JP2008250486A - Operation support device and program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly execute the support of an operation without giving troublesomeness to an operator. <P>SOLUTION: In a state in which another vehicle existing in a region ahead of an own-vehicle forms a region becoming the dead angle of an operator in the own-vehicle (s510), when there exists another vehicle with a risk of colliding with the own-vehicle (s560, s580: "YES"), the support of an operation (the output of a message in this execution configurations) is executed (s570, s590). Meanwhile, in a state in which a region becoming the dead angle of the operator is not formed, even when there exists another vehicle with a risk of colliding with the own-vehicle, the support of the operation is not executed (s510: "NO"). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a driving support device that is used in a state of being mounted on a vehicle and that supports driving of the vehicle.

In recent years, based on information acquired from other vehicles (other vehicles) around the vehicle (own vehicle) and the running state of the own vehicle, whether or not there is a risk that other vehicles may collide with the own vehicle. A system has been proposed that performs driving assistance for the vehicle when it is determined that there is a risk (see Patent Document 1).
JP 2006-172053 A

  However, in the above system, the driving assistance is uniformly implemented based on each information and the running state of the own vehicle, so that the driver can fully recognize other vehicles that may collide with the own vehicle. In addition, even if driving for avoiding this is started, driving assistance is performed, which may be annoying to the driver.

  The present invention has been made to solve such problems, and an object of the present invention is to provide a technique for enabling appropriate driving assistance without causing trouble to the driver. That is.

  A first driving support device made to solve the above problems is a driving support device that is mounted on a vehicle (own vehicle) and supports driving of the own vehicle, and is configured as follows. It is.

  It was acquired by other vehicle information acquisition means for acquiring other vehicle information indicating the running state of the other vehicle from each of the other vehicles (other vehicles) existing around the own vehicle and the other vehicle information acquisition means. Based on the other vehicle information, a risk determining means for determining whether or not there is another vehicle having a risk of colliding with the own vehicle in the vicinity of the own vehicle, and the other vehicle at risk by the risk determining means When it is determined that the vehicle exists, a support execution unit that performs driving support so as to avoid the danger, a periphery detection unit that detects the presence of another vehicle in the peripheral region of the host vehicle, and detection by the periphery detection unit A blind spot area determining means for determining whether or not the other vehicle present in the detected peripheral area forms an area that becomes a driver's blind spot based on the result, the support execution means, The blind spot area determination means determines the driver's blind spot. If it is determined to form a region, to implement the driving support based on a determination by the danger determining unit is configured such.

  According to the driving support device configured as described above, there is a risk of collision with the own vehicle in a state where other vehicles existing in the surrounding area of the own vehicle form an area that is a blind spot of the driver in the own vehicle. Driving assistance is provided when some other vehicle is present. On the other hand, in the state where the area that becomes the driver's blind spot is not formed, driving assistance is not performed even when there is another vehicle that may collide with the host vehicle.

  However, if the driver's blind spot area is not formed, the driver can visually recognize the presence of other vehicles in the area around the driver's vehicle, so driving assistance is not implemented. In addition, it is possible to easily determine whether or not the other vehicle has a risk of collision.

  In other words, in the state where the blind spot of the driver is not formed, it can be said that the driver does not need driving assistance. It can be said that it is inappropriate to give annoyance to a person.

  On the other hand, in the state where the driver's blind spot is formed, there is a risk that the driver will not be able to visually recognize the presence of other vehicles in the blind spot and actually collide with other vehicles. Therefore, even if driving assistance is actually provided, it can be said that it is appropriate without bothering the driver.

  From these things, if it is the composition which supports driving when the area which becomes a driver's blind spot is formed like this driving support device, it will drive appropriately without giving trouble to the driver. Can be supported.

  The surrounding detection means in this configuration is a means for detecting the presence of other vehicles in the surrounding area of the host vehicle. For example, by scanning the surrounding area with a radar or a sonar, A parameter indicating the distance to another vehicle is detected.

  Further, the specific configuration for determining that a blind spot is formed by the blind spot area determining means is not particularly limited. For example, it can be considered that the first configuration is configured as a second driving support device shown below.

  The second driving support device includes a host vehicle position specifying unit that specifies a current position of the host vehicle, a host vehicle speed detecting unit that detects a traveling speed of the host vehicle, and a surrounding detection unit. When it is detected that another vehicle is present in the front area, another vehicle speed specifying means for specifying the traveling speed of the other vehicle based on the detection result, and the current position specified by the own vehicle position specifying means Is a position at which the host vehicle can be regarded as having reached the intersection as a position to be supported, and the traveling speed detected by the host vehicle speed detecting means is equal to or less than the speed at which the host vehicle can be regarded as stopped. The vehicle is determined to stop at the intersection, and the vehicle stop determination means determines that the vehicle is stopped to turn at the intersection, and the vehicle stop means determines that the vehicle stops at the intersection, And the other vehicle speed specification When the speed of the other vehicle specified by the stage is equal to or lower than the speed at which the other vehicle can be considered to be stopped, the other vehicle stop determination is made to determine that the other vehicle has stopped to turn the intersection from the oncoming lane. Means.

