JP2008310398A - Drive supporting apparatus, and program for the same - Google Patents

Drive supporting apparatus, and program for the same Download PDF

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Publication number
JP2008310398A
JP2008310398A JP2007154980A JP2007154980A JP2008310398A JP 2008310398 A JP2008310398 A JP 2008310398A JP 2007154980 A JP2007154980 A JP 2007154980A JP 2007154980 A JP2007154980 A JP 2007154980A JP 2008310398 A JP2008310398 A JP 2008310398A
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vehicle
crossing
intersection
distance
means
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JP2007154980A
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Japanese (ja)
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Yoshiyuki Hamanaka
義行 浜中
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Denso Corp
株式会社デンソー
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Abstract

<P>PROBLEM TO BE SOLVED: To determine whether or not a vehicle can cross a railway crossing or an intersection without stopping on the way more accurately than before. <P>SOLUTION: From a navigation system 1, a drive supporting apparatus acquires data of crossing distance 55 from an entrance point 53 until an exit point 54 of a crossing point (railway crossing or intersection) 50, and specifies distance 57 between two cars which are its own vehicle 51 and a preceding vehicle 52 in front of the crossing point 50. Then distance as a result of performing correction to a value which is subtracted a whole length 58 of the own vehicle 51 from these distance 57 between two vehicles in response to disagreement 56 between a stop position of the own vehicle and the entrance point 53 is compared with the crossing distance 55, and an alarm message for preventing entrance of the own vehicle 51 into the crossing point 50 is output after determining that the own vehicle 51 cannot pass through the crossing point 50 without stopping when the crossing distance 55 is larger; then control for preventing opening of an accelerator or release of a brake is performed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a driving support device and a program for the driving support device.

Conventionally, when a host vehicle crosses a level crossing or an intersection, whether or not the host vehicle can complete the crossing without stopping at the level crossing or the intersection, In addition, a technique is known in which a determination is made by using a radar inter-vehicle distance detection technique, and based on the determination, a warning to a user and control of whether or not the vehicle is allowed to travel are known (for example, see Patent Documents 1 to 3).
Japanese Patent No. 3272409 JP 2001-301484 A JP-A-2005-165543

  However, actual crossings and intersection conditions vary greatly depending on factors such as the number of routes, the number of lanes, and the lane width. Therefore, it is difficult to determine an accurate crossing distance only by image recognition by a camera and an inter-vehicle distance by a radar, and as a result, there is a possibility that warnings to occupants and vehicle control may lack accuracy.

  In view of the above points, an object of the present invention is to determine whether or not a vehicle can cross a railroad crossing or an intersection without stopping halfway, more accurately than in the past.

  In order to achieve the above object, the present invention is characterized in that a driving support device capable of specifying an inter-vehicle distance between the host vehicle and a preceding vehicle preceding the host vehicle before the crossing or an intersection is the level crossing. Alternatively, the data of the crossing distance is acquired from a device that stores the data of the crossing distance from the entrance point to the exit point of the intersection, and the specified inter-vehicle distance, the acquired crossing distance, and the total length of the own vehicle are obtained. By comparing, it is determined whether or not the own vehicle can pass through the level crossing or intersection without stopping at the level crossing or intersection, and the determination result is negative. Thus, a process for suppressing entry to the railroad crossing or the intersection is performed.

  As described above, by using the data of the crossing distance in addition to the inter-vehicle distance, it is determined whether or not the crossing or the intersection can be crossed without stopping in the middle, so that the accuracy of the determination becomes higher than in the past.

  In addition, the driving support device may acquire crossing distance data from map data recorded by the vehicle navigation device. Thus, since the data of the crossing distance is acquired from the device in the host vehicle, the certainty and speed of data acquisition are higher than in the case where the data is not so.

