JP2008120133A - Vehicular driving support system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve comfort of an occupant. <P>SOLUTION: An opening, and a brake or the like of a throttle valve are controlled such that an acceleration of a vehicle may not exceed an acceleration decision value. Thereby, excessive inertia force is not applied to an occupant of the vehicle when the vehicle starts to move, so that the comfort of the occupant can be improved. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle driving support system that supports driving by a vehicle driver.

As a vehicle driving support system, for example, in the invention described in Patent Document 1, when the vehicle reaches a deceleration control start position that is a predetermined distance away from a stop position such as a temporary stop line, the speed of the vehicle is limited to a predetermined speed. When the vehicle that has passed the deceleration control start position reaches the stop control start position, the braking control is performed so that the vehicle is surely stopped at the stop position.
JP 2005-63398 A

  By the way, when the acceleration of the vehicle changes, a force (inertial force) corresponding to the acceleration is applied to the vehicle occupant. For this reason, for example, when the acceleration of the vehicle changes suddenly, for example, when the vehicle in a stopped state suddenly starts, an excessive force is applied to the vehicle occupant. Feeling uncomfortable with driving.

  In view of the above points, an object of the present invention is to improve passenger comfort.

  The invention according to claim 1, which is made to achieve the above-described target, is a vehicle driving support system that supports driving by a vehicle driver, wherein the acceleration detecting means detects the acceleration of the vehicle, and the acceleration control means. However, the acceleration detected by the acceleration detecting means is suppressed to less than the first determination value.

  In the invention according to the first aspect, since the acceleration of the vehicle is suppressed to less than the first determination value, it is possible to prevent the acceleration of the vehicle from rapidly changing by appropriately setting the first determination value. Can do. Therefore, since it is possible to prevent an unnecessary force from being applied to the vehicle occupant, the ride comfort of the passenger can be improved.

  By the way, as described in claim 2, the acceleration control means may control the acceleration of the vehicle within a period from when the vehicle starts to when the vehicle reaches a predetermined speed. Accordingly, it is possible to prevent the vehicle from starting suddenly, and thus it is possible to prevent an excessive force from being applied to the vehicle occupant due to the sudden start.

  The invention according to claim 3 further includes a steering angle detecting means for detecting the steering angle of the vehicle, and a steering angle control means for controlling the steering angle detected by the steering angle detecting means to be less than a predetermined angle. It is characterized by.

  In other words, even when the driver suddenly operates the steering wheel (during a sudden steering), there is a possibility that an excessive force (centrifugal force) may be applied to the vehicle occupant. By controlling the steering angle to be less than a predetermined angle, the sudden steering operation is prevented. Therefore, the ride comfort of the passenger can be further improved.

The steering angle control means may control the steering angle of the vehicle based on the vehicle speed detected by the vehicle speed detection means for detecting the vehicle speed.
In other words, the centrifugal force applied to the occupant when the vehicle turns on the road increases as the vehicle speed increases. Therefore, if the vehicle steering angle is controlled based on the vehicle speed, the vehicle speed is increased. Even if it becomes larger, the steering angle can be controlled so that an excessive centrifugal force is not applied to the occupant, and the riding comfort of the passenger can be further improved.

  Further, as described in claim 5, the steering angle control means may control the steering angle of the vehicle based on the curvature of the road. In other words, the amount of steering (steering angle) required when the vehicle bends on the road changes according to the curvature of the road. Therefore, if the steering angle of the vehicle is controlled based on the curvature of the road, the vehicle can be operated under optimum conditions. The driver can be provided with driving assistance when he turns the road.

  According to the sixth aspect of the present invention, the deceleration detection means for detecting the deceleration of the vehicle and the deceleration detection means within a section from the stop position where the vehicle should stop to a position separated by a predetermined distance. And a deceleration control means for controlling the deceleration to be less than the second determination value.

  According to this, since the deceleration of the vehicle is suppressed to less than the second determination value, it is possible to prevent the vehicle from decelerating rapidly, and an excessive force is applied to the vehicle occupant. Can be prevented.

  According to a seventh aspect of the present invention, the deceleration control notifying means for notifying the vehicle occupant when the deceleration control means controls the deceleration of the vehicle. It should be provided.

  In other words, the driver of the vehicle feels uncomfortable when an operation different from his / her operation is performed on the vehicle, so that the vehicle driver is notified when the deceleration control means controls the vehicle deceleration. By doing so, it is possible to prevent the driver of the vehicle from feeling uncomfortable.

  In the invention according to any one of claims 1 to 7, as described in claim 8, when the acceleration control means controls the acceleration of the vehicle, the acceleration for notifying the passenger of the vehicle Control notification means may be provided.

  That is, as described above, the driver of the vehicle feels uncomfortable when the operation different from the operation of the vehicle is performed on the vehicle. Therefore, in the invention according to claim 8, as in the effect of claim 7, It is possible to prevent the driver of the vehicle from feeling uncomfortable.

  According to the ninth aspect of the present invention, when a moving body is detected by the moving body detecting means that detects the moving body existing around the vehicle and the moving body detecting means is in a state where the vehicle is stopped, the detection is performed. A collision determination means for determining whether or not there is a possibility of collision between the movable body and the vehicle, and when the collision determination means determines that there is a possibility of collision between the mobile body and the vehicle And a start prohibiting means for prohibiting the start of the vehicle.

  As a result, when the vehicle may collide with the moving body, the start of the vehicle is prohibited, so that the vehicle can be prevented from colliding with the moving body, and the safety of the vehicle can be prevented. Can be improved.

  In the present embodiment, the driving support system according to the present invention is applied to a vehicle-mounted device mounted on a vehicle using an internal combustion engine (engine) as a drive source. The embodiment will be described below with reference to the drawings.

  The engine of this vehicle is controlled by a so-called electronic throttle that electrically controls the opening of the throttle valve based on the depression amount of the accelerator pedal. The vehicle is also equipped with a steering device that controls the steering angle of the vehicle, a braking device that decelerates and stops the vehicle, and the like.

  In the steering device, the traveling control system 60 (see FIG. 1) controls the steering angle of the vehicle based on the operation amount of the steering wheel, and the traveling control system 60 controls the braking device based on the depression amount of the brake pedal. The vehicle is decelerated or stopped while controlling the power.

1. Overall Configuration of Driving Support System FIG. 1 is an explanatory diagram illustrating the configuration of a driving support system according to this embodiment.
The driving support system supports driving by a driver of the vehicle. As shown in FIG. 1, the driving support system includes an on-vehicle device (in this embodiment, car navigation system) mounted on a vehicle (not shown). Device 10) and a plurality of on-road devices 50 and the like.

1.1. Road device 50
The road device 50 is installed in a distributed manner on the road. The road device 50 detects vehicles and pedestrians existing on the road around the installation position, and the detection result is mounted on the vehicle (this embodiment). Then, it transmits with respect to the car navigation apparatus 10).

  The road device 50 has a road camera 52 for photographing the surrounding road, a detection unit 54 for detecting a vehicle, a pedestrian, and the like based on a result of shooting by the road camera 52, and a detection result by the detection unit 54. It is comprised in the transmission part 56 grade | etc., Which transmits to the periphery of.

  In the present embodiment, the road camera 52 is constantly operating, and the detection unit 54 is constantly executing detection processing for detecting vehicles, pedestrians, and the like. The detection result by the detection unit 54 is always transmitted to the transmission unit 56.

1.2. Car navigation device 10
The car navigation device 10 displays a current position that moves as the vehicle travels along with a road map on a display screen, and guides a route from the current location to a destination set by a passenger.

  As shown in FIG. 1, the car navigation device 10 includes a current position detector 12, a road sign database (road sign DB) 14, a receiver 16, a memory 18, an operation detector 20, an image display 22, an audio. It has a notification device 24, a front camera 26, a rear camera 28, an image analyzer 30, a control unit 32, and the like.

  The current position detector 12 detects the current position, traveling direction, speed, and the like of the vehicle. The current position detector 12 includes a GPS (Global Positioning System), a vehicle speed sensor, a direction sensor, and the like. ing.

