JP2010152656A - Driving support device and program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To support driving, when the contact of a vehicle occurs, in consideration of secondary contact. <P>SOLUTION: The traveling information of a circumferential vehicle is acquired (S100), and whether or not the contact of circumferential vehicles is inevitable is determined from the predicted orbit of each vehicle included in traveling information (S120). When it is determined that the contact is inevitable (S120: YES), a post-contact behavior is specified from contact configurations by referring to a database (S130). For example, a post-contact moving direction and post-contact moving distance are specified based on the model, loadage, vehicle speed in contact, and contact configurations of the circumferential vehicle by using the database. When the post-contact behavior is specified, a hazard area on map data is specified (S140), and a brake operation or handle operation is promoted based on the specified hazard area. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving support device that supports driving of a driver.

  Conventionally, various techniques for preventing vehicle contact have been disclosed. For example, a technique for transmitting caution information to a vehicle that may come into contact with the host vehicle is disclosed (see, for example, Patent Document 1). In this technique, when there is a surrounding vehicle within a predetermined distance centered on the own vehicle based on the vehicle speed, traveling direction, and position information of the own vehicle and the surrounding vehicle, the surrounding vehicle is registered in the attention list. When there is a possibility that a vehicle in the attention list may come into contact with the host vehicle, attention information is transmitted to the vehicle.

JP 2008-90663 A

  Generally, in the contact of a vehicle, there is a secondary contact that occurs with another vehicle due to the behavior of the contacted vehicle after the contact has already occurred between the vehicles. In Patent Document 1, secondary contact is not taken into consideration, but support for secondary contact has also been desired.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide support in consideration of secondary contact when a vehicle contact occurs.

  The driving support device according to the present invention receives correspondence information storing means for storing correspondence information for associating a vehicle contact mode and a post-contact behavior corresponding to the contact mode, and driving information from surrounding vehicles within a predetermined range. Based on the travel information of the communication means and the surrounding vehicle, the contact mode specified by referring to the contact mode specifying unit for specifying the contact mode and the corresponding information of the corresponding information storage unit while predicting the contact of the surrounding vehicle It is characterized by comprising behavior specifying means for specifying the behavior after contact corresponding to, and support means for performing support based on the behavior after contact specified by the behavior specifying means.

  That is, the vehicle contact mode is specified from the travel information of the surrounding vehicles, the post-contact behavior is specified from the contact mode, and support based on the post-contact behavior is performed. For example, prompting a brake operation or prompting a handle operation is exemplified. Thereby, even when a vehicle contact has occurred, it is possible to provide assistance in consideration of secondary contact. In addition, it is possible that the driving assistance device of the present invention is embodied as an in-vehicle navigation device that is mounted on a vehicle and used. Also, it can be realized as a roadside machine installed on the side of the road.

  Further, in the present invention, in identifying the post-contact behavior from the contact mode, correspondence information that associates the vehicle contact mode with the post-contact behavior corresponding to the contact mode is used. Therefore, the post-contact behavior can be easily specified. Can do.

  When performing support based on the identified post-contact behavior, a contact avoidance method for avoiding contact with a surrounding vehicle where contact is predicted is determined, and support based on the determined contact avoidance method is performed by the support means. It may be performed. In this way, appropriate support for avoiding contact with the vehicle is provided, so that support in consideration of secondary contact can be performed.

The above has been described as the invention of the driving support device, but can also be realized as the invention of the following program.
That is, a communication process for receiving travel information from surrounding vehicles within a predetermined range, a contact mode specifying process for predicting a contact of the surrounding vehicle based on the travel information of the surrounding vehicle, and specifying the contact mode, Referring to the correspondence information that associates the contact mode with the post-contact behavior corresponding to the contact mode, the behavior specifying process for specifying the post-contact behavior corresponding to the specified contact mode, and the contact specified by the behavior specifying process And a support process for performing support based on post-behavior. By executing such a program on a computer system, the same effects as those of the driving support apparatus described above can be obtained.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic block diagram showing the overall configuration of the in-vehicle navigation device 1 of the present embodiment. The vehicle-mounted navigation device 1 is used by being mounted on a vehicle, and exchanges traveling information between vehicles by inter-vehicle communication as will be described later.
The vehicle-mounted navigation device 1 is configured around a control unit (navigator ECU) 10. The control unit 10 includes a GPS (Global Positining System) receiver 20, a map data storage unit 30, a sensor group 40, a communication unit 50, a database 60, a camera 70, a display unit 80, and an audio output unit 90. It is connected.