  In addition, the driving support device may receive crossing distance data from a wireless transmission device provided in the vicinity of the railroad crossing or intersection. By doing so, it is not necessary to store the crossing distance data in advance on the own vehicle side, so that the capacity of the storage medium on the own vehicle side is saved accordingly.

  In addition, when determining whether or not the vehicle can pass, the driving support device, when the host vehicle stops before the crossing or intersection, subtracts the total length of the host vehicle from the inter-vehicle distance and the stop position of the host vehicle. Comparing the distance resulting from the correction according to the deviation from the entrance point and the crossing distance, when the latter is small, the own vehicle does not stop at the level crossing or the intersection without stopping at the level crossing or the intersection. When it is determined that the vehicle can pass and the latter is large, it may be determined that the host vehicle cannot pass through the railroad crossing or intersection without stopping in the railroad crossing or intersection.

  As described above, by adding an element of deviation between the stop position of the own vehicle and the entrance position of the railroad crossing or the intersection to the comparison between the inter-vehicle distance and the crossing distance, it is possible to realize a more accurate determination.

  In addition, the driving support device determines whether or not the own vehicle is the leading vehicle in front of the crossing or intersection, and suppresses entry to the crossing or intersection based on a positive determination result. You may come to perform the process for doing.

  In this way, when it is not necessary to suppress the entry of the own vehicle to the level crossing or the intersection in relation to the preceding vehicle, such as when the own vehicle is not the leading vehicle before the level crossing or the intersection. It is possible to prevent the suppression process from being performed.

  In addition, the driving support device may approach the level crossing or intersection based on the fact that the level crossing or intersection is not congested and the host vehicle is traveling at a reference speed or higher before the level crossing or intersection. Execution of processing for suppressing entry may be prohibited.

  This is because when the railroad crossing or intersection is not congested and the host vehicle is traveling above the reference speed, the preceding vehicle can move immediately even if the inter-vehicle distance becomes shorter. This reflects the idea that it is not always necessary to suppress the entry of the own vehicle to the level crossing or intersection. The features of the present invention can also be realized as a program.

  Hereinafter, an embodiment of the present invention will be described. FIG. 1 shows a configuration of an in-vehicle system mounted on a vehicle in the present embodiment. This in-vehicle system includes a navigation device 1, a camera 2, an inter-vehicle radar 3, a driving support device 4, a warning control ECU 7, a vehicle control ECU 8, a speaker 9, a monitor 10, an accelerator 11, and a brake 12.

  The navigation device 1 is a device that displays a current position of a vehicle and a route to a set destination in a superimposed manner on a map. The navigation device 1 specifies the current position of the vehicle, the traveling speed, and the like based on signals from a well-known geomagnetic sensor, gyroscope, vehicle speed sensor, and GPS receiver, all of which are not shown. In addition, the navigation device 1 receives road traffic information (the presence / absence of traffic congestion, the state of traffic lights, etc.) from a known VICS receiver (not shown). In addition, the navigation device 1 has a storage medium (not shown) for storing map data.

  The map data includes road position, connection relationship data, etc., and facility location and name information. Further, the map data has crossing point data. Crossing point data is the distance that must be traveled to cross the crossing point for each level crossing and intersection (hereinafter collectively referred to as crossing point) on the road, that is, from the entry point to the exit point to the crossing point. Data of the distance (hereinafter referred to as a crossing distance) and information on the position coordinates of the entrance point and the exit point.

  The direction in which the vehicle passes through one railroad crossing and the direction in which the vehicle passes straight through one intersection varies depending on the presence or absence of one-way roads, the number of lanes, and the number of roads connected at the intersection. Correspondingly, the crossing point data includes crossing distance data, entrance point coordinate data, and exit point coordinate data for each crossing direction of the crossing and for each straight passing direction of the intersection.

  The crossing distance data, the entry point coordinate data, and the exit point coordinate data are measured in advance by a field survey for each intersection. Therefore, the accuracy is very high.

