JP2007296978A - Merging drive support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive support device that can facilitate a vehicle's merging into a main road, relieve a driver who feels poor at merging of that feeling, and improve a driver's driving skill in merging. <P>SOLUTION: The present invention is a merging support device that supports merging by a driver who merges into a main road from a merging lane, and has a drive support ECU 10 that executes drive support processing for merging based on the driver's driving acts performed in each of a plurality of stages included in the merging lane and target driving acts prescribed for each of the plurality of stages. The invention can give the drive support that reflects the driver's actual driving acts. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a merging driving support device that supports driving of a vehicle when merging into a main road such as an expressway.

In scenes that join main roads such as highways, it is necessary to accelerate sufficiently in the accelerating lane and confirm that there is a safe inter-vehicle distance and relative speed for vehicles on the main road, and then enter the main road. Many drivers feel that this combined driving is not good. Various techniques for solving this problem have been proposed. For example, Patent Document 1 detects the relative position and the relative speed between the host vehicle and another vehicle at the junction using map information of a navigation system, and the like. Discloses a technique for calculating the optimum merging position and merging speed from the vehicle, instructing the driver, and smoothing the merging without disturbing the traveling of other vehicles at the merging portion. In addition to this, various techniques for assisting driving in a merging scene have been proposed (see Patent Documents 2 to 4).
JP-A-8-263793 JP 11-339186 A Japanese Patent Laid-Open No. 11-53685 Patent 3305321

By the way, the technology as described above teaches the driver of the optimal merging point and merging timing based on the vehicle state such as the position, speed, acceleration, etc. of the own vehicle and other vehicles, or automatically controls the vehicle. It is a technology that supports driving, and is not a technology that supports combined driving in consideration of the individual driver's weak feelings about combined driving and driving skills.
For this reason, according to the above-described technology, it is possible to smooth the merging operation, but it improves the consciousness of the driver who is not good at the merging operation or improves the merging driving technology of the driver. The driver who presents the merging point and the merging timing uniformly from the traveling state of the vehicle, etc., may feel burdensome on the contrary.

  The present invention has been made in view of the above circumstances, and its purpose is to smooth the merging of the vehicle to the main line and to improve the driver's weakness awareness that the merging operation is not good. An object of the present invention is to provide a driving support device capable of improving the driver's merging driving technique.

A merging driving support device according to the present invention is a merging driving assist device that assists a driver's merging operation for merging vehicles from a merging lane to a main line, and is performed in each of a plurality of sections included in the merging lane. And a driving support means for executing a driving support process for merging based on the driving behavior of the person and the target driving behavior defined for each of the plurality of sections.
According to this configuration, since the driving support processing for merging is executed based on the actual driving behavior of the driver and the target driving behavior defined for each of the plurality of sections, the actual driving behavior of the driver is reflected. Driving assistance.

In the above configuration, the driving support means can adopt a configuration that executes a driving support process for dealing with a driving behavior that is insufficient or excessive with respect to the target driving behavior defined for each of a plurality of sections.
According to this configuration, when the actual driving behavior of the driver does not satisfy the target driving behavior defined in each of the plurality of sections, the driving assistance for dealing with the deficient driving behavior or the extra driving behavior is executed. Therefore, the driving assistance reflects the actual driving behavior of the driver. In other words, people who feel that they are not good at merging driving may not take appropriate driving actions at appropriate timing in the merging lane, such as taking extra main line confirmation actions before the vehicle is sufficiently accelerated in the acceleration lane. It is cited as the main factor. From this, it is determined whether there are any deficient driving actions or extra driving actions for the actual driving action of the driver in each section, and by dealing with it, various actions required in the merging lane can be performed at an appropriate timing. It is possible to direct the driver to take. As a result, it is possible to improve the driver's weakness awareness that he / she is not good at merge driving and improve the driver's merge driving technology. In addition, it is possible to learn appropriate merging driving by teaching the driver of insufficient or extra driving behavior.

In the above configuration, when the frequency of the driver's main line confirmation action exceeds a specified value during acceleration driving on the first half side of the merging lane, the driving support means suppresses the main line confirmation action and promotes acceleration driving. The configuration to be executed can be adopted.
According to this configuration, the driver can be directed to separately execute the acceleration action and the main line confirmation action on the first half side of the merge lane.

In the above configuration, when the driver's main line confirmation behavior is insufficient on the second half side of the merging lane, the driving support means can adopt a configuration that executes a driving support process for prompting the main line confirmation behavior.
According to this configuration, by urging the main line confirmation action in the second half of the merge lane, the driver can learn the merge operation in the second half of the merge lane while ensuring safety.

The said structure WHEREIN: The structure which further has a presentation means to perform the presentation process for showing a driving action required in each area to a driver | operator, whenever a vehicle approachs each of these several areas is employable.
According to this configuration, it is possible to cause the driver to directly recognize the target driving behavior and to learn appropriate merge driving by presenting the driver with necessary behavior in each section.

In the above configuration, the plurality of sections may adopt a configuration defined based on at least one of the shape of a merge lane, a structure around the merge lane, a traffic sign, and a road marking line.
According to this configuration, since the plurality of sections in which the target driving behavior is defined are defined based on structures, traffic signs, road lane markings, etc. that are easy for the driver to visually recognize,
The driver can easily recognize which section the vehicle is traveling.