The control unit 10 is configured as a so-called computer system, and includes a CPU, a ROM, a RAM, an I / O, and the like.
The GPS receiver 20 receives radio waves from the satellite. By positioning based on this radio wave, it is possible to detect the vehicle position (in this embodiment, the position coordinates on the map). Of course, the position coordinates of the own vehicle may be detected while mutually complementing with a geomagnetic sensor, a gyroscope, a distance sensor, etc. (not shown), or the position coordinates of the own vehicle are detected without using the GPS receiver 20. Also good.

  The map data storage unit 30 is a storage device realized as, for example, a hard disk device (HDD). Note that other storage media may be used. The map data storage unit 30 stores so-called map matching data for improving the accuracy of position detection and map data for searching for a route. The map data includes various data such as facility information.

  The sensor group 40 includes sensors that acquire information for specifying the vehicle speed and acceleration of the host vehicle. For example, a vehicle speed sensor and an acceleration sensor. Note that other sensors may be used as long as the vehicle speed and acceleration can be obtained. The sensor group 40 includes a seating sensor disposed inside the vehicle seat. Thereby, the control part 10 can acquire the number of passengers. In this embodiment, the number of passengers is regarded as the loading capacity of the vehicle. Further, the sensor group 40 includes a steering sensor, whereby the control unit 10 can acquire a steering angle.

  The communication unit 50 is configured to perform wireless communication. The in-vehicle navigation device 1 is used by being mounted on a plurality of vehicles. At this time, the communication unit 50 enables vehicle-to-vehicle communication between the vehicles.

  The database 60 is a database that stores correspondence information that associates a vehicle contact mode (hereinafter simply referred to as “contact mode”) and a behavior after contact of the vehicle (hereinafter simply referred to as “post-contact behavior”). As will be described later, by referring to this correspondence information, the behavior after contact can be specified based on the contact mode.

  The camera 70 is a camera capable of photographing the periphery of the vehicle, and is embodied as a CCD camera, for example. As will be described later, whether or not there is an obstacle (including the vehicle) on the side of the vehicle is determined based on an image captured by the camera 70.

  The display unit 80 is embodied as a display device. In recent years, it is common to use a liquid crystal display. The audio output unit 90 is embodied as a speaker device. In this embodiment, driving assistance is performed. The display unit 80 and the voice output unit 90 realize the image display and voice guidance for driving assistance.

  As described above, the vehicle-mounted navigation device 1 configured as described above is mounted on a plurality of vehicles. In this embodiment, a plurality of vehicles including the own vehicle and a vehicle (hereinafter referred to as “peripheral vehicle”) located within a predetermined range with reference to the own vehicle communicate with each other.

FIG. 2 is a flowchart showing the post-contact behavior specifying process.
In a first step (hereinafter, steps are simply indicated by a symbol “S”) 100, travel information of surrounding vehicles is acquired. This process is realized by vehicle-to-vehicle communication via the communication unit 50 shown in FIG.

Here, the traveling information will be described. The travel information includes “position coordinates”, “vehicle type”, “loading amount”, “vehicle speed”, “acceleration”, and “predicted trajectory”. The “predicted trajectory” is associated with time information.
The “position coordinates” are the position coordinates of the vehicle measured by the GPS receiver 20 as described above.

  “Vehicle type” means a classification of light cars, ordinary cars, and large cars. Further, ordinary cars are classified into compact cars, sedans, SUVs (sports utility vehicles), and minivans.

The “loading amount” is the number of passengers as described above. The number of passengers is acquired from seating sensors included in the sensor group 40.
“Vehicle speed” is the speed of the vehicle at the position coordinates. For example, the vehicle speed is acquired as information on vehicle speed sensors included in the sensor group 40.
“Acceleration” is the acceleration of the vehicle at the position coordinates. For example, the acceleration is acquired as information on an acceleration sensor included in the sensor group 40.

  The “predicted trajectory” is a vehicle trajectory calculated from the vehicle speed, acceleration, and steering angle at the position coordinates. As described above, the steering angle is acquired from the steering sensors included in the sensor group 40. In this embodiment, each vehicle calculates a predicted position of the own vehicle at each predetermined time point as a predicted trajectory and transmits it to the surrounding vehicles. For example, it is conceivable to calculate the predicted position of the host vehicle such as the current position coordinates, the position coordinates after 0.5 seconds, and the position coordinates after 1.0 seconds. Of course, it is good also as a structure which each vehicle calculates the prediction track | orbit of a surrounding vehicle from the information (for example, acceleration, a vehicle speed, a steering angle, etc.) transmitted.

  In S110, traveling information of the host vehicle is transmitted. The traveling information is as described above. In this process, traveling information is transmitted to surrounding vehicles by inter-vehicle communication via the communication unit 50. Through the processes of S100 and S110 described above, the traveling information is shared by a plurality of vehicles (the host vehicle and the surrounding vehicles).