  The navigation device 1 outputs the current position, traveling speed, traffic information, and crossing point data to the driving support device 4 in response to a request from the driving support device 4 or repeatedly. Note that the crossing point data to be output may be only for crossing points in the vicinity of the current position (for example, within 1 kilometer) output at the same time.

  The camera 2 captures a scene in front of the host vehicle and repeatedly outputs an image of the captured result to the driving support device 4. The inter-vehicle radar 3 transmits a laser wave or a sound wave in front of the host vehicle and receives the reflected wave, thereby specifying the distance from the host vehicle to an object in front of the host vehicle, and driving information on the specified distance. It is a device that outputs to the support device 4.

  The warning control ECU 7 is a device that causes the speaker 9 and the monitor 10 to output a warning message in accordance with an instruction signal from the driving support device 4. The vehicle control ECU 8 is a device that controls the operation of the accelerator 11 and the brake 12 in accordance with an instruction from the driving support device 4.

  The driving support device 4 is a well-known microcomputer including a RAM 41, a ROM 42, a CPU 43, and the like, and the CPU 43 implements a target function by executing a program recorded in the ROM 42. When executing the program, the CPU 43 receives information from the navigation device 1, the camera 2, and the inter-vehicle radar 3, and performs data reading and writing (if possible) to the RAM 41 and ROM 42 based on the information. A command signal is output to the warning control ECU 7 and the vehicle control ECU 8.

  In addition to the program for the CPU 43 to execute, the ROM 42 stores information on the total length of the host vehicle. The value of the total length of the host vehicle may be set to a length corresponding to the actual total length of the vehicle type for each vehicle type, or any vehicle type is uniformly set to a constant value (that is, an approximate value). May be.

  Hereinafter, the operation of the driving support device 4 will be described. FIG. 2 schematically shows a scene to which this embodiment is applied. In this figure, the host vehicle 51 approaches an entrance position 53 of a crossing point 50 (which may be a crossing in the figure but may be an intersection), and an exit position 54 of the crossing point 50 has a preceding vehicle (that is, the own vehicle). There is a vehicle 52) that faces the vehicle 51 in the same direction as the host vehicle 51. In a situation where the road is congested, if the own vehicle 51 enters the crossing point 50 while the preceding vehicle 52 cannot further move forward due to the preceding vehicle, the own vehicle 51 is within the crossing point 50. A situation occurs that stops at

  In order to prevent such a situation, the driving support device 4 determines whether or not the host vehicle 51 can pass through the crossing point 50 without stopping within the crossing point 50, and the determination result. Based on the above, a command signal for suppressing entry of the host vehicle 51 into the crossing point 50 is output to the warning control ECU 7 and the vehicle control ECU 8.

  For such an operation, the CPU 43 of the driving support device 4 repeatedly executes the program 100 shown in FIG. Then, in one execution of the program 100, the CPU 43 first performs preprocessing at step 105. This preprocessing is processing for determining whether or not to perform the determination and output of the command signal as described above. FIG. 4 shows a detailed flowchart of this preprocessing.

  In this pre-processing, the CPU 43 outputs a request signal to the navigation device 1 if necessary, and first acquires road traffic information (ie, VICS information) from the navigation device 1 in step 205, and then in step 210. The travel speed information of the host vehicle 51 is acquired from the navigation device 1.

  Subsequently, in step 215, it is determined based on the road traffic information whether the road on which the host vehicle 51 is traveling is congested, and the traveling speed of the host vehicle 51 is equal to or higher than a reference speed (for example, 20 kilometers per hour). It is determined whether or not. If the former result is negative and the latter result is affirmative among these determinations, then step 220 is executed. If not, the process returns to step 205.

  In step 220, if necessary, a request signal is output to the navigation device 1, thereby acquiring the current position information, travel speed information, and crossing point data of the host vehicle 51 from the navigation device 1.

  Subsequently, in step 225, a captured image is acquired from the camera 2, and the presence or absence of a railroad crossing or an intersection ahead of the host vehicle 51 is detected from the acquired captured image using a known image recognition technique. The distance to that is detected.