  The road sign DB 14 is stored in a storage means such as a hard disk drive (HDD), DVD, flash ROM or the like. The road sign DB 14 is intersection information, road information, sign information, white line information, temporary stop position information, and curvature. It is constructed with information.

  Intersection information is information indicating the position and shape of intersections such as crossroads and T-junctions, and road information is road shape, number of lanes, road width, road speed limit, etc. The sign information is information that represents a sign installed on the road, its shape, and the like.

  Further, the white line information is information representing the position and shape of the white line drawn on the road, the pause position information is information representing the position where the vehicle should be paused, and the curvature information is It is information representing the curvature of the road.

  The receiver 16 receives various information (detection results) transmitted from the road device 50, and receives traffic information such as traffic jam information and road accident information transmitted from a traffic information center (not shown).

  The memory 18 is composed of a non-volatile memory (flash ROM in the present embodiment) that can store (hold) data (information) even when power supply is interrupted. The reception information received by the receiver 16 and various types of information such as a partial route and travel conditions described later are stored.

  The operation detector 20 detects an operation (driving operation) by a driver such as a steering operation, a brake operation, an accelerator operation, and a gear operation, and an operation of a switch unit (not shown) provided in the car navigation device 10. Yes, the operation detector 20 outputs detection results such as a driving operation and a switch operation to the control unit 32.

  The image display 22 displays various information on the display screen. The image display 22 is controlled by the control unit 32 to display a map screen around the vehicle and the current vehicle state. The current position mark indicating the position is displayed in color, and a message for caution ventilation for the occupant is displayed. The voice alarm 24 is for outputting various guidance necessary for the passengers by voice.

  The front camera 26 is attached in front of the vehicle and photographs the front side of the vehicle, and a photographing result (video signal) by the front camera 26 is input to the image analyzer 30. The rear camera 28 is attached to the rear of the vehicle to photograph the rear side of the vehicle, and the photographing result (video signal) by the rear camera 28 is input to the image analyzer 30.

  The image analyzer 30 detects the signal color of the traffic light ahead of the vehicle, other vehicles, pedestrians, and the like based on the video signal input from the front camera 26, and outputs the detection result to the control unit 32. Further, the image analyzer 30 detects another vehicle behind the vehicle based on the video signal input from the rear camera 28, and outputs the detection result to the control unit 32.

  The control unit 32 is configured by a microcomputer including a CPU, a RAM, a ROM, and the like. The control unit 32 controls each unit in the apparatus 10 by executing a program stored in a storage device such as a ROM. To do.

  Further, the control unit 32 stores the reception result received by the receiver 16 and the detection result detected by the image analyzer 30 in the memory 18. In addition, a travel control system 60 is communicably connected to the control unit 32, and the travel control system 60 controls an engine related to travel of the vehicle such as an engine, a braking device, and a steering device (not shown).

2. Schematic operation of the car navigation device 10 In the car navigation device 10, when the vehicle engine is started, the current position of the vehicle detected by the current position detector 12 is superimposed on the map screen around the vehicle on the image display 22. When a destination is set, general map display processing and route guidance processing such as setting a route (guidance route) to the destination and guiding the route are controlled. This is executed by the unit 32.

  Furthermore, when a destination is set, a driving condition calculation that calculates driving conditions such as acceleration, steering angle, and speed limit, which should be modeled when the vehicle travels on the guide route from the current position to the destination. The control unit 32 executes driving support processing for controlling the acceleration and steering angle of the vehicle based on the processing and the detection result detected by the operation detector 20 and the driving condition calculated by the driving condition calculation processing. Is done.

  In the car navigation device 10, when the engine is started, the front camera 26 and the rear camera 28 capture images of the front side and the rear side of the vehicle, and the image analyzer 30 uses the image analysis result 30 to capture other vehicles and pedestrians. The signal color of the traffic light is detected when the traffic light is detected by the image analyzer 30 in front of the vehicle.

3. Characteristic operation of the car navigation device 10 3.1. FIG. 2 is a flowchart showing a driving condition calculation process executed by the control unit 32 of the car navigation apparatus 10, and FIG. 3 is an explanatory diagram for explaining the intra-intersection route, the partial route, and the driving condition. .

  The travel condition calculation process (control flow shown in FIG. 2) is a process executed when a destination is set by a vehicle occupant. When the travel condition calculation process shown in FIG. The partial route and the intra-intersection route are set based on the guide route from the destination to the destination and various information in the road sign DB 14 (S110).

Specifically, based on various types of information in the road sign DB 14, the guide route is divided into a plurality of sections L with one section L (see FIG. 3) between the stop line and the next stop line in the guide route. The
Each of the sections L set by dividing the guide route includes an intra-intersection route L1 from the stop position P1 (in other words, the start position P1) to the position P2 beyond the intersection, as shown in FIG. Then, it is divided (set) into two paths, a partial path L2 from the position P2 beyond the intersection to the next stop position P3. In addition, when the intersection is not included in the section L, the section L itself becomes the partial route L2.

  When the partial route L2 and the intra-intersection route L1 are thus set (S110), the travel conditions are calculated for all the partial routes L2 and the intra-intersection route L1 set in S110 (S120 to S120). S140).

  Specifically, it is determined whether or not there is a partial route L2 and an intra-intersection route L1 for which travel conditions are not calculated among the partial route L2 and the intra-intersection route L1 set in S110 (S120). In addition, the specific description regarding driving conditions, such as the calculation method of driving conditions, is mentioned later.

  If it is determined that there are no partial route L2 and intersection route L1 whose travel conditions are not calculated (S120: NO), the travel condition calculation process ends, and conversely, the travel conditions are not calculated. When it is determined that there is the partial route L2 and the intra-intersection route L1 (S120: YES), the travel conditions for the partial route L2 and the intra-intersection route L1 for which the travel conditions have not yet been calculated are calculated (S130). .

  When the travel conditions of the partial route L2 and the intra-intersection route L1 are calculated (S130), the calculation result (travel condition) is associated with the partial route L2 and the intra-intersection route L1 and stored in the memory 18 (S140). ), The running condition calculation process is completed.

3.1.1. Driving condition The driving condition is a condition that the vehicle should satisfy when the vehicle travels on the road. In the present embodiment, the acceleration judgment value for comparison with the acceleration (actual acceleration) of the vehicle, A deceleration judgment value for comparison with the speed and a steering angle judgment value for comparison with the steering angle of the vehicle are stored in the memory 18.

  The acceleration judgment value is set in advance so that an unnecessary force (inertial force) is not applied to the occupant when the vehicle accelerates, and the deceleration judgment value is the occupant when the vehicle decelerates. The steering angle judgment value is set to a value that does not apply more force than necessary (inertial force) to the occupant when the vehicle turns left or right (centrifugal force). ) Is set in advance so as not to be added.

  In the present embodiment, the absolute value of the acceleration determination value and the deceleration determination value are set to the same value. In addition, since the radius of curvature differs between when the vehicle turns to the left and when it turns to the right, in this embodiment, two types of steering angle determination values for right and left turns are stored in the memory 18 as steering angle determination values. Has been.

  In Japan, the vehicle is legally defined as left-hand traffic, so the radius of curvature is smaller when the vehicle turns left and when it turns right at the same intersection. For this reason, in this embodiment, the steering angle determination value for the left turn is set to be larger than the steering angle determination value for the right turn.

Hereinafter, the calculation method of driving conditions is demonstrated.
When the travel condition calculation is performed in the process of S130 of the travel condition calculation process shown in FIG. 2, first, the section L (see FIG. 3) set in the process of S110, and the acceleration determination stored in the memory 18 are calculated. The acceleration end position P4 (see FIG. 3) and the deceleration start position P5 (see FIG. 3) are estimated based on the value, the deceleration determination value, the road information (limit speed) in the road sign DB 14, and the like.

  The acceleration end position P4 is a position where the vehicle reaches a speed limit when it is assumed that the vehicle starts (accelerates) from the start position P1 with the acceleration determined as shown in FIG. . Further, the deceleration start position P5 is a vehicle that reliably stops at the stop position P3 when it is assumed that the vehicle traveling at the speed limit is decelerated from the deceleration start position P5 with the deceleration determined by the deceleration determination value. It is a possible position.

