JP2010003157A - Travel support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel support device capable of satisfactorily resolving a situation wherein vehicles having entered a one-side alternate traffic section from both sides thereof confront each other. <P>SOLUTION: A confrontation arbitration part 19 in a first moving signal device 1 detects the confronting state of the vehicle and the other vehicle in the one-side alternate traffic section on the basis of a confronting vehicle signal transmitted from the self-vehicle M. The confrontation arbitration part 19 arbitrates the confrontation, informs a construction-related persons in the construction section of occurrence of the confrontation state, and requests resolving of the state to the persons. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a travel support device that supports travel of a vehicle, and more particularly, to a travel support device that supports travel of a vehicle that passes through a one-sided mutual traffic section.

  In a construction section or the like, one-side alternate traffic may be performed in which only one side of a lane is temporarily used to perform one-side alternate traffic. In such a one-side alternating passage section, a guider is arranged at the entrances on both sides, and a vehicle entering the one-side alternating passage section is guided to realize smooth traffic.

Moreover, in such a one-side alternate traffic section, a traffic signal control mechanism is provided that provides a traffic light at the entrances on both sides of the section, and controls the entry of the vehicle into the one-side alternate traffic section by this traffic signal, thereby contributing to smooth one-side alternate traffic. (For example, refer to Patent Document 1). In this traffic signal control mechanism, the inflowing vehicle to the one-way passage section and the outflow vehicle from the one-side passage section are recognized, and when the last inflow vehicle flows out from the exit, the traffic light on the side from which the last inflow vehicle has flowed is Control to do.
Japanese Patent Laid-Open No. 1-1337399

  In the traffic signal control mechanism disclosed in Patent Document 1 above, when the last inflowing vehicle flows out from the exit, the traffic light on the side from which the last inflowing vehicle has flowed becomes a green light. Vehicles that flowed in from both sides do not face each other. However, in reality, the vehicles are confronted with each other in the one-side alternate traffic section, for example, after the traffic light changes in color or the light color changes to red. May end up.

  As described above, in the one-side alternating traffic section, when the vehicles face each other, the traffic signal control mechanism disclosed in Patent Document 1 cannot solve the state where the vehicles face each other. there were.

  Then, the subject of this invention is providing the driving assistance apparatus which can eliminate suitably the condition which faces when the situation which the vehicles which approached from the both sides oppose occurs in the one-side alternate traffic section. is there.

  The present invention that has solved the above problems is a travel support device that supports the traveling of a vehicle that passes through a one-side alternating passage section, and includes a first vehicle that enters the one-side alternating passage section from an upstream entrance and a downstream entrance. A confrontation state detection means for detecting a confrontation state with the entering second vehicle, and a confrontation state between the first vehicle and the second vehicle, which are generated when the first vehicle and the second vehicle enter the one-sided mutual traffic section, are detected. And a confrontation mediation means for performing confrontation mediation between the first vehicle and the second vehicle.

  In the driving support device according to the present invention, when a confrontation state between the first vehicle and the second vehicle generated when the first vehicle and the second vehicle enter the one-sided mutual traffic section is detected, Confrontation mediation means for performing mediation mediation with the second vehicle is provided. With this confrontation arbitration means, in a one-side alternating passage section, when a situation occurs in which vehicles entering from both sides confront each other, the confronting situation can be preferably eliminated.

  Here, the confrontation state detection means can be configured to include a two-way communication device that is mounted on each of the first vehicle and the second vehicle and notifies each other of the presence of the other vehicle.

  By using such a bidirectional communication device, the facing state can be detected with high accuracy. In addition, the other vehicle in this invention means the 1st vehicle with respect to the 2nd vehicle with respect to a 1st vehicle, and a 2nd vehicle.

  The facing state detection means includes a first entrance approaching vehicle detection means for detecting a first vehicle that is scheduled to enter from the upstream entrance to the one-side alternating passage section, and a planned traveling in the one-side alternating passage section of the first vehicle. A first vehicle planned traveling mode determining unit for determining a mode, a second entrance approaching vehicle detection unit for detecting a second vehicle scheduled to enter from the downstream side entrance to the one-side alternating passage section, and one side of the second vehicle A second vehicle planned traveling mode determining means for determining a planned traveling mode of the alternating traffic section, and based on the planned traveling mode of the first vehicle and the planned traveling mode of the second vehicle, the first vehicle in the one-side alternating traffic section It can be set as the aspect which detects the confrontation state with a 2nd vehicle.

  In this way, the confrontation state is determined based on the planned traveling mode of the first vehicle scheduled to enter from the upstream entrance to the one-side alternating traffic section and the planned traveling mode of the second vehicle scheduled to enter from the downstream side entrance. By detecting, it is possible to detect the facing state even between vehicles not equipped with a two-way communication device or the like.

  Furthermore, the confrontation arbitration unit may include a confrontation state notification unit that notifies the confrontation state around the one-side alternating traffic section.

  Thus, by notifying the confrontation state around the one-side alternating traffic section, the confrontation state can be surely notified to a guide or the like for eliminating the confrontation state. For this reason, the confrontation state can be quickly resolved.

