JP2003157500A - Safe running support device, safe running support program and safe running support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a safe running support device for generating a command signal continuously. SOLUTION: The movement in the advancing direction of a vehicle is expressed according to the driving operation model describing a follow-up mode for following up a preceding vehicle, a regulated running mode for adjusting the speed to a specified speed and a stop mode of decelerating to a stop as a continuous mode. According to the information on the periphery of the vehicle obtained as discrete information and the decision result of driving behavior, a basic running measure for running the vehicle along the road, a right or left turn running measure for turning the vehicle right or left, or a lane changing running measure for changing the lane of the vehicle is selected. A command signal having consistency is continuously output throughout.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a safe driving support device, a safe driving support program, and a safe driving support method for supporting a vehicle so that it can travel safely.

[0002]

2. Description of the Related Art Conventionally, a driving support device has been developed which provides a driver of a vehicle with information useful for judging driving behavior. Further, the present applicant has developed a driving motion model expressing a driving motion of a safe vehicle according to surrounding conditions and a safe driving support device using this driving motion model, and applied as Japanese Patent Application No. 2000-31470. did. With this safe driving support device, safe straight driving, right turn, left turn, and lane change of vehicles on multi-lane roads including intersections,
To be realized.

[0003]

However, the driving motion model used by the conventional safe driving support device is constructed only based on the framework of the differential equation. For this reason, the element of "vehicle motion" that should be described in a continuous framework and the element of "driving judgment" that should be described in a discrete framework are not clearly distinguished.

Further, in the conventional safe driving support device, an algorithm has been developed individually for each assumed driving operation mode. Therefore, it is difficult for the safe driving support device to smoothly transition the processing from one mode to another mode.

A technique for automatically driving a vehicle based on a command signal generated based on a driving motion model has been developed. For this automatic operation, it is indispensable that the command signal is continuously generated. Therefore,
In the conventional safe driving support device, when the process transitions from one mode to another mode, the continuity and consistency of the command signal are not sufficiently ensured, so the safe driving support device does not allow complete automatic driving. ,difficult.

Therefore, a hybrid system model (Hybrid Syste) including continuous elements and discrete elements is included.
m Model) based on the driving behavior model described as
It is an object of the present invention to provide a safe driving support device that continuously generates a command signal.

[0007]

In order to solve the above problems, the present invention adopts the following configurations.

That is, the safe driving support device according to the present invention is
A discrete processing unit that obtains information around the vehicle and the determination result of driving behavior as discrete information, a follow-up mode for following a preceding vehicle traveling in front of the vehicle, a speed to a designated speed Based on a driving behavior model in which the regulated driving mode for adjustment and the stop mode for decelerating toward the stop are both described as a continuous model,
A continuous processing unit that generates a command signal for driving the vehicle,
Based on the information obtained by the discrete processing unit, a desired driving strategy is selected from a basic driving strategy for driving the vehicle along a road, a right-left turning driving strategy for turning the vehicle to the left and a right lane changing driving strategy for changing the lane of the vehicle. And a hybrid processing unit that controls the continuous processing unit to output the command signal without interruption so that the vehicle travels according to the selected travel strategy.

With such a configuration, the command signal is output without interruption so that a desired driving corresponding to the situation around the vehicle is realized. The consistency of the command signal is maintained even when the travel measures are switched. The processes in the discrete processing unit, continuous processing unit, and hybrid processing unit described above may be expressed as a computer program.
Further, the driving behavior model described above may be used for simulation.

[0010]

DETAILED DESCRIPTION OF THE INVENTION An embodiment of the present invention will be described below with reference to the drawings.

[Driving Behavior Model] First, the driving behavior model of the present embodiment will be described. In this driving operation model, as the driving operation mode, a follow-up mode for following the preceding vehicle, a restricted traveling mode for speed adjustment to a set predetermined speed, and a stop mode for deceleration toward stop However, it is supposed. Each of these modes is described by a differential equation as a continuous element in the driving behavior model. The transition of processing between the modes is described discretely. That is, this driving behavior model is a hybrid system model including continuous elements and discrete elements.
Is.

In this driving operation model, the motion of the vehicle is divided into a component in the traveling direction (vertical direction) and a component in the direction (horizontal direction) orthogonal to the traveling direction in a plane,
It has been described. The symbols used to describe the movement are shown below. It should be noted that some of these symbols are schematically illustrated in FIGS. 1 and 2.

X (t): own vehicle traveling direction position y (t): own vehicle lateral position a: normal acceleration α: normal deceleration (about 0.3 G) T: headway time (1.8 ~ 2.4 sec) l: Distance between stopped vehicles tc: Time required for lane change Xe: Intersection entrance position ε: Small positive constant (ε to 0) Xin: Right turn waiting position x- ₁ (t) at the intersection: preceding vehicle in its own lane (obstacle) process position s _-1 (t) of: moving direction position of the preceding vehicle in the moving prediction lane s ₁ (t): traveling direction position of the following vehicle in the moving prediction lane Xonc (t) : Position of the oncoming vehicle in the traveling direction Vc: Specified speed Vss: Safe speed when turning left and right (15 to 20 km / h) Vslow: Slow speed (4 km / h or less) Lx: Distance traveled at the intersection L: Own vehicle the length L _-1: the length of the immediately preceding vehicle It is to be noted that the above-mentioned headway time T, or the beginning of the vehicle The distance to the start of the following vehicle, or the distance from the beginning of the vehicle to the start of the preceding vehicle, a time required for the vehicle to pass through, are substantially constant by the driver. When there are a plurality of intersections, the intersection entrance position Xe is Xe + ε-
When x <ε / 2, it is reset corresponding to the next intersection position.

By the way, this driving operation model can generate a command signal used for driving support or driving control based on information about the surroundings of the vehicle. This information around the vehicle is acquired, for example, through a detection device and a navigation device mounted on the vehicle, and an intersection monitoring device provided at the intersection. The vehicle is equipped with a speedometer, a millimeter wave radar, and a laser beam sensor as a detection device.

FIG. 3 is a plan view schematically showing the arrangement of the millimeter wave radar MR and the laser beam sensor LB. As shown in FIG. 3, one millimeter wave radar MR is arranged at the center of the front end of the vehicle. Front left corner of this vehicle,
Five millimeter-wave radars MR (# 1 to # 5) and one laser beam sensor LB are arranged in each of the front right corner, the rear left corner, and the rear right corner. Further, one laser beam sensor LB is arranged near the center of each of the left and right side surfaces of this vehicle.

FIG. 4 is a schematic diagram showing the detection range of the millimeter wave radar MR arranged at the center of the front end of the vehicle. This millimeter-wave radar MR is about 10 in front of the lane in which the vehicle is traveling.
The presence of an object up to 0 m can be detected, and when the object is present, the distance and relative speed to the object can be detected. The millimeter-wave radar MR ensures safety when the vehicle speed is 150 km / h = 41.7 m / s and the headway time is assumed to be 2.5 sec.

