JP2013246466A - Vehicle drive support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately perform a drive support between opponent vehicles selected from an unspecified number of vehicles and an own vehicle.SOLUTION: The vehicle drive support device is configured to: store travelling information on an own vehicle (own vehicle travelling information) and calibration information obtained by calibrating the own vehicle travelling information by a detection device; perform an inter-vehicle communication of these pieces of information; for performing a drive support, select a support form of the drive support with consideration of the obtained calibration information relating to the own vehicle and the opponent vehicle; and perform the drive support in the selected drive form. Thus, even when the drive support is performed between the opponent vehicle selected from among the unspecified number of vehicles and the own vehicle, accuracy of the travelling information to be obtained from the own vehicle and the opponent vehicle can be determined on the basis of the calibration information, and thereby it becomes possible to appropriately perform the drive support.

Description

  The present invention relates to a driving support apparatus for a vehicle that performs driving support using traveling information of the host vehicle and traveling information acquired from a partner vehicle by inter-vehicle communication.

  In recent years, a technique has been proposed in which travel information of a vehicle traveling in the vicinity (peripheral vehicle) is acquired by wireless communication and various driving assistances are performed based on the obtained travel information. For example, a collision caused by an encounter by communicating information such as vehicle speed information detected using a vehicle speed sensor mounted on the vehicle, position information detected using a GPS receiver, and traveling direction with surrounding vehicles by wireless communication. Techniques for avoiding accidents have been proposed.

  In addition, there is also a technology (Patent Document 1) that attempts to reduce the amount of communication with surrounding vehicles, and a technology that determines the content of driving assistance at intersections in consideration of travel information of surrounding vehicles (Patent Document 2). Proposed. As described above, in the technology that performs driving support using the traveling information of the surrounding vehicles, it is assumed that the magnitude of the error included in the traveling information is within an allowable range.

JP2011-95929A JP 2012-22565 A

  However, since the surrounding vehicles happen to be just an unspecified number of vehicles around the host vehicle, it is necessary to determine whether or not the magnitude of the travel information error obtained from the surrounding vehicles is within an allowable range. Is difficult. For this reason, there has been a problem that it is difficult to perform appropriate driving support using travel information obtained from surrounding vehicles.

  The present invention has been made in view of the above-described problems, and it is an object of the present invention to provide a vehicle driving support device capable of performing appropriate driving support using traveling information obtained from an unspecified number of surrounding vehicles. And

In order to solve the above-described problems, the vehicle driving support device of the present invention acquires and stores travel information (own vehicle travel information) about the host vehicle, and uses a detection device installed on the road side. If the own vehicle running information can be calibrated, the calibration information obtained by calibration is also stored. In addition, as calibration information, it can be set as the calibration coefficient used in order to calibrate driving information, for example. In this case, more accurate traveling information can be obtained by calibrating the traveling information using the calibration coefficient. Alternatively, when the calibration coefficient is already obtained when the travel information is acquired, the acquired travel information may be calibrated and stored as the own vehicle travel information. In this case, a flag indicating that the travel information has been calibrated may be stored as calibration information. Furthermore, instead of such a flag, the time at which the calibration coefficient is obtained (calibration time) may be stored as calibration information.
In addition, when travel information (partner vehicle travel information) or calibration information is received from a partner vehicle that is a target for driving support, the information is also stored. And when performing driving assistance, after considering the calibration information about the own vehicle and the calibration information about the opponent vehicle, after selecting the driving assistance mode, the driving assistance is performed in the selected mode.

  If the calibration information about the host vehicle and the partner vehicle, including the presence or absence of calibration information, is known, even if the partner vehicle is a vehicle selected from an unspecified number of vehicles, the travel obtained from the host vehicle and the partner vehicle The accuracy of information can be determined. For this reason, it becomes possible to perform driving support appropriately based on the travel information.

  Moreover, in the vehicle driving assistance device of the present invention described above, the following may be performed. First, the support mode storage means stores a plurality of types of support modes having different accuracy requirements for the own vehicle travel information and the opponent vehicle travel information. Then, in the support mode selection means, when the calibration information is obtained for both the own vehicle and the opponent vehicle, a support mode with higher required accuracy is selected than when at least one of the calibration information is not obtained. You may make it do.

  If calibration information is obtained for both the host vehicle and the opponent vehicle, it is possible to obtain highly accurate driving information for both the host vehicle and the opponent vehicle. Can provide support. On the other hand, when only one of the calibration information is obtained, driving information with high accuracy can be obtained only with one of the vehicles. It is difficult. Therefore, when calibration information is obtained for any of them, driving assistance is performed in an appropriate assistance manner by selecting a assistance manner with higher required accuracy than when only at least one of the calibration information is obtained. It becomes possible.

  In the above-described calibration information generating means of the vehicle driving support device of the present invention, the calibration coefficient may be calculated by dividing the own vehicle traveling information by the detection information, and the obtained calibration coefficient may be used as the calibration information.

  By storing the calibration information generated in this way, it is possible to quickly obtain highly accurate traveling information simply by multiplying the traveling information by the calibration information.

  Moreover, in the vehicle driving assistance device of the present invention described above, the following may be performed. That is, the detection information receiving means not only receives the detection information from the detection device, but also receives detection device information that is information relating to the detection device. The detection device information can be an identification number for identifying the detection device. However, the detection device information can also be information relating to a method by which the detection device detects the detection information, and the accuracy with which the detection device detects the detection information. It can also be information on (detection accuracy). Then, the calibration information generating means may generate calibration information including the detection device information received from the detection device when generating the calibration information.

  In this way, when selecting the driving assistance mode, it is also possible to consider information regarding the detection device that has generated the calibration information, and thus it is possible to select a more appropriate assistance mode.

  Further, in the vehicle driving support device of the present invention that selects the support mode in consideration of the calibration information including the detection device information, the support mode may be selected as follows. In other words, when the calibration information is obtained for both the own vehicle and the opponent vehicle, the support mode selection unit determines whether or not the detection device information included in the respective calibration information matches. Then, in the case of coincidence, a support mode with higher required accuracy may be selected than in the case of non-coincidence.

  Not only the calibration information is obtained for both the own vehicle and the opponent vehicle, but if the detection device information included in the respective calibration information is identical, the self-vehicle and the counterpart vehicle are more autonomous than the case where the detection device information is not identical. It is possible to calibrate the travel information of the vehicle and the opponent vehicle with high accuracy. For this reason, when the detection device information included in the calibration information of the own vehicle and the opponent vehicle matches, driving in a more appropriate manner by selecting a support manner with higher required accuracy than when the detection device information does not match. Support can be provided.

  Further, in the vehicle driving support device of the present invention that selects the support mode in consideration of the detection device information described above, the support mode may be selected as follows. That is, in the support mode selection means, the calibration information is obtained for both the own vehicle and the opponent vehicle, but if the detection device information included in the respective calibration information does not match, the opponent vehicle calibration information storage means The calibration information of the third vehicle is retrieved from the stored calibration information. Here, the third vehicle is a vehicle in which the calibration information of the host vehicle and the detection device information match, and the calibration information of the counterpart vehicle also matches the detection device information. And when the calibration information of such a 3rd vehicle is found, you may make it select the assistance aspect with high request | requirement precision rather than the case where it is not found.

  If such calibration information of the third vehicle exists, even if the detection device information does not match between the calibration information of the own vehicle and the calibration information of the opponent vehicle, the calibration information of the third vehicle is used. The traveling information of the host vehicle and the opponent vehicle can be accurately calibrated. Therefore, when such third vehicle calibration information is found, driving assistance can be performed in an appropriate assistance manner by selecting a assistance manner with higher required accuracy than when it is not found. .

  Moreover, in the vehicle driving assistance device of the present invention that uses the calibration information of the third vehicle described above, the calibration information of the third vehicle may be used as follows. That is, the calibration information of the third vehicle whose detection device information matches the calibration information of the own vehicle, the calibration information of the third vehicle whose detection device information matches the calibration information of the opponent vehicle, and the calibration of the opponent vehicle It is good also as combining the calibration information of the own vehicle in which detection apparatus information corresponds with the calibration information of an other vehicle using the calibration information of the own vehicle in which detection apparatus information does not correspond with information.

  The reason why the calibration information of the own vehicle whose detection device information matches the calibration information of the opponent vehicle can be synthesized using these calibration information will be described later. However, if the calibration information of the own vehicle is synthesized in this way, Even when calibration information that matches the detection device information between the vehicle and the opponent vehicle is not stored, the matching calibration information can be synthesized, so that driving support can be performed in an appropriate support mode. .

It is explanatory drawing which shows the traffic system 1 containing the driving assistance device 100 for vehicles of a present Example. It is a block diagram which shows the structure of the driving assistance device for vehicles 100 of a present Example. It is a flowchart of the first half part of the background process of 1st Example performed with the driving assistance apparatus 100 for vehicles. It is a flowchart of the second half part of the background process of 1st Example. It is explanatory drawing which illustrated the various data memorize | stored in the own vehicle travel information storage part 112 and the own vehicle calibration coefficient memory | storage part 114 of 1st Example. It is explanatory drawing which illustrated the various data memorize | stored in the other vehicle travel information storage part 122 and the other vehicle calibration coefficient memory | storage part 124 of 1st Example. It is a flowchart of the roadside machine side process of 1st Example performed by the roadside machine. It is explanatory drawing which shows the structure of the roadside machine. It is explanatory drawing which illustrated the measurement information of 1st Example transmitted from the roadside machine. 4 is a flowchart of the first half of the driving support process of the first embodiment performed by the vehicle driving support device 100; It is a flowchart of the latter half part of the driving assistance process of 1st Example. FIG. 10 is an explanatory diagram illustrating a selection screen displayed on the operation panel 152 at the start of driving support. It is explanatory drawing which illustrated the assistance aspect of 1st Example set according to the assistance level. It is a flowchart of the first half part of the background process of the modification of 1st Example. It is a flowchart of the latter half part of the background process of the modification of 1st Example. It is explanatory drawing which illustrated the data of the driving information memorize | stored in the own vehicle driving information storage part 112 of the modification of 1st Example. It is explanatory drawing which illustrated the data of the driving information memorize | stored in the other vehicle driving information storage part 122 of the modification of 1st Example. It is a flowchart of the driving assistance process of the modification of 1st Example. It is a flowchart of the roadside machine side process of 2nd Example. It is explanatory drawing which illustrated the measurement information of 2nd Example. It is explanatory drawing which illustrated the various data memorize | stored in the own vehicle calibration coefficient memory | storage part 114 of 2nd Example. It is explanatory drawing which illustrated the various data memorize | stored in the other vehicle calibration coefficient memory | storage part 124 of 2nd Example. It is a flowchart of the latter half part of the driving assistance process of 2nd Example. It is explanatory drawing which illustrated the assistance aspect of 2nd Example. It is a flowchart of the part which synthesize | combines a calibration coefficient by the driving assistance process of the modification 1 of 2nd Example. It is explanatory drawing which showed the method of synthesize | combining a calibration coefficient by the driving assistance process of the modification 1 of 2nd Example.

