JP6680137B2 - Driving characteristic calculation device - Google Patents

Description

  The present invention relates to a driving characteristic calculation device.

  Conventionally, a technique for calculating the driving characteristics of a driver is known. For example, in Patent Document 1, the driving characteristics of the driver are evaluated based on the type of road on which the vehicle is traveling and the driving operation of the driver such as accelerator, steering, and brake, and the evaluation result is given to the driver. A technique for displaying the information is disclosed. The type of road indicates whether the road on which the vehicle is traveling is an uphill road or a congested road. The driving characteristic of the driver here is a habit or tendency of driving that the driver intentionally or unconsciously makes.

JP, 2000-247162, A

  However, the technique disclosed in Patent Document 1 does not consider the width of the road or the shape of the road, although the width of the road and the shape of the road vary depending on the traveling scene. Therefore, it is not possible to determine whether the driver has performed a driving operation along the shape of the road, and it is difficult to calculate a highly accurate evaluation result.

  The present invention has been made in view of the above-mentioned conventional problems, and an object thereof is to provide a driving characteristic calculation device that can evaluate the driving characteristics of a driver with higher accuracy.

  The above objective is achieved by a combination of features described in independent claims, and the subclaims define further advantageous embodiments of the invention. The reference numerals in parentheses in the claims indicate the correspondence with the specific means described in the embodiments described later as one aspect, and do not limit the technical scope of the present invention. .

One driving characteristic calculation device according to the present invention made to solve the above-mentioned problems includes a boundary line recognition unit ( 5b ) for recognizing a boundary line which is a boundary of a region in which the vehicle ( V ) can travel. A vehicle position detection unit ( 5c ) that detects a vehicle position that is a relative position of the own vehicle with respect to the boundary line based on the recognition result of the boundary line recognition unit, and a lane shape identification that identifies the lane shape in which the own vehicle travels Section ( 5e ) , a running state detection section ( 3 ) that detects the running state of the host vehicle, a storage section ( 5f ) that stores the vehicle position, lane shape, and running state, and the vehicle position stored in the storage section. The driving characteristic calculation unit ( 5g ) that calculates the driving characteristic of the driver based on the lane shape and the traveling state in the vehicle, the driving operation detection unit (4) that detects the driving operation performed by the driver , and the driving characteristic detection unit (4) based on the driving operation. In the direction the vehicle is traveling That the traveling direction determining section for determining a traveling direction (5d), comprising a lane shape identification unit identifies a lane shape based on the driving operation and the traveling direction, the storage section, the driving operation and the traveling direction you memory.
Further, another one of the driving characteristic calculation devices is a boundary line recognition unit (5b) that recognizes a boundary line that is a boundary of a region in which the own vehicle (V) can travel, and a boundary line based on a recognition result of the boundary line recognition unit. A vehicle position detection unit (5c) that detects the vehicle position that is the relative position of the own vehicle with respect to the line, a lane shape identification unit (5e) that identifies the lane shape in which the own vehicle is traveling, and a running state of the own vehicle. The driving state detection unit (3) for detecting, the storage unit (5f) for storing the vehicle position, the lane shape, and the traveling state, and the driver's lane shape and the traveling state at the vehicle position stored in the storage unit. And a driving characteristic calculation unit (5g) for calculating driving characteristics, wherein the vehicle position detection unit is a first distance (L1) that is a distance from one end surface of the vehicle to a first boundary line that is a facing boundary line. ) And the boundary line that faces the other end surface of the vehicle The vehicle position detection unit detects a second distance (L2) that is a distance to a certain second boundary line and a lane width (12) that is a distance between the first boundary line and the second boundary line. The lane width margin value, which is a value obtained by removing the vehicle width from the lane width, is calculated based on the lane width and the vehicle width of the host vehicle, and the driving characteristic calculation unit determines that the lane width margin value is equal to or less than a predetermined threshold value. Exclude the vehicle position and evaluate the driving characteristics of the driver.

  In this driving characteristic calculation device, the driving characteristic of the driver is evaluated based on the lane shape and the traveling state at the vehicle position. As a result, it is possible to evaluate at which vehicle position the driver drove the lane shape that differs depending on the driving scene. Therefore, the driving characteristics of the driver can be evaluated with higher accuracy.

It is a figure which shows an example of a schematic structure of the driving characteristic calculation apparatus 1 which concerns on 1st Embodiment. It is a figure which shows an example of the attachment position of the CCD camera 2 which concerns on 1st Embodiment. It is a figure which shows an example of the state which is imaged ahead of the own vehicle V by the CCD camera 2 which concerns on 1st Embodiment. It is a figure which shows an example of the captured image 20 which concerns on 1st Embodiment. It is a figure which shows an example of the planar image 21 which concerns on 1st Embodiment. It is a figure which shows an example of the vehicle position which concerns on 1st Embodiment. It is a figure showing an example of a right-and-left position ratio and a lane width margin value concerning a 1st embodiment. It is a figure which shows an example of the flow of a process in the advancing direction determination part 5d which concerns on 1st Embodiment. It is a figure which shows an example of the flow of a process in the advancing direction determination part 5d which concerns on 1st Embodiment. 3 is a flowchart showing an example of a processing flow in an ECU 5 according to the first embodiment. 3 is a flowchart showing an example of a processing flow in an ECU 5 according to the first embodiment. It is a figure which shows an example of each information with the time stamp added which was memorize | stored in the memory | storage part 5f which concerns on 1st Embodiment. It is a figure which shows an example of the predetermined spot which concerns on 1st Embodiment. It is a figure which shows an example of the evaluation table which evaluates the driving characteristic of the driver of the right curve shape which concerns on 1st Embodiment. It is a figure which shows an example of the evaluation table which evaluates the driving characteristic of the driver of the left curve shape which concerns on 1st Embodiment. It is a figure which shows an example of the relationship of the total detection area and i-th area which concern on 1st Embodiment. It is a figure which shows an example of the lane width margin value which concerns on 1st Embodiment. It is a figure which shows an example of the evaluation table which evaluates the driving characteristic of the driver in the total detection area which concerns on 1st Embodiment. It is a figure which shows an example of the left-right position ratio in the total detection area which concerns on 1st Embodiment. It is a figure which shows an example of the evaluation table which evaluates the driver's fluctuation in the total detection area which concerns on 1st Embodiment. It is a figure which shows an example of the driver's fluctuation evaluation result in the total detection area which concerns on 1st Embodiment. It is a figure which shows an example of the calculation result which concerns on 1st Embodiment.