Assuming that the lane width is 4 m, the scanning angle in the plane of the millimeter wave radar MR is set to about 2 ° around the center axis of the vehicle. This is because when the radius r is r = 100, the radius r and the scanning angle θ
Assuming that (rad) satisfies rθ = 4, θ = 4 /
100 (rad) = 4/100 × 180 / π (deg)
This is because = 2.2 (deg).

FIG. 5 is a schematic diagram showing the detection range of the millimeter wave radar MR arranged at the front right corner of the vehicle. The millimeter wave radar MR in the front right corner of this vehicle is about 10 in front of the lane to the right.
The presence of an object up to 0 m is detected, and when the object is present, the distance and relative speed to the object are detected. Specifically, the first millimeter wave radar MR # 1 detects the range of 0 to 9 m ahead and the second millimeter wave radar MR # 1
2 detects the range from 0 to 18 m ahead, the third millimeter-wave radar MR # 3 detects the range from 0 to 32 m ahead, and the fourth
Millimeter wave radar MR # 4 detects the range of 0 to 60 m ahead, and the fifth millimeter wave radar MR # 5 detects 0 to 100 m ahead.
Detect the range of m. In addition, each millimeter wave radar MR (# 1
~ # 5) means that the vehicle is equipped with each millimeter-wave radar MR (# 1- #
5) When the specified startup speed set individually for each is reached,
Start each one.

Similarly, the millimeter wave radar MR at the rear right corner of the vehicle
Detects the presence of an object up to about 100 m behind the lane to the right of the lane and, if an object is present, the distance and relative speed to the object and detects the millimeter wave radar at the front left corner of the vehicle. The MR detects the existence of an object up to about 100 m in front of the lane to the left of the lane and, if an object exists, the distance and relative speed to the object and detects the millimeter wave in the rear left corner of the vehicle. Radar MR is about 100 behind the lane to the left.
The presence of an object up to m can be detected, and when the object is present, the distance and relative speed to the object can be detected.

FIG. 6 is a schematic diagram showing the detection range of the laser beam sensor LS. As shown in this FIG.
The laser beam sensor LS at the front right corner of the vehicle detects the presence of an object in a region slightly ahead of the vehicle (for example, up to 4 m) in the lane to the right, and the laser beam sensor LS at the center of the right side of the vehicle is The laser beam sensor LS at the rear right corner of the vehicle detects the presence of an object in the area on the side of the vehicle in the adjacent lane, and the laser beam sensor LS in the area on the right of the vehicle slightly behind (for example, up to 4 m) the vehicle. The presence of the object can be detected.

Similarly, the laser beam sensor LS at the front left corner of the vehicle detects the presence of an object in a region slightly ahead of the vehicle in the lane to the left, and the laser beam sensor LS at the left center of the vehicle The presence of an object in the area on the side of the vehicle in the adjacent lane is detected, and the laser beam sensor LS in the rear left corner of the vehicle detects the presence of the object in the area slightly behind the vehicle in the adjacent lane on the left. can do.

Further, a navigation device mounted on a vehicle is, for example, a GPS (Global Positioning System).
It is equipped with a position locator and a map database by
The position of the vehicle on the road can be specified.
Further, the intersection monitoring device is connected to a system that manages traffic signals and the like, and detects the state of the traffic signal. Further, this intersection monitoring device is equipped with a millimeter wave radar and a laser beam sensor, detects the presence of a vehicle waiting to turn right and a vehicle being turned right at the intersection, and detects the distance between the vehicle approaching the intersection and the intersection. Is detected. The intersection monitoring device wirelessly transmits the detected information as intersection information. The vehicle is equipped with a receiver for receiving this intersection information.

The information acquired through the above-mentioned detection device, navigation device, and intersection monitoring device is organized as follows.

-Vehicle speed (vehicle speed): detected by a speedometer-Distance and relative speed to a vehicle or an obstacle running ahead: detected by a millimeter-wave radar MR at the center of the front end of the vehicle-forward in an adjacent lane Or distance and relative speed to a vehicle behind: detected by millimeter wave radar MR at four corners, -Presence of vehicles on the side in adjacent lanes: detected by laser beam sensor LS, -road shape and intersection position: detected by navigation device, -Signal condition at intersection: Detected by intersection monitoring system-Existence of vehicles waiting to turn right at intersection: Detected by intersection monitoring system-Presence of vehicle turning right at intersection: detected by intersection monitoring system-Latest oncoming straight ahead Distance between car and intersection: Detected by the intersection monitoring system.

Next, the basic pattern of the vertical motion of the vehicle will be described by dividing it into three modes. That is, the vertical motion is divided into the stop mode, the follow-up mode, and the restricted traveling mode.
being classified.

The stop mode is a mode in which the speed is adjusted so as to stop the vehicle in order to respond to a stop signal or an obstacle ahead. In this stop mode, the acceleration (second-order differential of the position x in the traveling direction of the vehicle with respect to time) is
It is described as follows.

[0027]

[Equation 1] Follow-up mode is for other vehicles (preceding vehicle) traveling immediately before
In this mode, the speed is adjusted so that the host vehicle runs following it. In this tracking mode, the acceleration is described as follows.

[0028]

[Equation 2] However,

[0029]

[Equation 3] The restricted travel mode is a mode in which the speed is adjusted so that the vehicle travels at a specified speed (specified speed). In this restricted traveling mode, the acceleration is described as follows.

[0030]

[Equation 4] The information around the vehicle is expressed as a flag parameter using a flag set to a value of 0 or 1. This flag parameter is classified into a parameter related to basic driving, a parameter related to only right / left turn, and a parameter related to only lane change.

As parameters relating to basic running, σp: flag relating to a preceding vehicle in the traveling lane (σp = 1 is set when there is a preceding vehicle, and σp = 0 is set otherwise) σlim: Flag related to deceleration to the speed limit (Vlim) (default value is 0 and is set to 1 when the speed limit is exceeded) σis: Flag related to the presence / absence of an intersection in front of the route (according to the output from the navigation device) Set. Default value is 0 and is set to 1 when there is an intersection.) Σhead: Flag regarding presence or absence of a preceding vehicle in the area up to the intersection ahead of the route (default value is 0 and there is a preceding vehicle) Is set to 0 when there is no preceding vehicle) sig: Flag related to stop signal (default value is 0)
And is set to 1 when a stop signal is detected via the intersection monitoring system) σcng: Flag related to traffic congestion (default value is 0)
Therefore, it is set to 1 when it is determined that there is traffic congestion ahead of the route in the basic driving measures described later) σem: “Emergency deceleration” due to the presence of an oncoming right-turning vehicle while traveling straight ahead. Flag (set to 1 when the default value is 0 and there is an oncoming vehicle that is making a right turn at the intersection ahead of the path) σwt: “Deceleration due to the presence of an oncoming vehicle waiting for a right turn while traveling straight ahead. Flag (which is set to 1 when the default value is 0 and it is determined that deceleration is required in the basic driving measure described later).