  When the acceleration end position P4 and the deceleration start position P5 are estimated, an acceleration section S1 from the start position P1 to the acceleration end position P4 and a deceleration section S2 from the deceleration start position P5 to the stop position P3 are set. A constant speed section S3 (= L-S1-S2) obtained by subtracting the acceleration section S1 and the deceleration section S2 from the section L is set.

When the value obtained by adding the acceleration section S1 and the deceleration section S2 (= S1 + S2) is larger than the section L, the constant speed section S3 is not set.
When the acceleration section S1, the deceleration section S2, and the constant speed section S3 are thus set, the acceleration determination value and the acceleration section S1 (part of the intra-intersection route L1 and the partial route L2 in FIG. 3) and the deceleration section S2 are set. The deceleration determination value is set as a traveling condition, and in the constant speed section S3, the speed limit, the acceleration determination value, and the deceleration determination value are set as a traveling condition.

  By the way, the vehicle may make a left turn or a right turn at an intersection before reaching the destination. Even when the driver suddenly manipulates the steering wheel (during a sudden steering), there is a possibility that more force than necessary may be applied to the occupant, as in the case where the vehicle accelerates rapidly.

Therefore, in the present embodiment, when the vehicle turns left or right at the intersection, a steering angle determination value for comparison with the steering angle of the vehicle is added (set) as the traveling condition of the intra-intersection route L1.
By the way, if the width of the road or the number of lanes changes, the amount of steering required when the vehicle turns left or right also changes, so even when traveling at a steering angle within the steering angle judgment value (left turn or right turn) The vehicle may enter the oncoming lane.

  Therefore, in the present embodiment, when the driving conditions are set, the information is stored in the memory 18 based on the information indicating the curvature when the vehicle turns along the road, such as intersection information, road information, and white line information in the road sign DB 14. The determined steering angle determination value is corrected.

  Further, the centrifugal force applied to the occupant when the vehicle turns left or right increases as the speed of the vehicle increases. For this reason, when the driving conditions are set, even if the vehicle turns left or right at the steering angle of the steering angle determination value, the current value is set so that excessive centrifugal force is not applied to the occupant. The steering angle determination value is corrected based on the vehicle speed detected by the position detector 12, and the acceleration determination value and the deceleration determination value stored in the memory 18 according to the correction result of the steering angle determination value. Is corrected.

  That is, for the intra-intersection route L1, the acceleration determination value and the deceleration determination value are set as driving conditions when the vehicle goes straight through the intersection, and the acceleration determination value and decrease when the vehicle turns left and right at the intersection. A speed determination value and a steering angle determination value are set as driving conditions. For the partial route L2, the acceleration determination value and the deceleration determination value are set as the traveling conditions.

  In the following description, when distinguishing between the traveling condition of the partial route L2 and the traveling condition of the intra-intersection route L1, the traveling condition when the vehicle travels straight on the intra-intersection route L1 is referred to as a straight traveling condition. The traveling condition when the vehicle turns left on the route L1 is referred to as a left turn condition, and the traveling condition when the vehicle turns right on the intra-intersection route L1 is referred to as a right turn condition.

3.2. Driving Support Process FIG. 4 is a flowchart showing the driving support process executed by the control unit 32 of the car navigation apparatus 10, and this driving support process (control flow shown in FIG. 4) is set by the vehicle occupant. This is a process executed in parallel with the travel condition calculation process (control flow shown in FIG. 2).

  When the driving support process shown in FIG. 4 is executed, first, based on the detection result by the current position detector 12, the vehicle acceleration is suppressed to less than the acceleration determination value, and the vehicle deceleration is less than the deceleration determination value. When the vehicle further turns to the left or right, a start process is performed to suppress the steering angle of the vehicle below the steering angle determination value based on the detection result by the operation detector 20 (S210).

  When the start process is performed in S210, based on the detection result by the current position detector 12, the vehicle acceleration is suppressed to less than the acceleration determination value, the vehicle deceleration is suppressed to less than the deceleration determination value, or the vehicle speed is limited to the speed limit. A traveling process is performed to keep it below (S220).

  Then, when the traveling process is performed in the process of S220, based on the detection result by the current position detector 12, a stop process for stopping the vehicle at the stop position while suppressing the deceleration of the vehicle below the deceleration determination value is performed. (S230), the driving support process ends.

3.2.1. Start Process FIG. 5 is a flowchart showing the start process (the process of S210 shown in FIG. 4). When this start process is executed, first, based on the detection result by the current position detector 12, the current position of the vehicle ( The position where the vehicle is stopped is confirmed (S310).

  When the current position of the vehicle is detected in the process of S310, it is determined based on the current position and the intersection information in the road sign DB 14 whether or not the current position of the vehicle is in front of the intersection where the traffic signal is installed. (S320).

  If it is determined that the current position of the vehicle is in front of the intersection where the traffic light is installed (S320: YES), an intersection start process described later is performed (S330), and the start process ends.

  On the other hand, when it is determined that the current position of the vehicle is not in front of the intersection where the traffic signal is installed (S320: NO), based on the current position of the vehicle detected in S310 and the sign information in the road sign DB14. Then, it is determined whether or not the current position of the vehicle is in front of the stop sign (S340).

  If it is determined that the current position of the vehicle is in front of the stop sign (S340: YES), a stop sign start process described later is performed (S350), and the start process ends. On the other hand, when it is determined that the current position of the vehicle is not in front of the stop sign (S340: NO), the start process is performed according to the position where the vehicle is currently stopped (S360), and the start process is completed. To do.

  In the process of S360, when the acceleration of the vehicle exceeds the acceleration determination value based on the detection result by the current position detector 12, the acceleration of the vehicle is suppressed below the acceleration determination value, and the detection by the current position detector 12 is performed. When the deceleration of the vehicle exceeds the deceleration determination value based on the result, a process of suppressing the vehicle deceleration to less than the deceleration determination value is performed.

3.2.1.1. Intersection Start Process FIG. 6 is a flowchart showing the intersection start process (the process of S330 shown in FIG. 5). When this intersection start process is executed, first, based on the guide route set in the above-described route guide process. Then, it is determined whether or not the vehicle goes straight through the intersection when starting (S410).

  When it is determined that the vehicle is going straight (S410: YES), an intersection straight-starting process described later is performed (S420), and when the intersection starting process is finished, it is determined that the vehicle is not going straight ahead. (S410: NO), it is determined based on the direction indicator (winker) of the vehicle whether the vehicle will make a left turn or a right turn at the time of departure (S430).

  If it is determined that the vehicle turns left at the intersection (S430: YES), an intersection left turn start process described later is performed (S440), the intersection start process ends, and it is determined that the vehicle turns right at the intersection. If this happens (S430: NO), an intersection right turn start process described later is performed (S450), and the intersection start process ends.

3.2.1.1.1. FIG. 7 is a flowchart showing the intersection straight start process (the process of S420 shown in FIG. 6). This intersection straight start process is the process of S410 of the intersection start process shown in FIG. Occurs when it is determined that the car will go straight through the intersection.

Then, when the intersection straight ahead start processing is executed, first, the straight traveling condition and the following condition are read from the memory 18 (S510).
The following condition is a traveling condition that the vehicle should satisfy when the vehicle follows the other vehicle. In this embodiment, the inter-vehicle distance between the vehicle and the other vehicle (following target vehicle). The inter-vehicle distance information, the acceleration determination value, and the deceleration determination value for controlling the vehicle so as to leave a predetermined interval or more are stored in the memory 18 as the following condition. Further, the inter-vehicle distance information is set such that the inter-vehicle distance at which the vehicle should be freed varies depending on the vehicle speed.

  Then, when the straight traveling condition and the following condition are read in the process of S510, the reception result by the receiver 16 and the detection result by the image analyzer 30 are read from the memory 18, and a moving object (for example, other vehicle) existing around the vehicle is read. The presence or absence of a vehicle or a pedestrian) and the signal color of the traffic light are detected (S515).

