JP2008281448A - Driving support device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly guide a retractive point according to the situation of following vehicles travelling behind one's own vehicle. <P>SOLUTION: A driving support device 10 for vehicle includes: an index value computing means computing an index value which indicates degree of congestion of following vehicles traveling behind one's own vehicle; a retractive point searching means searching a retractive point existing ahead of the traveling lane of the own vehicle and capable of yielding the lane to the following vehicles; and a retractive point guide means guiding the retractive point searched by the retractive point searching means when the index value computed by the index value computing means exceeds the predetermined value. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle driving support device having a function of guiding a retreat point that yields a lane existing in front of a traveling path of a host vehicle.

Conventionally, lane information such as uphill lane information is stored in the road data, and displayed on the display section or voice guidance based on the lane information, uphill lane, overtaking on the route to the searched destination When there is lane information such as lanes, a navigation device is known in which the information is presented to a driver in advance by display or voice (see, for example, Patent Document 1). According to this navigation device, the driver can know the lane information ahead of the route to be traveled, and can deal with a sudden lane change with a margin. For example, a driver of a vehicle loaded with heavy luggage, a beginner, a paper driver, or the like can grasp a retreat point at which a lane is given to a succeeding vehicle, and can give the lane to the succeeding vehicle with a margin.
JP 2002-341758 A

  However, since the invention described in Patent Document 1 does not consider the situation of the following vehicle that travels behind the host vehicle, there is a possibility that excessive information provision may be performed. For example, even when there is no following vehicle traveling behind the host vehicle, the climbing lane existing in front of the traveling path of the host vehicle is guided, which may result in excessive information provision.

  Therefore, an object of the present invention is to provide a vehicle driving support device that can appropriately guide a retreat point according to the situation of a succeeding vehicle traveling behind the host vehicle.

In order to achieve the above object, the first invention is an index value calculating means for calculating an index value indicating a degree of traffic jam of a following vehicle traveling behind the host vehicle,
Retreat point search means for searching for a retreat point that exists in front of the traveling path of the host vehicle and that yields a lane to the following vehicle;
And a retraction point guiding means for guiding a retreat point searched by the retreat point searching means when the index value calculated by the index value calculating means is a predetermined value or more.

A second aspect of the present invention is the vehicle driving support device according to the first aspect,
The index value includes the number of succeeding vehicles behind the host vehicle or a traffic jam distance of the following vehicles behind the host vehicle.

The third invention relates to a vehicle driving support device, a rear traffic condition detection means for detecting a traffic condition behind the host vehicle,
Retreat point search means for searching for a retreat point that exists in front of the traveling path of the host vehicle and that yields a lane to the following vehicle;
And a evacuation point guidance necessity determination unit that determines whether or not to guide the evacuation point searched by the evacuation point search unit based on a detection result of the rear traffic condition detection unit.

  ADVANTAGE OF THE INVENTION According to this invention, the driving assistance device for vehicles which can guide a evacuation point appropriately according to the condition of the following vehicle which drive | works the own vehicle back is obtained.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a system configuration diagram showing a main configuration of an embodiment of a vehicle driving support apparatus 10 according to the present invention. The vehicle driving support device 10 of the present embodiment is configured with a navigation ECU 20 as a center.

  The navigation ECU 20 has a hardware configuration centered on a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown). The navigation ECU 20 performs various general processes such as route search, route guidance, facility search, and map drawing based on map data in the map DB 32 described later and position information from the GPS receiver 30, and also saves described later. Execute point guidance processing.

  A GPS (Global Positioning System) receiver 30, a map database (map DB) 32, an inter-vehicle communication module 40, an information output device 50, and a user interface 52 are connected to the navigation ECU 20.

  The GPS receiver 30 receives radio waves from a satellite via a GPS antenna (not shown), measures the position and speed of the vehicle, and supplies the positioning result to the navigation ECU 20 as vehicle position information. The positioning method may be any method such as single positioning or relative positioning (including interference positioning). At this time, the positioning result is corrected based on outputs from various sensors (not shown) such as a vehicle speed sensor and a gyro sensor, and various information received via a beacon receiver and an FM multiplex receiver (not shown). May be. In addition, the positioning result may be appropriately corrected using a map data in a map DB 32 described later irregularly by a known map matching technique.