Hereinafter, examples will be described in order to clarify the contents of the present invention described above.
A. Device configuration :
FIG. 1 shows an outline of a traffic system 1 in which the vehicle driving support device 100 of this embodiment is used. As shown in the figure, the transportation system 1 includes a host vehicle 10 and another vehicle 20 that travel on a road, a roadside machine 30 installed on the road side (on the road or on the side of the road), and the like. The own vehicle 10 and the other vehicle 20 are equipped with the vehicle driving support device 100 of the present embodiment. The vehicle driving support apparatus 100 is configured by a microcomputer or the like in which a CPU, a ROM, a RAM, a timer, and the like are connected so that data can be read and written by a bus. Various programs and data necessary for executing the programs are stored in the ROM in advance, and various processes are performed by the CPU reading the programs and data and executing the programs using the RAM.

  Further, as will be described later, the vehicle driving support device 100 has a communication function, and transmits traveling information such as vehicle speed detected by using various sensors mounted on the host vehicle 10 to the outside. The travel information transmitted from the vehicle 20 can be received. Further, when a GPS signal can be received from the GPS satellite 40, the position information may be detected as traveling information and transmitted to the outside.

  The roadside machine 30 monitors the measurement area 30a on the road. When a vehicle enters the measurement area 30a, the roadside machine 30 measures travel information such as the vehicle speed of the vehicle and transmits the obtained travel information to the outside. be able to. In addition, it may be said that the error characteristics (that is, the accuracy) of the travel information obtained from the same roadside machine 30 for each vehicle are the same. Therefore, when the vehicles share the driving information with each other, it is possible to guarantee a certain degree of accuracy, unlike the case where the driving information obtained by the vehicle-mounted sensor 12 of each vehicle having a unique error characteristic is used. Therefore, in this specification, the traveling information obtained by the roadside machine 30 is referred to as “measurement information” and is distinguished from the traveling information obtained by the in-vehicle sensor 12. In this embodiment, the roadside machine 30 corresponds to the “detection device” in the present invention. In the present embodiment, the measurement information transmitted from the roadside device 30 corresponds to “detection information” in the present invention.

  FIG. 2 shows a rough configuration of the vehicle driving support apparatus 100. As shown in the figure, the vehicle driving support device 100 of this embodiment includes a host vehicle information module 110, an other vehicle information module 120, a driving support module 130, a communication module 140, an input / output module 150, and the like. Yes. The “module” is an abstract concept in which the vehicle driving support apparatus 100 is divided for convenience, focusing on functions. The module entity is a part of a program, a group of a plurality of programs, or a vehicle. The hardware mounted on the driving support apparatus 100 can be used.

  The own vehicle information module 110 is a module that acquires and stores various types of information detected by the own vehicle 10. Various types of in-vehicle sensors 12 are mounted on the host vehicle 10, and the host vehicle information module 110 stores the travel information detected by the on-board sensors 12 in the host vehicle travel information storage unit 112 as host vehicle travel information. . The in-vehicle sensor 12 includes a vehicle speed sensor that detects a vehicle speed, a position sensor that receives GPS signals to detect position information, a steering angle sensor that detects a steering angle, a distance sensor that detects a travel distance, a tire sensor, An air pressure sensor that detects air pressure can be used. The travel information is stored together with the time (detection time) detected by the time detection unit 102.

  Further, as will be described later, the vehicle driving support device 100 receives the traveling information (measurement information) of the own vehicle measured by the roadside device 30 and receives various traveling information (own vehicle traveling) detected by the in-vehicle sensor 12. Information) can be calibrated. Correspondingly, the vehicle information module 110 of the vehicle driving support device 100 calculates a calibration coefficient (vehicle calibration coefficient) based on the measurement information received from the roadside device 30 and the vehicle travel information. The obtained calibration coefficient is stored together with the current time (calibration time). The calibration coefficient and the calibration time are stored in the own vehicle calibration coefficient storage unit 114.

  The communication module 140 includes a transmission unit 142 and a reception unit 144. The transmission unit 142 transmits the own vehicle travel information and calibration coefficient detected by the own vehicle 10, and the reception unit 144 receives the travel information and calibration coefficient transmitted from the other vehicle 20. In addition, the measurement information transmitted from the roadside device 30 is also received by the receiving unit 144.

  The other vehicle travel information storage unit 122 provided in the other vehicle information module 120 stores data such as travel information (other vehicle travel information) received by the communication module 140 from the other vehicle 20. Further, the other vehicle calibration coefficient storage unit 124 of the other vehicle information module 120 stores data such as a calibration coefficient (other vehicle calibration coefficient) received from the other vehicle 20.

  The driving support module 130 includes a driving support unit 132 that performs driving support and a support level determination unit 134 that determines a driving support level prior to the start of driving support. The driving support module 130 is connected to an input / output module 150 that controls a user interface with the driver of the host vehicle 10. The input / output module 150 is provided with an operation panel 152 to be described later, various operation buttons (not shown), and the like. When an instruction to start driving assistance by the driver is input to the driving assistance module 130 via the input / output module 150, the assistance level determination unit 134 performs various types of the vehicle information module 110 and the other vehicle information module 120 as described later. The support level is determined based on the information. Thereafter, the driving support unit 132 starts driving support at the determined support level.

  The host vehicle travel information of the present embodiment corresponds to the “host vehicle travel information” in the present invention, and the host vehicle travel information storage unit 112 of the present embodiment corresponds to the “host vehicle travel information storage unit” in the present invention. To do. Further, when the other vehicle is selected from other vehicles at the time of driving support, the other vehicle traveling information of the selected other vehicle corresponds to the “other vehicle traveling information” in the present invention, and therefore the other vehicle traveling information. The memory | storage part 122 respond | corresponds to the "partner vehicle travel information storage means" in this invention. Further, the calibration coefficient (the own vehicle calibration coefficient and the other vehicle calibration coefficient) of the present embodiment corresponds to the “calibration information” in the present invention, and the own vehicle information module 110 that generates the calibration coefficient includes the “calibration information” in the present invention. Corresponds to “generating means”. In addition, the own vehicle calibration coefficient storage unit 114 of this embodiment corresponds to the “own vehicle calibration information storage unit” in the present invention, and the other vehicle calibration coefficient storage unit 124 corresponds to the “other vehicle calibration information storage unit” in the present invention. To do. Further, the transmission unit 142 of the communication module 140 corresponds to “transmission unit” in the present invention, and the reception unit 144 of the communication module 140 corresponds to “reception unit” and “detection information reception unit” in the present invention. The support level determination unit 134 according to the present embodiment corresponds to the “support mode storage unit” and the “support mode selection unit” according to the present invention. Corresponds to “means”.

B. First Example:
B-1. Background processing:
FIGS. 3 and 4 show a flowchart of background processing executed by the vehicle driving support device 100 as a premise of driving support of the first embodiment. When the background process of the first embodiment is started, first, it is determined whether or not a timer (not shown) built in the vehicle driving support apparatus 100 has finished counting up for one cycle (S100). In this embodiment, the count cycle of the timer is set to 100 msec, and every time 100 msec elapses, the timer finishes counting up for one cycle.

As a result, if it is determined that the count-up for one cycle has been completed (S100: yes), travel information (for example, vehicle speed, steering angle, etc.) of the host vehicle 10 is acquired from the various in-vehicle sensors 12 (S102). Then, the travel information obtained and the current time (detection time) detected by the time detection unit 102 (see FIG. 2) are stored in the host vehicle travel information storage unit 112 (S104).
Thereafter, the vehicle ID of the host vehicle 10, the host vehicle travel information, and the detection time are broadcast from the communication module 140 (S106). Here, “broadcast transmission” refers to transmitting information to an unspecified number of people without specifying a destination. The “vehicle ID” is an identification code assigned to each vehicle. The vehicle ID does not necessarily have to be given to the vehicle as long as it is data that can identify each vehicle. For example, since the MAC address for identifying the communication module is always given to the communication module 140 of the vehicle driving support apparatus 100, this MAC address can also be used as the vehicle ID.

FIG. 5A conceptually shows a state in which the host vehicle travel information is stored in the host vehicle travel information storage unit 112. In the illustrated example, dataV representing vehicle speed, dataG representing position information, and dataD representing a steering angle are stored as the host vehicle traveling information. The vehicle speed is detected by a vehicle speed sensor (not shown) mounted as the in-vehicle sensor 12. The position information is detected by a GPS signal receiving device (not shown) mounted as the in-vehicle sensor 12 receiving the GPS signal. The steering angle is detected by a steering angle sensor (not shown) mounted as the in-vehicle sensor 12. Of course, travel information other than these may be stored.
The detection time is stored in a data format of month (m) / day (d) / hour (h) / minute (m) / second (s) /0.1 second (ss).

As described above, in this embodiment, the count-up for one cycle is completed every 100 msec, so the travel information is acquired from the in-vehicle sensor 12 every 100 msec, and the detection time and the travel information are stored in the own vehicle travel information storage unit 112. It will be added. However, since the storage capacity of the host vehicle travel information storage unit 112 is limited, the old travel information that has passed a certain time from the detection time may be deleted to save the storage capacity.
On the other hand, when it is determined that the count-up for one cycle has not been completed by the timer (S100: no), the above-described series of processing (S100 to S106) is not performed.

