JP2012221451A - Driving support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device capable of supporting driving while preventing lowering of own-vehicle driving efficiency due to behavior of a preceding vehicle.SOLUTION: A preceding vehicle retreat prediction part 17 predicts whether a preceding vehicle will retreat on the basis of preceding vehicle future information. When predicting that the preceding vehicle will not retreat, a target calculation part at preceding vehicle normal traveling occasion 18A generates a driving target. When predicting that the preceding vehicle will retreat, a driving target warning calculation part at preceding vehicle retreating occasion 18B generates a driving target based on the assumption of a retreat of the preceding vehicle. The driving target warning calculation part at preceding vehicle retreating occasion 18B generates the driving target of the own vehicle which makes the own vehicle decelerate or stop after the preceding vehicle with a space left for the retreat of the preceding vehicle, in comparison with the driving target generated by the target calculation part at preceding vehicle normal traveling occasion 18A.

Description

  The present invention relates to a driving support device, and more particularly to a driving support device that performs support for avoiding a collision with a preceding vehicle.

  2. Description of the Related Art Conventionally, as a driving assistance device that performs driving assistance to prevent contact with an obstacle of a vehicle, there is a contact avoidance assistance device that issues an alarm when there is a possibility of contact with an obstacle (see, for example, Patent Document 1) ). This contact avoidance support device changes the timing for issuing an alarm according to the situation of the vehicle. For example, the smaller the lateral distance between an obstacle that sandwiches the contact avoidance area and the vehicle, the later the alarm timing is delayed. It is.

JP 2008-049959 A

  By the way, in avoiding the contact with the obstacle of the vehicle, when the obstacle is a preceding vehicle traveling in front of the vehicle, the behavior of the preceding vehicle may be affected. For example, it may be necessary for the preceding vehicle to reverse due to various factors such as turning over, stepping over, and back parking. However, the contact avoidance assistance device disclosed in Patent Document 1 does not provide driving assistance in consideration of the behavior of the preceding vehicle. For this reason, when the preceding vehicle moves backward, it may come into contact with the own vehicle, or when the preceding vehicle tries to move backward, the interval between the own vehicle and the preceding vehicle is narrow, and the vehicle needs to move backward. There was a problem that the driving efficiency might decrease, such as the car becoming stuck.

  Accordingly, an object of the present invention is to provide a driving support device that can perform driving support while preventing a decrease in driving efficiency of the host vehicle due to the behavior of a preceding vehicle.

  The driving support device according to the present invention that has solved the above-described problems includes a preceding vehicle retreat possibility determination unit that determines the possibility that the preceding vehicle will retreat, and when it is determined that the preceding vehicle may retreat, It is characterized by providing driving assistance for the host vehicle assuming that the vehicle is moving backward.

  In the driving assistance apparatus according to the present invention, when it is determined that there is a possibility that the preceding vehicle will move backward, driving assistance for the host vehicle is performed assuming that the preceding vehicle is moving backward. For this reason, when the own vehicle is going to move backward, it is possible to move backward while preventing the preceding vehicle from contacting the own vehicle. Therefore, it is possible to prevent contact with the host vehicle when the preceding vehicle moves backward, and when the preceding vehicle tries to move backward, the interval between the host vehicle and the preceding vehicle becomes narrower, and the host vehicle needs to move backward. It is possible to prevent a decrease in driving efficiency, such as being generated or the preceding vehicle becoming unable to move.

  Here, the preceding vehicle retreat possibility determining means may be configured to determine the possibility that the preceding vehicle will retreat based on the road environment around the preceding vehicle.

  Thus, by determining the possibility of the preceding vehicle moving backward based on the road environment around the preceding vehicle, it is possible to accurately determine the possibility of the preceding vehicle moving backward.

  The vehicle further includes a traveling direction determination unit that determines a traveling direction of the preceding vehicle, and a parking region determination unit that determines a parking region in which the preceding vehicle may be parked. It can be set as the aspect which determines with the possibility that a preceding vehicle may reverse | retreat when the front of a vehicle turns to the opposite direction with respect to the direction of a parking area.

  When the vehicle parks in the parking area, the vehicle travels in the opposite direction to the parking area, and after stopping once, the vehicle is often moved to the parking area by turning back. For this reason, when the front of the preceding vehicle is directed in the opposite direction to the direction of the parking area, it is accurately detected whether or not the preceding vehicle moves backward by determining that the preceding vehicle may move backward. can do. As a result, it is possible to more effectively prevent a decrease in operating efficiency.

  A driver information prediction means for predicting driver information related to driving of the vehicle in the driver driving the preceding vehicle is further provided, and the preceding vehicle reverse possibility determination means determines the possibility that the preceding vehicle moves backward based on the driver information. It can be.

  As described above, it is possible to accurately detect whether or not the preceding vehicle moves backward by determining the possibility that the preceding vehicle moves backward based on the driver information regarding the driving of the vehicle by the driver who drives the preceding vehicle. . As a result, it is possible to more effectively prevent a decrease in operating efficiency.

  The vehicle further comprises an uphill judging means for judging whether or not the preceding vehicle exists on the uphill, and the preceding vehicle reverse possibility judging means has a possibility that the preceding vehicle may move backward when the preceding vehicle exists on the uphill. It can be set as the aspect determined to exist.

  As described above, when the preceding vehicle exists on an uphill, it is possible to determine the possibility of the preceding vehicle moving backward by determining that the preceding vehicle may move backward.

  A preceding vehicle attribute determining means for determining the type of transmission of the preceding vehicle is provided, and the preceding vehicle reverse possibility determining means is configured such that when the preceding vehicle transmission is a manual transmission, the preceding vehicle is more likely to be compared to an automatic transmission. It can be set as the aspect which determines with possibility that it reverse | retreats is high.

  When the preceding vehicle is on an uphill, if the transmission of the preceding vehicle is a manual transmission, there is a high possibility that the preceding vehicle will move backward. Therefore, when the transmission of the preceding vehicle is a manual transmission, the possibility of the preceding vehicle moving backward is determined more accurately by determining that the preceding vehicle is more likely to move backward than when it is an automatic transmission. can do. As a result, it is possible to more effectively prevent a decrease in operating efficiency.

  The vehicle further includes an anti-interference possibility predicting unit that predicts a moving body other than the preceding vehicle that may obstruct the course of the preceding vehicle. In a case where it is predicted that there is a moving body other than the preceding vehicle that is likely to perform, it is possible to determine that the preceding vehicle is likely to move backward.

  If there is a moving body other than the preceding vehicle that may obstruct the path of the preceding vehicle, the preceding vehicle is more likely to move backward to avoid this moving body. Therefore, when it is predicted that there is a moving body other than the preceding vehicle that may obstruct the course of the preceding vehicle, the possibility of the preceding vehicle moving backward is determined by determining that the preceding vehicle may move backward. Further, it can be determined with high accuracy. As a result, it is possible to more effectively prevent a decrease in operating efficiency.

  Driver sign determination means for determining a driver sign attached to the preceding vehicle is further provided, and the preceding vehicle reverse possibility determination means is attached with the driver sign when the driver sign is attached to the preceding vehicle. It is possible to adopt a mode in which it is determined that there is a high possibility that the preceding vehicle will move backward, or that the amount of reverse movement is large, compared to the case where the vehicle is not.

  Thus, when the driver's sign is attached to the preceding vehicle, the driving ability of the driver of the preceding vehicle is not high, and the possibility that the preceding vehicle moves backward increases. Further, when the vehicle moves backward, the amount of backward movement increases. For this reason, when the driver sign attached to the preceding vehicle is attached, it is determined that the preceding vehicle has a high possibility of moving backward or the amount of reverse is large. The amount can be determined more accurately. Here, the driver sign includes legal marks such as a beginner mark, an elderly person mark, and a hearing impaired person mark.

  The driver sign determination means determines that the hearing-impaired person mark or the elderly person mark is a driver sign attached to the preceding vehicle, and the preceding vehicle reverse possibility determination means determines that the preceding vehicle is likely to move backward. In such a case, it may be possible to further include a passing warning means for performing a warning by passing.

  When the preceding vehicle is marked with a hearing-impaired person mark or an elderly person mark, the driver of the preceding vehicle often has low hearing. In this case, for example, even if warning by horn is performed, the effect of warning is reduced. In this regard, when the preceding vehicle is marked with a hearing-impaired person mark or an elderly person mark, the warning to the driver of the preceding vehicle can be effectively performed by giving a warning by passing.

  It further comprises a preceding vehicle stop judging means in a parking and stopping prohibited area for judging stoppage of the preceding car in a parking and stopping prohibited area, and the preceding vehicle reverse possibility judging means is provided when the preceding vehicle stops in the parking and stopping prohibited area. It can be set as the aspect which determines with the possibility that a preceding vehicle may reverse | retreat.

  There is a high possibility that the preceding vehicle stopped in the parking / parking prohibition area will move backward to exit the parking / parking prohibition area. For this reason, when the preceding vehicle stops in the parking and stopping prohibited area, it is possible to accurately determine the possibility that the preceding vehicle moves backward by determining that the preceding vehicle may move backward. As a result, it is possible to more effectively prevent a decrease in operating efficiency. Here, the parking / parking prohibition area is an area where vehicles are prohibited from parking / stopping, such as an area before starting an emergency vehicle such as a fire engine on a pedestrian crossing.

  The vehicle further comprises a preceding vehicle stop judgment means for detecting a stop in the intersection of a preceding vehicle that has entered the intersection, and the preceding vehicle reverse possibility judgment means is configured so that the preceding vehicle moves backward when the preceding vehicle stops in the intersection. It can be set as the aspect which determines that there is a possibility of doing.

  There is a high possibility that a preceding vehicle that has stopped after entering the intersection will retreat to avoid a third vehicle passing through the intersection or a pedestrian passing through a pedestrian crossing. For this reason, when the preceding vehicle stops within the intersection, it is possible to accurately determine the possibility that the preceding vehicle will move backward by determining that the preceding vehicle may move backward. As a result, it is possible to more effectively prevent a decrease in operating efficiency.

  Driving skill estimation means for estimating the driving skill of the driver of the preceding car based on the driving state of the preceding car, and driving skill storage means for storing the driving skill of the driver of the preceding car, The determination means may be configured to determine the possibility of the preceding vehicle moving backward based on the road where the preceding vehicle exists and the driving skill of the driver of the preceding vehicle stored in the driving skill storage means.

  Thus, the driving skill of the driver of the preceding vehicle is determined by determining the possibility that the preceding vehicle will move backward based on the driving skill of the driver of the preceding vehicle stored in the driving skill storage means and the road where the preceding vehicle exists. The possibility that the preceding vehicle will reverse can be determined in consideration of the above. Therefore, it is possible to more accurately determine the possibility of the preceding vehicle moving backward. As a result, it is possible to more effectively prevent a decrease in operating efficiency.

  The vehicle further comprises a parking area forward entry determination means for detecting that the preceding vehicle has entered forward with respect to the parking area, and the preceding vehicle retreat possibility determination means is configured such that when the preceding vehicle enters forward with respect to the parking area, It can be set as the aspect which determines with the possibility that a preceding vehicle may reverse | retreat.

  When the vehicle parks in the parking area, if it enters the parking area forward, there is a high possibility that the vehicle will move backward to correct the parking position. For this reason, when the preceding vehicle enters forward with respect to the parking area, it is possible to determine the possibility of the preceding vehicle moving backward more accurately by determining that the preceding vehicle may move backward. As a result, it is possible to more effectively prevent a decrease in operating efficiency.

  When the preceding vehicle turns a corner, the vehicle further includes an obstruction obstacle detecting means for detecting an obstruction obstacle that is an obstacle that may obstruct the course of the preceding vehicle ahead of the corner. The means may be configured to determine that the preceding vehicle may move backward when it is determined that there is an obstructing obstacle.

  If there is an obstructing obstacle at the corner, the possibility that the preceding vehicle will move backward increases. For this reason, when it is determined that there is an obstructing obstacle, it is possible to more accurately determine the possibility of the preceding vehicle moving backward by determining that the preceding vehicle may move backward. As a result, it is possible to more effectively prevent a decrease in operating efficiency.

  Preceding vehicle stop position determining means for determining the stop position of the preceding car that has stopped, third car detecting means for detecting the third car approaching the stopped preceding car, and predicting the travel route of the third car And a third vehicle travel route prediction means, wherein the preceding vehicle reverse possibility determination means is the third vehicle predicted by the third vehicle travel route prediction means and the stop position of the preceding vehicle determined by the preceding vehicle stop position determination means. It can be set as the aspect which determines the possibility that a preceding vehicle reverses based on the driving | running route of a vehicle.

  Thus, the possibility of the preceding vehicle moving backward is determined based on the stop position of the preceding vehicle determined by the preceding vehicle stop position determining means and the travel route of the third vehicle predicted by the third vehicle travel route predicting means. Thus, it is possible to determine the possibility that the preceding vehicle will move backward with higher accuracy. As a result, it is possible to more effectively prevent a decrease in operating efficiency.

  A preceding vehicle using road detecting means for detecting a preceding vehicle using road that is a road on which the preceding vehicle is running and stopped, a crossing road detecting means for detecting a crossing road that intersects the preceding vehicle using road, and a preceding vehicle A preceding vehicle on-road stop position determining means for determining a stop position of a preceding vehicle that is stopped on the use road, the preceding vehicle retreat possibility determining means is an intersection with an intersecting road on the preceding car using road Based on the road intersection position, which is the position, and the stop position of the preceding vehicle, it is possible to determine the possibility that the preceding vehicle will move backward.

  In this way, by determining the possibility of the preceding vehicle moving backward based on the road intersection position that is the intersection position with the intersecting road in the preceding vehicle using road and the stop position of the preceding vehicle, the possibility that the preceding vehicle may move backward is determined. Can be determined with higher accuracy. As a result, it is possible to more effectively prevent a decrease in operating efficiency.

  The vehicle length acquisition means for acquiring the vehicle length of the preceding vehicle, and the reverse distance prediction means for predicting the reverse distance when the preceding vehicle moves backward, the reverse distance prediction means is based on the vehicle length of the preceding vehicle In this manner, the backward distance of the preceding vehicle can be predicted.

  When the preceding vehicle moves backward, the preceding vehicle rarely moves backward beyond the vehicle length. This is particularly noticeable when the preceding vehicle moves backward when the preceding vehicle further preceding the preceding vehicle tries to park in the parking area in the parking lot. For this reason, by predicting the backward distance of the preceding vehicle based on the length of the preceding vehicle, it is possible to reduce the amount of movement of the own vehicle while suitably avoiding the contact between the preceding vehicle and the own vehicle. A decrease in efficiency can be more effectively prevented. Here, based on the commander of the preceding car. The situation for predicting the backward distance of the preceding vehicle includes, for example, a situation in which the preceding vehicle moves backward on the road in addition to the situation in which the preceding vehicle moves backward in the parking lot.

  According to the driving support device of the present invention, driving support can be performed while preventing a decrease in driving efficiency of the host vehicle due to the behavior of the preceding vehicle.