  ADVANTAGE OF THE INVENTION According to this invention, while joining the main line of a vehicle is smoothed, it becomes possible to improve the driver | operator's weak consciousness that a driving operation feels weak and to improve a driver | operator's merging driving technique.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Embodiments of the invention will be described below with reference to the accompanying drawings.
FIG. 1 is a functional block diagram showing a configuration of a merging operation support system according to an embodiment of the present invention.
This merging driving support system includes a driving support ECU (Electric Control Unit) 10 as a merging driving support device, an environment information recognition ECU 50, a vehicle information recognition ECU 60, a driver information recognition ECU 70, a display 80, a speaker 90, and the like. Each of the ECUs 10, 50, 70, and the like is configured by hardware including a processor, a memory, and the like (not shown) and necessary software.

The environmental information recognition ECU 50 acquires environmental information outside the host vehicle based on various information from the rear vehicle speed / distance recognition sensor 51, the traffic information acquisition communication device 52, the navigation system 53, the front camera 54, and the like. The acquired various environmental information is sent to the driving support ECU 10.
The rear vehicle speed / distance recognition sensor 51 detects the distance between the host vehicle and the rear vehicle and the vehicle speed of the rear vehicle using, for example, a laser range sensor.
The traffic information acquisition communication device 52 includes, for example, traffic light information, required time, accident / damaged vehicle and construction regulation information, required time between interchanges and surrounding general roads by optical beacons, radio beacons, FM multiplex broadcasting, etc. Traffic congestion information and branch guidance, speed regulation, lane regulation, chain regulation information, full / empty car information in service area / parking area, etc.
For example, the navigation system 53 receives radio waves transmitted from an artificial satellite, displays the position of the host vehicle on a digital map on the screen of the display 80, and guides the driver to the destination. The environment information recognition ECU 50 recognizes the position of the host vehicle from the navigation system 53, and from the map data of the navigation system 53, the shape of the merging lane, the structure around the merging lane (guardrail, soundproof wall, traffic sign, delineator, etc. ), Recognize road lane markings (white lines, zebra zones, etc.).
The front camera 54 images the state in front of the host vehicle.

The driver information recognition ECU 70 recognizes a change in the driver's line of sight and face direction based on the detection signal from the face direction / line of sight recognition sensor 71 and sends it to the driving support ECU 10.
The face direction / line-of-sight recognition sensor 71 includes, for example, a camera that captures the driver, an image processing device that detects a change in the driver's face direction or line of sight by performing image processing on an image captured by the camera. ing.

  The vehicle information recognition ECU 60 includes a steering angle sensor 61 that detects the steering angle of the front wheels, a throttle opening sensor 62 that detects the opening of the throttle valve (the amount of operation of the accelerator pedal), a vehicle speed sensor 63 that detects the speed of the vehicle, and a blinker. Based on detection signals from various sensors such as the winker operation sensor 64 that detects the operation status, current vehicle information is recognized and sent to the driving support ECU 10.

The display 80 displays map information of the navigation system 53, position information of the host vehicle, various support information from the driving support ECU 10, and the like, and presents them to the driver.
The speaker 90 outputs various information from the driving support ECU 10, the navigation system 53, and the like as audio.

As shown in FIG. 2, the driving assistance ECU 10 basically presents a driver with a stage detection function FN1 in a merging operation, which will be described later, and a driving means required for each stage detected by the stage detection function FN1. As a presentation function FN2, a determination function FN3 for determining whether the driving action of the driver in the merging driving satisfies the target driving action, a driving support function FN3 for executing driving support to cope with a deficient or extra action, etc. Have. These functions FN1 to FN4 are realized based on various information obtained from the environment information recognition ECU 50, the vehicle information recognition ECU 60, the driver information recognition ECU 70, and the like.
Further, the driving assistance ECU 10 acquires the driving action actually taken by the driver in the merged driving from the vehicle information recognition ECU 60, the driver information recognition ECU 70, and the like. Specifically, the driving support ECU 10 acquires the current host vehicle information from the vehicle information recognition ECU 60, acquires the driver information from the driver information recognition ECU 70, and is traveling from the driver information and the host vehicle information. Recognize the driving behavior of the driver. For example, it is recognized from the information on the driver's face / line-of-sight direction obtained from the driver information recognition ECU 70 that the driver is taking a main line confirmation action or a backward confirmation action. Further, not only the vehicle speed but also driving behavior such as acceleration operation of the driving vehicle, steering wheel operation, winker operation, etc. are recognized from the own vehicle information.
Further, the driving assistance ECU 10 acquires environmental information outside the vehicle from the environmental information recognition ECU 50, and recognizes external environmental information such as the current position of the own vehicle and road structures existing around the own vehicle from this environmental information. .

Here, an example of a road to which the merging operation support system of the present embodiment is applied will be described with reference to FIG. 3. As shown in FIG. 3, a merging lane ML for merging with a main line MR such as an expressway is In general, for example, it includes a speed limit lane BL on the front side of the sign SGN indicating the end of speed limit of 40 km / h and an acceleration lane AL for acceleration connected to the main line MR. In this merging lane ML, a guard rail GR and a zebra zone ZZ indicating a safety zone are generally provided.
In order for the driver to pass the gate GT and join the main line, the driver performs a plurality of operations such as forward confirmation, acceleration, main line confirmation, approach operation, etc. in a predetermined section and a limited time. Must be completed in

Next, the stage detection function FN1 of the driving assistance ECU 10 will be described with reference to FIGS.
As will be described later, the driving support ECU 10 performs the driving action presentation and driving support required for each of a plurality of stages (a plurality of sections) included in the merging lane ML. As shown in FIG. 8, the first stage ST1 to the fifth stage ST5 are respectively defined.