Embodiments and modifications for disclosure will be described with reference to the drawings. Note that, for convenience of description, between the embodiment and the modified example, parts having the same functions as those shown in the drawings used in the above description are denoted by the same reference numerals and the description thereof will be omitted. There is. Further, unless otherwise specified, the directions of forward, backward, etc. used in the description are based on the front, rear, left, right, and up and down directions for the driver who drives the vehicle.
[First Embodiment]
Hereinafter, the first embodiment will be described with reference to the drawings.

  The driving characteristic calculation device 1 is mounted on the vehicle V, which is an automobile, and evaluates the driving characteristics of the driver of the vehicle V.

  As shown in FIG. 1, the driving characteristic calculation device 1 includes a CCD camera 2, a traveling state detection unit 3, a driving operation detection unit 4, an ECU 5, and an external memory 6.

  As shown in FIG. 2, the CCD camera 2 is attached to the central upper end portion of the windshield 2a of the host vehicle V so that the front of the host vehicle V can be imaged. The CCD camera 2 continuously captures the front of the vehicle V and outputs the captured image as image data to the ECU 5 described later. As shown in FIG. 3, the CCD camera 2 takes an image of a boundary line existing in front of the vehicle V. The boundary line is a line indicating a boundary of a region where the vehicle V can travel, and is, for example, a white line 10, a center line, a boundary line between a roadway and a sidewalk, a guard rail, a wall, or the like. In the example of FIG. 3, the CCD camera 2 images the left white line 10a and the right white line 10b, which are the white lines 10 on the left and right sides in front of the host vehicle V. The CCD camera 2 corresponds to the image pickup section in the claims.

  The traveling state detection unit 3 detects the traveling state of the host vehicle V and outputs it to the ECU 5 described later. The traveling state here is, for example, the speed or the acceleration accompanying the traveling of the host vehicle V. A speed sensor, for example, can be used to calculate the speed of the host vehicle V. As the speed sensor, there is known one in which a pulse generator attached to the axle of the host vehicle V detects the rotation speed of the axle and calculates the speed of the host vehicle V based on the detected rotation speed. An acceleration sensor can be used to calculate the acceleration of the host vehicle V. It is preferable that the acceleration sensor is attached to the vehicle body of the host vehicle V and detects an acceleration generated by the acceleration / deceleration of the host vehicle V. The traveling state detection unit 3 corresponds to the traveling state detection unit in the claims.

  The driving operation detection unit 4 detects the driving operation of the driver and outputs it to the ECU 5 described later. The driver's driving operation here means, for example, the driver operating the steering wheel, operating the turn signal, or operating the ignition switch. A known steering angle sensor can be used to detect the steering operation. The steering angle sensor is a sensor that detects the steering angle of the steering wheel. Further, in order to detect the operation of the winker, a winker SW that detects whether or not the winker lever is operated can be used. The ignition switch is a device for operating an ignition device (not shown) of the engine. When applied to EV (Electric Vehicle), HV (Hybrid Vehicle), etc., the operation of the start switch for starting the motor instead of the ignition switch may be replaced so as to be judged as the driving operation of the driver. The driving operation detecting unit 4 corresponds to the driving operation detecting unit in the claims.

  The ECU 5 is composed of a CPU, various memories, and the like (not shown). Then, the ECU 5 includes a boundary detection unit 5a, a boundary recognition unit 5b, a vehicle position detection unit 5c, a traveling direction determination unit 5d, a lane shape identification unit 5e, a storage unit 5f, and a driving characteristic calculation unit 5g. Is equipped with.

  The boundary line detection unit 5a is configured to detect a boundary line existing in front of the vehicle V on the road. The boundary detection unit 5a extracts edges based on the image data captured by the CCD camera 2 by an edge extraction process which is a known image process. The extracted edges are indicated by a set of points (hereinafter referred to as edge points). For example, as shown in FIG. 4, edge extraction processing is performed in a predetermined range R1 in the captured image 20 that is captured image data to extract edge points. Further, as shown in FIG. 3, the predetermined range R1 is a range up to a radius of 7 m centered on the CCD camera 2. It is assumed that the CCD camera 2 is adjusted in angle of view and focus so that an image necessary for the edge extraction processing can be obtained in the range R1. Further, the range can be appropriately changed according to the imaging range of the CCD camera 2.

  Next, the boundary line detection unit 5a Hough transforms the set of extracted edge points to detect a line, and detects a white line candidate from the detected lines. Specifically, a line candidate having a large number of Hough transform votes among the detected lines is defined as a white line candidate.

  Then, the boundary line detection unit 5a outputs the detected white line candidate as a boundary line to the boundary line recognition unit 5b in the ECU 5. The boundary line detection unit 5a corresponds to the boundary line detection unit in the claims.

  The boundary line recognition unit 5b recognizes the boundary line of the traveling lane 11 in which the vehicle V is traveling, based on the boundary line detected by the boundary line detection unit 5a. Specifically, it is configured to recognize between the detected boundary lines on the left and right sides of the host vehicle V as the traveling lane 11 in which the host vehicle V is currently traveling. In the example of FIG. 3, the boundary line recognizing unit 5b recognizes, as the traveling lane 11 of the own vehicle V, between the left white line 10a and the right white line 10b in front of the own vehicle V detected by the boundary line detecting unit 5a. The boundary line recognition unit 5b corresponds to the boundary line recognition unit in the claims.

