JP7011954B2 - Vehicle operation support device - Google Patents

Description

The present invention relates to a vehicle operation support device that supports a collision avoidance operation.

As for the vehicle operation support device, various methods have been conventionally proposed in order to avoid a collision between the own vehicle and another vehicle at an intersection.
For example, Patent Document 1 proposes a device that detects an obstacle in front of an own vehicle by photographing the surrounding road environment with a camera and analyzing the photographed image.
In the technique proposed in Patent Document 1, since the attention area is set in the image based on the vanishing point without using the lane mark or the like, an effective attention area is always set. Then, the obstacle is determined based on the direction of the movement vector with respect to the vanishing point and in which attention region the movement vector exists.
By using such a determination method, various obstacles that may collide with the own vehicle are detected.

Japanese Unexamined Patent Publication No. 2008-257378

By the way, in the technology proposed in Patent Document 1, what is the possibility of collision between the own vehicle and each obstacle, and in what case and how can the collision be prevented? Is not disclosed.

The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle operation support device capable of reducing the possibility of a collision with another vehicle entering the course of the own vehicle. And.

In order to achieve the above object, the vehicle operation support device according to the present invention acquires the traveling state of the own vehicle and the traveling state of another vehicle traveling around the own vehicle. The other vehicle travel information acquisition means and the determination means for determining whether or not the own vehicle collides with the other vehicle are provided, and the determination means is outside the road on the travel lane side of the own vehicle. If the degree of approach when the other vehicle enters is less than the degree of approach on the own vehicle side, it is judged that the possibility of collision is necessary, and if the degree of approach is greater than or equal to the degree of approach on the own vehicle side, there is a possibility of collision. Is determined to be a stop required, and the speed of the own vehicle is adjusted based on these determination results.

According to the present invention, it is possible to provide a vehicle operation support device capable of reducing the possibility of a collision with another vehicle entering the course of the own vehicle.

It is a schematic diagram which shows the vehicle equipped with the vehicle operation support device which concerns on this embodiment. It is a block diagram which shows the structure of the braking means. It is a block diagram which shows the structure of the determination means. It is a schematic diagram showing the state of another vehicle on the road as seen from the own vehicle, and shows a state in which the other vehicle slightly protrudes from the outside of the road on the driving lane side. It is a schematic diagram showing the state of another vehicle on the road as seen from the own vehicle, and shows a state in which the other vehicle greatly protrudes from the outside of the road on the driving lane side. It is a schematic diagram showing the state of another vehicle on the road as seen from the own vehicle, and shows a state in which the turn signal is lit while the other vehicle slightly protrudes from the outside of the road on the oncoming lane side. It is a schematic diagram showing the state of another vehicle on the road as seen from the own vehicle, and shows a state in which the turn signal is turned off while the other vehicle slightly protrudes from the outside of the road on the oncoming lane side. It is a schematic diagram showing the state of another vehicle on the road as seen from the own vehicle, and shows a state in which the turn signal is lit while the other vehicle greatly protrudes from the outside of the road on the oncoming lane side. It is a schematic diagram showing the state of another vehicle on the road as seen from the own vehicle, and shows a state in which the turn signal is turned off while the other vehicle greatly protrudes from the outside of the road on the oncoming lane side. It is a flowchart which shows the operation procedure of the vehicle operation support device which concerns on this embodiment.

An embodiment of the present invention will be described in detail with reference to the drawings as appropriate. The same components are designated by the same reference numerals, and duplicate description will be omitted.

<1. Configuration of own vehicle to which vehicle operation support device is installed> (see Fig. 1 and Fig. 2)
As shown in FIG. 1, the own vehicle C1 equipped with the vehicle operation support device 1 of the present embodiment includes a drive means PW, a wheel W, and a braking means BR.
The drive means PW is composed of an engine E and a transmission T, and the driving force generated by the engine E is transmitted to the wheels W via the transmission T. When the driver operates the accelerator pedal PDA, the driving force generated by the engine E increases, and the vehicle accelerates.
The technique of the present invention is not limited to the technique of using the engine E as the drive source, and can be applied to the vehicle using another drive source such as a motor.