First, the detection method of the first stage ST1 will be described. As shown in FIG. 4, for example, the position information of the sign SGN indicating the end of the speed limit of 40 km / h is used as the image of the captured image of the navigation system 53 or the front camera 54. Obtain from the processing result. Then, for example, a point 50 m before the sign SGN is calculated backward from the information from the navigation system 53 or the image processing result, and the point is defined as a merging start point (first stage start point) P1. For example, when the sign SGN cannot be recognized unless it is 30 m before the sign SGN due to restrictions on image processing capability, the point 30 m before the sign SGN is set as the merge start point P1.
Further, the end of the guard rail GR installed on the right side in the direction of travel in the merging lane ML (a point where the guard rail GR is interrupted) is detected from the image processing result of the captured image of the navigation system 53 or the front camera 54, and this point is detected. A junction reference point (first stage end point) P2. Note that the merging reference point P2 is not limited to this, and other methods include, for example, a point 50m behind the sign SGN, a point where the zebra zone ZZ starts, a point where the acceleration lane AL and the main line MR begin to be arranged in parallel, etc. Can also be used as the merging reference point P2.

Next, the detection method of the second stage ST2 will be described. As shown in FIG. 5, the start point of the second stage ST2 is the merging reference point P2 of the first stage ST1, and the end point of the second stage ST2 is This is the midpoint of the acceleration lane AL. In this method of detecting the midpoint of the acceleration lane AL, the acceleration lane end P4 of the acceleration lane AL is detected from the image processing result of the captured image of the navigation system 53 or the front camera 54, and then the acceleration lane from the merging reference point P2. The distance to the end P4 is calculated, and the half of the distance is set as the acceleration lane middle point (end point of the second stage ST2) P3.
As another method, an image of the front right side of the host vehicle is acquired from the front camera 54, the end point of the zebra zone ZZ is detected by the image processing, and this is detected as an acceleration lane midpoint (end of the second stage ST2). Point) P3, or a point 50 m behind the merging reference point P2 may be the acceleration lane midpoint (end point of the second stage ST2) P3.

Next, the detection method of the third stage ST3 will be described. As shown in FIG. 6, first, the current position of the host vehicle is detected by the navigation system 53, and the end point of the second stage is determined from the vehicle speed and acceleration of the host vehicle. The time Tc (second) to reach the acceleration lane intermediate point P3 is calculated (predicted). Then, an acceleration lane middle start point P5, which is the predicted position of the host vehicle after Tc-α seconds of the host vehicle, is set as the start point of the third stage ST3. Note that α second is a time given on the basis of the time required for main line confirmation, for example, 2 seconds.
Further, the current position of the host vehicle is detected by the navigation system 53, and the acceleration lane middle starting point P5, which is the predicted position of the host vehicle after Tc + α seconds, is set as the end point of the third stage ST3.
It should be noted that the daily driver's main line confirmation behavior (behavior in which a side mirror or visual confirmation is performed on a rear side vehicle traveling on the main line MR) is measured by measuring a change in the driver's gaze direction. It is also possible to statistically determine α based on the measurement result.

  Next, the detection method of the fourth stage ST4 will be described. As shown in FIG. 7, the start point of the fourth stage ST4 is the acceleration lane intermediate point P3, and the end point of the fourth stage ST4 is the acceleration described above. This is the lane end P6, and the detection method is the same as in the second stage ST2.

Next, the detection method of the fifth stage ST5 will be described. As shown in FIG. 8, the start point of the fifth stage ST5 is, for example, a point where the host vehicle crosses the white line that divides the main line MR and the acceleration lane AL. A certain entry start point P7 is detected, and this entry start point P7 is detected from the image processing result of the captured image of the front camera 54.
The end point of the fifth stage ST5 is, for example, a merging end point P8 that is a point 100 m ahead of the accelerating lane end P6, and this merging end point P8 can be detected by the navigation system 53.

Next, the necessary driving behavior for each stage presented by the presentation function FN2 of the driving assistance ECU 10 will be described with reference to FIGS.
For example, as shown in FIG. 9, the driving behavior (work content) of the driver necessary for the merging driving can be broken down into a plurality of driving behaviors. Specifically, an acceleration start action for starting the acceleration of the vehicle, a target vehicle speed arrival action for reaching the target vehicle speed, a main line confirmation action for checking the state of the main line MR, an acceleration / deceleration adjustment action for adjusting the vehicle speed, and the main line for the vehicle The main line entry action for entering the MR, the backward confirmation action necessary for entering the main line MR, the acceleration adjusting action necessary for entering the main line MR, and the like.
The amount of work of each driving action or the degree that the driver feels a burden is different for each driving action.
For this reason, as shown in FIG. 9, the amount of work of each driving action is digitized based on the importance, the average assumed value of the driving burden, and the like.