  In the next S120, it is determined whether or not contact is inevitable. This process is to determine whether or not the contact between the surrounding vehicles is unavoidable based on the predicted trajectory in the travel information from the surrounding vehicles. Specifically, shape data indicating the outer shape of each vehicle type is stored in the control unit 10 (for example, ROM), and the predicted position indicated by the predicted track in the travel information from the surrounding vehicle is the position at the center of the vehicle. Because of the coordinates, the predicted trajectory of the outer shape of the surrounding vehicle is specified based on the predicted position and the shape data. Then, based on the outer shapes of the surrounding vehicles at the same time, it is determined whether or not contact between the surrounding vehicles is unavoidable. When contact is inevitable, the contact location in the outer shape of the vehicle is specified using the shape data described above. When contact is inevitable, the vehicle speed at the time of contact is specified based on the “vehicle speed”, “acceleration” included in the travel information, and the time until contact is predicted.

Here, the process of S120 will be described in detail.
As shown in FIG. 3, for example, the X vehicle calculates the current position coordinates ZX1, the position coordinates ZX2 after 0.5 seconds, and the position coordinates ZX3 after 1.0 seconds as predicted trajectories. Similarly, the Y vehicle calculates the current position coordinates ZY1, the position coordinates ZY2 after 0.5 seconds, and the position coordinates ZY3 after 1.0 seconds as predicted trajectories.

  At this time, the third vehicle (not shown) that has received the travel information from the X vehicle and the Y vehicle specifies the predicted trajectories of the outer shapes of the X vehicle and the Y vehicle using the shape data for each vehicle type. As shown in FIG. 3, the outer shapes of the X and Y vehicles at 0.5 seconds and 1.0 seconds after the current time are GX1, GY1, GX2, GY2, GX3, and GY3, and the predicted trajectory of the outer shapes. Is specified. When the predicted track is specified, the third vehicle determines whether or not the X vehicle and the Y vehicle are in contact with each other based on the predicted track of the outer shape. Further, regarding the specification of the contact location, in the example shown in FIG. 3, the contact location in the X vehicle is specified as the front of the vehicle (specifically, the left front of the vehicle), and the contact location in the Y vehicle is the side of the vehicle (front right). Identified. In FIG. 3, for ease of explanation, 0.5 seconds and 1.0 seconds are used. However, in order to determine the contact of the outer shape, the predicted positions are calculated at finer intervals. Also good. Alternatively, in the third vehicle, the transmitted discrete predicted positions may be mathematically interpolated.

  Returning to FIG. 2, when it is determined in S120 that contact is inevitable (S120: YES), the process proceeds to S130. On the other hand, when it is determined that contact is inevitable (S120: NO), that is, when contact may be avoided, the post-contact behavior specifying process is terminated.

  In S130, the post-contact behavior is specified with reference to the database 60. This process specifies the post-contact behavior of surrounding vehicles that have been determined to be inevitable in S120. Here, FIG. 4 shows an example of the database 60 used for specifying the behavior after contact.

  As shown in FIG. 4, “contact mode” and “behavior after contact” are associated with each of the vehicles X and Y as cases 1, 2, 3,. At this time, the contact mode is indicated by “vehicle type”, “loading amount”, “vehicle speed at the time of contact”, and “contact mode” of each vehicle. In the present embodiment, the “contact form” is indicated by the contact location of each surrounding vehicle at the time of contact. The behavior after contact is indicated by “movement direction after contact” and “movement distance after contact” of each vehicle.

Specifically, for example, in case 1, vehicle X has a vehicle type of “light car”, a load (number of passengers) of “1”, a vehicle speed at the time of contact of “less than 30 km / h”, and a contact form of “ "Vehicle side (right rear)". On the other hand, for the vehicle Y, the vehicle type is “minivan”, the loading amount (number of passengers) is “3”, the vehicle speed at the time of contact is “less than 50 km / h”, and the contact form is “vehicle front”.
Then, as the after-contact behavior corresponding to such a contact mode, the after-contact movement direction of the vehicle X is “vehicle X front” and “vehicle X diagonally left front”, and the after-contact movement distance is “2 m to 3 m”. Yes. On the other hand, the movement direction after contact of the vehicle Y is “front of the vehicle Y”, and the movement distance after contact is “1 m to 2 m”.

  Such a database 60 can be constructed by collecting information when actual vehicle contact occurs. The constructed database 60 may be distributed from the information center. At this time, it is conceivable that information collected in the information center is automatically transmitted to the information center from a navigation device or the like mounted on the contact vehicle. If the number of cases recorded in the database 60 is sufficiently large, it is possible to specify subsequent post-contact behavior for almost all contact modes.