  The blind spot area determining means determines that the other vehicle stop determining means forms an area that becomes a driver's blind spot when it is determined that the other vehicle is stopped to turn an intersection from the oncoming lane. To do.

  With this configuration, when the vehicle stops to turn the intersection and the other vehicle in front of the vehicle stops to turn the same intersection from the oncoming lane, the other vehicle is driven. Driving assistance can be implemented on the basis of the determination by the danger determination means as forming the blind spot of the person.

  In addition, the configuration for specifying the traveling speed of the other vehicle by the other vehicle speed specifying unit is not particularly limited. For example, the other vehicle is detected from the transition state of the position of the other vehicle whose presence is detected by the surrounding detection unit. The relative traveling speed (relative speed) of the vehicle is specified, and the speed obtained by adding the relative speed and the traveling speed of the own vehicle detected by the own vehicle speed detecting means is determined as the traveling speed of other vehicles. It can be specified as a speed.

  Further, the specific configuration for performing the determination by the above-described risk determination means is not particularly limited. For example, the first and second configurations are configured as a third driving support device shown below. It is possible.

  In the third driving support apparatus, the other vehicle information acquisition means acquires other vehicle information including the current position and the traveling speed of the other vehicle from each of the other vehicles. Furthermore, based on the current position and travel speed of the other vehicle included in the other vehicle information acquired by the own vehicle position specifying means for specifying the current position of the own vehicle and the other vehicle information acquiring means, Each of the other vehicles present in the vicinity includes arrival time calculating means for calculating an arrival time required to reach the current position and surroundings specified by the own vehicle position specifying means.

  The danger determination means has a risk of colliding with the own vehicle when the arrival time calculated by the arrival time calculation means includes an arrival time that is not more than a predetermined threshold. It is determined that there is another vehicle.

  If configured in this way, driving assistance will be implemented as other vehicles that have a risk of colliding with the own vehicle, with the arrival time until reaching the current position of the own vehicle being less than the threshold value. can do.

The driving assistance performed by the above-described assistance execution means is, for example, outputting a message for avoiding danger or operating a brake.
Moreover, in order to solve the said subject, it is good also as a program for making a computer system perform the various process procedures for functioning as all the means in any one of the said 1st to 3rd structures.

If it is a computer system controlled by this program, a part of the driving support apparatus in any one of the first to third configurations can be configured.
Each program described above consists of an ordered sequence of instructions suitable for processing by a computer system, and is provided to the driving support device and the user using it through various recording media and communication lines. It is what is done.

Embodiments of the present invention will be described below with reference to the drawings.
(1) Overall Configuration The driving support device 1 is a device configured by a well-known computer system mounted on a vehicle. As shown in FIG. 1, the control processing unit 10 includes an input / output interface (I / O). 20 is configured to execute various processes to be described later while exchanging data with various devices and sensors mounted on the vehicle via 20.

Hereinafter, among the vehicles on which the driving support device 1 is mounted, a specific vehicle is referred to as “own vehicle”, and vehicles of other vehicles are referred to as “other vehicles”.
Examples of various devices and sensors connected via the input / output interface 20 include a navigation device 110, a front detection sensor 120, a vehicle sensor group 130, a communication device 140, a display unit 150, a voice output unit 160, and the like.

  Among these, the navigation device 110 is a vehicle (own vehicle, the same applies hereinafter) on which the navigation device 110 itself is mounted based on a signal received by a built-in GPS (Global Positioning System) receiver and map data in the memory. The current position of the vehicle (actually the coordinates indicating the current position), the traveling direction of the vehicle, the presence / absence of a specific support position at which driving support is to be implemented in the processing described later, and the distance to the support position are detected. Can be exchanged with the driving support device 1.

  Further, the front detection sensor 120 is constituted by, for example, a radar or a sonar provided toward the front of the host vehicle, and scans the front area of the host vehicle (see the shaded portion in FIG. 2) to thereby move the Information indicating the position of the other vehicle in the area and the distance to the other vehicle is output to the control processing unit 10 as a detection result.

  The vehicle sensor group 130 includes sensors that detect operating states of the turn signal, brake pedal, accelerator pedal, and the like in the vehicle, sensors that detect the traveling speed and acceleration of the host vehicle, and the like. To output.

The communication device 140 exchanges various types of information by performing wireless communication with other vehicles.
(2) Processing by Control Processing Unit 10 Various processing executed by the control processing unit 10 will be described below.
(2-1) Support Data Broadcasting Process First, the processing procedure of the support data specifying process that is repeatedly executed at regular time intervals while the driving support device 1 is activated will be described with reference to FIG.

  When the support data specifying process is activated, various information is first collected (s110). Here, the distance from the navigation device 110 to the current position, the traveling lane, the traveling direction of the host vehicle, and a specific support position (here, the center coordinates of the nearest intersection existing ahead of the host vehicle) (hereinafter, “ Information such as “reach distance”).