It is a block block diagram of the driving assistance device concerning a 1st embodiment. It is a flowchart which shows the process sequence in the driving assistance device which concerns on 1st Embodiment. (A) is an image diagram of a state in which the preceding vehicle turns right, (b) is an image diagram of a state in which the preceding vehicle cannot bend, and (c) is an image diagram of a state in which the preceding vehicle that has moved backward contacts the host vehicle. (A) is an image diagram of a state in which the preceding vehicle has moved backward, following FIG. 3 (b), and (b) is an image diagram of a state in which the preceding vehicle that has moved backward retransmits. It is a block block diagram of the driving assistance device which concerns on 2nd Embodiment. It is a flowchart which shows the process sequence in the driving assistance device which concerns on 2nd Embodiment. (A) is an image figure which shows the relationship between the own vehicle and a preceding vehicle on a road, (b) is an image figure of the state in which a preceding vehicle turns right. (A) is an image figure of the state in which a preceding vehicle avoids a parked vehicle, (b) is an image figure which shows the margin from the road side and center line of a preceding vehicle. (A) is an image figure of the state in which the preceding vehicle turns to the left, (b) is an image figure of the state following (a), and (c) is an image figure of the state following (b). It is a block block diagram of the driving assistance device which concerns on 3rd Embodiment. It is a flowchart which shows the process sequence in the driving assistance device which concerns on 3rd Embodiment. (A) is an image of a state in which a preceding vehicle with a vehicle sign is traveling on the road, (b) is an image of a state following (a), and (c) is a state following (b). It is an image figure. (A) is the image figure of the state where the own vehicle is blowing a horn following FIG.12 (c), (b) is the image figure of the state which performs the warning by passing with a horn following (a). It is a block block diagram of the driving assistance device which concerns on 4th Embodiment. It is a flowchart which shows the process sequence in the driving assistance device which concerns on 4th Embodiment. (A) is an image figure of the state in which a preceding vehicle and the own vehicle travel on a position before an uphill, and (b) is an image diagram of a state in which the preceding vehicle and the own vehicle travel on an uphill. (A) is an image figure of the state in which a preceding vehicle retreats and contacts with the own vehicle, and (b) is an image diagram of a state in which contact with the own vehicle is avoided when the preceding vehicle retreats. It is a flowchart which shows the process sequence in the driving assistance device which concerns on 5th Embodiment. (A) is an image diagram of a state in which the preceding vehicle has stopped in a state where it has entered the intersection, (b) is an image diagram of a state in which the preceding vehicle has moved back following (a), and (c) is an image of (b) ) Is a conceptual diagram of the state in which the preceding vehicle has moved backward. FIG. 20 is an image diagram illustrating a state in which the preceding vehicle that has moved backward comes into contact with the host vehicle, following FIG. It is a block block diagram of the driving assistance device which concerns on 6th Embodiment. It is a flowchart which shows the process sequence in the driving assistance device which concerns on 6th Embodiment. (A) is an image of a state in which the preceding vehicle makes a left turn, (b) is an image of a state in which a third vehicle has traveled on the changed road following (a), and (c) is continued from (b). It is an image figure of the state which the preceding vehicle moved backward. (A) is an image diagram of the state where the preceding vehicle that has moved backward comes into contact with the host vehicle following FIG. 23 (c), and FIG. It is an image figure of the state which avoided contact. It is a block block diagram of the driving assistance device which concerns on 7th Embodiment. It is a flowchart which shows the process sequence in the driving assistance device which concerns on 7th Embodiment. (A) is an image of a state in which the preceding vehicle is waiting for a right turn, (b) is an image of a state in which the third vehicle is turning left from the changed road following (a), and (c) is (b) ) Is a conceptual diagram of the state in which the preceding vehicle has moved backward. (A) is an image diagram of a state in which a preceding vehicle that has moved backward while avoiding the third vehicle turning left is in contact with the host vehicle, following (c) in FIG. 27, and (b) is continued from FIG. It is an image figure of the state which avoided the contact with the own vehicle when a preceding vehicle moved backward. It is a flowchart which shows the process sequence in the driving assistance device which concerns on 8th Embodiment. (A) is an image diagram of a state where the preceding vehicle is stopped to the side of the side road, (b) is an image diagram of a state where the third vehicle is going to turn right toward the side road, following (a), (C) is an image diagram of a state in which the preceding vehicle has moved backward, following (b). (A) is an image diagram of a state in which a preceding vehicle that has moved backward by avoiding the third vehicle turning left is in contact with the host vehicle following (c) in FIG. 30, and (b) is continued from FIG. It is an image figure of the state which avoided the contact with the own vehicle when a preceding vehicle moved backward. It is a block block diagram of the driving assistance device which concerns on 9th Embodiment. It is a flowchart which shows the process sequence in the driving assistance device which concerns on 9th Embodiment. (A) is an image of a state in which the preceding vehicle and the preceding vehicle have passed in front of the parking frame, and (b) is a state in which the preceding vehicle has moved backward in order to park the preceding vehicle in the parking frame following (a). FIG. (A) is an image diagram of a state in which the preceding vehicle that has moved backward comes into contact with the host vehicle following FIG. 34 (b), and (b) is the vehicle that has moved when the preceding vehicle has moved backward following FIG. 34 (b). It is an image figure of the state which avoided contact with. It is a block block diagram of the driving assistance device which concerns on 10th Embodiment. It is a flowchart which shows the process sequence in the driving assistance device which concerns on 10th Embodiment. (A) is an image of a state in which a preceding vehicle passes in front of the parking frame and attempts to park in the parking frame. (B) is a parking frame for parking the preceding vehicle in the parking frame following (a). It is an image figure of the state turned to the other side. (A) is an image diagram of a state in which the preceding vehicle that has moved backward comes into contact with the host vehicle following FIG. 38 (b), and (b) is the vehicle that has moved when the preceding vehicle has moved backward following FIG. 38 (b). It is an image figure of the state which avoided contact with. It is a block block diagram of the driving assistance device which concerns on 11th Embodiment. It is a flowchart which shows the process sequence in the driving assistance device which concerns on 11th Embodiment. (A) is an image diagram of a state in which a preceding vehicle enters the parking frame forward and attempts to park, (b) is an image diagram of a state in which the preceding vehicle moves backward to correct the parking position following (a). It is. (A) is an image diagram of a state in which the preceding vehicle that has moved backward comes into contact with the own vehicle following FIG. 42 (b), and (b) is the vehicle that has been moved when the preceding vehicle has moved backward following FIG. 42 (b). It is an image figure of the state which avoided contact with.

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

[First Embodiment]
FIG. 1 is a block configuration diagram of the driving support apparatus according to the first embodiment of the present invention. As shown in FIG. 1, the driving assistance device according to the present embodiment includes a driving assistance control unit M1 mounted on a vehicle. The driving support control unit M1 is configured by an ECU (Electronic Control Unit) including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like.

  A map information database (hereinafter referred to as “DB”) 1, a proximity wide-angle sensor 2, a near-medium long-distance distance measuring sensor 3, a host vehicle position sensor 4, and a self-supporting vehicle state sensor 5 are connected to the driving support control unit M 1. Yes. Further, an alarm / alarm guidance output device 6 and an automatic control output device 7 are connected to the driving support control unit M1.

  The driving support control unit M1 includes a surrounding information acquisition unit 11, a host vehicle state measurement unit 12, a contact avoidance area calculation unit 13A, a host vehicle departure contact determination unit 13B, and an alarm output timing calculation unit 13C. Further, the driving support control unit M1 includes a preceding vehicle detection unit 14, a preceding vehicle state acquisition unit 15, a preceding vehicle course prediction unit 16, a preceding vehicle reverse prediction unit 17, a preceding vehicle normal target calculation unit 18A, and a preceding vehicle reverse traveling. A target alarm calculation unit 18B, an alarm calculation unit 19A, and a support control amount calculation unit 19B are provided. The driving support control unit M1 is provided with a switch circuit SC.

  The map information DB 1 stores map information related to a map on which the host vehicle and other vehicles travel. The map information includes road shape information and traffic rule information. The map information DB1 stores the map stored in response to the reading of the peripheral information acquisition unit 11, the own vehicle state measurement unit 12, the preceding vehicle course prediction unit 16, the support control amount calculation unit 19B, and the like in the driving support control unit M1. Send information to the destination.

  The proximity wide-angle sensor 2 includes a sonar attached to the vehicle of the host vehicle, and detects obstacles such as other vehicles and walls that are close to the host vehicle. The proximity wide-angle sensor 2 generates proximity obstacle information related to the proximity obstacle that is an obstacle close to the detected vehicle, and transmits the proximity obstacle information to the surrounding information acquisition unit 11 in the driving support control unit M1.

  The near-medium / long-distance ranging sensor 3 includes a camera, a radar sensor, and the like provided in the vehicle of the own vehicle, and the preceding vehicle has a relationship in which the distance from the own vehicle is a short distance, a medium distance, or a long distance. And road shapes are detected. The near-medium / long-distance ranging sensor 3 uses the surrounding information in the driving support control unit M1 to detect the preceding vehicle information about the preceding vehicle and the road environment of the road used by the host vehicle and the preceding vehicle, particularly the road shape information about the road shape. It transmits to the acquisition part 11 and the own vehicle state measurement part 12.

  The own vehicle position sensor 4 includes, for example, a GPS (Global Positioning System) device or a road detection device provided in the vehicle of the own vehicle, and detects the position of the own vehicle. In the road detection device, the own vehicle position sensor 4 that detects the position of the own vehicle from the road-side feature amount or the like sends the own vehicle position information related to the detected position of the own vehicle to the own vehicle state measurement unit 12 in the driving support control unit M1. Send.

  The self-sustained vehicle state sensor 5 includes a vehicle speed sensor, a steering angle sensor, a yaw rate sensor, and the like, and detects a self-sustained state related to a motion state such as the vehicle speed, the steering angle, and the yaw rate applied to the own vehicle. The self-supporting vehicle state sensor 5 transmits self-supporting state information related to the detected self-supporting state of the host vehicle to the host vehicle state measuring unit 12.

  In addition, the peripheral information acquisition unit 11 in the driving support control unit M1 transmits the map information transmitted from the map information DB1, the proximity obstacle information transmitted from the proximity wide-angle sensor 2, and the near-medium long-distance ranging sensor 3. The surrounding information is generated based on the preceding vehicle information and the road shape information, and also on the own vehicle state information output from the own vehicle state measurement unit 12.

  The surrounding information here includes information on the road on which the vehicle is traveling and information on the preceding vehicle. In particular, the information on the road on which the vehicle is traveling includes information such as the vacant space of the parking lot when the vehicle is about to park in the parking lot in addition to the traveling road. ing.

  Further, when the beginner mark or the elderly person mark is attached to the preceding vehicle, the information on the preceding vehicle includes information on these marks. In addition, information on the preceding vehicle such as the size of the preceding vehicle calculated from the number assigned to the preceding vehicle, an image obtained by capturing the preceding vehicle, and the like is also included in the peripheral information. The surrounding information acquisition unit 11 outputs the generated surrounding information to the own vehicle departure contact determination unit 13B, the preceding vehicle detection unit 14, the preceding vehicle state acquisition unit 15, the support control amount calculation unit 19B, and the like.

  The own vehicle state measuring unit 12 includes the map information transmitted from the map information DB 1, the preceding vehicle information and road shape information transmitted from the near-medium / long distance measuring sensor 3, and the own vehicle position transmitted from the own vehicle position sensor 4. Based on the information and the self-sustained state information transmitted from the self-sustained vehicle state sensor 5, the host vehicle state relating to the traveling of the host vehicle is measured. The own vehicle state measuring unit 12 uses the vehicle state information relating to the measured own vehicle state as a contact avoidance area calculating unit 13A, an own vehicle departure contact determining unit 13B, a preceding vehicle detecting unit 14, a preceding vehicle state acquiring unit 15, and support control. It outputs to the quantity calculation part 19B etc.

  The contact avoidance area calculation unit 13A calculates a contact avoidance area based on the peripheral information output from the peripheral information acquisition unit 11 and the own vehicle state information output from the own vehicle state measurement unit 12. The contact avoidance area is an area where the own vehicle can avoid contact with an obstacle such as a wall. The contact avoidance area calculation unit 13A outputs the contact avoidance area information in the calculated contact avoidance area to the own vehicle departure contact determination unit 13B.

  The own vehicle departure contact determination unit 13B includes the surrounding information output from the surrounding information acquisition unit 11, the own vehicle state information output from the own vehicle state measurement unit 12, and the contact avoidance output from the contact avoidance area calculation unit 13A. Based on the area information, the vehicle's departure contact determination is performed. In the contact departure determination, it is determined whether or not the vehicle departs from the traveling lane or comes into contact with an obstacle such as a wall. The own vehicle departure contact determination unit 13B outputs contact departure determination result information regarding the determination result of contact departure determination to the alarm output timing calculation unit 13C.

  The alarm output timing calculation unit 13C calculates the alarm output timing based on the contact departure determination result information output from the own vehicle departure contact determination unit 13B. The alarm output timing calculation unit 13C outputs alarm output timing information regarding the calculated alarm output timing to the alarm calculation unit 19A.

  The preceding vehicle detection unit 14 detects a preceding vehicle with respect to the own vehicle based on the surrounding information output from the surrounding information acquisition unit 11 and the own vehicle state information output from the own vehicle state measurement unit 12. When the preceding vehicle detection unit 14 detects the preceding vehicle, the preceding vehicle detection unit 14 outputs the preceding vehicle information to the preceding vehicle state acquisition unit 15 and the preceding vehicle route prediction unit 16.

  The preceding vehicle state acquisition unit 15, when the preceding vehicle information is output from the preceding vehicle detection unit 14, the surrounding information output from the surrounding information acquisition unit 11 and the own vehicle state information output from the own vehicle state measurement unit 12 Based on the above, the preceding vehicle state is acquired. The preceding vehicle state here includes the position of the preceding vehicle, the traveling state of the preceding vehicle, and the like. The preceding vehicle state acquisition unit 15 outputs the preceding vehicle state information regarding the acquired preceding vehicle state to the preceding vehicle route prediction unit 16.

  When the preceding vehicle information is output from the preceding vehicle detection unit 14, the preceding vehicle route prediction unit 16 is output from the surrounding information acquisition unit 11 and output from the surrounding information including road information and the own vehicle state measuring unit 12. Based on the own vehicle state information and the preceding vehicle state information output from the preceding vehicle state acquisition unit 15, the future state of the preceding vehicle including the preceding vehicle route is predicted. The future state of the preceding vehicle includes a line taking, a stop position, a route, and the like in the future traveling of the preceding vehicle. The preceding vehicle course prediction unit 16 sends the preceding vehicle future state information related to the predicted future state of the preceding vehicle to the preceding vehicle reverse prediction unit 17, the preceding vehicle normal target calculation unit 18A, and the preceding vehicle reverse travel target alarm calculation unit 18B. Output.

  The preceding vehicle reverse prediction unit 17 predicts whether or not the preceding vehicle will move backward based on the preceding vehicle future state information output from the preceding vehicle route prediction unit 16. The preceding vehicle reverse prediction unit 17 performs switching of the switch circuit SC based on the reverse prediction result information that is a prediction result of whether or not the preceding vehicle moves backward. Further, the preceding vehicle reverse prediction unit 17 outputs the reverse prediction result information corresponding to the reverse prediction result to the preceding vehicle normal target calculation unit 18A and the preceding vehicle reverse travel target alarm calculation unit 18B. The driving support control unit M1 including the preceding vehicle reverse prediction unit 17 constitutes the preceding vehicle reverse possibility determination means of the present invention.

  The switch circuit SC switches the connection to the alarm calculation unit 19A and the support control amount calculation unit 19B between the preceding vehicle normal target calculation unit 18A and the preceding vehicle reverse travel target alarm calculation unit 18B. If the backward prediction result information output from the preceding vehicle reverse prediction unit 17 is a result that the preceding vehicle is unlikely to move backward, the warning vehicle calculation unit 19A and the assist control amount calculation unit 19B calculate the target value when the preceding vehicle is normal. The part 18A is connected. On the other hand, if the backward prediction result information output from the preceding vehicle reverse prediction unit 17 is a result that the preceding vehicle is likely to move backward, the preceding vehicle is sent to the warning calculation unit 19A and the support control amount calculation unit 19B. The reverse travel target alarm calculation unit 18B is connected.

  The preceding vehicle normal target calculation unit 18A, when the backward prediction result information output from the preceding vehicle reverse prediction unit 17 is a result that the preceding vehicle does not reverse, the own vehicle output from the own vehicle state measurement unit 12 Based on the state information and the preceding vehicle future state information output from the preceding vehicle course prediction unit 16, the host vehicle travel target and alarm information when the preceding vehicle is normal are generated. The preceding vehicle normal target calculation unit 18A outputs the generated warning information to the alarm calculation unit 19A, and outputs the generated vehicle driving target information related to the generated vehicle driving target to the alarm calculation unit 19A and the assist control amount calculation unit 19B. To do.

  The preceding vehicle reverse travel target warning calculation unit 18B is output from the own vehicle state measurement unit 12 when the reverse prediction result information output from the preceding vehicle reverse prediction unit 17 is a result that the preceding vehicle moves backward. Based on the host vehicle state information and the preceding vehicle future state information output from the preceding vehicle course prediction unit 16, the host vehicle travel target and warning information when the preceding vehicle is in reverse are generated. The preceding vehicle normal target calculation unit 18A outputs the generated warning information to the alarm calculation unit 19A, and outputs the generated vehicle driving target information related to the generated vehicle driving target to the alarm calculation unit 19A and the assist control amount calculation unit 19B. To do.

  The alarm calculation unit 19A is based on the alarm output timing information output from the alarm output timing calculation unit 13C and the alarm information output from the preceding vehicle normal target calculation unit 18A and the preceding vehicle reverse travel target alarm calculation unit 18B. Alarm output information related to the content of the warning and guidance issued by the warning guidance output device 6 is calculated. The alarm calculation unit 19A transmits the calculated alarm output information to the alarm / alarm guidance output device 6.

  The support control amount calculation unit 19B includes the peripheral information output from the peripheral information acquisition unit 11, the own vehicle state information output from the own vehicle state measurement unit 12, the preceding vehicle normal time target calculation unit 18A, and the preceding vehicle reverse travel target. Based on the own vehicle travel target information output from the alarm calculation unit 18B, the support control amount is calculated. The assistance control amount calculation unit 19 </ b> B transmits assistance control amount information based on the calculated assistance control amount to the automatic control output device 7.

  The alarm / alarm guidance output device 6 includes a speaker, a monitor, and the like, and outputs an alarm regarding driving to the driver and provides route guidance. The alarm / alarm guidance output device 6 outputs an alarm having a content corresponding to the alarm output information transmitted from the alarm calculator 19A at a timing corresponding to the alarm output information.

  The automatic control output device 7 includes an automatic steering device, an acceleration / deceleration adjustment device, and the like, and performs control such as steering assist, steering intervention, and further vehicle speed adjustment. The automatic control output device 7 adjusts the automatic steering device, the acceleration / deceleration adjustment device, and the like based on the assistance control amount information transmitted from the assistance control amount calculation unit 19B, and controls the vehicle behavior while assisting.

  Next, a processing procedure in the driving support apparatus according to the present embodiment will be described. FIG. 2 is a flowchart illustrating a processing procedure in the driving support apparatus according to the first embodiment. As shown in FIG. 2, in the driving support apparatus according to the present embodiment, first, the vehicle state measuring unit 12 acquires the vehicle state (S1). The own vehicle state is acquired based on information transmitted from the map information DB 1, the own vehicle position sensor 4, and the independent vehicle state sensor 5. Further, as the own vehicle state, the absolute position of the own vehicle, the traveling speed of the own vehicle, the lateral position and angle of the own vehicle with respect to the road, and the like are acquired. Furthermore, as the own vehicle state, a relative position and a relative angle with respect to the road are acquired based on information transmitted from the proximity wide-angle sensor 2 and the near-medium long-distance ranging sensor 3.

  If the own vehicle state is acquired, the surrounding information acquisition unit 11 acquires the road condition (S2). The road condition is acquired by measuring the periphery of the vehicle based on information transmitted from the map information DB 1, the vehicle state measurement unit 12, the proximity wide-angle sensor 2, and the near-medium / long-distance measurement sensor 3. Get the road condition of the road you want. As the road situation here, information such as the width of the road on which the vehicle is traveling and obstacles around the road are acquired.

  Subsequently, the preceding vehicle detection unit 14 determines whether there is a preceding vehicle (S3). The presence or absence of a preceding vehicle is determined based on the surrounding information output from the surrounding information acquisition unit 11 and the own vehicle state information output from the own vehicle state measuring unit 12. As a result, if it is determined that there is no preceding vehicle, the process proceeds to step S13.

