JP2010211304A - Device and method for supporting driving - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly set a prescribed value for determining whether to change a lane to an adjacent lane. <P>SOLUTION: A driving support device 200 includes: a junction detection means 204 for detecting the presence/absence of junction to a first traveling lane on which an own-vehicle is traveling; a second traveling lane traffic volume acquisition means 207 for, when determining that the own-vehicle is approaching the junction, obtaining the traffic volume of a second traveling lane adjacent to the first traveling lane at the opposite side of the joining lane; a second traveling lane possible traffic capacity acquisition means 208 for obtaining a possible traffic capacity from the traffic volume; and a guiding means 211 for, when the own-vehicle does not cross the joining vehicle, and the traffic volume of the second traveling lane exceeds a prescribed value set based on the possible traffic capacity, guiding the vehicle so as to keep the first traveling lane. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving support device and a driving support method that detect the presence or absence of a merging point on a first lane in which the host vehicle travels and determine whether the host vehicle is approaching the merging point.

  2. Description of the Related Art Conventionally, there is a method of smoothly driving a merging point by a vehicle that is automatically steered or a group of vehicles that travel in a row by automating driving of an automobile (see, for example, Patent Document 1). In the method described in Patent Document 1, the main line traveling vehicle changes the lane so that the merging vehicle can smoothly merge when the merging portion approaches.

  In addition, a technique is known in which the traffic volume (vehicle density) around the main road traveling vehicle or the traffic volume of the overtaking lane exceeds a predetermined value or the lane change is not performed. In this case, a predetermined value is set in advance in consideration of general traffic on the main line and the overtaking lane.

Japanese Patent Laid-Open No. 11-144197

  However, since this predetermined value is preset, road environment information, road traffic information, the vehicle type of the host vehicle, and the like may change, and the preset predetermined value may not be appropriate. In addition, since the threshold value cannot be set appropriately in this way, there is a possibility that the flow of traffic may be deteriorated by making an incorrect determination.

  Therefore, an object of the present invention is to provide a driving support device and a driving support method that support an appropriate lane change according to a driving situation.

  In order to solve the above problems, the present invention detects the presence or absence of a merging point to the first traveling lane in which the host vehicle travels, and determines that the host vehicle is approaching the merging point. If the traffic volume of the second lane adjacent to the first lane on the opposite side is obtained to obtain the possible traffic capacity, and the own vehicle does not cross the merging vehicle, the traffic volume of the second lane is the possible traffic capacity When the predetermined value set based on the above is exceeded, guidance is provided to maintain the first travel lane.

  Since the present invention sets a predetermined value for determining whether or not to change the lane to the adjacent lane based on the road environment information and the road traffic information of the lane adjacent to the traveling lane of the host vehicle, the predetermined value is appropriately determined. A value can be set.

FIG. 1 is a diagram for explaining an outline of an embodiment of the present invention. FIG. 2 is a diagram for explaining the driving support apparatus according to the embodiment of the present invention. FIG. 3 is a diagram for explaining the driving support apparatus according to the first embodiment of the present invention. FIG. 4 is a flowchart for explaining processing of the driving support apparatus according to the first embodiment of the present invention. FIG. 5 is a diagram for explaining the possible traffic capacity according to the first embodiment of the present invention. FIG. 6 is a diagram illustrating a case where 1/2 of the possible traffic capacity is set to a predetermined value for maintaining the driving lane in the first embodiment of the present invention. FIG. 7 is a diagram for explaining the acquisition of road traffic information in the first embodiment of the present invention. FIG. 8 is a flowchart for explaining processing of the driving support apparatus according to the second embodiment of the present invention. FIG. 9 is a diagram for explaining a case where 1/3 of the possible traffic capacity is set to a predetermined value for maintaining the driving lane in the second embodiment of the present invention. FIG. 10 is a diagram illustrating the merging from the merging lane to the first traveling lane in the second embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described in detail.

  First, the outline of the operation of the driving support apparatus according to the embodiment of the present invention will be described with reference to FIG. The present invention improves capacity reduction at the junction of a motorway to improve traffic flow. The cause of the capacity drop at the junction is the intersection of vehicles. Here, not only the intersection of vehicles that join the main line traveling vehicle, but also the intersection of vehicles on the main line due to the behavior of escaping from the lane on the side where the main line traveling vehicle merges to the next lane (hereinafter referred to as avoidance movement). May also occur.

  For example, referring to FIG. 1, the target vehicle is running on the first travel lane 101. The first traveling lane 101 is a lane adjacent to the merge lane 104 and is a main lane. The first travel lane 101 is adjacent to the second travel lane 102 in the opposite direction to the merge lane 104.