Σss: a flag relating to deceleration to the safe speed Vss for turning left and right (when the default value is 0 and it is determined that deceleration is required in the turning strategy for turning left and right described later) Is set to 1) σonc: Flag related to deceleration for avoiding a collision with an oncoming straight-ahead vehicle during a right turn in the left-hand traffic system (default value is 0, and it is determined that deceleration is required in the right-and-left turn travel plan described later) Σbw: Flag related to an object such as a pedestrian in the intersection when turning right or left (default value is 0, and is set to 1 when a pedestrian or the like is detected) Is specified.

Parameters related only to lane change include: σad: Flag related to the presence / absence of a side vehicle in the adjacent lane (default value is 0, laser beam sensor L
S is set to 1 when a side vehicle is detected in the target lane for lane change (target lane). Σ'p: Flag related to the preceding vehicle in the target lane during the lane change operation (default value is 0 and the millimeter wave radar M
R is set to 1 when R detects the presence of a preceding vehicle in the target lane).

Next, the lateral movement of the vehicle will be described. The lateral motion model expressing this lateral motion is classified into a lateral motion model for changing lanes and a lateral motion model for turning left and right.

The lateral motion model for changing lanes includes:
A five-dimensional polynomial trajectory that can minimize the lateral jerk is employed, as shown in equation (5) below.

[0036]

[Equation 5] Here, y is the lateral position of the vehicle, ly is the distance between the center lines of the two adjacent lanes, and tc is the time required for the lane change operation.

Since the steering angle of the vehicle is related to the angular velocity ω (t) in the vehicle motion, the output of the model of the lateral motion described by the equation (5) is as follows. Can be associated with.

[0038]

[Equation 6] The lateral movement for turning left and right, along with the longitudinal movement for turning left and right, is described as follows. FIG. 7 is an explanatory diagram showing a motion pattern when turning right or left. If the tangential motion in the right / left turn motion is given by the vertical motion model (one of the formula (1), the formula (2), and the formula (4)), the vertical and horizontal directions in the right / left turn. The motion model of is expressed by the following equations (7) and (8), respectively.

[0039]

[Equation 7]

[0040]

[Equation 8] Here, it is assumed that x _* (t) is obtained from the above-described vertical motion model (any one of Expression (1), Expression (2) and Expression (4)). Further, θ (t) is a rotation angle and is given by the following equation (9).

[0041]

[Equation 9] The output of the vertical motion model corresponds to the operation of the throttle or brake of the vehicle. The output of the lateral motion model corresponds to the steering angle of the vehicle.

[Command Signal Generation] A command signal generation process based on the above-described driving operation model will be described. The process of generating the command signal is realized as a process by a computer program, for example. Then, the command signal is based on the discrete information represented by the flag parameters, a basic driving strategy for driving the vehicle along the road, a driving strategy for turning the vehicle to the right or left, and a lane changing driving for changing the lane of the vehicle. It is generated corresponding to the desired driving strategy selected from the strategies.

In the processing in each driving strategy, the vertical operation mode is set to any one of the stop mode, the follow-up mode, and the restricted driving mode. FIG. 8 is a mode transition diagram of the vertical operation in the processing in each driving strategy.
As shown in FIG. 8, after the loop of the mode transition diagram is started, the longitudinal operation mode is set to the follow-up mode or the restricted travel mode. Then, the follow-up mode transitions to the stop mode or returns to the "loop start" state. Similarly, the restricted travel mode transitions to the stop mode or returns to the "loop start" state. On the other hand, the stop mode transits to the restricted travel mode.

FIG. 9 is a mode transition diagram between the respective driving strategies. As shown in FIG. 9, the process shifts to the loop start in the basic driving strategy immediately after the start. Within this basic travel strategy, as described above (FIG. 8), mode transitions are made among the follow-up mode, the restricted travel mode, and the stop mode.

Then, when the process is in the state where the loop of the basic driving strategy is started, the basic driving strategy can be switched to the right / left turn driving strategy or the lane change driving strategy. In each of the right-left turn traveling strategy and the lane change traveling strategy, as described above (FIG. 8), mode transitions are made among the follow-up mode, the regulation traveling mode, and the stop mode. Then, when the processing is in the loop start state in the driving strategy in the right-left turning driving strategy or the lane change driving strategy, the driving strategy can be changed to the basic driving strategy. The process can be ended only from the stop mode in the basic driving strategy.

(Basic Driving Measure) Hereinafter, referring to FIG.
The processing in the basic driving plan will be described in detail. It should be noted that all flags are initialized to 0 at the start of the loop of this basic driving strategy.

After the loop is started, in step D1, the flag σp is updated to the latest state and the flag σp is updated.
The process branches based on. Specifically, when there is no preceding vehicle in the lane in which the vehicle is traveling (σp = 0), the processing shifts to the restricted traveling mode. On the other hand, when there is a preceding vehicle in the lane in which the host vehicle is traveling (σp = 1), the speed of the host vehicle (one-time differentiation with respect to time of x) and the regulation speed Vlim are compared. If the speed of the own vehicle exceeds the regulation speed Vlim, σlim = 1 is set, and then the process shifts to the regulation traveling mode. If the speed of the own vehicle is equal to or less than the regulation speed Vlim, σlim = 0 is set. After that, the processing shifts to the follow-up mode.

After shifting to the follow-up mode, first, step D
In 2F, the flag σis is updated to the latest state, and the process branches based on this flag σis. That is,
If there is no intersection in front of the route (σis = 0),
The process returns to the start of the loop, and if there is an intersection ahead of the route (σis = 1), the process proceeds to step D3F.

At step D3F, the flag σhead is updated to the latest state, and the process branches based on this flag σhead. Specifically, x ₋₁ −L ₋₁ −x <X
_In the case of _e −x, it is determined that the preceding vehicle exists in the area up to the intersection ahead of the route, σhead = 0, and the process returns to the start of the loop. On the other hand, x ₋₁ −L ₋₁ −x ≧
If X _e −x, it is determined that there is no preceding vehicle in the area up to the intersection ahead of the route, and σhead = 1
Then, the processing shifts to step D4F.

In step D4F, the flag σsig is updated to the latest state, and the process branches based on this flag σsig. Specifically, when the stop signal is not detected (σsig = 0), the process is step D5.
Move to F. On the other hand, if a stop signal is detected (σsi
At g = 1), the process proceeds to step D4S in the stop mode in order to keep the vehicle stopped until the stop signal is released.

In step D5F, the flag σcng is updated to the latest state, and the process branches based on the state of this flag σcng. That is, it is determined whether or not to enter the intersection in consideration of traffic congestion in the front. Specifically, first, the following expression (10) is evaluated.

[0052]

[Equation 10] When this formula (10) is not established, it is determined that the preceding vehicle has passed the intersection. Therefore, there is no traffic congestion (σcng = 0), and the process proceeds to step D6F.

