JP2015230678A - Travelling allowance calculation device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To more appropriately grasp the degree of traveling freedom of an own vehicle for other vehicles, such as the degree of allowance of lane changes of the own vehicle.SOLUTION: A travelling allowance calculation device for a vehicle sets a whole area of the road surface of an evaluation determination zone as a virtual visible area on the basis of information of a travelling road, and calculates an actual visible area that is obtained by removing a blind area invisible from an own vehicle due to other vehicles from the virtual visible area. Then, the travelling allowance calculation device calculates a ratio of the actual visible area to the virtual visible area as a travelling allowance representing the degree of travelling freedom of the own vehicle for other vehicles.

Description

  The present invention relates to a technique for calculating a travel margin indicating the degree of freedom of travel of a host vehicle relative to another vehicle, such as a margin for changing lanes, based on a travel path and other vehicles around the host vehicle.

  In the travel control device described in Patent Document 1, for each lane, when the vehicle density is low, it is determined as a free flow, and when the vehicle density increases, it is determined as a traffic jam flow. And in patent document 1, while changing a lane to a lane with a high vehicle density among lanes, with respect to the vehicle which changed the lane to a lane with a high lane density, it becomes so that an inter-vehicle distance becomes difficult to become short as a vehicle density approaches seaside density. Travel control is performed.

JP 2010-36862 A

In the technique of Patent Document 1, the vehicle density is determined from the number of vehicles existing per unit section (for example, 1 km of road), and the lane change is determined by determining the congestion degree of the lane from the vehicle density.
However, even if the number of other vehicles per unit distance in the adjacent lane is the same, whether the own vehicle can change lanes depending on the mutual position (variation degree) between other vehicles and the positional relationship of the other vehicle with respect to the own vehicle. Different. For this reason, in the congestion degree of the lane calculated | required by patent document 1, there exists a subject that it is difficult for a driver | operator to grasp | ascertain the extent of the driving | running | working freedom degree of the own vehicle with respect to other vehicles, such as the margin of the lane change of the own vehicle.
The present invention has been made paying attention to the above points, and aims to more appropriately grasp the degree of freedom of traveling of the host vehicle relative to other vehicles, such as a margin for changing the lane of the host vehicle. Yes.

  In order to solve the above-described problem, the vehicle travel margin calculating apparatus according to the aspect of the present invention sets the entire area of the road surface of the evaluation determination section as a virtual viewable area from the information on the travel path. Further, an actual line-of-sight area, which is an area obtained by removing a blind spot area that becomes a blind spot from the host vehicle by another vehicle from the virtual line-of-sight area, is calculated. Then, the ratio of the actual viewable area to the virtual viewable area is calculated as a travel allowance representing the degree of freedom of travel of the host vehicle with respect to other vehicles.

  According to the present invention, even if the vehicle density per unit distance is the same, by using the degree of visibility from the own vehicle, the lane change margin of the own vehicle can be taken into account in consideration of the relationship of the other vehicle to the own vehicle. It is possible to evaluate the degree of freedom of travel of the host vehicle relative to other vehicles, such as the degree. As a result, according to the present invention, it is possible to more appropriately grasp the degree of freedom of travel of the host vehicle relative to other vehicles, such as a margin for changing the lane of the host vehicle.

1 is a schematic diagram showing a vehicle configuration example according to an embodiment of the present invention. It is a figure which shows the system configuration | structure which concerns on embodiment based on this invention. It is a figure which shows the structure of the travel margin parameter | index calculating part which concerns on embodiment based on this invention. It is a figure which illustrates the relationship of the traffic flow which concerns on embodiment based on this invention. It is a figure which shows the state of a laminar flow, (a) is a figure which illustrates a single layer flow, (b) is a multilayer flow. It is a figure which shows the state of a turbulent flow, (a) is a figure which illustrates mixed flow, (b) is mixed flow. It is a figure which illustrates a turbulent flow determination area and a laminar flow determination area. It is a figure explaining the process of the traffic flow determination part which concerns on embodiment based on this invention. It is a figure explaining the structure of the 1st driving | running | working margin calculating part which concerns on embodiment based on this invention. It is a figure which shows the process example of the 1st driving | running | working margin calculating part which concerns on embodiment based on this invention. It is a figure which shows the 1st process example of the 1st driving | running | working margin calculating part which concerns on embodiment based on this invention. It is a figure which shows the 2nd process example of the 1st driving | running | working margin calculating part which concerns on embodiment based on this invention. It is a figure which shows the 3rd process example of the 1st driving | running | working margin calculating part which concerns on embodiment based on this invention. It is a figure which shows the 4th process example of the 1st driving | running | working margin calculating part which concerns on embodiment based on this invention. It is a figure explaining the structure of the 2nd travel allowance calculating part which concerns on embodiment based on this invention. It is a figure which shows the process example of the 2nd travel allowance calculating part which concerns on embodiment based on this invention. It is a figure which shows the 1st process example of the 2nd travel allowance degree calculating part which concerns on embodiment based on this invention. It is a figure which shows the 2nd process example of the 2nd driving | running | working margin calculation part which concerns on embodiment based on this invention. It is a figure which shows the 3rd process example of the 2nd travel allowance degree calculating part which concerns on embodiment based on this invention. It is a figure which shows the 4th process example of the 2nd driving | running | working margin calculating part which concerns on embodiment based on this invention. It is a figure which shows the 5th example of a process of the 2nd driving allowance degree calculating part which concerns on embodiment based on this invention. It is a figure explaining the structure of the 3rd driving | running | working margin calculating part which concerns on embodiment based on this invention. It is a figure which shows the 1st basic process example of the 3rd driving | running | working margin calculation part which concerns on embodiment based on this invention. It is a figure which shows the 2nd basic process example of the 3rd travel allowance calculating part which concerns on embodiment based on this invention. It is a figure which shows the 3rd basic processing example of the 3rd driving | running | working margin calculation part which concerns on embodiment based on this invention. It is a figure explaining the structure of the 4th driving | running | working margin calculating part which concerns on embodiment based on this invention. It is a figure which shows the example of a setting of coefficient (alpha) 1, (alpha) 2, (alpha) 3 which concerns on embodiment based on this invention. It is a schematic diagram which shows the blind spot area | region and the boundary line DL of a blind spot concerning embodiment based on this invention. It is a figure which shows the 1st basic process example of the 4th driving | running | working margin calculating part which concerns on embodiment based on this invention. It is a figure which shows the 3rd basic processing example of the 4th driving | running | working margin calculation part which concerns on embodiment based on this invention. It is a figure which shows the relationship between the height of two-dimensional statistical distribution, and the boundary line DL. It is a figure explaining the example which arrange | positions the two-dimensional statistical distribution to the boundary line of a blind spot. It is a perspective view which shows the relationship between another vehicle and the mountain of statistical distribution. It is a figure which illustrates the field which can be seen. It is a figure explaining the process example of a 1st travel allowance calculating part. It is a figure explaining the process example of the 2nd travel allowance calculating part. It is a figure explaining the process example of a 3rd driving | running | working margin calculation part. It is a figure explaining the process example of a 4th travel allowance calculating part. It is a schematic diagram which shows the difference by the congestion degree of another vehicle. It is a schematic diagram which shows the difference by the congestion degree of another vehicle.

Next, embodiments of the present invention will be described with reference to the drawings.
As shown in FIGS. 1 and 2, the host vehicle includes map information 1, a surrounding detection unit 2, a vehicle behavior detection unit 3, a travel margin index calculation unit 4, a drive control unit 5, a steering control unit 6, and an alarm device 7. Is provided.
The map information 1 includes node information on the road surface of the traveling road, and particularly has a junction / branch node of the traveling road. The merge / branch node is risk information. The map information 1 is map data of a navigation device.