  The first travel lane 101 has a merge point 111 where the first travel lane merges with the merge lane 112. The target vehicle may escape to the second travel lane 102 when approaching the junction 111 while traveling in the first travel lane 101. In addition, a vehicle traveling in the second travel lane 102 may escape to the third travel lane 103.

  The timing of the avoidance movement varies depending on the driver. For example, a certain driver performs in advance just by approaching the junction 111. When another driver approaches the merge point 111, it is confirmed that there is a merged vehicle on the merged lane 112, and then it is performed when it is determined that the vehicle merges with the merged vehicle.

  In some cases, the number of occurrences of braking may increase due to avoidance travel. Although this depends on the number of cars to avoid, it is considered that the number of occurrences of brakes is increasing due to the increase in traffic on the avoidance destination lane. When considering traffic flow, if the traffic density is above a certain level, the brake will travel along the following vehicle and extend in the direction opposite to the direction of travel (hereinafter referred to as deceleration wave), which is considered to be a major cause of traffic congestion. .

  Paying attention to such traffic problems at the junction, the present invention aims to smooth the main traffic on which the target vehicle is traveling. Here, the driving support device provided in the target vehicle has the traffic volume of the main evacuation destination lane for the main traveling vehicle traveling in the lane on the merging side at the merging portion of the automobile exclusive road. If there is more than a predetermined value derived from the possible traffic capacity of the space and there is no crossing with the merging vehicle, guidance that suppresses avoidance travel is performed.

  Specifically, the target vehicle includes the driving support device according to the embodiment of the present invention. When the target vehicle is traveling in the first travel lane 101 and avoids traveling to the second travel lane 102, the driving support device is in the case where the traffic volume in the second travel lane 102 is greater than a predetermined value and is merged. When it is determined that the intersection with the merging vehicle traveling on the lane 112 does not occur, the avoidance is suppressed. Further, the driving support device outputs a guidance such as “Please drive in this lane as it is”.

  Next, with reference to FIG. 2, a driving assistance apparatus 200 according to the preferred embodiment of the present invention will be described. The driving support device 200 includes a map information database 201, own vehicle information detection means 202, road and vehicle communication device 203, junction detection means 204, own vehicle travel lane determination means 205, approach determination means 206, and second travel lane traffic acquisition. Means 207, second travel lane possible traffic capacity acquisition means 208, intersection determination means 209, vehicle type acquisition means 210, and guidance means 211. Junction point detection means 204, own vehicle travel lane determination means 205, approach determination means 206, second travel lane traffic volume acquisition means 207, second travel lane possible traffic capacity acquisition means 208, intersection determination means 209, vehicle type acquisition means 210 and The guide unit 211 is implemented in the driving support device 200 by a predetermined software program being read and executed by a CPU (Central Processing Unit), an ECU (Energy Processing Unit), or the like.

  The map information database 201 is a database stored in a storage device that can be read and written by the driving support device 200. The map information database 201 stores map data such as road position information and environmental information data of the road. The road environment information includes data such as road lane width.

  The own vehicle information detection means 202 is, for example, a GPS (Global Positioning System) device, and acquires position information of the own vehicle. Here, it is assumed that the host vehicle is traveling on the first travel lane 101 shown in FIG.

  The road and vehicle communication device 203 acquires information on the traffic volume of the adjacent lane and the number of large vehicles from the infrastructure equipment installed on the road. Further, the road-vehicle communication device 203 also acquires information on the position and speed of the vehicle that joins. Here, the “infrastructure equipment” is, for example, a DSRC (Dedicated Short Range Communications) beacon.

  The meeting point detection means 204 detects the presence or absence of a meeting point on the first travel lane on which the host vehicle travels. Here, the joining point detection unit 204 has a joining point in the traveling direction of the host vehicle based on the position information of the host vehicle acquired from the host vehicle information detection unit 202 and the map information stored in the map information database 201. To detect. If there is a meeting point, the fact is input to the own vehicle travel lane determining means 205.

  The own vehicle travel lane determining means 204 determines whether or not the own vehicle is traveling in the main lane that joins the merge lane. When the vehicle is traveling in the main lane, the vehicle lane determining unit 204 inputs the fact to the approach determining unit 206.

  The approach determination means 206 determines whether the host vehicle is approaching the meeting point. The approach determination means 206 compares the position of the host vehicle and the position of the merge point to determine whether or not the vehicle is approaching. When the position of the host vehicle and the position of the merge point are less than a certain distance, the approach determination unit 206 notifies the second traveling lane traffic acquisition unit 207 to that effect.