In S130 in FIG. 2, specifically, the behavior after contact is specified by referring to the database 60 based on the traveling information of the surrounding vehicles determined to be inevitable in S120. As for “contact form”, the contact form specified when it is determined whether or not the contact is inevitable in S120 is acquired, and the “vehicle speed at the time of contact” is similarly obtained in S120. Get the vehicle speed at the specified contact.
In S140, the map is converted to a position on the map. This process uses the “post-contact movement direction” and the “post-contact movement distance” as the post-contact behavior, and converts the positions after the contact of the vehicle X and the vehicle Y into positions on the map. And the predetermined area (for example, radius 5m) centering on the position after contact of vehicles X and vehicles Y after conversion is specified as a danger area. After the process of S140 ends, the post-contact behavior specifying process ends.

The following support process is performed following the post-contact behavior specifying process. FIG. 5 is a flowchart showing the support process.
In the first S200, an avoidance determination process is executed. Details of the avoidance determination process are shown in FIG.
In S201 in FIG. 6, the avoidance flag is reset. As will be described later, the avoidance flag is set when it is determined that avoidance is necessary.

  In next S202, it is determined whether or not the positions of the vehicle X and the vehicle Y after the contact affect the traveling of the host vehicle. Specifically, the determination is made based on whether or not a danger area exists on an extension line in the traveling direction of the host vehicle. If it is determined that the host vehicle is affected (S202: YES), the process proceeds to S203. On the other hand, if it is determined that there is no influence on the host vehicle (S202: NO), this avoidance determination process is terminated, assuming that there is no need for avoidance. In this case, the avoidance flag remains reset.

  In S203, peripheral information is acquired. In this process, information on whether or not there is an obstacle on the side of the vehicle is acquired from an image captured by the camera 70 in FIG. Of course, since it is only necessary to determine whether there is an obstacle on the side of the vehicle, for example, a radar device or the like may be employed instead of the camera 70.

  In S204, it is determined whether or not there is a sufficient distance to the positions of the vehicle X and the vehicle Y after contact. Specifically, this determination is based on the position of the host vehicle and the position of the dangerous area, and calculates the distance from the host vehicle to the dangerous area, and the calculated distance is preset according to the vehicle speed of the host vehicle. If the distance is larger than the reference distance, it is determined that the distance to the danger area is sufficient. If it is determined that there is a sufficient distance to the danger area (S204: YES), it is determined that deceleration is avoided in S205, an avoidance flag is set, and the avoidance determination process is terminated. On the other hand, when it is determined that the distance to the dangerous area is insufficient (S204: NO), the process proceeds to S206.

  In S206, it is determined using the surrounding information acquired in S203 whether there is a space that can be avoided on the side of the host vehicle. If it is determined that there is a space that can be avoided on the side of the vehicle (S206: YES), it is determined that steering is avoided in S207, an avoidance flag is set, and the avoidance determination process is terminated. On the other hand, when it is determined that there is no avoidable space on the side of the host vehicle (S206: NO), it is determined in S208 that automatic deceleration is avoided, an avoidance flag is set, and this avoidance determination process ends. The automatic deceleration avoidance determination is a determination to perform deceleration by automatic control because the distance to the danger area is insufficient.

  On the premise that such avoidance determination processing is executed, it is determined in S210 in FIG. 5 whether or not avoidance is necessary. This determination is made based on the avoidance flag in the avoidance determination process shown in FIG. If it is determined that avoidance is necessary (S210: YES), that is, if the avoidance flag is set, the process proceeds to S230. On the other hand, if it is determined that avoidance is not necessary (S210: NO), that is, if the avoidance flag is not set, guidance of the contact vehicle is performed in S220. For example, a point where contact is predicted is displayed on a map via the display unit 80 and the voice output unit 90, and voice that guides the contact is predicted. After the process of S220 ends, this support process ends.

  In S230, it is determined whether a deceleration avoidance determination has been made. An affirmative determination is made here when deceleration avoidance is determined in S205 or S208 in FIG. 6, and a negative determination is made here when steering avoidance is determined in S207. When it is determined that the deceleration avoidance determination has been made (S230: YES), the process proceeds to S250. On the other hand, if it is determined that the deceleration avoidance determination has not been made (S230: NO), that is, if the steering avoidance determination has been made, the steering operation is prompted in S240, and then this support processing is terminated. In S240, for example, when the lane change is possible, an image display that prompts the lane change is displayed and a voice that prompts the lane change is output.