  Subsequently, it is determined whether or not measurement information from the roadside device 30 has been received (S108). As will be described in detail later, when the vehicle enters the measurement area 30a, the roadside unit 30 measures driving information (for example, vehicle speed) of the vehicle and further recognizes the vehicle number by photographing the number plate of the vehicle. Then, the measurement information is broadcasted together with the vehicle number. In S108 of FIG. 3, it is determined whether or not the measurement information transmitted from the roadside device 30 is received in this way.

  As a result, when the measurement information from the roadside machine 30 is received (S108: yes), it is determined whether the measurement information is the measurement information about the host vehicle 10 (S110). As described above, since the roadside machine 30 broadcasts the vehicle number together with the measurement information, the roadside machine 30 can determine whether the measurement information is for the host vehicle 10 based on the simultaneously received vehicle number. it can.

  And when it is judged as the measurement information about the own vehicle 10 (S110: yes), the calibration coefficient is calculated by referring to the own vehicle running information stored in the own vehicle running information storage unit 112 (S112). . That is, the same type of own vehicle travel information acquired immediately before receiving the measurement information (if the measurement information is a vehicle speed, travel information indicating the vehicle speed) is read and the measurement information is divided by the own vehicle travel information. A calibration coefficient for calibrating the vehicle travel information to the measurement information is calculated. In this way, just by multiplying the own vehicle travel information acquired from the in-vehicle sensor 12 by the calibration coefficient, the travel information by the in-vehicle sensor 12 can be calibrated to high-precision data in the same manner as the measurement information by the roadside device 30. . When a plurality of types of measurement information are received, a plurality of types of calibration coefficients are calculated.

Here, it is assumed that the own vehicle travel information corresponding to the measurement information is the own vehicle travel information acquired immediately before receiving the measurement information. The time from when the roadside machine 30 measures the travel information of the passing vehicle to when the measurement information is transmitted is sufficiently short, and usually the travel information does not change significantly during that time. There is no practical problem.
However, the time when the roadside device 30 measured the measurement information (measurement time) is broadcasted together with the measurement information, and when the measurement information is received from the roadside device 30, the detection time is detected at the measurement time received together with the measurement information. The vehicle traveling information that is closest may be read out. In this way, since the calibration coefficient can be calculated using the own vehicle traveling information detected almost simultaneously with the measurement information, a more accurate calibration coefficient can be obtained.

  When the calibration coefficient is calculated as described above (S112), the calibration coefficient and the calibration time are stored in the vehicle calibration coefficient storage unit 114 (S114). Here, the “calibration time” is the time when calibration is performed. In the present embodiment, calibration is performed using the measurement information measured by the roadside machine 30 and the own vehicle travel information immediately before the measurement information is obtained. Therefore, precisely, the detection time of the own vehicle travel information (or the roadside) The time at which the machine 30 measures the measurement information) is the calibration time. However, since the calibration time does not require a time resolution as high as the time when the own vehicle traveling information is detected or the measurement information is measured, a time resolution up to “second (s)” is sufficient. Therefore, simply, the time when the measurement information from the roadside machine 30 is received or the time when the calibration coefficient is calculated using the measurement information may be used as the calibration time. In the first embodiment, the time when the calibration coefficient is calculated is stored as the calibration time.

  FIG. 5B illustrates the calibration coefficient and the calibration time stored in the own vehicle calibration coefficient storage unit 114. As described above, the detection time is stored in units of 0.1 second (ss) (see FIG. 5A), but the calibration time is month (m) / day (d) / hour (h) / It is stored in the data format of minute (m) / second (s), and data in units of 0.1 second (ss) is not stored. The calibration coefficient kV is a calibration coefficient for the travel information dataV. When a calibration coefficient for other travel information (for example, dataG) is obtained, it is stored as a calibration coefficient (for example, calibration coefficient kG) for the measurement information.

  In addition, in order to save the storage capacity of the own vehicle calibration coefficient storage unit 114, an old calibration coefficient after a fixed time may be deleted from the calibration time. Alternatively, when there are a plurality of calibration coefficients for the same travel information (in the example shown in FIG. 5B, calibration coefficients kV for the travel information dataV), the calibration coefficient with the old calibration time may be deleted. .

  Subsequently, the calculated calibration coefficient and calibration time are broadcasted together with the vehicle ID of the host vehicle 10 (S116).

  The process when the measurement information received from the roadside machine 30 is determined to be the measurement information about the host vehicle 10 (S108: yes) has been described. On the other hand, when it is determined that the measurement information is not about the host vehicle 10 (S108: no), a series of processing (S112 to S116) from calculation of the calibration coefficient to broadcast transmission is omitted.

  Subsequently, it is determined whether or not data such as travel information from another vehicle 20 has been received (S118 in FIG. 4). That is, when the traveling information is acquired in the own vehicle 10 as described above, it is broadcasted together with the vehicle ID of the own vehicle and the detection time (see S106 in FIG. 3), but the traveling information and vehicle ID, Data of detection time is broadcast. Therefore, it is determined whether or not these data have been received.

As a result, when it is determined that data such as travel information from the other vehicle 20 has been received (S118: yes), the travel information and detection time of the other vehicle 20 are stored in the other vehicle travel information storage unit 122 for each vehicle ID. (S120).
FIG. 6A illustrates the detection time and travel information stored in the other vehicle travel information storage unit 122. In addition, in order to save the storage capacity of the other vehicle travel information storage unit 122, old travel information that has passed a certain time from the detection time may be deleted. Alternatively, when a plurality of pieces of travel information are stored for the same vehicle ID, the travel information with the old detection time may be deleted.
On the other hand, when it is determined that the travel information of the other vehicle 20 is not received (S118: no), the process of storing the travel information of the other vehicle 20 (S120) is omitted.

  Next, it is determined whether data such as a calibration coefficient of the other vehicle 20 has been received (S122). That is, when the calibration coefficient is calculated in the own vehicle 10 as described above, it is broadcasted together with the vehicle ID and the calibration time of the own vehicle (see S116 in FIG. 3). The calibration time data is broadcast. Therefore, it is determined whether or not these data have been received.

As a result, if it is determined that data such as the calibration coefficient of the other vehicle 20 has been received (S122: yes), the calibration coefficient and the calibration time of the other vehicle 20 are stored in the other vehicle calibration coefficient storage unit 124 for each vehicle ID ( S124).
FIG. 6B illustrates the calibration time and calibration coefficient stored in the other vehicle calibration coefficient storage unit 124. In order to save the storage capacity of the other vehicle calibration coefficient storage unit 124, an old calibration coefficient that has passed a fixed time from the calibration time may be deleted. Alternatively, when there are a plurality of calibration coefficients for the same travel information for one vehicle ID, the calibration coefficient with the old calibration time may be deleted.
On the other hand, when it is determined that the calibration coefficient of the other vehicle 20 has not been received (S122: no), the process of storing the calibration coefficient of the other vehicle 20 (S124) is omitted.

Subsequently, it is determined whether or not a calibration coefficient transmission request is received for the host vehicle 10 (S126). Here, the “calibration coefficient transmission request” is a command for requesting transmission of a calibration coefficient to a partner vehicle for driving assistance when driving assistance is started. How the calibration coefficient transmission request is transmitted will be described in detail later.
As a result, when the calibration coefficient transmission request addressed to the host vehicle 10 has been received (S126: yes), the vehicle ID of the host vehicle 10 is determined at the calibration coefficient and the calibration time stored in the host vehicle calibration coefficient storage unit 114. And broadcast transmission (S128).
On the other hand, when the calibration coefficient transmission request addressed to the host vehicle 10 has not been received (S126: no), the process of broadcasting data such as the calibration coefficient (S128) is omitted.

If the above processes are implemented, it will be judged whether the driving | operation of the own vehicle 10 is complete | finished (S130). The end of driving is determined based on the engine start switch of the host vehicle 10. If the engine start switch remains on, it is determined that the operation is not finished (S130: no), and the process returns to the first process of the background process (S100 in FIG. 3), and the timer is set for one cycle. After determining whether or not the count-up is completed, the series of processes described above are continued.
On the other hand, when the engine start switch is turned off, it is determined that the operation is finished (S130: yes), and the background process described above is finished.

B-2. Roadside machine processing:
As described above, in the vehicle driving assistance device 100, the background processing described above is performed as a premise for driving assistance in the first embodiment. On the other hand, in the roadside machine 30, the roadside machine side process demonstrated below is performed.
FIG. 7 shows a flowchart of roadside machine side processing performed by the roadside machine 30 as a premise of driving support of the first embodiment. FIG. 8 is a block diagram showing the configuration of the roadside machine 30. As shown in the figure, the roadside unit 30 is equipped with a detection module 32, a measurement imaging module 34, a communication module 36, and the like. These modules can be realized by hardware such as CPU, ROM, RAM, or software constituting the roadside device 30.

  When the roadside machine side processing of the first embodiment is started, a passing vehicle is detected by irradiating an electromagnetic wave such as near infrared or microwave toward the measurement area 30a (see FIG. 1) and detecting a reflected wave. Whether or not (S150). The electromagnetic wave is irradiated from the radiation part provided in the detection module 32 of the roadside machine 30, and the reflected wave is detected by the detection part of the detection module 32 (see FIG. 8). If a passing vehicle is not detected (S150: no), the same determination is repeated until the passing vehicle is detected.

As a result, when the passing vehicle is detected (S150: yes), the travel information about the passing vehicle is measured, and the vehicle number described on the number plate of the passing vehicle is recognized (S152). As shown in FIG. 8, a measurement imaging module 34 is mounted on the roadside machine 30, and a measurement unit in the measurement imaging module 34 measures travel information of passing vehicles. In addition, although various driving | running | working information can be measured as driving | running | working information of a passing vehicle, a vehicle speed shall be measured in a present Example. The vehicle speed can be detected with sufficient accuracy by an optical or acoustic technique.
In addition, the imaging unit in the measurement imaging module 34 captures a license plate image of a passing vehicle with a camera (not shown) and analyzes the image to recognize the vehicle number displayed on the license plate.