  The map database 32 is composed of a writable nonvolatile memory (auxiliary storage device), and may be composed of, for example, a hard disk drive. Alternatively, the map database 32 may be configured by the ROM of the navigation ECU 20. The map database 32 stores map data. In the map data, as usual, coordinate information of nodes corresponding to road junctions (intersections), coordinate information of nodes corresponding to junctions / branches of expressways, and adjacent nodes are connected. Various road information such as link information is included. The road information includes the number of lanes for each link, lane information indicating the presence or absence of a climbing lane, road width information corresponding to each link, and roads such as national roads, prefectural roads, and expressways corresponding to each link. Type, traffic regulation information for each link, speed limit for each link (including legal speed), temporary stop line, parking prohibited area, presence of traffic lights, presence of crossings, overtaking prohibited section, one-way traffic, school zone, U-turn prohibited , Accident location information etc. may be included.

  The inter-vehicle communication module 40 performs two-way wireless communication with a similar inter-vehicle communication module mounted on other vehicles around the vehicle, and information on other vehicles around the vehicle (hereinafter referred to as “other vehicle information”). ) To get. The other vehicle information includes information on the position and speed of the other vehicle, and may include the travel lane of the other vehicle. Further, the other vehicle information is not necessarily limited to the information including only information of the other vehicle of the transmission source, but includes information of other vehicles other than the other vehicle of the transmission source (for example, other vehicles following the other vehicle of the transmission source). But you can.

  The information output device 50 is a device that outputs audio and video, and is typically a speaker or a display. Here, the description will be continued assuming that the information output device 50 is a speaker and a display. The speaker and the display are arranged at appropriate positions in the vehicle interior. For example, the display may be a liquid crystal display, for example, and is arranged on the instrument panel. The display on the display is controlled by the navigation ECU 20. For example, a later-described retraction point guidance display is output on the display under the control of the navigation ECU 20. In addition, a map drawn based on the map data in the map DB 32 is displayed on the display. In addition, an operation menu image, a captured image of a vehicle-mounted camera, a TV video, or the like may be displayed on the display.

  The user interface 52 includes input means such as a remote control and a touch switch on a display. In this example, a user (typically a driver) inputs various instructions via the user interface 52.

  In addition, an in-vehicle ECU such as a brake ECU 60 is connected to the navigation ECU 20 via an appropriate communication line such as a CAN (controller area network). A vehicle speed sensor 62 is connected to the brake ECU 60. The brake ECU 60 supplies the vehicle speed detected based on the vehicle speed sensor 62 to the navigation ECU 20.

  Next, main operations of the vehicle driving support apparatus 10 configured as described above will be described.

  FIG. 2 is a flowchart showing an example of the evacuation point guidance process realized by the navigation ECU 20. The processing routine shown in FIG. 2 is repeatedly executed at predetermined intervals, for example, from when the ignition switch is turned on to when it is turned off.

  In step 100, the navigation ECU 20 determines whether or not the vehicle is traveling based on the vehicle speed information supplied from the brake ECU 60. Whether or not the vehicle is traveling may be determined based on vehicle position information supplied from the GPS receiver 30, or may be output from an accelerator opening sensor or a throttle opening sensor (not shown). It may be determined based on. If the vehicle is traveling, the process proceeds to step 102. If the vehicle is not traveling, the processing routine of the current cycle is terminated as it is.

  In step 102, the navigation ECU 20 acquires other vehicle information related to the following vehicle traveling behind the host vehicle via the inter-vehicle communication module 40. The other vehicle information regarding the following vehicle is preferably other vehicle information regarding a plurality of subsequent vehicles. In this case, the inter-vehicle communication module 40 may acquire the other vehicle information directly from each of the plurality of subsequent vehicles, or indirectly from some of the plurality of subsequent vehicles. The other vehicle information of each of the plurality of succeeding vehicles may be acquired.

  In step 104, the navigation ECU 20 acquires other vehicle information related to the preceding vehicle traveling in front of the host vehicle via, for example, the inter-vehicle communication module 40. Other vehicle information related to the preceding vehicle may be acquired by a radar sensor or an image sensor mounted on the host vehicle. The other vehicle information related to the preceding vehicle may be other vehicle information related to one preceding vehicle closest to the host vehicle.