  Further, from the front detection sensor 120, information indicating a region where another vehicle exists in the front region of the own vehicle (hereinafter referred to as “other vehicle region”) and the distance to the other vehicle are collected. And the information which shows each of the operating state of the turn signal and brake in a vehicle, the running speed of the own vehicle, and the acceleration of the own vehicle is acquired from the vehicle sensor group 130.

Next, based on the various information collected in s110, support data including own vehicle information related to the own vehicle and other vehicle information related to other vehicles existing around the own vehicle is generated (s120).
The vehicle information in this support data includes the current position collected in s110, the traveling lane, the traveling direction of the vehicle, the traveling speed Vs, the acceleration As, the reach distance L, the blinker, and the operating state of the brake. Information. Further, the other vehicle information is information calculated from the information collected in the above s110, such as an interval with the other vehicle in the traveling direction of the own vehicle (hereinafter referred to as “other vehicle interval”) D, other information in front of the own vehicle Relative speed Vr with the vehicle, lateral width W of the other vehicle located in front of the own vehicle, lateral position X indicating the positional relationship with the other vehicle existing in front of the own vehicle, and other vehicles in the traveling direction of the own vehicle This is information in which each of the own lane probabilities P indicating the probability of being present is set.

  Here, the other vehicle interval D is assumed to be an other vehicle present in front of the own vehicle, assuming an xy plane having an axis extending in the traveling direction of the own vehicle with the center at the front end of the own vehicle as the origin. Is calculated as the distance along the y-axis direction to the point closest to the vehicle (see FIG. 2).

The relative speed Vr is calculated as a change over time in the distance between the other vehicle detected by the front detection sensor 120 and the host vehicle.
Further, the lateral width W of the other vehicle is calculated as the width of the region where the presence of the other vehicle is detected in the region scanned by the front detection sensor 120.

  Further, the lateral position X is calculated as a distance along the x-axis direction to a point closest to the own vehicle in the other vehicle existing ahead of the own vehicle, assuming an xy plane similar to the above. (See FIG. 2). The lateral position X is “0” when another vehicle is present in front of the host vehicle.

  The own lane probability P is 100% as the area where another vehicle exists, which is indicated by the detection result from the front detection sensor 120, is closer to the center of the area scanned by the front detection sensor 120, that is, the front front of the own vehicle. It is calculated as a value close to.

  The own vehicle information and the other vehicle information are stored in a data queue (first-in first-out storage area) prepared for each time s120 is performed. In other words, each time this support data broadcast process is executed, the vehicle information and other vehicle information are stored from the latest to the predetermined number of executions.

Then, the support data generated in s120 is transmitted to other vehicles in the vicinity (s130). This assistance data is broadcast as data for which the receiving party is not specified, and is thereby received by all other vehicles existing within the assistance data reception area.
(2-2) Ambient Environment Determination Processing Subsequently, a processing procedure of assistance data specifying processing that is repeatedly executed while the driving assistance device 1 is activated will be described with reference to FIG.

  When the surrounding environment determination process is started, first, a standby state is entered until a support position where driving assistance is to be performed is detected on a road along the traveling direction of the vehicle (s210: NO). In the present embodiment, information on the presence / absence of an intersection as a support position is acquired from the navigation device 110, and when this information is “present”, the information is on a road along the traveling direction of the host vehicle. It is determined that a support position where driving assistance should be performed has been detected.

  Thereafter, when it is determined that a support position has been detected (s210: YES), various types of information are collected (s220). Here, as the information set in the latest own vehicle information and other vehicle information stored in the built-in memory at this time, the current position, traveling lane, traveling direction of the own vehicle, traveling speed Vs, acceleration As, arrival The distance L, the operation state of the blinker and the brake, the other vehicle interval D, the relative speed Vr, the lateral width W of the other vehicle, the lateral position X, and the own lane probability P are acquired.

  Next, whether the reach distance L in the information collected in s220 is equal to or less than a predetermined distance defined as a reach distance when the vehicle approaches until it is considered that the vehicle has reached a specific support position. It is checked whether or not the vehicle has reached the support position (s230).

  When it is determined in s230 that the reach distance L is greater than the predetermined distance, that is, the host vehicle has not reached the support position (s230: NO), the reach distance L is set to a certain support position to some extent. It is checked whether or not the distance is equal to or less than a predetermined distance determined as approach distance when approaching, that is, whether or not the own vehicle is approaching the support position (s240).

  If it is determined in s240 that the reach distance L is greater than the predetermined distance, that is, the vehicle is not approaching the support position (s240: NO), the lateral position X of the information collected in s220 is It is checked whether or not the transition is still “0” (s250). Here, the other vehicle information collected at s220 and the other vehicle information one time before the time of the collection are checked, and the lateral position X set in these is both “0”. If there is, it is determined that the horizontal position X remains “0”.