  The surrounding detection unit 2 detects other vehicles around the vehicle. In FIG. 1, the position in front of the vehicle is illustrated, but it may be installed at a plurality of locations such as left and right sides in front and four positions. The surrounding detection unit 2 includes, for example, a camera that images the surroundings of the host vehicle and a sensor such as a laser range finder (hereinafter also referred to as an LRF) that measures the distance to the other vehicle. Detect the type of obstacle. You may image a road surface.

The vehicle behavior detection unit 3 is a detection unit that detects the vehicle behavior of the host vehicle. The vehicle behavior detection unit 3 detects the position, posture angle, speed, and the like of the host vehicle.
The drive control unit 5 is a control device that controls the driving force of the host vehicle based on the vehicle speed target value.
The steering control unit 6 is a control device that controls the steering of the host vehicle based on the steering target value.
The alarm device 7 is a device that notifies the driver of an alarm or the like. Notification is performed by sound or display.

  The travel margin index calculation unit 4 avoids other vehicles in the future from the information of the travel route acquired from the map information 1 and the information of other vehicles around the host vehicle determined by the information from the surrounding detection unit 2. Thus, a travel margin index is calculated to determine how much room is available on the road surface. In other words, the travel margin index calculation unit 4 calculates a travel margin that represents the degree of freedom of travel of the host vehicle relative to other vehicles.

As shown in FIG. 3, the travel margin index calculation unit 4 includes a travel route information acquisition unit 41, a section setting unit 42, a traffic flow determination unit 43, a travel margin selection unit 44, a first travel margin calculation unit 45, a first 2 a travel margin calculation unit 46, a third travel margin calculation unit 47, a fourth travel margin calculation unit 48, and an information presentation unit 49.
The travel path information acquisition unit 41 acquires information on the travel path on which the host vehicle is traveling from the map information 1 from the position information of the host vehicle. For example, the travel path information acquisition unit 41 acquires information such as the presence of a merging section or a branch section in the vicinity of the host vehicle.

  The section setting unit 42 sets a predetermined area (section) around the host vehicle as an evaluation determination section as an area for determining the travel margin of the host vehicle with respect to the travel path. The evaluation determination section of the present embodiment is a section on a travel path from a predetermined forward distance position ahead of the traveling direction to a predetermined backward distance position behind the traveling direction with reference to the host vehicle. For example, the predetermined front distance is 30 m and the predetermined rear distance is 30 m. Of course, it can be acquired by the surroundings detection unit 2 according to the detection range of the surroundings detection unit 2 so that it can be detected by the surroundings detection unit 2 assuming that information on other vehicles cannot be acquired on a slope. You may make it change the setting of the evaluation determination area in the range.

The traffic flow determination unit 43 determines the type of traffic flow on the road around the host vehicle from the information on the travel route based on the map information 1 and the information on other vehicles around the host vehicle detected by the surrounding detection unit 2.
The classification of the type of traffic flow is a classification from the viewpoint of fluid engineering as shown in FIG. As shown in FIG. 5, the traffic flow determination unit 43 sets a laminar flow when the flow of vehicles after each lane is substantially uniform and there is little change in the lane of the vehicle between lanes. “Small lane change” means, for example, a case where the number of vehicles changing lanes per unit time is one or less. The unit time is, for example, 5 seconds.

On the other hand, as shown in FIG. 6, the traffic flow determination unit 43 determines the traffic flow when there are many other vehicles that change lanes among other vehicles around the host vehicle or when it is estimated that there are many other vehicles that change lanes. Use turbulent flow. The case where there are many other vehicles that change lanes is, for example, the case where two or more vehicles change lanes per unit time. The unit time is, for example, 5 seconds.
The laminar flow is classified into a single laminar flow and a multi-layer flow as shown in FIG. The traffic flow determination unit 43 sets a single-layer flow (FIG. 5A) when the average speed of the vehicle between the lanes is small. For example, the average speed is small means that the speed difference between adjacent lanes is 5 km / h or less. Conversely, a case where the average speed of the vehicle between the lanes is large is defined as a multilayer flow (FIG. 5B).

  Further, as shown in FIG. 6, the turbulent flow is classified into a mixed layer flow (FIG. 6A) and a mixed flow (FIG. 6B) from the lane state of the travel path. In the case of a traveling road in a section where the number of lanes of the road does not decrease, the mixed layer flow indicates a turbulent way in which the flow is mixed between lanes. In the present embodiment, the case where the number of lanes does not decrease due to the merging of roads and is determined as turbulent flow is defined as mixed flow. Mixed flow refers to the time when the number of lanes on the road decreases and the flow direction is disturbed due to the merging of multiple lanes and multiple lanes. In this embodiment, the case where it is determined as turbulent flow when the number of lanes is decreased due to road merging is defined as mixed flow.

As will be described later, the traffic flow determination unit 43 of the present embodiment first determines from the map information 1 and the current position of the host vehicle whether it is a turbulent flow determination zone or a laminar flow determination zone, and then determines the state of the vehicle between lanes. Accordingly, turbulent flow and laminar flow are determined (see FIG. 7).
The traffic flow determination unit 43 acquires the node of the merging point on the travel path from the map information 1. The section where the traveling roads merge is regarded as the high risk section. A section from a junction point to a preset distance (for example, 200 m) is set as a turbulent flow determination section, and the other section is set as a laminar flow determination section.

Next, an example of determination by the traffic flow determination unit 43 will be described with reference to FIG. In the following determination example, the traffic flow is determined from the road surface state of the road and the state of other vehicles around the host vehicle.
In step S10, the traffic flow determination unit 43 first determines from the map information 1 whether the host vehicle is traveling in a turbulent flow determination section or a laminar flow determination section. If it is determined that the turbulent flow determination section is traveling, the process proceeds to step S20. When it determines with driving | running | working in a laminar flow determination area, it transfers to step S60.

In step S20, based on the lane change information of the vehicle detected by the surroundings detection unit 2, it is determined whether there are two or more lane change vehicles per unit time. If there are two or more vehicles whose lanes are changed, it is determined as turbulent flow, and the process proceeds to step S30. When the number of vehicles whose lanes are changed is one or less, the process proceeds to step S60 in order to perform laminar flow determination.
In step S30, it is determined whether the section is a section in which the number of lanes has decreased due to the joining of the traveling roads. When the number of lanes decreases, the process proceeds to step S40, and a flag determined to be a mixed flow is set. When it is determined that the number of lanes has not decreased, the process proceeds to step S50, and a flag determined as mixed flow is set.

In step S60, the average vehicle speed of other vehicles traveling in the adjacent lane of the host vehicle is calculated. When adjacent lanes exist on both the left and right sides of the host vehicle, the average vehicle speed of other vehicles is calculated for each lane. The target other vehicle is assumed to be another vehicle existing in the evaluation determination section.
In step S70, it is determined whether the difference between the speed of the host vehicle and the speed of the other vehicle in the adjacent lane is within 5 km / h. If the determination condition is satisfied, the process proceeds to step S80, and a flag determined to be a single layer flow is set. On the other hand, if the determination condition is satisfied, the process proceeds to step S90, and a flag determined to be multilayer flow is set.

  Here, in the above description, the traffic flow determination unit 43 has been described in the case where the traffic flow is determined from the state of the traveling path, the number of lane change vehicles, and the speed of other vehicles. The traffic flow determination unit 43 may simply determine a turbulent flow during traveling in the turbulent flow determination section and may determine a laminar flow during traveling. Moreover, the traffic flow determination unit 43 may determine the traffic flow based only on the number of lane change vehicles and the speed of other vehicles. For example, you may classify | categorize into a turbulent flow and a laminar flow from the number of the lane change vehicles per unit time.