  The second travel lane traffic acquisition means 207 acquires road traffic information including the traffic of the second travel lane adjacent to the first travel lane. The second travel lane traffic acquisition means 207 is the first travel lane in which the host vehicle is traveling, and for the second travel lane adjacent to the opposite side of the merge lane, the traffic from the road and vehicle communication device 203 to the second travel lane traffic. Get the quantity. Furthermore, the second travel lane traffic acquisition means 207 acquires the number of large vehicles in the second travel lane.

  The second travel lane possible traffic capacity acquisition means 208 acquires the possible traffic capacity based on the road environment information and the road traffic information of the second travel lane. Here, the road environment information of the second lane is stored in the map information database 201. The road traffic information is acquired by the second travel lane traffic volume acquisition unit 207.

  The crossing determination unit 208 determines whether or not the own vehicle crosses the merging vehicle traveling in the merging lane. Here, the intersection determination unit 208 determines whether the vehicle and the merging vehicle at the merging point detected by the merging point detection unit 204 from the position and speed information of the merging vehicle, the position of the merging point, the speed information of the own vehicle, and the like. Judge whether or not. If it is determined that they do not cross, a message to that effect is output to the guide means 211. If it is determined that they will cross each other, the lane change is urged as it is without giving guidance for canceling the lane change to the second travel lane.

  The vehicle type acquisition unit 210 acquires the vehicle type of the host vehicle stored in, for example, the host vehicle information detection unit 202 or a memory. Here, the vehicle type of the host vehicle is a type of vehicle size such as “large vehicle”, “normal vehicle”, and “small vehicle”.

  When the crossing determining unit 208 determines that the host vehicle does not cross the joining vehicle, the guide unit 211 sets a predetermined value based on the possible traffic capacity of the second lane and the vehicle type of the host vehicle, When the traffic amount in the lane exceeds the predetermined value, guidance is provided to maintain the first lane. Here, the possible traffic capacity of the second travel lane is calculated by the second travel lane possible traffic capacity acquisition means 208. The vehicle type of the host vehicle is acquired by the vehicle type acquisition unit 210. The traffic volume of the second travel lane is acquired by the second travel lane traffic volume acquisition means 207. When the traffic volume in the second lane exceeds a predetermined value, the driver is guided to maintain the first lane without changing the lane from the first lane to the second lane.

  In the best mode of the present invention, the vehicles in the merged lane do not intersect with the host vehicle even if they merge into the first traveling lane, and the flow of the second traveling lane is disturbed if the lane is changed. Can output the guidance for traveling in the first traveling lane as it is without changing the lane to the second traveling lane.

(First embodiment)
Next, with reference to FIG. 3, a driving assistance apparatus 300 according to the first embodiment of the present invention will be described. The driving support device 300 includes a navigation system 301, a camera 302, a road and vehicle communication device 303, and an ECU 309. In the ECU 309, a merging portion approach determining unit 304, a host vehicle traveling lane determining unit 305, a merging vehicle intersection determining unit 306, a possible traffic capacity calculating unit 307, and a driving support determining unit 308 are implemented by a software program.

  The navigation system 301 is installed in the own vehicle. The navigation system 301 includes a storage device storing a map information database and a GPS signal receiving device. When the navigation system 301 receives the driving support execution signal, the navigation system 301 uses the voice and the monitor screen to notify the driver of guidance that recommends maintenance of the driving lane.

  The camera 302 is attached in the interior of the host vehicle or in front of the exterior of the vehicle, and images the traveling direction of the vehicle over a wide area.

  The road and vehicle communication device 303 acquires information on the traffic volume of the adjacent lane and the number of large vehicles from the infrastructure equipment installed on the road. Further, the road and vehicle communication device 303 also acquires information on the position and speed of the vehicle that joins. Here, the “infrastructure equipment” is, for example, a DSRC (Dedicated Short Range Communication) beacon.

  The merging part approach determination unit 304 determines that the merging part is approaching because it travels on the main line from the information of the navigation system 301.

  The host vehicle travel lane determination unit 305 determines from the information of the camera 302 that the host vehicle travels in the lane on the side where the host vehicle is merged.

  The merged vehicle intersection determination unit 306 determines whether or not to intersect with the merged vehicle based on information from the road and vehicle communication device 303.

  The possible traffic capacity calculation unit 307 uses the road environment information included in the map information database of the navigation system 301, the traffic volume of the adjacent lane acquired by the road and vehicle communication device 303 and the large vehicle mixture rate derived from the number of large vehicles. Calculate the possible traffic capacity.