On the other hand, when the expression (10) is satisfied, it is determined that the preceding vehicle has not passed the intersection. Further, in this case, the speed of the own vehicle (or the preceding vehicle) is evaluated. That is, if this speed is less than or equal to the creep speed Vslow, it is in a traffic jam (σcng = 1), and the process proceeds to step D5S in the stop mode. If the speed exceeds the creep speed Vslow, there is no traffic jam (σcng = 0. ), The process proceeds to step D6F.

In step D6F, the flag σwt is updated to the latest state, and the process branches based on the state of this flag σwt. Specifically, when there is no oncoming vehicle waiting for a right turn, σwt = 0 is set, and the process proceeds to step D7F. On the other hand, when there is an oncoming vehicle waiting for a right turn, the following equation (11) is evaluated.

[0055]

[Equation 11] However, T is the headway time of the own vehicle.

When this equation (11) is established,
Since it is highly likely that an oncoming vehicle waiting for a right turn will make a right turn and will take action, σwt = 1 is set, and the process is stopped in step D in order to stop the vehicle before the intersection.
If the equation (11) is not satisfied after shifting to 6S,
Since it is unlikely that the oncoming vehicle waiting for a right turn will make a right turn and it is unlikely to take action, σwt = 0 is set, and the processing advances to step D7F.

At step D7F, the flag σem is updated to the latest state, and the process branches based on the state of this flag σem. Specifically, if there is an oncoming vehicle making a right turn at an intersection ahead of the route, σwt = 1 is set, and the process proceeds to step D7S in the stop mode in order to stop the own vehicle before the intersection. . On the other hand, if there is no oncoming vehicle making a right turn at the intersection ahead of the route, σ
wt = 0 is set, and the process returns to the start of the loop.

In the restricted traveling mode, the same processing as in the following mode is performed. That is, in each of the steps D2R to D7R in the restricted travel mode, each flag σis,
[sigma] head, [sigma] sig, [sigma] cng, [sigma] wt, and [sigma] em are updated, as in steps D2F to D7F in the tracking mode,
Processing branches.

Next, the return from the stop mode when the process shifts to the stop mode will be described.
The return from the stop mode is performed by shifting the processing from the stop mode to the restricted travel mode.

In step D4S, the stop mode is maintained until the stop signal is released (the green signal is detected). Then, when the stop signal is released, σsig = 0 and σlim =
1 is set respectively, and the process is step D in the restricted travel mode.
Move to 5R.

In step D5S, if there is no preceding vehicle (σp = 0), σlim = 1 is set, and then the process proceeds to step D4R in the restricted travel mode, where there is a preceding vehicle (σp = 1), the above equation (10) is evaluated as in step D5F of the follow-up mode. Specifically, when this expression (10) is not satisfied, it is determined that the preceding vehicle has passed the intersection, and there is no traffic congestion (σ
After cng = 0) and σlim = 1 is set, the process proceeds to step D4R in the restricted travel mode. On the other hand, when Expression (10) is established, it is determined that the preceding vehicle has not passed the intersection. Further, in this case, the speed of the own vehicle (or the preceding vehicle) is evaluated. That is, if this speed is equal to or lower than the creep speed Vslow, traffic is congested (σcng = 1).
If the speed exceeds the creep speed Vslow, there is no traffic jam (σcng = 0), and after σlim = 1 is set, the process proceeds to step D4R of the restricted travel mode (DR). Transition.

In step D6S, if there is no preceding vehicle (σp = 0) and if there is a preceding vehicle (σp = 1) but there is no oncoming vehicle waiting for a right turn, σwt = 0 and σwt.
After setting lim = 1, the process proceeds to D4R. On the other hand, when a preceding vehicle exists (σp = 1) and an oncoming vehicle waiting for a right turn exists, the above equation (11) is evaluated. If this equation (11) is satisfied, it is highly likely that the oncoming vehicle waiting for a right turn will make a right turn, and therefore σwt = 1 is set, and step D6S is set.
Is repeated and the formula (11) is not satisfied,
Since it is unlikely that an oncoming vehicle waiting for a right turn will make a right turn and take action, σwt = 0 and σlim = 1 are set, and then the process proceeds to D4R.

At step D7S, when there is no oncoming vehicle making a right turn at the intersection ahead of the road, σem = 0.
And σlim = 1 are set, the process proceeds to D4R. On the other hand, as long as there is an oncoming vehicle making a right turn at the intersection ahead of the route (σem = 1), the step DS4 is repeated.

(Right / Left Turn Driving Strategy) When the driver or the navigation device issues a right turn instruction or a left turn instruction during the processing of the basic driving strategy, the processing of the right / left turning traveling strategy is started. Specifically, after the right turn instruction or the left turn instruction is given, at the time when the process in the basic driving measure returns to the start of the loop, the process shifts to the loop start of the right and left turning driving measure in FIG. 11. All flags are initialized to 0 at the start of the loop of the right / left turn driving strategy. In the following description, a right turn out of the right and left turns is assumed.

After the loop is started, in step T1, the flag σp is updated to the latest state and the flag σp is updated.
The process branches based on. Specifically, when there is no preceding vehicle in the lane in which the host vehicle is traveling (σp = 0), the process proceeds to step T2c. On the other hand, when there is a preceding vehicle in the lane in which the vehicle is traveling (σp = 1), the speed of the vehicle and the regulation speed Vlim are compared. If the speed of the host vehicle exceeds the regulation speed Vlim, σlim = 1 is set, and then the process proceeds to step T2a. If the speed of the vehicle is equal to or less than the regulation speed Vlim, σlim = 0 is set. After that, the process proceeds to step T2b.

At step T2a, it is determined whether or not deceleration for right turn is required, the flag σss is updated to the latest state, and the process branches based on this flag σss. It should be noted that it is clear from the determination result in step T1 that the speed of the vehicle exceeds the safe speed Vss (∵Vlim> Vss). Therefore, in this step T2a, it is judged based on the following equation (12) whether or not the own vehicle can be decelerated to the safe speed Vss before reaching the intersection.

[0067]

[Equation 12] When this formula (12) is established, the speed of the vehicle is set to Vss
Since it is not necessary to decelerate to σss = 0, Vlim
After the restricted travel mode in which the designated speed is set to is set, the process returns to the start of the loop. Here, by setting the restricted traveling mode in which Vlim is the designated speed, deceleration at an excessively early stage is avoided. On the other hand, when the expression (12) is not satisfied, it is necessary to adjust the speed of the own vehicle to Vss, so that σss = 1, and after the restricted travel mode in which Vss is the specified speed is set, the process proceeds to step. Transition to T3aR.

In step T3aR, the positional relationship between the preceding vehicle and the intersection is evaluated, the flag σhead is updated to the latest state, and the process branches based on this flag σhead. Specifically, the following expression (13) is evaluated.

[0069]

[Equation 13] When this expression (13) is satisfied, σhead = 0 and the processing returns to the start of the loop. On the other hand, when this expression (13) is not satisfied, σhead = 1 is set, and the process proceeds to step T4R.