  Further, the anti-collision means can include an anti-avoidance travel control unit that performs anti-avoidance travel control for the first vehicle and the second vehicle.

  Thus, the confrontation state can be preferably eliminated by performing the confrontation avoidance traveling control.

  Furthermore, the confrontation arbitration means may be configured to perform the confrontation adjustment by retreating a vehicle having a later entry time into the one-side alternating passage section of the first vehicle and the second vehicle.

  Thus, the confrontation state can be quickly eliminated by performing the confrontation adjustment by retreating the vehicle with the later entry time into the one-side alternating traffic section.

  The first traffic light is disposed at the upstream entrance in the one-side alternating passage section, the second traffic light is disposed at the downstream entrance, and the counter-arbitration means includes the first vehicle and the second vehicle. A traffic light lighting mode acquisition means for acquiring a lighting mode of the first traffic light and the second traffic signal when entering the one-side alternating traffic section in the first vehicle and the second vehicle, and the first traffic light of the first vehicle and the second vehicle. Or a violation vehicle detection means for detecting a violation vehicle entering a one-way alternating traffic section ignoring the lighting rule of the second traffic light, and when the violation vehicle is detected, by reversing the violation vehicle It can be set as the aspect which performs confrontation arbitration.

  In this way, when a violating vehicle is detected, by carrying out confrontation arbitration by moving the violating vehicle backward, it is possible to preferentially pass a vehicle that complies with the rules through one-sided alternating traffic section, It is possible to adjust the opposite.

  According to the driving support device according to the present invention, when a situation occurs in which vehicles entering from both sides of the one-side alternating passage section face each other, the situation of facing each other can be preferably solved.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted. For the convenience of illustration, the dimensional ratios in the drawings do not necessarily match those described.

  FIG. 1 is a block diagram of a driving support device according to the present embodiment, FIG. 2A is a plan view of a one-side alternating passage section in which the driving support device according to the present embodiment is used, and FIG. It is a top view which shows the state which the own vehicle and the opposing vehicle oppose in the area. As shown in FIG. 1, the travel support device according to the present embodiment includes a first movement signal device 1, a second movement signal device 2, and a vehicle-mounted device 3. Among these, the 1st movement signal apparatus 1 functions as a master signal apparatus, and the 2nd movement signal apparatus 2 functions as a slave signal apparatus.

  The driving support apparatus according to the present embodiment is mainly used in the construction section avoidance lane X2 in the one-side alternating passage section X, which is the construction section X1 that cannot be used on one side due to construction or the like. Among these, as shown to Fig.2 (a), the 1st movement signal apparatus 1 is arrange | positioned in the downstream entrance in the construction area avoidance lane X2 where one side was blocked by the construction area X1, and the 2nd movement signal apparatus 2 Is arranged on the upstream side in the one-side alternating traffic section avoidance lane X2. In addition, the host vehicle M according to the present embodiment passes through the construction section avoidance lane X2 by automatic driving. In the present embodiment, in the construction section avoidance lane X2 in the one-side alternating passage section X, as shown in FIG. 2 (b), when the host vehicle M and the opposite vehicle V face each other, the opposite arbitration is performed.

  As shown in FIG. 1, the first mobile signal device 1 includes a first timer unit 11, a first signal switching unit 12, a first interlocking unit 13, a first red display unit 14, a first blue display unit 15, a first A position information acquisition unit 16, a first map storage unit 17, a first external communication unit 18, and an anti-mediation unit 19 are provided. The second mobile signal device 2 includes a second timer unit 21, a second signal switching unit 22, a second interlocking unit 23, a second red display unit 24, a second blue display unit 25, and a second position information acquisition unit 26. , A second map storage unit 27, and a second external communication unit 28. Further, the vehicle-mounted device 3 includes an anti-vehicle vehicle detection unit 30, a self-position acquisition unit 31, a travel map storage unit 32, an external communication unit 33, an authentication unit 34, a map correction unit 35, a route creation unit 36, and a vehicle state quantity acquisition sensor 37. A vehicle control ECU (Electronic Control Unit) 38, a steering actuator 39, an accelerator actuator 40, and a brake actuator 41.

  Moreover, the 1st movement signal apparatus 1 and the 2nd movement signal apparatus 2 have the substantially the same structure except the antipodal arbitration part 19. FIG. Therefore, the configuration will be described below mainly using the first mobile signal device 1.

  The 1st timer part 11 is provided with the timer which measures the signal lighting time defined according to the one-side alternate passage section. The first timer unit 11 outputs a timeout signal to the first signal switching unit 12 when the time measured by the timer has passed the signal lighting time.

  The first signal switching unit 12 sets a signal switching flag when a timeout signal is output from the first timer unit 11. The first signal switching unit 12 outputs a first signal switching preparation signal to the first interlocking unit 13 when the signal switching flag is set. The first interlocking unit 13 can transmit and receive with the second interlocking unit 23 in the second mobile signal device 2, and when the first signal switching preparation signal is output from the first signal switching unit 12, A signal switching preparation signal is transmitted to the second interlocking unit 23 in the second mobile signal device 2.