  Subsequently, based on the detection result of the moving body in the process of S515, it is determined whether there is another vehicle ahead of the vehicle (S520). If it is determined that there is no other vehicle ahead of the vehicle (S520: NO), it is determined whether or not the vehicle may start based on the detection result in the process of S515 ( S525).

  Here, in the processing of S525, all of a plurality of conditions are satisfied, such as when the signal color of the traffic light is detected by the image analyzer 30 and when no moving object is detected around the vehicle. If it is determined that the vehicle has started, it is determined that the vehicle may start.

  If it is determined that the vehicle should not start (S525: NO), this is notified to the occupant (S530), and the traveling control system 60 is controlled by the control unit 32. Thus, the start (running) of the vehicle is prohibited (S535), and the process returns to S515.

  In this embodiment, until the vehicle is allowed to start in the process of S525, the traveling control system 60 keeps the throttle valve opening in a fully closed state, thereby prohibiting the vehicle from starting. Has been to be.

  On the other hand, when it is determined that the vehicle may start (S525: YES), it is determined whether or not the vehicle is permitted to start and whether or not the traveling state of the vehicle satisfies the straight traveling condition (S540). .

  Specifically, in the process of S540, the acceleration and deceleration of the vehicle are detected based on the detection result by the current position detector 12, and from this result, if the acceleration of the vehicle exceeds the acceleration determination value, or When the deceleration of the vehicle exceeds the deceleration determination value, it is determined that the traveling state of the vehicle does not satisfy the straight traveling condition.

  And when it determines with the driving state of a vehicle not satisfying | straightening conditions, ie, the acceleration of the vehicle exceeded the acceleration judgment value, or the deceleration of the vehicle exceeded the deceleration judgment value (S540: NO) This is notified to the occupant (S545), and correction processing is executed so that the traveling state of the vehicle satisfies the straight running condition (S550).

  Here, in the process of S550, when the control unit 32 transmits a correction command to the travel control system 60, the travel control system 60 opens the throttle valve so as to suppress the acceleration of the vehicle below the acceleration determination value. And the throttle valve opening or the braking device is controlled so that the deceleration of the vehicle is kept below the deceleration judgment value.

  Then, when the correction process is executed in the process of S550, it is determined whether the vehicle has passed the intersection based on the current position of the vehicle detected by the current position detector 12 and the intersection information of the road sign DB14. When it is determined that the vehicle has not passed the intersection (S555: NO), the process returns to S515, and when it is determined that the vehicle has passed the intersection (S555: YES), the intersection straight start processing is completed.

  Further, when it is determined in the process of S540 that the running state of the vehicle satisfies the straight traveling condition (S540: YES), the process proceeds to S555 to determine whether or not the vehicle has passed the intersection. .

  If it is determined in step S520 that there is another vehicle ahead of the vehicle (S520: YES), even if the vehicle starts following the other vehicle based on the detection result in step S515. It is determined whether or not it is good (S560).

  Here, in the process of S560, all of a plurality of conditions such as a case where it is detected that another vehicle existing in front of the vehicle is present in the same lane as the vehicle and a case where another vehicle has started are detected. When it is satisfied, it is determined that the vehicle may start following another vehicle.

  If it is determined that the vehicle should not start following another vehicle (S560: NO), the process proceeds to S525 to determine whether the vehicle may start. On the other hand, when it is determined that the vehicle may start following another vehicle (S560: YES), it is determined whether or not the traveling state of the vehicle satisfies the following condition (S565).

  And when it determines with the driving state of a vehicle satisfy | filling following conditions (S565: YES), it progresses to the process of S555 and it is determined whether the vehicle passed the intersection. On the other hand, when it is determined that the vehicle running state does not satisfy the following condition (S565: NO), this is notified to the occupant (S570) so that the vehicle running condition satisfies the following condition. Correction processing is executed (S575).

  In the process of S575, the control unit 32 transmits a correction command to the travel control system 60, so that the travel control system 60 can adjust the opening of the throttle valve, Control the braking device and the steering device.

And if a correction process is performed by the process of S575, it will progress to the process of S555 and it will be determined whether the vehicle passed the intersection.
3.2.1.1.2. Intersection left turn start process FIG. 8 is a flowchart showing an intersection left turn start process (the process of S440 shown in FIG. 6), and FIG. 9 is an explanatory diagram for explaining the operation when the intersection left turn start process is executed. The intersection left turn start process shown in FIG. 8 is executed when it is determined in the process of S430 shown in FIG. 6 that the vehicle turns left at the intersection when starting.

  When the intersection left turn start process is executed, the left turn condition and the following condition are first read from the memory 18 (S610). Subsequently, the reception result by the receiver 16 and the detection result by the image analyzer 30 are stored in the memory 18. The presence / absence of a moving body (for example, another vehicle or a pedestrian) existing around the vehicle, the signal color of the traffic light, and the like are detected (S615).

  Subsequently, based on the detection result of the moving body in the process of S615, it is determined whether there is another vehicle ahead of the vehicle (S620). If it is determined that there is no other vehicle in front of the vehicle (S620: NO), it is determined whether or not the vehicle may start based on the detection result in the process of S615 ( S625).

  Here, in the process of S625, all of a plurality of conditions are satisfied, such as when the signal color of the traffic light is detected by the image analyzer 30 and when no moving object is detected around the vehicle. If it is determined that the vehicle has started, it is determined that the vehicle may start.

  If it is determined that the vehicle should not start (S625: NO), this is notified to the occupant (S630), and the traveling control system 60 is controlled by the control unit 32. Thus, starting (running) of the vehicle is prohibited (S635), and the process returns to S615. The processing content of S635 is the same as the processing of S535 described above (see FIG. 7).

  On the other hand, when it is determined that the vehicle may start (S625: YES), it is determined whether the vehicle is permitted to start and whether the vehicle traveling condition satisfies the left turn condition (S640). .

  Specifically, in the process of S640, the vehicle acceleration and deceleration are detected based on the detection result by the current position detector 12, and the vehicle steering angle is detected based on the detection result by the operation detector 20. From this result, when the acceleration exceeds the acceleration determination value, or when the deceleration exceeds the deceleration determination value, or when the steering angle exceeds the steering angle determination value for left turn, It is determined that the traveling state of the vehicle does not satisfy the left turn condition.

  If it is determined that the vehicle running condition does not satisfy the left turn condition (S640: NO), the passenger is notified (S645), and the vehicle running condition satisfies the left turn condition. Correction processing is executed (S650).

  Here, in the process of S650, the control unit 32 transmits a correction command to the traveling control system 60, so that the traveling control system 60 reduces the vehicle acceleration to less than the acceleration determination value as shown by the solid line in FIG. The throttle valve opening is controlled so that the vehicle deceleration is less than the deceleration judgment value, the slot valve opening or the braking device is controlled so that the vehicle steering angle is determined for the left turn. The steering device is controlled so as to keep it below the value.

In addition, the part shown with the dotted line of FIG. 9 has shown the case where sudden acceleration and sudden handle operation are performed with the vehicle to which the driving assistance system of this invention is not applied.
When the correction process is executed in the process of S650, it is determined whether or not the vehicle has passed the intersection based on the current position of the vehicle detected by the current position detector 12 and the intersection information in the road sign DB 14. When it is determined that the vehicle has not passed the intersection (S655: NO), the process returns to S615, and conversely, when it is determined that the vehicle has passed the intersection (S655: YES), the intersection left turn start process ends.

  If it is determined in the process of S640 that the running state of the vehicle satisfies the left turn condition (S640: YES), the process proceeds to S655 to determine whether or not the vehicle has passed the intersection. .

  Further, when it is determined in step S620 that there is another vehicle ahead of the vehicle (S620: YES), even if the vehicle starts following the other vehicle based on the detection result in step S615. It is determined whether or not it is good (S660).

  Here, in the process of S660, when it is detected that another vehicle existing in front of the vehicle is in the same lane as the vehicle, when it is detected that the other vehicle has started, and when the other vehicle turns left. It is determined that the vehicle may start following other vehicles when all of a plurality of conditions such as when the vehicle is detected are satisfied.