At step T2b, it is judged whether or not deceleration for right turn is required, the flag σss is updated to the latest state, and the process branches based on this flag σss. In addition, it is clear from the determination result in step T1 that the speed of the vehicle is equal to or lower than the regulation speed Vlim. Furthermore, if the speed of the host vehicle is less than the safe speed Vss, further deceleration is not necessary, so σss = 0, and after the follow-up mode is set, the process is step T3b.
Move to F.

However, if the speed of the vehicle is equal to or higher than the safe speed Vss, the equation (12) is evaluated as in step T2a. If this equation (12) is satisfied, it is not necessary to reduce the speed of the host vehicle to Vss, so σss = 0, and after the follow-up mode is set, the process proceeds to step T3.
Move to bF. Here, by setting the follow-up mode, deceleration at an early stage is avoided. On the other hand, when the expression (12) is not satisfied, it is necessary to adjust the speed of the own vehicle to Vss, so that σss = 1, and after the restricted travel mode in which Vss is the specified speed is set, the process proceeds to step. Transition to T3bR.

In step T3bR, the positional relationship between the preceding vehicle and the intersection is evaluated, the flag σhead is updated to the latest state, and the process branches based on this flag σhead. Specifically, the equation (13) is evaluated as in the step T3aR. When this expression (13) is satisfied, σhead = 0 and the processing returns to the start of the loop. On the other hand, if this equation (13) does not hold, σhe
Since ad = 1 is set, the process proceeds to step T4R.

In step T3bF, the positional relationship between the preceding vehicle and the intersection is evaluated, the flag σhead is updated to the latest state, and the process branches based on this flag σhead. Specifically, the equation (13) is evaluated as in the step T3aR. When this expression (13) is satisfied, σhead = 0 and the processing returns to the start of the loop. On the other hand, if this equation (13) does not hold, σhe
Since ad = 1 is set, the process proceeds to step T4F.

At step T2c, it is judged whether or not deceleration for right turn is necessary, the flag σss is updated to the latest state, and the process branches based on this flag σss. Specifically, in this step T2c, similarly to the above step T2a, it is determined based on the equation (12) whether or not the own vehicle can be decelerated to the safe speed Vss before reaching the intersection.

If this equation (12) is satisfied, it is not necessary to reduce the speed of the vehicle to Vss, so σss = 0, and after the restricted traveling mode in which Vlim is the specified speed is set, the processing is executed. Returns to the start of the loop. Here, by setting the restricted traveling mode in which Vlim is the designated speed,
It avoids deceleration too early. On the other hand, equation (12)
If is not satisfied, it is necessary to adjust the speed of the vehicle to Vss, so σss = 1, and after the restricted traveling mode in which Vss is the specified speed is set, the process proceeds to step T4R.
Move to.

At step T4R, the flag σsig is updated to the latest state, and the process branches based on this flag σsig. Specifically, when the stop signal is not detected (σsig = 0), the process is step T5.
Move to R. On the other hand, if a stop signal is detected (σsi
At g = 1), the process proceeds to step T4S in the stop mode in order to keep the vehicle stopped until the stop signal is released.

In step T5R, the flag σcng is updated to the latest state, and the process branches based on the state of this flag σcng. That is, it is determined whether or not to enter the intersection in consideration of traffic congestion in the front. Specifically, the equation (10) is evaluated as in step D5F in the basic driving strategy described above.

If this equation (10) is not satisfied, it is determined that the preceding vehicle has passed the intersection. Therefore,
There is no traffic congestion (σcng = 0), and the process is step T.
Move to 6R. On the other hand, when Expression (10) is established, it is determined that the preceding vehicle has not passed the intersection.
Further, in this case, the speed of the own vehicle (or the preceding vehicle) is evaluated. That is, if this speed is less than or equal to the creep speed Vslow, it is in a traffic jam (σcng = 1), and the process moves to step T5S in the stop mode. If the speed exceeds the creep speed Vslow, there is no traffic jam (σcng = 0). ), And the process proceeds to step T6R.

At step T6R, the flag σonc is updated to the latest state, and the process branches based on this flag σonc. That is, the collision avoidance evaluation is performed based on the speeds of the own vehicle and the oncoming vehicle, and the distance to the intersection entrance. Specifically, the following equation (14)
Is evaluated.

[0080]

[Equation 14] When this expression (14) is satisfied, it is determined that deceleration or stop is necessary, σonc = 1, and the process proceeds to step T6S in the stop mode. On the other hand, when this equation (14) is not satisfied, σonc = 0, and the process proceeds to step T7R. When there is no oncoming vehicle, σonc = 0 similarly, and the process proceeds to step T7R.
Move to.

At step T7R, the flag σbw is updated to the latest state, and the process branches based on this flag σbw. Specifically, when a pedestrian is detected, σbw = 1, and the process proceeds to step T7S to stop at the intersection waiting position Xin. On the other hand, when there is no pedestrian, σbw = 0, and the process proceeds to step T8R.

At step T8R, when the vehicle has passed through the exit of the intersection, it is determined that the right turn is completed, and the process returns to the start of the loop of the basic driving strategy. In other cases, the process returns to the start of the loop for the right / left turn driving strategy.

In steps T4F to T8F, the same processes as those in steps T4R to T8R are performed.

Next, the processing is in the stop mode (T4S to T7).
Returning from the stop mode in the case of shifting to S) will be described.

In step T4S of the stop mode, the stop mode is maintained until the stop signal is released. When the stop signal is released, σsig = 0 and σlim = 1 are set, and the process proceeds to T5R. To do.

In step T5S, the equation (10) is evaluated, as in step D5F in the basic driving strategy described above. Specifically, when this expression (10) is not established, it is determined that the preceding vehicle has passed the intersection, there is no traffic congestion (σcng = 0), σss = 1 is set, and Vss is set. The restricted traveling mode with the designated speed is set, and the process proceeds to step T4R.

On the other hand, when the expression (10) is established, it is determined that the preceding vehicle has not passed the intersection. Further, in this case, the speed of the own vehicle (or the preceding vehicle) is evaluated. That is, if this speed is less than or equal to the creep speed Vslow, it is in a traffic jam (σcng = 1), and the step T5S
Is repeated and the speed exceeds the creep speed Vslow,
There is no congestion (σcng = 0), σss = 1 is set, and a restricted traveling mode in which Vss is the designated speed is set, and the process proceeds to step T4R.

At step T6S, the collision avoidance evaluation is performed based on the speeds of the own vehicle and the oncoming straight vehicle, and the distance to the intersection entrance. Specifically, the equation (14) is evaluated as in the step T6R. If this equation (14) is satisfied, it is determined that deceleration or stop is necessary, σonc = 1, and step T6S is repeated. On the other hand, when this expression (14) is not satisfied, σonc = 0 and σss = 1 are set, and the restricted traveling mode in which Vss is the designated speed is set, and the process proceeds to step T4.
Move to R. When there is no oncoming vehicle, similarly, σonc = 0 and σss = 1 are set, and the restricted traveling mode in which Vss is the designated speed is set, and the process proceeds to step T.
Move to 4R.