  The second interlocking unit 23 also receives the second signal switching preparation signal from the second signal switching unit 22 to the first interlocking unit 13 in the first mobile signal device 1 when receiving the second signal switching preparation signal. Send. When the first interlocking unit 13 receives the second signal switching preparation signal transmitted from the second interlocking unit 23, the first interlocking unit 13 outputs the second signal switching preparation signal to the first signal switching unit 12.

  The first red display unit 14 and the first blue display unit 15 can be switched on / off by the first signal switching unit 12. The first signal switching unit 12 changes the lighting color of the signal when receiving the second signal switching preparation signal when the signal switching flag is set. Specifically, when the first red display unit 14 is turned on, the first red display unit 14 is turned off and the first blue display unit 15 is turned on. When the first blue display unit 15 is lit, the first blue display unit 15 is turned off and the first red display unit 14 is turned on.

  The first signal switching unit 12 outputs a switching signal to the first external communication unit 18 when changing the lighting color of the signal. The switching signal output here includes a travel stop signal for stopping travel of the vehicle and a travel restart signal for restarting travel of the vehicle. The travel stop signal is output when the first blue display unit 15 is turned off and the first red display unit 14 is turned on. The travel resumption signal is output when the first blue display unit 15 is turned on and the first red display unit 14 is turned off.

  The first position information acquisition unit 16 includes a GPS (Global Positioning System) device, and acquires the installation position of the first movement signal device 1 by the GPS device. The first position information acquisition unit 16 outputs the acquired first installation position information related to the installation position of the first mobile signal device 1 to the first external communication unit 18.

  The first map storage unit 17 stores a temporary travel map. In the temporary travel map, a map of the construction section avoidance lane X2 in the one-side alternating passage section X including the construction section X1 is stored. The provisional travel map is created based on the one-side alternating traffic section X and the construction section X1 that are the installation positions when the first movement signal device 1 is installed. The first map storage unit 17 outputs the first map information related to the stored temporary travel map to the first external communication unit 18.

  The first external communication unit 18 stores an authentication ID. The first external communication unit 18 outputs the first switching signal output from the first signal switching unit 12, the first installation position information output from the first position information acquisition unit 16, and the first map storage unit 17. The first map information and the stored authentication ID are transmitted to the host vehicle M passing through the downstream entrance of the construction section avoidance lane X2. The second external communication unit 28 transmits these pieces of information to the host vehicle M passing through the upstream entrance of the construction section avoidance lane X2. In addition, when the first external communication unit 18 receives the anti-vehicle signal transmitted from the external communication unit 33 in the vehicle-mounted device 3, the first external communication unit 18 outputs the anti-vehicle signal to the anti-conciliation unit 19.

  The confrontation arbitration unit 19 performs confrontation arbitration between the own vehicle M and the confronting vehicle V that pass through the construction section avoidance lane X2 when the confronting vehicle signal is output from the first external communication unit 18. The contents of the confrontation mediation will be further described later.

  The facing vehicle detection unit 30 in the vehicle-mounted device 3 has, for example, a bidirectional communication function, and detects the facing vehicle when there is a facing vehicle traveling on the construction section avoidance lane X2 by bidirectional communication. The oncoming vehicle detection unit 30 outputs an oncoming vehicle detection signal to the external communication unit 33 when detecting the oncoming vehicle.

  The self-position acquisition unit 31 includes a GPS device, and acquires the self-position of the host vehicle M using the GPS device. The self position acquisition unit 31 outputs self position information based on the acquired self position to the map correction unit 35. The travel map storage unit 32 stores a map of the road on which the host vehicle M travels. Here, road maps throughout Japan are stored as maps.

  The external communication unit 33 communicates with the first external communication unit 18 in the first mobile signal device 1 and the second external communication unit 28 in the second mobile signal device 2. In the external communication unit 33, the first switching signal transmitted from the first external communication unit 18, the first installation position information, the first map information, the authentication ID, or the second switching signal transmitted from the second external communication unit 28. The second installation position information, the second map information, and the authentication ID are received.

  The external communication unit 33 also receives the first installation position information, the first map information, the second installation position information, and the second map information received from the first mobile signal device 1 and the second mobile signal device 2 as a map correction unit. 35. Further, the external communication unit 33 outputs the authentication ID received from the first mobile signal device 1 and the second mobile signal device 2 to the authentication unit 34. The external communication unit 33 outputs the first switching signal and the second switching signal from the first mobile signal device 1 and the second mobile signal device 2 to the route creation unit 36 via the map correction unit 35. Furthermore, when the anti-vehicle signal is output from the anti-vehicle vehicle detection unit 30, the external communication unit 33 transmits the output anti-vehicle signal to the first external communication unit 18 in the first movement signal device 1.

  On the other hand, in addition to the first mobile signal device 1 and the second mobile signal device 2, the external communication unit 33 performs wide-area communication with a remote center provided at a place outside the one-side alternating traffic section X. The external communication unit 33 transmits a rescue request signal to the remote center when a problem occurs in the one-side alternating traffic section X. Further, when the remote center transmits a remote acceptance signal, the external communication unit 33 receives the remote acceptance signal.