  In S250, it is determined whether an automatic deceleration avoidance determination has been made. This process determines whether or not an automatic deceleration avoidance determination has been made in S208 in FIG. If it is determined that the automatic deceleration avoidance determination has been made (S250: YES), the automatic deceleration control is performed in S260, and the support process is terminated. On the other hand, if it is determined that the automatic deceleration avoidance determination has not been made (S250: NO), that is, if it is a normal deceleration avoidance determination that prompts the driver to decelerate, the process proceeds to S270.

  In S270, the brake operation is prompted. Here, for example, an image prompting deceleration by the brake is displayed, and a sound prompting deceleration by the brake is output. After the process of S270 ends, the support process ends.

The post-contact behavior specifying process and the support process have been described above. In order to facilitate understanding of the process, a specific example will be described here.
FIG. 7 is an explanatory diagram showing a plurality of vehicles 300, 310, 320, 330 that are about to enter the intersection indicated by the symbol M. In order to distinguish these vehicles 300 to 330, they are described as A vehicle 300, B vehicle 310, C vehicle 320, and D vehicle 330 as appropriate. Here, it is assumed that the A vehicle 300 is a large automobile, and the BD vehicles 310 to 330 are ordinary automobiles (sedans). Further, it is assumed that the loading amount (the number of passengers) of the A vehicle and the B vehicle are both “1”. In addition, although the control part 10 of the vehicle-mounted navigation apparatus 1 mounted in each vehicle 300-330 of AD actually becomes the main body of each process, in the following description, each vehicle 300-330 of AD. As the subject.

  One road that intersects in FIG. 7 (the road that extends to the left and right in the figure) is four lanes on both sides (two lanes on one side), and the other road (the road that extends vertically in the figure) is a large automobile. It is a narrow road where passing each other is difficult. Symbol J indicates a so-called center line, and symbols K and L indicate lane boundary lines indicating lane divisions.

  Under such circumstances, if the host vehicle is a C vehicle 320, for example, the host vehicle acquires travel information from the A vehicle 300, the B vehicle 310, and the D vehicle 330, which are neighboring vehicles, and The travel information is transmitted to the vehicle (S100 and S110 in FIG. 2).

The description will be continued assuming that the contact between the A vehicle 300 and the B vehicle 310 is unavoidable based on the predicted trajectory in the acquired travel information (S120 in FIG. 2: YES).
At this time, the host vehicle refers to the database 60 to identify the behavior after contact of the A and B vehicles 300 and 310 based on the travel information from the A and B vehicles 300 and 310 (FIG. 2). S130). For example, using the database 60 shown in FIG. 4, each of A and B can be determined based on the “vehicle type”, “loading capacity”, “vehicle speed at the time of contact”, and “contact mode” of the vehicles 300 and 310 of A and B. For example, the “movement direction after contact” and the “movement distance after contact” of the vehicles 300 and 310 are specified. Thereafter, as described above, the dangerous area on the map is specified from the movement direction after contact and the movement distance after contact (S140).

Here, the specification of the post-contact behavior using the database 60 will be specifically described.
In the example shown in FIG. 8, the contact mode of the vehicle A is “large vehicle”, the load amount is “1”, the vehicle speed at the time of contact is “less than 30 km / h”, and the contact mode is “vehicle front”. It shall be. On the other hand, the contact mode of the vehicle B is “sedan” for the vehicle type, “1” for the loading capacity, “less than 10 km / h” for the vehicle speed at the time of contact, and “vehicle side (front right)” for the contact mode. And

  In this embodiment, the database 60 is searched based on such a contact mode. Then, as shown in FIG. Therefore, regarding the moving direction after contact, the A vehicle 300 is specified as “vehicle front”, and the B vehicle 310 is specified as “vehicle left side” and “vehicle front”. Further, regarding the movement distance after contact, the A vehicle 300 is specified as “less than 1 m”, and the B vehicle 310 is specified as “2 to 3 m”.

  The dangerous area based on the behavior after contact (that is, the movement direction after contact and the movement distance after contact) specified in this manner is an area indicated by hatching in FIG.

  Further, in the example shown in FIG. 9, the contact mode of the vehicle A is “Large car” for the vehicle type, “1” for the load capacity, “less than 30 km / h” for the vehicle speed at the time of contact, Center) ”. On the other hand, the contact mode of the vehicle B is assumed that the vehicle type is “sedan”, the loading amount is “1”, the vehicle speed at the time of contact is “less than 10 km / h”, and the contact mode is “vehicle front”.