  Next, the plurality of driving actions shown in FIG. 9 are assigned to the first stage ST1 to the fifth stage ST5 described above. At this time, the total amount of work for each stage is assigned to be a predetermined value, for example, 150 or less. Specifically, as shown in FIG. 10, the acceleration start behavior is in the first stage ST1, the target vehicle speed reaching behavior is in the second stage ST2, the main line confirmation behavior and acceleration / deceleration adjustment is in the third stage ST3, and the main line is in the fourth stage ST4. A backward confirmation action and an acceleration adjustment action are assigned to the approach action and the fifth stage ST5.

  When the necessary driving behavior is assigned to each stage in this way, the amount of driving behavior to be taken by the driver is, for example, as shown in FIG. 11, from the first stage ST1 (confluence start point) to the fifth stage ST5. Averaged through (the merging endpoint). That is, the boundary value Th shown in FIG. 11 is a boundary value for the amount of work that the driver feels uncomfortable or feels a burden. In order to reduce the driver's weakness and burden, the instantaneous work amount is The driving behavior is assigned to each stage so as not to exceed the boundary value Th.

Here, the driving action taken by a driver who is not good at merging is insufficient driving action at an appropriate timing (for example, the acceleration start action is delayed, the main line is too early without fully using the acceleration lane) For example, as shown in FIG. 12, the instantaneous work amount is a boundary because there are many cases of taking extra driving action (such as unnecessarily main line confirmation action during acceleration action). The fact that the value Th is greatly exceeded is a major cause of poor awareness. Further, when the total work amount α in the case shown in FIG. 11 is compared with the total work amount β in the case shown in FIG. 12, the total work amount α of the work assigned after averaging is larger than the total work amount β. There is nothing.
Therefore, the presentation function FN2 presents to the driver the driving behavior in which the workload is averaged for each stage, thereby reducing the burden of driving behavior to be performed by the driver and reducing the total workload. It is an object.

Next, the presentation function FN2 of the driving support ECU 10 for each stage will be described more specifically.
First, when entering the first stage ST1 shown in FIG. 4, the driving assistance ECU 10 advises that preparation for acceleration is necessary. The advice is executed using the display 80, the speaker 90, and the like. Next, when a point with a sign SGN indicating the end of speed limit of 40 km / h is detected, the start of acceleration is advised at that point. In addition, in order to make the driver recognize what section the first stage ST1 is, for example, an announcement such as “40 km / h regulation release exceeded” was announced, and the driver Auxiliary information for learning what section the first stage ST1 is is provided. Thereby, acceleration is started from the early stage to the merge lane ML, and it is possible to direct the vehicle to reach the target vehicle speed with a moderate acceleration. In addition, it is not only for drivers who are not good at confluence driving, but also for drivers who are driving casually and forgetting acceleration behavior.

  When entering the second stage ST2 shown in FIG. 5, for example, the driving assistance ECU 10 advises to concentrate on acceleration for reaching the target vehicle speed. In particular, in this second stage ST2, since there are many drivers who perform the main line confirmation action at the same time, depending on the case, the main line confirmation can present advice to be performed in the next third stage ST3.

  When the driving assistance ECU 10 enters the third stage ST3 shown in FIG. 6, for example, the driving assistance ECU 10 advises the start of execution of the confirmation of the rearview mirror and the side mirror and the confirmation of the blind spot. If necessary, advice on acceleration / deceleration adjustment at this stage is presented according to the positional relationship with the vehicle traveling on the main line MR of the approach destination.

  When the driving support ECU 10 enters the fourth stage ST4 shown in FIG. 7, for example, the driving assistance ECU 10 makes full use of the section from the acceleration lane intermediate point P3 to the acceleration lane end P6 and enters the main line MR with time and speed. Advise to get started.

  When entering the fifth stage ST5 shown in FIG. 8, the driving assistance ECU 10 confirms the approach of the rear vehicle after entering the main line MR, and accelerates as necessary so that troublesome driving and rear-end collision do not occur. Advise you to do.

Next, the determination function FN3 and the driving support function FN4 for each stage of the driving support ECU 10 will be described.
The determination function FN3 in the first stage ST1 will be described. First, the distance from the merging start point P1 to the merging reference point P2 shown in FIG. 4 is La, the average acceleration of the host vehicle between them is Aa, and the acceleration is a constant value σ. Let Pa be the position that exceeds it and Va be the vehicle speed at the merge reference point P2. Further, the acceleration position index H is defined by the following equation (1).

  H = Pa / La (0 <H ≦ 1) (1)

And based on the empirical rule (target driving behavior) that “the skilled driver starts accelerating action before the merging reference point P2,” the lower the average acceleration Aa and the vehicle speed Va, the lower the skill level (the higher the weakness level). ) And the driver's skill level is determined from the average acceleration Aa and the vehicle speed Va. For example, the skill level of the driver can be determined by configuring a fuzzy inference device having a control rule as shown in FIG.
Each value shown in FIG. 13 indicates an output label with respect to the average acceleration Aa and the vehicle speed Va, and these labels are labels where -1 is the lowest skill level and 1 is the highest skill level. .
Also, the higher the acceleration position index H value, the faster the acceleration start timing, and the higher the skill level (skilled driver). Conversely, the lower the acceleration position index H value, the slower the acceleration timing and the skill level. The standard of low (unsatisfactory driver) is set, and the driver's skill level is also judged from the acceleration position index H.