  The authentication unit 34 stores a plurality of authenticable IDs, and determines whether or not the authentication ID output from the external communication unit 33 matches the authenticable ID. Here, when the authentication ID matches the authenticable ID, an authentication signal is output to the map correction unit 35.

  Based on the self-position information output from the self-position acquisition unit 31, the map correction unit 35 reads a map around the road on which the host vehicle M is traveling from the travel map storage unit 32. Further, the map correction unit 35 includes a flag storage area for setting a travel map correction flag when the first map information or the second map information is output from the external communication unit 33. Further, the map correction unit 35, when the travel map correction flag is set in the flag storage area, the map read from the travel map storage unit 32, the first map information and the second map transmitted from the external communication unit 33 The map information is compared and the read map is corrected. The map stored in the travel map storage unit 32 does not store information such as the construction section X1 and the construction section avoidance lane X2 that occur during construction, and the one-side alternating traffic section X remains on both sides. It is a map of. The map for the one-side alternating traffic section X is corrected to the map of the construction section avoidance lane X2 based on the first map information and the second map information, and corrected map information is generated. The map correction unit 35 outputs the generated corrected map information to the route creation unit 36.

  The route creation unit 36 creates a route on which the host vehicle M travels based on the corrected map information output from the map correction unit 35. At this time, a map reflecting the construction section avoidance lane X2 is generated in the corrected map information. For this reason, as the traveling route of the own vehicle M, when the traveling lane of the own vehicle M is the construction section X1, one that passes through the opposite lane is generated, and the opposite lane of the traveling lane of the own vehicle M is In the case of the construction section X1, one that passes through the traveling lane of the host vehicle M as it is is generated. The route creation unit 36 calculates a control target value for each actuator in the host vehicle M based on the generated travel route. The path creation unit 36 outputs a control target value signal related to the calculated control target value of each actuator to the vehicle control ECU 38.

  In addition, a vehicle state quantity acquisition sensor 37 is connected to the route creation unit 36. The vehicle state quantity acquisition sensor 37 includes a vehicle speed sensor, an acceleration sensor, a yaw rate sensor, a rudder angle sensor, and the like. As the state quantity of the host vehicle M, the vehicle speed and acceleration of the host vehicle M, the yaw rate applied to the host vehicle M, The steering angle of the vehicle M is detected. The vehicle state quantity acquisition sensor 37 outputs a vehicle state quantity signal related to these acquired vehicle state quantities to the route creation unit 36.

  Furthermore, the path creation unit 36 has a flag storage area for storing various flags such as a check-in flag and a path change flag. The route creation unit 36 includes a stop timer, and measures the stop time from when the host vehicle M stops and the stop flag is set until the stop flag is cleared.

  The vehicle control ECU 38 is an electronic control unit including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output port, and the like, and performs traveling control of the host vehicle M. The vehicle control ECU 38 calculates the travel control amount of the host vehicle M in the construction section avoidance lane X2 based on the control target value signal output from the route creation unit 36. Further, the vehicle control ECU 38 calculates a steering angle and acceleration / deceleration when the host vehicle M is driven based on the calculated travel control amount. The vehicle control ECU 38 outputs a steering angle signal relating to the calculated steering angle to the steering actuator 39. Further, the vehicle control ECU 38 outputs an acceleration / deceleration signal related to the calculated acceleration / deceleration to the accelerator actuator 40 and the brake actuator 41.

  The steering actuator 39 is composed of an electric motor, and automatically steers the steering in the host vehicle M based on a steering steering signal output from the vehicle control ECU 38. The host vehicle M is automatically steered by the steering force of the steering actuator 39.

  The accelerator actuator 40 is an actuator that adjusts the throttle opening, and adjusts the throttle opening based on acceleration / deceleration information output from the vehicle control ECU 38. The brake actuator 41 is an actuator that adjusts the brake hydraulic pressure of the wheel cylinder, and adjusts the brake hydraulic pressure of the wheel cylinder based on acceleration / deceleration information output from the vehicle control ECU 38.

  Next, a control procedure in the travel support apparatus according to the present embodiment will be described. In describing the control procedure of the driving support device, first, the control procedure in the vehicle-mounted device 3 will be described. FIG. 3 is a flowchart showing a part of the control procedure in the vehicle-mounted device. As shown in FIG. 3, in the vehicle-mounted device 3, first, the self-position acquisition unit 31 acquires the self-position of the own vehicle M (S11). Next, the map correction unit 35 determines whether or not a travel map correction flag is set (S12).

  As a result, when it is determined that the travel map correction flag is set, the map read from the travel map storage unit 32 is corrected based on the first map information and the second map information output from the external communication unit 33. Then, a corrected map is created (S13). Subsequently, the route creation unit 36 creates a route based on the corrected map (S14). In this case, the route is created by referring to the self-location information output from the self-location acquisition unit 31 with reference to the correction map, searching for the current location information of the host vehicle M, and acquiring the rules and waypoints.

  On the other hand, if it is determined that the travel map correction flag is not set, the route creation unit 36 creates a route based on the map read from the travel map storage unit 32 (S14). In this case, the current position information of the host vehicle M is searched by referring to the self-position information output from the self-position acquisition unit 31 in the map read from the travel map storage unit 32, and the rule and the waypoint are acquired. To create a route.