  If it is determined that the vehicle should not start following another vehicle (S660: NO), the process proceeds to S625 to determine whether the vehicle may start. On the other hand, when it is determined that the vehicle may start following another vehicle (S660: YES), it is determined whether or not the traveling state of the vehicle satisfies the following condition (S665).

  And when it determines with the driving state of a vehicle satisfy | filling following conditions (S665: YES), it progresses to the process of S655 and it is determined whether the vehicle passed the intersection. On the other hand, when it is determined that the vehicle running condition does not satisfy the following condition (S665: NO), this is notified to the occupant (S670) so that the vehicle running condition satisfies the following condition. Correction processing is executed (S675). Note that the processing content of S675 is the same as the processing of S575 described above (see FIG. 7).

Then, when the correction process is executed in the process of S675, the process proceeds to the process of S655, and it is determined whether or not the vehicle has passed the intersection.
3.2.1.1.3. Intersection Right Turn Start Processing FIG. 10 is a flowchart showing the intersection right turn start processing (the processing of S450 shown in FIG. 6). This intersection right turn start processing is performed when the vehicle turns right at the start in the processing of S430 shown in FIG. It is executed when it is determined.

  When the intersection right turn start processing is executed, the right turn condition and the following condition are first read from the memory 18 (S710), and then the reception result by the receiver 16 and the detection result by the image analyzer 30 are stored in the memory 18. The presence / absence of a moving body (for example, another vehicle or a pedestrian) around the vehicle, the signal color of the traffic light, and the like are detected (S715).

  Subsequently, based on the detection result of the moving body in the process of S715, it is determined whether there is another vehicle ahead of the vehicle (S720). If it is determined that there is no other vehicle ahead of the vehicle (S720: NO), it is determined whether or not the vehicle may start based on the detection result in the process of S715 ( S725).

  Here, in the process of S725, all of a plurality of conditions are satisfied, such as when the signal color of the traffic light is detected by the image analyzer 30 and when no moving object is detected around the vehicle. If it is determined that the vehicle has started, it is determined that the vehicle may start.

  If it is determined that the vehicle should not start (S725: NO), this is notified to the occupant (S730), and the traveling control system 60 is controlled by the control unit 32. Thus, the start (running) of the vehicle is prohibited (S735), and the process returns to S715. Note that the processing content of S735 is the same as the above-described processing of S535 (see FIG. 7) and S635 (see FIG. 8).

  On the other hand, if it is determined that the vehicle may start (S725: YES), it is determined whether or not the vehicle is permitted to start and the vehicle traveling condition satisfies the right turn condition (S740). .

  Specifically, in the process of S740, the acceleration and deceleration of the vehicle are detected based on the detection result by the current position detector 12, and the steering angle of the vehicle is detected based on the detection result by the operation detector 20. From this result, when the acceleration exceeds the acceleration judgment value, or when the deceleration exceeds the deceleration judgment value, or when the steering angle exceeds the steering angle judgment value for right turn, It is determined that the traveling state of the vehicle does not satisfy the left turn condition.

  If it is determined that the vehicle running state does not satisfy the right turn condition (S740: NO), the passenger is notified (S745), and the vehicle running state satisfies the right turn condition. Correction processing is executed (S750).

  Here, in the process of S750, the control unit 32 transmits a correction command to the travel control system 60, so that the travel control system 60 opens the throttle valve so that the acceleration of the vehicle is kept below the acceleration determination value. And controlling the throttle valve opening or the braking device so as to keep the vehicle deceleration below the deceleration judgment value, and the steering device so as to keep the steering angle of the vehicle below the right turn steering angle judgment value. Control.

  Then, when the correction process is executed in the process of S750, it is determined whether or not the vehicle has passed the intersection based on the current position of the vehicle detected by the current position detector 12 and the intersection information of the road sign DB14. If it is determined that the vehicle has not passed the intersection (S755: NO), the process returns to S715, and conversely if it is determined that the vehicle has passed the intersection (S755: YES), the intersection right turn start processing ends.

  Further, when it is determined in S740 that the vehicle traveling state satisfies the right turn condition (S740: YES), the process proceeds to S755, and it is determined whether or not the vehicle has passed the intersection. .

  If it is determined in step S720 that there is another vehicle ahead of the vehicle (S720: YES), even if the vehicle follows the other vehicle and starts based on the detection result in step S715. It is determined whether or not it is good (S760).

  Here, in the process of S760, when it is detected that another vehicle existing ahead of the vehicle is present in the same lane as the vehicle, when it is detected that another vehicle has started, and when the other vehicle turns left. It is determined that the vehicle may start following other vehicles when all of a plurality of conditions such as when the vehicle is detected are satisfied.

  If it is determined that the vehicle should not start following another vehicle (S760: NO), the process proceeds to S725 to determine whether the vehicle may start. On the other hand, when it is determined that the vehicle may start following another vehicle (S760: YES), it is determined whether or not the traveling state of the vehicle satisfies the following condition (S765).

  And when it determines with the driving state of a vehicle satisfy | filling following conditions (S765: YES), it progresses to the process of S755 and it is determined whether the vehicle passed the intersection. On the other hand, when it is determined that the vehicle running state does not satisfy the following condition (S765: NO), this is notified to the occupant (S770) so that the vehicle running condition satisfies the following condition. Correction processing is executed (S775). Note that the processing content of S775 is the same as the processing of S575 described above (see FIG. 7).

Then, when the correction process is executed in the process of S775, the process proceeds to the process of S655, and it is determined whether or not the vehicle has passed the intersection.
3.2.1.2. Stop sign starting process FIG. 11 is a flowchart showing the stop sign starting process (the process of S350 shown in FIG. 5). When this stop sign starting process is executed, the guide route set in the route guide process is first described. Based on the above, it is determined whether or not the vehicle stopped before the stop sign goes straight at the start (S810).

  If it is determined that the vehicle goes straight at the start (S810: YES), a stop sign straight start process described later is performed (S820), the stop sign start process ends, and conversely, the vehicle does not go straight at the start. (S810: NO), it is determined based on the direction indicator of the vehicle whether the vehicle will make a left turn or a right turn when starting (S830).

  If it is determined that the vehicle makes a left turn at the start (S830: YES), a stop sign left turn start process is performed (S840), the stop sign start process ends, and conversely, the vehicle makes a right turn at the start. If it is determined to be performed (S830: NO), a stop sign right turn start process is performed (S850), and the stop sign start process ends.

3.2.1.2.1. Stop sign straight start process FIG. 12 is a flowchart showing a stop sign straight start process (the process of S820 shown in FIG. 11). This stop sign straight start process is a process of S810 shown in FIG. It is executed when it is determined. Then, when the stop sign straight start processing is executed, first, the straight travel condition is read from the memory 18 (S910).

  Then, when the straight traveling condition is read in the process of S910, the reception result by the receiver 16 and the detection result by the image analyzer 30 are read from the memory 18, and the presence / absence of a moving body existing around the vehicle is detected ( S920).

  And if the presence or absence of the moving body which exists in the vehicle periphery is detected, it will be determined whether a vehicle may start based on the detection result (S930). In the process of S930, when it is detected that there are no other vehicles on the left and right sides of the vehicle, or when no passerby is detected on the road (pedestrian crossing) that this vehicle is supposed to travel, etc. It is determined that the vehicle may start when all of the plurality of conditions are satisfied.

  If it is determined that the vehicle should not start (S930: NO), the passenger is notified of that fact (S940), and the traveling control system 60 is controlled by the control unit 32. Thus, starting of the vehicle is prohibited (S950), and the process returns to S920. Note that the processing content of S950 is the same as the processing of S535 described above (see FIG. 7).

  On the other hand, when it is determined that the vehicle may start (S930: YES), it is determined whether or not the vehicle is permitted to start and whether or not the traveling state of the vehicle satisfies the straight traveling condition (S960). . Note that the processing content of S960 is the same as the processing of S540 (see FIG. 7).

  If it is determined that the traveling state of the vehicle does not satisfy the straight traveling condition (S930: NO), this is notified to the occupant (S970) so that the traveling state of the vehicle satisfies the straight traveling condition. Correction processing is executed (S980). In the process of S980, the same process as the process of S550 described above is performed (see FIG. 7).