  Subsequently, in step 230, it is determined whether or not the own vehicle 51 is in front of the crossing point 50 (for example, 10 meters or less to the crossing point 50). In this determination, the distance to the crossing point 50 detected in step 225 may be used, or the entrance of the crossing point 50 from the current position based on the current position, traveling speed, and crossing point data acquired in step 220. A distance to the position 53 may be calculated and the calculated distance may be used. Alternatively, both of them may be used complementarily in this determination. If it is determined that the host vehicle 51 is in front of the crossing point 50, step 235 is subsequently executed. If it is determined that the host vehicle 51 is not in front of the crossing point 50, the process returns to step 205.

  Subsequently, in step 225, a captured image is acquired from the camera 2, and whether or not another vehicle exists between the host vehicle 51 and the crossing point 50 using a known image recognition technique from the acquired captured image. That is, it is determined whether the vehicle is not the leading vehicle before the crossing point 50 or the leading vehicle. If it is determined that the host vehicle 51 is the leading vehicle, step 245 is subsequently executed. If it is determined that the host vehicle 51 is not the leading vehicle, the process returns to step 205.

  In step 245, it is determined whether or not the host vehicle is stopped near the entrance 53 of the crossing point 50 based on the acquired information on the current position and traveling speed of the host vehicle 51. If the determination result is affirmative. After completing the preprocessing, step 110 is executed. If the determination result is negative, the process returns to step 205.

  As described above, when the road on which the host vehicle 51 travels is not congested and the host vehicle 51 is traveling at a certain speed or higher (see step 215), the driving support device 4 performs preprocessing of the program 100. No further execution is performed. In other words, the entry determination as described above and the suppression according to the determination result are prohibited.

  Such an operation is performed when the crossing point 50 is not congested and the own vehicle 41 is traveling at a reference speed or higher, even if the inter-vehicle distance 57 with the preceding vehicle 52 becomes shorter. This reflects the idea that it is not always necessary to suppress the entry of the host vehicle 51 to the crossing point 50 because the vehicle 52 is likely to move immediately.

  If the host vehicle 51 is not the leading vehicle (see step 230) before the crossing point 50 (see step 230), the entry determination and the suppression according to the determination result are not performed.

  In this way, it is not necessary to suppress the entry of the own vehicle 51 to the crossing point 50 in relation to the preceding vehicle 52, as in the case where the own vehicle 51 is not the leading vehicle in front of the crossing point 50. In some cases, it is possible to prevent the suppression process from being performed. Such an operation is effective when the own vehicle 51 is slowly following the vehicle ahead due to a traffic jam before the crossing point 50.

  Further, the entry determination and suppression are not performed until the host vehicle 51 stops near the railroad crossing entrance position 53 (see step 245). In cases other than these three cases, the entry determination and suppression according to the determination result are performed following the preprocessing.

  When executing step 110 following the preprocessing, the CPU 43 first obtains crossing point data from the navigation device 1 by outputting a request signal to the navigation device 1 if necessary at step 110.

  Subsequently, in step 115, a captured image is acquired from the camera 2, and the inter-vehicle distance between the host vehicle 51 and the preceding vehicle 52 is detected from the acquired captured image using a known image recognition technique. Subsequently, at step 120, the inter-vehicle distance between the host vehicle 51 and the preceding vehicle 52 is detected based on the signal from the inter-vehicle radar 3.

  Subsequently, at step 125, whether or not there is a space for entry / crossing ahead of the host vehicle 51, that is, the host vehicle 51 can pass through the crossing point 50 without stopping in the crossing point 50. Is determined to be behind the preceding vehicle 52.