The wheel W includes left and right front wheels WFL and WFR, and left and right rear wheels WRL and WRR.
The left and right front wheels WFL and WFR function as drive wheels that transmit the driving force of the engine E to the road surface via the transmission T. Further, the left and right front wheels WFL and WFR also serve as steering wheels, and steer according to the rotation of the steering wheel ST (steering means) which is rotated and operated by the driver.
The left and right rear wheels WRL and WRR function as driven wheels that rotate as the vehicle travels.
The drive wheels are not limited to the front wheels, and can be applied to a configuration in which the rear wheels are the drive wheels and a vehicle in which all the wheels W are the drive wheels.

As shown in FIGS. 1 and 2, the brake pedal BR1 operated by the driver of the braking means BR is connected to the master cylinder BR3 via the electronically controlled negative pressure booster BR2. Further, the output port BR4 of the master cylinder BR3 is connected to the brake calipers BRFL, BRFR, BRRR, BRRR provided on the front wheels WFL, WFR and the rear wheels WRL, WRR, respectively, via the hydraulic control means BR5.

The electronically controlled negative pressure booster BR2 mechanically boosts the pedaling force of the brake pedal BR1 to operate the master cylinder BR3. Further, the electronically controlled negative pressure booster BR2 operates the master cylinder BR3 by a control signal from the braking control means BRU described later, without operating the brake pedal BR1 at the time of automatic braking.
The input rod (not shown) of the electronically controlled negative pressure booster BR2 is connected to the brake pedal BR1 via a lost motion mechanism (not shown). Through the lost motion mechanism, the brake pedal BR1 is configured to remain in the initial position even if the electronically controlled negative pressure booster BR2 is operated by a signal from the braking control means BRU and the input rod moves.
Further, when the pedaling force is input to the brake pedal BR1 and the braking command signal is input from the braking control means BRU, the electronically controlled negative pressure booster BR2 outputs the brake hydraulic pressure according to whichever is larger. ..

The hydraulic pressure control means BR5 is provided with a pressure regulator BR6 for each of the brake calipers BRFL, BRFR, BRRL, and BRRR.
Each pressure regulator BR6 individually controls the operation of the brake calipers BRFL, BRFR, BRRL, and BRRR provided for each wheel W by the command of the braking control means BRU. This makes it possible to perform anti-lock braking control that suppresses the lock of the wheel W during sudden braking. Further, by generating a braking force for each wheel W, the yaw moment of the vehicle can be arbitrarily controlled and the vehicle behavior at the time of turning can be stabilized.

<2. Configuration of vehicle operation support device> (see FIGS. 1 and 3)
The vehicle operation support device 1 of the present embodiment includes the own vehicle traveling information acquisition means SC1, the other vehicle traveling information acquisition means SC2, the determination means U, and the braking control means BRU.
The own vehicle traveling information acquisition means SC1 acquires a traveling state including the current position, the traveling direction, and the speed of the own vehicle, and includes the own vehicle position information acquisition means SC1a and the own vehicle movement information acquisition means SC1b. ..

The own vehicle position information acquisition means SC1a acquires the current position of the own vehicle C1 that is traveling. In the present embodiment, as the own vehicle position information acquisition means SC1a, a navigation system that combines a satellite navigation system that receives radio waves from an artificial satellite to specify its own position and map information is adopted. In addition to the navigation system, various means such as a driving support road system (AHS: Advanced Cruise-Assist Highway Systems) that performs two-way communication between the road equipment and the vehicle to support the driving operation should be adopted. Can be done.

The own vehicle movement information acquisition means SC1b acquires a traveling state such as a traveling direction and a speed of the own vehicle C1. The own vehicle movement information acquisition means SC1b is composed of various sensors and devices such as a vehicle speed sensor installed in the own vehicle and map information of a navigation system, and is an inertial navigation system that calculates speed and travel distance from the acquired acceleration. Consists of.
The other vehicle traveling information acquisition means SC2 acquires the traveling state such as the current position of the other vehicle C2 traveling around the own vehicle C1 and the traveling direction and speed of the other vehicle C2. The other vehicle driving information acquisition means SC2 includes vehicle-to-vehicle communication between the own vehicle C1 and the other vehicle C2, road-to-vehicle communication such as a driving support road system (AHS), and a radar or camera installed in the own vehicle C1. Etc. can be adopted.

The determination means U performs the current state collision determination and the instruction to the own vehicle C1 after the current state collision determination.
The current collision determination determines whether or not there is a possibility of collision between the own vehicle C1 and the other vehicle C2 when the vehicle continues to travel at the same speed in the current situation based on the acquired information.
The braking control means BRU brakes the own vehicle C1 according to a braking command from the determination means U.