  The vehicle position detection unit 5c converts the edge points forming the boundary line of the traveling lane 11 recognized by the boundary line recognition unit 5b into plane coordinates. The plane coordinates are coordinates when the road surface is assumed to be a plane as in the plane image 21 of FIG. Edge points E1, E2, E3 shown in FIG. 5 are obtained by converting the edge points E1, E2, E3 of the captured image 20 shown in FIG. 4 into plane coordinates. Note that, in FIGS. 4 and 5, the edge points forming the boundary line are thinned out for the purpose of explaining the plane coordinates, but the actual edge points are linear due to the collection of a large number of points. Here, based on the information of the camera position and the camera posture that has been calibrated in advance, the coordinate conversion of the edge point on the imaged image data is performed. By using the edge points as information on the plane coordinates in this way, it becomes possible to easily combine with the coordinate information of the edge points based on the past image data.

  Next, the vehicle position detection unit 5c detects the vehicle position, which is the relative position of the host vehicle V with respect to the boundary line of the traveling lane 11, based on the plane coordinates. The vehicle position here is a left-right position ratio or a lane width margin value, which will be described later. The left-right position ratio and the lane width margin value are calculated using the lane width 12, the first distance L1, and the second distance L2, which will be described later.

  The lane width 12, the first distance L1, and the second distance L2 will be described with reference to FIG. The lane width 12 is the length between the left white line 10a and the right white line 10b.

  Then, the vehicle position detection unit 5c sets a left white line distance 14 that is a distance from the center 13 of the own vehicle V to the left white line 10a and a right white line distance 15 that is a distance from the center 13 of the own vehicle V to the right white line 10b. To detect.

  The first distance L1 is the distance from the left side surface of the vehicle V to the left white line 10a. The value obtained by subtracting half of the vehicle width of the vehicle V in the left-right direction from the left white line distance 14 is the first distance L1.

  The second distance L2 is the distance from the right side surface of the vehicle V to the right white line 10b. A value obtained by subtracting half the vehicle width from the right white line distance 15 is the second distance L2.

  The value obtained by subtracting the half of the vehicle width is used because the CCD camera 2 is attached to the upper center of the windshield 2a of the host vehicle V, and the center of the field of view of the CCD camera 2 is used as a reference. This is because 13 is set. The method of obtaining the first distance L1 and the second distance L2 may be appropriately determined in consideration of the place where the CCD camera 2 is attached and the center of the angle of view. Information stored in the storage unit 5f is used for the vehicle width of the vehicle V in the left-right direction.

  The vehicle position detection unit 5c calculates the left / right position ratio based on the first distance L1 and the second distance L2. The calculated left-right position ratio is stored in the storage unit 5f described later. The left / right position ratio is a value indicating whether the center 13 of the host vehicle V is located on the left white line 10a side or the right white line 10b side with respect to the center 18 with respect to the center 18 of the lane width 12, and an evaluation table described later. Used in. The method of obtaining the left-right position ratio will be described.

  The left / right position ratio = (L1−L2) / (L1 + L2).

  By using this formula, when the center 13 of the vehicle V in the traveling lane 11 is located on the center 18 of the lane width 12, the left-right position ratio becomes 0. When the center 13 of the vehicle V is located closer to the left white line 10a than the center 18 with respect to the center 18 of the traveling lane 11, the left-right position ratio has a negative value. When the center 13 of the vehicle V is located closer to the right white line 10b than the center 18, the left / right position ratio shows a positive value. From the above left / right position ratio formula, it is possible to indicate whether the center 13 of the host vehicle V is located on the left white line 10a side or the right white line 10b side with respect to the center 18 with respect to the center 18 of the lane width 12.

  The vehicle position detector 5c calculates a lane width margin value based on the lane width 12 and the vehicle width of the host vehicle V. Then, the calculated lane width margin value is stored in the storage unit 5f described later. The lane width margin value is a value obtained by removing the vehicle width of the host vehicle V from the lane width 12. For example, when the lane width 12 is 5 m, it means that a vehicle with a vehicle width of 2 m has a sufficient lane width 12 and is traveling on a wide road. However, for a vehicle with a vehicle width of 3 m, the lane width 12 has less margin than a vehicle with a vehicle width of 2 m, which means that the vehicle is traveling on a narrow road. That is, the larger the lane width margin value, the wider the road is traveling, and the smaller the lane width margin value, the smaller the road traveling. The vehicle position detector 5c corresponds to the vehicle position detector in the claims.

  As shown in FIG. 7, for example, when the vehicle width of the vehicle V is 2 m, the first distance L1 is 2.2 m, and the second distance L2 is 1.8 m, the lateral position ratio is 0.1. In addition, when both the first distance L1 and the second distance L2 are 2 m, the left-right position ratio is 0. When the first distance L1 is 1 m and the second distance L2 is 3 m, the left / right position ratio is −0.5. That is, it can be said that the center 13 of the vehicle V is located closer to the center 18 as the absolute value of the left-right position ratio is smaller. And the lane width margin values are all 4 m.

  The traveling direction determination unit 5d is based on the traveling state detected by the traveling state detection unit 3 and the steering angle of the steering wheel detected by the driving operation detection unit 4, and the own vehicle V when the own vehicle V is traveling. To determine the direction of travel. The determined traveling direction is stored in the storage unit 5f described later. The traveling direction is the direction in which the host vehicle V is traveling. The traveling direction is a straight traveling direction in which the host vehicle V is traveling straight ahead, a rightward turning direction in which the host vehicle V is turning right, and a host vehicle V is turning left. There exists a left turn direction and a state.