  As described above, since the horizontal position X is “0” when there is another vehicle in front of the host vehicle, the fact that it has remained “0” This means that there is another vehicle continuously in front of the host vehicle as in the case where another vehicle is traveling in front of the host vehicle (see FIG. 6A). On the other hand, the fact that the lateral position X remains “0” does not change means that the other vehicle that was present in front of the host vehicle is no longer present due to a lane change or the like.

  In this s250, when it is determined that the lateral position X remains “0” and does not change (s250: NO), the environment variable that is a variable indicating the surrounding environment of the host vehicle indicates “no other vehicle ahead. ”Is set (s260), the process returns to s210.

  On the other hand, when it is determined in s250 that the lateral position X remains “0” (s250: YES), the own lane probability P of the information collected in s220 is It is checked whether or not the value (around 100%) when there is another vehicle in the front front area of the vehicle remains unchanged (s270). Here, the other vehicle information collected in s220 and the other vehicle information one time before the time of the collection are checked, and the own lane probability P set in them is both about 100%. If so, it is determined that the own lane probability P remains unchanged.

If it is determined in s270 that the own lane probability P remains unchanged, the process returns to s210 as it is (s270: NO).
On the other hand, when it is determined in s270 that the own lane probability P remains unchanged (s270: YES), a value indicating that “another vehicle is ahead” is set in the environment variable. (S280), the process returns to s210.

  If it is determined in s240 that the reach distance L is equal to or less than a predetermined distance (s240: YES), the travel lane in the information collected in s220 indicates the rightmost lane (that is, the right turn lane). It is checked whether or not the value is indicated (s290).

If it is determined in s290 that the value does not indicate the rightmost lane (s290: NO), the process proceeds to s250.
On the other hand, when it is determined in s290 that the value indicates the rightmost lane (s290: YES), the difference between both the reach distance L and the other vehicle interval D in the information collected in s220, that is, the own vehicle The distance from the other vehicle in front of the vehicle to the support position (= LD; see FIG. 6A) is equal to or less than the distance when the other vehicle approaches the specific support position to some extent. It is checked whether or not the vehicle is approaching the support position (s300).

  When it is determined in s300 that the distance from the other vehicle in front of the host vehicle to the specific support position is larger than the predetermined distance, that is, the other vehicle is not approaching the support position (s300: NO) The process moves to s250.

  On the other hand, when it is determined in s300 that the distance from the other vehicle in front of the host vehicle to the specific support position is equal to or smaller than the predetermined distance, that is, the other vehicle is approaching the support position (s300: YES), the traveling speed (Vs; Vr) of the other vehicle obtained from the sum of the traveling speed Vs and the relative speed Vr in the information collected in s220 is such that the other vehicle can be regarded as stopped. It is checked whether or not the speed is lower than the stop speed (s310).

  As described above, the situation where the traveling speed of the other vehicle is equal to or lower than the stopping speed is a situation where the other vehicle is stopped or is about to stop in front of the host vehicle, and the intersection is the support position. It is a situation that is presumed to be going. Conversely, the situation in which the traveling speed of the other vehicle is greater than the stop speed is a situation in which the other vehicle is traveling in front of the host vehicle and is about to pass through the intersection that is the support position.

If it is determined in s310 that the traveling speed of the other vehicle existing ahead of the host vehicle is greater than the stop speed (s310: NO), the process proceeds to s250.
On the other hand, if it is determined in s310 that the traveling speed of the other vehicle ahead of the host vehicle is equal to or lower than the stop speed (s310: YES), the own lane probability P of the information collected in s220 is determined. However, it is checked whether or not the vehicle is moving at a value (around 100%) when there is another vehicle in the area in front of the host vehicle (s320). Here, the other vehicle information collected in s220 and the other vehicle information one time before the time of the collection are checked, and the own lane probability P set in them is both about 100%. If so, it is determined that the own lane probability P remains unchanged.

  When it is determined in s320 that the own lane probability P has not changed at the corresponding value (s320: NO), the process returns to s210 as it is. In this way, the fact that the own lane probability P is not a corresponding value means a situation where the other vehicle deviates from the front in front of the own vehicle due to, for example, turning at an intersection.

  On the other hand, when it is determined in s320 that the own lane probability has changed at a corresponding value (s320: YES), the environmental variable is “another vehicle exists ahead and another vehicle is about to turn right (forward) After a value indicating that “the other car is waiting for a right turn” is set (s330), the process returns to s210.

  If it is determined in s230 that the reach distance L is equal to or less than a predetermined distance, that is, the host vehicle has reached the support position (s230: YES), the information collected in s220 is It is checked whether the travel lane is a value indicating the rightmost lane (that is, the right turn lane) (s340).

  If it is determined in s340 that the value does not indicate the rightmost lane (s340: NO), whether the lateral position of the information collected in s220 remains “0” as in s250. It is checked whether or not (s350).

If it is determined in s350 that the lateral position remains “0” (s350: NO), the process returns to s210.
On the other hand, if it is determined in s350 that the lateral position remains “0” (s350: YES), a value indicating “no other vehicle ahead” is set in the environmental variable described above. (S360), the process returns to s220.