  When the route is created, the route creating unit 36 acquires the state quantity of the host vehicle M (S15). Here, the vehicle speed and acceleration of the host vehicle M, the yaw rate applied to the host vehicle M, and the steering angle of the host vehicle M are acquired as the state quantities. If the state quantity of the host vehicle M is acquired, then the target control quantity is calculated (S16). Here, the steering rudder angle and the acceleration / deceleration of the host vehicle M when the host vehicle M is traveling are calculated as target control amounts.

  After calculating the target control amount, the route creation unit 36 outputs a target control amount signal related to the target control amount to the vehicle control ECU 38. The vehicle control ECU 38 performs vehicle control according to the target control amount based on the output target control amount signal (S17). As the vehicle control here, the steering actuator 39, the accelerator actuator 40, and the brake actuator 41 are controlled.

  Subsequently, in the authentication unit 34, it is determined whether or not the external communication unit 33 has received an authentication ID for permitting passage (S18). This determination is made based on whether or not the authentication ID received by the external communication unit 33 matches the authenticable ID. As a result, when the external communication unit 33 has not received an authentication ID for permitting passage, there is a high possibility that the transmitted signal is not a signal transmitted from the mobile signal devices 1 and 2. In this case, the signal is received, but the process returns to step S1 shown in FIG. In this way, the host vehicle M is prevented from being used as a tool such as running disturbance or terrorism by a malicious person.

  On the other hand, when the external communication unit 33 receives an authentication ID for permitting passage, whether the authentication ID is transmitted from the first mobile signal device 1 or the second mobile signal device 2. Is determined (S19). As a result, when it is determined that the authentication ID is not transmitted from the first mobile signal device 1 or the second mobile signal device 2, other processing according to the received authentication ID is performed (S20). Return to step S1.

  If it is determined that the authentication ID is transmitted from the first mobile signal device 1 or the second mobile signal device 2, the flow proceeds to the flow shown in FIG. 4 and the flag storage area in the RAM of the vehicle control ECU 38 Whether or not the check-in flag is set is determined (S21).

  As a result, if it is determined that the check-in flag is not set, consideration is given to avoiding the construction section X1 although it is approaching the one-side alternating passage section X including the construction section X1 and the construction section avoidance lane X2. It has not been done. Therefore, a rule and an avoidance waypoint for avoiding the construction section X1 are generated. In generating the avoidance waypoint, first, it is determined whether or not the route change flag is set in the flag storage area in the route creation unit 36 (S22). As a result, if it is determined that the route change flag is set, the process proceeds to step S27.

  In addition, when it is determined that the route change flag is not set, the waypoint in consideration of the construction section X1 in the one-side alternating passage section X is not set. At this time, a new avoidance waypoint is created as a waypoint in consideration of the construction section X1. Therefore, it is determined whether or not the own lane continues (S23). Here, for example, in the situation shown in FIG. 2 (a), when the own vehicle M enters the one-side alternating passage section X from the downstream side of the construction section avoidance lane X2, it is determined that the own lane does not exist. The On the other hand, when the host vehicle M enters the one-side alternating traffic section X from the upstream side of the construction section avoidance lane X2, it is determined that the host lane is still present.

  As a result, if it is determined that the own lane continues, the waypoint in the corrected map created in step S13 is copied to the avoidance waypoint as it is (S24). On the other hand, when it is determined that the own lane does not exist, the first installation position information in the first movement signal device 1 that has acquired the first map information or the second movement signal device 2 that has acquired the second map information or The installation coordinates of the movement signal devices 1 and 2 are acquired with reference to the second installation position information. Then, an avoidance waypoint is generated based on the installation coordinates of the movement signal devices 1 and 2 and the waypoint in the opposite lane (S25). At this time, the host vehicle M travels in the oncoming lane (construction section avoidance lane X2), but the rule setting is changed so that the driving of the host vehicle M in the oncoming lane does not violate the rule.

  Thereafter, a route change flag is set (S26). Then, based on the first switching signal in the first mobile signal device 1 that acquired the first map information or the second switching signal in the second mobile signal device 2 that acquired the second map information, It is determined whether or not the lighting color is blue (S27).

  As a result, when it is determined that the lighting color of the movement signal devices 1 and 2 is blue, a check-in flag is set (S28), and the upper limit of the traveling speed in the control amount target value calculated by the route creation unit 36 is set. Is set to the slow speed (S29), and the process returns to step S1 shown in FIG. When it is determined that the lighting color of the movement signal devices 1 and 2 is not blue (red), the stop line position is calculated based on the installation position information transmitted from the movement signal devices 1 and 2 ( S30). Thereafter, the target value of the traveling speed in the control amount target value calculated by the route creation unit 36 is changed to “0” (S31), and the process returns to step S1 shown in FIG.

  In step S21, when it is determined that the check-in flag is set, the one-side alternating passage section X including the construction section X1 is reached. In this case, the process proceeds to the flow shown in FIG. Here, it is first determined whether or not the host vehicle M is stopped (S41). The determination as to whether or not the vehicle is stopped is made based on the detection value of the vehicle speed sensor. As a result, when it is determined that the host vehicle M is not stopped, the host vehicle M is traveling. At this time, it is determined whether or not the movement signal devices 1 and 2 that have acquired the map information are stop signals (the lighting color is red) (S42).