  Regarding the steering angle of the steering wheel, the position of the steering wheel at which the host vehicle V goes straight is defined as the center position of the steering wheel. When the steering wheel is located at the center position, the steering angle of the steering wheel is set to 0 degree. Furthermore, here, the steering angle is defined as a positive angle when the steering wheel is rotated right from the center position, and the steering angle is defined as a negative angle when the steering wheel is rotated counterclockwise from the center position. To do.

  Subsequently, a series of processes executed by the traveling direction determination unit 5d will be described with reference to the flowcharts shown in FIGS. 8 and 9.

  In step S1, when the host vehicle V starts traveling, the traveling direction of the host vehicle V is determined to be the straight traveling direction.

  Next, in step S2, it is determined whether the traveling direction of the host vehicle V is a straight traveling direction. If it is not in the straight traveling direction, the process proceeds to step S8. In the case of a straight traveling direction, the process proceeds to step S3.

  In step S3, it is determined whether the steering angle is smaller than 70 degrees and larger than -70 degrees. When the steering angle is smaller than 70 degrees and larger than -70 degrees, the process proceeds to step S4. When the steering angle is 70 degrees or more or −70 degrees or less, the process proceeds to step S5.

  Through the processing from steps S1 to S3, the traveling direction of the host vehicle V at the start of traveling can be determined. In step S1, when the ignition is turned on to start traveling, it is determined that the traveling direction of the host vehicle V is a straight traveling direction regardless of the steering angle. Then, by performing the processing of steps S2 and S3 immediately after determining that the vehicle is in the straight traveling direction, the traveling direction that matches the actual steering angle of the host vehicle V can be determined.

  In step S4, the traveling direction of the vehicle V is determined to be a straight traveling direction, and the process returns to step S2.

  In step S5, it is determined whether the steering angle is 70 degrees or more. If the steering angle is 70 degrees or more, the process proceeds to step S6. If the steering angle is not 70 degrees or more, the process proceeds to step S7.

  In step S6, it is determined that the traveling direction of the host vehicle V is the right turn direction, and the process returns to step S2.

  In step S7, the traveling direction of the host vehicle V is determined to be the left turn direction, and the process returns to step S2.

  In step S8, it is determined whether the traveling direction of the host vehicle V is a right turn direction. If it is not in the right turning direction, the process proceeds to step S12. If it is in the right turning direction, the process proceeds to step S9.

  In step S9, it is determined whether the steering angle is smaller than 50 degrees. When the steering angle is smaller than 50 degrees, the process proceeds to step S10. When the steering angle is 50 degrees or more, the process proceeds to step S11. It should be noted that it is not determined whether or not the steering angle is smaller than 70 degrees, but is determined to be smaller than 50 degrees, whether or not the driver of the vehicle V has operated the steering wheel so that the driver intends to go straight. This is for more accurately determining whether or not.

  In step S10, the traveling direction of the host vehicle V is determined to be a straight traveling direction, and the process returns to step S2.

  In step S11, it is determined that the traveling direction of the host vehicle V is the right turn direction, and the process returns to step S2.

  In step S12, it is determined whether the steering angle is larger than -50 degrees. If the steering angle is greater than -50 degrees, the process proceeds to step S13. When the steering angle is -50 degrees or less, the process proceeds to step 14. It should be noted that it is not determined whether the steering angle is greater than -70 degrees, but rather the determination is made at a greater value, -50 degrees, that the driver of the vehicle V operates the steering wheel so that the driver intends to go straight. This is for more accurately determining whether or not it has been done.

  In step S13, the traveling direction of the vehicle V is determined to be a straight traveling direction, and the process returns to step S2.

  In step S14, it is determined that the traveling direction of the host vehicle V is the left turning direction, and the process returns to step S2.

  A series of processing executed by the traveling direction determination unit 5d is always repeatedly executed in parallel with the processing by the ECU 5 described later.

  However, the value of the steering angle for determining the traveling direction is not limited to this, and may be appropriately determined in consideration of vehicle conditions and the like. The traveling direction determination unit 5d corresponds to the traveling direction determination unit in the claims.

  The lane shape identifying unit 5e is based on the driving operation of the driver detected by the driving operation detecting unit 4 and the traveling direction of the own vehicle V detected by the traveling direction determining unit 5d, and the shape of the lane in which the own vehicle V travels. Is a straight line shape or a curved shape. A specific determination method will be described in the processing operation of the ECU 5 described later. The lane shape identifying unit 5e corresponds to the lane shape identifying unit in the claims.

  The storage unit 5f is a writable mass storage device such as an SSD (solid state drive). Information such as the image data, the traveling state, the driving operation, the traveling direction, the left / right position ratio, and the lane width margin value are sequentially acquired, and a time stamp (for example, GPS time) indicating the time when each information is detected is obtained. Add and store. Since it takes time for the ECU 5 to calculate the left / right position ratio and the lane width margin value, adding the calculated time causes a delay as compared with the actual detected time. Therefore, the left-right position ratio is added with the time when the first distance L1 and the second distance L2 used for calculating the left-right position ratio are detected. The lane width margin value is added with the time at which the lane width 12 used to calculate the lane width margin value is detected. This suppresses the time delay due to the calculation of the information on the left / right position ratio and the lane width margin value. Then, each of the above-mentioned information is stored by adding the elapsed time after the ignition is turned on and the ECU 5 starts the processing based on the detected time. The storage unit 5f corresponds to the storage unit in the claims.

  The driving characteristic calculation unit 5g calculates the driving characteristic of the driver of the own vehicle V based on each information stored in the storage unit 5f. The driving characteristics of the driver here are, for example, habits and tendencies of the driver such as key left, keep right, out-in-out, slow-in first-out, and stagger.