<3. Function of vehicle operation support device> (See FIGS. 4 to 9)
Next, the operation of the vehicle operation support device of the present embodiment having the above configuration will be described.
When avoiding a collision between the own vehicle C1 and another vehicle C2 at an intersection where a traffic light is not installed as shown in FIG. 4, the own vehicle C1 can be decelerated and stopped by automatic braking. It is done.
However, if the own vehicle C1 decelerates and stops each time it detects another vehicle C2 that is about to enter the road RD in the traveling direction of the own vehicle C1, there is a risk of causing traffic congestion.
Therefore, in the vehicle operation support device 1 of the present embodiment, in order to avoid a collision between the own vehicle C1 and the other vehicle C2, the operation of the own vehicle C1 is performed while considering the situation of the approaching other vehicle C2. Supporting driving operations for people.

The vehicle operation support device 1 acquires information on a plurality of vehicles traveling around the own vehicle C1 by the other vehicle traveling information acquisition means SC2. Then, the vehicle operation support device 1 constantly monitors the plurality of vehicles to see if there is a vehicle trying to enter from outside the road RD in the traveling direction of the road RD on which the own vehicle C1 travels. There is.
Then, when the vehicle operation support device 1 detects a vehicle (another vehicle C2) that is about to enter from outside the road RD in the traveling direction of the road RD on which the own vehicle C1 travels, the determination means U determines the current collision. conduct.
In addition, on the traveling direction of the road RD on which the own vehicle C1 travels means on the road in front of the vehicle when moving forward and on the road behind the vehicle when moving backward.

In the current collision determination, whether the own vehicle C1 and the other vehicle C2 collide when the other vehicle C2 enters from outside the road RD while the own vehicle C1 continues to run at the same speed in the current situation. Judge whether or not.
The determination means U first enters the road RD from a plurality of detected vehicles based on the acquired current position and running state of the own vehicle C1 and the current position and running state of the other vehicle C2. Extract C2.
The determination means U determines (1) which road the other vehicle C2 has entered from, (2) the degree of entry into the road RD, and (3) the course after entering the road.

(1) Which road to enter from outside It is determined whether the other vehicle C2 enters from outside the road on the driving lane side of the road RD or from outside the road on the oncoming lane side of the road RD.
That is, it is determined whether to enter from the left shoulder side of the road RD as shown in FIGS. 4 and 5, or from the right shoulder side as shown in FIGS. 6 to 9.

(2) Degree of approach to the road Depending on the degree of approach of the other vehicle C2, it is determined whether or not to block the course of the own vehicle C1 after moving from the position detected by the other vehicle C2.
When the other vehicle C2 enters from outside the road on the driving lane side, the distance between the driver's lane boundary line (driver's seat side boundary line LD) and the other vehicle C2 entering (own vehicle side approach distance D1). Then, the degree of approach of the other vehicle C2 is determined. (See FIGS. 4 and 5)
For example, when the approach interval D1 on the own vehicle side is equal to or greater than a predetermined dimension, it is determined that the approach degree of the other vehicle C2 is "small" (less than the approach degree on the own vehicle side). (See Fig. 4)
Further, when the approach interval D1 on the own vehicle side is less than a predetermined dimension such as the vehicle width dimension of the own vehicle C1, it is determined that the approach degree of the other vehicle C2 is "large" (more than the approach degree on the own vehicle side). (See Fig. 5)

When the other vehicle C2 enters from outside the road on the oncoming lane side, the distance between the driver's seat side lane boundary line (passenger seat side boundary line LN) and the approaching other vehicle C2 (opposite side approach distance D2) , Determine the degree of approach of another vehicle C2. (See FIGS. 6-9)
For example, when the approach distance D2 on the opposite side is equal to or larger than a predetermined dimension, it is determined that the approach degree of the other vehicle C2 is "small" (less than the approach degree on the opposite side). (See FIGS. 6 and 7)
Further, when the approach distance D2 on the opposite side is less than a predetermined dimension, it is determined that the approach degree of the other vehicle C2 is "large" (more than the approach degree on the opposite side). (See FIGS. 8 and 9)

(3) Course after entering the road It is determined whether the other vehicle C2 enters so as to block the course of the own vehicle C1 or the own vehicle C1 so as not to block the course.
That is, the case of entering so as to block the course of the own vehicle C1 is the case where the other vehicle C2 joins the traveling lane RD1 and the other vehicle C2 crosses the road RD.
Further, the case of entering so as not to block the course of the own vehicle is the case where the other vehicle C2 joins the oncoming lane RD2.

