgment, the deduction is set to, for example, 10 points. As a result, the number of safe driving points is 90 points.

The reason why the points are deducted more in the case of misjudgment than in the case of not recognizing the cause of avoidance is as follows. Whether or not the cause of avoidance can be recognized depends on factors such as the driving environment and surrounding conditions, and even if the cause of avoidance cannot be recognized in this situation, it may be recognized in other situations encountered during future driving. be. On the other hand, in the case of an erroneous judgment, it is not possible to judge whether or not the collision occurs based on the speed of the own vehicle and the relative distance to the collision object, so that the erroneous judgment can be made in the same manner in other situations. Highly sexual. That is, it can be said that the risk of future driving is higher in the case of erroneous judgment.

Returning to the description of FIG.

The short-term memory unit 11 stores the safe driving points for each short period as short-term memory. For example, when the period required to travel 10 km is set to a short period, the number of safe driving points when the mileage is extended by 10 km is memorized, the number of safe driving points is reset here, and the mileage is 10 km again. Until it is extended, the number of safe driving points is calculated based on the input deduction points. FIG. 9 is a diagram showing an example of changes in the number of safe driving points. As shown in the figure, if driving is started from a state where the cumulative mileage is x (km) and unsafe driving is performed at the point of x + α (km), 10 points are deducted and the number of safe driving points becomes 90 points. Furthermore, if unsafe driving is performed at the point of x + β (km), 5 points will be deducted this time and the number of safe driving points will be 85 points. After that, when unsafe driving is not performed and the cumulative mileage reaches x + 10 (km), the number of safe driving points is reset and returns to 100 points. As described above, the safe driving point decreases every time the automatic brake is activated, and increases if the operation in which the automatic brake does not operate is continued.

The short-term memory unit 11 repeats the calculation and storage of the safe driving points. The short-term memory unit 11 can store 10 of the above short-term memories, and when 10 of them are stored, the short-term memory unit 11 calculates the average score of the safe driving points of the 10 short-term memories, and calculates this average score for the long-term memory unit 12. Output. Further, the short-term memory unit 11 sequentially outputs short-term memory to the short-term skill deterioration determination unit 14.

The long-term storage unit 12 stores 1000 safe driving points as long-term memory, that is, the average score of 10 safe driving points input from the short-term storage unit 11, that is, the number of safe driving points after traveling 100 (km). Further, the long-term memory unit 12 sequentially outputs long-term memory to the past history display unit 15 and the long-term skill deterioration determination unit 13.

The past history display unit 15 accumulates the input long-term memory, that is, the number of safe driving points for every 100 (km), and calculates, for example, the average score of the number of safe driving points for every 1000 (km). Then, the driver is notified by displaying the history of the average score as a past history. By looking at the past history, the driver can recognize the degree of deterioration of his / her driving skill as objective data.

The short-term skill deterioration determination unit 14 determines the degree of deterioration of the driving skill based on the transition of the input safe driving points. Since short-term memory is input, what is judged here is the degree of decrease in short-term driving skill. For example, when the judgment is weak due to a cold or the like, it is judged that the driving skill is lowered by comparison with the short-term memory of the previous day when the person was in good health.

The long-term skill deterioration determination unit 13 determines the degree of deterioration of the driving skill based on the transition of the input safe driving points. Since long-term memory is input, what is judged here is the degree of deterioration in long-term driving skill. That is, the long-term skill deterioration determination unit 13 can determine the decrease in driving skill due to aging from the start of use of the vehicle to the present.

When the degree of decrease in driving skill exceeds the threshold value, the long-term skill decrease determination unit 13 and the short-term skill decrease determination unit 14 output a skill decrease notification request to the decrease notification / output limit selection I / F 16. The threshold value is a value that can be set arbitrarily, but by setting it based on statistical data, a more accurate determination can be made. For example, it is set based on the data of the number of safe driving points per unit distance (for example, 10 (km)) of a driver in his 50s to 70s. In this case, the safe driving score tends to be lower as the elderly age, and a value close to the average score of the safe driving score of a driver in his 70s is set as a threshold value.

Decrease notification / output limit selection The I / F 16 notifies the driver that the driving skill is reduced, and requests the driver to select whether or not to limit the output of the drive source. FIG. 10 is an example of the display of the reduction notification / output limit selection I / F16. In this embodiment, the driver can select whether or not to limit the output, but the output is limited without giving the selection right, and the driving skill is reduced and the output is limited. May be announced.