  If it is determined that there is a preceding vehicle, the future state of the preceding vehicle is predicted (S4). When predicting the future state of the preceding vehicle, first, the preceding vehicle state acquisition unit 15 acquires the preceding vehicle state such as the position of the preceding vehicle and the traveling state of the preceding vehicle. Subsequently, the preceding vehicle course prediction unit 16 predicts the future state of the preceding vehicle. As the future state of the preceding vehicle, the future line arrangement, stop position, route, etc. of the preceding vehicle are predicted.

  Next, based on the future state of the preceding vehicle, determine the appropriateness of the driving of the preceding vehicle, and if it is determined to be inappropriate, determine that the preceding vehicle will take action to redo The prediction calculation is continued until the avoidance action becomes. Specifically, based on whether there is a sufficient margin from the distance from the road edge of the preceding vehicle, etc., whether the preceding vehicle deviates from the road (S5), collides (S6), or passes through a narrow part (S7) is determined. As a result, if it is determined that the vehicle has deviated from the road, it has been determined that the vehicle has collided, or the vehicle has not passed through the narrow space, the final action is determined to be inappropriate, and the future state of other possibilities is determined. Predict (S8). As a future state of another possibility, for example, an avoidance track of a preceding vehicle is predicted. This avoidance track includes the backward movement of the preceding vehicle. Then, it returns to step S4 and repeats the same process.

  Further, when it is determined that the driving of the preceding vehicle is appropriate, specifically, when it is determined that the vehicle does not deviate from the road, does not collide, and has passed through the narrow portion, the preceding vehicle reverse prediction unit 17 It is determined whether or not the preceding vehicle is likely to move backward (S9). As a result, when it is determined that the preceding vehicle is likely to move backward, the traveling target warning calculation unit 18B when the preceding vehicle moves backward generates an own vehicle traveling target that does not interfere even if the preceding vehicle moves backward (S10). Specifically, the vehicle traveling target is generated in which the vehicle decelerates or stops behind the preceding vehicle with a space for the preceding vehicle to move backward. Then, the warning calculation unit 19A and the support control amount calculation unit 19B calculate support targets such as warning, assist, and intervention (S11). Further, the switch circuit SC connects the preceding vehicle reverse travel target alarm calculation unit 18B to the alarm calculation unit 19A and the assist control amount calculation unit 19B.

  On the other hand, when it is determined that the preceding vehicle is not likely to move backward, the normal target for the own vehicle is generated in the preceding vehicle normal target calculation unit 18A (S12). Furthermore, the switch circuit SC connects the preceding vehicle normal target calculation unit 18A to the alarm calculation unit 19A and the support control amount calculation unit 19B.

  Thereafter, the contact avoidance area calculation unit 13A calculates a contact avoidance area which is an area where the vehicle does not contact an obstacle such as a wall (S13). Then, in the own vehicle departure contact determination unit 13B, it is determined whether or not the own vehicle is deviating or coming into contact (S14). As a result, when it is determined that it is likely to deviate or come into contact, the alarm output timing calculation unit 13C calculates the alarm output timing (S15) and outputs it to the alarm calculation unit 19A. The alarm output timing here includes an alarm target for avoiding contact, calculation of delay, and the like.

  Thereafter, support information is output (S16). As output of support information, alarm output information is transmitted from the alarm calculation unit 19A to the alarm guidance output device 6, and support control amount information is transmitted from the support control amount calculation unit 19B to the automatic control output device 7. Thus, the process in the driving support control unit M1 is finished. If it is determined in step S14 that the vehicle is not likely to deviate and come into contact, the support information is output (S16), and the process in the driving support control unit M1 is terminated.

  As described above, in the driving support control unit M1 according to the present embodiment, it is determined whether or not the preceding vehicle is likely to move backward, and the support content is adjusted according to the determination result. Support is provided assuming a retreat. For example, as shown in FIG. 3A, it is assumed that the preceding vehicle MF turns from the traveling road L1 toward the changed road L2. Here, when the preceding vehicle MF tries to turn toward the changed road L2, if the width of the changed road L2 is narrow or the like, the preceding vehicle MF cannot be bent and once reverses and turns back again. It can be considered to bend.

  At this time, the preceding vehicle reverse travel target warning calculation unit 18B generates a host vehicle target that does not interfere even if the preceding vehicle retreats, and as shown in FIG. In the state where the reverse space SP is freed, the host vehicle MM decelerates or generates a host vehicle travel target that stops behind the preceding vehicle MF. If the backward space is not formed, it is conceivable that when the preceding vehicle MF moves backward, the preceding vehicle MF does not interfere with the own vehicle MM as shown in FIG.

  In this regard, by forming a reverse space SP behind the preceding vehicle MF, as shown in FIG. 4A, when the preceding vehicle MF moves backward, it does not come into contact with the host vehicle MM. Can do. In addition, when the preceding vehicle MF turns back thereafter, as shown in FIG. 4B, the vehicle can turn toward the changed road L2. When the preceding vehicle MF is unlikely to move backward, normal follow-up control can be performed.

  Thus, in the driving assistance control unit M1 according to the present embodiment, contact with the host vehicle MM can be prevented when the preceding vehicle MF moves backward. Furthermore, when the preceding vehicle MF tries to move backward, the distance between the own vehicle MM and the preceding vehicle MF becomes narrower, so that the own vehicle MM needs to move backward or the preceding vehicle MF cannot move. Can be prevented.

  Further, when determining the possibility of the preceding vehicle going backward, the possibility of the preceding vehicle going backward is determined based on the road environment around the preceding vehicle. For this reason, for example, it is possible to accurately determine the backward possibility of the preceding vehicle as compared with the case where the backward possibility of the preceding vehicle is determined from the relative relationship between the own vehicle and the preceding vehicle, the behavior of the preceding vehicle, or the like. .

[Second Embodiment]
Next, a second embodiment of the present invention will be described. The present embodiment is mainly different from the first embodiment in that the driver skill of the preceding vehicle (driver driving skill) is reflected in the preceding vehicle course prediction. FIG. 5 is a block diagram of a driving support apparatus according to the second embodiment of the present invention. As shown in FIG. 5, the driving support control unit M2 in the driving support device according to the present embodiment has a preceding vehicle driver skill prediction unit 21 and a preceding vehicle compared to the driving support control unit M1 according to the first embodiment. The main difference is that the vehicle driver skill storage unit 22 is provided.

  The preceding vehicle driver skill prediction unit 21 predicts the driver skill as the driver information of the driver of the preceding vehicle. As driver skills, the driver's skill and habit are predicted. Further, in predicting the driver skill, the lateral deviation is detected and recognized to recognize the travel margin and the steering accuracy. Further, line detection is detected and recognized, and an avoidance margin when there is a parked vehicle and a right / left turn margin when turning right / left are recognized. The driving support control unit M2 including the preceding vehicle driver skill prediction unit 21 constitutes a driver information prediction unit and a driving skill estimation unit of the present invention.

  When the driver skill prediction unit 21 of the preceding vehicle predicts the driver skill of the driver of the preceding vehicle, the map information transmitted from the map information DB 1, the peripheral information output from the peripheral information acquisition unit 11, and the own vehicle state measurement unit 12 The output own vehicle state information and driver skill information stored in the preceding vehicle driver skill storage unit 22 are used.

  In predicting the driver skill, if driver skill information is not stored in the preceding vehicle driver skill storage unit 22, new driver skill information is generated and stored in the preceding vehicle driver skill storage unit 22. If the driver skill information is stored in the preceding vehicle driver skill storage unit 22, the stored driver skill information is updated and stored in the preceding vehicle driver skill storage unit 22.

  The preceding vehicle driver skill storage unit 22 stores the driver skills predicted by the preceding vehicle driver skill prediction unit 21 separately for each driver. Further, when the driver skill information is updated by the preceding vehicle driver skill prediction unit 21, the updated driver skill information is stored. Further, the preceding vehicle driver skill storage unit 22 outputs driver skill information to the preceding vehicle driver skill prediction unit 21 in response to the reading of the preceding vehicle driver skill prediction unit 21. The driving support control unit M2 including the preceding vehicle driver skill storage unit 22 constitutes driving skill storage means of the present invention.

  Then, the process sequence in the driving assistance device which concerns on this embodiment which concerns on this embodiment is demonstrated. FIG. 6 is a flowchart illustrating a processing procedure in the driving support apparatus according to the second embodiment. As shown in FIG. 6, in the driving support apparatus according to the present embodiment, first, the own vehicle state is acquired by the own vehicle state measurement unit 12 (S21), and then the surroundings, as in the first embodiment. The information acquisition unit 11 acquires road conditions (S22). Subsequently, the preceding vehicle detection unit 14 determines whether there is a preceding vehicle (S23). Up to this point, the process is the same as in the first embodiment.

  If it is determined that there is a preceding vehicle, the preceding vehicle driver skill prediction unit 21 predicts the driver skill of the driver who drives the preceding vehicle (S24). Driver skills are predicted in various situations. For example, as shown in FIG. 7A, driver skill prediction can be performed when the preceding vehicle MF turns right or left.

  In this case, as shown in FIG. 7 (a), the host vehicle MM1 in the case where the vehicle turns right and becomes the preceding vehicle MF2 while following the preceding vehicle MF1 turning right, or the host vehicle MM2 facing the preceding vehicle MF1 turning right. The driver skill prediction can be performed when the vehicle turns to the left to become the preceding vehicle MF2. Alternatively, the vehicle MM3 when turning left to become the preceding vehicle MF3 while following the preceding vehicle MF2 turning left, or the vehicle MM4 facing the preceding vehicle MF2 turning left turn right, thereby leading the preceding vehicle MM5. Driver skill prediction can be performed when the vehicle is MF3.

  When predicting the driver skill, for example, as shown in FIG. 7B, when the preceding vehicle MF turns to the right, the steering error is observed by observing the leading vehicle MF as if the vehicle fluctuates, the steering is overcut, or overturned. And observe the steering accuracy. Further, the margin with the roadside LE and the margin with the center line LC at the time of a right turn are measured. Driver skills can be predicted from these results.

  Further, as shown in FIG. 8A, the driver skill can be predicted when an obstacle such as a parked vehicle MP is avoided. In this case, a steering error is observed by observing the avoidance locus of the parked vehicle MP and the traveling timing with the oncoming vehicle MT, and observing the wobbling of the preceding vehicle MF, the excessive turning of the steering, the excessive turning back, the delay of turning, and the like. Observe the accuracy of. In addition, the margin with the roadside LE and the margin with the oncoming vehicle are measured. Driver skills can be predicted from these results.

  Furthermore, as shown in FIG. 8B, the driver skill can be predicted when the host vehicle MM follows the preceding vehicle MF. In this case, the steering accuracy is observed by observing the wobbling of the preceding vehicle MF. Also, the margin with the roadside LE and the margin with the center line LC are measured. Driver skills can be predicted from these results.

The driver skill can be predicted from the steering accuracy and the margins with the roadside LE, the center line LC, and the oncoming vehicle MT thus observed. Here, a driver with high driver skill tends to reduce the margin. Thus, for example, by using a following equation (1), the driver can be predicted margin w _n seeking to take the time of operation, may be replaced this margin driver skill.

Here, α ₁ , α ₂ , α ₃ ... Are the load coefficients of the terms based on the respective measured quantities. K _j is a similarity coefficient between an evaluation scene such as an intersection and measurement data. For example, classification can be performed for each intersection and a similarity coefficient corresponding to the classification can be given. Furthermore, M _i is the value measured from the running condition of the preceding vehicle, for example lightheadedness, cut too much steering, excessively returned, or a cut delay, roadside LE, centerline LC, at the margin of the oncoming vehicle MT Can be.

  If the driver skill is predicted in this way, the future state of the preceding vehicle is predicted (S25). When predicting the future state of the preceding vehicle, first, the preceding vehicle state acquisition unit 15 acquires the preceding vehicle state such as the position of the preceding vehicle and the traveling state of the preceding vehicle. Subsequently, the preceding vehicle course prediction unit 16 predicts the future state of the preceding vehicle. At this time, the driver skill obtained in step S24 is used. As the future state of the preceding vehicle, the future line arrangement, stop position, route, etc. of the preceding vehicle are predicted.

  For example, when the driver skill of the driver of the preceding vehicle is high and the margin obtained by the above equation (1) becomes small, the possibility that the preceding vehicle moves backward can be determined low. On the contrary, when the driver skill of the driver of the preceding vehicle is low and the margin obtained by the above equation (1) becomes large, it is possible to determine a high possibility that the preceding vehicle will move backward.

  Next, based on the future state of the preceding vehicle, determine the appropriateness of the driving of the preceding vehicle, and if it is determined to be inappropriate, determine that the preceding vehicle will take action to redo The prediction calculation is continued until the avoidance action becomes. Specifically, it is determined whether there is a margin on the road side in the preceding vehicle (S26), whether there is a margin for a collision with a wall or another vehicle (S27), or whether the vehicle passes through a narrow portion (S28).

Here, for example, as shown in FIG. 9 (a), when the preceding vehicle MF turns left, the preceding vehicle MF is considered Turn left a margin w _n calculated in equation (1). Therefore, the driver drives skills of the preceding vehicle MF is low, if the result in large margin w _n is the possibility that the preceding vehicle MF is retracted increases.

  As a result of determining the appropriateness of the driving of the preceding vehicle, it is determined that the driving of the preceding vehicle is inappropriate and there is no margin on the roadside, or there is no margin for collision, or the vehicle has passed through a narrow part. If it is determined that there is not, the final action is determined to be inappropriate, and the future state of another possibility is predicted (S29). As a future state of another possibility, for example, an avoidance track of a preceding vehicle is predicted. This avoidance track includes the backward movement of the preceding vehicle. Then, it returns to step S25 and repeats the same process.

  When it is determined that the driving of the preceding vehicle is appropriate, the preceding vehicle reverse prediction unit 17 determines whether or not the preceding vehicle is likely to move backward (S30). As a result, when it is determined that the preceding vehicle is about to move backward, a margin for the backward space is calculated according to the predicted driver skill of the driver of the preceding vehicle (S31). Here, the margin of the receding space is decreased as the driver skill is higher, and is increased as the driver skill is lower.

  Subsequently, the host vehicle traveling target that does not interfere even if the preceding vehicle moves backward is generated in the preceding vehicle backward traveling target alarm calculation unit 18B (S32). Then, in the alarm calculation unit 19A and the support control amount calculation unit 19B, a support target is calculated (S33). On the other hand, when it is determined that the preceding vehicle is unlikely to move backward, the normal target for the own vehicle is generated in the preceding vehicle normal target calculation unit 18A (S34). Further, the switch circuit SC appropriately connects the preceding vehicle normal target calculation unit 18A or the preceding vehicle reverse travel target alarm calculation unit 18B to the alarm calculation unit 19A and the assist control amount calculation unit 19B.

  Thereafter, the contact avoidance area calculation unit 13A calculates a contact avoidance area that is an area where the vehicle does not contact an obstacle such as a wall (S35). Then, in the own vehicle departure contact determination unit 13B, it is determined whether or not the own vehicle is deviating or coming into contact (S36). As a result, when it is determined that it is likely to deviate or come into contact, the alarm output timing calculation unit 13C calculates the alarm output timing (S37) and outputs it to the alarm calculation unit 19A. Thereafter, the alarm calculation unit 19A and the support control amount calculation unit 19B output support information (S38).

  If it is determined in step S14 that the vehicle is not likely to deviate and come into contact, the alarm calculation unit 19A and the support control amount calculation unit 19B output support information (S38). Thus, the process in the driving support control unit M2 is finished.

  Thus, in the driving support device according to the present embodiment, the future state of the preceding vehicle is adjusted according to the driver skill of the driver of the preceding vehicle. For this reason, the possibility that the preceding vehicle will move backward can be predicted with higher accuracy. For example, as shown in FIG. 9 (a), when the preceding vehicle MF turns left, as shown in FIG. 9 (b), the preceding vehicle MF can spatially turn left, but the driver skill of the driver of the preceding vehicle MF May try to switch back.

  At this time, the driver skill of the driver of the preceding vehicle MF is predicted in advance, and the host vehicle MM can form a backward space SP as shown in FIG. 9C. By forming the reverse space SP and stopping or decelerating the own vehicle MM, it is possible to prevent contact between the own vehicle MM and the preceding vehicle MF when the preceding vehicle MF moves backward. In addition, it is possible to more effectively prevent a decrease in operating efficiency.

[Third Embodiment]
Next, a third embodiment of the present invention will be described. Compared to the first embodiment, the present embodiment reflects the driver sign information related to the driver sign attached to the preceding vehicle in the preceding vehicle course prediction, and further to the driver sign information of the preceding vehicle. The main difference is that the contents of support are adjusted accordingly. FIG. 10 is a block diagram of a driving support apparatus according to the third embodiment of the present invention. As shown in FIG. 10, the driving support control unit M3 in the driving support device according to the present embodiment is compared with the driving support control unit M1 according to the first embodiment, the preceding vehicle driver attribute determination unit 31, the warning. This is mainly different in that a determination unit 32 is provided. Further, the driving assistance control unit M3 is mainly different in that a passing execution device 33 and a horn output device 34 are connected.

  The preceding vehicle driver attribute determination unit 31 is based on the surrounding information output from the surrounding information acquisition unit 11, the own vehicle state information output from the own vehicle state measurement unit 12, and the preceding vehicle information output from the preceding vehicle detection unit 14. Thus, the driver sign attached to the preceding vehicle is determined. The driver sign attached to the preceding vehicle here includes a beginner mark, an elderly person mark, a hearing impaired person mark, etc. regarding whether the driver of the preceding car is a beginner, an elderly person, or a hearing impaired person.

  The preceding vehicle driver attribute determination unit 31 displays the preceding vehicle driver attribute information related to the determined preceding vehicle driver attribute when the preceding vehicle is marked with a beginner mark, an elderly person mark, or a hearing impaired person mark. 16 and the warning determination unit 32. The driving support control unit M3 including the preceding vehicle driver attribute determination unit 31 constitutes a driver sign determination unit of the present invention.