  The travel margin selection unit 44 selects the travel margin calculated by at least one of the first travel margin calculation unit 45D and the second travel margin calculation unit 46D when the traffic flow determination unit 43 determines laminar flow. . Further, when the traffic flow determination unit 43 determines that the traffic flow determination unit 43 determines that the turbulent flow is present, the travel margin selection unit 44 calculates the travel margin calculated by at least one of the third travel margin calculation unit 47C and the fourth travel margin calculation unit 48D. select.

At this time, when the traffic flow determination unit 43 determines that the traffic flow determination unit 43 determines a single-layer flow, the travel margin selection unit 44 selects the travel margin calculated by the first travel margin calculation unit 45D, and the traffic flow determination unit 43 multi-layers. When determining the flow, it is preferable to select the travel margin calculated by the second travel margin calculation unit 46D.
In addition, when the traffic flow determination unit 43 determines that the traffic flow determination unit 43 determines that the traffic flow is determined to be a mixed flow, the travel margin selection unit 44 selects the travel margin calculated by the third travel margin calculation unit 47C, and the traffic flow determination unit 43 determines that the flow is mixed. In this case, the travel margin calculated by the fourth travel margin calculation unit 48D may be selected.

“First Travel Margin Calculation Unit 45”
Next, the first travel margin calculation unit 45 will be described.
The first travel allowance calculating unit 45 calculates, as the travel allowance, a ratio of routes (avoidance routes) that can change lanes in relation to other vehicles in the evaluation determination section.
As shown in FIG. 9, the first travel margin calculation unit 45 includes a total route calculation unit 45A, an interference route calculation unit 45B, a non-interference route calculation unit 45C, a first contribution change unit 45E, and a first travel margin calculation. A portion 45D is provided.

  The total route calculation unit 45A calculates the routes that can be set as the travel route in the evaluation determination section and the total number of the routes from the map information 1 (travel route information). Here, the number of routes that can be changed is different depending on the route calculation conditions for calculating the route, but since a trajectory that can change lanes is set for the travel route in the evaluation judgment section that is a fixed section, The end point position of the route is set for each lane existing in, and the trajectory of each route is calculated. For example, for the lanes other than the own vehicle lane in the evaluation judgment section, a route end point position is set for each predetermined interval (for example, every 0.5 m), and the vehicle vehicle position reaches the end point position from the start point. Curves are set based on known techniques. For example, the lane change position is set from the start point and the end point of the route, and the locus of each route is calculated by setting an S-shaped curved locus at the lane change position. At this time, a route that is a trajectory curve including a curve incapable of traveling may be excluded based on the current speed of the host vehicle and the steerable performance. For example, the end position of the route is not set in the adjacent lane portion located in the lateral position of the host vehicle.

  The interference route calculation unit 45B specifies other vehicles located in the evaluation determination section among other vehicles around the host vehicle detected by the surrounding detection unit 2, and specifies the other vehicle specified for the route obtained by the total route calculation unit 45A. Find the number of paths that interfere with. In plan view, the path of the path passing through the space occupied by the specified other vehicle (the occupied road surface space may be set larger by a predetermined margin) out of the path of each path set on the travel path. The interference path.

The non-interference path calculation unit 45C subtracts the number of interference paths calculated by the interference path calculation unit 45B from the number of paths calculated by the total path calculation unit 45A to obtain the number of non-interference paths.
The first travel margin calculation unit 45D sets the ratio of the number of non-interfering routes calculated by the non-interference route calculation unit 45C to the number of routes calculated by the total route calculation unit 45A as the first travel margin. For example, if the total number of routes calculated by the total route calculation unit 45A is 20 and the number of non-interfering routes is 10, the first travel margin is 10/20 = 0.5.

Next, an example of processing in the first travel margin calculation unit 45D will be described with reference to FIG.
When the calculation process is started, the first travel margin calculation unit 45D first determines the number of routes generated (set) in the evaluation determination section and information on where to set the end point of each route in step S100. .
The number of routes to be generated is, for example, a fixed number for each lane, and the end point of each route is set by allocating the end point of each route for each lane in the evaluation determination section.

In step S110, the own vehicle position is used as a starting point, and the inclination and distance between the starting point and each end point are calculated.
In step S120, parameters for route generation are read. For example, parameters necessary for generating a trajectory curve are determined based on the coordinate information of the end point position of each route and the start point information of the route that is the position of the host vehicle (for example, the center of gravity position of the host vehicle). A publicly known model formula may be adopted as a route generation calculation method.
In step S130, each path is generated by a curve generation formula (for example, a β spline function) based on the parameters determined in step S120. For example, the lane change part (the part that crosses the white line) is determined based on a straight line connecting the start point and end point of the route, and the trajectory of the lane change part is a curve of an S-shaped trajectory and has a large curvature. The path of each route is generated by the model.

In step S140, the position information of the other vehicle surrounding the host vehicle and the position information of the road surface occupation area occupied by the other vehicle are obtained. Specifically, position / posture / dimension data of other vehicles, that is, geometric data and driving data of other vehicles are acquired, and a road surface occupation area of each vehicle on the road surface of the evaluation determination section is specified.
In step S150, for each road occupation area of each other vehicle detected in the evaluation determination section, it is determined whether or not one route passes through the road occupation area of the other vehicle. The search process is performed for all combinations of all other vehicles and all routes in the evaluation determination section. And the non-interfering path | route which does not pass the inside of the road surface occupation area of all the other vehicles is specified.

In step S160, based on the search result in step S150, the number of non-interfering routes that do not pass is obtained by adding the number of routes that do not pass through the road area occupied by all other vehicles. If there are five non-interfering paths, the number of non-interfering paths is “1 + 1 + 1 + 1 + 1 = 5”.
In step S170, the number of all routes set as the travel route in the evaluation determination section is read.
In step S180, the ratio of the “number of routes that do not pass (number of non-interfering routes)” obtained in step S160 to the “number of all routes” acquired in step S170 is obtained. This ratio is the travel margin.

  Moreover, the 1st driving | running | working margin calculation part 45 is provided with the 1st contribution change part 45E, as shown in FIG. The first contribution changing unit 45E changes the ratio of the non-interfering path contributing to the first travel margin. For example, weighting is performed on the non-interfering route that does not pass through the road surface occupation area of all other vehicles obtained in step S150, and the ratio that contributes to the travel margin of the non-interfering route is changed. In addition, weighting may be performed for all routes, and the proportion of non-interfering routes contributing to the travel margin may be changed.

Specifically, the first contribution changing unit 45E changes the contribution ratio by at least one of the following processes.
That is, the first contribution changing unit 45E determines the contribution ratio of the route passing through the front region set in front of the other vehicle, which is estimated to have high acceleration performance, according to the vehicle type attribute of the other vehicle as the acceleration performance. A process of changing the setting to be smaller than the contributing ratio of the route passing through the front area set in front of another vehicle that is estimated to be low may be performed. The front area of the other vehicle is, for example, an area up to 1 m ahead of the other vehicle. The higher the acceleration performance, the wider the front area (front distance) may be set. The front area is, for example, an area within 1 m on the front side of another vehicle.
Further, the first contribution changing unit 45E may perform a process of changing the setting of the contribution ratio of the route with a long distance from the host vehicle to be smaller than the contribution ratio of the route with a short distance from the host vehicle. good. As the distance from the host vehicle, a distance to a representative point such as an end point position of each route or an intersection position with a white line is adopted.