In step T7S, if a pedestrian in the intersection is detected, σbw = 1, and the step T7S
7S is repeated. On the other hand, when there is no pedestrian, σbw = 0, σss = 1 is set, and V
The restricted traveling mode in which ss is the designated speed is set, and the process proceeds to step T4R.

The left turn processing of the right and left turns is realized by fixing the flag σonc to σonc = 0 and omitting the update in the above right turn processing.

(Lane-changing driving strategy) When the driver or the navigation device issues a lane-changing instruction during the processing of the basic driving strategy, the processing of the lane-changing driving strategy is started. Specifically, after the lane change instruction is issued, when the processing of the basic driving measure returns to the start of the loop, the process shifts to the loop start of the lane changing driving measure in FIG.
It should be noted that all the flags are initialized to 0 at the start of the loop of this lane change driving strategy.

After the loop is started, in step L1, the flag σad is updated to the latest state, and the flag σad is updated.
Processing branches based on ad. Specifically, when a side vehicle is detected, σad = 1, and the process returns to the start of the loop of the basic driving strategy. Therefore, after returning to the basic driving strategy, the lane changing driving strategy is retried.

On the other hand, if there is no side vehicle, σad
= 0. Further, in this case, depending on whether or not there is a preceding vehicle in the lane that is the target of the lane change (target lane), the scenario I for changing lanes (step L2I),
Alternatively, scenario II (step L2II) is selected.
That is, when there is a preceding vehicle in the target lane, σp '=
1, the process shifts to step L2I, and if there is no preceding vehicle in the target lane, σp '= 0, and the process shifts to step L2II.

-Scenario I-In this scenario I, the process branches depending on the following conditions I- (i) to I- (vi). Note that, as shown in FIG. 13, the speed difference between the own vehicle and the following vehicle in the target lane is v _bs , and the speed difference between the preceding vehicle in the target lane and the own vehicle is v _fs .

Condition I- (i): v _fs ≧ 0 and v _bs ≧ 0 In this condition I- (i), the speed of the preceding vehicle in the target lane is equal to or higher than the speed of the own vehicle, and the following vehicle in the target lane is It corresponds when it is slower than the car. In this case, the following mode for the preceding vehicle in the target lane is set, and the process proceeds to step L4.

Condition I- (ii): v _fs ≧ 0 (there is no following vehicle) This condition I- (ii) is that the speed of the preceding vehicle in the target lane is equal to or higher than the speed of the own vehicle and follows the target lane. It corresponds when there is no car. In this case, the follow-up mode for the preceding vehicle in the target lane is set, and the process proceeds to step L.
Go to 4.

Condition I- (iii): _vfs ≧ 0 and _vbs <0 In this condition I- (iii), the speed of the preceding vehicle in the target lane is equal to or higher than the speed of the own vehicle, and the following vehicle in the target lane is It corresponds when it is faster than your vehicle. In this case, the process proceeds to step L3Ia.

Condition I- (iv): v _fs <0 and v _bs ≧ 0 In this condition I- (iv), the preceding vehicle in the target lane is slower than the own vehicle, and the speed of the following vehicle in the target lane is less than that of the own vehicle. It corresponds when the speed is lower than the speed. In this case, the process is step L.
Move to 3Ib.

Condition I- (v): v _fs <0 (no following vehicle exists) This condition I- (v) is when the preceding vehicle in the target lane is slower than the own vehicle and there is no following vehicle in the target lane. It corresponds to. In this case, the process proceeds to step L3Ib.

Condition I- (vi): _vfs <0 and _vbs <0 The condition I- (vi) is that the preceding vehicle in the target lane is slower than the own vehicle and the following vehicle in the target lane is faster than the own vehicle. It corresponds to. In this case, the process proceeds to step L3Ic.

At step L3Ia, it is evaluated based on the following equation (15) whether or not a sufficient distance is secured so as not to collide with the following vehicle.

[0102]

[Equation 15] When this expression (15) is satisfied, it is determined that the distance to the following vehicle is sufficiently secured, the follow-up mode for the preceding vehicle in the target lane is set, and the processing is performed in step L.
Go to 4. On the other hand, when this expression (15) is not established, it is determined that the interval with the following vehicle is not sufficient, and the process returns to the start of the loop of the basic driving strategy. Therefore, after returning to the basic driving strategy, the lane changing driving strategy is retried.

At step L3Ib, it is determined whether or not a sufficient distance is secured between the preceding vehicle and the preceding vehicle to prevent a rear-end collision.
It is evaluated based on the following formula (16).

[0104]

[Equation 16] When this expression (16) is satisfied, it is determined that the distance to the preceding vehicle is sufficiently secured, the follow-up mode for the preceding vehicle in the target lane is set, and the processing is performed in step L.
Go to 4. On the other hand, when this expression (16) is not satisfied, it is determined that the interval with the preceding vehicle is not sufficient, and the process returns to the start of the loop of the basic driving strategy. Therefore, after returning to the basic driving strategy, the lane changing driving strategy is retried.

At step L3Ic, it is determined whether or not a sufficient distance is secured between the preceding vehicle and the preceding vehicle to prevent a rear-end collision.
It is determined based on the above equation (16), and it is determined based on the following equation (17) whether or not a sufficient distance is secured so as not to collide with the following vehicle.

[0106]

[Equation 17] When the above equations (16) and (17) are both satisfied, it is determined that both the distance to the preceding vehicle and the distance to the rear vehicle are secured, and the following mode for the preceding vehicle in the target lane is set. Is set, and the process proceeds to step L4. On the other hand, in other cases, it is determined that the distance to the preceding vehicle or the distance to the rear vehicle is not sufficient, and the processing returns to the start of the loop of the basic driving strategy. Therefore, after returning to the basic driving strategy, the lane changing driving strategy is retried.

-Scenario II- In this scenario II, the following conditions II- (i) to conditions II are assumed under the assumption that no preceding vehicle exists in the target lane.
-The process branches depending on (iii).

Condition II- (i): v _bs <0 This condition II- (i) corresponds to the case where the vehicle following the target lane is faster than the own vehicle. In this case, the process proceeds to step L3II.

Condition II- (ii): v _bs ≧ 0 This condition II- (ii) corresponds to the case where the speed of the vehicle following the target lane is equal to or lower than the speed of the host vehicle. In this case, the restricted traveling mode in which Vlim is the designated speed is set, and the process proceeds to step L4.

Condition II- (iii): No following vehicle exists This condition II- (iii) corresponds to the case where no following vehicle exists in the target lane. In this case, the restricted traveling mode in which Vlim is the designated speed is set, and the process proceeds to step L4.