When the driver selects YES, the reduction notification / output limit selection I / F 16 outputs an output limit request to the driving force limiting unit 17. After executing the output limit, the output limit is continued until the release condition is satisfied. The release condition referred to here is that the ignition switch is turned off or the driving evaluation is restored, that is, the safe driving score rises and exceeds the threshold value.

The output limitation may be released depending on whether the output limitation is due to the skill reduction notification request from the short-term skill reduction determination unit 14 or the output limitation due to the skill reduction notification request from the long-term skill reduction determination unit 13. For example, a skill reduction notification request from the short-term skill reduction determination unit 14 is displayed during the trip, output is restricted only during the trip, and a cancellation condition is applied to the skill reduction notification request from the long-term skill reduction determination unit 13. It may be continued until is established.

Further, although it is displayed in FIG. 10 that the output is limited to 80%, the output may be limited to a lower value as the number of safe driving points becomes lower.

The driving force limiting unit 17 limits the output of the driving source when there is an output limiting request. The drive source referred to here is, for example, an internal combustion engine or an electric motor. The output limit of the drive source is to limit the maximum output to 80% as in the case of FIG. However, it is not limited to limiting the maximum output. For example, instead of limiting the maximum output, or together with limiting the maximum output, the characteristics of the output generation of the drive source with respect to the accelerator pedal opening may be relaxed.

Further, the reduction notification / output limit selection I / F 16 may request the selection of whether or not to advance the start timing of the avoidance operation together with the output limit of the drive source instead of the output limit of the drive source. When limiting the output of the drive source and starting the avoidance operation early, the driver is allowed to select whether to release both of them or only one of them when releasing the operation. It should be noted that even if the output restriction of the drive source is released, the early start of the avoidance operation may not be released.

As described above, the controller 1 evaluates the driving skill of the driver based on each of the short-term memory and the long-term memory, and notifies the driver of the decrease in the driving skill with an objective numerical value. As a result, the driver can recognize the decrease in driving skill as a concrete numerical value, and can further raise the awareness of safe driving. In addition, the controller 1 displays the history of safe driving points to the driver. As a result, the driver can recognize the decrease in driving skill due to aging as a concrete numerical value, and can further raise the awareness of safe driving.

As described above, in the present embodiment, the camera (detection device) 3 that detects the collision object located in front of the own vehicle and the avoidance operation for avoiding the collision between the own vehicle and the collision object or reducing the collision damage. A driving support system (vehicle driving support device) 100 including a controller (control unit) 1 for causing the own vehicle to execute the above and a line-of-sight sensor (line-of-sight detection device) 4 for detecting the line of sight of the driver of the own vehicle is provided. NS. In the driving support system 100, the controller 1 executes the avoidance operation and then determines whether or not the line of sight of the driver of the own vehicle is directed toward the collision target before the start of the avoidance operation. An evaluation index for evaluating the driving skill of the driver is calculated, the evaluation index is notified to the driver of the own vehicle via the display device 2, and the degree of intervention of driving support is changed based on the evaluation index. According to this, the driving skill is evaluated by distinguishing between the case where the collision target is overlooked and the case where the collision danger cannot be recognized even though the collision target is seen, and the driving skill is evaluated according to the characteristics of the driver. It is possible to give accurate attention. In addition, by calling attention, it is possible to raise the safety awareness of the driver in the driving after the avoidance operation by the controller 1 is executed. Furthermore, by changing the degree of intervention of driving support based on the evaluation index, it is possible to provide driving support according to the driving skill of the driver.

In the present embodiment, the driving support is the output control of the drive source of the own vehicle, and the controller 1 limits the output of the drive source when the evaluation index is lowered. As a result, it is possible to suppress an increase in the vehicle speed of the own vehicle, and thus it is possible to increase the possibility of avoiding a collision with a collision object.

In the present embodiment, the driving support is the execution of the avoidance operation by the controller 1, and the controller 1 advances the start timing of the avoidance operation when the evaluation index is lowered. This makes it possible to increase the possibility of avoiding a collision with a collision object.

In the present embodiment, the controller 1 calculates the number of safe driving points (evaluation index) by dividing it into those for a relatively short running period and those for a relatively long running period. As a result, it is possible to separately evaluate the decrease in driving skill due to poor physical condition and the permanent decrease in driving skill due to aging, etc., so it is possible to make a more appropriate evaluation and alert the driver. can.

(Second Embodiment)
The basic technical idea and configuration of the present embodiment are the same as those of the first embodiment, but the method of evaluating the driving skill, that is, the method of calculating the safe driving score is different. Hereinafter, the method for evaluating the driving skill of the present embodiment will be described with reference to FIG.