  Further, when it is determined in s340 that the value indicates the rightmost lane (s340: YES), the traveling speed Vs in the information collected in s220 is regarded as the vehicle being stopped. It is determined whether or not the stop speed is less than or equal to a possible speed (s370).

  Here, the fact that the travel speed Vs is not lower than the stop speed means that the vehicle is going straight ahead without turning at the intersection, whereas the travel speed Vs is lower than the stop speed. This means that the vehicle is stopped near the intersection or is about to stop.

If it is determined in s370 that the traveling speed Vs is greater than the stop speed (s370: NO), the process proceeds to s350.
On the other hand, if it is determined in s370 that the traveling speed Vs is equal to or lower than the stop speed (s370: YES), the operating state of the turn signal is checked in the information collected in s220 (s380).

  Here, if the turn signal is operating, it means that the vehicle is stopped to turn at the intersection. When the turn signal is operating in this way, the other vehicle existing in front of the host vehicle is a vehicle that is about to turn the same intersection from the opposite lane (see FIG. 6B).

If it is determined in s380 that the operation state of the winker is not “in operation” (s380: NO), the process proceeds to s350.
On the other hand, if it is determined in s380 that the operating state of the turn signal is “in operation” (s380: YES), based on the reach distance L and the other vehicle interval D in the information collected in s220, It is checked whether or not the reach distance L is shorter than the other vehicle interval D (s390).

  As described above, the other vehicle that is about to turn the same intersection from the opposite lane is usually located on the opposite side of the own vehicle across the intersection that is the support position. (See FIG. 6B). Therefore, in this s390, by checking whether the reach distance L is shorter than the other vehicle interval D, it is checked whether there is another vehicle that is going to bend the same intersection from the oncoming lane. Will be.

  When it is determined in s390 that the reach distance L is not shorter than the other vehicle interval D (s390: NO), the other vehicle interval is decreasing, that is, the other vehicle existing in front of the own vehicle. It is checked whether or not the vehicle is approaching (s400). Here, the other vehicle information collected in s220 and the other vehicle information of the previous one are checked, and if the former is smaller than the latter among the other vehicle intervals D set therein, the other vehicle interval It is determined that D is decreasing.

  In this s400, when it is determined that the other vehicle interval D does not show a decreasing tendency, that is, the own vehicle is not approaching another vehicle existing in front of the own vehicle (s400: NO), the process proceeds to s350. And migrate.

  On the other hand, when it is determined in s400 that the other vehicle interval D shows a decreasing trend, that is, the own vehicle is approaching another vehicle existing in front of the own vehicle (s400: YES), the above s220. It is checked whether or not the own lane probability P of the information collected at (1) has changed from an increasing tendency to a decreasing tendency (s410).

  Here, each of the own lane probabilities P set in the other vehicle information two times before this is checked, including the time when the information was collected in s220, and set in the other vehicle information two times before. The own lane probability Pn-2 is smaller than the own lane probability Pn-1 set in the other vehicle information one time before, and the own lane probability Pn-1 is the information collected in s220. When it is larger than the own lane probability Pn, it is determined that the own lane probability P has changed from an increasing tendency to a decreasing tendency.

  In this way, the situation where the own lane probability P has changed from an increasing tendency to a decreasing tendency is that the other car passes in front of the own car, that is, the other car passing on the opposite lane passes the intersection as it is. This is shown (see FIG. 6C).

When it is determined in s410 that the own lane probability P has not changed from an increasing tendency to a decreasing tendency (s410: NO), the process proceeds to s350.
On the other hand, when it is determined in s410 that the own lane probability P has changed from an increasing tendency to a decreasing tendency (s410: YES), the environmental variable is “There are other vehicles ahead and other vehicles are oncoming lanes”. Is set (S420), the process returns to s210.

  Further, when it is determined in s390 that the reach distance L is shorter than the other vehicle interval D (s390: YES), the traveling speed of the other vehicle existing in front of the host vehicle is stopped as in s310. It is checked whether or not the speed is below (s430).

When it is determined in s430 that the traveling speed of the other vehicle existing ahead of the host vehicle is higher than the stop speed (s430: NO), the process proceeds to s350.
On the other hand, if it is determined in s430 that the traveling speed of the other vehicle existing in front of the host vehicle is equal to or lower than the stop speed (YES in s430), the environmental variable is “There is another vehicle ahead, In addition, after a value indicating that the other vehicle is about to turn right from the oncoming lane (the other vehicle ahead waits for the oncoming right turn) is set (s440), the process returns to s210.
(2-3) Driving Support Processing Next, the driving support processing procedure that is repeatedly executed while the driving support device 1 is activated will be described with reference to FIG.