  As a result, when it is determined that the movement signal devices 1 and 2 are not stop signals, the anti-vehicle vehicle detection unit 30 performs two-way communication to acquire anti-vehicle information related to the anti-vehicle (S43). Based on this, it is determined whether an opposing vehicle has been detected (S44). As a result of acquiring the anti-vehicle information, if it is determined that the anti-vehicle is detected, the external communication unit 33 transmits an anti-vehicle signal that notifies the movement signal devices 1 and 2 of the occurrence of the anti-opposition state ( S45). The movement signal devices 1 and 2 perform the arbitration operation by receiving the anti-vehicle signal, which will be described later.

  Then, a stop flag is set (S46). The stop flag is also set when it is determined in step S42 that the mobile signal devices 1 and 2 are stop signals (S46). Thereafter, vehicle speed 0 control is performed (47). In this way, by setting the stop flag and performing the vehicle speed zero control, the host vehicle M is stopped to avoid a collision with the opposing vehicle. In the vehicle speed zero control, the target speed of the host vehicle M is controlled to zero. And after starting a stop timer (S48), it returns to step S1 shown in FIG.

  If it is determined in step S44 that no opposing vehicle has been detected, control is performed to pass the construction section avoidance lane X2 adjacent to the construction section X1 as it is. Therefore, it is determined whether or not the position of the host vehicle M is located at a waypoint before setting the avoidance waypoint (hereinafter referred to as “waypoint before avoidance setting”) (S49).

  As a result, if it is determined that the position of the host vehicle M is not located at the pre-evasion waypoint, the host vehicle M is still traveling in the oncoming lane. In this case, a return waypoint for returning from the oncoming lane to the traveling lane of the host vehicle is calculated (S50). On the other hand, when it is determined that the position of the host vehicle M is located at the waypoint before avoidance setting, the host vehicle M has returned to the travel lane of the host vehicle. Therefore, the check-in flag is cleared (S51), and the process returns to step S1 shown in FIG.

  If it is determined in step S41 that the host vehicle M is stopped, it is determined whether a travel resumption signal is output (S52). As a result, when it is determined that the travel resumption signal is not output, the process returns to step S1 shown in FIG.

  On the other hand, if it is determined that the travel resumption signal has been output, vehicle speed return control is performed (S53). In the vehicle speed return control, control is performed to increase the stopped vehicle speed (= 0) until the vehicle speed returns to the normal traveling vehicle speed. Thereafter, the stop timer is stopped (S54), the stop flag is cleared (S55), and the process returns to step S1 shown in FIG.

  In addition, if the stop time of the host vehicle M is extended for a long time due to problems of the movement signal devices 1 and 2, smooth travel of the host vehicle M is hindered. In order to eliminate such a situation, the vehicle-mounted device 3 performs a remote operation. FIG. 6 is a flowchart showing the procedure of the remote operation.

  As shown in FIG. 6, in the remote operation, it is determined whether or not the measurement time of the stop timer exceeds a specified value (S61). The specified value here can be set as appropriate, and can be, for example, 2 to 3 minutes. As a result, when it is determined that the measurement time of the stop timer does not exceed the specified value, the remote operation is terminated as it is.

  On the other hand, when determining that the measurement time of the stop timer exceeds the specified value, the external communication unit 33 transmits a rescue request signal to the remote center and makes a rescue request to the remote center (S62). ). When the remote center receiving the rescue request signal receives the rescue request signal in the vehicle-mounted device 3, the remote center transmits the remote reception signal to the vehicle-mounted device 3 and receives the rescue request. The vehicle-mounted device 3 performs a remote reception standby process for waiting for reception of a remote reception signal transmitted from the remote center (S63).

  If a remote acceptance signal is received during the remote acceptance standby process, a remote execution process is performed (S64). In the remote execution process, instead of the display on the movement signal devices 1 and 2, control is performed so that the vehicle traveling in the one-side alternating passage section X is retracted and passed. Thus, the remote operation is finished.

  Next, the operation in the mobile signal device will be described. FIG. 7 is a flowchart showing an operation procedure of the first mobile signal device. As shown in FIG. 7, in the 1st movement signal apparatus 1, it is judged whether the timer in the 1st timer part 11 which measures signal lighting time has timed out (S71). As a result, when it is determined that the timer in the first timer unit 11 has not timed out, the process returns to step S71 to continue the process.

  On the other hand, if it is determined that the timer in the first timer unit 11 has timed out, signal sequence operation processing is performed (S72). In the signal sequence operation process, a signal switching flag is set. Thereafter, when the second switching preparation signal is received from the second mobile signal device 2, the lighting color of the signal in the first mobile signal device 1 is changed. Specifically, when the first red display unit 14 is turned on, the first red display unit 14 is turned off and the first blue display unit 15 is turned on. When the first blue display unit 15 is lit, the first blue display unit 15 is turned off and the first red display unit 14 is turned on.