FIG. 11 is a time chart when the driver's line of sight is directed to the sixth area and the driver performs a braking operation as an avoidance operation in the same situation as in FIG. If the driver does not perform the avoidance operation, the controller 1 activates the automatic brake at the timing T3 as shown by the broken line in the figure.

The controller 1 measures the time (delay time) from the time when the danger becomes apparent, that is, after the controller 1 recognizes the collision object D to the timing T2 when the driver starts the braking operation. The start timing of the avoidance operation referred to here means the timing when the driver takes his / her foot off the accelerator pedal in order to operate the brake pedal. Therefore, even if the timing when the driver releases the accelerator pedal is before the timing T3, the automatic brake is activated if the timing when the driver depresses the brake pedal is after the timing T3.

Then, the controller 1 is deducted more points as the delay time is longer. However, the time required from recognizing the danger to starting the avoidance action (also referred to as reaction time) differs depending on the agility of the driver and the like. Therefore, if the response time does not exceed the time that can be assumed as the reaction time of the driver who is inferior in agility, no points will be deducted.

Further, if there is an error in the avoidance operation, the points will be deducted more than when the start of the avoidance operation is simply delayed. The error of the avoidance operation is, for example, depressing the accelerator pedal by mistake for the brake pedal.

If the driver's line of sight is not directed to the sixth area, the driver does not naturally recognize the collision object, so the avoidance operation is not performed, and the automatic brake is activated at the timing T3. In this case, the same evaluation method as in the first embodiment is used.

The processing after calculating the safe driving points by the above method is the same as that in the first embodiment.

As described above, in the present embodiment, when the danger is manifested and the driver of the own vehicle is facing the collision target object, the driver of the own vehicle is affected by the manifestation of the danger. The delay time until the start of the avoidance operation is measured, an evaluation index for evaluating the driving skill of the driver of the own vehicle is calculated based on the delay time, and the evaluation index is given to the driver of the own vehicle via the display device 2. Announce and change the degree of driving assistance intervention based on the evaluation index. The long delay time despite the fact that the line of sight is directed toward the collision object means that the driver is not aware of the danger of collision with the collision object. According to the present embodiment, it is possible to appropriately alert such a driver.

(Third Embodiment)
The basic technical idea and configuration of this embodiment are the same as those of the second embodiment, but the method of evaluating the driving skill, that is, the method of calculating the safe driving score is different. Hereinafter, the method for evaluating the driving skill of the present embodiment will be described with reference to FIG.

FIG. 12 is a time chart when the driver's line of sight is directed to the sixth area and the driver performs a braking operation as an avoidance operation in the same situation as in FIG.

In the second embodiment, the safe driving point is determined based on the time (delay time) from when the danger becomes apparent until the driver starts the avoidance operation, but in the present embodiment, before the automatic brake is activated. The safe driving score is determined based on whether or not the driver has started the avoidance operation.

As described above, the automatic brake may be activated even if the driver starts the avoidance operation. For example, as shown by the solid line in FIG. 12, even if the driver starts the avoidance operation at the timing T2, the automatic brake may be activated at the timing T3. In this case, since the driver has started the avoidance operation before the operation of the automatic brake, no points are deducted.

On the other hand, as shown by the broken line in FIG. 12, if the driver starts the avoidance operation after the automatic brake is activated even though the driver's line of sight is directed to the sixth area, 10 points will be deducted. do.

If the driver's line of sight is not directed to the sixth area, the driver will naturally start the avoidance operation after the automatic brake is activated, but in this case, the deduction is 5 points. This is for the same reason that the points to be deducted differ depending on whether or not the line of sight is directed to the sixth area in the first embodiment.

The processing after calculating the safe driving points by the above method is the same as that in the first embodiment.

As described above, in the present embodiment, when the line of sight of the driver of the own vehicle is toward the collision target object, the driver of the own vehicle starts the avoidance operation before executing the avoidance operation. Based on whether or not, an evaluation index for evaluating the driving skill of the driver of the own vehicle is calculated, the evaluation index is notified to the driver of the own vehicle via the display device 2, and driving support is provided based on the evaluation index. Change the degree of intervention. The fact that the automatic brake operates even though the line of sight is directed toward the collision object means that the driver is not aware of the danger of collision with the collision object. According to the present embodiment, it is possible to appropriately alert such a driver.