The driving assistance ECU 10 determines whether the actual driving behavior of the driver in the first stage ST1 satisfies the target driving behavior based on the skill level obtained from the fuzzy inference device and the calculated value of the acceleration position index H. If not satisfied, the weak types are classified into, for example, three types as shown in FIG.
Type 1 is a case where the value of the acceleration position index H is relatively low (for example, less than 0.5) and the skill level estimated from the average acceleration Aa and the vehicle speed Va is low (for example, less than 0). It is determined that the acceleration start timing is late and the degree of acceleration is insufficient.
Type 2 is a case where the value of the acceleration position index H is relatively high (for example, 0.5 or more) and the skill level estimated from the average acceleration Aa and the vehicle speed Va is also low (for example, less than 0). Although the acceleration start timing is good, it is determined that the acceleration is insufficient.
Type 3 is a case where the value of the acceleration position index H is relatively low and the skill level estimated from the average acceleration Aa and the vehicle speed Va is medium (eg, 0). Judge that the timing is late.

The driving support function FN4 in the first stage ST1 will be described. When the driving support ECU 10 determines that the actual driving behavior of the driver corresponds to any one of the poor types 1 to 3, the first stage ST1. As the processes in steps ST18 and ST19, processes corresponding to type 1 to type 3 are executed.
In the case of type 1, for example, the driver is notified that the acceleration start is delayed, or an announcement that prompts for acceleration preparation or acceleration start is executed at a location closer to the merging start point P1. Further, if necessary, vehicle control such as delaying the shift-up timing of the transmission is executed, and intervention control for facilitating the driver's acceleration operation is executed.

  In the case of type 2, the driving support ECU 10 executes, for example, an announcement that promotes intentional acceleration in order to increase acceleration. If acceleration is still not observed, vehicle control such as delaying the shift-up timing of the transmission is executed, and intervention control for facilitating the driver's acceleration operation is executed.

  In the case of type 3, for example, the driving support ECU 10 executes an announcement that informs the driver that the acceleration start is delayed, and also makes an announcement that prompts for acceleration preparation and acceleration start at a place closer to the merging start point P1. Execute. If no improvement is observed in the acceleration start timing, the announcement point is moved closer to the merge start point P1.

Next, the determination function FN3 and the driving support function FN4 in the second stage ST2 will be described.
First, the average acceleration in the section from the merging reference point P2 to the acceleration lane intermediate point P3 shown in FIG. 5 is Ab, the vehicle speed at the acceleration lane intermediate point P3 is Vb, and the average from the acceleration lane intermediate point P3 to the acceleration lane end P4 is shown. The acceleration is Ac. The number of times that the driver's line of sight is directed to the rearview mirror is n, and the number of times that the driver's line of sight is directed to the side mirror is m.
And based on the empirical rule (target driving behavior) that “skilled drivers complete sufficient acceleration in the first half of the acceleration lane”, based on the value of (Ab−Ac) and the value of Vb, If the acceleration is higher than the acceleration in the second half ((Ab−Ac)> 0) and the vehicle speed Vb is relatively high, it is determined that the skill level of the driver is high, and vice versa. For example, the skill level of the driver can be determined by configuring a fuzzy inference device having a control rule as shown in FIG.
Each value shown in FIG. 14 indicates an output label for the value of (Ab−Ac) and the value of Vb. Of these labels, −1 is a label with the lowest skill level, and 1 is the most skill level. Is a high label.

  Also, the rule of thumb is that drivers who are not good at merging are overloaded by performing acceleration actions and main line confirmation at the same time in the first half of the acceleration lane AL, and cannot accelerate sufficiently. The number of times the driver ’s line of sight was directed to the rearview mirror and the number of times the side mirror was directed to the side mirror based on the target driving behavior that the main line confirmation behavior should be concentrated in the first half of the lane AL When the sum of (n + m) does not satisfy the following equation (2), it is determined that the target driving action has not been taken. In addition, when the skill level is high (for example, 0 or more) by the determination of the fuzzy inference device shown in FIG. 14, the determination about the main line confirmation behavior can be omitted (if the driver is a skilled driver, the amount of work increases. Is not so burdensome).

  (N + m)> K (K is a natural number defined in advance) (2)

The driving assistance ECU 10 determines whether the actual driving behavior of the driver in the second stage ST2 satisfies the target driving behavior from the skill level obtained from the fuzzy inference device and the value of (n + m). For example, classify into the following weak types 1 and 2.
Type 1 is a case where the main line confirmation action is not performed on the first half side of the acceleration lane AL, but acceleration is insufficient.
Type 2 is a case where the main line confirmation action is performed at a frequency exceeding the specified value K on the first half side of the acceleration lane AL, and acceleration is insufficient.

The driving support function FN4 in the second stage ST2 will be described. When the driving support ECU 10 determines that the actual driving behavior of the driver corresponds to one of the above-mentioned weak types 1, 2, the driving support function FN4 is changed to the types 1, 2. Perform the corresponding process.
In the case of Type 1, in order to increase the acceleration in the section from the merging reference point P2 to the acceleration lane intermediate point P3, for example, an announcement that promotes intentional acceleration is made. If the vehicle is still not accelerated, vehicle control such as delaying the shift-up timing of the transmission is executed, and intervention control that makes it easy for the driver to perform the acceleration operation is executed.