Then, it is determined whether or not the measurement of the travel information and the recognition of the vehicle number are successful. If both are successful (S154: yes), the measured travel information (that is, the measurement information) and the vehicle number data are included. Then, the measurement time is added and broadcast transmission is performed (S156). FIG. 9 illustrates data broadcast from the roadside device 30. The data thus broadcast is received when the host vehicle 10 performs the background process described above (see S108 in FIG. 3). The position information where the roadside machine 30 is installed may be stored in the roadside machine 30, and this position information may be broadcasted as measurement information together with the vehicle speed or alone.
On the other hand, if either the measurement of the driving information or the recognition of the vehicle number has not succeeded (S154: no), the process returns to the head of the roadside processing without broadcasting the measurement information. Then, it is determined whether or not a passing vehicle is detected (S150).

B-3. Driving support processing:
The vehicle driving support device 100 of the host vehicle 10 performs driving support on the premise that the background processing described above is executed in each vehicle and the roadside processing described above is executed in the roadside machine 30. To do. Control for driving support is controlled by a driving support module 130 (see FIG. 2) in the vehicle driving support apparatus 100. When the support level determination unit 134 in the driving support module 130 determines the driving support level, the driving support unit 132 in the driving support module 130 starts driving support at the determined support level.

  FIG. 10 shows a flowchart of the driving support process of the first embodiment executed by the vehicle driving support apparatus 100. This process is started when the driver of the host vehicle 10 performs a predetermined operation (for example, pressing a start button not shown) on the vehicle driving support device 100.

  In the driving support process, first, the other vehicle travel information stored in the other vehicle travel information storage unit 122 is read and displayed on the operation panel 152 of the input / output module 150 (S170). As shown in FIG. 6A, the other vehicle travel information storage unit 122 stores, for each vehicle ID, travel information dataV representing vehicle speed, travel information dataG representing position information, and travel information dataD representing a steering angle. Other vehicle travel information is stored.

FIG. 12 illustrates a state in which the read other vehicle travel information is displayed on the operation panel 152. In the illustrated example, a plurality of other vehicles 20 existing around the host vehicle 10 displayed near the lower center of the screen of the operation panel 152 are displayed. The display position of each other vehicle 20 is determined based on the travel information dataG read from the other vehicle travel information storage unit 122. It is not necessary to display all the other vehicles 20 stored in the other vehicle travel information storage unit 122 on the operation panel 152, and only the other vehicles 20 within the display range of the operation panel 152 may be displayed.
The operation panel 152 is a so-called touch panel screen. For this reason, the driver of the host vehicle 10 selects the other vehicle 20 (that is, the partner vehicle) that is the target of driving assistance by pressing the position where the other vehicle 20 is displayed on the screen of the operation panel 152 with a finger. be able to.

  When the other vehicle travel information is displayed on the operation panel 152 (S170), the support level determination unit 134 of the driving support module 130 determines whether the opponent vehicle has been selected (S172). If the opponent vehicle has not yet been selected (S172: no), the process returns to S170 and the other vehicle travel information is displayed again. As a result, when a new other vehicle 20 enters the display range of the operation panel 152 or when the other vehicle 20 leaves the display range, the contents are reflected on the display of the operation panel 152. The

If the opponent vehicle is selected while repeating such processing (S170 and S172) (S172: yes), the vehicle ID of the selected opponent vehicle is read from the other vehicle travel information storage unit 122 (S174).
Then, the vehicle ID (hereinafter, the partner vehicle ID) is designated, and a calibration coefficient transmission request is broadcasted (S176). As described above, the calibration coefficient transmission request is a command that requests the partner vehicle for driving support to transmit the calibration coefficient. As described above with reference to FIGS. 3 and 4, the other vehicle 20 that has received the calibration coefficient transmission request is addressed to the host vehicle 10 based on the vehicle ID transmitted together with the calibration coefficient transmission request. Whether or not (see S126 of FIG. 4). If it is determined that the request is addressed to the host vehicle 10, the calibration coefficient and the calibration time are read from the host vehicle calibration coefficient storage unit 114 of the host vehicle 10 and broadcasted together with the vehicle ID of the host vehicle 10 (see FIG. 4 S128).

Corresponding to the above processing being performed in the partner vehicle that has received the calibration coefficient transmission request, when the calibration coefficient transmission request is broadcast to the partner vehicle in the driving support process of FIG. It will be in a standby state until time passes (S178). If it is determined that the predetermined time has elapsed (S178: yes), it is determined whether data such as a calibration coefficient has been received from the opponent vehicle (S180).
As a result, if it has been received (S180: yes), the received data (that is, calibration coefficient and calibration time) is stored in the other vehicle calibration coefficient storage unit 124 in association with the partner vehicle ID (S182).
On the other hand, when the data such as the calibration coefficient has not been received from the partner vehicle (S180: no), the process of storing the received data in the other vehicle calibration coefficient storage unit 124 is omitted.

  As described above with reference to FIG. 3, in the background process, when the measurement information about the host vehicle 10 is received from the roadside machine 30 and the calibration coefficient is calculated, the calibration coefficient and the calibration time are broadcasted. (See S108 to S116 in FIG. 3). Therefore, at the time when the calibration coefficient transmission request is broadcast to the partner vehicle in the driving support process of FIG. 10, the calibration coefficient and calibration time data of the partner vehicle are already stored in the other vehicle calibration coefficient storage unit 124. There is a possibility. However, even in this case, when the partner vehicle broadcasts data such as a calibration coefficient, the host vehicle 10 may happen to be in a situation where it is difficult to receive radio waves because it is hidden behind an obstacle. Therefore, the latest calibration coefficient and calibration time can always be obtained by transmitting a calibration coefficient transmission request when selected as a partner vehicle for driving assistance. Then, when the calibration coefficient and the calibration time of the partner vehicle have already been stored in the other vehicle calibration coefficient storage unit 124 when the calibration coefficient is received from the partner vehicle in response to the calibration coefficient transmission request, it is newly received. The calibration coefficient and the calibration time that have been set may be overwritten.

  Subsequently, the assistance level determination unit 134 of the driving assistance module 130 determines whether or not the calibration coefficient (and calibration time) of the partner vehicle ID is stored in the other vehicle calibration coefficient storage unit 124 (S184 in FIG. 11). . As a result, when the calibration coefficient of the opponent vehicle ID is stored (S184: yes), it is determined whether or not the calibration coefficient (and calibration time) of the host vehicle 10 is stored in the host vehicle calibration coefficient storage unit 114. (S186).

And when the calibration coefficient (and calibration time) of the own vehicle 10 is memorize | stored (S186: yes), since the calibration coefficient of the other vehicle and the calibration coefficient of the own vehicle 10 are both memorize | stored, This time, it is determined based on the calibration time stored together with the calibration coefficient whether these calibration coefficients are all valid (S188). In other words, it is conceivable that the calibration coefficient for which a long time has elapsed since the calculation has a reduced accuracy of calibration. Therefore, if the calibration time of the calibration coefficient is older than the current time by a certain time or more, it is determined that the calibration coefficient has expired.
In S188, the calibration time of the calibration coefficient of the counterpart vehicle and the calibration time of the calibration coefficient of the host vehicle 10 are confirmed, and if any calibration time is not older than a certain time from the current time, it is determined that any calibration coefficient is valid. (S188: yes). In this case, the driving support level is set to support level 3 (S190). On the other hand, if at least one of the calibration time of the calibration coefficient of the opponent vehicle or the calibration coefficient of the own vehicle 10 is older than the current time by a certain time or more (S188: no), the driving support level is supported. Level 2 is set (S194).

Here, the assistance level of driving assistance will be described. For the convenience of explanation, it is assumed below that the content of the driving support is “following with a certain distance from the other vehicle ahead”.
FIG. 13 shows support modes at each support level with respect to the content of such driving support. For example, at the support level 1, driving support is performed in such a manner that a display indicating whether the distance between the vehicle ahead and the other partner vehicle is widening or clogging is displayed on the screen of the operation panel 152. In the case of driving support in such a manner, the driver can correct the display even if there is an error in display, so that the traveling information of the host vehicle 10 and the partner vehicle does not require so high accuracy.

  Further, at the support level 2, in addition to displaying the distance between the vehicles on the screen of the operation panel 152, when the distance between the vehicles is widening, a notification sound that prompts the driver to accelerate is output, and conversely, the distance between the vehicles is being blocked. In some cases, driving assistance is performed in such a manner that a notification sound for prompting deceleration is output. The driving support in such a manner prompts the driver to accelerate or decelerate, so the traveling information of the host vehicle 10 and the partner vehicle requires a certain degree of accuracy.

  Further, at the support level 3, in addition to the display of the distance between vehicles on the screen of the operation panel 152 and the output of the notification sound, the accelerator pedal and the brake pedal are automatically controlled. In this case, since the accelerator pedal and the brake pedal are operated, high accuracy is required for the traveling information of the host vehicle 10 and the opponent vehicle. In the present embodiment, these support levels 1 to 3 correspond to the “support mode” in the present invention.

  In the driving support process described above, when a valid calibration coefficient is stored for both the host vehicle 10 and the partner vehicle (S188: yes), highly accurate travel information is obtained for both the host vehicle 10 and the partner vehicle. It is considered to be obtained. In this case, the driving support mode is set to support level 3 (S190). On the other hand, when the calibration coefficient of at least one of the own vehicle 10 or the opponent vehicle is not effective (S188: no), the support level is set to the support level 2 that is a support mode with a lower required accuracy than the support level 3 (S194). ).