  Specifically, the following equation (1) is compared with the crossing distance 55 in the current traveling direction of the host vehicle 51 at the crossing point 50. When the latter is small, the own vehicle 51 stops the crossing point 50. If the latter (crossing distance 55) is large, it is determined that the vehicle cannot pass without stopping (step 125). Note that the crossing distance 55 of the crossing point 50 in the current traveling direction of the host vehicle 51 is included in the crossing point data acquired in step 110.

Formula (1) (Distance 57)-(Total length 58 of own vehicle 51)-(Correction value 56)
Here, the correction value 56 is a distance from the front end of the host vehicle 51 to the entrance position 53. When the entrance position 53 is ahead of the front end of the host vehicle 51, the correction value 56 is a positive value. The correction value 56 may be determined by detecting the entrance position 53 of the crossing point 50 by image recognition using a photographed image from the camera 2 and calculating the distance to the detected position. In this case, when the entrance position 53 is visually more conspicuous than other portions, such as when a white line is drawn at the entrance position 53 of the crossing point 50, the position of the entrance position 53 can be easily identified by image recognition. Become. In addition, the inter-vehicle distance 57 in the expression (1) may be specified using either the calculation result in step 115 or the detection result in step 120.

  From the above, this equation (1) is a distance obtained by subtracting the total length of the host vehicle 51 from the distance from the entrance position 53 to the tail of the inter-vehicle distance 57. That this distance is longer than the crossing distance 55 means that even if the preceding vehicle 52 continues to stop, if the own vehicle 51 moves so as to almost reach the tail of the preceding vehicle 52, one of the own vehicles 51 This indicates that no part remains at the crossing point 50. That is, it is shown that there is a space behind the preceding vehicle 52 that allows the host vehicle 51 to pass through the crossing point 50 without stopping within the crossing point 50.

  If the determination result in step 125 is negative, then in step 130, the CPU 43 displays a warning display for discouraging the driver from entering his / her own vehicle 51 into the crossing point 50, with sound from the speaker 9 and the monitor. Therefore, an instruction signal is output to the warning control ECU 7. Accordingly, the driver receives a warning display from the passenger speaker 9 and the monitor 10.

  Subsequently, at step 135, the CPU 43 outputs an instruction signal to the vehicle control ECU 8 so that the accelerator 11 does not open and the brake 12 continues to operate automatically. Thus, the host vehicle 51 can be forcibly prohibited from entering the crossing point 50 regardless of the driver's intention. Following step 135, the process returns to step 115.

  If the determination result in step 125 is affirmative, subsequently, in step 140, the CPU 43 sends a start permission notification for notifying that the host vehicle 51 may enter the crossing point 50, using the sound from the speaker 9 and the monitor. Therefore, an instruction signal is output to the warning control ECU 7. As a result, the driver receives a start permission notification from the passenger speaker 9 and the monitor 10.

  Subsequently, at step 145, the CPU 43 outputs an instruction signal to the vehicle control ECU 8 so as to release the restriction on the accelerator 11 and the automatic operation of the brake 12. As a result, the driver can freely move the host vehicle 51.

  As described above, the driving support device 4 acquires the data of the crossing distance 55 from the entrance point 53 to the exit point 54 of the crossing point 50 (see step 110) from the navigation device 1, and before the crossing point 50, The inter-vehicle distance 57 between the host vehicle 51 and the preceding vehicle 52 is specified (see step 120). Then, the distance obtained by subtracting the total length 58 of the host vehicle 51 from the inter-vehicle distance 57 is corrected according to the deviation 56 between the stop position of the host vehicle 51 and the entrance point 53 and the crossing distance 55 is compared. However, when the latter (crossing distance 55) is small, it is determined that the host vehicle 51 can pass without stopping the crossing point 50, and when the latter (crossing distance 55) is large, it is determined that the vehicle cannot pass without stopping. (See step 125).