In addition, the first contribution changing unit 45E makes the contribution ratio of the path with the largest maximum curvature smaller than the contribution ratio of the path with the smallest curvature according to the maximum curvature in the trajectory forming the path. You may change the setting. For example, the weight of a route having the maximum curvature that is equal to or greater than a preset curvature is set to half.
In addition, the first contribution changing unit 45E determines the contribution ratio of the route close to the branch / merge section according to the distance between the branch / merge section and the end point of the route, and the contribution of the route far from the branch / merge section. The setting may be changed to be smaller than the ratio to be performed. For example, when the end point of the route is within 100 m from the branch / merging section or the node point of the branch / merging, the weight of the route is halved.

Next, an example of each setting change process performed by the first contribution changing unit 45E will be described.
"Setting change by other vehicle type attribute"
In the first processing example of the first contribution changing unit 45E, the ratio of the non-interfering route contributing to the first travel margin is set and changed by weighting according to the vehicle type attribute of the other vehicle. Specifically, a route that passes in front of a fast-moving car (a car with high acceleration performance) is considered to have a small contribution to the travel margin, and conversely passes in front of a slow-moving car (a car with low acceleration performance). The route to be taken is considered to have a large contribution to the first travel margin, and the route passing in front of a fast moving vehicle (a vehicle with high acceleration performance) is multiplied by a weighting value of less than 1. The front is, for example, 1 m.

A first processing example will be described with reference to FIG.
In the first process, first, in step S200, information on weight setting of vehicle attributes is read.
In step S210, the attribute of the other vehicle existing in the adjacent lane is determined based on the information from the surrounding detection unit 2.
In step S220, a weight value corresponding to the vehicle type is determined. For example, the first weighting value is set by performing fuzzy inference according to any of the small vehicle, the ordinary vehicle, and the sports vehicle. For example, “1” is set for a normal vehicle and “0.6” for a sports vehicle is set as a weighting value. That is, according to the vehicle type, the first weighting value is set so as to be a value smaller than “1” as it is estimated that the vehicle moves faster (acceleration performance is higher).

In step S230, a weight value corresponding to the characteristics of the vehicle is determined. For example, the second weighting value is set by performing fuzzy inference in accordance with the vehicle mass and the total displacement. That is, the second weighting value is set so as to be a value smaller than “1” as the vehicle is estimated to move faster according to the specifications of the estimated other vehicle.
In step S240, when it is determined that the characteristics of the driver of the other vehicle can be grasped, a weighting value is determined according to the characteristics of the driver. That is, the third weighting value is set by performing fuzzy inference as to whether or not the vehicle can be determined as the rapid acceleration driving type from the latest past vehicle behavior data. That is, the third weighting value is set so as to become a value smaller than “1” as the vehicle is estimated to move faster according to the determination result of the past vehicle behavior.

In step S250, the final three weighting values (first to third weighting values) are multiplied to obtain a final weighting value. An inference process for maintaining a balance of a plurality of weights may also be performed, and weighting may be performed on the three types of weighting values based on importance. Further, for example, a lower limit setting process may be performed on the final weighting value.
The above processing is performed for each other vehicle.

In step S260, a weighting area is set for the front area in the vehicle traveling direction of the occupied road surface space of each vehicle, and the weighting set for the corresponding other vehicle for the non-interfering path of the trajectory passing through the area. Multiply values. The initial value of each route before weighting is “1”.
In the process of step S160 described above, when adding the number of non-interfering paths, the value after multiplication by weight is added to obtain the number of non-interfering paths. For example, when one of the non-interfering paths is multiplied by 0.5, the path is counted as 0.5.

“Change the setting according to the distance to the route”
In the second processing example of the first contribution changing unit 45E, the ratio of the route that does not intersect with the other vehicle contributing to the first travel allowance is changed by weighting according to the distance from the host vehicle. A route far from the host vehicle is considered to have a small contribution to the first travel margin, and a route close to the host vehicle is considered to have a large contribution to the first travel margin. For example, a route that is more than a preset distance from the host vehicle is multiplied by a weight value less than 1.

Next, a second processing example will be described with reference to FIG.
In the second process, first, in step S300, information on all non-interfering paths is read. All routes may be subject to weighting.
Next, in step S310, the distance to the host vehicle is obtained using the representative position coordinates of each route. A weight value smaller than “1” is calculated for a route farther from the host vehicle.
For example, the end position of the route is set as a representative position coordinate. Further, for example, the adjacent position of the host vehicle in the adjacent lane is set to a weighting value “1”, and the value is set to a smaller value according to the reciprocal of the exponential function as the distance from the host vehicle increases.

  Next, in step S320, weighting is performed according to the route position with respect to the traveling direction of the host vehicle. That is, the route behind the host vehicle is less valuable to consider as a destination candidate from the viewpoint of the traveling direction than the route ahead of the host vehicle, so the weight is set smaller. For example, “1” is set as a weight for a route ahead of the host vehicle, and “0.7” is set as a weight for a route behind the lateral direction of the host vehicle. The weighting is corrected by multiplying the weighting value obtained in step S310.

Next, in step S330, each weighting value is multiplied by the corresponding non-interference path. The initial value of each route is “1”. If the weighting value is “0.9”, 1 × 0.9 = 0.9.
In the process of step S160 described above, when adding the number of non-interfering paths, the value after multiplication by weight is added to obtain the number of non-interfering paths. For example, when one of the non-interfering paths is multiplied by 0.9, the path is counted as 0.9.

“Change the setting according to the curvature of the route”
The third processing example of the first contribution degree changing unit 45E changes the setting of the ratio at which the non-interfering route contributes to the first travel margin according to the curvature of the avoidance route. A route with a large curvature is considered to have a small contribution to the first travel margin, and a route with a small curvature is considered to have a large contribution to the first travel margin. That is, a route with a large curvature is difficult for the vehicle to travel. Therefore, a weighting value that reduces the contribution to a path with a large curvature is obtained.

A third processing example will be described with reference to FIG.
In the third process, first, in step S400, information on all non-interfering paths is read.
Next, in step S410, a data table with the curvature as an input and the weight as an output is read. A function may be prepared. The weighting is set to decrease as the curvature increases.

In step S420, the maximum curvature among the curvatures in the trajectory is obtained as a representative value for each target route.
In step S430, the weight value corresponding to the representative value obtained in step S420 is read from the data table.
In step S440, the corresponding route is multiplied by the weighting value obtained in step S420. The initial value of each route is “1”. If the weight value in step S420 is “0.8”, 1 × 0.8 = 0.8.
In the process of step S160 described above, when adding the number of non-interfering paths, the value after multiplication by weight is added to obtain the number of non-interfering paths. For example, when one of the non-interfering paths is multiplied by 0.8, the path is counted as 0.8.

“Setting change by section”
The fourth processing example of the first contribution degree changing unit 45E changes the setting of the ratio that the non-interfering route contributes to the travel margin according to the distance between the high-risk section and the end point of the non-interfering route. A route close to a high-risk section is considered to have a small contribution to the driving margin.
Here, a section with a high risk is a section including a branch point and a junction of roads. For example, a road having a high risk from a branch point or a junction point to a predetermined distance in the traveling direction is set as a high-risk section, and a travel margin is obtained by multiplying a route where the end point is located in the high-risk section by, for example, a weighting value of 0.5. Reduce the percentage that contributes to

Next, a fourth processing example will be described with reference to FIG.
In the fourth process, first, in step S500, information on all non-interfering paths is read.
Next, in step S510, a data table for applying weighting to each route based on the distance to the section with high risk is read.
Next, in step S520, the end point position of the target route and the distance to the high-risk section are obtained, and a route that is equal to or less than the predetermined distance is set as a route to be weighted.

Next, in step S530, the distance to the high-risk section is obtained for the route targeted for weighting in step S520, and a weight value that is smaller as the section is higher in risk is obtained by referring to the data table.
In addition, for a section with high risk, the distance is determined based on, for example, a road junction or a junction point. The distance is, for example, a distance along the road traveling direction.