Further, the driving support level is set to the support level 2 even when the calibration coefficient of the opponent vehicle is stored (S184: yes) but the calibration coefficient of the host vehicle 10 is not stored (S186: no) ( S194). Alternatively, the driving support level is set to the support level 2 even when the calibration coefficient of the opponent vehicle is not stored (S184: no), but the calibration coefficient of the host vehicle 10 is stored (S186: yes) ( S194).
On the other hand, when the calibration coefficient of the partner vehicle is not stored (S184: no) and the calibration coefficient of the host vehicle 10 is not stored (S186: no), either the host vehicle 10 or the partner vehicle is not registered. However, since driving information with sufficient accuracy cannot be obtained, it is set to support level 1 which is the support mode with the lowest required accuracy for driving information (S196).

  As described above, when any one of the support modes of the support levels 1 to 3 is set (S184 to S196), the driving support unit 132 of the driving support module 130 now displays the traveling information of the host vehicle 10 and the opponent vehicle, respectively. After calibrating using the calibration coefficient, driving support is started at the set support level (S198). That is, when the calibration coefficient for the host vehicle 10 is obtained, the travel information of the host vehicle 10 is calibrated using the calibration coefficient. As described above, since the calibration coefficient is calculated by dividing the measurement information obtained from the roadside machine 30 by the travel information, the travel information can be calibrated by multiplying the calibration coefficient. If the calibration coefficient for the host vehicle 10 is not obtained, the travel information of the host vehicle 10 is used as it is. Similarly, when the calibration coefficient for the opponent vehicle is obtained, the travel information of the opponent vehicle is calibrated by the calibration coefficient. When the calibration coefficient of the opponent vehicle is not obtained, the opponent vehicle The driving information is used as it is. Then, driving support at the set support level is started using the travel information of the host vehicle 10 and the partner vehicle obtained in this way.

  As described above, in the driving support process of the first embodiment, driving support is performed using the traveling information of the host vehicle 10 and the traveling information obtained from the opponent vehicle. At this time, if the calibration coefficient for the travel information is obtained in either the host vehicle 10 or the partner vehicle, the drive support mode is set to the support mode that requires higher accuracy for the travel information (described above). In the example, the support level is 2). Further, when calibration coefficients are obtained for both the own vehicle 10 and the counterpart vehicle, and these calibration coefficients are effective calibration coefficients, a support mode that requires even higher accuracy (the example described above). Let us assume support level 3). On the other hand, when the calibration coefficient is not obtained for any of the own vehicle 10 and the opponent vehicle, the driving information is not required to be more accurate than when either calibration coefficient is obtained. A mode (support level 1 in the above example) is assumed. As a result, it is possible to provide driving assistance in an appropriate manner to the other vehicle that happened to be around the host vehicle 10.

B-4. Modification of the first embodiment:
In the first embodiment described above, the traveling information and the calibration coefficient are stored separately. That is, the travel information stored in the host vehicle travel information storage unit 112 or the other vehicle travel information storage unit 122 is always uncalibrated data, and therefore, when using the travel information, the host vehicle calibration coefficient memory is stored. When the calibration coefficient is stored with reference to the unit 114 or the other vehicle calibration coefficient storage unit 124, the driving information is calibrated and used with the calibration coefficient.
However, when the calibration coefficient is obtained when the travel information is acquired, the travel information calibrated using the calibration coefficient is stored in the own vehicle travel information storage unit 112 or the other vehicle travel information storage unit 122. Also good. Below, the modification of such 1st Example is demonstrated. In the description of the modification, the description will focus on differences from the first embodiment, and the same points as in the first embodiment will be denoted by the same reference numerals and the description thereof will be omitted.

  14 and 15 show flowcharts of background processing executed by the vehicle driving support apparatus 100 in a modification of the first embodiment. In the background process of this modified example, in contrast to the background process of the first embodiment described above, the travel information is not broadcasted as it is, but is calibrated using a calibration coefficient and then broadcasted. The coefficient is different from the point that broadcast transmission is not performed.

  Also in the background processing of the modified example of the first embodiment, when the processing is started, first, it is determined whether or not the timer has finished counting up for one cycle (S200). And if the count-up for one period is complete | finished (S200: yes), the driving information (own vehicle driving information) of the own vehicle 10 will be acquired from the vehicle-mounted sensor 12 (S202), and the obtained own vehicle driving | running | working will be obtained. The information and the detection time are temporarily stored in the host vehicle travel information storage unit 112 (S204).

  Subsequently, it is determined whether or not an effective calibration coefficient is stored in the host vehicle calibration coefficient storage unit 114 of the host vehicle 10 (S206). As described above with reference to FIG. 5B, the calibration coefficient and the calibration time are stored in the own vehicle calibration coefficient storage unit 114. Therefore, the calibration time is compared with the current time, and if the calibration time is not older than a certain time from the current time, it can be determined that the calibration coefficient is valid. If a valid calibration coefficient is stored, the corresponding host vehicle travel information is calibrated using the calibration coefficient (S208), and the host vehicle travel information stored in the host vehicle travel information storage unit 112 is Overwriting with the calibrated own vehicle traveling information and setting the calibrated flag to ON (S210).

  FIG. 16 illustrates a state in which the host vehicle travel information is stored in the host vehicle calibration coefficient storage unit 114 according to a modification of the first embodiment. In the figure, “dataV” represents traveling information representing vehicle speed, “dataG” represents traveling information representing position information, and “dataV” represents traveling information representing a steering angle. In addition, (+) displayed following the travel information indicates that the calibrated flag is set to ON for the travel information, and (−) displayed following the travel information is calibrated. This indicates that the flag is set to OFF. Therefore, the travel information with (+) displayed behind is calibrated travel information, and the travel information with (−) displayed behind is uncalibrated travel information.

  On the other hand, if a valid calibration coefficient is not stored (S206: no), that is, if the calibration coefficient is not stored, or the calibration coefficient is stored but the calibration time is older than a certain time, the own vehicle The process of calibrating the travel information and setting the calibrated flag to ON (S208) is not performed.

  Thereafter, the vehicle ID of the vehicle is added to the own vehicle traveling information (calibrated own vehicle traveling information if calibrated) and the calibrated flag, and broadcast transmission is performed (S210). As described above, in the modified example of the first embodiment, the calibrated own vehicle traveling information is broadcasted for the own vehicle traveling information for which an effective calibration coefficient is obtained, and it is necessary to separately broadcast the calibration coefficient. There is no. For this reason, it is possible to suppress an increase in communication traffic compared to the first embodiment.

Subsequently, it is determined whether or not measurement information from the roadside machine 30 has been received (S212 in FIG. 15), and if received (S212: yes), measurement information about the host vehicle 10 (that is, the host vehicle 10). It is determined whether or not the measurement information is transmitted to the destination (S214). As a result, when the measurement information is about the own vehicle 10 (S214: yes), the calibration coefficient is calculated in the same manner as in the first embodiment (S216), and then the calibration coefficient and the calibration time are calculated. It memorize | stores in the coefficient memory | storage part 114 (S218).
On the other hand, when the measurement information from the roadside machine 30 is not received (S212: no), or when the received measurement information is not about the host vehicle 10 (S214: no), the calibration coefficient is set. The process (S216, S218) for calculating and storing together with the calibration time is omitted.

Thereafter, it is determined whether or not data (vehicle ID, travel information, detection time, calibrated flag) such as travel information transmitted from the other vehicle 20 has been received (S220). As a result, if these data are received (S220: yes), data such as travel information of the other vehicle 20 is stored in the other vehicle travel information storage unit 122 for each vehicle ID (S222).
FIG. 17 illustrates a state in which data such as travel information of the other vehicle 20 is stored in the other vehicle travel information storage unit 122 of the modified example of the first embodiment. Note that (+) or (-) displayed following the travel information represents the setting of the calibrated flag.
On the other hand, when the travel information of the other vehicle 20 is not received (S220: no), the process (S222) of storing the travel information of the other vehicle 20 is omitted.

  When the above processing is performed, it is determined whether or not the driving of the host vehicle 10 is finished (S224). If the driving is not finished (S224: no), the process returns to the top of the background processing of the above-described modified example. After determining whether or not the timer has finished counting up for one cycle (S200), the following series of processing is continued. On the other hand, when it is determined that the operation is finished (S224: yes), the background process described above is finished.

As described above, the calibration coefficient is not broadcasted in the background process according to the modification of the first embodiment. Instead, the calibrated flag is broadcasted together with the own vehicle travel information. Therefore, the driving support process of the modified example of the first embodiment is as follows.
In the modification of the first embodiment, the calibrated flag corresponds to “calibration information” in the present invention. Further, in the modified example of the first embodiment, the part that stores the calibrated flag in the own vehicle travel information storage unit 112 corresponds to the “own vehicle calibration information storage means” in the present invention, and the other vehicle travel information storage. The part of the unit 122 that stores the calibrated flag corresponds to the “partner vehicle calibration information storage unit” in the present invention.

  FIG. 18 shows a flowchart of a driving support process according to a modification of the first embodiment. Also in the modified example of the first embodiment, first, other vehicle travel information stored in the other vehicle travel information storage unit 122 is stored in the operation panel 152 as in the driving support process of the first embodiment described above. It is displayed (S250). When the partner vehicle is selected (S252: yes), the vehicle ID (partner vehicle ID) of the selected partner vehicle is read (S254).

  Subsequently, it is determined whether or not the other vehicle traveling information stored in the other vehicle traveling information storage unit 122 in association with the partner vehicle ID has been calibrated (S256). As illustrated in FIG. 17, in the modified example of the first embodiment, the other vehicle travel information of the other vehicle travel information storage unit 122 is stored together with the calibrated flag. Therefore, based on the setting of the calibrated flag, it can be determined whether or not the other vehicle traveling information has been calibrated.

  As a result, when the other vehicle travel information (travel information of the partner vehicle) has been calibrated (S256: yes), it is determined whether or not the travel information (host vehicle travel information) of the host vehicle 10 has been calibrated. (S258). As illustrated in FIG. 16, in the modified example of the first embodiment, the calibrated flag is also set for the own vehicle traveling information. Therefore, the own vehicle traveling information has been calibrated based on the setting of the calibrated flag. It can be determined whether or not there is.