  The driving support determination unit 308 determines the execution of driving support by comparing the adjacent lane traffic volume acquired by the road and vehicle communication device 303 with 1/2 of the calculated possible traffic capacity. An execution signal for voice guidance and screen display is transmitted.

  With reference to FIG. 4, the process in the driving assistance apparatus 300 which concerns on 1st Example of this invention is demonstrated.

  In step S401, the map information database of the navigation system 301 and the GPS signal received from the GPS signal receiving device are collated, and the own vehicle is traveling on the main road of the automobile exclusive road, and the junction is approaching. Determine. If it is determined that the junction is approaching, the process proceeds to step S402.

  When the approach of the junction is confirmed, in step S402, the information on the traveling direction of the vehicle imaged by the camera 302 is recognized from the image processing technology to recognize the white line, and the road lane number information in the map information database in the navigation system 301 is obtained. From the above, it is determined whether the vehicle is traveling in the lane to be merged. If the vehicle is not traveling in the lane to be merged, the process proceeds to step S408, confirms that the merge part has passed, and returns to step S401.

  If it is confirmed in step S402 that the vehicle is traveling in the lane on the merged side, in step S403, the next lane traffic volume counted by the vehicle detector installed on the main line from the infrastructure equipment installed on the road. Obtain the number of large vehicles in the adjacent lane and the location and speed of the confluence vehicle acquired in the infrastructure facilities of the confluence lane. Here, the adjacent lane is a lane adjacent to the main line on the opposite side to the merged lane.

  Furthermore, in step S404, it is determined from the acquired position and speed information of the merged vehicle and the own vehicle position information acquired by the navigation system 301 whether or not the vehicle merges with the merged vehicle. When it is determined that the vehicle merges with the merged vehicle at the merge point, the process proceeds to step S408, confirms that the merge unit has passed, and returns to step S401. In this case, the own vehicle changes the lane of the own vehicle to the adjacent lane in order to avoid the intersection with the joining vehicle.

  On the other hand, if it is determined in step S404 that the vehicle merges with the merging vehicle, in step S405, the possible traffic capacity A in the adjacent lane is calculated. In step S406, 1/2 of the possible traffic capacity A calculated in step S405 is compared with the adjacent lane traffic acquired in step S403. If there is more traffic in the adjacent lane, guidance that recommends maintaining the driving lane is provided in step S407. In this case, since the own vehicle disturbs the flow of the adjacent lane when the lane is changed to the adjacent lane, the traveling lane is maintained without changing the lane of the own vehicle to the adjacent lane.

  On the other hand, when 1/2 of the possible traffic capacity A is larger, the process proceeds to step S408, confirms that the junction has passed, and returns to step S401. In this case, since the own vehicle does not disturb the flow of the adjacent lane even if the lane is changed to the adjacent lane, the lane of the own vehicle is changed to the adjacent lane.

Next, with reference to FIG. 5, the possible traffic capacity in the best mode of the present invention will be described. From the “Environmental White Paper for FY 1988” by the Environment Agency, “Possible traffic capacity” is “the maximum number of passenger cars that can be expected to pass under the actual road conditions and traffic conditions”. The possible traffic capacity is expressed as follows:
Possible traffic capacity C _C (pcu / hour) = C _B (pcu / hour / lane) x various correction factors
pcu: passenger car unit (passenger car equivalent)
C _B : Basic traffic capacity, 2,200 for multi-lane roads

In the first embodiment of the present invention, the possible traffic capacity is calculated as follows using four typical correction factors.
Possible traffic capacity C _C (pcu / hour) = C _B (pcu / hour / lane) x γ _L x γ _C x γ _I x γ _T
γ _L : Correction factor due to lane width γ _C : Correction factor due to side margin γ _I : Correction factor due to roadside conditions γ _T : Correction factor due to large vehicles Here, various correction factors are as defined by the Environment Agency, or original The following formula may be introduced.

In the first embodiment, the correction by the lane width, for example, is expressed as follows in accordance with the method of deriving the correction factor determined by the Environment Agency.
γ _L = 0.24W _L + 0.22
W _L : Lane width (m) (2.5m ≦ W _L <3.25m)
That is, the possible traffic capacity according to the first embodiment of the present invention is the number that is lower than the basic traffic capacity by correcting the basic traffic capacity by the four factors shown in FIG.