In the case of Type 2, the basic procedure for merge operation is “(1) Acceleration to the middle of the acceleration lane AL, (2) Judgment of the destination in the middle of the acceleration lane AL, (3) Termination of the acceleration lane” For example, computer graphics or the like is used to teach the driver as knowledge in advance that it is sufficient to digest the setup consisting of “entrance in consideration that the road may be used until P4”. In particular, the driver is instructed that acceleration and main line confirmation should be performed separately by emphasizing the setups (1) and (2).
Then, in order to increase the acceleration in the section from the merging reference point P2 to the acceleration lane intermediate point P3, for example, an announcement that promotes intentional acceleration is made. As driving support for accelerating acceleration, for example, the vehicle speed at the start of entry calculated from the length of the acceleration lane AL at the merging start point P1 is announced to the driver, and the entry from the merging reference point P2 to the main line MR is started. Meanwhile, the vehicle speed of the host vehicle is announced every second, for example. Thereby, the driver can accelerate to the target vehicle speed without directing his / her line of sight to the meter display. As another driving assistance, the current vehicle speed and the target vehicle speed can be highlighted on the windshield using a HUD (head-up display).
If the vehicle is still not accelerated, vehicle control such as delaying the shift-up timing of the transmission is executed, and intervention control that makes it easy for the driver to perform the acceleration operation is executed.

Next, the determination function FN3 and the driving support function FN4 in the third stage ST3 will be described.
First, L is the length of the acceleration lane AL, Pi is the entry start position (position in the acceleration lane AL) when the host vehicle starts entering the main line MR, and Vd is the entry start vehicle speed at that time.
And, “Skilled drivers use the acceleration lane AL sufficiently at high speeds and merge near its end, whereas drivers who are not good at merging interact at low speeds in the first half to the middle of the acceleration lane AL. The driver's actual driving behavior is recognized from the approach start position Pi and the approach start vehicle speed Vd based on an empirical rule that “there is often the case,” and the driver's driving behavior satisfies the target driving behavior taken by the skilled driver. Judgment is made.
Specifically, an effective usage index W indicating whether the driver has effectively used the acceleration lane AL is defined by the following equation (3), and a determination is made based on the effective usage index W and the approach start vehicle speed Vd.

  W = Pi / L (3)

  Next, when the effective use index W is high and the approach start vehicle speed Vd is high, a criterion that the skill level is high and vice versa is low, for example, control as shown in FIG. By constructing a fuzzy reasoner with rules, the skill level of the driver can be determined. Each value shown in FIG. 15 indicates an output label for the value of the effective use index W and the value of the approach start vehicle speed Vd. As for these labels, -1 is the label with the lowest skill level, and 1 is the most. It is a label with a high level of skill.

Next, the driving support function FN4 in the third stage ST3 of the driving support ECU 10 will be described. When it is determined that the skill level is low in the third stage ST, for example, (1) ) Acceleration to the middle of the acceleration lane AL, (2) Judgment of approach destination in the middle of the accelerating lane AL, and (3) Entering in consideration that the road may be used to the acceleration lane terminal P4 For example, the driver is taught as knowledge in advance using computer graphics or the like. Emphasis is placed on the setup in (3).
In addition, driving assistance that presents the target approach start position and the target approach vehicle speed in accordance with the characteristics of the driver, such as a driver with a low effective use index W, a driver with a low approach start vehicle speed Vd, and the acceleration lane AL Provide driving assistance that encourages sufficient acceleration in the first half.

Next, the determination function FN3 and the driving support function FN4 in the fourth stage ST4 will be described.
First, let Df be the relative distance to the vehicle behind the main line MR that is the entry destination when the host vehicle starts to enter the main line MR, and Vf be the relative speed.
And, “Some drivers who are not good at merging lack the ability to determine the relative speed and distance with other vehicles, and despite the mirror and blind spot checks, The driver's skill level is determined based on an empirical rule that “the vehicle may enter the main line MR without securing the inter-vehicle distance and the relative speed”.
Specifically, the inter-vehicle distance from the rear vehicle for ensuring safety when entering the main line is defined as Dt, and the inappropriate degree X of the relative distance is defined by the following equation (4).

  X = (Dt−Df) / Dt (when X <0, X = 0) (4)

  Further, the relative speed to be taken with respect to the rear vehicle for ensuring safety when entering the main line is defined as Vt, and the degree of inappropriateness Y of the relative speed is defined by the following equation (5).

  Y = (Vt−Vf) / Vt (when Y <0, Y = 0) (5)

  If both the relative distance inadequate degree X and the relative speed inadequate degree Y are both high, it is determined that the skill level is high, and conversely, the lower the skill level is, the lower the skill level is. Determine if you are satisfied with the action. For example, the skill level of the driver can be determined by configuring a fuzzy inference device having a control rule as shown in FIG. Each value shown in FIG. 16 indicates an output label for the relative distance inappropriate degree X and the relative speed inappropriate degree Y. Of these labels, -1 is the label with the lowest skill level, and 1 is the most. It is a label with a high level of skill.

Next, in a predetermined period (for example, 5 seconds) until the start of entry into the main line MR, it is determined whether or not the driver has even turned his / her face in the direction of the main line MR (whether or not blind spots have been confirmed). Further, it is determined that the main line is sufficiently confirmed by the mirror by determining whether the number of times h when the line of sight is directed to the side mirror or the room mirror is greater than the predetermined number K1.
From these pieces of information, a driver whose skill level is 0 or less as determined by the unsuitability degrees X and Y is classified into, for example, four weak types as shown in FIG.
Type 1 is a case where the blind spot confirmation and the mirror confirmation are sufficient, but the relative distance and the relative speed are insufficient.
Type 2 is a case where blind spot confirmation is insufficient, mirror confirmation is sufficient, and relative distance and relative speed are insufficient.
Type 3 is a case where blind spot confirmation is sufficient, mirror confirmation is insufficient, and relative distance and relative speed are insufficient.
Type 2 is a case where both blind spot confirmation and mirror confirmation are insufficient, and relative distance and relative speed are insufficient.