  The driving characteristic calculation unit 5g evaluates the driving characteristic of the driver on the basis of the above-mentioned information at each time when it is determined that the host vehicle V is traveling. Based on the traveling state detected by the traveling state detection unit, it is determined whether the host vehicle V is traveling. When making the determination based on the speed of the host vehicle V, it can be determined that the vehicle is traveling when the speed of the host vehicle V detected by the speed sensor is greater than 0 km / h. Further, it is possible to determine whether or not the host vehicle V is traveling from the acceleration of the host vehicle V detected by the acceleration sensor. A specific method of evaluating the driving characteristic will be described in the processing operation of the ECU 5 described later. A specific method of calculating the driving characteristic will also be described in the processing operation of the ECU 5 described later. The driving characteristic calculation unit 5g corresponds to the driving characteristic calculation unit in the claims.

  The external memory 6 is a writable mass storage device such as SSD (solid state drive). The external memory 6 stores the information stored in the storage unit 5f and the calculation result calculated by the driving characteristic calculation unit 5g. Then, it is used for analysis and management by the PC of the operation management company that manages the driving of the driver.

  Subsequently, a series of processes executed by the ECU 5 will be described with reference to the flowcharts shown in FIGS. 10 and 11.

  First, in step S10, a counter i for counting the number of times during which the traveling direction of the host vehicle V changes from the straight traveling direction to the turning direction and then returns to the straight traveling direction is reset to 0 (i = 0). To do. The turning direction is either a right turning direction or a left turning direction. Further, the counter n for counting the number of times the vehicle V has traveled in the curved lane is reset to 0 (n = 0).

  Next, in step S20, it is determined whether the traveling direction of the vehicle V has changed from the turning direction to the straight traveling direction. When it is determined that the traveling direction of the host vehicle V is not from the turning direction to the straight traveling direction, the process proceeds to step S140. When it is determined that the turning direction is changed to the straight traveling direction, the process proceeds to S30.

  In step S30, the count is added to the counter i. Then, after performing the addition process, the process proceeds to step S40.

  In step S40, the section from the time when the straight traveling direction is changed to the straight traveling direction is set as the i-th section until the time when the straight traveling direction is changed to the straight traveling direction in the latest past. As illustrated in FIG. 12, the i-th section is determined based on information such as the traveling state, the driving operation, and the traveling direction, which is stored in the storage unit 5f and includes the elapsed time from the start of the processing by the ECU 5. To do. As shown in FIG. 12, in addition to the information such as the traveling state, the driving operation, and the traveling direction, the left / right position ratio and the lane width margin value to which the elapsed time from the start of processing by the ECU 5 is added. Is also stored in the storage unit 5f. After setting the i-th section, the process proceeds to step S50.

  In step S50, it is determined whether or not the time indicating the i-th section is longer than the predetermined time. Here, the predetermined time is set to 2.5 seconds. However, the predetermined time is not limited to this, and may be set as appropriate in consideration of vehicle conditions and the like. If the length of the i-th section is equal to or shorter than the predetermined time, the process proceeds to step S60. When the time indicating the i-th section is longer than the predetermined time, the process proceeds to step S70. By step S50, it is possible to reduce the possibility that the lane shape in the i-th section is determined to be a curve shape even though it is not a curve shape.

  In step S60, the count is subtracted from the counter i. Then, after performing the subtraction process, the process proceeds to step S140. By subtracting the count from the counter i, the lane shape of the section set as the i-th section is not a curved shape, and the section set as the i-th section is canceled.

  In step S70, with respect to the absolute value of the steering angle of the steering wheel in the i-th section, it is determined whether the maximum absolute value is larger than a predetermined threshold value. Here, the predetermined threshold is set to 360 degrees. That is, it is determined whether the steering angle of the steering wheel in the i-th section is smaller than -360 degrees or larger than 360 degrees. However, the predetermined threshold value is not limited to this, and may be appropriately set in consideration of vehicle conditions and the like. Regarding the absolute value of the steering angle of the steering wheel in the i-th section, when the maximum absolute value is equal to or less than the predetermined threshold value, the process proceeds to step S60. Then, in the case of the absolute value of the steering angle of the steering wheel in the i-th section, when the maximum absolute value is larger than the predetermined threshold value, the process proceeds to step S80. By step S70, it is possible to reduce the possibility that the lane shape in the i-th section is determined to be a curve shape even though it is not a curve shape.

  In step S80, it is determined whether or not the turn signal is turned on in the i-th section. When the turn signal is turned on in the i-th section, the process proceeds to step S60. When the turn signal is not turned on in the i-th section, the process proceeds to step S90. By step S80, when the own vehicle V turns an intersection, it is excluded that the lane shape is determined as a curve shape.

  By the processing up to this point, based on the traveling direction of the own vehicle V and the driving operation of the driver, it is determined whether or not the shape of the traveling lane 11 in which the own vehicle V travels is a curved shape, and it is determined that the shape is not the curved shape. In this case, the section once set is canceled, and the process proceeds to step S140.

  In step S90, it is determined whether or not the lane width margin value in the i-th section is larger than a predetermined threshold value. By step S90, the case where the lane width margin value in the i-th section is small, that is, the case where the vehicle V is traveling on a road with a narrow lane width 12, is excluded. Here, the predetermined threshold value is set to 2.5 m. However, the predetermined threshold value is not limited to this, and may be appropriately set in consideration of vehicle conditions and the like. If the lane width margin value in the i-th section is equal to or less than the predetermined threshold value, the process proceeds to step S60. Then, when the lane width margin value in the i-th section is larger than the predetermined threshold value, the process proceeds to step S100.

  In step S100, the lane shape of the i-th section is determined to be a curve shape, and the process proceeds to step S110.