  Then, when the correction process is executed in the process of S980, it is determined whether or not the vehicle has passed the intersection based on the current position of the vehicle detected by the current position detector 12 and the intersection information of the road sign DB14. If it is determined that the vehicle has not passed the intersection (S990: NO), the process returns to S920, and conversely if it is determined that the vehicle has passed the intersection (S990: YES), the stop sign straight start processing ends.

  If it is determined in the process of S960 that the traveling state of the vehicle satisfies the straight traveling condition (S960: YES), the process proceeds to S990 to determine whether or not the vehicle has passed the intersection. .

3.2.1.2.2. FIG. 13 is a flowchart showing a stop sign left turn start process (the process of S840 shown in FIG. 11). The stop sign left turn start process is a process of S830 shown in FIG. It is executed when it is determined to perform.

  When the stop sign left turn starting process shown in FIG. 13 is executed, the left turn condition is first read from the memory 18 (S1010), and the reception result by the receiver 16 and the detection result by the image analyzer 30 are read from the memory 18. It is read and the presence or absence of the moving body existing around the vehicle is detected (S1020).

  Subsequently, a notification is made to prompt (guide) the occupant (driver) to turn left at the intersection (S1025), and the vehicle may start based on the detection result of the moving body in S1020. It is determined whether or not (S1030).

  In the process of S1030, when it is detected that no other vehicle is present on the right side of the vehicle, and when a passerby is not detected on a road (a pedestrian crossing) on which this vehicle is supposed to travel, a plurality of When all the conditions are satisfied, it is determined that the vehicle may start.

  When it is determined that the vehicle should not start (S1030: NO), this is notified to the occupant (S1040), and the traveling control system 60 is controlled by the control unit 32. Thus, starting (running) of the vehicle is prohibited (S1050), and the process returns to S1020. Note that the processing content of S1050 is the same as the processing of S535 described above (see FIG. 7).

  On the other hand, when it is determined that the vehicle may start (S1030: YES), it is determined whether or not the vehicle is permitted to start and the traveling state of the vehicle satisfies the left turn condition (S1060). . Note that the processing content of S1060 is the same as the processing of S640 described above (see FIG. 8).

  If it is determined that the vehicle running condition does not satisfy the left turn condition (S1030: NO), the passenger is notified (S1070) and the vehicle running condition satisfies the left turn condition. Correction processing is executed (S1080). In the process of S1080, the same process as the process of S650 described above is performed (see FIG. 8).

  Then, when the correction process is executed in the process of S1080, it is determined whether or not the vehicle has passed the intersection based on the current position of the vehicle detected by the current position detector 12 and the intersection information of the road sign DB14. (S1090).

  If it is determined in step S1090 that the vehicle has not passed the intersection (S1090: NO), the process returns to step S1020. Conversely, if it is determined that the vehicle has passed the intersection (S1090: YES). ), The stop sign right turn start processing ends.

  If it is determined in step S1060 that the traveling state of the vehicle satisfies the right turn condition (S1060: YES), the process proceeds to step S1090 to determine whether the vehicle has passed the intersection. .

3.2.1.2.3. FIG. 14 is a flowchart showing a stop sign right turn start process (the process of S850 shown in FIG. 11). This stop sign right turn start process is a right turn when the vehicle starts in the process of S830 shown in FIG. It is executed when it is determined to perform.

  14 is executed, the right turn condition is first read from the memory 18 (S1110), and the reception result by the receiver 16 and the detection result by the image analyzer 30 are obtained from the memory 18. It is read and the presence or absence of the moving body existing around the vehicle is detected (S1120).

  Subsequently, a notification for urging (guidance) the occupant (driver) to turn right at the intersection is performed (S1125), and the vehicle may start based on the detection result of the moving body in S1120. It is determined whether or not (S1130).

  In the process of S1030, a passerby is not detected when it is detected that there is no other vehicle on the right side, left side, and oncoming lane of the vehicle, and on a road (pedestrian crossing) that this vehicle is supposed to travel. It is determined that the vehicle may start when all of a plurality of conditions such as the case of the vehicle are satisfied.

  If it is determined that the vehicle should not start (S1130: NO), this is notified to the occupant (S1140), and the traveling control system 60 is controlled by the control unit 32. Thus, the start (running) of the vehicle is prohibited (S1150), and the process returns to S1120. Note that the processing content of S1150 is the same as the processing of S535 described above (see FIG. 7).

  On the other hand, if it is determined that the vehicle may start (S1130: YES), it is determined whether or not the vehicle is permitted to start and whether the traveling state of the vehicle satisfies the right turn condition (S1160). . Note that the process of S1160 is the same as the process of S740 described above (see FIG. 10).

  If it is determined that the vehicle running state does not satisfy the right turn condition (S1130: NO), the passenger is notified (S1170), and the vehicle running state satisfies the right turn condition. Correction processing is executed (S1180). In the process of S1180, the same process as the process of S750 described above (see FIG. 10) is performed.

  Then, when the correction process is executed in the process of S1180, it is determined whether or not the vehicle has passed the intersection based on the current position of the vehicle detected by the current position detector 12 and the intersection information of the road sign DB14. (S1190).

  If it is determined in step S1190 that the vehicle has not passed the intersection (S1190: NO), the process returns to step S1120. If it is determined that the vehicle has passed the intersection (S1190: YES) ), The stop sign right turn start processing ends.

  If it is determined in the process of S1160 that the traveling state of the vehicle satisfies the right turn condition (S1160: YES), the process proceeds to S1190, and it is determined whether or not the vehicle has passed the intersection. .

3.2.2. Traveling Process FIG. 15 is a flowchart showing the traveling process (the process of S220 shown in FIG. 4), which is a process executed when the start process (the process of S210 shown in FIG. 4) is completed.

  Then, when the traveling process shown in FIG. 15 is executed, first, an intersection passing history representing an intersection through which the vehicle has passed in the starting process is stored in the memory 18 (S1210), and the partial route L2 predicted to pass the vehicle from now on is stored. It is determined whether or not the traveling condition corresponding to is stored in the memory 18 (S1215).

  If it is determined that the driving condition is stored (S1215: YES), the driving condition is read from the memory 18 and the follow-up condition is read (S1220), the reception result by the receiver 16, and The detection result by the image analyzer 30 is read from the memory 18, and the presence / absence of a moving body existing around the vehicle, the signal color of the traffic light, and the like are detected (S1225).

  When the presence or absence of a moving body present in the vicinity of the vehicle is detected in the process of S1225, it is determined whether or not there is another vehicle in front of the vehicle (S1230), and if there is no other vehicle in front of the vehicle. When it is determined (S1230: NO), it is determined whether or not the traveling state of the vehicle satisfies the traveling condition (S1235).

  Specifically, in the process of S1235, acceleration, deceleration, and speed of the vehicle are detected based on the detection result by the current position detector 12, and from this result, if the acceleration of the vehicle exceeds the acceleration determination value, Alternatively, when the deceleration exceeds the deceleration determination value or when the speed exceeds the speed limit, it is determined that the traveling state of the vehicle does not satisfy the traveling condition.

  If it is determined that the vehicle driving condition does not satisfy the driving condition (S1235: NO), this is notified to the occupant (S1240) so that the vehicle driving condition satisfies the driving condition. Correction processing is executed (S1245).

  Here, in the processing of S1245, when the control unit 32 transmits a correction command to the traveling control system 60, the traveling control system 60 opens the throttle valve so as to suppress the acceleration of the vehicle below the acceleration determination value. The throttle valve opening or the braking device is controlled so as to keep the vehicle deceleration below the deceleration judgment value, and the throttle valve opening is controlled so as to keep the vehicle speed below the limit speed.

  Then, when the correction process is executed in the process of S1245, it is determined based on the current position of the vehicle detected by the current position detector 12 whether or not the current position of the vehicle has approached the end of the partial path L2. (S1250).

  If it is determined that the current position of the vehicle has not approached the end of the partial path L2 (S1250: NO), whether or not the vehicle has stopped is determined based on the detection result by the current position detector 12. If it is determined (S1255) and it is determined that the vehicle has stopped (S1255: YES), the process returns to the start process (the process of S210 shown in FIG. 4), and conversely it is determined that the vehicle has not stopped. (S1255: NO), the process returns to S1215.