Next, in step S540, the corresponding route is multiplied by the weighting value obtained in step S530. The initial value of each route is “1”. If the weight value in step S530 is “0.8”, 1 × 0.8 = 0.8.
In the process of step S160 described above, when adding the number of non-interfering paths, the value after multiplication by weight is added to obtain the number of non-interfering paths. For example, when one of the non-interfering paths is multiplied by 0.8, the path is counted as 0.8.
Here, the target route may be multiplied by at least two or more of the weight values obtained in the first to fourth processing examples.

"Second travel margin calculation unit 46"
Next, the process of the second travel margin calculation unit 46 will be described.
The second travel allowance calculating unit 46 calculates the ratio of the sum of the gaps that can be entered with respect to the distance of the evaluation determination section as a travel allowance that represents the degree of freedom of travel of the host vehicle with respect to other vehicles.
As shown in FIG. 15, the second travel margin calculation unit 46 includes a gap detection unit 46A, an approachable gap detection unit 46B, a total distance calculation unit 46C, and a second travel margin calculation unit 46D.
In the evaluation determination section, the gap detection unit 46A includes a gap between other vehicles traveling in the adjacent lane adjacent to the own vehicle lane on which the host vehicle travels, and the start or end position of the evaluation determination section and the adjacent lane closest thereto. A gap with another vehicle traveling on the vehicle is detected.

The enterable gap detection unit 46B detects an enterable gap that is a gap that is estimated to be a gap that allows the host vehicle to enter, among the gaps detected by the gap detection unit 46A.
The total distance calculation unit 46 </ b> C calculates the total sum of the clearance distances of the approachable clearances detected by the approach clearance determination unit.
The second travel allowance calculation unit 46D calculates the ratio of the sum to the distance of the evaluation determination section as a travel allowance representing the degree of freedom of travel of the host vehicle with respect to other vehicles.

Next, an example of processing in the second travel margin calculation unit 46D will be described with reference to FIG.
When the second travel margin calculation unit 46D starts the calculation process, first, in step S600, the measurement range in the surrounding detection unit 2 is read, projected on the map, and the range of the adjacent lane (evaluation determination section) that can be evaluated. Decide.
In step S610, an initial value necessary for calculation of the gap is read.
In step S620, the measurement result by LRF is read from the surroundings detection unit 2.
In step S630, geometric data and motion data of another vehicle for calculating the clearance are acquired. For example, the position, posture, and dimension data of other vehicles are read.

In step S640, an interval (gap) between adjacent other vehicles in the adjacent lane is calculated. Further, an enterable gap that is a gap into which the host vehicle can enter is detected among the obtained gaps.
In step S650, a total value (total) is obtained by adding all of the gaps that can be entered, which is a gap into which the host vehicle can enter.
In step S660, the length of the evaluation determination section is acquired.
In step S670, the total value of the allowable entry gap with respect to the length of the evaluation determination section is calculated as the travel margin. This travel margin may be obtained for each adjacent lane. Moreover, what is necessary is just to double the length of an evaluation determination area, when calculating | requiring as one parameter | index with respect to both right and left adjacent lanes.

Moreover, the 2nd driving | running | working margin calculating part 46 is provided with the 2nd contribution change part 46E, as shown in FIG. The second contribution degree changing unit 46E changes the contribution ratio by weighting the travel allowance for the approachable gap.
Specifically, the second contribution degree changing unit 46E changes the contribution ratio by at least one of the following processes.

That is, when the length of the approachable clearance 46E is shorter than the length obtained by adding the set margin allowance (for example, 1 m) to the vertical length of the host vehicle, the second contribution degree changing unit 46E contributes to the approachable clearance. A process of changing the setting to a smaller value may be performed.
Further, the second contribution changing unit 46E may change the setting of the contribution ratio of the approachable gap that is far from the host vehicle to be smaller than the ratio of contribution of the approachable gap that is far from the host vehicle. Good.

  Further, the second contribution degree changing unit 46E may be configured to change the contribution ratio of the approachable gap estimated to change in a direction in which the size of the gap is reduced to be small. In this case, a clearance change estimation unit 46F that estimates a change in the accessible gap based on the behavior of the other vehicle is provided. For example, the gap change estimation unit 46F estimates the acceleration of another vehicle and estimates the change in the approachable gap.

Further, the second contribution changing unit 46E determines the contribution ratio of the approachable clearance that is estimated that one of the other vehicles forming the accessable clearance has high acceleration performance according to the vehicle type attribute of the other vehicle. One of the other vehicles forming the enterable gap may be set to be smaller than the ratio of the approachable gap estimated to have low acceleration performance.
The second contribution changing unit 46E may change the setting of the contribution ratio of the gap close to the branching / merging section to be smaller than the contributing ratio of the gap far from the branching / merging section. At this time, a branching / merging section detector for detecting a branching / merging section that is a section of the traveling path or a section to join is provided.

Next, an example of processing for each setting change performed by the second contribution changing unit 46E will be described.
“Setting change by gap size”
In the first processing example of the second contribution degree changing unit 46E, for a gap that is equal to or less than a preset value, for example, the vertical length of the host vehicle, weighting is set so as to reduce the ratio to the travel margin index.
The first process will be described with reference to FIG.
In the first process, first, in step S700, a data table for applying weighting to each gap based on the length of the host vehicle is read.

In step S710, geometric data and motion data of another vehicle for calculating the clearance are acquired. Specifically, the position / posture / dimension data of another vehicle is read.
In step S720, the gap entryable gap is acquired from the gap (gap) between the other vehicles in the adjacent lane.
In step S730, only a gap having a dimension smaller than a reference length obtained by adding a preset value to the longitudinal length of the host vehicle is placed in the stack in order to obtain a weight in the data table.
In step S740, the data table is used to reduce the weighting for gaps less than the reference length. That is, the gaps in the stack are input and the weight is calculated from the data table.
Then, in the process of step S650 described above, when adding the length of the accessible gap, the value after multiplying the weight in step S740 is added to obtain a total value (total).

“Setting change by gap distance”
In the second processing example of the second contribution changing unit 46E, weighting is set so that the distance to the travel margin index is small regardless of the size of the gap in the distance of the host vehicle.
A second processing example will be described with reference to FIG.
In the second process, first, in step S800, a data table for applying weighting to each gap based on the distance of the host vehicle is read. For example, the gap adjacent to the host vehicle is set to the maximum value (“1”) as a weight.

In step S810, the distance to the host vehicle is obtained using the representative position coordinates of each gap. Using the data table, processing is performed to reduce the weighting of the gap farther away from the host vehicle. For example, a weight that decreases according to the distance determined according to the reciprocal of the exponential function is acquired. The representative position coordinates of each gap are, for example, the midpoint of the gap and the position closest to the host vehicle.
In step S820, the gap behind the host vehicle is less valuable to consider as a destination candidate from the viewpoint of the direction of travel compared to the gap ahead of the host vehicle. The weighting is corrected to be small. For example, the weighting value of the gap behind the host vehicle position is multiplied by a value smaller than 1 (for example, 0.7) so as to make the correction smaller.
Next, in step S830, the weight value obtained in step S830 is multiplied by the size of the corresponding gap.
Then, in the process of step S650 described above, when the length of the approachable gap is added, the value after multiplying the weight in step S830 is added to obtain a total value (sum).

`` Setting change according to gap change degree ''
In the third processing example of the second contribution degree changing unit 46E, when the size of the gap is small or may be reduced, weighting is performed so that the ratio to the travel margin index is reduced only for the gap. Set.
A third processing example will be described with reference to FIG.
In the third process, first, in step S900, a data table for applying weighting to each gap based on the change rate of the gap is read.