  In step 106, the navigation ECU 20 determines whether or not there is a preceding vehicle within a predetermined distance ahead of the host vehicle based on the other vehicle information regarding the preceding vehicle acquired in step 104. In addition, when the other vehicle information regarding a preceding vehicle cannot be acquired in the said step 104, you may determine with a preceding vehicle not existing within the predetermined distance ahead of the own vehicle. The predetermined distance corresponds to an appropriate inter-vehicle distance and may be a fixed value or a variable value determined according to the speed of the host vehicle. If there is no preceding vehicle within a predetermined distance in front of the host vehicle, the process proceeds to step 108. If a preceding vehicle exists within a predetermined distance in front of the host vehicle, the processing routine of the current cycle is terminated as it is.

  In step 108, the navigation ECU 20 calculates a congestion index value of the subsequent vehicle based on the other vehicle information regarding the subsequent vehicle acquired in step 102. Here, the congestion index value of the following vehicle is an index value representing the degree of congestion of the following vehicle, in other words, an index value representing how much the own vehicle is preventing smooth traffic of the following vehicle. The traffic congestion index value is the number of subsequent vehicles that continuously follow within a predetermined distance L behind the own vehicle, the number of subsequent vehicles that run behind the own vehicle at the same speed as the own vehicle, or the following vehicle that exists behind the own vehicle. May be a length (congestion distance) of the vehicle train (a vehicle group existing within a predetermined inter-vehicle distance), a difference value of the speed of the following vehicle with respect to the speed of the own vehicle, or any combination thereof. It is assumed that the traffic congestion index value is the number of subsequent vehicles that continuously follow within a predetermined distance L behind the host vehicle.

  In step 110, the navigation ECU 20 determines whether or not the traffic congestion index value calculated in step 108 is equal to or greater than a predetermined threshold Th. The predetermined threshold Th may be 3 [units], for example. Alternatively, the predetermined threshold Th may be settable by the user via the user interface 52. When the predetermined threshold Th is 3, the predetermined distance L in step 108 may be a value corresponding to the appropriate inter-vehicle distance for three vehicles + the length of the vehicle body for three vehicles, and the predetermined distance L is It may be a variable value determined according to the speed of the vehicle, the speed of the following vehicle, or the length of the following vehicle. If the traffic congestion index value of the subsequent vehicle is equal to or greater than the predetermined threshold Th, the process proceeds to step 120. If the traffic congestion index value of the subsequent vehicle is less than the predetermined threshold Th, the processing routine of the current cycle ends as it is.

  In step 120, the navigation ECU 20 is based on the latest vehicle position information obtained from the GPS receiver 30 and the map data in the map database 32. Of these, the search point closest to the current vehicle position is searched. A retreat point is a point (area) where the lane can be given to the following vehicle. Typically, a wide enough shoulder, a roadside belt, a shelter, a low-speed lane such as an uphill road, a bus stop, Parking space. The evacuation point may be registered in advance as road information in the map database 32, or may be estimated from other road information. Or the information showing a evacuation point may be acquired via road-to-vehicle communication (including communication with the center) or vehicle-to-vehicle communication.

  In step 122, the navigation ECU 20 guides the driver (the retreat point closest to the current vehicle position) searched in step 120 to the driver via the information output device 50 (performs retreat point guidance). As a result, voluntary evacuation of the vehicle by the driver is promoted, and smooth traffic is promoted. This evacuation point guidance may be realized by, for example, the navigation ECU 20 displaying an appropriate mark (display) representing the evacuation point superimposed on the position of the evacuation point in the map displayed on the display. In addition, when the evacuation point is already drawn as a part of the map, the evacuation point guidance may be realized by highlighting the evacuation point. The highlighting includes changing the color and brightness of the display of the evacuation point or blinking the display of the evacuation point. In addition, for example, the navigation ECU 20 may realize evacuation point guidance by voice through a speaker. For example, you may output the sound to the effect of "There is an evacuation point in 50m ahead." In addition, the navigation ECU 20 may notify the driver of the situation of the following vehicle via the information output device 50 in association with the above-described video and / or audio evacuation point guidance. The situation of the following vehicle may be the number of following vehicles or the length of the line (congestion distance). Further, in relation to the above-described video and / or audio evacuation point guidance, the navigation ECU 20 provides a vehicle operation method (such as lane change timing) necessary for safely moving the vehicle to the evacuation point, as an information output device. The driver may be notified via 50.