  In step S110, a predetermined point is set on the trajectory T1 of the vehicle V traveling in the i-th section, and the process proceeds to step S120. The locus T1 is obtained based on the left / right position ratio. The predetermined points are a first point P1 which is a time point when the straight direction from the straight direction to the turning direction indicating the i-th section, and a second point P2 which is a time point when the straight direction is from the turning direction. The point at the time when the absolute value of the steering angle is the largest in the i-th section is defined as the third point P3. In the example of FIG. 13, the first point P1, the second point P2, and the third point P3 are shown based on the information of FIG. When there are a plurality of times when the absolute value of the steering angle is the largest, all of the plurality are set as the third point P3. When evaluating the driving characteristics of the driver, which will be described later, the time when the absolute value of the left-right position ratio is the largest among the third points P3 is used as the third point P3. When the absolute values of the left and right position ratios are the same and match at the plurality of third points P3, the value indicating the latest time is used as the third point P3 among the values having the largest absolute values of the steering angles. However, the predetermined point is not limited to this, and may be appropriately determined in consideration of vehicle conditions and the like.

  In step S120, the driving characteristics of the driver in the i-th section are evaluated, and the process proceeds to step S130. The driving characteristic of the driver is evaluated based on the traveling state, the traveling direction, and the left / right position ratio at the predetermined point determined in step S110.

  First, the driving characteristics of the driver when traveling in a curved shape are evaluated based on the left and right position ratios at the first point P1, the second point P2, and the third point P3. When the traveling direction in the i-th section is the right turning direction, the right curve shape evaluation table of FIG. 14 is determined in the determination order. For example, in the determination order 1, the left / right position ratio of the first point P1 is 0.3 or more and 1.0 or less, the left / right position ratio of the second point P2 is 0.3 or more and 1.0 or less, and the left / right position of the third point P3. When the ratio is 0.3 or more and 1.0 or less, the driver determines that the vehicle is traveling on the in-course. When none of the judgment order 1 to the judgment order 4 is satisfied, it is determined to be indefinite. When the traveling direction in the i-th section is the left turning direction, the left curve shape evaluation table of FIG. 15 is determined in the determination order. The evaluation result is stored in the driving characteristic calculation unit 5g.

  The driving characteristics of the driver when traveling in a curved shape are evaluated from the speeds of the vehicle V at the first point P1 and the second point P2 detected by the speed sensor. When the speed at the first point P1 is slower than the speed at the second point P2, it is evaluated that the slow-in first-out is completed. When the speed at the first point P1 is equal to or higher than the speed at the second point P2, it is evaluated that the slow-in first-out is not performed. The evaluation result is stored in the driving characteristic calculation unit 5g. Further, the speed of the host vehicle V may be obtained from the acceleration of the host vehicle V detected by the acceleration sensor, and the driving characteristics of the driver when traveling in a curved shape may be evaluated.

  In step S130, it is determined whether the ignition switch of the vehicle V has been operated from the on state to the off state. If the ignition switch has not been operated to the off state, the process returns to step S20. When the ignition switch is operated to the off state, the process proceeds to step S200.

  Through the processing up to this point, it is determined whether the shape of the traveling lane 11 in which the vehicle V travels is a curve shape based on the traveling direction of the vehicle V and the driving operation of the driver, and it is determined that the shape is a curve shape. In this case, the driving characteristics of the driver in the curve shape will be evaluated.

  In step S140, it is determined whether the counter i is larger than the counter n. If the counter i is less than or equal to the counter n, the process proceeds to step S170. If the counter i is larger than the counter n, the process proceeds to step S150.

  In step S150, the count is added to the counter n. Then, after performing the addition process, the process proceeds to step S160.

  In step S160, the process proceeds to step S170, excluding the n-th section determined to be the curve shape from the total detection section. The total detection section is a section from the start time of the process executed by the ECU 5 to the current time. The total detection section continues to increase with the passage of time, but the section once removed is not included in the total detection section. For example, as shown in FIG. 16, it is determined that the time from 1 s to 5 s is the curve-shaped first section, and the time from 8 s to 12 s is the curve-shaped second section. The total detection section shown in FIG. 16 is all sections except the first section and the second section, and is 5 seconds from time 0s to 1s, time 5s to 8s, and time 12s to 13s.

  In step S170, the process moves to step S180 except for the section where the lane width margin value is equal to or less than a predetermined threshold value from the total detection section. Here, the predetermined threshold value is set to 2.5 m. However, the predetermined threshold value is not limited to this, and may be appropriately set in consideration of vehicle conditions and the like. Sections are set at intervals of a predetermined time (sampling time is, for example, 1 second cycle), and it is determined whether or not the lane width margin value in each section is equal to or less than a predetermined threshold value. For example, the lane width margin value in FIG. 16 is shown in FIG. In this case, since the lane width margin value is 2.5 m or less in the section from time 12s to 13s within the 5 seconds from time 0s to 1s, time 5s to 8s, and time 12s to 13s, the section from time 12s to 13s is Excluded. As a result, the total detection section in FIGS. 16 and 17 is 4 seconds from time 0s to 1s and time 5s to 8s.

  In step S180, the lane shape in the total detection section is determined to be a straight line shape, and the process proceeds to step S190.

  By the processing up to this point, a section having a linear shape in the total detection section is shown. If there are multiple sections that show the curve shape, the section that shows the curve shape once removed from the total detection section will not be removed again, but only the section that is newly determined as the curve shape will be removed one after another. .

  In step S190, the driving characteristics of the driver in the total detection section are evaluated, and the process proceeds to step S130. The driving characteristics of the driver are evaluated based on the ratio of the left and right positions at predetermined time intervals (sampling time is, for example, 1 second cycle). This evaluation result is always overwritten and stored in the driving characteristic calculation unit 5g.