  When this driving support process is activated, first, the vehicle enters a standby state until an area that becomes a blind spot for the driver of the own vehicle is formed by another vehicle existing in the front area of the own vehicle (s510: NO). Here, when the value set in the environment variable is a value indicating that “the other vehicle in front is waiting for an opposite right turn”, it is determined that a region serving as a blind spot for the driver of the own vehicle is formed. The

  The situation where the value set in the environment variable indicates that “the other vehicle ahead is waiting for an opposite right turn” is as described above. This shows a situation where another vehicle that is present stops to turn the same intersection from the oncoming lane. In such a situation, the front area of the host vehicle is blocked by other vehicles, so the blocked area becomes a blind spot for the driver (see the shaded area in FIG. 8A), and the intersection from the opposite lane. You will not be able to see the presence of other vehicles entering the car.

  Thereafter, when an area that is a blind spot for the driver of the vehicle is formed (s510: YES), various information is collected (s520). Here, the latest vehicle information and other vehicle information stored in the built-in memory at this time (hereinafter referred to as ““ own ”own vehicle information” and ““ own ”other vehicle information”) exist in the vicinity. The own vehicle information and other vehicle information (hereinafter referred to as “other” own vehicle information ”and“ other ”other vehicle information”) that constitute support data received from each other vehicle via the communication device 140 are: Collected.

  Next, based on the information collected in s520, the current position of the host vehicle and other vehicles (for each vehicle) existing around the host vehicle, the traveling speed, and the traveling direction with respect to the support position are specified. (S530).

  Here, first, the current position, traveling speed, and traveling direction (direction approaching the support position) in the own vehicle information are specified, and based on the own vehicle information and own vehicle information, The current position, travel speed, and traveling direction with respect to the support position of the indicated other vehicle (hereinafter referred to as “the“ other ”other vehicle”) are specified.

  Specifically, based on the current position and traveling direction of the own vehicle in the own vehicle information (hereinafter referred to as “the own vehicle”), the own vehicle information from the current position of the own vehicle toward the traveling direction. The position separated by the other vehicle interval D in is the current position of the own vehicle.

  Further, a speed obtained by adding the traveling speed in the own vehicle information and the relative speed in the own vehicle information is set as the traveling speed of the own vehicle. Here, if the host vehicle is stopped, the relative speed is a negative value equal to the traveling speed of the host vehicle, so the speed calculated as the speed of the host vehicle is “0”. If the host vehicle is traveling in the oncoming lane, the relative speed will be a negative value that has a larger absolute value than the host vehicle speed, so the speed calculated as the host vehicle speed will also be a negative value. .

  If the value indicating the difference between the reach in the host vehicle information and the other vehicle interval in the host vehicle information (which may be a value obtained by adding a constant α considering the total length of the host vehicle) is a positive value. For example, the traveling direction with respect to the support position is a direction approaching the support position, and if the value indicating the difference is not a positive value, the traveling direction with respect to the support position is a direction away from the support position.

  Further, in this s530, the current position, travel speed Vs, and traveling direction (direction approaching the support position) in the other host vehicle information are specified, and based on the other host vehicle information and other other vehicle information, the other The current position of the other vehicle (hereinafter referred to as “other vehicle”) indicated by the vehicle information, the traveling speed, and the traveling direction with respect to the support position are specified.

  Specifically, based on the current position and the traveling direction of the own vehicle (hereinafter referred to as “other” own vehicle) in the other vehicle information, the other vehicle information from the current position of the other vehicle toward the traveling direction. The position separated by the other vehicle interval D in is the current position of the other vehicle.

  Further, a speed obtained by adding the traveling speed in the other vehicle information and the relative speed in the other vehicle information is set as the traveling speed of the other vehicle. As described above, if the other vehicle is stopped, the speed calculated as the speed of the other vehicle is “0”, and if the other vehicle is traveling in the oncoming lane, the speed of the other vehicle is Is also a negative value.

  If the value indicating the difference between the reach in the other vehicle information and the other vehicle interval in the other vehicle information (which may be a value obtained by adding a constant α in consideration of the total length of the other vehicle) is a positive value. For example, the traveling direction with respect to the support position is a direction approaching the support position, and if the value indicating the difference is not a positive value, the traveling direction with respect to the support position is a direction away from the support position.

  Next, an overlapping information group for the same vehicle is removed from the information group consisting of the current position for each vehicle calculated in s530, the traveling speed, and the traveling direction with respect to the support position (s540). Here, among the information groups for each vehicle calculated in s530, each of the information groups that approximate the current position is regarded as an information group for the same vehicle, and Of these, all other information groups are deleted, leaving any information group.

At this time, which information group is left out of the plurality of information groups that approximate the current position is determined according to the following rules determined based on the detection accuracy of each information.
For example, if an information group about the own vehicle is included in a plurality of information groups that approximate the current position, the information group about the own vehicle is left.

In addition, if the information group about the own vehicle is not included in the plurality of information groups and only one information group about the other vehicle is included, Leave the information group.
In addition, if the information group about the own vehicle is not included in the plurality of information groups and two or more information groups about the other vehicle are included, among these information groups, The information group having the smallest lateral position in the other vehicle information referred to when the information group is calculated (one information group when the lateral position is the same) is left.