In this embodiment, the operating state of the turn signal WN installed in the other vehicle C2 is used to determine the course after approaching.
It is determined whether or not the turn signal WN arranged on the other vehicle C2 is blinking in a form that can be visually confirmed from the own vehicle C1.
When the turn signal WN is blinking, it is determined that the other vehicle C2 joins the oncoming lane RD2. (See FIGS. 6 and 8)
In this case, the other vehicle C2 enters the road RD so as not to block the course of the own vehicle C1.

When the turn signal WN is not blinking, the other vehicle C2 either moves forward and crosses the road RD, or joins the traveling lane RD1 of the own vehicle C1. (See FIGS. 7 and 9)
In these cases, the other vehicle C2 enters the road RD so as to block the course of the own vehicle C1.
However, in either case, there is no particular problem because the passage of the own vehicle C1 is prioritized.

If the other vehicle C2 forgets to put out the turn signal WN, it is determined that the vehicle is more dangerous than the actual one, and the own vehicle C1 takes a safer response, so that there is no problem.
That is, in reality, even when the other vehicle C2 enters without blocking the course of the own vehicle C1, it is determined that the turn signal WN does not blink and the course is blocked. Therefore, the determination means U gives an instruction to stop even though it is not necessary to stop.
Further, it is possible to adopt various methods other than the turn signal WN, such as taking a method of receiving and determining the course after the approach of another vehicle C2 by vehicle-to-vehicle communication.

Next, the determination means U performs control separately for the following cases [1] to [6] based on the determination results of the above-mentioned three items (1) to (3).

[1. When another vehicle C2 is approaching from outside the road RD on the driving lane side and the degree of approach is small] (see Fig. 4)
First, when the other vehicle C2 enters from outside the road RD on the driving lane side, the turn signal WN blocks the course of the own vehicle C1 regardless of the course after the other vehicle C2 enters the road RD. The operation is not considered.
Further, the case where the degree of approach from outside the road RD on the traveling lane side is small indicates the case where the approach interval D1 on the own vehicle side is equal to or larger than the vehicle width dimension of the own vehicle C1.
In this case, it is determined that caution is required, and an instruction is given to detour the other vehicle C2 in the traveling lane RD1 while decelerating.

This is because if the own vehicle C1 goes straight on the traveling lane RD1 as it is, it may collide with another vehicle C2.
The traveling road RD may be a multi-lane road (not shown), and there may be a lane between the outside of the road RD on the traveling lane side and the traveling lane RD1. In this case, since it is considered that the other vehicle C2 does not enter the traveling lane RD1, it may be determined that caution is not required and the vehicle may pass as it is without giving any particular instruction to the own vehicle C1.

[2. When another vehicle C2 is approaching from outside the road RD on the driving lane side and the degree of approach is large] (see Fig. 5)
Similar to [1], when the other vehicle C2 enters from outside the road RD on the driving lane side, the course of the own vehicle C1 is blocked regardless of the course after the other vehicle C2 enters the road RD. Therefore, the operation of the turn signal WN is not considered.
Further, the case where the degree of approach from outside the road RD on the traveling lane side is large indicates the case where the approach interval D1 on the own vehicle side is less than the vehicle width dimension of the own vehicle C1.

In this case, it is determined that the vehicle needs to be stopped, and an instruction is given to stop in front of the other vehicle C2.
This is because if the own vehicle C1 travels on the traveling lane RD1 as it is, it cannot bypass the other vehicle C2 in the traveling lane RD1 and collides with the vehicle.
If the safety of the surroundings can be confirmed for the change of lane of the own vehicle C1 after it is determined that the vehicle needs to be stopped, even if an instruction is given to detour while protruding from the traveling lane RD1 to the oncoming lane side. good.

[3. When another vehicle C2 is approaching from outside the road RD on the oncoming lane, the degree of approach is small, and the blinking of the turn signal WN can be confirmed] (see FIG. 6).
The case where the degree of approach from outside the road RD on the oncoming lane side is small indicates the case where the oncoming side approach interval D2 is equal to or larger than the set predetermined dimension (not shown).
If the blinking of the turn signal WN can be confirmed, another vehicle C2 is about to enter the oncoming lane RD2.
In this case, it is determined that caution is not required, and the vehicle passes through as it is without giving any particular instruction to the own vehicle C1.
This is because when another vehicle C2 having a small degree of approach enters the oncoming lane, it is considered that the course of the own vehicle C1 is not blocked (it does not protrude into the traveling lane RD1).