  Similar to the example shown in FIG. 8, the database 60 is searched based on such a contact mode. Then, as shown in FIG. Therefore, regarding the moving direction after the contact, the A vehicle 300 is specified as “no movement”, and the B vehicle 310 is specified as “the vehicle left and right sides” and “the vehicle rear”. Further, regarding the movement distance after contact, the A vehicle 300 is specified as “0 m”, and the B vehicle 310 is specified as “˜1 m”.

  The danger area based on the behavior after contact (that is, the movement direction after contact and the movement distance after contact) specified in this manner is an area indicated by hatching in FIG.

  Furthermore, in the example shown in FIG. 10, the contact mode of the vehicle A is “large vehicle”, the load amount is “1”, the vehicle speed at the time of contact is “less than 30 km / h”, and the contact mode is “vehicle front”. It shall be. On the other hand, the contact mode of vehicle B is “sedan” for the vehicle type, “1” for the loading capacity, “less than 10 km / h” for the vehicle speed at the time of contact, and “vehicle side (right rear)” for the contact mode. And

  Similar to the example shown in FIGS. 8 and 9, the database 60 is searched based on such a contact mode. Then, as shown in FIG. Therefore, regarding the moving direction after contact, the A vehicle 300 is identified as “vehicle front”, and the B vehicle 310 is identified as “vehicle left side” and “vehicle diagonally forward”. Further, regarding the movement distance after contact, the A vehicle 300 is specified as “less than 1 m”, and the B vehicle 310 is specified as “3 m to 4 m”.

  The dangerous area based on the behavior after contact (that is, the movement direction after contact and the movement distance after contact) specified in this manner is an area indicated by hatching in FIG.

  When the dangerous area is specified, the C vehicle 320, which is the own vehicle, determines whether the dangerous area affects the own vehicle in consideration of the traveling direction of the own vehicle (S202 in FIG. 6). In the example shown in FIGS. 8 and 10, a positive determination is made because a danger area exists on an extension line in the traveling direction of the host vehicle. On the other hand, in the example shown in FIG. 9, since there is no danger area on the extension line in the traveling direction of the host vehicle, a negative determination is made.

  If a negative determination is made here (S202: NO in FIG. 6), it is determined that there is no need to avoid (S210: NO in FIG. 5), and guidance of the contact vehicle is performed (S220). In this case, in the C vehicle 320 that is the host vehicle, for example, the point where the contact is predicted is displayed on the map via the display unit 80 and the voice output unit 90, and voice guidance that the contact is predicted is provided. Is done.

  On the other hand, if an affirmative determination is made (S202 in FIG. 6: YES), peripheral information is acquired (S203), it is determined whether there is a sufficient distance to the dangerous area (S204), and the distance is sufficient. If it is determined (S204: YES), it is determined that deceleration is avoided (S205). In this case, in the support process, it is determined that the deceleration is avoided (S230 in FIG. 5: YES), and a brake operation is prompted (S270). For example, an image as indicated by symbol G1 in FIG. 12 is displayed via the display unit 80, and “decelerate as indicated by symbol H1 via the audio output unit 90. An obstacle appears in the traveling direction of the vehicle. There is a possibility. "

  8 and 10, when it is determined that the distance to the dangerous area is insufficient (S204: NO in FIG. 6), there is an avoidance space due to the presence of the vehicle A on the side. Since there is not (S206: NO), automatic deceleration avoidance determination will be made (S208). In this case, automatic deceleration control is performed (S250: YES, S260 in FIG. 5). Here, instead of the guidance indicated by the symbol H1 in FIG. 12, guidance such as “automatic deceleration control is performed” is performed. The automatic deceleration control automatically performs an appropriate brake operation based on the distance to the danger area.

  Moreover, the case where the own vehicle is the D vehicle 330 in the example of FIG. 10 will be described. In this case, when it is determined that the distance to the dangerous area is insufficient (S204: NO in FIG. 6), there is an avoidance space indicated by a two-dot chain line on the side (S206: YES). A determination of avoidance is made (S207). In that case, in the assist process, it is determined that the steering is avoided (S230 in FIG. 5: NO), and the steering wheel operation is prompted (240). In this case, for example, an image as indicated by symbol G2 in FIG. 13 is displayed via the display unit 80, and “change lane to the left as indicated by symbol H2 via the audio output unit 90. There is a possibility that an obstacle will appear in the direction. " In addition, as shown in FIG. 13, you may make it display the lane boundary as shown by the symbol G21, or the display of the lane as shown by the symbol G22 on the image shown by the symbol G2.

  The database 60 in this embodiment constitutes “corresponding information storage means”, and the control unit 10 and the communication part 50 constitute “communication means”. In addition, the control unit 10 constitutes “contact state identification unit”, “behavior identification unit”, and “avoidance method determination unit”, and the control unit 10, the display unit 80, and the voice output unit 90 constitute “support unit”.