  The warning determination unit 32 includes the preceding vehicle driver attribute information output from the preceding vehicle driver attribute determination unit 31, the preceding vehicle future state information output from the preceding vehicle course prediction unit 16, and the reverse travel output from the preceding vehicle reverse prediction unit 17. Based on the prediction result information and the alarm information output from the preceding vehicle normal target calculation unit 18A and the preceding vehicle reverse travel target alarm calculation unit 18B, it is determined whether or not to give a warning by passing or horn. The warning determination unit 32 transmits warning determination information corresponding to the determination result to the passing execution device 33 and the horn output device 34.

  When receiving the warning determination information for performing the passing from the warning determination unit 32, the passing execution device 33 performs a passing operation that repeatedly turns on / off the front light in a short time, separately from the operation of the driver. In addition, the horn output device 34 performs an operation of automatically sounding a horn separately from the operation of the driver when receiving the warning determination information for sounding the horn from the warning determination unit 32. The passing execution device 33 constitutes the passing warning means of the present invention.

  Then, the process sequence in the driving assistance device which concerns on this embodiment which concerns on this embodiment is demonstrated. FIG. 11 is a flowchart illustrating a processing procedure in the driving support apparatus according to the third embodiment. As shown in FIG. 11, in the driving assistance apparatus according to the present embodiment, as in the first embodiment, first, the vehicle state measurement unit 12 acquires the vehicle state (S41), and then the surroundings. The information acquisition unit 11 acquires road conditions (S42). Subsequently, the preceding vehicle detection unit 14 determines whether there is a preceding vehicle (S43). Up to this point, the process is the same as in the first embodiment.

  Next, the preceding vehicle driver attribute determining unit 31 determines the driver attribute of the preceding vehicle (S44). When determining the driver attribute of the preceding vehicle, the beginner mark information, the elderly person mark information, and the hearing impaired person mark information included in the surrounding information output from the surrounding information acquisition unit 11 are confirmed. The driver attribute of the preceding vehicle is determined according to the presence or absence of the beginner mark information, the elderly person mark information, and the hearing impaired person mark information. Then, the future state of the preceding vehicle is predicted (S45). The prediction of the future state of the preceding vehicle is performed in the same manner as in the first embodiment.

  Thereafter, the appropriateness of the behavior of the preceding vehicle is determined (S46). As the determination of the appropriateness of the behavior of the preceding vehicle, a determination is made as to whether the preceding vehicle deviates from the road, collides, or passes through a narrow portion. As a result of the determination, if it is determined that the behavior of the preceding vehicle is not appropriate, the future state of another possibility is predicted (S47). As a future state of another possibility, for example, an avoidance track of a preceding vehicle is predicted. This avoidance track includes the backward movement of the preceding vehicle. Thereafter, the process returns to step S46, and the same processing is repeated until it is determined that the behavior of the preceding vehicle is appropriate.

  If it is determined that the behavior of the preceding vehicle is appropriate, it is determined whether or not the preceding vehicle is likely to move backward (S48). This determination is performed in the same manner as in the first embodiment. As a result, when it is determined that the preceding vehicle is about to move backward, a margin for the backward space is calculated based on the driver attribute of the preceding vehicle (S49). The margin of the retreat space is calculated larger when the driver is a beginner, an elderly person, or a hearing impaired person than when the driver is not.

  Thereafter, in the preceding vehicle reverse travel target alarm calculation unit 18B, a host vehicle target that does not interfere even if the preceding vehicle retreats is generated (S50). Then, the support target is calculated in the alarm calculation unit 19A and the support control amount calculation unit 19B (S51). On the other hand, when it is determined that the preceding vehicle is not likely to move backward, the normal target for the own vehicle is generated in the preceding vehicle normal target calculation unit 18A (S52). Furthermore, the switch circuit SC appropriately connects the preceding vehicle normal target calculation unit 18A or the preceding vehicle reverse travel target alarm calculation unit 18B to the alarm calculation unit 19A and the assist control amount calculation unit 19B.

  Thereafter, the contact avoidance area calculation unit 13A calculates a contact avoidance area which is an area where the host vehicle does not contact an obstacle such as a wall (S53). Then, in the own vehicle departure contact determination unit 13B, it is determined whether or not the own vehicle deviates or comes into contact (S54). As a result, when it is determined that it is likely to deviate or come into contact, the alarm output timing calculation unit 13C calculates the alarm output timing (S55) and outputs it to the alarm calculation unit 19A. Thereafter, support information is output (S56). If it is determined in step S54 that the vehicle is not likely to deviate or contact, the support information is output as it is (S56).

  Subsequently, it is determined whether or not the preceding vehicle is actually moving backward (S57). As a result, when it is determined that the preceding vehicle has not moved backward, the processing in the driving support control unit M3 is terminated as it is. On the other hand, if it is determined that the preceding vehicle is moving backward, it is determined whether or not the amount of reverse movement of the preceding vehicle is greater than expected (S58). The reverse amount of the preceding vehicle assumed here is the reverse amount that the preceding vehicle is assumed to move backward when generating the own vehicle travel target that does not interfere even if the preceding vehicle moves backward in step S50.

  As a result, when it is determined that the reverse amount of the preceding vehicle is not greater than expected, the processing in the driving support control unit M3 is terminated as it is. On the other hand, if it is determined that the amount of backward movement of the preceding vehicle is greater than expected, it is determined whether the preceding vehicle is marked with an elderly person mark or a hearing impaired mark meaning that the driver's hearing is low. (S59). As a result, when it is determined that an elderly person mark or a hearing impaired person mark is attached, it is determined that warning by passing and automatic horn is performed (S60), and the process in the driving support control unit M3 is terminated. On the other hand, when it is determined that neither an elderly person mark nor a hearing impaired person mark is attached, it is determined that a warning by automatic horn is performed (S61), and the process in the driving support control unit M3 is terminated.

  Thus, in the driving support device according to the present embodiment, the future state of the preceding vehicle is adjusted according to the driver attribute of the preceding vehicle. For this reason, it is possible to predict the reverse amount when the preceding vehicle moves backward more accurately. For example, as shown in FIG. 12A, when the preceding vehicle MF is provided with the hearing impaired person mark DM, the elderly person mark AM, or the beginner mark BM, as shown in FIG. An additional space ASP is formed in the SP, and an area for the preceding vehicle MF to move backward is made larger than usual.

  When the driver attribute of the preceding vehicle is a hearing-impaired person, an elderly person, or a beginner, the reaction time of the driver becomes long, so that the amount of retreat when the vehicle is retreated tends to increase. In this regard, by making the reverse space SP large, as shown in FIG. 12C, even when the preceding vehicle MF moves backward, it is possible to prevent contact between the host vehicle MM and the preceding vehicle MF.

  Furthermore, when the driver of the preceding person is a hearing impaired person or an elderly person, it is conceivable that the hearing ability of the driver of the preceding vehicle is lower than usual. In this case, as shown in FIG. 13 (a), it is conceivable that the warning for the driver of the preceding vehicle will be insufficient only by the warning by sounding the horn CR. Therefore, as shown in FIG. 13 (b), the warning to the driver of the preceding vehicle can be more reliably performed by giving a warning by passing PG in addition to the horn CR.

  In this embodiment, when the driver's sign is attached to the preceding vehicle, it is determined that the reverse amount when the preceding vehicle moves backward is larger than usual. It can also be determined that there is a high possibility that the preceding vehicle will move backward when the person sign is attached. Alternatively, it is possible to determine that the possibility that the preceding vehicle moves backward increases and the amount of reverse movement increases.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described. The present embodiment is mainly different from the first embodiment in that the attribute of the preceding vehicle is reflected in the preceding vehicle course prediction. FIG. 14 is a block configuration diagram of a driving assistance apparatus according to the fourth embodiment of the present invention. As shown in FIG. 14, the driving support control unit M4 in the driving support device according to the present embodiment is compared with the driving support control unit M1 according to the first embodiment, and the preceding vehicle attribute prediction unit 41 and the preceding vehicle. The main difference is that the attribute storage unit 42 is provided. The preceding vehicle course prediction unit 16 is different in that the road gradient of the road on which the preceding vehicle travels is acquired.

  The preceding vehicle attribute prediction unit 41 includes map information transmitted from the map information DB 1, surrounding information output from the surrounding information acquisition unit 11, own vehicle state information output from the own vehicle state measuring unit 12, and preceding vehicle detection unit 14. The preceding vehicle attribute is predicted based on the preceding vehicle information output from the preceding vehicle and the preceding vehicle attribute information read from the preceding vehicle attribute storage unit 42. The preceding vehicle attribute prediction unit 41 predicts and determines the type of transmission of the preceding vehicle as the preceding vehicle attribute, and determines whether or not the transmission of the preceding vehicle is a manual transmission or an automatic transmission. Yes. The driving support control unit M4 including the preceding vehicle attribute prediction unit 41 constitutes the preceding vehicle attribute determination means of the present invention.

  In the prediction of the preceding vehicle attribute, when the preceding vehicle attribute information is not stored in the preceding vehicle attribute storage unit 42, a new preceding vehicle attribute is newly generated and stored in the preceding vehicle attribute storage unit 42. When the preceding vehicle attribute is stored in the preceding vehicle attribute storage unit 42, the stored preceding vehicle attribute is updated and stored in the preceding vehicle attribute storage unit 42.

  The preceding vehicle attribute storage unit 42 stores the preceding vehicle attribute predicted by the preceding vehicle attribute prediction unit 41 separately for each driver. Further, when the preceding vehicle attribute information is updated by the preceding vehicle attribute prediction unit 41, the updated preceding vehicle attribute information is stored. Furthermore, the preceding vehicle attribute storage unit 42 outputs preceding vehicle attribute information to the preceding vehicle attribute prediction unit 41 in response to the reading of the preceding vehicle attribute prediction unit 41.

  Further, the preceding vehicle course prediction unit 16 acquires road gradient information related to the gradient of the road on which the preceding vehicle travels based on the road information transmitted from the map information DB1. The road gradient information includes information such as whether the road on which the preceding vehicle is traveling is uphill, downhill, or flat. In the preceding vehicle course prediction unit 16, the surrounding information output from the surrounding information acquisition unit 11, the own vehicle state information output from the own vehicle state measurement unit 12, and the preceding vehicle state output from the preceding vehicle state acquisition unit 15 In addition to the information, the future state of the preceding vehicle including the preceding vehicle course is predicted based on the acquired road gradient information. The driving assistance control unit M4 provided with the preceding vehicle course predicting unit 16 constitutes the uphill judgment means of the present invention.

  Then, the process sequence in the driving assistance device which concerns on this embodiment which concerns on this embodiment is demonstrated. FIG. 15 is a flowchart illustrating a processing procedure in the driving support apparatus according to the fourth embodiment. As shown in FIG. 15, in the driving support apparatus according to the present embodiment, as in the first embodiment, first, the vehicle state measurement unit 12 acquires the vehicle state (S71), and then the surroundings. The information acquisition unit 11 acquires road conditions (S72). Subsequently, the preceding vehicle detection unit 14 determines whether there is a preceding vehicle (S73). Up to this point, the process is the same as in the first embodiment.

  If it is determined that there is a preceding vehicle, the preceding vehicle attribute prediction unit 41 predicts the preceding vehicle attribute (S74). Here, it is predicted whether the transmission of the preceding vehicle is a manual transmission or an automatic transmission as the preceding vehicle attribute.

  As the prediction of the preceding vehicle attribute, for example, as shown in FIG. 16A, based on the speed reduction or acceleration reduction at the time of acceleration shift of the preceding vehicle when the host vehicle is running behind the preceding vehicle. Done. Alternatively, in the case of a vehicle type in which no manual transmission is set and only an automatic transmission is set, the preceding vehicle attribute can be predicted based on the vehicle type of the preceding vehicle.

  If the preceding vehicle attribute is predicted in this way, the future state of the preceding vehicle is predicted in the same manner as in the first embodiment (S75). Subsequently, the appropriateness of the behavior of the preceding vehicle is determined (S76). As the determination of the appropriateness of the behavior of the preceding vehicle, a determination is made as to whether the preceding vehicle deviates from the road, collides, or passes through a narrow portion. As a result of the determination, if it is determined that the behavior of the preceding vehicle is not appropriate, the future state of another possibility is predicted (S77). As a future state of another possibility, for example, an avoidance track of a preceding vehicle is predicted. This avoidance track includes the backward movement of the preceding vehicle. Thereafter, the process returns to step S76, and the same processing is repeated until it is determined that the behavior of the preceding vehicle is appropriate.

  If it is determined that the behavior of the preceding vehicle is appropriate, it is determined whether or not the road on which the preceding vehicle travels has a road gradient greater than a predetermined slope (S78). As a result, when it is determined that there is no road gradient, it is determined whether or not the preceding vehicle is traveling at a speed at which the preceding vehicle is likely to stop or is stopped (S79).

  Here, if the preceding vehicle is not traveling at a speed at which the preceding vehicle is likely to stop and has not stopped, it is considered that there is no possibility that the preceding vehicle will move backward, so the process directly proceeds to step S84. On the other hand, when it is determined that the preceding vehicle is traveling at a speed at which the preceding vehicle is likely to stop or is stopped, it is determined whether or not the vehicle is likely to move backward (S80). If it is determined that the road on which the preceding vehicle travels does not have a road gradient greater than or equal to a predetermined slope, it is determined whether or not the preceding vehicle is likely to move backward (S80).

  As a result, when it is determined that the vehicle is about to move backward, a margin for the backward space is calculated according to the preceding vehicle attribute and the gradient of the road on which the preceding vehicle travels (S81). For example, the transmission of the preceding vehicle is a manual transmission, and as shown in FIG. 16B, if the road gradient is large, there is a high possibility that the preceding vehicle MF will retreat greatly.

  Here, as shown in FIG. 17 (a), if the reverse space SP between the preceding vehicle MF and the own vehicle MM is narrow, the preceding vehicle MF may greatly move backward and come into contact with the own vehicle MM. growing. In this regard, for example, when the transmission of the preceding vehicle is a manual transmission and the road gradient is large, as shown in FIG. 17B, the reverse space SP between the preceding vehicle MF and the host vehicle MM should be set wide. Thus, even if the preceding vehicle MF moves backward, it can be prevented from contacting the host vehicle MM.

  When the reverse space margin is determined in this way, the preceding vehicle reverse travel target warning calculation unit 18B generates a host vehicle travel target that does not interfere even if the preceding vehicle moves backward (S82). Then, in the alarm calculation unit 19A and the support control amount calculation unit 19B, a support target is calculated (S83). On the other hand, if it is determined that the preceding vehicle is not likely to move backward, the normal target of the own vehicle is generated in the preceding vehicle normal target calculation unit 18A (S84). Further, the switch circuit SC appropriately connects the preceding vehicle normal target calculation unit 18A or the preceding vehicle reverse travel target alarm calculation unit 18B to the alarm calculation unit 19A and the assist control amount calculation unit 19B.

  Thereafter, the contact avoidance area calculation unit 13A calculates a contact avoidance area which is an area where the host vehicle does not contact an obstacle such as a wall (S85). Then, the own vehicle departure contact determination unit 13B determines whether or not the own vehicle deviates or is likely to come into contact (S86). As a result, when it is determined that it is likely to deviate or come into contact, the alarm output timing calculation unit 13C calculates the alarm output timing (S87) and outputs it to the alarm calculation unit 19A. Thereafter, the alarm calculation unit 19A and the support control amount calculation unit 19B output support information (S88).

  If it is determined in step S86 that the vehicle is not likely to deviate and come into contact, the alarm calculation unit 19A and the support control amount calculation unit 19B output support information (S88). Thus, the process in the driving support control unit M4 is finished.

  Thus, in the driving assistance apparatus according to the present embodiment, the future state of the preceding vehicle is adjusted according to the type of transmission as the preceding vehicle attribute of the preceding vehicle. For this reason, the possibility that the preceding vehicle will move backward can be predicted with higher accuracy. Furthermore, the backward possibility and the backward amount of the preceding vehicle are predicted according to the road gradient of the road on which the preceding vehicle travels. For this reason, when the preceding vehicle MF moves backward, contact between the host vehicle MM and the preceding vehicle MF can be prevented. In addition, it is possible to more effectively prevent a decrease in operating efficiency.

[Fifth Embodiment]
Next, a fifth embodiment of the present invention will be described. The driving support control unit M5 in the driving support device according to the present embodiment has the same configuration as the driving support control unit M1 according to the first embodiment, and the processing in the preceding vehicle course prediction unit 16 is mainly performed. Is different. For this reason, this embodiment is described using the driving support control unit M5 shown in FIG.

  The preceding vehicle course predicting unit 16 in the driving support control unit M5 determines whether the preceding vehicle is stopped in the parking / parking prohibition area. Examples of the parking and parking prohibition area here include an intersection and a crosswalk. The driving support control unit M5 provided with the preceding vehicle course predicting unit 16 constitutes the preceding vehicle stop judging means and the in-intersection stop judging means in the parking and stopping prohibited area of the present invention.

  Then, the process sequence in the driving assistance device which concerns on this embodiment which concerns on this embodiment is demonstrated. FIG. 18 is a flowchart illustrating a processing procedure in the driving support apparatus according to the fifth embodiment. As shown in FIG. 18, in the driving support apparatus according to the present embodiment, first, the own vehicle state is acquired by the own vehicle state measurement unit 12 (S91), and then the surroundings, as in the first embodiment. The information acquisition unit 11 acquires road conditions (S92). Subsequently, the preceding vehicle detection unit 14 determines whether there is a preceding vehicle (S93).

  Further, the preceding vehicle course prediction unit 16 predicts the future state of the preceding vehicle (S94). Thereafter, it is determined whether or not the behavior of the preceding vehicle is appropriate, such as whether the preceding vehicle deviates from the road, collides, or passes through a narrow portion (S95). If so, the future state of another possibility is predicted (S96). Up to this point, the process is the same as in the first embodiment.

  If it is determined that the behavior of the preceding vehicle is appropriate, it is determined whether or not the preceding vehicle is stopped (S97). As a result, when it is determined that the preceding vehicle is stopped, it is determined whether or not the stop position of the preceding vehicle in the parking / forbidden parking prohibited area is a position that interferes with the third vehicle (S98). The position that obstructs the third vehicle refers to a position that jumps over a road that intersects the road on which the preceding vehicle was traveling, for example, beyond the stop line at the intersection.