In order to calculate γ _L , γ _C , γ _I , and γ _T described above, the driving support device 200 can extract road environment information such as lane width, side margin, roadside conditions, and the like from the map information database. Further, γ _T requires a large vehicle mixing rate in addition to road environment information extracted from a map information database such as gradient and gradient length. Currently, vehicle detectors installed on the road count traffic volume, number of large vehicles, speed, etc. in units of 5 minutes. In the first embodiment, the aggregated information is acquired from the infrastructure equipment, and the large vehicle mixing rate is calculated and used.

  In addition, the ECU 309 including the possible traffic capacity calculation unit 307 stores parameter map data derived from the Environmental Agency that derives a correction factor based on the acquired data in a storage device that the ECU 309 can read and write.

  With reference to FIG. 6, the case where 1/2 of the possible traffic capacity is set to a predetermined value for guiding the maintenance of the traveling lane will be described.

  FIG. 6A shows a state in which the traffic volume of the possible traffic capacity is only the second traveling lane 602 on the right side in the traveling direction on a two-lane road heading in the same direction. Vehicles C601, C602, C603, C604, C605,... Are traveling in the second lane 602. At this time, consider a case where one vehicle C600 enters the second travel lane 602 from the lane of the first travel lane 601. Since the second traveling lane 602 is a lane filled with the traffic volume of the possible traffic capacity, it is assumed that the following vehicle in the entered lane steps on the brake. In the first place, it can be considered that the traffic flow at the traffic volume of the possible traffic capacity is the boundary between the free flow area and the congestion flow area, that is, a critical state. Therefore, with the one brake, the lane on the right side in the traveling direction transitions to the traffic jam area. Therefore, in the second lane 602, the deceleration wave generated as shown in the drawing extends to the side opposite to the traveling direction, and traffic congestion occurs.

  FIG. 6B shows a state where vehicles exist on the same road as FIG. 6A on the second lane 602 with a traffic volume that is ½ of the possible traffic capacity. Vehicles C611, C612, C613,... Are traveling in the second travel lane 602. Here, it is shown that there is no vehicle represented by a dotted line between C611 and C612 and between C612 and C613. At this time, the case where the vehicle C610 enters the second travel lane 602 is considered as in FIG. In this case, since there is a vacant space for the second lane 602 in view of the possible traffic capacity, it is possible to enter the vehicle without stepping on the brake as shown in FIG. 6A. .

  FIG. 6C is the same as FIG. 6B in that a vehicle is present in the second traffic lane 602 with a traffic volume that is ½ of the possible traffic capacity, but FIG. The difference is that the vehicle is not present on average. .., C621, C62, C623, C624,... Here, C621, C62, and C623 travel at substantially equal intervals, but C623 and C624 have large intervals. At this time, consider the case where the vehicle C620 enters the second travel lane 602 in the positional relationship of FIG. 6C, as in FIG. In this case, the following vehicle C622 in the second lane 602 steps on the brake, but the deceleration wave can be absorbed in a space where no vehicle exists.

  As described above, in the first embodiment of the present invention, by setting the predetermined value for guiding the lane maintenance to ½ of the possible traffic capacity, the congestion situation can be solved.

  Next, acquisition of road traffic information by the road and vehicle communication device 303 will be described with reference to FIG. FIG. 7 shows the first travel lane 701, the second travel lane 702, and the merge lane 703 before the junction. The first travel lane 701 and the second travel lane 702 are main lines, and the merge lane 703 merges with the first travel lane 701. The vehicle C722 on the merge lane 703 travels to the left. The vehicle C722 travels on the merge lane 703, and the vehicle C722 travels on the first travel lane 701 where the merge lane 703 merges. In the example shown in FIG. 7, a vehicle detector 710 and a DSRC beacon 711 are installed in the first travel lane 701 and the second travel lane 702, and a DSRC beacon 712 is installed in the merge lane 703. The vehicle sensor 710 and the DSRC beacon 711 are connected via a network line, and the DSRC beacon 711 and the DSRC beacon 712 are also connected via a network line. The vehicle C721 traveling in the first travel lane 701 is connected to the DSRC beacon 711 via a network line, and the vehicle C722 traveling along the merge lane 703 is connected to the DSRC beacon 712 via a network line.