  2 constitutes “communication processing” as a function of “communication means”, and the processing of S120 and S130 constitutes “behavior identification processing” as a function of “behavior identification means”, The support processing shown in FIG. 5 constitutes “support processing” as a function of “support means”. Further, the avoidance determination process (S200 in FIG. 5) shown in FIG. 6 constitutes a process as a function of the “avoidance method determination means”.

Next, the effect produced by the vehicle-mounted navigation device 1 of this embodiment will be described.
In this embodiment, travel information of surrounding vehicles is acquired (S100 in FIG. 2), and it is determined whether or not contact between surrounding vehicles is unavoidable from the predicted trajectory of each vehicle included in the travel information (S120). . If it is determined that contact is inevitable (S120: YES), the post-contact behavior is specified from the contact mode by referring to the database 60 (S130). When the behavior after contact is specified, next, a dangerous area on the map data is specified (S140). Then, based on the identified danger area, a brake operation or a handle operation is prompted (S270, S240 in FIG. 5). Thereby, even when contact has occurred, it is possible to provide support in consideration of secondary contact. In this embodiment, since the database 60 as shown in FIG. 4 is used (S130 in FIG. 2), the behavior after contact can be easily identified.

  In this embodiment, an avoidance determination process (FIG. 6) is executed when the support process is performed. In this avoidance determination process, peripheral information is acquired (S203), and when there is a sufficient distance to the danger area (S204: YES), deceleration avoidance determination is performed (S205). On the other hand, when the distance to the danger area is insufficient (S204: NO), if there is a space on the side of the host vehicle, a steering avoidance determination is performed (S206: YES, S207), and a space is formed on the side of the host vehicle. If there is not, an automatic deceleration avoidance determination is made (S206: NO, S208). Based on these determinations, support processing is executed (S230 to S270 in FIG. 5). Accordingly, since appropriate support for avoiding contact with the vehicle is provided, it is possible to perform support in consideration of secondary contact.

  In particular, when there is no distance to the dangerous area and there is no space on the side of the host vehicle (S204: NO, S206: NO in FIG. 6), it is determined that automatic deceleration is avoided (S208). Deceleration control is automatically performed (S260 in FIG. 5). Therefore, even when there is no distance to the danger area and there is no space on the side of the host vehicle, appropriate support for avoiding a vehicle that is predicted to be in contact is possible.

  The present invention is not limited to the above-described embodiment, and it goes without saying that the present invention can be implemented in various forms without departing from the spirit of the present invention.

  (B) In the above embodiment, the “position coordinates”, “vehicle type”, “loading amount”, “vehicle speed”, “acceleration”, and “predicted trajectory” of the vehicle are adopted as travel information. A part of may be used as the travel information. Further, information such as “shift position” may be added to the travel information. If the “shift position” is added to the travel information, the post-contact behavior can be specified in more detail.

  (B) In the above embodiment, the invention is embodied as the in-vehicle navigation device 1 mounted on a vehicle. On the other hand, for example, it may be possible to embody the invention as a roadside machine installed at an intersection or the like. In the case of a roadside machine, travel information of surrounding vehicles is acquired, and the post-contact behavior specifying process similar to that described above is executed. Thereafter, the roadside machine also executes support processing on behalf of the vehicle, and transmits information related to driving support to each vehicle. Even when embodied as such a roadside device, the same effects as the above-described embodiment are achieved.

  (C) In the above embodiment, travel information is acquired from surrounding vehicles within a predetermined range based on the host vehicle. In this sense, “communication means may acquire travel information from surrounding vehicles within a predetermined range based on the host vehicle”. On the other hand, it is good also as a structure which shares driving information with the surrounding vehicle in the predetermined range on the basis of points on a map, such as an intersection, for example. In this sense, “the communication means may acquire travel information from surrounding vehicles within a predetermined range with reference to a point on the map”. If the predetermined range is appropriately set, it is possible to appropriately grasp the trend of surrounding vehicles that affect the host vehicle, and the above-described effects stand out.

(D) In the above embodiment, the post-contact behavior is specified from the contact mode by referring to the database 60. At this time, if the same case does not exist in the database 60, for example, a similar case may be referred to.
Further, when the same case is not in the database 60, for example, the post-contact behavior may be specified by performing calculation based on the contact mode. Specifically, the post-contact behavior is calculated using physical laws from the vehicle weight (including the load), the vehicle speed at the time of contact, the friction coefficient of the road surface, and the coefficient of restitution. In this sense, the behavior specifying means may be able to specify the behavior after contact corresponding to the specified contact mode by calculation.
If these configurations are adopted, even if the same case is not in the database 60, it is possible to identify the dangerous area, and it is possible to provide support in consideration of secondary contact.