In step L3II, it is determined based on the equation (15) as in step L3Ia above, whether or not a sufficient distance is secured so as not to collide with the following vehicle. When the above equation (15) is satisfied, it is determined that the distance to the following vehicle is sufficiently secured, the restricted traveling mode is set, and the process proceeds to step L4. The specified speed in the restricted travel mode is v _bs <
When it is 0, the speed is set to match the speed of the following vehicle. On the other hand, when the above equation (15) is not satisfied, it is determined that the interval with the following vehicle is not sufficient, and the process returns to the start of the loop of the basic driving strategy. Therefore, after returning to the basic driving strategy, the lane changing driving strategy is retried.

At step L4, since it is determined that the safe lane change is possible based on the scenario I or the scenario II, the process of moving the own vehicle to the target lane is performed. After that, the process returns to the start of the basic driving strategy loop.

Note that passing is realized by applying the above lane change driving strategy. That is, the overtaking is realized by making the first lane change to the adjacent fast lane and then making the second lane change to the original slow lane.

[Structural Example] FIG. 14 shows a safe driving support device 1.
It is a schematic diagram which shows the structural example. This safe driving support device 1
Is an input device 10, a detection device 11, a data storage unit 12,
A command signal generation unit 13, a driving behavior model storage unit 14, a driving strategy storage unit 15, an output device 16, and a control device 17 are provided. The detection device 11 corresponds to a discrete processing unit,
The driving behavior model storage unit corresponds to the continuous processing unit. Also,
The command signal generation unit 13 and the driving measure storage unit 15 correspond to a hybrid processing unit.

The input device 10 is the navigation device 10.
a. This navigation device 10a is
It has a PS receiver and a map database, detects the position of the vehicle, and specifies which part on the map the position corresponds to.

Furthermore, the input device 10 is provided with a circuit (not shown) for acquiring a signal from a direction indicating lever for operating a direction indicator of the vehicle. Then, when the direction lever is not operated, the input device 10 determines that the driver has instructed to drive on the road as a desired driving operation. On the other hand, when the direction lever is operated,
The input device 10 determines that a right / left turn or a lane change is instructed. It should be noted that the input device 10 determines which of the left turn and the lane change is instructed, depending on the position of the vehicle on the road when the direction lever is operated. The input device 10 is connected to the command signal generation unit 13 and outputs to the command signal generation unit 13 any one of the above-described road running instruction, right / left turn instruction, and lane change instruction. To do.

If the safe driving support device 1 is installed in a vehicle capable of autonomous driving, the navigation device 10a directly gives instructions for driving along the road, turning left and right, and changing lanes. The instruction is the command signal generation unit 13
May be output to.

The detection device 11 is provided with a millimeter wave radar MR, a laser beam sensor LB, and a receiver for receiving a radio signal from the intersection monitoring device provided at the intersection. Further, the detection device 11 is connected to the navigation device 10a, and the navigation device 10a
The position and speed of the vehicle can be acquired from a.
The data storage unit 12 includes, for example, a RAM. Then, the detection device 11 stores the detected information in the data storage unit 12. Note that the above flag parameters are
It may be stored in the data storage unit 12.

The command signal generator 13 is connected to the driving behavior model storage 14 and the driving strategy storage 15, respectively. The driving behavior model storage unit 14 and the driving strategy storage unit 15 store a driving behavior model program and a driving strategy program, respectively. The command signal generation unit 13 can analyze the vertical and horizontal motions of the vehicle by reading and executing the program of the driving motion model from the driving motion model storage unit 14.
In addition, the command signal generation unit 13 can realize the processing corresponding to each driving strategy by reading the driving strategy program from the driving strategy storage unit 15 and executing the program. Further, the command signal generation unit 13 is connected to the detection device 11 and the data storage unit 12, respectively, and can acquire the output from the detection device 11 and read / write data from / to the data storage unit 12. .

Then, the command signal generating unit 13 acquires from the input device 10 an instruction to drive along the road, an instruction to turn left or right, and an instruction to change lanes, and obtain the instruction and the detection device 11 and the data storage unit 12. A driving signal is generated based on the selected information and a driving behavior model is applied in correspondence with the selected driving policy to generate a command signal. It should be noted that both the right / left turn travel strategy and the lane change travel strategy are activated at a predetermined portion (loop start) in the algorithm of the basic travel strategy. Then, after the end of the right / left turn driving strategy and the lane change driving strategy, the process always returns to a predetermined part in the algorithm of the basic driving strategy. Therefore, the command signal is continuously generated from the start to the end of the operation without interruption.

The output device 16 is connected to the command signal generator 13. Then, the output device 16 acquires the command signal generated by the command signal generation unit 13 and provides the driver with support information for supporting driving based on the command signal. This support information is provided to the driver through a display device, a speaker, etc. mounted on the vehicle. As this support information, for example, information indicating that “lane change / right turn / left turn is possible” or “deceleration required” is provided.

When the vehicle equipped with the safe driving support device 1 is a vehicle capable of automatic driving, the vehicle is equipped with a drive unit 2 for operating the accelerator, brake, steering, and the like. Has been done. In order to cope with such a case, the safe driving assistance device 1 includes a control device 17. The control device 17 is connected to the output device 16 and the drive unit 2, respectively. Then, the control device 17
Acquires a command signal from the output device 16 and controls the drive unit 2 to drive the vehicle in accordance with the acquired command signal.

(Supplementary Note 1) A discrete processing unit for obtaining information about the surroundings of the vehicle and the result of the judgment of the driving behavior as discrete information, and a follow-up mode for following the preceding vehicle traveling in front of the vehicle, Based on a driving behavior model in which a regulated driving mode for speed adjustment to a designated speed and a stop mode for decelerating toward a stop are both described as a continuous model, Based on the information obtained by the continuous processing unit that generates a command signal and the discrete processing unit, a basic driving strategy for driving the vehicle along the road, a driving strategy for turning the vehicle to the left or right, and a lane change for changing the lane of the vehicle. A hybrid processing unit that controls the continuous processing unit to output the command signal without interruption so that a desired traveling measure is selected from the traveling measures and the vehicle is driven in accordance with the selected traveling measure. A safe driving support device characterized by being provided.

(Supplementary Note 2) The hybrid processing unit is
While constantly monitoring the information acquired by the discrete processing unit, when the information changes, the driving strategy is selected according to the changed information, and the continuous processing unit responds to the changed information. The safe driving support device according to appendix 1, wherein the command signal is output without interruption.

(Supplementary Note 3) A discrete processing procedure for obtaining information about the surroundings of the vehicle and the judgment result of the driving behavior as discrete information, and a follow-up mode for following the preceding vehicle traveling in front of the vehicle, Based on a driving behavior model in which a regulated driving mode for speed adjustment to a designated speed and a stop mode for decelerating toward a stop are both described as a continuous model, Based on the continuous processing procedure for generating the command signal and the information obtained by the discrete processing procedure, a basic driving strategy for driving the vehicle along the road, a right-left turning driving strategy for turning the vehicle left and right, and a lane for changing the lane of the vehicle. A hive that selects a desired driving strategy from the changed driving strategies and calls the continuous processing procedure to output the command signal without interruption so that the vehicle travels according to the selected driving strategy. A safe driving support program characterized by causing a computer to execute a lid processing procedure.