  According to the processing shown in FIG. 2 described above, the evacuation point guidance is executed only when the traffic congestion index value of the following vehicle is equal to or greater than the predetermined threshold Th. Optimization can be achieved. In other words, the retraction point guidance is executed only when it can be determined that the own vehicle is causing the congestion of the following vehicle (the own vehicle is causing trouble for the following vehicle). Point guidance can be realized. In addition, in accordance with this, the frequency (search load) of the search process for the evacuation point can be reduced as compared with the configuration in which the evacuation point is uniformly searched regardless of the situation of the following vehicle.

  In addition, according to the processing shown in FIG. 2, as described above, when there is a preceding vehicle within a predetermined distance ahead of the host vehicle, even if the congestion index value of the subsequent vehicle is equal to or greater than the predetermined threshold Th, the evacuation point Guidance is not executed. This is because when there is a preceding vehicle within a predetermined distance in front of the host vehicle, it is highly likely that the preceding vehicle is the cause of the traffic jam of the following vehicle, not the host vehicle. As described above, when the preceding vehicle does not exist within a predetermined distance ahead of the host vehicle and the traffic congestion index value of the following vehicle is equal to or greater than the predetermined threshold Th, unnecessary evacuation point guidance is performed by executing the evacuation point guidance. Can be prevented appropriately.

  In the process shown in FIG. 2 described above, the evacuation point guidance may be executed immediately when the traffic congestion index value of the subsequent vehicle becomes equal to or greater than the predetermined threshold value Th. When the index value is equal to or greater than the predetermined threshold Th, the retraction point guidance may be executed.

  Further, in step 100 of the process shown in FIG. 2 described above, the navigation ECU 20 causes the host vehicle to travel at a speed significantly lower than the current speed limit of the traveling road of the host vehicle (for example, at a speed 20 km / h or more lower than the speed limit). It may be determined whether or not the vehicle is traveling. The speed limit of the traveling road of the host vehicle may be detected based on the latest vehicle position information obtained from the GPS receiver 30 and the map data in the map database 32.

  In addition, with respect to step 110 of the process shown in FIG. 2 above, when the other vehicle information of the subsequent vehicle includes information related to the travel lane of the subsequent vehicle, etc. The traffic congestion index value may be calculated in consideration of only the following vehicle that travels in the same travel lane as the travel lane of the host vehicle.

  Further, with respect to step 110 of the process shown in FIG. 2 described above, the navigation ECU 20 determines the inter-vehicle distance between the own vehicle and the leading vehicle of the following vehicle, the current speed limit of the traveling road of the own vehicle, and the speed of the own vehicle. The traffic congestion index value may be calculated by reflecting the difference. For example, when the distance between the vehicle and the head vehicle of the following vehicle is smaller than the appropriate distance (typically when the vehicle is covered), or the vehicle speed is limited by the road When the speed is significantly lower than the speed, the congestion index value may be corrected to a large value.

  Further, with respect to steps 120 and 122 of the processing shown in FIG. 2 described above, the navigation ECU 20 sets the retreat point closest to the current vehicle position and the retreat point closest to the next, such as 2 in order from the current vehicle position. It is good also as searching the above evacuation point candidate and notifying a driver | operator of the said evacuation point. Thereby, the driver can grasp that there is a retreat point 40 m ahead, for example, and there is no retreat point 2 km ahead, and retreat to the first retreat point (retreat point 40 m ahead) is promoted.

  FIG. 3 is a flowchart showing another example of the evacuation point guidance process realized by the navigation ECU 20. The processing routine shown in FIG. 3 is repeatedly executed at predetermined intervals, for example, from when the ignition switch is turned on to when it is turned off. With respect to FIG. 3, processes that may be the same as those in FIG. 2 described above are denoted by the same step numbers and description thereof is omitted.

  In step 112, the navigation ECU 20 notifies the driver via the information output device 50 that a specified number of succeeding vehicles (three succeeding vehicles in this example) are arranged rearward. This notification may be realized by voice or video, similar to the above-described evacuation point guidance.

  In steps 114 and 116, the navigation ECU 20 inputs an instruction (for example, an ON operation of a switch that is an OK button) requesting the retraction point guidance from the user via the user interface 52 within a predetermined time after the notification in step 112. Monitor the situation. If there is an instruction to request evacuation point guidance within a predetermined time (YES in step 114), the process proceeds to step 120, and if a predetermined time has passed without an instruction to request evacuation point guidance (YES in step 116). The processing routine for the current cycle ends as it is.