  As a result, when it is determined that the host vehicle travel information has already been calibrated (S258: yes), this time, both the calibration of the travel information of the opponent vehicle and the calibration of the travel information of the host vehicle 10 are both valid. It is determined whether or not (S260). In the modified example, whether the calibration is valid is determined based on the detection time of the travel information. That is, as described above with reference to FIG. 14, in the background processing of the modified example of the first embodiment, the calibration coefficient obtained within a predetermined time when the host vehicle traveling information is detected is stored. If so, the vehicle running information is calibrated assuming that the calibration coefficient is valid. Therefore, when the travel information of the opponent vehicle read in the driving support process or the detection time of the own vehicle travel information is old, the calibration coefficient used for the calibration of the travel information is likely to have expired. . On the contrary, when the detection time of the travel information is relatively new, the calibration coefficient used for the calibration of the travel information is still likely to be valid. Therefore, if the difference between the detection time and the current time is within the threshold time, it is determined that the calibration of the travel information is valid.

In S260 during the driving support process of the modified example of the first embodiment, the detection time of the travel information of the opponent vehicle and the detection time of the own vehicle travel information are read and compared with the current time. As a result, if the difference between any detection time and the current time is within the threshold time, it is determined that any calibration is valid (S260: yes). In this case, the driving support mode is set to support level 3 (S262).
On the other hand, if the difference from the current time is greater than the threshold time for at least one of the detection times, it is determined that at least one of the calibrations is not valid (S260: no), and the mode of driving support is determined. Support level 2 is set (S266).

In addition, the driving information of the opponent vehicle is already calibrated (S256: yes), but the driving assistance mode is set to the assistance level 2 even when the own vehicle driving information is not calibrated (S258: no) ( S266). Alternatively, the driving support mode is set to the support level 2 even when the travel information of the opponent vehicle is not calibrated (S256: no), but the own vehicle travel information is already calibrated (S264: yes) ( S266).
On the other hand, when the travel information of the opponent vehicle is not calibrated (S256: no) and the own vehicle travel information is not calibrated (S264: no), the driving support mode is set to support level 1. (S268).
Thus, when any one of the support modes of the support levels 1 to 3 is set, the driving information of the host vehicle 10 and the opponent vehicle is calibrated using the respective calibration coefficients, and then driving support is started at the set support level ( S270).

  As described above, in the driving support process of the modified example of the first embodiment, it is determined whether or not the travel information of the host vehicle 10 and the travel information obtained from the opponent vehicle have been calibrated. For this reason, driving assistance can be performed in an appropriate manner according to the accuracy of the travel information.

C. Second embodiment:
In the first embodiment described above, it has been described that the same measurement information can be obtained with any roadside machine 30. Therefore, if a calibration factor that is effective in the host vehicle 10 or the partner vehicle is obtained (or if the travel information is already calibrated), a mode in which the required accuracy for the travel information is high, such as support level 2 and support level 3 Explained that it started driving support.
However, the same measurement information is not always obtained with any roadside machine 30. Therefore, when the measurement information is received from the roadside machine 30, not only the calibration coefficient is calculated and stored, but also information related to the roadside machine 30 that has measured the measurement information is stored. In addition, when the calibration coefficient is broadcasted (or when the calibrated travel information is broadcasted), information regarding the roadside device 30 is also transmitted. And when setting the aspect of driving assistance, you may make it set the aspect of assistance in consideration of the information regarding the roadside machine 30. FIG. Hereinafter, the second embodiment will be described focusing on the differences from the first embodiment.

C-1. Roadside machine processing:
FIG. 19 shows a flowchart of the roadside machine side processing of the second embodiment. This process differs from the roadside machine side process of the first embodiment described above with reference to FIG. 7 in that the roadside machine ID is transmitted together with the measurement information, but the other points are the same. Here, the “roadside machine ID” is a unique identification code assigned to the roadside machine 30. The roadside machine ID of the second embodiment corresponds to “detection device information” in the present invention.

  Also in the roadside machine side processing of the second embodiment, the roadside machine 30 determines whether or not a passing vehicle in the measurement area 30a (see FIG. 1) has been detected (S300). As a result, when a passing vehicle is not detected (S300: no), it is in a standby state until it is detected. When a passing vehicle is detected (S300: yes), travel information (measurement information) about the passing vehicle is measured. And the vehicle number described in the license plate of the passing vehicle is recognized (S302).

  Then, it is determined whether the measurement of the travel information and the recognition of the vehicle number have succeeded (S304). If both have succeeded (S304: yes), the roadside is added to the measurement information, vehicle number, and measurement time data. A broadcast ID is transmitted with the machine ID added (S306). FIG. 20 illustrates data broadcast from the roadside device 30 according to the second embodiment.

  On the other hand, when measurement information measurement or vehicle number recognition is not successful (S304: no), the vehicle returns to the top of the roadside machine side processing without broadcasting the measurement information and the passing vehicle It is determined whether or not it has been detected (S300).

C-2. Background processing:
In the host vehicle 10 of the second embodiment, a background process substantially similar to the background process of the first embodiment described above with reference to FIGS. 3 and 4 is performed. However, as described above, in the second embodiment, in response to the roadside machine ID being transmitted from the roadside machine 30 together with the measurement information, the background processing of the second embodiment uses the measurement information to set the calibration coefficient. When the calculation is performed, not only the obtained calibration coefficient but also the roadside machine ID is stored. Hereinafter, the background processing of the second embodiment will be described with reference to FIGS. 3 and 4 showing the background processing of the first embodiment.

  First, also in the background processing of the second embodiment, after the timer finishes counting up at a certain period, the travel information acquired from the in-vehicle sensor 12 and the detection time are stored in the own vehicle calibration coefficient storage unit 114. The travel information and the detection time are broadcasted together with the vehicle ID of the host vehicle 10 (corresponding to S100 to S106 in FIG. 3).

Thereafter, when measurement information addressed to the host vehicle 10 is received from the roadside machine 30, a calibration coefficient is calculated (corresponding to S108 to S112). Here, in the second embodiment, the data received from the roadside machine 30 includes the roadside machine ID. Therefore, in the background process of the second embodiment, when the calibration coefficient and the calibration time are stored in the vehicle calibration coefficient storage unit 114, the roadside machine ID received from the roadside machine 30 is also stored (corresponding to S114).
FIG. 21 illustrates a state in which the roadside machine ID is stored in the own vehicle calibration coefficient storage unit 114 of the second embodiment together with the calibration coefficient and the calibration time.
Furthermore, in the background processing of the second embodiment, when the vehicle ID of the own vehicle 10, the calibration coefficient, and the calibration time are broadcasted, the roadside machine ID is also broadcasted together (corresponding to S116).

  After broadcasting the data such as the calibration coefficient of the own vehicle 10 in this way, it is determined whether or not the data such as the travel information from the other vehicle 20 is received even in the background processing of the second embodiment. If it has been stored, it is stored in the other vehicle travel information storage unit 122 (corresponding to S118 to S120 in FIG. 4).

Subsequently, it is determined whether or not data such as a calibration coefficient from the other vehicle 20 is received. If received, the data is stored in the other vehicle calibration coefficient storage unit 124 (corresponding to S122 to S124). Here, in the second embodiment, when the calibration coefficient is broadcast from the host vehicle 10, the roadside machine ID is also transmitted. Therefore, the roadside machine ID is also included in the data such as the calibration coefficient received from the other vehicle 20. Therefore, in the background processing of the second embodiment, when the calibration coefficient from the other vehicle 20, the calibration time, and the vehicle ID are stored in the other vehicle calibration coefficient storage unit 124, the roadside machine ID is also stored (corresponding to S124). ).
FIG. 22 illustrates a state in which the roadside machine ID is stored together with the other vehicle calibration coefficient storage unit 124 of the second embodiment, the vehicle ID, the calibration coefficient, and the calibration time.

  Subsequently, also in the background processing of the second embodiment, it is determined whether or not a calibration coefficient transmission request is received addressed to the own vehicle 10, and if received, the vehicle ID of the own vehicle 10, the calibration coefficient, In addition to the calibration time, the roadside machine ID is broadcasted (corresponding to S126 to S128). Thereafter, it is determined whether or not the operation is finished (corresponding to S130). As a result, if the operation is not finished, the process returns to the beginning of the background processing and the same processing is repeated. If the operation is finished, the background processing of the second embodiment is finished.

C-3. Driving support processing:
The driving support process of the second embodiment is performed on the assumption that the roadside machine side process and the background process as described above are performed. The driving support process of the second embodiment is substantially the same as the driving support process of the first embodiment described above with reference to FIGS. 10 and 11. However, as described above, in the background process of the second embodiment, calibration is performed. The roadside machine ID is transmitted and received together with the coefficient. Corresponding to this, the driving support processing of the second embodiment is different in that not only the calibration coefficient but also the roadside machine ID is considered when setting the driving support support mode. In the following, the driving support processing of the second embodiment will be described focusing on the differences from the first embodiment.

  FIG. 23 shows only a flowchart of the latter half of the driving support process of the second embodiment. The flowchart of the first half of the driving support process of the second embodiment is exactly the same as the flowchart of the first half of the driving support of the first embodiment shown in FIG. 10, and therefore will be described with reference to FIG.

Also in the driving support process of the second embodiment, first, the other vehicle traveling information stored in the other vehicle traveling information storage unit 122 is displayed on the operation panel 152 (corresponding to S170 in FIG. 10). Then, it is determined whether any other vehicle 20 is selected on the screen of operation panel 152 (corresponding to S172). If the opponent vehicle is not selected, the vehicle remains on standby until another vehicle 20 is selected.
When the partner vehicle is selected, the vehicle ID of the selected partner vehicle is read from the other vehicle travel information storage unit 122 (corresponding to S174), the vehicle ID (partner vehicle ID) is designated, and a calibration coefficient transmission request is made. Is broadcasted (corresponding to S176). Then, after waiting for a predetermined time (corresponding to S178), it is determined whether or not data such as a calibration coefficient has been received from the opponent vehicle (corresponding to S180).