  As a result, when it is determined that the third vehicle is not obstructed, it is determined whether or not there is a rule violation at the stop position of the preceding vehicle within the intersection that is within the parking and parking prohibited area (S99). The rule violation of the stop position of the preceding vehicle means, for example, a position that crosses the stop line and overlaps the pedestrian crossing at the end of the stop line. Here, if it is determined in step S98 that the third vehicle is obstructed, or if it is determined in step S99 that a rule has been violated, the preceding vehicle reverse prediction unit 17 determines whether or not the preceding vehicle is likely to move backward. (S100).

  When deciding whether the preceding vehicle is going to move backwards, the possibility of the preceding vehicle moving backward depends on whether the preceding vehicle interferes with the third vehicle or enters an intersection that violates the rules. adjust. When the preceding vehicle has stopped in a state where it has entered the intersection, there is a high possibility that the preceding vehicle will move backward. For this reason, when the preceding vehicle has stopped in a state where it has entered the intersection, it is determined that the possibility of retreating is higher than when the preceding vehicle is stopped at a position before the stop line.

  As a result, when it is determined that the preceding vehicle is likely to move backward, the traveling target warning calculation unit 18B when the preceding vehicle moves backward generates an own vehicle traveling target that does not interfere even if the preceding vehicle moves backward (S101). Here, as shown in FIG. 19A, it is assumed that the preceding vehicle MF has stopped on the pedestrian crossing CW beyond the stop line SL and is in violation of the rules. In this case, as shown in FIG. 19B, it may be considered that the pedestrian WP tries to cross the pedestrian crossing CW.

  At this time, as shown in FIG. 20 (a), if the reverse space SP between the preceding vehicle MF and the own vehicle MM is narrow, the preceding vehicle MF may greatly move backward and come into contact with the own vehicle MM. growing. Therefore, as shown in FIG. 19 (b), a backward space SP between the preceding vehicle MF and the host vehicle MM is set wide. By setting the reverse space SP in this way, as shown in FIG. 20B, even if the preceding vehicle MF moves backward when the pedestrian WP crosses the pedestrian crossing CW, the space where the preceding vehicle moves backward is set. It can be secured sufficiently. Therefore, it is possible to prevent the preceding vehicle MF that has moved backward from contacting the host vehicle MM.

  When the own vehicle travel target is generated in this way, the warning calculation unit 19A and the support control amount calculation unit 19B calculate the support target (S102). On the other hand, if it is determined that the preceding vehicle is not likely to move backward, or if it is determined in step S96 that the preceding vehicle is not stopped, the preceding vehicle normal target calculation unit 18A generates a normal traveling target for the host vehicle. (S103). Further, the switch circuit SC appropriately connects the preceding vehicle normal target calculation unit 18A or the preceding vehicle reverse travel target alarm calculation unit 18B to the alarm calculation unit 19A and the assist control amount calculation unit 19B.

  Thereafter, the contact avoidance area calculation unit 13A calculates a contact avoidance area which is a region where the vehicle does not contact an obstacle such as a wall (S104). Then, in the own vehicle departure contact determination unit 13B, it is determined whether or not the own vehicle is deviating or coming into contact (S105). As a result, when it is determined that it is likely to deviate or come into contact, the alarm output timing calculation unit 13C calculates the alarm output timing (S106) and outputs it to the alarm calculation unit 19A. Thereafter, the alarm calculation unit 19A and the support control amount calculation unit 19B output support information (S107).

  If it is determined in step S105 that the vehicle is not likely to deviate or come into contact, the alarm calculation unit 19A and the support control amount calculation unit 19B output support information (S107). Thus, the process in the driving support control unit M4 is finished.

  Thus, in the driving assistance apparatus according to the present embodiment, the backward possibility and the backward amount of the preceding vehicle are predicted according to the stop position of the preceding vehicle. For this reason, when the preceding vehicle MF moves backward, contact between the host vehicle MM and the preceding vehicle MF can be prevented. In addition, it is possible to more effectively prevent a decrease in operating efficiency.

  Here, in the above-described embodiment, when the preceding vehicle enters the intersection and obstructs the third vehicle or violates the traffic rule, the possibility that the preceding vehicle moves backward is highly determined. If the preceding vehicle has entered the intersection and stopped, it is more likely that the preceding vehicle will move backward than if the preceding vehicle has stopped at a position before the stop line. Can be predicted with higher accuracy.

[Sixth Embodiment]
Next, a sixth embodiment of the present invention will be described. The present embodiment is mainly different from the first embodiment in that the state of the third vehicle other than the host vehicle and the preceding vehicle is reflected in the preceding vehicle course prediction. FIG. 21 is a block diagram of a driving assistance apparatus according to the sixth embodiment of the present invention. As shown in FIG. 21, the driving support control unit M6 in the driving support device according to the present embodiment is compared with the driving support control unit M1 according to the first embodiment described above, the third vehicle detection unit 61, the third The main difference is that the vehicle state acquisition unit 62 and the third vehicle course prediction unit 63 are provided.

  The third vehicle detection unit 61 detects the third vehicle based on the surrounding information output from the surrounding information acquisition unit 11 and the own vehicle state information output from the own vehicle state measurement unit 12. The third vehicle includes a vehicle as a moving body other than the preceding vehicle that may obstruct the course of the preceding vehicle. The third vehicle detection unit 61 outputs the third vehicle information to the third vehicle state acquisition unit 62 and the third vehicle route prediction unit 63 when detecting the third vehicle.

  When the third vehicle information is output from the third vehicle detection unit 61, the third vehicle state acquisition unit 62 outputs the peripheral information output from the peripheral information acquisition unit 11 and the vehicle information output from the vehicle state measurement unit 12. A third vehicle state is acquired based on the vehicle state information. The third vehicle state here includes the position of the third vehicle, the traveling state of the preceding vehicle, and the like. The third vehicle state acquisition unit 62 outputs the acquired third vehicle state information related to the third vehicle state to the third vehicle route prediction unit 63.

  The third vehicle route prediction unit 63 includes map information transmitted from the map information DB1, third vehicle information output from the third vehicle detection unit 61, and third vehicle state information output from the third vehicle state acquisition unit 62. , And based on the preceding vehicle future state information output from the preceding vehicle course prediction unit 16, the future state of the third vehicle is predicted.

  The third vehicle route prediction unit 63 outputs the third vehicle future state information related to the predicted future state of the third vehicle to the preceding vehicle route prediction unit 16. The preceding vehicle route prediction unit 16 determines a third vehicle that may interfere with the route of the preceding vehicle. Further, the third vehicle course prediction unit 63 selects a third vehicle as an obstruction obstacle, which is an obstacle that may obstruct the course of the preceding vehicle ahead of the turn when the preceding vehicle turns a corner. To detect. The driving support control unit M6 provided with the preceding vehicle course prediction unit 16 constitutes the disturbance possibility prediction means and the obstruction obstacle detection means of the present invention.

  Then, the process sequence in the driving assistance device which concerns on this embodiment which concerns on this embodiment is demonstrated. FIG. 22 is a flowchart illustrating a processing procedure in the driving support apparatus according to the sixth embodiment. As shown in FIG. 22, in the driving support device according to the present embodiment, as in the first embodiment, first, the vehicle state measuring unit 12 acquires the vehicle state (S111), and then the surroundings The information acquisition unit 11 acquires road conditions (S112). Subsequently, the preceding vehicle detection unit 14 determines whether there is a preceding vehicle (S113). Up to this point, the process is the same as in the first embodiment.

  If it is determined that there is a preceding vehicle, the third vehicle detection unit 61 determines whether there is a third vehicle traveling around the preceding vehicle (S114). As a result, when it is determined that the third vehicle does not exist, the future state of the preceding vehicle is predicted in the same manner as in the first embodiment (S115).

  On the other hand, if it is determined that the third vehicle exists, the third vehicle state acquisition unit 62 acquires the third vehicle state such as the position of the third vehicle and the traveling state (S116). Subsequently, the third vehicle route prediction unit 63 predicts the future state of the third vehicle (S117). Here, as the future state of the preceding vehicle, the future line of the preceding vehicle, the stop position, the route, and the like are predicted.

  Then, it is predicted whether or not the preceding vehicle is obstructed (obstructed) by the third vehicle (S118, (hereinafter referred to as “third vehicle obstruction prediction”). Next, the future state of the preceding vehicle is predicted, where the preceding vehicle state acquisition unit 15 first acquires the preceding vehicle state such as the position of the preceding vehicle and the traveling state of the preceding vehicle. Further, the future state of the preceding vehicle is predicted in the preceding vehicle course prediction unit 16. The prediction of the future state of the preceding vehicle is performed based on the result of the third vehicle disturbance prediction.

  Thereafter, it is determined whether or not the preceding vehicle can pass through an area where there is a possibility of contact with the third vehicle without contacting the third vehicle (S119). As a result, when it is determined that the vehicle cannot pass through the region that may come into contact with the third vehicle, the future state of another possibility is predicted (S120). Thereafter, the process returns to step S114, and the same processing is repeated until it is determined that the behavior of the preceding vehicle is appropriate.

  On the other hand, if it is determined that the preceding vehicle can pass through an area where there is a possibility of contact with the third vehicle, it is determined whether or not the preceding vehicle is likely to move backward (S121). When determining whether or not the preceding vehicle is likely to move backward, the possibility that the preceding vehicle will move backward is increased based on the determination result that the preceding vehicle cannot pass through a region where the preceding vehicle may come into contact with the third vehicle. For example, as shown in FIG. 23A, it is assumed that a preceding vehicle MF traveling in front of the host vehicle MM turns left from the traveling road L1 toward the changed road L2. Here, it is assumed that the third vehicle MH is traveling toward the intersection from the left side of the changed road L2.

  At this time, if the preceding vehicle MF protrudes from the left lane on the changed road L2 and enters the right lane, as shown in FIG. 23 (b), it is opposed to the third vehicle MH on the right lane on the changed road L2. As shown in FIG. 23 (c), it is conceivable to move backward. Therefore, if it is determined that the preceding vehicle cannot pass through an area where there is a possibility of contact with the third vehicle, the possibility that the preceding vehicle will reverse is set high.

  As a result of determining whether or not the preceding vehicle is likely to move backward, if it is determined that the preceding vehicle is likely to move backward, the preceding vehicle does not interfere even if the preceding vehicle moves backward in the traveling target alarm calculation unit 18B when the preceding vehicle moves backward. A vehicle traveling target with a backward space behind is generated (S122). When the backward space SP behind the preceding vehicle MF shown in FIG. 23 (b) is not vacated, as shown in FIG. 24 (a), the preceding vehicle MF that has moved backward to avoid contact with the third vehicle MH and the vehicle It is conceivable that the vehicle MM comes into contact.

  In this regard, by making a backward space SP behind the preceding vehicle MF, as shown in FIG. 23 (c), the preceding vehicle MF and the host vehicle MM can be brought into contact with each other even if the preceding vehicle MF is moved backward. . Thereafter, as shown in FIG. 24B, after the third vehicle MH traveling in the right lane passes, the preceding vehicle can continue to turn left again and move to the changed road L2.

  If the own vehicle travel target is generated, the warning calculation unit 19A and the support control amount calculation unit 19B calculate the support target (S123). On the other hand, if it is determined that the preceding vehicle is unlikely to move backward, the preceding vehicle normal target calculation unit 18A generates a normal traveling target of the own vehicle (S124). If it is determined in step S113 that there is no preceding vehicle, a normal travel target for the vehicle is generated (S125). However, the normal travel target here is a travel target when the host vehicle travels alone. Furthermore, the switch circuit SC appropriately connects the preceding vehicle normal target calculation unit 18A or the preceding vehicle reverse travel target alarm calculation unit 18B to the alarm calculation unit 19A and the assist control amount calculation unit 19B.

  Thereafter, the contact avoidance area calculation unit 13A calculates a contact avoidance area that is an area where the vehicle does not contact an obstacle such as a wall (S126). Then, in the own vehicle departure contact determination unit 13B, it is determined whether or not the own vehicle deviates or comes into contact (S127). As a result, when it is determined that it is likely to deviate or come into contact, the alarm output timing calculation unit 13C calculates the alarm output timing (S128) and outputs it to the alarm calculation unit 19A. Thereafter, support information is output (S129). If it is determined in step S127 that the vehicle is not likely to deviate and contact, the support information is output as it is (S129).

  Thus, in the driving assistance device according to the present embodiment, the possibility of reversing the preceding vehicle is adjusted according to the possibility of contact between the preceding vehicle and the third vehicle. For this reason, the possibility that the preceding vehicle will move backward can be predicted with higher accuracy. Therefore, it is possible to more effectively prevent a decrease in operating efficiency.

  In the above embodiment, when the preceding vehicle is obstructed by the third vehicle, it is highly determined that the preceding vehicle will move backward, but even if the third vehicle is detected around the preceding vehicle, It is considered that there is a high possibility that the preceding vehicle will move backward. Therefore, when the third vehicle is detected around the preceding vehicle, it is also possible to determine that the possibility that the preceding vehicle moves backward increases.

[Seventh Embodiment]
Next, a seventh embodiment of the present invention will be described. The present embodiment is mainly different from the first embodiment in that the relationship between the third vehicle other than the host vehicle and the preceding vehicle and the preceding vehicle is reflected in the preceding vehicle course prediction. FIG. 25 is a block diagram of a driving support apparatus according to the seventh embodiment of the present invention. As shown in FIG. 25, the driving support control unit M7 in the driving support apparatus according to the present embodiment is compared with the driving support control unit M1 according to the first embodiment, the surrounding information DB 70, the preceding vehicle prediction unit 71. The third vehicle detection unit 72, the third vehicle prediction unit 73, the third vehicle state acquisition unit 74, and the third vehicle route prediction unit 75 are mainly different. The preceding vehicle state acquisition unit 15 determines the stop position of the preceding vehicle that has stopped. The driving assistance control unit M7 provided with the preceding vehicle state acquisition unit 15 constitutes the preceding vehicle stop position determining means of the present invention.

  The peripheral information DB 70 stores peripheral road information such as the road shape of the road on which the vehicle and the preceding vehicle travel, the general driving tendency of traveling on the road, and local rules on the road. As a general driving tendency, there is a tendency such as whether there is a large vehicle that cannot be turned or turned around. The surrounding information DB 70 transmits the stored surrounding road information to the preceding vehicle prediction unit 71 and the third vehicle prediction unit 73.

  The preceding vehicle prediction unit 71 is based on the surrounding road information transmitted from the surrounding information DB 70, the surrounding information output from the surrounding information acquiring unit 11, and the own vehicle state information output from the own vehicle state measuring unit 12. Presence or absence of. Here, the presence of a preceding vehicle that cannot be detected by the preceding vehicle detection unit 14 is predicted. The preceding vehicle prediction unit 71 outputs the preceding vehicle prediction information related to the prediction result of the preceding vehicle to the preceding vehicle route prediction unit 16.

  The third vehicle detection unit 72 detects the third vehicle based on the surrounding information output from the surrounding information acquisition unit 11 and the own vehicle state information output from the own vehicle state measurement unit 12. The third vehicle detection unit 72 outputs the third vehicle information to the third vehicle state acquisition unit 74 and the third vehicle route prediction unit 75 when the third vehicle is detected.

  Based on the surrounding road information transmitted from the surrounding information DB 70, the surrounding information output from the surrounding information acquisition unit 11, and the own vehicle state information output from the own vehicle state measuring unit 12, the third vehicle prediction unit 73 The presence or absence of the third vehicle is detected. Here, the presence of the third vehicle that cannot be detected by the third vehicle detection unit 72 is predicted. The third vehicle here includes the third vehicle approaching the preceding vehicle. The third vehicle prediction unit 73 outputs third vehicle prediction information related to the prediction result of the third vehicle to the preceding vehicle route prediction unit 16. The driving assistance control unit M7 including the third vehicle prediction unit 73 constitutes a third vehicle detection unit of the present invention.

  When the third vehicle information is output from the third vehicle detection unit 72, the third vehicle state acquisition unit 74 outputs the peripheral information output from the peripheral information acquisition unit 11 and the vehicle information output from the vehicle state measurement unit 12. A third vehicle state is acquired based on the vehicle state information. The third vehicle state here includes the position of the third vehicle, the traveling state of the preceding vehicle, and the like.

  Further, when the third vehicle prediction information is output from the third vehicle prediction unit 73, based on the peripheral information output from the peripheral information acquisition unit 11 and the own vehicle state information output from the own vehicle state measurement unit 12. The third vehicle prediction state is acquired. The third vehicle predicted state includes the travel route of the third vehicle. The third vehicle state acquisition unit 74 outputs the acquired third vehicle state information regarding the third vehicle state and third vehicle prediction state information regarding the third vehicle predicted state to the third vehicle route prediction unit 75. The driving support control unit M7 including the third vehicle prediction unit 73 constitutes a third vehicle travel route prediction unit of the present invention.

  The third vehicle route prediction unit 75 includes map information transmitted from the map information DB1, peripheral road information transmitted from the peripheral information DB 70, third vehicle information output from the third vehicle detection unit 72, and third vehicle state acquisition. The future state of the third vehicle is predicted based on the third vehicle state information and third vehicle predicted state information output from the unit 74 and the preceding vehicle future state information output from the preceding vehicle route prediction unit 16. The third vehicle route prediction unit 75 outputs the third vehicle future state information related to the predicted future state of the third vehicle to the preceding vehicle route prediction unit 16.

  Then, the process sequence in the driving assistance device which concerns on this embodiment which concerns on this embodiment is demonstrated. FIG. 26 is a flowchart illustrating a processing procedure in the driving support apparatus according to the seventh embodiment. As shown in FIG. 26, in the driving support apparatus according to the present embodiment, as in the first embodiment, first, the host vehicle state measurement unit 12 acquires the host vehicle state (S131), and then the surroundings The information acquisition unit 11 acquires road conditions (S132). Subsequently, the preceding vehicle detection unit 14 determines whether there is a preceding vehicle (S133). Up to this point, the process is the same as in the first embodiment.