[4. When another vehicle C2 is approaching from outside the road RD on the oncoming lane side, but the degree of approach is small and the blinking of the turn signal WN cannot be confirmed] (see FIG. 7).
Similar to [3], the case where the degree of approach from outside the road RD on the oncoming lane side is small indicates the case where the oncoming side approach interval D2 is equal to or larger than the set predetermined dimension (not shown).
If the blinking of the turn signal WN cannot be confirmed, the other vehicle C2 either moves forward and crosses the road RD, or joins the traveling lane RD1 of the own vehicle C1.
In this case, it is determined that caution is required, and the vehicle is decelerated and passed.
This is because the passage of the own vehicle C1 is prioritized over the approach of the other vehicle C2, but it is conceivable that the other vehicle C2 will enter regardless of this. Therefore, when another vehicle C2 enters, it is passed while decelerating so that it can be stopped suddenly.

[5. When another vehicle C2 is approaching from outside the road RD on the oncoming lane, the degree of approach is large, and the blinking of the turn signal WN can be confirmed] (see FIG. 8).
The case where the degree of approach from outside the road RD on the oncoming lane side is large indicates the case where the oncoming side approach interval D2 is less than the set predetermined dimension (not shown).
Similar to [3], when the blinking of the turn signal WN can be confirmed, another vehicle C2 is about to enter the oncoming lane RD2.
In this case, it is determined that caution is required, and while decelerating, the other vehicle C2 is detoured and passed as necessary.
This is because it is considered that when another vehicle C2 having a large degree of approach enters the oncoming lane, the course of the own vehicle C1 may be blocked (extruded into the traveling lane RD1).

[6. When another vehicle C2 is approaching from outside the road RD on the oncoming lane, but the degree of approach is large and the blinking of the turn signal WN cannot be confirmed] (see FIG. 9).
Similar to [5], the case where the degree of approach from outside the road RD on the oncoming lane side is large indicates the case where the oncoming side approach interval D2 is less than the set predetermined dimension (not shown).
Further, as in [4], when the blinking of the turn signal WN cannot be confirmed, the other vehicle C2 either moves forward and crosses the road RD or joins the traveling lane RD1 of the own vehicle C1. be.
In this case, it is determined that the vehicle needs to be stopped, and an instruction is given to stop in front of the other vehicle C2.
This is because if the own vehicle C1 travels on the traveling lane RD1 as it is, it is considered that the own vehicle C1 collides with another vehicle C2 in the traveling lane RD1.
If the safety of the surroundings can be confirmed against the change of lane of the own vehicle C1 after it is determined that the vehicle needs to be stopped, the vehicle may protrude from the driving lane RD1 to the lane (not shown) adjacent to the passenger seat side. , You may instruct to detour.

<4. Flowchart> (see Fig. 10)
In the determination means U, each of the above-mentioned determinations and controls is carried out according to the flowchart FL. Apart from this flowchart FL, a main flow (not shown) is repeatedly executed at a predetermined predetermined cycle. Then, when the presence of another traveling vehicle C2 is detected in the vicinity of the own vehicle C1 in the main flow, this flowchart FL is executed.

First, in step S11, it is first confirmed that the other vehicle C2 is about to enter from outside the road RD in the traveling direction of the road RD on which the own vehicle C1 travels.
Next, in step S12, it is determined from which road shoulder side of the road RD the other vehicle C2 is trying to enter, based on the information of the other vehicle traveling information acquisition means SC2.
If the other vehicle C2 is about to enter from outside the road RD on the traveling lane side, the process proceeds to step S13, and if the other vehicle C2 is trying to enter from outside the road RD on the oncoming lane side, the process proceeds to step S21.

In step S13, it is determined whether or not the other vehicle C2 protrudes into the road RD.
If the other vehicle C2 does not protrude into the road RD, it is determined that there is no possibility of a collision, and the process returns to step S11 to prepare for the protrusion of the other vehicle C2.
If the other vehicle C2 protrudes into the road RD, it is determined that there is a possibility of a collision, and the process proceeds to step S14.