  The vehicle detector 710 holds the 5-minute total result data of the traffic volume and the number of large vehicles on the second lane 702 adjacent to the first lane 701. The data held by the vehicle sensor 710 is transmitted from the vehicle sensor 710 to the DSRC beacon 711 via the network line, and further transmitted from the DSRC beacon 711 to the vehicle C721 via the network line. Further, the DSRC beacon 712 receives the status of the merging lane such as the speed information of the vehicle C722 traveling in the merging lane 703 via the network line, and receives the speed information of the merging vehicle C722 and the position information of the DSRC beacon 712. Is transmitted to the DSRC beacon 711 via the network line. Furthermore, the DSRC beacon 711 transmits the speed information of the joining vehicle C722 and the position information of the DSRC beacon 712 to the vehicle C721 via the network line.

  Thus, in the first embodiment of the present invention, the driving support device 200 disturbs the flow of the second traveling lane when the own vehicle traveling in the first traveling lane and the joining vehicle do not intersect. A predetermined value that can change the lane is calculated, and if the traffic volume in the second lane is greater than the predetermined value, the lane to the second lane is not changed. This predetermined value is calculated based on the road environment information and road traffic information of the second lane. Therefore, according to the first embodiment of the present invention, by calculating an appropriate predetermined value, it is possible to suppress the occurrence of braking or the like due to merging, and to make each vehicle proceed smoothly.

(Second embodiment)
The driving assistance apparatus according to the second embodiment of the present invention has the same configuration as the driving assistance apparatus 300 according to the first embodiment of the present invention described with reference to FIG. With reference to FIG. 8, the processing of the second embodiment of the present invention will be described.

  In step S801, the map information database of the navigation system 301 and the GPS signal received from the GPS signal receiving device are collated, and the host vehicle is traveling on the main road of the automobile exclusive road, and the junction is approaching. Determine. If it is determined that the junction is approaching, the process proceeds to step S802.

  When the approach of the joining portion is confirmed, in step S802, the information on the traveling direction of the vehicle imaged by the camera 302 is recognized from the image processing technology to recognize the white line, and the road lane number information in the map information database in the navigation system 301 is obtained. From the above, it is determined whether the vehicle is traveling in the lane to be merged. If the vehicle is not traveling in the lane to be merged, the process proceeds to step S814, confirms that the merge part has passed, and returns to step S801.

  If it is confirmed that the vehicle is traveling in the lane on the side to be merged in step S802, in step S803, from the infrastructure equipment installed on the road, the main line adjacent lanes counted by the vehicle detector installed on the main line , The traffic volume of the merge lane and the number of large vehicles in the merge lane. Here, the adjacent lane is a lane adjacent to the main line on the side opposite to the merged lane. In the case of merging on a highway, data collected at the entrance gate may be used as merging lane data. Next, in step S804, the possible traffic capacity B of the merging lane is calculated using the traffic volume and the number of large vehicles in the merging lane acquired in step S803 and the road environment information derived from the possible traffic capacity included in the map information database. .

  In step S805, the vehicle type of the host vehicle is determined from the host vehicle information stored in the navigation system 301. When the own vehicle type is a large vehicle, the process proceeds to step S806, and when the own vehicle type is not a large vehicle, the process proceeds to step S810.

  If it is determined in step S805 that the host vehicle is not a large vehicle, in step S806, whether the merging lane traffic volume acquired in step S803 is ½ or more of the merging lane possible traffic capacity B calculated in step S804. judge. When there is more merge lane traffic, it progresses to step S814, confirms that the merge part passed, and returns to step S801. In this case, when the merging vehicle joins the main line, it is conceivable that the merging vehicle disturbs the flow of the main line. Therefore, the own vehicle changes the lane of the own vehicle to the adjacent lane in order to suppress disturbance of the main line flow.

  On the other hand, if it is determined in step S806 that there is a half of the merging lane possible traffic capacity B, the possible traffic capacity A in the adjacent lane of the main line is calculated in step S807. In step S808, 1/2 of the possible traffic capacity A calculated in step S807 is compared with the adjacent lane traffic volume acquired in step S803. If there is more traffic in the adjacent lane, guidance that recommends maintaining the driving lane is provided in step S809. In this case, the merging vehicle can change lanes without disturbing the flow of the main line, but it is thought that the own vehicle will disturb the flow of the adjacent lane by changing the lane to the adjacent lane, so without changing the lane to the adjacent lane, Maintain the driving lane. On the other hand, when 1/2 of the possible traffic capacity A is larger, the process proceeds to step S814, confirms that the junction has passed, and returns to step S801. In this case, the merging vehicle can change lanes without disturbing the flow of the main line, and the own vehicle can change lanes without disturbing the flow of the adjacent lane, so that the merging vehicle can merge more smoothly, Change lane to the next lane.