In step S910, the movement of the other vehicle is predicted. That is, the position information of a predetermined time ahead of the other vehicle is estimated. For example, the future position of the other vehicle can be estimated from the relative position change between the host vehicle and the other vehicle speed.
In step S920, the rate of change of each gap is calculated from the prediction result of the movement of the other vehicle.
In step S930, the change ratio of the gap is entered in the data table, and the weight value is obtained so that the larger the change ratio, the smaller the weight.
Next, in step S940, the weight value obtained in step S930 is multiplied by the size of the corresponding gap.
Then, in the process of step S650 described above, when the length of the approachable gap is added, the value after multiplying the weight in step S830 is added to obtain a total value (sum).

“Setting change by estimating gap change”
The fourth processing example of the second contribution changing unit 46E is that a gap near an agile car like a small sports vehicle has a higher risk than a gap near a slowly moving car. Regardless of whether or not there is a possibility of becoming smaller, the weight is set so as to reduce the ratio to the travel margin index.
A fourth processing example will be described with reference to FIG.
In the fourth process, first, in step S1000, a data table for applying weighting to each gap based on the vehicle attribute is read.

In step S1010, the attribute of the other vehicle in the adjacent lane is determined.
In step S1020, a weight corresponding to the vehicle type is obtained with reference to the data table. Specifically, the first weighting value is determined by performing fuzzy inference according to the small / normal / sports vehicle. The vehicle type of the vehicle is estimated based on the information on the other vehicle detected by the surroundings detection unit 2, and a smaller value is set as the weighting value for a vehicle with higher acceleration performance.
In step S1030, a weight value corresponding to the characteristics of the vehicle is determined. For example, the second weighting value is set by performing fuzzy inference in accordance with the vehicle mass and the total displacement. That is, the second weighting value is set so as to be a value smaller than “1” as the vehicle is estimated to move faster according to the specifications of the estimated other vehicle.

In step S1040, when it is determined that the characteristics of the driver of the other vehicle can be grasped, a weighting value is determined according to the characteristics of the driver. That is, the third weighting value is set by performing fuzzy inference as to whether or not the vehicle can be determined as the rapid acceleration driving type from the latest past vehicle behavior data. That is, the third weighting value is set so as to become a value smaller than “1” as the vehicle is estimated to move faster according to the determination result of the past vehicle behavior.
In step S1050, the final three weighting values (first to third weighting values) are multiplied to obtain a final weighting value. An inference process for maintaining a balance of a plurality of weights may also be performed, and weighting may be performed on the three types of weighting values based on importance. Further, for example, a lower limit setting process may be performed on the final weighting value.
Then, in the process of step S650 described above, when the length of the approachable gap is added, the value after multiplying the weight in step S830 is added to obtain a total value (sum).

“Change of setting by risk interval”
In the fifth processing example of the second contribution degree changing unit 46E, a weight close to a section with a high risk is set so that the ratio to the travel margin index becomes small.
A fifth processing example will be described with reference to FIG.
In the fifth process, first, in step S1100, a data table for applying weighting to each gap based on the distance to the high-risk section is read.

In step S1110, the distance to the gap and the section with a high risk is obtained, and those below a predetermined value are detected.
In step S1120, for gaps that are equal to or smaller than the predetermined value detected in step S1110, a weighting value is obtained so that the closer the gap is to the higher risk section, the lower the weight. For example, the data are rearranged in descending order of distance and are input to the data table to obtain a weighting value.
Then, in the process of step S650 described above, when the length of the approachable gap is added, the value after multiplying the weight in step S830 is added to obtain a total value (sum).
Here, the target gap may be multiplied by at least two weighting values obtained in the first to fifth processing examples.

"Third travel margin calculation unit 47"
Next, the process of the third travel allowance calculating unit 47 will be described.
The third travel margin calculation unit 47 travels ahead of the own vehicle (including lanes other than the own vehicle line) in the section setting unit 42 and is adjacent to the own vehicle line or the own vehicle line on which the own vehicle travels. And detecting at least one of the number of vehicles decelerated by the approach of the avoiding vehicle and the amount of deceleration thereof, and detecting at least one of the estimated number of vehicles decelerated and the amount of deceleration From one side, a travel margin indicating the degree of freedom of travel of the host vehicle relative to other vehicles is calculated. At this time, the travel margin is calculated to be smaller as the number of vehicles decelerating is larger or as the deceleration amount is larger.

As shown in FIG. 22, the third travel margin calculation unit 47 includes a avoidance vehicle detection unit 47A, a deceleration vehicle estimation unit 47B, and a third travel margin calculation unit 47C.
The escape vehicle detection unit 47A detects the presence or absence of an escape vehicle that has escaped from the front of the vehicle. It is preferable that the avoidance vehicle detection unit 47A detects the presence or absence of the avoidance vehicle when the speed of the own vehicle is higher than the average vehicle speed in the adjacent lane adjacent to the own lane on which the own vehicle travels.

When the avoidance vehicle detection unit 47A detects the avoidance vehicle, the deceleration vehicle estimation unit 47B estimates the number of other vehicles that decelerate among other vehicles existing behind the avoidance vehicle and the amount of deceleration.
The third travel allowance calculating unit 47C calculates a travel allowance representing the degree of freedom of travel of the own vehicle with respect to the other vehicle from at least one of the number of other vehicles to be decelerated and the amount of deceleration estimated by the decelerating vehicle estimation unit 47B. calculate. Specifically, the travel allowance calculating unit calculates the travel allowance smaller as the number of other vehicles decelerating or the amount of deceleration increases.

Next, a first basic processing example of the third travel margin calculation unit 47 will be described with reference to FIG.
In the first basic processing example of the third travel margin calculating unit 47C, when the calculation process is started, first, in step S1200, the avoidance vehicle travels ahead of the host vehicle and changes the lane to the host vehicle lane or an adjacent lane. In order to find out, the information from the surrounding detection part 2 attached to the front side of the own vehicle is read. For example, recognition information is acquired from sensors attached in the vicinity of the left and right front lights and rear lights of the host vehicle.

In step S1210, the avoidance vehicle and the direction in which the avoidance vehicle moves are estimated based on the information from the surrounding detection unit 2. For example, according to the direction of the optical flow of the vehicle that crosses the white line between the lanes, it is determined whether there is a vehicle that runs away in the adjacent lane and a vehicle that runs away from the adjacent lane to the own vehicle lane.
In step S1220, it is determined whether the escape vehicle is moving to the own vehicle lane or the adjacent lane. When moving to the own vehicle line, the process proceeds to step S1230. When moving to the adjacent lane, the process proceeds to step S1310.

In step S1230, the position of the avoidance vehicle that enters the host vehicle line is predicted. For example, the position where the escape vehicle enters is predicted by a Kalman filter that is often used for predicting the movement of other vehicles.
In step S1240, a deceleration of a preceding vehicle that travels ahead of the host vehicle and decelerates for the escape vehicle that enters the host vehicle line is predicted. For example, the deceleration of the preceding vehicle is predicted by Bayesian estimation. If there is no preceding vehicle, the deceleration of the host vehicle is predicted.
In step S1250, it is predicted whether the host vehicle needs to decelerate for the preceding vehicle. For example, when the host vehicle is behind a decelerating preceding vehicle, the necessary deceleration amount is predicted by Bayesian estimation.

In step S1260, the actual deceleration of each vehicle is measured. For example, the movements of the actual preceding vehicle and the host vehicle are measured.
In step S1270, the difference between the predicted value and the actually measured value is calculated and integrated over time. For example, a difference in deceleration is obtained from the prediction result and the actual measurement result, and the time difference is integrated over a preset time width. When there is a preceding vehicle, it is carried out with the preceding vehicle and the host vehicle, and the average value or one value is selected.