In step S14, the degree of approach of the other vehicle C2 (the degree of protrusion into the road RD) is determined.
If the approach degree of the other vehicle C2 is small (less than the approach degree on the own vehicle side), it is determined that caution is required, and the process proceeds to step S15.
If the approach degree of the other vehicle C2 is large (more than the approach degree on the own vehicle side), it is determined that the vehicle needs to stop, and the process proceeds to step S16.

In step S15, the own vehicle C1 is instructed to detour the other vehicle C2 in the traveling lane RD1 while decelerating, and the control is terminated.
In step S16, the own vehicle C1 is instructed to stop in front of the other vehicle C2, and the control is terminated.

In step S21, it is determined whether or not the other vehicle C2 protrudes into the road RD.
If the other vehicle C2 does not protrude into the road RD, it is determined that there is no possibility of a collision, and the process returns to step S11 to prepare for the protrusion of the other vehicle C2.
If the other vehicle C2 protrudes into the road RD, it is determined that there is a possibility of a collision, and the process proceeds to step S22.

In step S22, the degree of approach of the other vehicle C2 (the degree of protrusion into the road RD) is determined.
If the approach degree of the other vehicle C2 is small (less than the approach degree on the opposite side), the process proceeds to step S23.
If the approach degree of the other vehicle C2 is large (more than the approach degree on the opposite side), the process proceeds to step S31.

In step S23, it is determined whether or not the turn signal WN arranged on the other vehicle C2 is blinking in a form that can be visually confirmed from the own vehicle C1.
If the turn signal WN is blinking, it is determined that caution is not required, and the process proceeds to step S24.
If the turn signal WN is not blinking, it is determined that caution is required, and the process proceeds to step S25.

In step S24, the own vehicle C1 is passed through as it is without giving any particular instruction, and the control is terminated.
In step S25, the own vehicle C1 is instructed to decelerate and pass, and the control is terminated.

In step S31, it is determined whether or not the turn signal WN arranged on the other vehicle C2 is blinking in a form that can be visually confirmed from the own vehicle C1.
If the turn signal WN is blinking, it is determined that caution is required, and the process proceeds to step S32.
If the turn signal WN is not blinking, it is determined that the turn signal needs to be stopped, and the process proceeds to step S33.

In step S32, the own vehicle C1 is instructed to pass while detouring and detouring the other vehicle C2 as necessary, and the control is terminated.
In step S33, the own vehicle C1 is instructed to stop in front of the other vehicle C2, and the control is terminated.

Next, the operation and effect of the vehicle operation support device 1 according to the present embodiment will be described.
In the present embodiment, when another vehicle C2 trying to enter from outside the road RD exists in the traveling direction of the road RD on which the own vehicle C1 travels, it is determined that the own vehicle C1 and the other vehicle C2 may collide with each other. is doing.
Further, the possibility of collision is based on the degree of entry of the other vehicle C2 into the road RD and the operating state of the turn signal WN arranged on the other vehicle C2 in a form that can be confirmed (visible) from the own vehicle C1. Is judged.
Then, based on the determination result, the determination means U adjusts the speed of the own vehicle C1.
By determining and dealing with it in this way, the possibility of collision with another vehicle C2 can be reduced.

In the present embodiment, the determination means U needs to be careful when the degree of approach when another vehicle C2 enters from outside the road RD on the driving lane side of the own vehicle C1 is small (when the degree of approach is less than the degree of approach on the own vehicle side). It is judged that.
Further, the determination means U determines that the vehicle needs to be stopped when the degree of approach when another vehicle C2 enters from outside the road RD on the driving lane side of the own vehicle C1 is large (when the degree of approach is greater than or equal to the degree of approach on the own vehicle side). ing.
This makes it possible to reduce the possibility of collision between the own vehicle C1 and the other vehicle C2 when the other vehicle C2 enters from outside the road RD on the traveling lane side of the own vehicle C1.

In the present embodiment, the determination means U has a small approach degree (less than the opposite side approach degree) when another vehicle C2 enters from outside the road RD on the oncoming lane side, and the turn signal WN is blinking. It is judged that caution is unnecessary.
Further, the determination means U needs to be careful when the degree of approach when another vehicle C2 enters from outside the road RD on the oncoming lane side is small (less than the degree of approach on the opposite side) and the turn signal WN is turned off. Judging.
This makes it possible to reduce the possibility of collision between the own vehicle C1 and the other vehicle C2 when the approach amount is relatively small when the other vehicle C2 enters from outside the road RD on the oncoming lane side.