  When it is determined in step S805 that the host vehicle is a large vehicle, in step S810, the merge lane traffic volume acquired in step S803 is equal to or more than 1/3 of the merge lane possible traffic capacity B calculated in step S804. To determine. When there is more merge lane traffic, it progresses to step S814, confirms that the merge part passed, and returns to step S801. In this case, when the merging vehicle joins the main line, it is conceivable that the merging vehicle disturbs the flow of the main line. Therefore, the own vehicle changes the lane of the own vehicle to the adjacent lane in order to suppress disturbance of the main line flow.

  On the other hand, if it is determined in step S810 that there is more １ ／ of the merging lane possible traffic capacity B, in step S811, the possible traffic capacity A in the lane adjacent to the main line is calculated. In step S812, 1/3 of the possible traffic capacity A calculated in step S811 is compared with the adjacent lane traffic acquired in step S803. If there is more traffic in the adjacent lane, guidance that recommends maintaining the driving lane is provided in step S813. In this case, the merging vehicle can change lanes without disturbing the flow of the main line, but it is thought that the own vehicle will disturb the flow of the adjacent lane by changing the lane to the adjacent lane, so without changing the lane to the adjacent lane, Maintain the driving lane. On the other hand, when 1/3 of the possible traffic capacity A is larger, the process proceeds to step S814, confirms that the junction has passed, and returns to step S801. In this case, the merging vehicle can change lanes without disturbing the flow of the main line, and the own vehicle can change lanes without disturbing the flow of the adjacent lane, so that the merging vehicle can merge more smoothly, Change lane to the next lane.

  Next, a case where 1/3 of the possible traffic capacity is set to a predetermined value for guiding the maintenance of the traveling lane will be described with reference to FIG.

  FIG. 9A shows a state in which the second lane 902 has vehicles on average with a traffic volume that is 1/3 of the possible traffic capacity. Vehicles C901 and C902 are traveling in the second travel lane 902. This indicates that there is no vehicle represented by a dotted line. At this time, consider a case where one vehicle C900 enters the second travel lane 902 from the lane of the first travel lane 901. Even if there is a vehicle entering the second lane 902, there are two vacant spaces in view of the possible traffic capacity, so it is possible for the following vehicle to watch the vehicle entry with a margin. Even if a brake is generated, the deceleration wave can be absorbed in a space where no vehicle is present.

  FIG. 9B shows a state in which vehicles exist on average with a traffic volume that is 1/3 of the possible traffic capacity, as in FIG. 9A. Vehicles C911 and C912 are traveling in the second travel lane 902. As described above, the possible traffic capacity is expressed in passenger car units. Therefore, for large vehicles, the number of passenger cars is converted using a passenger car conversion coefficient in consideration of the vehicle body length, power performance, and the like, which is equal to or more than one passenger car. This can be simply expressed as FIG. 9B. Therefore, it can be considered that the vehicle can enter smoothly by applying a threshold value of 1/3 instead of using a threshold value of 1/2 of the possible traffic capacity in the same way as a passenger car. Even if the brake is applied to the following vehicle, the deceleration wave can be absorbed in the space where the vehicle does not exist.

  With reference to FIG. 10, the state of the junction point will be described. FIG. 10A shows a state in which the merge lane 1003 has a traffic volume with a possible traffic capacity. At this time, the vehicle C1011 traveling in the first traveling lane 1001, which is the side where the main line is merged, intersects with the merged vehicle at the merge point, and the deceleration wave travels in the merge lane which is the traffic volume of the possible traffic capacity. And the speed at which the merging vehicle merges also decreases, so the traffic flow in the first lane 1001 becomes worse.

  On the other hand, FIG. 10B shows that the merging lane 1003 is in a state where vehicles are present on average with a traffic volume that is ½ of the possible traffic capacity. At this time, the vehicle 1012 traveling in the first travel lane 1001 can smoothly join the joining vehicle by adjusting the speed at the joining point. In the second embodiment, it is determined whether or not the merged vehicle can smoothly merge by comparing 1/2 of the possible traffic capacity of the merged lane 1003 and the traffic volume of the merged lane 1003. Here, when the traffic volume on the merge lane 1003 can be smoothly merged, for example, when the traffic volume is less than ½ of the possible traffic capacity, the process proceeds to the processing of the first travel lane 1001 to maintain the travel lane.

  Similarly, in the case of a large vehicle, as in FIG. 9, the determination is made based on whether or not it is 1/3 or more of the possible traffic capacity to the merging lane.