  Subsequently, the first interlocking unit 13 performs communication with the second mobile signal device 2 (S73). In communication with the second mobile signal device 2, the first signal switch preparation signal is transmitted to the second mobile signal device 2 when the signal switch flag is set. In addition, when the second signal switching preparation signal is transmitted from the second mobile signal device 2, the second signal switching preparation signal is received.

  Subsequently, the signal state is transmitted to the vehicle-mounted device 3 (S74). In the transmission of the signal state, a switching signal corresponding to the current lighting color of the first mobile signal device 1 is transmitted. Specifically, when the lighting color of the first movement signal device 1 is red, a travel stop signal is transmitted, and when it is blue, a travel resumption signal is transmitted.

  Subsequently, it is determined whether or not a vehicle facing state has occurred in the construction section avoidance lane X2 (S75). Whether or not a facing state of the vehicle has occurred is determined based on whether or not a facing vehicle signal transmitted from the vehicle-mounted device 3 has been received. As a result, when it is determined that the confrontation state of the vehicle has occurred, the confrontation arbitration unit 19 performs arbitration operation processing (S76).

  As the arbitration operation here, it is possible to output an instruction for prompting arbitration to a construction-related person who is performing construction in the construction section X1 and requesting the cancellation of the confrontation state. The instruction for prompting arbitration and requesting the cancellation of the confrontation state can be output by communicating with a communication device or the like provided in the construction headquarters, for example, in addition to being output from the mobile signal devices 1 and 2.

  Alternatively, bidirectional communication can be performed between the host vehicle M and the opposite vehicle V shown in FIG. When two-way communication is performed between the host vehicle M and the opposite vehicle V to perform vehicle travel control, the vehicle having entered the construction section avoidance lane X2 is advanced and the vehicle enters the construction section avoidance lane X2. Vehicle control for reversing a vehicle with a later time can be performed. Alternatively, when there is a vehicle that has entered the construction section avoidance lane X2 ignoring the signal rule, vehicle control can be performed to move the vehicle ignoring the rule backward.

  After the arbitration operation process is thus performed, it is determined whether or not the confrontation state has been resolved (S77). As a result, if the confrontation state has been eliminated, the process returns to step S71 and continues. On the other hand, if the confrontation state has not been eliminated, the process returns to step S76 to perform the arbitration operation process.

  On the other hand, in the 2nd movement signal apparatus 2, operation | movement of step S71-step S74 is performed among the operations performed in the 1st movement signal apparatus 1 shown in FIG.

  Thus, in the driving assistance device according to the present embodiment, when the host vehicle M and the opposite vehicle V face each other in the construction section avoidance lane X2 in the one-side alternating passage section X, the opposite adjustment is performed. For this reason, the confrontation state in the one-side alternating traffic section X can be preferably eliminated. Further, in the confrontation arbitration, the confrontation state can be reliably notified to the construction personnel by notifying the construction personnel of the confrontation state. As a result, the confrontation state can be reliably resolved.

  Furthermore, in the driving support device according to the present embodiment, when performing the confrontation arbitration, bidirectional communication is performed between the own vehicle M and the confronting vehicle V, and the vehicles are controlled to cancel the confronting state. Thus, the confrontation state can be preferably solved. At this time, if there is a violating vehicle that has entered the one-side alternating passage section X when the lighting color of the movement signal device is red among the own vehicle M and the opposite vehicle V, by reversing the violating vehicle, Since vehicles that comply with the traffic rules can be given priority, fair confrontation arbitration can be performed. Further, when both the host vehicle M and the opposing vehicle V are observing the signal rules, the vehicle that has entered the one-way alternating passage section X of the host vehicle M and the opposing vehicle V later is moved backward, thereby quickly confronting it. The state can be resolved.

  On the other hand, in the driving support device according to the present embodiment, when detecting the facing state between the host vehicle M and the facing vehicle V, bidirectional communication is performed between the host vehicle M and the facing vehicle V. . For this reason, the facing state between the host vehicle M and the facing vehicle V can be detected with high accuracy.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above embodiment, the facing state is detected by bidirectional communication between the host vehicle M and the facing vehicle V. However, vehicle detection sensors are provided on the upstream side and the downstream side of the one-side alternating passage section X, respectively. It is also possible to adopt a mode in which the opposite state is detected when the vehicle detection sensor detects that the vehicle has entered from both the upstream side and the downstream side of the one-side alternating passage section X at the same time. In this case, it is preferable that a vehicle passage sensor is provided in each of the first movement signal device 1 and the second movement signal device 2 to detect an approach of the vehicle on the upstream side and the downstream side of the one-side alternating passage section X. It is.

  Moreover, in the said embodiment, although the confrontation arbitration part 19 in the 1st movement signal apparatus 1 is performed in the said embodiment, the confrontation arbitration part is provided in the vehicle mounting apparatus provided in the own vehicle M, In this confrontation arbitration part It can also be set as the aspect which performs confrontation arbitration. At this time, information necessary for the confrontation arbitration can be received from the confronting vehicle and the first movement signal device. Or it can also be set as the aspect which performs confrontation arbitration in a remote center.