In step S1280, the integral value is normalized. This is to facilitate comparison. For example, normalization is performed by the maximum value of the difference between the predicted time and the actual measurement time, so that a value between −1 and 1 is corrected. This normalized integrated value is defined as a travel margin.
The larger the integrated value, the more the deviation of the vehicle behind the evacuation vehicle due to the entry of the evacuation vehicle and the lower the margin of the vehicle to avoid other vehicles. Presumed.

In step S1290, it is determined whether the host vehicle is traveling in front of a high-risk section. For example, it is determined whether the host vehicle is traveling 200 m before a high-risk section.
If it is determined in step S1300 that the host vehicle is traveling in front of a high-risk section, correction is performed to reduce the travel margin obtained in step S1280. For example, a correction value consisting of a value smaller than 1 (such as 0.6) is multiplied to make it smaller.

Here, when the vehicle is in front of a high-risk section, the entropy (degree of vehicle messiness) of the host vehicle lane tends to be higher than that of the adjacent lane. In this case, a travel margin for the own vehicle line is obtained.
In step S1310, the position of the escape vehicle entering the adjacent lane from the own vehicle lane or another lane is predicted. For example, the position where the escape vehicle enters is predicted by a Kalman filter that is often used for predicting the movement of other vehicles.

In step S1320, the deceleration of the succeeding vehicle that travels ahead of the host vehicle and decelerates for the escape vehicle that enters the adjacent lane is predicted. For example, the deceleration of the succeeding vehicle is predicted by Bayesian estimation from the longitudinal interval of the vehicle at the predicted position.
In step S1330, it is predicted whether another subsequent vehicle needs to decelerate for the subsequent vehicle. For example, it is further predicted by Bayesian estimation whether the subsequent vehicle is also decelerated.

In step S1340, the actual deceleration of each vehicle is measured. For example, the actual subsequent vehicle and the movement of the subsequent vehicle are measured.
In step S1350, the difference between the predicted value and the actually measured value is calculated and integrated over time. For example, the difference in deceleration is obtained from the prediction result and the actual measurement result, and the time difference is integrated over a predetermined time width.
In step S1360, the integral value is normalized. This is to facilitate comparison. For example, normalization is performed by the maximum value of the difference between the predicted time and the actual measurement time, so that a value between −1 and 1 is corrected. This normalized integrated value is defined as a travel margin.
The larger the integrated value, the more the deviation of the vehicle behind the evacuation vehicle due to the entry of the evacuation vehicle and the lower the margin of the vehicle to avoid other vehicles. Presumed.

In step S1370, it is determined whether it is in front of a section with a high risk. For example, it is determined whether the host vehicle is 200 m before a high-risk section.
If it is determined in step S1380 that the host vehicle is traveling in front of a high-risk section, correction is performed to reduce the travel margin obtained in step S1360. For example, a correction value consisting of a value smaller than 1 (such as 0.6) is multiplied to make it smaller.
Here, when traveling in front of a high-risk section, the entropy (degree of vehicle messiness) of other lanes such as adjacent lanes tends to be higher than the own lane.

Next, a second basic processing example of the third travel allowance calculating unit 47C will be described with reference to FIG.
In the second basic processing example of the third travel margin calculating unit 47C, the basic processing is the same as the processing in the first basic processing example.
However, the difference is that the process of step S1400 is performed instead of the processes of steps S1240 and S1250, and the process of step S1410 is performed instead of steps S1320 and S1330.
In step S1400, when there is a succeeding vehicle at the avoidance destination and the vehicle interval is narrow, it is assumed that the vehicle decelerates at a constant deceleration. For example, when there is a following vehicle at the avoidance destination and the vehicle interval is narrow, it is predicted that the vehicle will decelerate at a constant deceleration.
In step S1410, when there is a succeeding vehicle at the avoidance destination and the vehicle interval is narrow, it is assumed that the vehicle decelerates at a constant deceleration. For example, when there is a following vehicle at the avoidance destination and the vehicle interval is narrow, it is predicted that the vehicle will decelerate at a constant deceleration.

Next, a third basic processing example of the third travel allowance calculating unit 47C will be described with reference to FIG.
In the third basic processing example of the third travel margin calculating unit 47C, the basic processing is the same as the processing in the second basic processing example.
However, the difference is that the process of step S1420 is performed instead of the process of step S1230, and the process of step S1430 is performed instead of step S1310.
In step S1420, the approach of the escape vehicle to the own vehicle lane is predicted based on the lateral displacement speed from the center of the adjacent lane. Here, it is significantly predicted that a vehicle having a lateral displacement speed from the center of the adjacent lane exceeding a predetermined value will enter the own vehicle lane.
In step S1430, the approach of the escape vehicle to the adjacent lane is predicted based on the lateral displacement speed from the center of the own vehicle lane. Here, it is significantly predicted that a vehicle having a lateral displacement speed from the center of the own vehicle lane that is greater than or equal to a predetermined value will enter the adjacent lane.

Here, in each of the above-described processes, the margin is reduced because the deviation (difference) between the actual braking state and the prediction is large. The integrated value is used as a margin. In order to obtain the cumulative value of the prediction error, the time integral is calculated, and the cumulative value of the prediction error is equal to the definition of entropy “randomness increasing with time”.
However, a margin may be obtained from the number of decelerations. That is, the margin may be calculated based on the actual deceleration and the number.

"Fourth driving margin calculation unit"
Next, the process of the fourth travel margin calculation unit 48 will be described.
The fourth travel margin calculation unit 48 represents the ratio of the actual viewable area to the virtual viewable area that can be seen if there is no other vehicle, and represents the degree of freedom of travel of the host vehicle with respect to the other vehicle. Calculated as travel margin.

As shown in FIG. 26, the fourth travel margin calculation unit 48 includes a virtual region setting unit 48A, a blind spot region calculation unit 48B, a line-of-sight calculation unit 48C, and a fourth travel margin calculation unit 48D.
The virtual area setting unit 48A sets the road surface area of the evaluation determination section as a virtual viewable area from the information on the traveling road.
The blind spot area calculation unit 48B calculates a blind spot area that becomes a blind spot from the own vehicle by another vehicle on the road surface of the evaluation determination section.

The line-of-sight area calculation unit 48C calculates an area obtained by removing the blind spot area from the virtual line-of-sight area as an actual line-of-sight area. The blind spot area calculation unit 48B may constitute a part of the line-of-sight area calculation unit 48C.
The fourth travel margin calculation unit 48D calculates the ratio of the actual viewable area calculated by the line-of-sight area calculation unit 48C to the virtual line-of-sight range set by the virtual area setting unit 48A, and the degree of freedom of travel of the host vehicle with respect to other vehicles. It is calculated as a travel allowance representing the degree of.

The blind spot area correction unit 48E corrects the size of the blind spot area calculated by the blind spot area calculation unit.
Specifically, the blind spot area correction unit 48E changes the contribution ratio by at least one of the following processes.
That is, the blind spot area correction unit 48E corrects the size of the blind spot area to be larger than the actual size when the vertical length of the other vehicle forming the blind spot area is equal to or greater than a preset length. The preset set length is a length that can be regarded as a truck. For example, the longer the vertical length of the other vehicle, the larger the size of the blind spot area is corrected.

The blind spot area correction unit 48E corrects the size of the blind spot area to a value larger than the actual value when the acceleration of the other vehicle forming the blind spot area is equal to or higher than a preset acceleration.
Further, the blind spot area correction unit 48E corrects the size of the target blind spot area according to the position of the other vehicle that forms the blind spot area with respect to the own vehicle and the length of the boundary line of the blind spot area. The distance is smaller as the distance from the host vehicle is larger, smaller as it is shifted in the front-rear direction than the side of the host vehicle, and smaller as the boundary line is longer.