  (E) In the above embodiment, the contact between vehicles has been mentioned. For example, the contact with the vehicle structure may be made into a database by specifying the structure on the map using the map data. As described above, the map data includes various data such as facility information. Therefore, a database in which the contact mode between the structure (building, traffic light, median strip, etc.) that can be an obstacle and the vehicle and the behavior after contact corresponding to the contact mode is stored is stored on the map data. Based on the coordinate value information of the structure of the vehicle and the driving information of the surrounding vehicle, the contact mode between the surrounding vehicle and the structure is predicted and the contact mode is specified. It is conceivable to identify the behavior and provide support based on the identified post-contact behavior. In this way, even when the surrounding vehicle is predicted to come into contact with the structure on the road, appropriate support for avoiding contact with the surrounding vehicle where the contact is predicted is provided, and the secondary Support that takes into account specific contact.

  (F) Furthermore, in the above embodiment, the identified post-contact behavior is converted to a position on the map without considering the structure on the map (S140 in FIG. 2). If the contact with the structure is made into a database, in S140 in FIG. 2, the structure that can be an obstacle is considered and converted to a position on the map to identify the dangerous area. Also good. For example, in the example of FIG. 8, when the structure P indicated by the broken line exists, after the contact between the A vehicle 300 and the B vehicle 310, the contact between the B vehicle 310 and the obstacle P is further predicted and contacted. A mode is specified, the behavior after contact of the B vehicle 310 is considered using the above-mentioned database, and the part indicated by the symbol PR is also specified as a dangerous area. In this sense, “behavior specifying means may specify a post-contact behavior based on map data in consideration of contact with a structure other than a vehicle”. In this way, even if contact with structures on the road is predicted after contact between neighboring vehicles, the dangerous area is appropriately identified, and secondary contact is considered. Can provide support.

It is a block diagram which shows schematic structure of the vehicle-mounted navigation apparatus of embodiment. It is a flowchart which shows the behavior specific process after a contact. It is explanatory drawing which shows notionally the contact judgment method of a surrounding vehicle. It is explanatory drawing which shows an example of a database. It is a flowchart which shows a support process. It is a flowchart which shows the avoidance determination process used as the premise of a support process. It is explanatory drawing which shows the vehicle which drive | works toward an intersection. It is explanatory drawing which illustrates a contact form and the specified dangerous area. It is explanatory drawing which illustrates a contact form and the specified dangerous area. It is explanatory drawing which illustrates a contact form and the specified dangerous area. It is explanatory drawing which shows the example of a search from a database. It is explanatory drawing which illustrates the image display and audio | voice at the time of prompting brake operation. It is explanatory drawing which illustrates the image display and sound at the time of prompting a handle operation.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle-mounted navigation apparatus, 10 ... Control part (Communication means, contact aspect specification means, behavior specification means, support means, avoidance method determination means), 20 ... GPS receiver, 30 ... Map data storage part, 40 ... Sensor group 50 ... Communication unit (communication unit), 60 ... Database (corresponding information storage unit), 70 ... Camera, 80 ... Display unit (support unit), 90 ... Voice output unit (support unit), 300-330 ... Vehicle

Claims (3)

Correspondence information storage means for storing correspondence information for associating a vehicle contact mode and a behavior after contact corresponding to the contact mode;
Communication means for receiving driving information from surrounding vehicles within a predetermined range;
A contact mode specifying means for predicting contact of the surrounding vehicle based on travel information of the surrounding vehicle and specifying the contact mode;
A behavior specifying means for specifying a post-contact behavior corresponding to the specified contact mode with reference to the correspondence information of the correspondence information storage means;
Support means for performing support based on the behavior after contact specified by the behavior specifying means;
A driving assistance apparatus comprising: The driving support device according to claim 1,
An avoidance method determination means for determining a contact avoidance method for avoiding contact with a surrounding vehicle where the contact is predicted based on the behavior after contact specified by the behavior specifying means;
The driving support device, wherein the support means performs support based on the contact avoidance method determined by the avoidance method determination means. Communication processing for receiving travel information from surrounding vehicles within a predetermined range;
Based on the travel information of the surrounding vehicle, a contact mode specifying process for predicting the contact of the surrounding vehicle and specifying the contact mode;
A behavior specifying process for specifying a post-contact behavior corresponding to the specified contact mode with reference to correspondence information for associating the contact mode of the vehicle and the post-contact behavior corresponding to the contact mode;
Support processing for performing support based on the behavior after contact specified in the behavior specifying processing;
The program characterized by including.

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