  Furthermore, in the said embodiment, although the transmission / reception of the signal is directly performed between the 1st mobile signal apparatus 1 and the 2nd mobile signal apparatus 2, for example, when the one-side alternating traffic area X covers a long distance, A relay signal device may be provided between the first mobile signal device 1 and the second mobile signal device 2. When providing the relay signal device, the relay signal device is provided with a vehicle passage sensor, the vehicle passage history by the vehicle passage sensor in the relay signal device, and the vehicle passage sensor in the first movement signal device 1 and the second movement signal device 2. By referring to the vehicle passage history, it is possible to grasp the approximate positions of the vehicles facing each other.

It is a block block diagram of the driving assistance device concerning the present invention. (A) is a top view of the one-side alternate traffic section where a driving assistance device is used, and (b) is a top view showing the state where the own vehicle and the opposite vehicle face each other in the one-side alternate traffic section. It is a flowchart which shows a part of control procedure in vehicle equipment. It is a flowchart which shows the control procedure following FIG. It is a flowchart which shows the control procedure following FIG. It is a flowchart which shows the procedure of remote operation | movement. It is a flowchart which shows the operation | movement procedure of a 1st movement signal apparatus.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... 1st movement signal apparatus, 2 ... 2nd movement signal apparatus, 3 ... Vehicle equipment, 11 ... 1st timer part, 12 ... 1st signal switching part, 13 ... 1st interlocking | linkage part, 14 ... 1st red display , 15 ... first blue display unit, 16 ... first position information acquisition unit, 17 ... first map storage unit, 18 ... first external communication unit, 19 ... opposite arbitration unit, 21 ... second timer unit, 22 ... 2nd signal switching part, 23 ... 2nd interlocking | linkage part, 24 ... 2nd red display part, 25 ... 2nd blue display part, 26 ... 2nd location information acquisition part, 27 ... 2nd map memory | storage part, 28 ... 2nd External communication unit, 30 ... anti-vehicle detection unit, 31 ... self-location acquisition unit, 32 ... travel map storage unit, 33 ... external communication unit, 34 ... authentication unit, 35 ... map correction unit, 36 ... route creation unit, 37 ... Vehicle state quantity acquisition sensor, 38 ... vehicle control ECU, 39 ... steering actuator, 40 ... accelerator actuator Eta, 41 ... brake actuator, M ... vehicle, V ... facing the vehicle, X ... side alternately passing interval, X1 ... construction section, X2 ... construction section avoidance lane.

Claims (7)

A driving support device that supports driving of a vehicle that passes through one-side alternating traffic sections,
A facing state detecting means for detecting a facing state between the first vehicle entering from the upstream entrance into the one-side alternating passage section and the second vehicle entering from the downstream entrance;
The first vehicle and the second vehicle are detected when a confrontation state between the first vehicle and the second vehicle, which is generated when the first vehicle and the second vehicle enter the one-sided mutual traffic section, is detected. Anti-mediation means for performing anti-mediation with respect to
A driving support apparatus comprising:   The driving support apparatus according to claim 1, wherein the facing state detection unit includes a bidirectional communication device that is mounted on each of the first vehicle and the second vehicle and notifies each other of the presence of the other vehicle. The facing state detecting means includes
First entrance approaching vehicle detection means for detecting a first vehicle scheduled to enter from the upstream entrance to the one-side alternating passage section;
A first vehicle planned traveling mode determining means for determining a planned traveling mode of the one-side alternating traffic section of the first vehicle;
Second entrance approaching vehicle detection means for detecting a second vehicle scheduled to enter from the downstream entrance to the one-side alternating passage section;
A second vehicle planned travel mode determining means for determining a planned travel mode of the one-side alternating traffic section of the second vehicle,
The travel according to claim 1, wherein a facing state between the first vehicle and the second vehicle in the one-side alternating passage section is detected based on the planned travel mode of the first vehicle and the planned travel mode of the second vehicle. Support device. The counter mediation means is:
The travel support apparatus according to any one of claims 1 to 3, further comprising a confrontation state informing means for informing the confrontation state around the one-side alternating traffic section.   The travel according to any one of claims 1 to 3, wherein the confrontation arbitration unit includes a confrontation avoidance travel control unit that performs confrontation avoidance travel control on the first vehicle and the second vehicle. Support device.   6. The driving support apparatus according to claim 5, wherein the anti-conciliation means performs confrontation adjustment by retreating a vehicle having a later approach time to the one-side alternating passage section of the first vehicle and the second vehicle. . A first traffic light is disposed at the upstream entrance in the one-side alternating passage section, and a second traffic light is disposed at the downstream entrance;
The counter-arbitration means is a lighting mode of the first traffic light and the second traffic light when the first vehicle and the second vehicle enter the one-side alternating passage section of the first vehicle and the second vehicle. A traffic light lighting mode acquisition means for acquiring
Violation vehicle detecting means for detecting a violation vehicle entering the one-side alternating traffic section ignoring lighting rules of the first traffic light or the second traffic light among the first vehicle and the second vehicle. And
The driving support device according to claim 5, wherein when the violating vehicle is detected, the vehicle is reconciled by retreating the violating vehicle.

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