In the first to third embodiments described above, the case where the dangerous object D is in the sixth area both when it is detected by the camera 3 and when the automatic brake is activated has been described. Therefore, the cumulative staying time of the line of sight is counted only for the sixth area. However, depending on the behavior of the dangerous object, the area where the camera 3 was detected and the area where the automatic brake was activated may be different. In this case, the area for counting the cumulative staying time of the line of sight is changed according to the movement of the dangerous object.

Further, as a modification of the first to third embodiments, the cumulative staying time of the line of sight to the collision object itself is counted instead of counting the cumulative staying time of the line of sight in the area where the collision object is located. You may do so. According to this, when the collision object moves across the area, the process of switching the area for counting the cumulative staying time of the line of sight becomes unnecessary.

It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope of the technical idea described in the claims.

1 Controller 2 Display device 3 Camera 4 Line-of-sight sensor 5 Vehicle speed sensor 6 Ignition switch (IGN SW)
7 Actuator 10 Unsafe driving judgment unit 11 Short-term memory unit 12 Long-term memory unit 13 Short-term skill reduction judgment unit 14 Long-term skill reduction judgment unit 15 Past history display unit 16 Driving force restriction unit 17 Deterioration notification / output restriction selection interface

Claims (7)

A detection device that detects a collision object located in front of the own vehicle,
A control unit that causes the own vehicle to perform an avoidance operation for avoiding a collision between the own vehicle and the collision object or reducing collision damage.
A line-of-sight detection device for detecting the line of sight of the driver of the own vehicle is provided.
After executing the avoidance operation, the control unit of the own vehicle determines whether or not the line of sight of the driver of the own vehicle is directed toward the collision target object before the start of the avoidance operation. An evaluation index for evaluating the driving skill of the driver is calculated, the evaluation index is notified to the driver of the own vehicle via the display device, and the degree of intervention of driving support is changed based on the evaluation index. Driving support device for vehicles. In the vehicle driving support device according to claim 1,
The driving support is an output control of the drive source of the own vehicle.
The control unit is a vehicle driving support device that limits the output of the drive source when the evaluation index is lowered. In the vehicle driving support device according to claim 1 or 2.
The driving support is the execution of the avoidance operation by the control unit.
The control unit is a vehicle driving support device that accelerates the start timing of the avoidance operation when the evaluation index is lowered. A detection device that detects a collision object located in front of the own vehicle,
A control unit that determines the manifestation of danger based on the possibility of a collision between the own vehicle and the collision object,
A line-of-sight detection device that detects the line of sight of the driver of the own vehicle,
When the danger becomes apparent and the driver of the own vehicle faces the collision target object, the control unit starts the avoidance operation from the actualization of the danger. The delay time until is measured, an evaluation index for evaluating the driving skill of the driver of the own vehicle is calculated based on the delay time, and the evaluation index is notified to the driver of the own vehicle via the display device. A vehicle driving support device that changes the degree of driving support intervention based on the evaluation index. A detection device that detects a collision object located in front of the own vehicle,
A control unit that causes the own vehicle to perform an avoidance operation for avoiding a collision between the own vehicle and the collision object or reducing collision damage.
A line-of-sight detection device for detecting the line of sight of the driver of the own vehicle is provided.
When the line of sight of the driver of the own vehicle is directed toward the collision target object, the control unit determines whether or not the driver of the own vehicle has started the avoidance operation before executing the avoidance operation. Based on the above, an evaluation index for evaluating the driving skill of the driver of the own vehicle is calculated, the evaluation index is notified to the driver of the own vehicle via the display device, and driving support is provided based on the evaluation index. A driving support device for vehicles that changes the degree of intervention. In the vehicle driving support device according to any one of claims 1 to 5.
The control unit is a vehicle driving support device that calculates the evaluation index separately for a relatively short traveling period and a relatively long traveling period. The detection device detects the collision object located in front of the own vehicle and
In a vehicle driving support method in which the control unit causes the own vehicle to perform an avoidance operation for avoiding a collision between the own vehicle and the collision object or reducing collision damage.
The line-of-sight detection device detects the line of sight of the driver of the own vehicle,
The driving of the own vehicle is based on whether or not the line of sight of the driver of the own vehicle is directed toward the collision target object after the control unit executes the avoidance operation and before the start of the avoidance operation. A vehicle that calculates an evaluation index for evaluating a person's driving skill, notifies the driver of the own vehicle of the evaluation index via a display device, and changes the degree of intervention of driving support based on the evaluation index. Driving support method.

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