(Supplementary Note 4) The hybrid processing procedure is as follows.
The information obtained by the discrete processing procedure is constantly monitored, and when the information changes, the driving strategy is selected according to the changed information, and the continuous processing procedure corresponds to the changed information. The safe driving support program according to Note 3, which is controlled so as to output the command signal without interruption.

(Supplementary Note 5) A discrete processing procedure for obtaining the information around the vehicle and the judgment result of the driving behavior as discrete information, and a follow-up mode for following the preceding vehicle traveling in front of the vehicle, Based on a driving behavior model in which a regulated driving mode for speed adjustment to a designated speed and a stop mode for decelerating toward a stop are both described as a continuous model, Based on the continuous processing procedure for generating the command signal and the information obtained by the discrete processing procedure, a basic driving strategy for driving the vehicle along the road, a right-left turning driving strategy for turning the vehicle left and right, and a lane for changing the lane of the vehicle. A hive that selects a desired driving strategy from the changed driving strategies and calls the continuous processing procedure to output the command signal without interruption so that the vehicle travels according to the selected driving strategy. A safe driving support method comprising causing a computer to execute a lid processing procedure.

(Supplementary Note 6) The hybrid processing procedure is as follows.
The information obtained by the discrete processing procedure is constantly monitored, and when the information changes, the driving strategy is selected according to the changed information, and the continuous processing procedure corresponds to the changed information. 6. The safe traveling support method according to appendix 5, which is controlled so that the command signal is output without interruption.

[0129]

According to the present invention configured as described above, the processing can be smoothly switched between the driving measures. Therefore, consistently consistent command signals are output without interruption.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing driving of a vehicle near an intersection.

FIG. 2 is a schematic diagram showing a vehicle, a preceding vehicle, and a following vehicle.

FIG. 3 is a plan view schematically showing the arrangement of a millimeter wave radar and a laser beam sensor.

FIG. 4 is a schematic diagram showing a detection range of a millimeter wave radar arranged at the center of the front end.

FIG. 5 is a schematic diagram showing a detection range of a millimeter wave radar arranged in the front right corner.

FIG. 6 is a schematic diagram showing a detection range of a laser beam sensor.

FIG. 7 is an explanatory diagram showing a motion pattern when turning right or left.

FIG. 8 is a mode transition diagram of vertical operation in each driving strategy.

FIG. 9: Mode transition diagram for each driving strategy

FIG. 10 is a state transition diagram showing the processing in the basic driving strategy.

FIG. 11 is a state transition diagram showing processing in a right / left turn driving strategy.

FIG. 12 is a state transition diagram showing processing in the lane change driving strategy.

FIG. 13 is an explanatory diagram showing a speed difference between vehicles in adjacent lanes.

FIG. 14 is a schematic diagram showing a configuration example of a safe driving support device.

[Explanation of symbols]

1 Safe driving support device 10 Input device 10a navigation device 11 Detection device 12 Data storage 13 Command signal generator 14 Driving behavior model storage 15 Driving plan storage 16 Output device 17 Control device 2 drive

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ identification code FI theme code (reference) B60R 21/00 B60R 21/00 622J 622L 622T 624 624B 624G 626 626C 627 627 628 628C B60T 7/12 B60T 7 / 12 F F02D 29/02 301 F02D 29/02 301D // B62D 6/00 B62D 6/00 B62D 137: 00 137: 00 F term (reference) 3D032 CC20 3D044 AA01 AA25 AA36 AA45 AB01 AC26 AC31 AC39 AC56 AC59 AD00 AD12 AD21 AE21 3D046 BB18 HH20 HH22 3G093 AA01 BA23 CB09 CB10 DB05 DB06 DB16 DB18 EA09 EB04 FA04 5H180 AA01 BB04 CC03 CC14 EE15 FF05 FF22 FF27 LL01 LL04 LL06 LL09

Claims (5)

[Claims] 1. A discrete processing unit for acquiring information about the surroundings of a vehicle and a judgment result of driving behavior as discrete information, a follow-up mode for following a preceding vehicle traveling in front of the vehicle, and a designated mode. A command signal for driving a vehicle is based on a driving behavior model in which a restricted traveling mode for speed adjustment to a specified speed and a stopping mode for decelerating toward stopping are described as continuous models. Based on the information acquired by the discrete processing unit, a basic driving strategy for driving the vehicle along the road, a turning strategy for turning the vehicle left and right, and a lane changing driving strategy for changing the lane of the vehicle. A hybrid processing unit that controls the continuous processing unit to output the command signal without interruption so that the vehicle travels in accordance with the selected driving strategy. Safety driving support apparatus according to claim. 2. The hybrid processing section constantly monitors the information acquired by the discrete processing section, and, when the information changes, selects the driving strategy corresponding to the changed information, and the continuous processing. The safe driving support device according to claim 1, wherein the processing unit outputs a command signal corresponding to the changed information without interruption. 3. A discrete processing procedure for acquiring information about the surroundings of a vehicle and a judgment result of driving behavior as discrete information, a follow-up mode for following a preceding vehicle traveling ahead of the vehicle, and a designated mode. A command signal for driving a vehicle is based on a driving behavior model in which a regulated driving mode for speed adjustment to a specified speed and a stop mode for decelerating toward stop are both described as continuous models. Based on the information obtained by the discrete processing procedure, a basic driving strategy for causing the vehicle to travel along the road, a right / left turning strategy for causing the vehicle to turn right and left, and a lane change driving for changing the lane of the vehicle. A hybrid processing that selects a desired driving strategy from the measures and calls the continuous processing procedure to output the command signal without interruption so that the vehicle travels according to the selected driving strategy. Safe driving support program characterized by executing the steps on a computer. 4. The hybrid processing procedure constantly monitors the information obtained by the discrete processing procedure, and
When the information changes, the driving strategy is selected in accordance with the changed information, and the continuous processing procedure,
The safe driving support program according to claim 3, wherein the safe driving support program is controlled so as to output a command signal corresponding to the changed information without interruption. 5. A discrete processing procedure for obtaining information around a vehicle and a determination result of driving behavior as discrete information, a follow-up mode for following a preceding vehicle traveling in front of the vehicle, and a designated mode. A command signal for driving a vehicle is based on a driving behavior model in which a restricted traveling mode for speed adjustment to a specified speed and a stopping mode for decelerating toward stopping are described as continuous models. Based on the information obtained by the discrete processing procedure, a basic driving strategy for driving the vehicle along the road, a right-and-left turning strategy for turning the vehicle left and right, and a lane change driving for changing the lane of the vehicle. Hybrid processing for selecting a desired driving strategy from the measures and calling the continuous processing procedure to output the command signal without interruption so that the vehicle travels according to the selected driving strategy. Safe driving support method, characterized in that to execute the steps in the computer.