  If it is determined in S1250 that the current position of the vehicle is approaching the end of the partial path L2 (S1250: YES), the vehicle stops based on the detection result detected in S1225. Stop determination processing for determining whether or not to stop at the position is performed (S1260).

When it is determined that the vehicle needs to stop at the stop position based on the determination result of the stop determination process (S1265: YES), the travel process ends.
On the other hand, when it is determined that the vehicle does not need to stop at the stop position (S1265: NO), it is determined whether the vehicle has passed the intersection (S1270). If it is determined that the vehicle has not passed the intersection (S1270: NO), the process returns to S1215. Conversely, if it is determined that the vehicle has passed the intersection (S1270: YES), The process returns to S1210.

  If it is determined in step S1230 that there is another vehicle in front of the vehicle, it is determined whether the vehicle may travel following the other vehicle (S1275). If it is determined that the vehicle should not follow other vehicles (S1275: NO), the process proceeds to S1235.

  On the other hand, when it is determined that the vehicle may travel following other vehicles (S1275: YES), it is determined whether the traveling state of the vehicle satisfies the following conditions (S1280). And when it determines with the driving | running | working state of a vehicle satisfy | filling a follow-up condition (S1280: YES), it progresses to the process of S1250.

  If it is determined that the vehicle running condition does not satisfy the following condition (S1280: NO), the passenger is informed (S1285) and the vehicle running condition satisfies the following condition. Thus, the correction process is executed (S1245), and the process proceeds to S1250. Note that the processing content of S1245 is the same as the processing of S575 described above (see FIG. 7).

  If it is determined in step S1215 that there is no travel condition (S1215: NO), it is determined that the vehicle has deviated from the guide route or the destination has been changed, and a later-described guide route change is performed. The process is executed (S1295), and the process returns to S1215.

3.2.2.1. Guide route change process FIG. 16 is a flowchart showing the guide route change process (the process of S1295 shown in FIG. 15). When this guide route change process is executed, is this process activated by a change of destination? Alternatively, it is determined whether the vehicle is off the guide route (S1310).

  If it is determined that the start of this process is due to the change of the destination (S1310: YES), the above-described travel condition calculation process (see FIG. 2) is executed, and the guide route change process ends. To do. On the other hand, when it is determined that the start of this process is due to the vehicle deviating from the guide route (S1310: NO), a new guide route is calculated (S1330), and the partial route L2 is set. Is performed (S1340).

  When the partial route L2 is set (S1340), if there is no partial route L2 for which the travel condition is not calculated among the partial routes L2 set in the processing of S1340 (S1350: NO), the guide route The change process ends.

  On the other hand, when there is a partial route L2 for which the travel condition is not calculated among the partial routes L2 set in the process of S1340 (S1350: YES), the travel condition of the partial route L2 is calculated (S1360). ) And the calculation result is stored in the memory 18 (S1370), and the guide route changing process is completed.

3.2.3. Stop Process FIG. 17 is a flowchart showing the stop process (the process of S230 shown in FIG. 4). This stop process is a process executed when the travel process (the process of S220 shown in FIG. 4) is completed. .

  When the stop process shown in FIG. 17 is executed, it is determined whether or not the vehicle has reached the end point (stop position) of the partial path L2 based on the detection result by the current position detector 12 (S1410). When it is determined that the vehicle has not reached the end point of the partial route L2 (S1410: NO), it is determined whether or not the traveling state of the vehicle satisfies the traveling condition or the following condition (S1420).

  If it is determined that the traveling state of the vehicle satisfies the traveling condition or the following condition (S1420: NO), the process returns to S1410. Conversely, the traveling state of the vehicle satisfies the traveling condition or the following condition. If it is determined that there is not, the fact is notified to the occupant (S1430), and the above correction processing is executed so that the traveling state of the vehicle satisfies the traveling condition or the following condition (S1440). , The process returns to S1410. Note that the processing content of S1440 is the same as the processing of S575 described above (see FIG. 7).

  Here, in the processing of S1440, the control unit 32 transmits a correction command to the travel control system 60, so that the travel control system 60 opens the throttle valve so that the acceleration of the vehicle is kept below the acceleration determination value. And the throttle valve opening or the braking device is controlled so that the deceleration of the vehicle is kept below the deceleration judgment value.

  Further, when it is determined that the vehicle has reached the end point of the partial route L2 (S1410: YES), it is determined whether or not the vehicle has reached the destination (S1450). If it is determined that the destination has not been reached (S1450: NO), the next partial path L2 is set (S1460), and the start process (the process of S210 shown in FIG. 4) is executed.

On the other hand, if it is determined that the destination has been reached, the intersection passing history is stored in the memory 18 and the stop process is terminated.
3. Features of the driving support system according to the present embodiment In the present embodiment, by suppressing the acceleration of the vehicle to less than the acceleration determination value, an inertia force more than necessary is not applied to the occupant when the vehicle accelerates. . For this reason, since it can prevent that the acceleration of a vehicle changes rapidly, it can prevent that the force more than necessary is added with respect to a passenger | crew, and can improve the ride comfort of a passenger.

Moreover, in this embodiment, since it can prevent that a vehicle starts suddenly, it can prevent that force more than necessary is added with respect to a passenger | crew by sudden start.
Further, by controlling the steering angle to be less than the steering angle determination value, a sudden steering operation when the vehicle starts is prevented. Therefore, the ride comfort of the passenger can be further improved.

  By the way, the centrifugal force applied to the occupant when the vehicle turns on the road increases as the speed of the vehicle increases. Therefore, in this embodiment, the vehicle steering angle determination value is corrected based on the vehicle speed.

  For this reason, even if the speed of the vehicle increases, the steering angle of the vehicle can be controlled so that an excessive force (centrifugal force) is not applied to the occupant. Can be improved.

  Further, in this embodiment, the steering angle determination value is corrected according to information indicating the curvature when the vehicle turns along the road, such as the width of the road and the number of lanes. The driver can be provided with driving assistance when making a turn.

  Further, in the present embodiment, since the vehicle occupant is notified when controlling (correcting) the acceleration and the steering angle of the vehicle, the vehicle driver is prevented from feeling uncomfortable. be able to.

  Further, in the present embodiment, since the deceleration is controlled so that the deceleration of the vehicle is less than the deceleration determination value, it is possible to prevent the vehicle from decelerating rapidly, It is possible to prevent an excessive force from being applied. Moreover, in this embodiment, since it can prevent that a vehicle stops suddenly, it can prevent that the force more than necessary is added with respect to a passenger | crew by sudden stop.

  Further, in the present embodiment, when a moving body exists around the stopped vehicle, the vehicle is prohibited from starting, so that the vehicle can be prevented from colliding with the moving body. And the safety of the vehicle can be improved.

4). Correspondence between Invention Specific Items and Embodiments In the present embodiment, the current position detector 12 corresponds to acceleration detection means, deceleration detection means, and vehicle speed detection means described in the claims. Further, the processing of S550, S650, S750, S980, S1080, S1180, S1245, and S1440 corresponds to the acceleration control means, deceleration control means, and steering angle control means described in the claims, and the operation detector 20 This corresponds to the steering angle detecting means described in the claims.

  Further, the processing of S540, S640, S740, S960, S1060, S1160, S1235, and S1420 corresponds to the steering angle determination means described in the claims, and the image display 22 and the audio alarm 24 are in the claims. The front camera 26, the rear camera 28, the image analyzer 30 and the road device 50 correspond to the moving body detection means described in the claims. .

  Further, the processing of S525, S560, S625, S660, S725, S760, S930, S1030, and S1130 corresponds to the collision determination means described in the claims, and S535, S635, S735, S950, S1050, and S1150. The processing corresponds to start prohibiting means described in the claims.

(Other embodiments)
In the above embodiment, when the acceleration of the vehicle exceeds the acceleration determination value and when the deceleration exceeds the deceleration determination value, the throttle valve opening and the braking device are controlled to control the acceleration to the acceleration determination value. However, the present invention is not limited to this, and the traveling control system 60 suppresses the deceleration to less than the deceleration determination value while suppressing the acceleration to less than the acceleration determination value. Thus, the throttle valve opening or the braking device may be controlled at all times.