  In the second embodiment of the present invention, the driving support device calculates a predetermined value based on the vehicle type of the host vehicle in addition to the first embodiment of the present invention. For example, in the case of a large vehicle, a value that is smaller than the predetermined value is set for a passenger car. Therefore, according to the second embodiment of the present invention, in addition to the effects of the first embodiment of the present invention, a predetermined value suitable for a large vehicle having different vehicle body length and power performance is used. By judging the crossing, it is possible to achieve a balanced traffic flow.

  Further, in the second embodiment, when the joining vehicle joins the first traveling lane, it is determined whether or not the own vehicle changes the lane to the second traveling lane in consideration of the traffic volume of the joining lane. ing. Therefore, according to the second embodiment of the present invention, it is possible to further suppress the occurrence of braking or the like due to the merger, considering the situation of the second travel lane accompanying the merger from the merged lane to the first travel lane. Can be suppressed.

  Furthermore, in the second embodiment, when the merged vehicle joins the first traveling lane, after examining whether or not the flow of the first traveling lane is disturbed, the first vehicle is merged with the second traveling lane. 2 Considering whether to disturb the flow of the driving lane, comprehensively consider the merging from the confluence lane to the first lane and the lane change from the first lane to the second lane. It can be determined whether the vehicle changes lanes.

101, 601, 701, 901, 1001 First driving lane 102, 602, 702, 902, 1002 Second driving lane 103 Junction point 104, 703, 1003 Junction lane 710 Vehicle detector 711, 712 DSRC beacon 200, 300 Driving support Device 201 Map information database 202 Own vehicle information detection means 203 Road and vehicle communication device 204 Junction point detection means 205 Own vehicle travel lane determination means 206 Approach determination means 207 Second travel lane traffic volume acquisition means 208 Second travel lane traffic capacity acquisition Means 209 Intersection judgment means 210 Vehicle type acquisition means 211 Guiding means 301 Navigation system 302 Camera 303 Road and vehicle communication device 304 Junction part approach judgment part 305 Own vehicle traveling lane judgment part 306 Confluence vehicle intersection judgment part 307 Possible traffic capacity calculation part 3 8 driving support determination unit

Claims (5)

A driving support device comprising: a joining point detecting means for detecting the presence or absence of a joining point to the first travel lane on which the host vehicle is traveling; and an approach determining means for judging whether the host vehicle is approaching the joining point. In
Second travel lane traffic acquisition means for acquiring road traffic information including traffic of the second travel lane adjacent to the first travel lane;
Based on the road traffic information and road environment information of the second lane, a second lane possible traffic capacity acquisition means for acquiring a possible traffic capacity;
Crossing judgment means for judging whether the host vehicle crosses with a merging vehicle traveling in a merging lane;
When it is determined that the host vehicle does not intersect with the merging vehicle, a predetermined value is set based on the possible traffic capacity of the second traveling lane, and the traffic volume of the second traveling lane exceeds the predetermined value, A driving support device comprising guidance means for guiding to maintain the first travel lane. Vehicle type acquisition means for acquiring the vehicle type of the host vehicle,
The driving support apparatus according to claim 1, wherein the guide unit further sets the predetermined value based on a vehicle type of the host vehicle. Based on the road environment information and road traffic information of the merging lane, comprising merging lane possible traffic capacity acquisition means for acquiring the possible traffic capacity of the merging lane,
The guiding means includes
When it is determined that the host vehicle does not intersect with the merging vehicle, a predetermined value is set based on the possible traffic capacity of the second lane, and a new predetermined value is set based on the possible traffic capacity of the merging lane. When the traffic volume on the second lane exceeds the predetermined value and the traffic volume on the merge lane exceeds the new predetermined value, guidance is provided to maintain the first lane. The driving support device according to claim 1. Vehicle type acquisition means for acquiring the vehicle type of the host vehicle,
The driving assistance apparatus according to claim 3, wherein the guide unit further sets the predetermined value and the new predetermined value based on a vehicle type of the host vehicle. In the driving support method for detecting the presence or absence of a merging point to the first lane in which the host vehicle travels, and determining whether the host vehicle is approaching the merging point,
Obtaining road traffic information including the traffic volume of the second lane next to the first lane from the infrastructure equipment provided in the lane;
Obtaining road environment information of the second lane from a storage device;
Acquiring possible traffic capacity based on the road environment information and road traffic information of the second lane;
Determining whether the host vehicle intersects with a merging vehicle traveling in a merging lane;
When it is determined that the host vehicle does not intersect with the merging vehicle, a predetermined value is set based on the possible traffic capacity of the second traveling lane, and the traffic volume of the second traveling lane exceeds the predetermined value, A driving support method comprising the step of guiding to maintain the first lane.

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