  And in the case where only a group of information about other vehicles is included in the plurality of information groups, among these all information groups, in the other vehicles information referred to when calculating the information group The information group with the smallest horizontal position (one information group when the horizontal position is the same) is left.

  Next, for each of the information groups other than the information group in which the traveling direction with respect to the support position is the “direction approaching the support position” among the plurality of information groups from which the overlapping information group is removed in the above s540 An arrival time TTC until each vehicle corresponding to the information group reaches the support position is calculated (s550). Here, for each information group, a value (TTC = Vs / L) obtained by dividing the traveling speed Vs in the information group by the distance L from the current position to the support position in the information group is the information group. Calculated as arrival time.

  Next, an information group corresponding to another vehicle having a high risk of colliding with the own vehicle exists among the plurality of information groups obtained by removing the overlapping information group in s540 (a dangerous vehicle exists). It is determined whether or not (s560). Here, in the arrival time TTC calculated in the above s550, when the arrival time TTC equal to or less than the predetermined first threshold value T1 exists, the vehicle has a high risk of colliding with the own vehicle. It is determined that the corresponding information group exists.

  If it is determined in s560 that there is an information group corresponding to another vehicle having a high risk of colliding with the own vehicle (s560: YES), a warning is given that there is another vehicle having a high risk of colliding with the own vehicle. Then, after outputting a message for prompting avoidance of the danger (s570), the process returns to s510. In s570, either one or both of the display of the warning message on the display unit 150 and the output of the warning message on the audio output unit 160 is performed.

  If it is determined in s560 that there is no information group corresponding to another vehicle having a high risk of colliding with the own vehicle (s560: NO), it corresponds to the other vehicle that may collide with the own vehicle. It is determined whether or not an information group exists (a caution vehicle exists) (s580). Here, when the arrival time TCC calculated in the above s550 includes the arrival time TCC that is greater than the first threshold value T1 and is equal to or less than the second threshold value T2, the vehicle may collide with the host vehicle. It is determined that there is an information group corresponding to the other vehicle having the characteristics.

  If it is determined in s580 that there is another vehicle that may collide with the host vehicle (s580: YES), be aware that there is another vehicle that may collide with the host vehicle. After a message for prompting avoidance of the message is output (s590), the process returns to s510. In s570, either or both of the display of the caution message on the display unit 150 and the output of the caution message on the audio output unit 160 are performed.

If it is determined in s580 that there is no other vehicle that may collide with the host vehicle (s580: NO), the process returns to s510 without performing s570 and s590.
(3) Operation and Effect According to the driving support device 1 configured as described above, in a state where the other vehicle existing in the front area of the own vehicle forms an area that is a blind spot of the driver in the own vehicle ( In step s510 in FIG. 7, when there is another vehicle that may collide with the host vehicle (“YES” in steps s560 and s580 in FIG. 7), driving assistance (output of a message in this embodiment) is performed. (Fig. S570, s590). On the other hand, in the state where the blind spot of the driver is not formed, driving assistance is not performed even when there is another vehicle that may collide with the own vehicle (in FIG. S510 “ NO ").

  However, if the driver's blind spot area is not formed, the driver can visually recognize the presence of other vehicles in the area around the driver's vehicle, so driving assistance is not implemented. In addition, it is possible to easily determine whether or not the other vehicle has a risk of collision (see FIG. 8A).

  In other words, in the state where the blind spot of the driver is not formed, it can be said that the driver does not need driving assistance. It can be said that it is inappropriate to give annoyance to a person.

  On the other hand, in the state where the area that becomes the driver's blind spot is formed (see FIG. 8B), the driver cannot visually recognize the presence of another vehicle in the blind spot, and in fact other Since there is a high risk of collision with a car, even if driving assistance is actually implemented, it will be appropriate without bothering the driver.

  From these things, if it is the structure which supports a driving | operation when the area | region used as a driver | operator's blind spot is formed like this driving assistance device 1, it does not bother a driver | operator appropriately, Driving assistance can be implemented.

Further, in the above embodiment, there is a risk or possibility that another vehicle whose arrival time TTC until reaching the support position, that is, near the current position of the own vehicle is equal to or less than the threshold, collides with the own vehicle. As another vehicle, driving assistance can be implemented (s560 to s590 in FIG. 7).
(4) Modifications The embodiment of the present invention has been described above. However, the present invention is not limited to the above embodiment, and can take various forms as long as they belong to the technical scope of the present invention. Needless to say.

  For example, in the above embodiment, when the own vehicle is stopped to turn right at the intersection, and the other vehicle in front of the own vehicle is stopped to turn right at the same intersection from the opposite lane, Illustrated those configured to implement assistance. This is a case based on the premise that the vehicle complies with the traffic rules that should run on the right side of the road, and it is also possible to presuppose a configuration that follows the traffic rules that should run on the left side of the road. For this purpose, in the above description, “right” may be read as “left”.