  According to the process shown in FIG. 3, the retreat point guidance is executed only when the traffic congestion index value of the following vehicle is equal to or greater than the predetermined threshold Th, as in the process shown in FIG. It is possible to prevent guidance and optimize retraction point guidance.

  Further, according to the processing shown in FIG. 3 described above, the evacuation point is executed only when requested by the driver. Therefore, the evacuation point guidance can be realized in a manner in which the driver's intention is emphasized. it can. For example, some drivers want to adopt options other than evacuation to the evacuation point, such as driving at a higher speed. According to the process shown in FIG. 3, the driver can avoid unnecessary evacuation point guidance by traveling at a higher speed after receiving the notification in step 112 described above. However, when the notification of step 112 is executed a plurality of times within a predetermined time, the processing of step 120 and step 122 may be forcibly executed.

  In the embodiment described above, the “index value calculation means” in the appended claims is realized by the navigation ECU 20 executing the process of step 108 in FIGS. The “evacuation point guiding means” in the range is realized by the navigation ECU 20 executing the process of step 122 in FIG. 2 and FIG. 3, and the “evacuation point searching means” in the claims is the navigation ECU 20 in FIG. And the processing of step 120 in FIG. 3 is realized, and the “rear traffic condition detecting means” in the claims is that the navigation ECU 20 executes the processing in steps 102 and 108 in FIGS. 2 and 3. "Evacuation point guidance necessity determination means" in the scope of the patent claims Navigation ECU20 is realized by executing the process of step 110 of FIG. 2 and FIG. 3.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above-described embodiment, the evacuation point guidance is executed uniformly without considering the driver characteristics, but the evacuation point guidance conditions may be changed according to the driver characteristics. This is because driver beginners, elderly people, drivers who are unfamiliar with the area and road are considered to be drivers who particularly need the above-described escape point guidance. Therefore, when the driver is a beginner driver, an elderly person, or a driver unfamiliar with the area or road, the process of FIG. 2 or FIG. 3 is executed as it is, and the driver If the driver is accustomed to driving in the area or road, the evacuation point guidance is made difficult to execute by changing the predetermined threshold Th to a large value in the processing of FIG. 2 or FIG. Also good. Alternatively, when the driver is a skilled driver or a driver familiar with driving in the area or road, only the notification in step 112 in FIG. 3 may be executed, and the evacuation point guidance may not be executed. . The characteristics of the driver may be registered and stored in advance as driver information, or may be estimated based on various data acquired during actual driving. Further, when a plurality of drivers share one vehicle, the identification of the driver may be realized based on image recognition by an in-vehicle camera, weight detection result by a seat sensor, or the like.

1 is a system configuration diagram showing a main configuration of an embodiment of a vehicle driving support apparatus 10 according to the present invention. It is a flowchart which shows an example of the evacuation point guidance process implement | achieved by navigation ECU20. 7 is a flowchart showing another example of a retreat point guidance process realized by the navigation ECU 20;

Explanation of symbols

10 Vehicle Driving Support Device 20 Navigation ECU
30 GPS receiver 32 Map database 40 Inter-vehicle communication module 50 Information output device 52 User interface 60 Brake ECU
62 Vehicle speed sensor

Claims (3)

Index value calculating means for calculating an index value representing the degree of traffic jam of the following vehicle traveling behind the host vehicle;
Retreat point search means for searching for a retreat point that exists in front of the traveling path of the host vehicle and that yields a lane to the following vehicle;
The vehicle further comprises a retraction point guiding means for guiding a retreat point searched by the retreat point searching means when the index value calculated by the index value calculating means is a predetermined value or more. Driving assistance device.   The vehicle driving support device according to claim 1, wherein the index value includes a number of subsequent vehicles behind the host vehicle or a traffic jam distance of the subsequent vehicles behind the host vehicle. A rear traffic condition detecting means for detecting a traffic condition behind the own vehicle;
Retreat point search means for searching for a retreat point that exists in front of the traveling path of the host vehicle and that yields a lane to the following vehicle;
The vehicle comprises: a retraction point guidance necessity determination unit that determines whether or not to guide the retreat point searched by the retreat point search unit based on a detection result of the rear traffic condition detection unit. Driving support device.

Images