  If it is determined that the vehicle cannot pass, the warning message is output to the speaker 9 or the accelerator 11 to suppress the entry of the host vehicle 51 to the crossing point 50 (see step 130), and the accelerator 11 is opened. Alternatively, control for prohibiting the release of the brake is performed (see step 135). Then, until it is determined that the vehicle can pass, the inter-vehicle distance 57 with the preceding vehicle 52 is continuously measured (refer to the loop in steps 115 to 135).

  And when it comes to determine that it can pass, in order to permit the approach of the own vehicle 51 to the said crossing point 50, a speaker 9 or the accelerator 11 is made to output a start permission message (refer step 140), Furthermore, Control for canceling the prohibition of opening the accelerator 11 or releasing the brake is performed (see step 145). If it is first determined that the vehicle can pass before a certain crossing point, processing such as steps 140 and 145 may or may not be performed.

  In this way, by using the data of the crossing distance 55 in addition to the inter-vehicle distance 57, it is determined whether or not the host vehicle 51 can pass the crossing point 50 without stopping, so that the determination accuracy is higher than in the past. Becomes higher. Further, by adding an element of deviation between the stop position of the host vehicle 51 and the entrance position 53 of the crossing point 50 to the comparison between the inter-vehicle distance 57 and the crossing distance 55, accurate determination can be realized.

  In addition, the driving support device 4 acquires data on the crossing distance 55 from the map data recorded by the navigation device 1. Thus, since the data of the crossing distance is acquired from the device in the host vehicle, the certainty and speed of data acquisition are higher than in the case where the data is not so.

  In the above embodiment, the CPU 43 of the driving support device 4 functions as an example of an acquisition unit by executing Step 110 of the program 100, and functions as an example of an inter-vehicle distance specifying unit by executing Step 120. , Step 125 functions as an example of a passage determination unit, steps 130 and 135 function as an example of a suppression unit, step 215 functions as an example of a prohibition unit, Executing 240 functions as an example of a head determination unit.

(Other embodiments)
As mentioned above, although embodiment of this invention was described, the scope of the present invention is not limited only to the said embodiment, The various form which can implement | achieve the function of each invention specific matter of this invention is included. It is.

  For example, the CPU 43 may be configured to perform only one of the processes in steps 130 and 135.

  In addition, in the determination of step 215, the driving support device 4 indicates that the crossing point 50 is not congested before the crossing point 50, and that the traffic light instruction at the crossing point 50 indicates permission to pass. In other words, it may be a determination as to whether or not the vehicle is traveling at a reference speed or higher (i.e., if the railroad crossing, the breaker is not down, and the intersection is a green signal).

  Further, the crossing point data may be received not only from the navigation device 1 but also from a wireless transmission device (for example, a DSRC radio device) provided in the vicinity of the crossing point 50 by wireless communication. By doing so, it is not necessary to previously store the data of the crossing distance on the own vehicle 51 side, which leads to saving of the capacity of the storage medium on the minute vehicle 51 side.

  In the above embodiment, each function realized by the CPU 43 executing the program is realized using hardware having those functions (for example, an FPGA capable of programming a circuit configuration). It may be.

It is a lineblock diagram of an in-vehicle system concerning an embodiment of the present invention. It is a conceptual diagram which shows an example of the scene used as the application object of the vehicle interior system of this embodiment. It is a flowchart of the program 100 which CPU43 of the driving assistance apparatus 4 performs. It is a flowchart of pre-processing.

Explanation of symbols

1 ... navigation device, 2 ... camera, 3 ... inter-vehicle radar, 4 ... driving support device,
7 ... Warning control ECU, 8 ... Vehicle control ECU, 9 ... Speaker, 10 ... Monitor,
11 ... Accelerator, 12 ... Brake, 41 ... RAM, 42 ... ROM, 43 ... CPU,
50 ... Crossing point, 51 ... Own vehicle, 52 ... Preceding vehicle, 53 ... Entrance position,
54 ... Exit position, 55 ... Crossing distance, 56 ... Correction distance, 57 ... Distance between vehicles,
58: Total length of own vehicle, 100: Program.