  Even if it does in this way, even if a vehicle accelerates or decelerates similarly to the said embodiment, since an inertia force more than necessary is not added with respect to a passenger | crew, a passenger's riding comfort can be improved.

  In the above embodiment, the vehicle acceleration is controlled to be less than the acceleration determination value. However, the present invention is not limited to this, and the acceleration change rate is controlled to be less than the predetermined value. Good. If it is made like this, it is possible to suppress a rapid change in speed when the vehicle is traveling, so that it is possible to improve the riding comfort of the passenger.

  In the above embodiment, the acceleration is corrected by controlling the opening of the throttle valve. However, the acceleration may be corrected by controlling the braking device. Moreover, in the said embodiment, although the absolute value of the acceleration determination value and the deceleration determination value was the same, you may make it take a different value.

  Moreover, when setting deceleration area S2 (refer FIG. 3), it is good to set suitably based on the magnitude | size and weight of a vehicle. Further, the calculation of the driving condition may be corrected based on the number of passengers.

  In the above embodiment, the present invention is applied to a vehicle using an engine as a drive source. However, the present invention is not limited thereto, and may be applied to a vehicle using an electric motor as a drive source. You may apply to what is called a hybrid vehicle which drive | works in combination with an electric motor.

  In the vehicle (steering device) of the above-described embodiment, the traveling control system 60 controls the steering angle of the vehicle based on the operation amount of the steering wheel. However, the steering wheel is mechanically connected to the tire via the steering shaft. May be connected to each other. In this case, when the steering angle of the vehicle exceeds the steering angle determination value, the steer wheel may be forcibly operated using, for example, an electric motor.

  In the vehicle (braking device) of the above embodiment, the travel control system 60 controls the braking force of the brake based on the depression amount of the brake pedal. Alternatively, it may be mechanically connected.

In addition to detecting the vehicle, the pedestrian, and the like, the road device 50 may detect the detected traveling direction and speed of the vehicle or the pedestrian.
In this case, if the detection result of the direction and speed of the vehicle and the pedestrian is also transmitted to the car navigation device 10, for example, whether or not the vehicle may start in the process of S525 shown in FIG. Can be determined in consideration of the traveling direction and speed of the vehicle or pedestrian, so that the safety of the vehicle can be improved.

  By the way, as conditions for permitting the start of the vehicle such as S525 shown in FIG. 7, S625 shown in FIG. 8, S725 shown in FIG. 9, S930 shown in FIG. 12, S1030 shown in FIG. 13, and S1130 shown in FIG. In addition to the above-mentioned conditions, when it is detected that there is no traffic jam or accident on the road immediately ahead of the vehicle based on the traffic jam information or road accident information, when the vehicle that is about to enter the intersection is detected, For example, when it is detected that the distance between the vehicle and the vehicle is sufficiently wide, the road on which the vehicle is currently traveling is a priority road.

  In addition, when the vehicle goes straight through the intersection where the signal is installed, the other vehicle in the opposite lane may turn right across the straight lane.In this case, the distance between this vehicle and the vehicle ahead is When the vehicle is opened more than a predetermined distance, attention may be given to another vehicle that is in the oncoming lane and is about to turn right.

  Further, the car navigation device 10 may be configured to be able to communicate with an on-vehicle device mounted on another vehicle. In this case, if the car navigation device 10 prompts the other vehicle to decelerate by notifying the other vehicle of the start of the host vehicle, the safety can be further improved. The driver may be informed of other vehicles via the car navigation device 10 such as giving priority to road traffic over other vehicles.

  In addition, when a pedestrian is detected around the vehicle by the road device 50 or the image analyzer 30, the traveling control system 60 may operate the braking device to apply a braking force to the vehicle. In this case, since risk avoidance is the highest priority, it is not necessary to control the vehicle deceleration to be less than the deceleration determination value.

  Further, when the image analyzer 30 or the road device 50 detects that the following vehicle has approached, the following vehicle is notified by turning on a brake lamp or generating a horn sound. It is good to have been.

  Further, the present invention is not limited to the above-described embodiment as long as it matches the gist of the invention described in the claims.

It is explanatory drawing explaining the structure of the driving assistance system which concerns on embodiment. It is a flowchart which shows the driving condition calculation process performed by the control part of a car navigation apparatus. It is explanatory drawing explaining the route in an intersection, a partial route, and driving conditions. It is a flowchart which shows the driving assistance process performed with the control part of a car navigation apparatus. It is a flowchart which shows the starting process performed by the control part of a car navigation apparatus. It is a flowchart which shows the intersection start process performed by the control part of a car navigation apparatus. It is a flowchart which shows the intersection straight ahead start process performed by the control part of a car navigation apparatus. It is a flowchart which shows the intersection left turn start process performed by the control part of a car navigation apparatus. It is explanatory drawing explaining the action | operation at the time of an intersection left turn start process being performed. It is a flowchart which shows the intersection right turn start process performed by the control part of a car navigation apparatus. It is a flowchart which shows the stop sign start process performed in the control part of a car navigation apparatus. It is a flowchart which shows the stop sign | straightness start process performed by the control part of a car navigation apparatus. It is a flowchart which shows the stop sign left turn start process performed in the control part of a car navigation apparatus. It is a flowchart which shows the stop sign right turn start process performed in the control part of a car navigation apparatus. It is a flowchart which shows the driving | running | working process performed by the control part of a car navigation apparatus. It is a flowchart which shows the guidance route change process performed in the control part of a car navigation apparatus. It is a flowchart which shows the stop process performed in the control part of a car navigation apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Car navigation apparatus, 12 ... Current position detector, 14 ... Road sign DB, 16 ... Receiver, 18 ... Memory, 20 ... Operation detector, 22 ... Image display device, 24 ... Voice indicator, 26 ... Front camera , 28 ... rear camera, 30 ... image analyzer, 32 ... controller, 50 ... road device, 52 ... road camera, 54 ... detector, 56 ... transmitter, 60 ... travel control system.

Claims (9)

A vehicle driving support system for supporting driving by a vehicle driver,
Acceleration detecting means for detecting the acceleration of the vehicle;
A vehicle driving support system comprising: an acceleration control unit that suppresses an acceleration detected by the acceleration detection unit to be less than a first determination value.   The vehicle driving support system according to claim 1, wherein the acceleration control means controls the acceleration of the vehicle within a period from when the vehicle starts to the vehicle reaching a predetermined speed. Steering angle detection means for detecting the steering angle of the vehicle;
The vehicle driving support system according to claim 1, further comprising: a steering angle control unit that controls a steering angle detected by the steering angle detection unit to be less than the predetermined angle. Vehicle speed detecting means for detecting the speed of the vehicle,
The vehicle driving support system according to claim 3, wherein the steering angle control means controls the steering angle of the vehicle based on the vehicle speed detected by the vehicle speed detection means.   The vehicle driving support system according to claim 3 or 4, wherein the steering angle control means controls a steering angle of the vehicle based on a curvature of a road. Deceleration detection means for detecting the deceleration of the vehicle;
And a deceleration control means for controlling the deceleration detected by the deceleration detection means to be less than a second determination value within a section from the stop position where the vehicle should stop to a position separated by a predetermined distance. The vehicle driving support system according to any one of claims 1 to 5, characterized in that:   The vehicle driving support system according to claim 6, further comprising a deceleration control notification unit that notifies a vehicle occupant when the deceleration control unit controls the deceleration of the vehicle.   The acceleration control notifying means for notifying an occupant of the vehicle when the acceleration control means controls the acceleration of the vehicle. Vehicle driving support system. Moving body detecting means for detecting a moving body existing around the vehicle;
Collision determining means for determining whether or not there is a possibility of collision between the detected moving body and the vehicle when the moving body is detected by the moving body detecting means while the vehicle is stopped When,
2. A start prohibiting means for prohibiting start of the vehicle when the collision determination means determines that there is a possibility that the mobile body and the vehicle collide with each other. The vehicle driving support system according to claim 8.