  Here, when it is determined that there is a preceding vehicle, the third vehicle prediction unit 73 determines whether there is a third vehicle traveling around the preceding vehicle based on the surrounding road information or the like ( S134). As a result, when it is determined that the third vehicle does not exist, the preceding vehicle prediction unit 71 determines the possibility that the third vehicle exists around the preceding vehicle based on the surrounding road information or the like (S135). .

  Subsequently, the third vehicle prediction unit 73 determines whether or not there is a possibility that the third vehicle will appear based on the surrounding road information or the like (S136). As a result, if it is determined that there is no possibility that the third vehicle will appear, the future state of the preceding vehicle is predicted in the same manner as in the first embodiment (S137).

  On the other hand, if it is determined in step S134 that there is a third vehicle, or if it is determined in step S136 that a third vehicle may appear, the third vehicle state acquisition unit 62 determines the position and travel of the third vehicle. The third vehicle state such as the state is acquired (S138), and then the third vehicle route prediction unit 63 predicts the future state of the third vehicle (S139). Then, a third vehicle disturbance prediction is performed as to whether or not the preceding vehicle is obstructed (obstructed) by the third vehicle (S140). The acquisition of the third vehicle state, the prediction of the future state of the third vehicle, and the prediction of the third vehicle disturbance are performed in the same manner as in the sixth embodiment.

  Then, it is determined whether or not the preceding vehicle obstructs (disturbs) the third vehicle (S141, hereinafter referred to as “preceding vehicle obstruction prediction”). In the preceding vehicle interference prediction, it is determined whether or not the third vehicle passes through the stop location or the predicted stop location of the preceding vehicle, and the preceding vehicle interferes with the traveling of the third vehicle. Then, the future state of the preceding vehicle is predicted (S137).

  Thereafter, it is determined whether or not the preceding vehicle can pass through an area where there is a possibility of contact with the third vehicle without contacting the third vehicle (S142). As a result, when it is determined that the preceding vehicle cannot pass through an area where there is a possibility of contact with the third vehicle, the future state of another possibility is predicted (S143). As a future state of another possibility, for example, an avoidance track of a preceding vehicle is predicted. This avoidance track includes the backward movement of the preceding vehicle. Thereafter, the process returns to step S134, and the same processing is repeated until it is determined that the behavior of the preceding vehicle is appropriate. On the other hand, if it is determined that the preceding vehicle can pass through an area where there is a possibility of contact with the third vehicle, it is determined whether or not the preceding vehicle is likely to move backward (S144).

  When determining whether or not the preceding vehicle is going to move backward, if there is a determination result that the preceding vehicle interferes with the third vehicle as a result of the preceding vehicle interference prediction in step S141, the possibility of the preceding vehicle moving backward is determined. Make it high. For example, as shown in FIG. 27A, it is assumed that the preceding vehicle MF is stopped on the traveling road L1 in an attempt to turn right before the host vehicle MM. Here, it is assumed that the third vehicle MH is going to turn left from the right side of the changed road L2.

  At this time, if the small turn does not work due to the characteristics of the third vehicle MH and the preceding vehicle MF does not move backward as shown in FIG. 27B, the third vehicle MH and the preceding vehicle MF may come into contact with each other. It is done. In this case, it is conceivable to move backward as shown in FIG. Therefore, when it is determined that the preceding vehicle interferes with the third vehicle, the possibility of the preceding vehicle moving backward is set high.

  As a result of determining whether or not the preceding vehicle is likely to move backward, if it is determined that the preceding vehicle is likely to move backward, the preceding vehicle does not interfere even if the preceding vehicle moves backward in the traveling target alarm calculation unit 18B when the preceding vehicle moves backward. A vehicle traveling target with a backward space behind is generated (S145). When the backward space SP behind the preceding vehicle MF shown in FIG. 27 (b) is not vacated, as shown in FIG. 28 (a), the preceding vehicle MF that has moved backward to avoid contact with the third vehicle MH and the vehicle It is conceivable that the vehicle MM comes into contact.

  In this regard, by making a backward space SP behind the preceding vehicle MF, as shown in FIG. 27C, even if the preceding vehicle MF moves backward, the preceding vehicle MF and the host vehicle MM can be brought into contact with each other. . Thereafter, as shown in FIG. 28 (b), after the third vehicle MH passes the side of the preceding vehicle MF and the host vehicle MM on the traveling road L1, the preceding vehicle tries to make a right turn and moves to the changed road L2. Can do.

  If the own vehicle travel target is generated, the warning calculation unit 19A and the support control amount calculation unit 19B calculate the support target (S146). On the other hand, when it is determined that the preceding vehicle is not likely to move backward, the normal target for the own vehicle is generated in the preceding vehicle normal target calculation unit 18A (S147).

  If it is determined in step S133 that there is no preceding vehicle, the preceding vehicle prediction unit 71 predicts the possibility of the presence of the preceding vehicle based on the surrounding road information (S148). It is determined whether or not (S149). As a result, if it is determined that a preceding vehicle exists, the process proceeds to step S134 to determine whether a third vehicle exists.

  On the other hand, if it is determined that there is no possibility that a preceding vehicle exists, a normal travel target of the own vehicle is generated (S150). However, the normal travel target here is a travel target when the host vehicle travels alone. Furthermore, the switch circuit SC appropriately connects the preceding vehicle normal target calculation unit 18A or the preceding vehicle reverse travel target alarm calculation unit 18B to the alarm calculation unit 19A and the assist control amount calculation unit 19B.

  Thereafter, the contact avoidance area calculation unit 13A calculates a contact avoidance area that is an area where the vehicle does not contact an obstacle such as a wall (S151). Then, in the own vehicle departure contact determination unit 13B, it is determined whether or not the own vehicle is deviating or coming into contact (S152). As a result, when it is determined that it is likely to deviate or come into contact, the alarm output timing calculation unit 13C calculates the alarm output timing (S153) and outputs it to the alarm calculation unit 19A. Thereafter, support information is output (S154). If it is determined in step S152 that the host vehicle is not likely to deviate or come into contact, the support information is output as it is (S154).

  As described above, in the driving support device according to the present embodiment, the backward possibility of the preceding vehicle is adjusted according to the possibility of contact between the preceding vehicle and the third vehicle when the preceding vehicle is stopped at the intersection. ing. For this reason, the possibility that the preceding vehicle will move backward can be predicted with higher accuracy. Therefore, it is possible to more effectively prevent a decrease in operating efficiency.

[Eighth Embodiment]
Next, an eighth embodiment of the present invention will be described. The driving support control unit M8 in the driving support device according to the present embodiment has the same configuration as the driving support control unit M7 according to the seventh embodiment, and the preceding vehicle prediction unit 71 and the third vehicle prediction unit. The processing at 73 etc. is mainly different. For this reason, this embodiment is described using the driving support control unit M8 shown in FIG. Here, the preceding vehicle prediction unit 71 detects a preceding vehicle using road where the preceding vehicle is running and stopped, and an intersection road that intersects the preceding vehicle using road. Moreover, the stop position of the preceding vehicle which has stopped on the preceding vehicle utilization road is determined. The driving support control unit M8 including the preceding vehicle prediction unit 71 constitutes a preceding vehicle use road detection unit, an intersection road detection unit, and a use vehicle stop position determination unit on the use road of the present invention.

  Then, the process sequence in the driving assistance device which concerns on this embodiment which concerns on this embodiment is demonstrated. FIG. 29 is a flowchart illustrating a processing procedure in the driving support apparatus according to the eighth embodiment. As shown in FIG. 29, in the driving support apparatus according to the present embodiment, first, the own vehicle state measurement unit 12 acquires the own vehicle state (S161), and then the surroundings, as in the first embodiment. The information acquisition unit 11 acquires road conditions (S162). Subsequently, the preceding vehicle detection unit 14 determines whether there is a preceding vehicle (S163). Up to this point, the process is the same as in the first embodiment.

  Here, when it is determined that there is a preceding vehicle, the third vehicle prediction unit 73 determines whether there is a third vehicle traveling around the preceding vehicle based on the surrounding road information or the like ( S164). As a result, if it is determined that the third vehicle does not exist, the preceding vehicle prediction unit 71 predicts the road condition near the preceding vehicle based on the surrounding road information and the like (S165). As road conditions here, there are side roads (intersection roads) such as a right turn road or a left turn road on the side of the preceding vehicle, or the presence of an off-road access road, for example. The intersection position between the road on which the preceding vehicle is traveling and the side road is the road intersection position of the present invention.

  Subsequently, the third vehicle prediction unit 73 determines whether there is a possibility that the third vehicle will appear based on the surrounding road information or the like (S166). As a result, when it is determined that there is no possibility that the third vehicle will appear, the future state of the preceding vehicle is predicted in the same manner as in the first embodiment (S167).

  On the other hand, if it is determined in step S164 that the third vehicle is present, or if it is determined in step S166 that the third vehicle may appear, the third vehicle state acquisition unit 62 determines the position and travel of the third vehicle. The third vehicle state such as the state is acquired (S168), and then the third vehicle route prediction unit 63 predicts the future state of the third vehicle (S169). Then, a third vehicle disturbance prediction is performed as to whether or not the preceding vehicle is obstructed (disturbed) by the third vehicle (S170). The acquisition of the third vehicle state, the prediction of the future state of the third vehicle, and the third vehicle disturbance prediction are performed in the same manner as in the seventh embodiment.

  Then, a preceding vehicle disturbance prediction is performed (S171). The preceding vehicle disturbance prediction here determines whether the preceding vehicle has stopped to the side of the side road and the third vehicle can enter the side road by moving the preceding vehicle. Then, the future state of the preceding vehicle is predicted (S167).

  Thereafter, it is determined whether or not the preceding vehicle can pass through an area where there is a possibility of contact with the third vehicle without contacting the third vehicle (S172). As a result, when it is determined that the preceding vehicle cannot pass through an area where there is a possibility of contact with the third vehicle, the future state of another possibility is predicted (S173). As a future state of another possibility, for example, an avoidance track of a preceding vehicle is predicted. This avoidance track includes the backward movement of the preceding vehicle. Thereafter, the process returns to step S164, and the same processing is repeated until it is determined that the behavior of the preceding vehicle is appropriate. On the other hand, if it is determined that the preceding vehicle can pass through an area where there is a possibility of contact with the third vehicle, it is determined whether or not the preceding vehicle is likely to move backward (S174).

  When determining whether or not the preceding vehicle is going to move backward, if there is a determination result that the preceding vehicle interferes with the third vehicle about to turn right or left as a result of the preceding vehicle disturbance prediction in step S171, the preceding vehicle Increase the likelihood of retreat. For example, as shown in FIG. 30 (a), in the traveling road L1, the preceding vehicle MF is stopped in front of the host vehicle MM, and the side road LL is on the side of the stopped preceding vehicle MF. Suppose. Here, as shown in FIG. 30B, it is assumed that the third vehicle MH travels on the opposite lane of the travel road L1 and tries to turn right on the side road LL.

  Here, when the preceding vehicle MF moves forward or backward by the width of the side road LL, the third vehicle MH can turn right even if the road on which the preceding vehicle MF is traveling is congested. Here, there is a case where another vehicle MO is further stopped in front of the preceding vehicle MF, and in this case, the preceding vehicle MF may move backward as shown in FIG. Therefore, if there is a side road or the like on the side of the preceding vehicle MF that is stopped and there is a judgment result that the preceding vehicle interferes with the third vehicle that is about to turn right or left, the possibility of the preceding vehicle reversing Set high.

  As a result of determining whether or not the preceding vehicle is likely to move backward, if it is determined that the preceding vehicle is likely to move backward, the preceding vehicle does not interfere even if the preceding vehicle moves backward in the traveling target alarm calculation unit 18B when the preceding vehicle moves backward. A vehicle traveling target with a backward space behind is generated (S175). When the backward space SP behind the preceding vehicle MF shown in FIG. 30 (b) is not vacated, as shown in FIG. 31 (a), the preceding vehicle MF that has moved backward to avoid contact with the third vehicle MH and the vehicle It is conceivable that the vehicle MM comes into contact.

  In this regard, by making a backward space SP behind the preceding vehicle MF, as shown in FIG. 30C, even if the preceding vehicle MF moves backward, the preceding vehicle MF and the host vehicle MM can be brought into contact with each other. . Thereafter, as shown in FIG. 31B, after the preceding vehicle MF moves backward, the third vehicle MH can make a right turn.

  If the own vehicle travel target is generated, the warning calculation unit 19A and the support control amount calculation unit 19B calculate the support target (S176). On the other hand, when it is determined that the preceding vehicle is not likely to move backward, the normal target of the own vehicle is generated in the preceding vehicle normal target calculation unit 18A (S177).

  If it is determined in step S163 that there is no preceding vehicle, the preceding vehicle prediction unit 71 predicts the possibility of the presence of the preceding vehicle based on the surrounding road information (S178). It is determined whether or not (S179). As a result, if it is determined that a preceding vehicle exists, the process proceeds to step S164 to determine whether a third vehicle exists.

  On the other hand, when it is determined that there is no possibility that a preceding vehicle exists, a normal travel target of the own vehicle is generated (S180). However, the normal travel target here is a travel target when the host vehicle travels alone. Furthermore, the switch circuit SC appropriately connects the preceding vehicle normal target calculation unit 18A or the preceding vehicle reverse travel target alarm calculation unit 18B to the alarm calculation unit 19A and the assist control amount calculation unit 19B.

  Thereafter, the contact avoidance area calculation unit 13A calculates a contact avoidance area that is an area where the host vehicle does not contact an obstacle such as a wall (S181). Then, in the own vehicle departure contact determination unit 13B, it is determined whether or not the own vehicle is deviating or coming into contact (S182). As a result, when it is determined that it is likely to deviate or come into contact, the alarm output timing calculation unit 13C calculates the alarm output timing (S183) and outputs it to the alarm calculation unit 19A. Then, support information is output (S184). If it is determined in step S182 that the vehicle is not likely to deviate and contact, the support information is output as it is (S184).

  As described above, in the driving assistance device according to the present embodiment, the preceding vehicle moves backward according to the possibility of contact between the preceding vehicle and the third vehicle when the preceding vehicle is stopped on the side of a side road or the like. The possibility is adjusted. For this reason, the possibility that the preceding vehicle will move backward can be predicted with higher accuracy. Therefore, it is possible to more effectively prevent a decrease in operating efficiency.

[Ninth Embodiment]
Next, a ninth embodiment of the present invention will be described. Compared with the first embodiment, the present embodiment mainly reflects the future state of the third vehicle such as the preceding vehicle that travels ahead of the preceding vehicle and the preceding vehicle attribute in the preceding vehicle course prediction and the like. Is different. FIG. 32 is a block diagram of a driving support apparatus according to the ninth embodiment of the present invention. As shown in FIG. 32, the driving support control unit M9 in the driving support apparatus according to the present embodiment has a peripheral information DB 90, a preceding vehicle attribute recognition unit, as compared with the driving support control unit M1 according to the first embodiment. 91, a third vehicle detection unit 92, a third vehicle prediction unit 93, a third vehicle state acquisition unit 94, and a third vehicle route prediction unit 95. Further, the processing in the preceding vehicle reverse travel target warning calculation unit 18B is also different. Among these, the surrounding information DB 90, the third vehicle detection unit 92, the third vehicle prediction unit 93, and the third vehicle course prediction unit 95 have the same configuration as the driving support control unit M7 according to the seventh embodiment. Yes. Furthermore, the surrounding information acquisition unit 11 determines a parking area where the vehicle can be parked. The driving support control unit M9 including the peripheral information acquisition unit 11 constitutes a parking area determination unit of the present invention. The third vehicle prediction unit 93 determines that the preceding vehicle traveling ahead of the preceding vehicle is parked in the parking area. The driving assistance control unit M9 including the third vehicle prediction unit 93 constitutes a parking determination unit of the present invention.

  The preceding vehicle attribute recognition unit 91 is based on the surrounding road information transmitted from the surrounding information DB 90, the surrounding information output from the surrounding information acquisition unit 11, and the own vehicle state information output from the own vehicle state measuring unit 12. Recognize the attributes of the preceding vehicle. As an attribute of the preceding vehicle, for example, the size of the preceding vehicle is recognized. For example, when the number 3 is provided for the preceding vehicle, the total length is 12 m or less. When the number 5 is provided, the total length is 4.7 m or less. When the vehicle is a light vehicle, the total length is 3.4 m or less. recognize. The preceding vehicle attribute recognition unit 91 outputs the preceding vehicle attribute information regarding the recognized attribute of the preceding vehicle to the preceding vehicle route prediction unit 16. The driving support control unit M9 including the preceding vehicle attribute recognition unit 91 constitutes a vehicle length acquisition unit of the present invention. Further, the preceding vehicle course prediction unit 16 predicts the backward distance of the preceding vehicle based on the output preceding vehicle attribute information. The driving support control unit M9 provided with the preceding vehicle course prediction unit 16 constitutes the backward distance prediction means of the present invention.

  The third vehicle state acquisition unit 94 includes the third vehicle information output from the third vehicle detection unit 92, the peripheral information output from the surrounding information acquisition unit 11, and the own vehicle state output from the own vehicle state measurement unit 12. The third vehicle state is estimated and acquired based on the information. The third vehicle state here includes the position of the third vehicle, the traveling state of the third vehicle, and the like. The third vehicle state acquisition unit 94 outputs the third vehicle state information related to the estimated third vehicle state to the third vehicle route prediction unit 95.

  Then, the process sequence in the driving assistance device which concerns on this embodiment which concerns on this embodiment is demonstrated. FIG. 33 is a flowchart illustrating a processing procedure in the driving support apparatus according to the ninth embodiment. In the driving assistance apparatus according to the present embodiment, assistance is performed assuming a situation in which the host vehicle is parked in the parking lot.