Claims (7)

  1. An inter-vehicle distance specifying means for specifying an inter-vehicle distance between the host vehicle and a preceding vehicle preceding the host vehicle before a crossing or an intersection;
    An acquisition means for acquiring data of the crossing distance from a device that stores data of the crossing distance from the entrance point to the exit point of the crossing or the intersection;
    By comparing the inter-vehicle distance specified by the inter-vehicle distance specifying means, the crossing distance acquired by the acquiring means, and the total length of the own vehicle, the own vehicle stops at the crossing or at the intersection. Passage determination means for determining whether or not the railroad crossing or the intersection can be passed without,
    A driving support apparatus, comprising: suppression means for performing processing for suppressing entry to the crossing or the intersection based on a negative determination result of the passage determination means.
  2. The driving support device according to claim 1, wherein the acquisition unit acquires the data of the crossing distance from map data recorded by a vehicle navigation device mounted on the host vehicle.
  3. The driving support device according to claim 1, wherein the acquisition unit receives the crossing distance data from a radio transmission device provided in the vicinity of the crossing or the intersection.
  4. When the own vehicle stops before the railroad crossing or the intersection, the passage determining means corrects the difference between the stop position of the own vehicle and the entrance point to a value obtained by subtracting the total length of the own vehicle from the inter-vehicle distance. When the latter is small, it is determined that the vehicle can pass through the crossing or the intersection without stopping in the crossing or the intersection. When the latter is large, it is determined that the own vehicle cannot pass through the railroad crossing or the intersection without stopping in the railroad crossing or the intersection. The driving assistance apparatus as described in one.
  5. Comprising a head judging means for judging whether or not the own vehicle is a head car before the crossing or the intersection;
    The said suppression means performs the process for suppressing the approach to the said level crossing or the said intersection based on the determination result of the said head determination means being affirmative. The driving assistance apparatus as described in any one.
  6. Prohibiting means for prohibiting the operation of the suppressing means based on the fact that the level crossing or the intersection is not congested and the host vehicle is traveling at a reference speed or more before the level crossing or the intersection. The driving support device according to any one of claims 1 to 5, further comprising a driving support device.
  7. An inter-vehicle distance specifying means for specifying an inter-vehicle distance between the host vehicle and a preceding vehicle preceding the host vehicle before a crossing or an intersection;
    Acquisition means for acquiring data of the crossing distance from a device that stores data of the crossing distance from the entrance point to the exit point of the crossing or the intersection;
    By comparing the inter-vehicle distance specified by the inter-vehicle distance specifying means, the crossing distance acquired by the acquiring means, and the total length of the own vehicle, the own vehicle stops at the crossing or at the intersection. And a passage determination means for determining whether or not the vehicle can pass through the crossing or the intersection, and the entry to the railroad crossing or the intersection is determined based on a negative determination result of the passage determination means. A program that causes a computer to function as suppression means for performing processing for suppression.
JP2007154980A 2007-06-12 2007-06-12 Drive supporting apparatus, and program for the same Pending JP2008310398A (en)

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JP2011102091A (en) * 2009-11-11 2011-05-26 Toyota Motor Corp Vehicle control apparatus
JP2015147525A (en) * 2014-02-07 2015-08-20 日産自動車株式会社 Driving support device
CN105814619A (en) * 2013-12-10 2016-07-27 三菱电机株式会社 Travel controller
JP2019048514A (en) * 2017-09-08 2019-03-28 本田技研工業株式会社 Vehicle control device, a vehicle control method, and program

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JP2011102091A (en) * 2009-11-11 2011-05-26 Toyota Motor Corp Vehicle control apparatus
CN105814619A (en) * 2013-12-10 2016-07-27 三菱电机株式会社 Travel controller
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JP2019048514A (en) * 2017-09-08 2019-03-28 本田技研工業株式会社 Vehicle control device, a vehicle control method, and program

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