Further, in the above embodiment, when there is a risk of collision with the own vehicle or there is a possibility that there is a possibility, there is a configuration that performs driving support by outputting a message to that effect Although illustrated, you may comprise so that assistance may be implemented by another structure. For example, it is conceivable to operate a brake to decelerate the own vehicle when there is another vehicle that may or may collide with the own vehicle.
(5) Correspondence with the Present Invention In the embodiment described above, s520 in FIG. 7 is the other vehicle information acquisition means in the present invention, s560 and s680 in FIG. 7 are the risk determination means in the present invention, and s550 in FIG. Is the arrival time calculation means in the present invention, and s570 and s590 in the figure are the support execution means in the present invention.

  Also, s220 in FIG. 4 is the surrounding detection means in the present invention, s230 and s340 to s370 in the figure are the own vehicle stop determination means in the present invention, and s410 in the figure is the other vehicle stop determination means in the present invention. 4, s230 to s440 in FIG. 4 and FIG. 7 and s510 in FIG. 7 are blind spot area determining means in the present invention, s220 in FIG. 4 and s520 in FIG. 7 are own vehicle position specifying means, own vehicle speed detecting means in the present invention, and Another vehicle speed specifying means.

Block diagram showing the overall configuration of the driving support device The figure which shows the relation between the own car and the other car (the 1) Flow chart showing support data broadcast processing Flow chart showing the surrounding environment determination process (1/2) Flow chart showing the surrounding environment determination process (2/2) The figure which shows the relation between the own car and the other car (the 2) Flow chart showing driving support processing The figure which shows the relation between the own car and other cars (the 3)

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance apparatus, 10 ... Control processing part, 20 ... Input / output interface, 110 ... Navigation apparatus, 120 ... Front detection sensor, 130 ... Vehicle sensor group, 140 ... Communication apparatus, 150 ... Display part, 160 ... Sound output part .

Claims (4)

A driving support device that is mounted on a vehicle (own vehicle) and supports driving of the own vehicle,
Other vehicle information acquisition means for acquiring other vehicle information indicating the traveling state of the other vehicle from each of the other vehicles (other vehicles) existing around the own vehicle;
Based on the other vehicle information acquired by the other vehicle information acquisition unit, a risk determination unit that determines whether there is another vehicle that may collide with the host vehicle around the host vehicle;
Assistance execution means for implementing driving assistance so as to avoid the danger when it is judged by the danger judgment means that there is a dangerous other vehicle;
Surrounding detection means for detecting the presence of another vehicle in the surrounding area of the own vehicle;
A blind spot area determining means for determining whether or not the other vehicle present in the detected peripheral area forms an area that becomes a blind spot of the driver based on a detection result by the periphery detecting means,
The support execution means implements driving support based on the determination by the risk determination means when it is determined by the blind area determination means to form an area that becomes a blind spot of the driver. apparatus. Own vehicle position specifying means for specifying the current position of the own vehicle;
Own vehicle speed detecting means for detecting the traveling speed of the own vehicle;
Other vehicle speed specifying means for specifying the traveling speed of the other vehicle based on the detection result when it is detected that the other vehicle is present in the front area of the own vehicle by the periphery detection means;
The current position specified by the vehicle position specifying means is a position where the vehicle can be regarded as having reached the intersection as a position to be supported, and the traveling speed detected by the vehicle speed detecting means is A vehicle stop determination means for determining that the vehicle is stopped to turn at an intersection when the vehicle speed is equal to or less than a speed at which the vehicle is considered to be stopped;
It can be determined that the own vehicle is stopped to turn the intersection by the own vehicle stopping means, and the speed of the other vehicle specified by the other vehicle speed specifying means can be regarded as the other vehicle being stopped. An other vehicle stop determining means for determining that the other vehicle is stopped to turn an intersection from the oncoming lane when the speed is equal to or lower than the speed,
The blind spot area determining means determines that the other vehicle stop determining means forms an area that becomes a driver's blind spot when it is determined that the other vehicle is stopped to turn an intersection from the oncoming lane. It is comprised as follows. The driving assistance apparatus of Claim 1 characterized by the above-mentioned. The other vehicle information acquisition means acquires other vehicle information including the current position and travel speed of the other vehicle from each of the other vehicles,
further,
Own vehicle position specifying means for specifying the current position of the own vehicle;
Based on the current position and travel speed of the other vehicle included in the other vehicle information acquired by the other vehicle information acquiring unit, each of the other vehicles existing around the host vehicle is specified by the own vehicle position specifying unit. An arrival time calculating means for calculating an arrival time required to reach the vicinity of the current position,
The risk determination means is a vehicle that may collide with the host vehicle when the arrival time calculated by the arrival time calculation means includes an arrival time that is equal to or less than a predetermined threshold. The driving support device according to claim 1, wherein the driving support device is configured to determine that the vehicle is present.   The program for making a computer system perform the various process procedures for functioning as all the means in any one of Claim 1 to 3.

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