  Specifically, the straight line shape evaluation table of FIG. 18 is used for the determination. For example, as shown in FIG. 19, when the total detection section is 200 seconds, the driving characteristic of the driver is evaluated based on the left-right position ratio from the 1-second point to the 200-second point indicated by the total detection section. For example, since the ratio of the left-right position at the point of 1 second is smaller than 0.3 and larger than −0.3, it is determined that the vehicle is traveling in the center, and the counter indicating the number of times of centering stored in the driving characteristic calculation unit 5g is counted. Since the left-right position ratio of the 16-second point is -1.0 or more and -0.3 or less, it is determined to be a key left, and the counter indicating the number of leftward shifts stored in the driving characteristic calculation unit 5g is counted. Since the ratio of the left and right positions at the point of 19 seconds is larger than 1.0, it is determined that the position is out of the range, and the counter indicating the number of rightward shifts stored in the driving characteristic calculation unit 5g is counted. However, the left-right position ratio of the linear shape evaluation table is not limited to this, and may be appropriately determined in consideration of vehicle conditions and the like.

  Further, the fluctuation of the host vehicle V is also determined based on the determination in the linear shape evaluation table shown in FIG. The wobble determination of the host vehicle V is performed using the wobble evaluation table of FIG. Stagger is determined based on the number of leftward shifts, the number of rightward shifts, and the number of middle shifts in one minute. When the number of leftward shifts per minute is greater than 15 and the number of rightward shifts is greater than 15, it is determined that there is wobbling, and a counter indicating the number of wobbles stored in the driving characteristic calculation unit 5g is counted. The fluctuation evaluation result of FIG. 21 is a result of determination based on the left-right position ratio of the total detection section shown in FIG. However, the number of times of the fluctuation evaluation table is not limited to this, and may be appropriately determined in consideration of vehicle conditions and the like.

  In step S200, the driving characteristic is calculated. The driving characteristic is calculated based on the evaluation result of the driving characteristic of the driver in the i-th section and the evaluation result of the driving characteristic of the driver in the total detection section, which are stored in the driving characteristic calculation unit 5g. The calculated calculation result is displayed on a display device (not shown). For example, the calculation result is displayed as shown in FIG. The driving characteristics of the driver during straight running include the ratio of key left, center running, keep light, and protrusion, and the number of wobbles. The in-course, out-course, center course, out-in-out, and indefinite proportions are shown as the driving characteristics of the driver when traveling in a curve shape. In addition, the ratio of slow-in first-out is also shown as the driving characteristic of the driver when traveling in a curve shape. Each calculation result other than the fluctuation shows a ratio based on all the evaluation times evaluated during traveling. However, the calculation result of the driving characteristics is not limited to this, and may be set appropriately.

  As described above, according to the configuration of the first embodiment, the driving characteristics of the driver are evaluated based on the lane shape and the traveling state at the vehicle position. It is possible to evaluate at which vehicle position the driver drove a different lane shape for each driving scene. As a result, the driving characteristics of the driver can be evaluated with higher accuracy.

  Further, according to the configuration of the first embodiment, when the lane shape identified by the lane shape identifying unit is a curved shape, the driving characteristic of the driver is evaluated based on the traveling direction at the vehicle position. By using the traveling direction, it is possible to determine whether the curve is a right curve or a left curve. As a result, in the case of a curved shape, it is possible to determine not only a key left, a keep right, etc., but also an in-course and an out-course as in the case of a straight line. Therefore, it is possible to evaluate more driving characteristics of the driver.

  Further, according to the configuration of the first embodiment, since the curve-shaped section is excluded from the total detection section, the driving characteristics of the driver are evaluated in a state where the curve shape and the linear shape are distinguished. Thereby, the driving characteristics of the driver can be evaluated with both the curved shape and the linear shape.

  Further, according to the configuration of the first embodiment, it is possible to determine whether or not the curve shape is based on the length of the i-th section, the absolute value of the steering angle in the i-th section, and the turn signal on / off in the i-th section. To do. As a result, it is possible to prevent the lane shape in the i-th section from being determined as a curved shape even though the lane shape is not a curved shape.

  Further, according to the configuration of the first embodiment, the driving characteristic of the driver is evaluated based on the left / right position ratio, not the amount of deviation between the center 18 of the lane width 12 and the center 13 of the host vehicle V. If the driving characteristics are evaluated based on the deviation amount between the center 18 of the lane width 12 and the center 13 of the host vehicle V, the judgment may change depending on the lane width 12 even if the deviation amount is the same. Even if the amount of deviation is the same, it may be determined that the vehicle is traveling near the center 18 when the lane width 12 is wide, and it may be determined that the vehicle is traveling near the boundary line when the lane width 12 is narrow. According to the configuration of the first embodiment, the driving characteristics of the driver corresponding to the lane width 12 can be evaluated by evaluating the driving characteristics of the driver based on the left / right position ratio.

  Moreover, according to the configuration of the first embodiment, processing is performed excluding a section in which the lane width margin value is equal to or less than a predetermined threshold value. That is, the case where the vehicle V is traveling on a road with a narrow lane width 12 is excluded. When the host vehicle V travels in the traveling lane 11 having a narrow lane width 12, the amount of change in the left / right position ratio becomes large with respect to the amount of change in the position of the host vehicle V in the traveling lane 11. By excluding such a case, the calculation result of the left-right position ratio can be made more accurate, and the driving characteristics of the driver can be evaluated at a high level.

  Further, according to the configuration of the first embodiment, the calculation result of the driving characteristic is displayed on the display device (not shown). As a result, the driver can understand his / her own driving characteristics and can refer to the next driving.

Further, according to the configuration of the first embodiment, the external memory 6 stores the information stored in the storage unit 5f and the calculation result of the driving characteristic. The external memory 6 can be used for analysis and management by the PC of the operation management company that manages the driving of the driver. For example, by evaluating the driving characteristics of a driver who drives a commercial vehicle such as a truck, the operation management company can grasp the driving habit and tendency of each driver.
[Modification]
The disclosure herein is not limited to the illustrated embodiments. The disclosure encompasses the illustrated embodiments and variations on them based on them. For example, the disclosure is not limited to the combination of parts and / or elements shown in the embodiments. The disclosure can be implemented in various combinations.