  Next, the driving support function FN4 in the fourth stage ST4 of the driving support ECU 10 will be described. If it is determined that the skill level is low and the weakness type 1 is determined in the fourth stage ST, the vehicle behind the main line MR as the approach destination Relative distance and relative speed are detected, the safety threshold is set higher than usual, and collision determination is performed. If it is determined that there is a possibility of collision, the driver is notified by an alarm or the like. .

  If it is determined that the person is not good at type 2, the driver can be notified by an announcement or the like so that the blind spot is confirmed at the acceleration lane intermediate point P3. Even if the blind spot confirmation behavior is improved, if the relative distance and the relative speed are insufficient, a warning or the like can be given as in the case of Type 1.

  When it is determined that it is not good at type 3, the driver can be notified by an announcement or the like so as to perform mirror confirmation at the acceleration lane intermediate point P3. Even if the mirror confirmation behavior is improved, if the relative distance and the relative speed are insufficient, a warning or the like can be given as in the case of Type 1.

  If it is determined that the player is not good at type 4, the driver can be notified by an announcement or the like so as to perform blind spot confirmation and mirror confirmation at the acceleration lane intermediate point P3. Even if the blind spot confirmation and mirror confirmation actions are improved, if the relative distance and the relative speed are insufficient, a warning or the like can be given as in the case of Type 1.

Next, the determination function FN3 and the driving support function FN4 in the fifth stage ST5 will be described.
First, let Df be the relative distance from the rear vehicle after entering the main line MR, Vf be the relative speed, A be the acceleration of the host vehicle, and V be the vehicle speed.
In order to judge the driver's skill level from the safety confirmation and nuisance degree to the rear vehicle after entering the main line MR, the driver moves backward with a mirror etc. after entering the main line from the information on the driver's face direction or gaze direction A confirmation flag Fa (Fa = 1 if confirmed, Fa = 0 if not confirmed) is detected as to whether or not the vehicle existence has been confirmed.
Next, from the relative distance Df and the relative speed Vf, a presence flag Fb indicating whether there is a vehicle that may collide behind the host vehicle (Fb = 1 if present, Fb = 0 if not present) ).
Then, when the presence flag Fb is 0, the acceleration of the host vehicle A and the vehicle speed V are bothering the rear vehicle due to the slow vehicle speed of the host vehicle, and acceleration is attempted to improve it. If not, it is determined that the skill level Fc of the driver is low. This determination is possible, for example, by configuring a fuzzy inference device having a control rule as shown in FIG. Each value shown in FIG. 17 indicates the skill level Fc with respect to the speed V and the acceleration A. Fc = 0 indicates the lowest skill level and 1 indicates the highest skill level.

Based on the above results, the driver determined to have a low skill level is classified into the following two types.
Type 1 is a case where the confirmation flag Fa = 0 and Fc ≦ 0.5, and after entering the main line, the backward confirmation is not performed, and therefore, an annoying operation is performed.
Type 2 is a driver who does not accelerate while knowing that the vehicle is approaching rearward with confirmation flag Fa = 1 and Fc ≦ 0.5, and the vehicle speed of the own vehicle is slow, This is a case where there is a high possibility of collision between the two.

  In the case of Type 1, for example, the driving assistance ECU 10 advises that the rear vehicle is confirmed by a mirror after entering the main line. As a result, when the backward confirmation behavior is improved and the risk of collision with the rear vehicle is low, the driving support process is terminated. In the case of Type 2, for example, after entering the main line, the risk of collision is determined from the relative speed and relative distance with the vehicle behind, and if the risk of collision is high, the driver can be notified of this by an alarm or the like. Further, when the risk of collision with the rear vehicle is high due to the vehicle speed of the host vehicle, the driver is informed that the current state is dangerous and the rear vehicle is disturbed.

In the above embodiment, the determination regarding the driving behavior of the driver is performed in each of the stages ST1 to ST5. However, there is a possibility that the determination may be difficult depending on the situation. For this reason, in such a situation, for example, the following method is used to perform filtering so that the driving support process for the driver can be accurately executed.
For example, if the vehicle speed Ve of the host vehicle at the merging end point P8 is detected and the vehicle speed Ve is less than a predetermined value (for example, 60 km / h), the situation of the merging scene is congested and necessary for normal merging operation. It is determined that the driving action is impossible, and the driving action of the driver in the situation is excluded from the determination regarding the driving support process. The same processing is performed when it is known in advance that the main line MR is in a traffic jam situation by communication such as ITS.
Furthermore, if it is known in advance that the main line MR is in a traffic jam situation by ITS communication or the like, it is also possible to execute driving assistance that determines whether or not an interruption to a traffic jam can be interrupted instead of supporting the merge driving It is.