  As a result, if it has been received, the received calibration coefficient or the like is stored in the other vehicle calibration coefficient storage unit 124 in association with the partner vehicle ID (corresponding to S182). In the second embodiment, the data transmitted from the partner vehicle includes the roadside machine ID in addition to the partner vehicle ID, the calibration coefficient, and the calibration time. Therefore, in the driving support process of the second embodiment, in addition to the calibration coefficient and the calibration time, the roadside machine ID is also stored in association with the opponent vehicle ID in the process corresponding to S182.

  Subsequently, also in the driving support process of the second embodiment, it is determined whether the calibration coefficient of the partner vehicle ID is stored in the other vehicle calibration coefficient storage unit 124 (S370 in FIG. 23). As a result, if stored (S370: yes), it is determined whether or not the calibration coefficient of the host vehicle 10 is stored in the host vehicle calibration coefficient storage unit 114 (S372). If the calibration coefficient of the host vehicle 10 is also stored (S372: yes), it is determined whether both the calibration coefficient of the opponent vehicle and the calibration coefficient of the host vehicle 10 are valid (S374). Whether the calibration coefficient is valid is determined based on the time difference between the calibration time and the current time.

  If any of the calibration coefficients of the opponent vehicle and the host vehicle 10 are valid (S374: yes), it is further determined in the driving support process of the second embodiment whether the roadside machine IDs further match. (S376). That is, in the second embodiment, as shown in FIGS. 21 and 22, the roadside machine ID is stored in both the own vehicle calibration coefficient storage unit 114 and the other vehicle calibration coefficient storage unit 124. Therefore, if any calibration coefficient is valid (S374: yes), it is also determined whether or not these roadside machine IDs match.

  As a result, if the roadside machine IDs match (S376: yes), any calibration coefficient of the opponent vehicle and the host vehicle 10 is valid, and the same roadside machine 30 has been calibrated. Therefore, it is considered that the traveling information calibrated using these calibration coefficients is extremely accurate. Therefore, in this case, the required accuracy for the travel information is set to support level 4 which is a driving support mode higher than support level 3 (S378). On the other hand, if any of the calibration coefficients of the opponent vehicle and the host vehicle 10 are valid, but the roadside machine IDs do not match (S376: no), the support with the next highest request accuracy after support level 4 A mode support level 3 is set (S380).

On the other hand, when the calibration coefficient of at least one of the partner vehicle or the host vehicle 10 has expired (S374: no), or when any calibration factor of the partner vehicle or the host vehicle 10 is not stored (S372: no, or S382: yes), the mode of driving assistance is set to assistance level 2 (S384).
Further, when the calibration coefficient is not stored for any of the partner vehicle and the host vehicle 10 (S382: no), it is set to the support level 1 which is the support mode with the lowest required accuracy for the travel information (S386).

FIG. 24 illustrates support modes at each support level in the second embodiment. Support level 1 and support level 2 are the same as in the first embodiment illustrated in FIG.
At the support level 3 of the second embodiment, in addition to the display of the distance between vehicles on the screen of the operation panel 152 and the output of an alarm sound, automatic control until the operation of returning the accelerator pedal or the operation of increasing the brake pedal (until deceleration) Automatic control). Furthermore, at the support level 4 of the second embodiment, automatic control (acceleration / deceleration) including all operations of the accelerator pedal and the brake pedal in addition to the display of the distance between vehicles on the screen of the operation panel 152 and the output of the notification sound. Automatic control).

  As described above, when any one of the support modes of the support levels 1 to 4 is set (S378 to S386), the driving information of the host vehicle 10 and the opponent vehicle is calibrated in the driving support process of the second embodiment. After calibration using the coefficient, driving assistance is started at the set assistance level (S390).

  Thus, in the driving support process of the second embodiment, not only the calibration coefficient obtained from the own vehicle 10 and the counterpart vehicle, but also the roadside machine ID that measures the measurement information for calculating the calibration coefficient, A driving support mode (in this case, a support level) is determined. For this reason, it becomes possible to perform driving support in an appropriate support mode even for the other vehicle that happened to be around the host vehicle 10.

C-4. Modification of the second embodiment:
Various modifications can be considered for the second embodiment described above. Hereinafter, these modified examples will be briefly described.

C-4-1. Modification 1
In the second embodiment described above, even if calibration coefficients effective for the host vehicle 10 and the opponent vehicle are stored, if the roadside machine IDs of these calibration coefficients do not match (S376: no in FIG. 23), driving assistance is provided. The mode is set to support level 3 instead of support level 4 (S380). However, if there is no calibration coefficient that matches the roadside machine ID, it is determined whether or not there is a third vehicle that satisfies a predetermined condition (hereinafter referred to as a third vehicle), and there is a third vehicle. In this case, a calibration coefficient that matches the roadside machine ID may be synthesized using the calibration coefficient of the third vehicle. When the calibration coefficients can be synthesized, the driving support mode may be set to the support level 4.

  FIG. 25 shows a flowchart for synthesizing calibration coefficients having the same roadside machine ID using the calibration coefficient of the third vehicle in the first modification of the second embodiment. Note that this flowchart shows the roadside unit ID between the host vehicle 10 and the partner vehicle when it is determined “no” in S376 in the driving support process of the second embodiment described above with reference to FIG. (If no matching calibration factor exists).

  In the driving support process of the first modification of the second embodiment, when it is determined that there is no calibration coefficient having the same roadside machine ID between the host vehicle 10 and the opponent vehicle (corresponding to S376 of FIG. 23: no), the other The calibration coefficient data stored in the vehicle calibration coefficient storage unit 124 is searched to determine whether or not the following third vehicle calibration coefficient is stored (S400 in FIG. 25). In other words, the calibration coefficient of the other vehicle ID stored in the other vehicle calibration coefficient storage unit 124 (normally, there are calibration coefficients of various roadside machine IDs) and the vehicle ID having a calibration coefficient common to the roadside machine ID ( It is determined whether or not the vehicle ID of the third vehicle exists. For example, if roadside machine ID r1 data and r2 data are stored as the calibration coefficient of the opponent vehicle ID, the calibration coefficient other than the opponent vehicle ID and the roadside machine ID r1 Then, it is determined whether or not the calibration coefficient having the roadside machine ID r2 is stored. If such a calibration coefficient is found from among the calibration coefficients stored in the other vehicle calibration coefficient storage unit 124, the calibration coefficient is neither that of the counterpart vehicle nor that of the own vehicle 10, so that the calibration of the third vehicle is performed. It becomes a coefficient.

  As a result, if such a third vehicle calibration coefficient exists (S400: yes), the calibration coefficient data stored in the other vehicle calibration coefficient storage unit 124 (ie, vehicle ID, calibration time, All the data of the corresponding calibration coefficient is extracted from the calibration coefficient, roadside machine ID) (S402).

  Subsequently, from the extracted calibration coefficient data, whether there is a calibration coefficient having a common roadside machine ID with respect to the calibration coefficient (own vehicle calibration coefficient) stored in the own vehicle calibration coefficient storage unit 114. Is determined (S404). In the example described above, the calibration coefficient data extracted from the other vehicle calibration coefficient storage unit 124 is the data of the roadside machine ID r1 or r2, and therefore the roadside machine ID is r1 in the own vehicle calibration coefficient. It is determined whether data or r2 data exists. That is, the third vehicle extracted from the calibration coefficient of the other vehicle 20 stored in the other vehicle calibration coefficient storage unit 124 in relation to the opponent vehicle is stored in the host vehicle calibration coefficient storage unit 114. This will be further narrowed down in relation to the calibration coefficient.

As a result, when such a calibration coefficient exists in the own vehicle calibration coefficient (S404: yes), all the data of the corresponding calibration coefficient are extracted from the own vehicle calibration coefficient storage unit 114. (S406).
Then, it is determined whether or not data of a plurality of calibration coefficients has been extracted (S408). If a plurality of data has been extracted (S408: yes), the data with the latest calibration time is selected (S410). On the other hand, when only one data has been extracted (S408: no), the process of S410 is omitted.

  Then, using the data of the calibration coefficient of the third vehicle finally obtained and the data of the calibration coefficient (own vehicle calibration coefficient) stored in the own vehicle calibration coefficient storage unit 114, the same roadside as the partner vehicle The calibration coefficient of the machine ID (that is, the correction coefficient calibrated by the same roadside machine) is synthesized and stored in the vehicle calibration coefficient storage unit 114 (S412).

  FIG. 26 shows the reason why the calibration coefficient of the host vehicle 10 having the same roadside machine ID as the opponent vehicle can be synthesized from the calibration coefficient of the third vehicle, and the method of synthesizing such a correction coefficient. For example, it is assumed that the calibration coefficient of the same roadside machine ID as that of the host vehicle 10 is not stored in the partner vehicle with the vehicle ID n1 (corresponding to S376 in FIG. 23: no). In this case, the calibration coefficient of the same roadside machine ID (ra in the illustrated example) as that of the opponent vehicle is stored, and the same roadside machine ID as the own vehicle calibration coefficient (rb in the example shown in FIG. 26A). Suppose that there is a third vehicle in which the calibration coefficient is also stored. In the illustrated example, the vehicle whose vehicle ID is n2 corresponds to the third vehicle.

  For such a third vehicle, the roadside machine ID is a calibration factor K2 (for example, a calibration coefficient obtained by the roadside machine A) K2, and a calibration factor (for example, the calibration coefficient obtained by the roadside machine B is rb). Coefficient) K3. Since both calibration coefficients are obtained for the same vehicle (vehicle ID is n2), the difference between the two calibration coefficients is caused by the difference between the roadside devices A and B. Therefore, if the calibration coefficient obtained by the roadside machine B is multiplied by (K2 / K3), the calibration coefficient by the roadside machine A can be calculated.

On the other hand, for the calibration coefficient of the host vehicle 10, the calibration coefficient by the roadside machine B (the calibration coefficient with the roadside machine ID of rb) is obtained. Accordingly, if the calibration is performed not by the roadside machine B but by the roadside machine A, the calibration coefficient obtained by multiplying the calibration coefficient by the roadside machine B (K4 in the example shown in FIG. 25B) by (K2 / K3) is It can be considered that it was obtained.
For the above reasons, the third vehicle calibration coefficients K2 and K3 stored in the other vehicle calibration coefficient storage unit 124 and the calibration coefficient K4 of the host vehicle 10 stored in the host vehicle calibration coefficient storage unit 114 are used. Thus, the calibration coefficient K5 with the roadside machine ID ra can be synthesized by the calculation formula shown in FIG.