  Further, in the first embodiment, the boundary line is recognized based on the image data picked up by the CCD camera 2, but the present invention is not limited to this. For example, a well-known laser radar used in ACC may be used. Good.

  Further, in the first embodiment, the lane in which the vehicle V travels is based on the driving operation of the driver detected by the driving operation detection unit 4 and the traveling direction of the vehicle V determined by the traveling direction determination unit 5d. It was judged whether the shape was a straight line shape or a curved shape. However, the shape of the lane traveled by the vehicle V may be determined based on the map data stored in the external memory and the GPS.

  In the first embodiment, the driving characteristics of the driver are evaluated based on the lane shape at the vehicle position, the traveling state, and the traveling direction. However, the driving characteristics of the driver may be evaluated based only on the lane shape and the traveling state at the vehicle position. For example, when the traveling lane 11 has a curved shape, the in-course, out-course, center course, and out-in / out may not be evaluated, but the key left, keep right, and center traveling may be evaluated as in the case of the straight shape.

DESCRIPTION OF SYMBOLS 1 Driving characteristic calculation device, 3 Running state detection unit, 5 ECU, 5b Boundary line recognition unit, 5c Vehicle position detection unit, 5e Lane shape identification unit, 5f Storage unit, 5g Driving characteristic calculation unit, V Own vehicle

Claims (8)

A boundary line recognizing unit (5b) for recognizing a boundary line which is a boundary of a region where the own vehicle (V) can travel,
A vehicle position detection unit (5c) that detects a vehicle position that is a relative position of the own vehicle with respect to the boundary line based on a recognition result of the boundary line recognition unit;
A lane shape identifying section (5e) for identifying the lane shape in which the vehicle is traveling,
A traveling state detection unit (3) for detecting the traveling state of the own vehicle;
A storage unit (5f) for storing the vehicle position, the lane shape, and the traveling state;
A driving characteristic calculation unit (5g) that calculates a driving characteristic of the driver based on the lane shape and the traveling state at the vehicle position stored in the storage unit;
A driving operation detection unit (4) for detecting a driving operation performed by the driver,
A traveling direction determination unit (5d) that determines a traveling direction in which the vehicle is traveling based on the driving operation ,
The lane shape identification unit identifies the lane shape based on the driving operation and the traveling direction,
The storage unit is a driving characteristic calculation device that stores the driving operation and the traveling direction . The driving characteristic calculating unit, when the lane shape identified by the lane shape recognition unit is curve shape, to evaluate the driving characteristics of the driver based on the traveling direction of the vehicle position, according to claim 1 Operating characteristic calculation device. When the lane shape identified by the lane shape identifying unit is a curved shape, the driving characteristic calculation unit is based on the vehicle position based on the driving operation and the traveling direction stored in the storage unit. 3. The driving characteristic of the driver is evaluated on the basis of the vehicle positions at the plurality of points, the plurality of points being set on the trajectory of the own vehicle obtained by the method according to claim 1. Operating characteristic calculation device. The vehicle position detection unit has a first distance (L1) that is a distance from one end surface of the own vehicle to a first boundary line that is the opposite boundary, and the first distance (L1) that is opposite from the other end surface of the own vehicle. A second distance (L2) that is a distance to a second boundary line that is a boundary line, and a lane width (12) that is a distance between the first boundary line and the second boundary line are detected. The driving characteristic calculation device according to any one of claims 1 to 3 . The vehicle position detection unit calculates a lane width margin value that is a value obtained by removing the vehicle width from the lane width based on the lane width and the vehicle width of the own vehicle,
The driving characteristic calculation device according to claim 4 , wherein the driving characteristic calculation unit excludes the vehicle position where the lane width margin value is equal to or less than a predetermined threshold value and evaluates the driving characteristic of the driver. A boundary line recognizing unit (5b) for recognizing a boundary line which is a boundary of a region where the own vehicle (V) can travel,
A vehicle position detection unit (5c) that detects a vehicle position that is a relative position of the own vehicle with respect to the boundary line based on a recognition result of the boundary line recognition unit;
A lane shape identifying section (5e) for identifying the lane shape in which the vehicle is traveling,
A traveling state detection unit (3) for detecting the traveling state of the own vehicle;
A storage unit (5f) for storing the vehicle position, the lane shape, and the traveling state;
A driving characteristic calculation unit (5g) that calculates a driving characteristic of the driver based on the lane shape and the traveling state at the vehicle position stored in the storage unit ;
The vehicle position detection unit has a first distance (L1) that is a distance from one end surface of the own vehicle to a first boundary line that is the opposite boundary, and the first distance (L1) that is opposite from the other end surface of the own vehicle. A second distance (L2) that is a distance to a second boundary line that is a boundary line, and a lane width (12) that is a distance between the first boundary line and the second boundary line are detected,
The vehicle position detection unit calculates a lane width margin value that is a value obtained by removing the vehicle width from the lane width based on the lane width and the vehicle width of the own vehicle,
The driving characteristic calculation device is configured to evaluate the driving characteristic of the driver by excluding the vehicle position where the lane width margin value is equal to or less than a predetermined threshold value . The vehicle position detection unit is configured such that, based on the first distance and the second distance, the center (13) of the own vehicle is the first boundary line from the center with the center (18) of the lane width as a reference. Side or the second boundary line side is calculated, the left and right position ratio, which is a value indicating whether it is located,
The driving characteristic calculation device according to any one of claims 4 to 6 , wherein the vehicle position includes the left-right position ratio. The boundary line recognition unit includes an image capturing unit (2) that continuously captures images of the front of the host vehicle,
The driving characteristic calculation device according to any one of claims 1 to 7 , further comprising: a boundary line detection unit (5a) that detects the boundary line based on an image captured by the image capturing unit.

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