  As shown in FIG. 33, in the driving support apparatus according to the present embodiment, as in the first embodiment, first, the vehicle state measurement unit 12 acquires the vehicle state (S191), and then the surroundings. The information acquisition unit 11 acquires road conditions (S192). Up to this point, the process is the same as in the first embodiment.

  Next, the surrounding information acquisition unit 11 recognizes an empty frame in the parking lot (S193), and the preceding vehicle detection unit 14 determines whether there is a preceding vehicle (S194). As a result, when it is determined that there is a preceding vehicle, the preceding vehicle attribute recognition unit 91 recognizes the attribute of the preceding vehicle (S195).

  Subsequently, the third vehicle detection unit 92 determines whether there is a third vehicle including a preceding vehicle that precedes the preceding vehicle (S196). As a result, when it is determined that the third vehicle exists, when it is determined that the third vehicle exists, the third vehicle state acquisition unit 94 determines the third vehicle state such as the position of the third vehicle and the traveling state. Obtain (S197). Subsequently, the future state of the third vehicle is predicted by the third vehicle course prediction unit 95 (S198). Here, as the future state of the preceding vehicle, the future line of the preceding vehicle, the stop position, the route, and the like are predicted.

  Then, a preceding vehicle disturbance prediction is performed to determine whether the third vehicle is obstructed by the preceding vehicle (S199), and further, a third vehicle interference prediction is performed to determine whether the preceding vehicle is obstructed (disturbed) by the third vehicle. Perform (S200). These predictions are made based on the future state of the third vehicle, the traveling state of the preceding vehicle, or the positional relationship between the preceding vehicle and the third vehicle.

  Thereafter, the future state of the preceding vehicle is predicted (S201). Even when it is determined in step S196 that the third vehicle does not exist, the future state of the preceding vehicle is predicted as it is (S201). In the prediction of the future state of the preceding vehicle, it is estimated whether or not the preceding vehicle performs an operation of giving up to the third vehicle. Further, it is estimated whether or not the preceding vehicle performs an operation of returning to the front of the parking frame. Here, it is predicted that the preceding vehicle will drop to the front of the parking frame before the third vehicle enters the parking frame. Furthermore, the stop position for the preceding vehicle to wait for the third vehicle is estimated. And the passing operation of the parking frame of the preceding vehicle and the garage entering operation are estimated. Further, here, in order to take an avoidance action when the preceding vehicle avoids a preceding vehicle first, it is also included in the estimation range to move backward as an avoidance track.

  When the future state of the preceding vehicle is predicted in this way, it is determined whether or not the future state of the preceding vehicle until the host vehicle after passing the parking of the preceding vehicle passes the vicinity of the parking frame can be predicted (S202). ). As a result, when the future state of the preceding vehicle cannot be predicted, the future state of another possibility is predicted (S203). Thereafter, the process returns to step S195, and the same processing is repeated until it is determined that the future state of the preceding vehicle can be predicted. On the other hand, if it is determined that the future state of the preceding vehicle has been predicted, it is determined whether or not the preceding vehicle is likely to move backward (S204).

  As a result, if it is determined that the preceding vehicle is about to move backward, a host vehicle travel target is generated in which the preceding vehicle does not contact the host vehicle even if the preceding vehicle moves backward (S205). Here, as shown in FIG. 34 (a), it is assumed that there is a parking frame PF in front of the host vehicle MM, and the preceding vehicle MF and the preceding vehicle MR stop on the side of the parking frame PF. In addition, it is assumed that the parked vehicle MP is stopped in another parking frame.

  At this time, it is considered that not the preceding vehicle MF but the preceding vehicle MR parks in the parking frame PF first. When the preceding vehicle MR is parked in the parking frame PF, the preceding vehicle MF may interfere with the traveling of the preceding vehicle MR, and may therefore move backward. In order to cope with the backward movement of the preceding vehicle MF, as shown in FIG. 34 (b), the host vehicle MM is stopped with a backward space SP behind the preceding vehicle MF.

  The size of the reverse space SP can be set to such a size that the preceding vehicle MF moves backward. The size of the preceding vehicle MF that moves backward is considered to be approximately the same as the size (vehicle length) of the preceding vehicle MF. Therefore, the total length of the preceding vehicle MF can be acquired based on the preceding vehicle attribute, and the size (length) of the reverse space SP can be set according to the total length of the preceding vehicle MF.

  If the reverse space SP is not freed, as shown in FIG. 35 (a), it is conceivable that the preceding vehicle MF that has moved backward in order to avoid contact with the preceding vehicle MR and the host vehicle MM would contact each other. . In this regard, by making a backward space SP behind the preceding vehicle MF, as shown in FIG. 35B, even if the preceding vehicle MF moves backward, the preceding vehicle MF and the host vehicle MM can be brought into contact with each other. . Thereafter, after the preceding vehicle MR fits in the parking frame PF, the preceding vehicle MF and the host vehicle MM can pass in front of the parking frame PF.

  If the own vehicle travel target is generated, the warning calculation unit 19A and the support control amount calculation unit 19B calculate the support target (S206). On the other hand, if it is determined that the preceding vehicle is not likely to move backward, the preceding vehicle normal target calculation unit 18A generates a normal traveling target for the host vehicle (S207).

  If it is determined in step S194 that there is no preceding vehicle, a normal travel target for the host vehicle is generated (S208). The normal travel target here is a travel target when the host vehicle travels alone. Furthermore, the switch circuit SC appropriately connects the preceding vehicle normal target calculation unit 18A or the preceding vehicle reverse travel target alarm calculation unit 18B to the alarm calculation unit 19A and the assist control amount calculation unit 19B.

  Thereafter, the contact avoidance area calculation unit 13A calculates a contact avoidance area that is an area where the vehicle does not contact an obstacle such as a wall (S209). Then, in the own vehicle departure contact determination unit 13B, it is determined whether or not the own vehicle deviates or comes into contact (S210). As a result, when it is determined that it is likely to deviate or come into contact, the alarm output timing calculation unit 13C calculates the alarm output timing (S211) and outputs it to the alarm calculation unit 19A. Thereafter, support information is output (S212). Further, when it is determined in step S210 that the vehicle is not likely to deviate or come into contact, the support information is output as it is (S212).

  Thus, in the driving assistance device according to the present embodiment, the possibility of the preceding vehicle retreating is adjusted according to whether or not the preceding vehicle is parked in the parking frame PF. For this reason, the possibility that the preceding vehicle will move backward can be predicted with higher accuracy. Accordingly, it is possible to more effectively prevent a decrease in operating efficiency.

  Further, in the driving support device according to the present embodiment, the reverse amount (reverse distance) of the preceding vehicle is obtained based on the attribute of the preceding vehicle, particularly the total length of the preceding vehicle. When the preceding vehicle moves backward, it is often the length of the preceding vehicle, and it is considered unlikely that the preceding vehicle moves backward beyond the entire length of the preceding vehicle. For this reason, it is possible to appropriately determine the reverse amount of the preceding vehicle. Therefore, it is possible to reduce the amount of movement of the own vehicle while preferably avoiding contact between the preceding vehicle and the own vehicle, and it is possible to more effectively prevent a decrease in driving efficiency. In the present embodiment, it is determined in the situation at the parking lot that the reverse amount of the preceding vehicle is about the total length of the preceding vehicle. Can be considered as a degree.

[Tenth embodiment]
Next, a tenth embodiment of the present invention will be described. The present embodiment is mainly different from the first embodiment in that the attitude of the preceding vehicle before parking is reflected in the preceding vehicle course prediction and the like. FIG. 36 is a block configuration diagram of the driving support apparatus according to the tenth embodiment of the present invention. As shown in FIG. 36, the driving support control unit M10 in the driving support device according to the present embodiment is compared with the driving support control unit M1 according to the first embodiment described above, the surrounding information DB 100, the preceding vehicle prediction unit 101. The preceding vehicle parking-related state acquisition unit 102, the preceding vehicle travel record storage unit 103, the empty parking frame detection unit 104, and the preceding vehicle parking start determination unit 105 are mainly different. Further, it differs from the preceding vehicle course prediction unit 16 in that a preceding vehicle future state prediction unit 106 is provided. The peripheral information DB 100 has the same configuration as the peripheral information DB 70 in the driving support control unit M7 according to the seventh embodiment.

  The preceding vehicle prediction unit 101 includes the surrounding road information transmitted from the surrounding information DB 100, the surrounding information output from the surrounding information acquisition unit 11, the own vehicle state information output from the own vehicle state measuring unit 12, and the preceding vehicle travel record. Based on the travel record information read from the storage unit 103, the presence or absence of a preceding vehicle is predicted. Here, the presence of a preceding vehicle that cannot be detected by the preceding vehicle detection unit 14 is predicted. The preceding vehicle prediction unit 101 outputs the preceding vehicle prediction information related to the prediction result of the preceding vehicle to the preceding vehicle parking start determination unit 105 and the preceding vehicle future state prediction unit 106.

  The preceding vehicle parking-related state acquisition unit 102 includes peripheral information output from the peripheral information acquisition unit 11, own vehicle state information output from the own vehicle state measurement unit 12, and preceding vehicle information output from the preceding vehicle detection unit 14. Based on the preceding vehicle prediction information output from the preceding vehicle prediction unit 101, the parking related state information corresponding to the parking related state that is a state when the preceding vehicle is parked is acquired. The parking-related state includes a lighting state of a brake light, a lighting state of a reverse light, a blinking state of a hazard lamp, and the like. The preceding vehicle parking related state acquisition unit 102 outputs the acquired parking related state information to the preceding vehicle travel record storage unit 103, the preceding vehicle parking start determination unit 105, and the preceding vehicle future state prediction unit 106.

  The preceding vehicle travel record storage unit 103 stores the parking related state information output from the preceding vehicle parking related state acquisition unit 102 as a part of the travel record information. In addition, the preceding vehicle travel record storage unit 103 includes peripheral information output from the peripheral information acquisition unit 11, own vehicle state information output from the own vehicle state measurement unit 12, and preceding vehicle information output from the preceding vehicle detection unit 14. And the preceding vehicle state information output from the preceding vehicle state acquisition unit 15 is stored as a part of the travel record information. The preceding vehicle travel record storage unit 103 outputs the stored travel record information to the preceding vehicle prediction unit 101 in response to the reading of the preceding vehicle prediction unit 101.

  The empty parking frame detection unit 104 is based on the map information transmitted from the map information DB 1, the surrounding information output from the surrounding information acquisition unit 11, and the own vehicle state information output from the own vehicle state measuring unit 12. An empty parking frame (parking area) around the car is detected. The empty parking frame detection unit 104 outputs the empty parking frame information related to the detected empty parking frame to the preceding vehicle parking start determination unit 105 and the preceding vehicle future state prediction unit 106. The driving support control unit M10 provided with the empty parking frame detection unit 104 constitutes a parking area determination unit of the present invention.

  The preceding vehicle parking start determination unit 105 includes the map information transmitted from the map information DB1, the preceding vehicle information output from the preceding vehicle detection unit 14, the preceding vehicle state information output from the preceding vehicle state acquisition unit 15, and the surrounding information DB100. The surrounding road information transmitted from the vehicle, the preceding vehicle prediction information output from the preceding vehicle prediction unit 101, the parking related state information output from the preceding vehicle parking related state acquisition unit 102, and the empty parking frame detection unit 104 Based on the empty parking frame information, the parking start determination of the preceding vehicle is performed. In the parking start determination, the vehicle position, direction, and empty parking frame of the preceding vehicle at the start of parking are also determined. The preceding vehicle parking start determination unit 105 outputs parking start determination information based on the parking start determination of the preceding vehicle to the preceding vehicle future state prediction unit 106.

  The preceding vehicle future state prediction unit 106 includes the map information transmitted from the map information DB1, the preceding vehicle information output from the preceding vehicle detection unit 14, the preceding vehicle state information output from the preceding vehicle state acquisition unit 15, and the surrounding information DB100. The surrounding road information transmitted from the vehicle, the preceding vehicle prediction information output from the preceding vehicle prediction unit 101, the parking related state information output from the preceding vehicle parking related state acquisition unit 102, and the free space output from the empty parking frame detection unit 104 Based on the parking frame information and the parking start determination information output from the preceding vehicle parking start determination unit 105, the future state of the preceding vehicle is predicted. As the future state of the preceding vehicle, the course (traveling direction), parking, turnover, etc. of the preceding vehicle are predicted. The preceding vehicle future state prediction unit 106 outputs the preceding vehicle future state information based on the predicted preceding vehicle future state to the preceding vehicle reverse prediction unit 17. The driving assistance control unit M10 including the preceding vehicle future state prediction unit 106 constitutes a traveling direction determination unit of the present invention.

  Next, a processing procedure in the driving support apparatus according to this embodiment according to this embodiment will be described. FIG. 37 is a flowchart illustrating a processing procedure in the driving support apparatus according to the tenth embodiment. In the driving assistance apparatus according to the present embodiment, as in the ninth embodiment, assistance is performed assuming a situation where the host vehicle is parked in the parking lot.

  As shown in FIG. 37, in the driving support apparatus according to the present embodiment, first, the own vehicle state measurement unit 12 acquires the own vehicle state (S221), and then, in the same manner as the first embodiment, The information acquisition unit 11 acquires road conditions (S222). Next, the surrounding information acquisition unit 11 recognizes an empty frame in the parking lot (S223), and the preceding vehicle detection unit 14 determines whether there is a preceding vehicle (S224). Up to this point, the process is the same as in the ninth embodiment.

  As a result, if it is determined that there is a preceding vehicle, the preceding vehicle parking start determination unit 105 determines parking of the preceding vehicle (S225). The preceding vehicle parking start determination is performed with reference to the direction and speed of the preceding vehicle and the relative relationship between the preceding vehicle and the parking frame. Subsequently, the future state of the preceding vehicle is predicted by the preceding vehicle future state prediction unit 106 (S226). The future state of the preceding vehicle here includes entry into the parking frame, restart from the parking frame, and the like.

  Subsequently, it is determined whether or not the preceding vehicle is parked in the parking frame (S227). As a result, if it is determined that the vehicle is not parked within the parking frame, the possibility of parking of the preceding vehicle is predicted (S228). Subsequently, it is determined whether or not the preceding vehicle is likely to be parked (S229). If it is determined that the preceding vehicle is unlikely to start parking, the preceding vehicle future state prediction unit 106 predicts the future state of the preceding vehicle (S230). The future state of the preceding vehicle here includes the future course of the preceding vehicle.

  If it is determined in step S227 that the preceding vehicle is parked, or if it is determined in step S229 that the preceding vehicle is likely to be parked, the parking course of the preceding vehicle is predicted (S231). Then, the recurrence trajectory of the preceding vehicle is calculated (S232). Map information and surrounding information are referred to for the prediction of the parking course of the preceding vehicle and the parking course of the preceding vehicle.

  Thereafter, the completion of parking of the preceding vehicle is determined based on the preceding vehicle state (S233), and then the completion of parking of the preceding vehicle is acquired based on the state of the preceding vehicle driver (S234). Then, it is determined whether or not the future state of the preceding vehicle until the host vehicle after the preceding vehicle has been parked passes the vicinity of the parking frame can be predicted (S235).

  As a result, when the future state of the preceding vehicle cannot be predicted, the future state of another possibility is predicted (S236). Thereafter, the process returns to step S225, and the same processing is repeated until it is determined that the future state of the preceding vehicle can be predicted. On the other hand, if it is determined that the future state of the preceding vehicle has been predicted, it is determined whether or not the preceding vehicle is likely to move backward (S237). In this determination, when the preceding vehicle passes in front of the parking frame and then turns in the opposite direction of the parking frame, the possibility that the preceding vehicle moves backward is increased.

  As a result, if it is determined that the preceding vehicle is about to move backward, a host vehicle travel target is generated in which the preceding vehicle does not contact the host vehicle even if the preceding vehicle moves backward (S238). Here, as shown in FIG. 38A, it is assumed that there is a parking frame PF in front of the host vehicle MM, and the preceding vehicle MF passes through the side of the parking frame PF. In addition, it is assumed that the parked vehicle MP is stopped in another parking frame.

  At this time, it is considered that the preceding vehicle MF may be parked in the parking frame PF. When the preceding vehicle MF parks in the parking frame PF, as shown in FIG. 38B, the preceding vehicle MF turns toward the opposite side of the parking frame PF after passing in front of the parking frame PF. Then, after the vehicle is stopped once, the preceding vehicle is placed in the parking frame PF by moving backward. In order to cope with the backward movement of the preceding vehicle MF, as shown in FIG. 38 (b), the host vehicle MM is stopped with a backward space SP behind the preceding vehicle MF.

  If the reverse space SP is not freed, as shown in FIG. 39A, it is conceivable that the preceding vehicle MF that has moved backward in order to avoid contact with the preceding vehicle MR and the host vehicle MM will come into contact with each other. . In this regard, by making a backward space SP behind the preceding vehicle MF, as shown in FIG. 39B, even if the preceding vehicle MF moves backward, the preceding vehicle MF and the host vehicle MM can be brought into contact with each other. . Thereafter, after the preceding vehicle MF is accommodated in the parking frame PF, the host vehicle MM can pass in front of the parking frame PF.

  If the own vehicle travel target is generated, the warning calculation unit 19A and the support control amount calculation unit 19B calculate the support target (S239). On the other hand, if it is determined that the preceding vehicle is not likely to move backward, the preceding vehicle normal target calculation unit 18A generates a normal traveling target for the host vehicle (S240).

  If it is determined in step S224 that there is no preceding vehicle, the preceding vehicle prediction unit 101 predicts the possibility that a preceding vehicle exists based on the surrounding road information (S241). It is determined whether or not (S242). As a result, if it is determined that there is a preceding vehicle, the process proceeds to step S225 to determine parking of the preceding vehicle (S225).

  On the other hand, if it is determined that there is no possibility that a preceding vehicle exists, a normal travel target of the own vehicle is generated (S243). However, the normal travel target here is a travel target when the host vehicle travels alone. Furthermore, the switch circuit SC appropriately connects the preceding vehicle normal target calculation unit 18A or the preceding vehicle reverse travel target alarm calculation unit 18B to the alarm calculation unit 19A and the assist control amount calculation unit 19B.