In S412 of FIG. 25, after the calibration coefficient with the roadside machine ID of ra is synthesized as described above, the calibration coefficient storage unit 114 stores the calibration coefficient. Thereafter, the process proceeds to S378 in the driving support process of the second embodiment described above with reference to FIG. 23, and the driving support mode is set to support level 4.
On the other hand, if the above-described third vehicle is not found (S400: no or S404: no in FIG. 25), the process proceeds to S380 in the driving support process of the second embodiment described above, and the driving support mode Is set to support level 3.

  In the first modification of the second embodiment described above, such a calibration coefficient can be synthesized even when there is no calibration coefficient having a matching roadside machine ID between the host vehicle 10 and the opponent vehicle. Therefore, by using the combined calibration coefficient, it is possible to perform driving support in a support mode with high accuracy required for travel information between the host vehicle 10 and the partner vehicle.

C-4-2. Modification 2
In the second embodiment described above, when the roadside device 30 broadcasts the measurement information, the roadside device ID is also transmitted. However, instead of the roadside machine ID, information on the measurement method by which the roadside machine 30 measures the travel information may be broadcasted together with the measurement information. When the calibration coefficient is calculated by the host vehicle 10, information on the measurement method is stored instead of the roadside machine ID, and when the calibration coefficient is transmitted / received to / from the other vehicle 20, the information on the measurement method is also transmitted / received. To do.

  Even when measured with different roadside devices 30, it is considered that substantially the same measurement results can be obtained if the measurement method is the same. Therefore, when setting the driving assistance mode, if both the own vehicle 10 and the partner vehicle have effective calibration coefficients stored, the assistance level depends on whether or not the information on the measurement method matches. May be set. In the second modification, the information on the measurement method by which the roadside machine 30 measures the travel information corresponds to “detection device information” in the present invention.

C-4-3. Modification 3
In the second embodiment described above, when the roadside device 30 broadcasts the measurement information, the roadside device 30 broadcasts the information on the measurement accuracy when the roadside device 30 measures the travel information instead of the roadside device ID. Also good. When the calibration coefficient is calculated by the own vehicle 10, information on the measurement accuracy is stored instead of the roadside machine ID, and when the calibration coefficient is transmitted / received to / from the other vehicle 20, the information on the measurement accuracy is also transmitted / received. You may make it do.

  Even when different roadside units 30 are measured by different measurement methods, the same measurement result can be obtained if the measurement accuracy is high. Therefore, when setting the mode of driving assistance, if both the own vehicle 10 and the opponent vehicle store valid calibration coefficients, information regarding measurement accuracy may be taken into consideration. If any measurement accuracy is high, a support level with a high required accuracy for the travel information may be set, and if at least one measurement accuracy is low, a support level with a low required accuracy may be set. In the third modification, the information regarding the measurement accuracy with which the roadside device 30 measures the travel information corresponds to the “detection device information” in the present invention.

  The vehicle driving support device 100 of the present invention has been described above. However, the present invention is not limited to the above-described various embodiments and various modifications, and may be implemented in various modes without departing from the scope of the invention. Can do.

For example, in the first and second embodiments described above, the roadside machine 30 has been described as specifying a vehicle using the vehicle number of the passing vehicle. That is, the roadside device 30 analyzes the license plate image of the passing vehicle, recognizes the vehicle number, adds the obtained vehicle number to the measurement information, and transmits the broadcast.
However, an identification code unique to the vehicle is displayed on a part of the vehicle (for example, a license plate) in the form of a one-dimensional or two-dimensional barcode, and the roadside machine 30 reads the barcode to thereby Recognize the ID code. Then, this identification code may be added to the measurement information and broadcast.
By doing so, it is possible to easily recognize the vehicle identification code rather than recognizing the vehicle number from the image of the license plate. As a result, not only the control load of the roadside machine 30 is reduced, but also the time from when the passing vehicle enters the measurement area 30a until the roadside machine 30 transmits the measurement information can be shortened. Can be reliably transmitted to passing vehicles.

Further, in the first and second embodiments described above, the roadside device 30 is described as one that broadcasts and transmits the measured travel information (measurement information) when the travel information of the passing vehicle that enters the measurement area 30a is measured. did. However, the measurement information may be transmitted toward the passing vehicle using radio waves with high directivity such as near infrared light and short wavelength radio waves.
In this way, it is not necessary to broadcast measurement information, so that an increase in communication traffic can be avoided. In addition, since it is not necessary to acquire information (vehicle number or the like) for specifying a passing vehicle for broadcast transmission, the configuration of the roadside machine 30 can be simplified.

In the first and second embodiments described above, it has been described that whether the calibration coefficient is valid is determined based on the time difference between the calibration time and the current time. However, it may be determined whether the calibration coefficient is valid by another method. For example, travel information such as travel distance when the calibration coefficient is obtained and tire air pressure is acquired. Then, when the travel information changes to a certain threshold value or more, the calibration coefficient may be invalidated.
Even if the time since the calibration coefficient is obtained has not passed so much, if the vehicle travels too long, the accuracy of the calibration coefficient may be lowered. In addition, if the tire air pressure changes greatly, the vehicle speed is affected, so the accuracy of the calibration coefficient may be reduced. Therefore, if the travel information changes to a certain threshold value or more, it is possible to avoid using an inappropriate calibration coefficient by invalidating the calibration coefficient. Of course, in addition to the travel information, the calibration coefficient may be invalidated when the time difference between the calibration time and the current time is equal to or longer than a certain time.

In the first and second embodiments described above, it is assumed that the travel information is broadcasted every time it is acquired at a constant period, and the calibration coefficient is broadcast every time the measurement information is received and the calibration coefficient is calculated. explained. However, when the travel information is broadcast, the calibration coefficient obtained at that time may also be broadcast.
By doing so, it is not necessary to separately broadcast the calibration coefficient, so that the processing can be simplified.

10 ... own vehicle, 12 ... in-vehicle sensor, 20 ... other vehicle,
30 ... roadside machine, 100 ... vehicle driving support device,
112 ... Own vehicle travel information storage unit, 114 ... Own vehicle calibration coefficient storage unit,
122 ... Other vehicle travel information storage unit, 124 ... Other vehicle calibration coefficient storage unit,
132 ... Driving support unit, 134 ... Support level determination unit, 140 ... Communication module

Claims (7)

A vehicle driving support device that supports driving of the host vehicle based on host vehicle driving information that is information on the driving state detected by the host vehicle and partner vehicle driving information that is information on the driving state received from the partner vehicle. There,
Own vehicle running information storage means for storing the own vehicle running information;
Detection information receiving means for receiving detection information, which is the traveling information detected by the detection device for the host vehicle, from a detection device that detects a traveling state of a vehicle that is installed on the road side and passes through the road;
Calibration information generating means for generating calibration information about the own vehicle traveling information based on the own vehicle traveling information and the detection information stored in the own vehicle traveling information storage means;
Own vehicle calibration information storage means for storing the calibration information;
Transmitting means for transmitting the host vehicle traveling information and the calibration information to the outside;
Receiving means for receiving the opponent vehicle travel information and the calibration information transmitted from the opponent vehicle;
Opponent vehicle running information storage means for storing the opponent vehicle running information received by the receiving means;
Opponent vehicle calibration information storage means for storing the calibration information received by the receiving means;
Support mode storage means storing a plurality of types of support modes that are modes of driving support;
In consideration of the calibration information about the host vehicle and the calibration information about the opponent vehicle, a support mode selection means for selecting the support mode;
A vehicle driving support device comprising: driving support execution means for performing the driving support in the selected support mode. The vehicle driving support device according to claim 1,
The support mode storage unit is a unit that stores a plurality of types of the support modes with different accuracy requirements for the host vehicle travel information and the opponent vehicle travel information,
When the calibration information is obtained for both the own vehicle and the counterpart vehicle, the support mode selection means has a higher required accuracy than when at least one of the calibration information is not obtained. A vehicle driving support device, which is means for selecting the support mode. The vehicle driving support device according to claim 2,
The vehicle driving support apparatus according to claim 1, wherein the calibration information generating unit is a unit that generates a calibration coefficient obtained by dividing the vehicle traveling information by the detection information as the calibration information. The vehicle driving support device according to any one of claims 2 and 3,
The detection information receiving means is means for receiving, from the detection device, detection device information that is information related to the detection device in addition to the detection information,
The calibration information generating means is means for generating the calibration information including the detection device information. The vehicle driving support device according to claim 4,
When the calibration information is obtained for both the own vehicle and the counterpart vehicle, the support mode selection unit determines whether or not the detection device information included in each of the calibration information matches. And when it corresponds, it is a means which selects the said assistance aspect with the said request | requirement precision higher than the case where it does not correspond. The vehicle driving support device according to claim 5,
The support mode selection means includes:
The calibration information is obtained for both the host vehicle and the counterpart vehicle, but when the detection device information included in the calibration information does not match, the calibration information is stored in the counterpart vehicle calibration information storage means. The calibration information of the third vehicle in which the calibration information of the host vehicle matches the detection device information and the calibration information of the counterpart vehicle matches the detection information. Search
The vehicle driving support device, which is means for selecting the support mode having a higher required accuracy when the calibration information of the third vehicle is found than when the calibration information is not found. The vehicle driving support device according to claim 6,
When the calibration information of the third vehicle is found, the support mode selection means
The calibration information of the third vehicle in which the detection device information matches the calibration information of the host vehicle;
The calibration information of the third vehicle in which the detection device information matches the calibration information of the counterpart vehicle;
The calibration information of the host vehicle whose detection device information does not match the calibration information of the partner vehicle, and the detection device information of the host vehicle whose detection information matches the calibration information of the partner vehicle. A vehicle driving support device, which is means for combining the calibration information.

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