In the present embodiment, the determination means U has a large degree of approach when another vehicle C2 enters from outside the road RD on the oncoming lane side (more than the degree of approach on the opposite side), and the turn signal WN is blinking. It is judged that caution is required.
Further, the determination means U requires a stop when the degree of approach when another vehicle C2 enters from outside the road RD on the oncoming lane side is large (more than the degree of approach on the opposite side) and the turn signal WN is turned off. Judging.
This makes it possible to reduce the possibility of collision between the own vehicle C1 and the other vehicle C2 when the approach amount is relatively large when the other vehicle C2 enters from outside the road RD on the oncoming lane side.

In the present embodiment, when it is determined that caution is not required, the determination means U does not give an instruction to the own vehicle C1 and allows the determination means U to pass through as it is.
Further, when it is determined that caution is required, the determination means U decelerates the own vehicle C1 and passes the other vehicle C2 while detouring as necessary.
Further, when the determination means U determines that the stop is required, the own vehicle C1 is stopped and the passage of the other vehicle C2 is prioritized.
As a result, the possibility of collision between the own vehicle C1 and the other vehicle C2 can be reduced without obstructing or obstructing the flow of the vehicle on the road.

1 Vehicle operation support device C1 Own vehicle C2 Other vehicle SC1 Own vehicle driving information acquisition means SC2 Other vehicle driving information acquisition means U Judgment means RD Road WN Turn signal

Claims (4)

A vehicle driving information acquisition means for acquiring the driving state of the vehicle and
Another vehicle traveling information acquisition means for acquiring the traveling state of another vehicle traveling around the own vehicle, and
A determination means for determining whether or not the own vehicle collides with the other vehicle, and a determination means.
Equipped with
The determination means is
The degree of approach when the other vehicle enters from outside the road on the driving lane side of the own vehicle is
If it is less than the approach level on the own vehicle side, it is judged that the possibility of collision is necessary and caution is required.
If the approach level is higher than that of the vehicle, it is judged that the possibility of collision is required to stop.
A vehicle operation support device characterized in that the speed of the own vehicle is adjusted based on these determination results. A vehicle driving information acquisition means for acquiring the driving state of the vehicle and
Another vehicle traveling information acquisition means for acquiring the traveling state of another vehicle traveling around the own vehicle, and
A determination means for determining whether or not the own vehicle collides with the other vehicle, and a determination means.
Equipped with
The determination means is
The degree of approach when the other vehicle enters from outside the road on the oncoming lane is less than the degree of approach on the oncoming side.
And if the turn signal is blinking, it is judged that the possibility of collision is unnecessary and caution is not required.
The degree of approach when the other vehicle enters from outside the road on the oncoming lane is less than the degree of approach on the oncoming side.
Further, when the turn signal is turned off, the vehicle operation support device is characterized in that it determines that the possibility of collision is required. A vehicle driving information acquisition means for acquiring the driving state of the vehicle and
Another vehicle traveling information acquisition means for acquiring the traveling state of another vehicle traveling around the own vehicle, and
A determination means for determining whether or not the own vehicle collides with the other vehicle, and a determination means.
Equipped with
The determination means is
The degree of approach when the other vehicle enters from outside the road on the oncoming lane is greater than or equal to the degree of approach on the opposite side.
And if the turn signal is blinking, it is judged that the possibility of collision is necessary and caution is required.
The degree of approach when the other vehicle enters from outside the road on the oncoming lane is equal to or higher than the degree of approach on the oncoming side.
Further, when the turn signal is turned off, the vehicle operation support device is characterized in that it determines that the possibility of collision is required to be stopped. A vehicle driving information acquisition means for acquiring the driving state of the vehicle and
Another vehicle traveling information acquisition means for acquiring the traveling state of another vehicle traveling around the own vehicle, and
A determination means for determining whether or not the own vehicle collides with the other vehicle, and a determination means.
Equipped with
The determination means is
If it is determined that caution is not required for the possibility of a collision , the vehicle is passed through as it is without giving instructions to the own vehicle.
If it is determined that the possibility of a collision requires caution, the vehicle is slowed down and passed.
A vehicle operation support device characterized in that when it is determined that the possibility of collision is necessary to stop, the own vehicle is stopped and the passage of the other vehicle is prioritized.

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