When traveling on the acceleration lane AL and detecting the presence of a traveling vehicle or a parked vehicle within 30m ahead, it is determined that the driving action necessary for normal merging operation was impossible, Such a situation is excluded from the determination related to the driving support process related to the merge operation.
In such a case, instead of assistance related to merging operation, rear-end collision prevention support (PCS) to the preceding vehicle or rear-end collision due to the inevitably large vehicle speed difference between the main vehicle at the merging destination. It is possible to employ a configuration that performs support for preventing the occurrence of the problem.

  When it is detected from the information from the navigation system 53 or the like that the length of the acceleration lane AL is 100 m or less, it is determined that it is actually a difficult scene to obtain sufficient acceleration. The scene is excluded from the driving support process related to the merging operation. Instead, in such a case, there is an increased risk that the rear vehicle will collide after entering the main line. Therefore, instead of assisting the merging operation, the rear vehicle is detected and the rear collision prevention is supported. In addition, when it is known in advance that the length of the acceleration lane AL is short, the driver can be advised to use another parking area or interchange having a sufficiently long acceleration lane AL. It is.

  In the above-described embodiment, the case has been described in which various processes for assisting the merging operation are executed by the driving assistance ECU 10. However, the present invention is not limited to this, and it is also possible to execute using a plurality of ECUs.

  In the above embodiment, the driving support function FN4 can be executed in real time after executing the determination function FN3 in each stage, or only the determination function FN3 is executed in one merging lane and the determination result is stored. The driving support function FN4 may be executed by using the determination result when passing through the one merge lane, or the driving support function FN4 may be used by using the determination result in another merge lane. It is also possible to execute.

  In the above embodiment, the case where five stages (sections) are set from the merging lane to the main line has been described as an example. However, the present invention is not limited to this, and more stages may be set. It is also possible to set only two sections and define acceleration behavior on the first half side and main line confirmation behavior on the second half side.

  In the above embodiment, the case where the driving behavior required for each stage is presented to the driver has been described. However, the present invention is not limited to this, and the presentation function FN2 may be omitted. is there.

It is a functional block diagram which shows the structure of the merging driving assistance system which concerns on one Embodiment of this invention. It is a figure which shows the basic function of driving assistance ECU. It is a figure for demonstrating an example of the road where a merging driving assistance system is applied. It is a figure for demonstrating a 1st stage and its detection method. It is a figure for demonstrating a 2nd stage and its detection method. It is a figure for demonstrating a 3rd stage and its detection method. It is a figure for demonstrating a 4th stage and its detection method. It is a figure for demonstrating a 5th stage and its detection method. It is a figure which illustrates the various driving action of a driver | operator required for merge driving | operation, and its work amount. It is a figure which shows an example of assignment of the driving action to each stage. It is a figure for demonstrating the workload of each stage after assigning a driving action. It is a figure which shows an example of the work amount which generate | occur | produces in the driving | running | working action of the driver who is not good at merge driving. It is a figure which shows the control rule of the fuzzy reasoner which determines the driver | operator's skill level in a 1st stage. It is a figure which shows the control rule of the fuzzy reasoner which determines the driver | operator's skill level in a 2nd stage. It is a figure which shows the control rule of the fuzzy reasoner which determines the driver | operator's skill level in a 3rd stage. It is a figure which shows the control rule of the fuzzy reasoner which determines the driver | operator's skill level in a 4th stage. It is a figure which shows the control rule of the fuzzy reasoner which determines the driver | operator's skill level in a 5th stage. It is a figure showing a plurality of weak types classified in the 1st stage. It is a figure showing a plurality of weak types classified in the 4th stage.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Driving assistance ECU (driving assistance means), 50 ... Environmental information recognition ECU, 51 ... Rear vehicle speed / distance recognition sensor, 52 ... Traffic information acquisition communication device, 52 ... Navigation system, 54 ... Front camera, 60 ... Vehicle information recognition ECU, 61 ... steering angle sensor, 62 ... throttle opening sensor, 63 ... vehicle speed sensor, 64 ... winker operation sensor, 70 ... driver information recognition ECU, 80 ... display, 90 ... speaker

Claims (6)

A merging driving support device for supporting a merging operation of a driver who merges a vehicle from a merging lane to a main line,
Driving assistance for executing driving assistance processing for merging based on the driving behavior of the driver executed in each of the plurality of sections included in the merging lane and the target driving behavior defined for each of the plurality of sections. A merging operation support apparatus characterized by comprising means.   The said driving assistance means performs the driving assistance process for coping with the driving | running | working action of the said driver | operator which is insufficient with respect to the target driving action prescribed | regulated for each of these some area, or an excess. The merge operation support device according to 1.   The driving support means suppresses the main line confirmation action and promotes acceleration driving when the frequency of the driver's main line confirmation action exceeds a predetermined value during acceleration driving on the first half of the acceleration lane of the merging lane. The merge operation support apparatus according to claim 1 or 2, wherein the process is executed.   The driving support means executes a driving support process for prompting the main line confirmation action when the driver's main line confirmation action is insufficient on the second half side of the acceleration lane of the confluence lane. The merge operation support device according to any one of 1 to 3.   5. The display device according to claim 1, further comprising a presentation unit that executes a process for presenting the driver with necessary driving behavior in each section each time the vehicle enters each of the plurality of sections. The merge operation support device according to any one of the above. The plurality of sections are defined based on at least one of a shape of the merging lane, a structure around the merging lane, a traffic sign, and a road marking line. The merging operation support device described in 1.

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