  Thereafter, the contact avoidance area calculation unit 13A calculates a contact avoidance area which is an area where the host vehicle does not contact an obstacle such as a wall (S244). Then, the own vehicle departure contact determination unit 13B determines whether or not the own vehicle deviates or is likely to come into contact (S245). As a result, when it is determined that it is likely to deviate or come into contact, the alarm output timing calculation unit 13C calculates the alarm output timing (S246) and outputs it to the alarm calculation unit 19A. Then, support information is output (S247). Further, when it is determined in step S245 that the vehicle is not likely to deviate or come into contact, the support information is output as it is (S247).

  Thus, in the driving assistance device according to the present embodiment, the possibility of the preceding vehicle retreating is adjusted according to whether the preceding vehicle is parked in the parking frame PF. In particular, when the preceding vehicle passes in front of the parking frame PF and then turns toward the opposite side of the parking frame PF, it is determined that the possibility that the preceding vehicle moves backward increases. For this reason, the possibility that the preceding vehicle will move backward can be predicted with higher accuracy. Accordingly, it is possible to more effectively prevent a decrease in operating efficiency.

[Eleventh embodiment]
Next, an eleventh embodiment of the present invention will be described. The present embodiment is mainly different from the first embodiment in that the behavior of the preceding vehicle at the time of parking is reflected in the preceding vehicle course prediction and the like. FIG. 40 is a block diagram of a driving support apparatus according to the eleventh embodiment of the present invention. As shown in FIG. 40, the driving support control unit M11 in the driving support apparatus according to the present embodiment is compared with the driving support control unit M1 according to the first embodiment, the surrounding information DB 110, the preceding vehicle prediction unit 111. The preceding vehicle parking related state acquisition unit 112 and the preceding vehicle traveling record storage unit 113 are mainly different. Moreover, it is different also in the point provided with the preceding vehicle future state prediction unit 114 instead of the preceding vehicle route prediction unit 16. The peripheral information DB 110, the preceding vehicle prediction unit 111, the preceding vehicle parking related state acquisition unit 112, and the preceding vehicle travel record storage unit 113 are respectively the peripheral information DB 100 and the preceding vehicle in the driving support control unit M10 according to the tenth embodiment. The prediction unit 101, the preceding vehicle parking related state acquisition unit 102, and the preceding vehicle travel record storage unit 103 have the same configuration.

The preceding vehicle future state prediction unit 114 includes the map information transmitted from the map information DB1, the preceding vehicle information output from the preceding vehicle detection unit 14, the preceding vehicle state information output from the preceding vehicle state acquisition unit 15, and the peripheral information DB100. The future state of the preceding vehicle is predicted based on the surrounding road information transmitted from the vehicle, the preceding vehicle prediction information output from the preceding vehicle prediction unit 111, and the parking related state information output from the preceding vehicle parking related state acquisition unit 112. To do.
As the future state of the preceding vehicle, the course, parking, turnover, etc. of the preceding vehicle are predicted. Further, the future state of the preceding vehicle includes that the preceding vehicle enters the parking frame forward. The preceding vehicle future state prediction unit 114 outputs the preceding vehicle future state information based on the predicted preceding vehicle future state to the preceding vehicle reverse prediction unit 17. The driving assistance control unit M11 including the preceding vehicle future state prediction unit 114 constitutes a parking area forward approach determination unit of the present invention.

  Next, a processing procedure in the driving support apparatus according to this embodiment according to this embodiment will be described. FIG. 41 is a flowchart illustrating a processing procedure in the driving support apparatus according to the eleventh embodiment. In the driving assistance apparatus according to the present embodiment, as in the ninth and tenth embodiments, assistance is performed assuming a situation where the host vehicle is parked in the parking lot.

  As shown in FIG. 41, in the driving assistance apparatus according to the present embodiment, first, the own vehicle state is acquired by the own vehicle state measurement unit 12 (S251), and then the surrounding area, as in the first embodiment. The information acquisition unit 11 acquires road conditions (S252). Next, the preceding vehicle detection unit 14 determines whether there is a preceding vehicle (S253). Up to this point, the process is the same as in the ninth embodiment.

  As a result, when it is determined that there is a preceding vehicle, the preceding vehicle future state prediction unit 114 predicts the future state of the preceding vehicle (S254). The future state of the preceding vehicle here includes entry into the parking frame, restart from the parking frame, and the like. Subsequently, it is determined whether or not the preceding vehicle is parked in the parking frame (S255).

  As a result, if it is determined that the vehicle is not parked within the parking frame, the possibility of parking of the preceding vehicle is predicted (S256). Subsequently, it is determined whether or not the preceding vehicle is likely to be parked (S257). If it is determined that the preceding vehicle is unlikely to start parking, the preceding vehicle future state prediction unit 106 predicts the future state of the preceding vehicle (S258). The future state of the preceding vehicle here includes the future course of the preceding vehicle.

  If it is determined in step S255 that the preceding vehicle is parked, or if it is determined in step S257 that the preceding vehicle is likely to be parked, the parking course of the preceding vehicle is predicted (S259). Then, a recurrence trajectory of the preceding vehicle is calculated (S260). Map information and surrounding information are referred to for the prediction of the parking course of the preceding vehicle and the parking course of the preceding vehicle.

  Thereafter, the completion of parking of the preceding vehicle is determined based on the preceding vehicle state (S261), and then the completion of parking of the preceding vehicle is acquired based on the state of the preceding vehicle driver (S262). Then, it is determined whether or not the future state of the preceding vehicle until the host vehicle after the preceding vehicle has been parked passes the vicinity of the parking frame can be predicted (S263).

  As a result, when the future state of the preceding vehicle cannot be predicted, the future state is predicted for another possibility (S264). Thereafter, the process returns to step S254, and the same processing is repeated until it is determined that the future state of the preceding vehicle can be predicted. On the other hand, if it is determined that the future state of the preceding vehicle has been predicted, it is determined whether or not the preceding vehicle is likely to move backward (S265). In this determination, when the preceding vehicle enters the parking frame forward, the possibility that the preceding vehicle moves backward is increased.

  As a result, if it is determined that the preceding vehicle is about to move backward, a host vehicle travel target is generated in which the preceding vehicle does not contact the host vehicle even if the preceding vehicle moves backward (S266). Here, as shown in FIG. 42A, it is assumed that there is a parking frame PF in front of the host vehicle MM, and the preceding vehicle MF is about to enter the parking frame PF forward. In addition, it is assumed that the parked vehicle MP is stopped in another parking frame.

  At this time, it is considered that the preceding vehicle MF may temporarily move backward from the parking frame PF as shown in FIG. 42 (b) in order to correct the parking position. At this time, in order to cope with the backward movement of the preceding vehicle MF, the host vehicle MM is stopped in a state where a backward space SP is provided behind the preceding vehicle MF.

  Now, if the backward space SP is not freed, as shown in FIG. 43 (a), it is conceivable that the preceding vehicle MF that has moved backward to correct the parking position and the host vehicle MM come into contact with each other. In this respect, by making a backward space SP behind the preceding vehicle MF, as shown in FIG. 43 (b), the preceding vehicle MF and the host vehicle MM can be brought into contact with each other even if the preceding vehicle MF is moved backward. . Thereafter, after the preceding vehicle MF is accommodated in the parking frame PF, the host vehicle MM can pass in front of the parking frame PF.

  If the own vehicle travel target is generated, the warning calculation unit 19A and the support control amount calculation unit 19B calculate the support target (S267). On the other hand, if it is determined that the preceding vehicle is not likely to move backward, the normal target for the own vehicle is generated in the preceding vehicle normal target calculation unit 18A (S268).

  If it is determined in step S253 that there is no preceding vehicle, the preceding vehicle predicting unit 111 predicts the possibility of the preceding vehicle based on the surrounding road information (S269), and whether there is a preceding vehicle. It is determined whether or not (S270). As a result, if it is determined that there is a preceding vehicle, the process proceeds to step S254 to predict the future state of the preceding vehicle.

  On the other hand, if it is determined that there is no possibility that a preceding vehicle exists, a normal traveling target of the own vehicle is generated (S271). However, the normal travel target here is a travel target when the host vehicle travels alone. Furthermore, the switch circuit SC appropriately connects the preceding vehicle normal target calculation unit 18A or the preceding vehicle reverse travel target alarm calculation unit 18B to the alarm calculation unit 19A and the assist control amount calculation unit 19B.

  Thereafter, the contact avoidance area calculation unit 13A calculates a contact avoidance area which is an area where the host vehicle does not contact an obstacle such as a wall (S272). Then, the own vehicle departure contact determination unit 13B determines whether or not the own vehicle departs or is likely to come into contact (S273). As a result, when it is determined that it is likely to deviate or come into contact, the alarm output timing calculation unit 13C calculates the alarm output timing (S274) and outputs it to the alarm calculation unit 19A. Thereafter, support information is output (S275). If it is determined in step S273 that the host vehicle is not likely to deviate and contact, the support information is output as it is (S275).

  Thus, in the driving assistance device according to the present embodiment, when the preceding vehicle enters the parking frame PF forward and parks, the possibility of the preceding vehicle retreating is increased. For this reason, the possibility that the preceding vehicle will move backward can be predicted with higher accuracy. Accordingly, it is possible to more effectively prevent a decrease in operating efficiency.

  DESCRIPTION OF SYMBOLS 1 ... Map information DB, 70, 90, 100, 110 ... Peripheral information DB, 2 ... Proximity wide angle sensor, 3 ... Near middle long distance ranging sensor, 4 ... Own vehicle position sensor, 5 ... Independent vehicle state sensor, 6 ... Alarm guidance output device, 7 ... Automatic control output device, 11 ... Peripheral information acquisition unit, 12 ... Own vehicle state measurement unit, 13A ... contact avoidance area calculation unit, 13B ... own vehicle departure contact determination unit, 13C ... alarm output timing calculation , 14 ... preceding vehicle detection unit, 15 ... preceding vehicle state acquisition unit, 16 ... preceding vehicle course prediction unit, 17 ... preceding vehicle reverse prediction unit, 18A ... preceding vehicle normal target calculation unit, 18B ... traveling when the preceding vehicle moves backward Target warning calculation unit, 19A ... warning calculation unit, 19B ... support control amount calculation unit, 21 ... preceding vehicle driver skill prediction unit, 22 ... preceding vehicle driver skill storage unit, 31 ... preceding vehicle driver attribute determination unit, 32 ... warning determination Part 33 ... Sing execution device, 34 ... horn output device, 41 ... preceding vehicle attribute prediction unit, 42 ... preceding vehicle attribute storage unit, 61 ... third vehicle detection unit, 62 ... third vehicle state acquisition unit, 63 ... third vehicle route prediction , 71 ... preceding vehicle prediction unit, 72 ... third vehicle detection unit, 73 ... third vehicle prediction unit, 74 ... third vehicle state acquisition unit, 75 ... third vehicle route prediction unit, 91 ... preceding vehicle attribute recognition unit , 92 ... Third vehicle detection unit, 93 ... Third vehicle prediction unit, 94 ... Third vehicle state acquisition unit, 95 ... Third vehicle route prediction unit, 101 ... Preceding vehicle prediction unit, 102 ... Acquisition of preceding vehicle parking related state , 103 ... preceding vehicle travel record storage unit, 104 ... parking frame detection unit, 105 ... preceding vehicle parking start determination unit, 106 ... preceding vehicle future state prediction unit, 111 ... preceding vehicle prediction unit, 112 ... preceding vehicle parking related state Obtaining unit, 113 ... preceding vehicle travel record storage unit, 114 ... preceding vehicle future state prediction unit, 1～M11 ... driving support control unit, MF ... preceding vehicle, MM ... vehicle, SC ... switch circuit.

Claims (18)

A preceding vehicle reverse possibility determination means for determining the possibility of the preceding vehicle moving backward,
A driving assistance device that performs driving assistance of the host vehicle assuming that the preceding vehicle is moving backward when it is determined that the preceding vehicle may move backward.   The driving support device according to claim 1, wherein the preceding vehicle retreat possibility determination unit determines the possibility that the preceding vehicle retreats based on a road environment around the preceding vehicle. Traveling direction determination means for determining the traveling direction of the preceding vehicle;
A parking area determination means for determining a parking area in which the preceding vehicle may park,
The preceding vehicle reverse possibility determination means determines that the preceding vehicle may move backward when the front of the preceding vehicle is directed in a direction opposite to the direction of the parking area. Item 3. The driving support device according to Item 2. Driver information prediction means for predicting driver information related to vehicle driving in the driver driving the preceding vehicle,
The driving assistance device according to any one of claims 1 to 3, wherein the preceding vehicle retreat possibility determination unit determines the possibility that the preceding vehicle retreats based on the driver information. Further comprising uphill judgment means for judging whether the preceding vehicle is on an uphill;
The said preceding vehicle reversibility possibility determination means determines that the said preceding vehicle may move backward when the said preceding vehicle exists on an uphill. The driving assistance apparatus as described. A preceding vehicle attribute determining means for determining the type of transmission of the preceding vehicle;
The said preceding vehicle reverse possibility determination means determines that when the transmission of the preceding vehicle is a manual transmission, the possibility that the preceding vehicle will move backward is higher than when the preceding vehicle is an automatic transmission. Driving assistance device. Further comprising an impediment possibility prediction means for predicting a moving body other than the preceding vehicle that may obstruct the course of the preceding vehicle,
The preceding vehicle reverse possibility determining means is configured to cause the preceding vehicle to move backward when the obstruction possibility predicting means predicts that there is a moving body other than the preceding vehicle that may obstruct the course of the preceding vehicle. The driving support device according to any one of claims 1 to 6, wherein it is determined that there is a possibility. A driver sign determination means for determining a driver sign attached to the preceding vehicle;
The preceding vehicle reverse possibility determination means is more likely to cause the preceding vehicle to move backward when the driver mark is attached to the preceding vehicle than when the driver mark is not attached. The driving support device according to any one of claims 1 to 7, which determines that the reverse amount is large.   The driver sign determination means determines that a hearing impaired person mark or an elderly person mark is a driver sign attached to the preceding vehicle, and if the preceding vehicle is highly likely to move backward, the preceding vehicle backward possibility determination is determined. The driving support device according to claim 8, further comprising: a passing warning unit that performs a warning by passing when the unit determines. The vehicle further comprises a preceding vehicle stop judgment means in a parking / stop prohibition area for judging stoppage in the parking / stop prohibition area of the preceding vehicle,
The preceding vehicle reverse possibility determination means determines that the preceding vehicle may move backward when the preceding vehicle stops in a parking and parking prohibited area. The driving support device according to item. The vehicle further comprises an in-intersection preceding vehicle stop judgment means for detecting a stop in the intersection in the preceding vehicle that has entered the intersection,
11. The preceding vehicle reverse possibility determination means according to any one of claims 1 to 10, wherein when the preceding vehicle stops within an intersection, the preceding vehicle determines that the preceding vehicle may move backward. The driving assistance apparatus as described. Driving skill estimating means for estimating the driving skill of the driver of the preceding vehicle based on the running state of the preceding vehicle;
Driving skill storage means for storing the driving skill of the driver of the preceding vehicle,
The preceding vehicle reverse possibility determination means determines the possibility that the preceding vehicle will reverse based on the road where the preceding vehicle exists and the driving skill of the driver of the preceding vehicle stored in the driving skill storage means. The driving support device according to any one of claims 1 to 11. A parking area forward entry determination means for detecting that the preceding vehicle has entered forward with respect to the parking area;
The preceding vehicle reverse possibility determination means determines that the preceding vehicle may move backward when the preceding vehicle enters forward with respect to a parking area. The driving support device according to claim 1. When the preceding vehicle turns a corner, the vehicle further comprises an obstruction obstacle detecting means for detecting an obstruction obstacle that is an obstacle that may obstruct the course of the preceding vehicle ahead of the corner.
The said preceding vehicle reverse possibility determination means determines that the preceding vehicle may move backward when it is determined that there is the obstruction obstacle. The driving assistance apparatus as described. Preceding vehicle stop position determining means for determining a stop position of the preceding vehicle that has stopped;
Third vehicle detection means for detecting a third vehicle approaching the stopped preceding vehicle;
A third vehicle travel route prediction means for predicting a travel route of the third vehicle,
The preceding vehicle reverse possibility determination means is based on the stop position of the preceding vehicle determined by the preceding vehicle stop position determination means and the travel route of the third vehicle predicted by the third vehicle travel route prediction means. The driving assistance apparatus according to any one of claims 1 to 14, wherein a possibility that the preceding vehicle moves backward is determined. A preceding vehicle using road detecting means for detecting a preceding vehicle using road which is a road on which the preceding vehicle is running and stopped;
Crossing road detecting means for detecting a crossing road which is a road crossing the preceding vehicle using road;
Further comprising a preceding vehicle stop position determining means on the use road for determining a stop position of the preceding vehicle that is stopped on the preceding vehicle using road,
The preceding vehicle retreat possibility determining means determines the possibility that the preceding vehicle will retreat based on a road intersection position that is an intersection position with the intersection road on the preceding vehicle use road and a stop position of the preceding vehicle. The driving support device according to any one of claims 1 to 15. A parking area judging means for judging a parking area where the vehicle can be parked;
A parking determination means for determining that a preceding vehicle traveling ahead of the preceding vehicle is parked in the parking area;
The driving according to any one of claims 1 to 16, wherein the preceding vehicle reverse possibility determination means determines the possibility that the preceding vehicle will reverse based on a determination result of the parking determination means. Support device. Vehicle length acquisition means for acquiring the vehicle length of the preceding vehicle;
Retreat distance prediction means for predicting a retreat distance when the preceding vehicle retreats, and
The driving assistance device according to any one of claims 1 to 17, wherein the backward distance predicting unit predicts a backward distance of the preceding vehicle based on a vehicle length of the preceding vehicle.

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