For example, based on FIG. 27 (a), a coefficient α1 that is smaller as the distance from the own vehicle position is larger is obtained, and the state in which the other vehicle is located on the side of the own vehicle is determined based on FIG. As a degree, a coefficient α2 that decreases as the position of the other vehicle deviates in the front-rear direction from the side of the host vehicle is obtained, and a coefficient α3 that decreases as the boundary line of the blind spot area becomes longer is obtained based on FIG. Then, a final coefficient α is obtained by the following equation, and the obtained α is multiplied by the area of the corresponding blind spot region to correct each blind spot region.
α = α1 × α2 × α3

Here, the coefficient α1 is set as shown in FIG. 27A because it becomes difficult to consider a dangerous blind spot as the distance from the blind spot increases. It is to reduce.
The coefficient α2 is set as shown in FIG. 27 (b) because when the own vehicle wants to move laterally in the adjacent lane or move diagonally forward, the vehicle's blind spot and the most disturbing position is the vehicle just beside it. It is based on the idea when entering diagonally before. When the other vehicle is diagonally forward or diagonally behind, you can see even a little sideways between the other vehicles, so there may be plenty of time to notice the bike that is accelerating or decelerating from the blind spot.
The coefficient α3 is set as shown in FIG. 27C. If the length of the blind spot is slightly larger than the width of the motorcycle, it is dangerous to jump out of the width, but the blind spot is too long. If there is a single lane, it is more likely that the motorcycle will continue to run in that lane, and it will not fall out, so it is considered dangerous.

Here, FIG. 28 shows an example of a blind spot area. In FIG. 28, the hatched portion is a blind spot area, and the reference symbol DL indicates a boundary line. The blind spot is, for example, a blind spot viewed from the driver's seat of the host vehicle.
The boundary line is the length of the next range.
-From the position of another vehicle to the boundary of the road boundary or evaluation judgment section-However, if there is another vehicle up to the road boundary and it can be clearly seen from the own vehicle, from the other vehicle to the other vehicle on the back (in such a case The dead angle from the other vehicle on the far side to the road boundary is farther than the front dead angle, and even if there is a vehicle popping out, there is a time allowance, so it is preferable to apply a small weight as α4.)

Next, a first basic processing example of the fourth travel allowance calculating unit 48D will be described with reference to FIG.
In the first basic processing example of the fourth travel margin calculation unit 48D, when the calculation processing is started, first, in step S1500, the measurement range of the surrounding detection unit 2 is read. An evaluation determination section is set within this range.
In step S1510, the measurable range in the lane is reflected on the map. Outside the road boundary, including multiple lanes, if any, is excluded from the viewable range.
In step S1520, a blind spot caused by a stationary object such as a road accessory is excluded from the evaluation, and thus is removed. For example, compared with a map, a blind spot caused by an environmental stationary object is removed.
In step S1530, the output result of the laser range finder is read.
In step S1540, the area of a blind spot area that becomes a blind spot from the host vehicle is estimated from the boundary between the moving other vehicle and the measurable range (evaluation determination section).

At this time, the blind spot area correction unit 48E may appropriately correct the area of the blind spot area estimated as described above.
In step S1550, the area obtained by removing the blind spot from the viewable range is calculated as a viewable area.
In step S1560, a travel allowance index is calculated from the ratio of “viewable area” to “viewable area”.

Next, a second basic processing example of the fourth travel allowance calculating unit 48D will be described with reference to FIG.
The second basic processing example of the fourth travel allowance calculating unit 48D is different from the first basic processing example in that steps S1600 to S1710 are added between the processing of step S1550 and the processing of step S1560. Different.

In step S1600, a risk two-dimensional probability distribution (statistical distribution) is read in order to estimate the risk of the risk factor popping out from the shadow. For example, a two-dimensional normal distribution is read. The same statistical distribution is applied to the boundary line DL of each blind spot.
In step S1610, a physical quantity necessary for rotation and translation is calculated to superimpose a statistical distribution on the boundary line of each blind spot. For example, the distance of the own vehicle and the distance and angle of each blind spot are calculated.

In step S1620, the statistical distribution is superimposed on the exit of the blind spot where risk factors can jump out. At this time, the two-dimensional statistical distribution is installed so as to be at one end (traveling direction) of the boundary line of the blind spot. Subsequently, the statistical distribution is stretched to the other end position of the boundary line. The longer the boundary, that is, the longer the boundary line, the lower the median size (height) as shown in FIG.
In this state, a two-dimensional statistical distribution is set as shown in FIG.

  In step S1700, after the calculation in step S1620 is completed, a mountain having a series of statistical distributions as shown in FIG. 33, for example, is formed. The part where the mountains overlap is higher. Specifies the height of a given contour line for that mountain. That is, the preset contour line height information is read. The height of the contour line is the height of the contour line of the vehicle position or a height higher than the height by a margin. 32 and 34 and FIG. 33 show examples in which the arrangement of vehicles is different, and FIG. 33 illustrates a case where there are three other vehicles MT.

In step S1710, by connecting the height of the contour line to the visible area and the visible area, one closed surface (closed area) including the host vehicle is formed as shown in FIG. However, if there is a portion in the closed space where the host vehicle cannot pass, the area on the back side of the portion as viewed from the host vehicle is ignored.
Then, it is regarded as an area where the closed surface can be seen. That is, the contour line of a predetermined height in the two-dimensional statistical distribution, the viewable area, and the area surrounded by the viewable area are calculated and replaced with the viewable area.
Other processes are the same as those in the first basic process example.
The information presenting unit 49 notifies the driver through the alarm device 7 of notification according to the travel margin selected by the travel margin selection unit 44.

(About operation and others)
If the host vehicle is traveling in a laminar flow determination section as shown in FIG. 7 and the traffic flow determination unit 43 determines that the type of traffic flow is laminar flow (see FIG. 5), the first travel margin calculation unit 45 The travel margin calculated from the calculated avoidable route ratio or the travel margin calculated from the ratio of the gap between other vehicles calculated by the second travel margin calculation unit 46 is selected. And the information presentation part 49 notifies a driver | operator through the warning device 7 according to the driving | running | working margin selected by the driving | running | working margin selection part 44. FIG.

  At this time, when the traffic flow determination unit 43 determines that the type of traffic flow is a single laminar flow (see FIG. 5A) among the laminar flows, the first travel margin calculation unit 45 can avoid the calculation. It is preferable to adopt a travel margin obtained from the ratio of a simple route. On the other hand, when the traffic flow determination unit 43 determines that the type of traffic flow is a multi-layer flow (two-layer flow) among the laminar flows (see FIG. 5B), the second travel margin calculation unit 46 calculates. It is preferable to adopt the travel margin obtained from the ratio of avoidable routes.

As shown in FIG. 35, the first travel margin calculation unit 45 sets a route on the travel road surface regardless of other vehicles, and among the set routes, a route indicated by a solid line is a non-interfering route that does not interfere with other vehicles. To detect. And the 1st driving | running | working margin calculation part 45 calculates the ratio of the non-interference path | route with respect to a total path | route as a driving | running | working margin.
As shown in FIG. 36, the second travel allowance calculating unit 46 calculates the travel allowance based on the ratio of the gap between the other vehicles located in the adjacent lanes.

  On the other hand, if the host vehicle is traveling in a turbulent flow determination section as shown in FIG. 7 and the traffic flow determining unit 43 determines that the type of traffic flow is turbulent (see FIG. 6), a third travel margin calculating unit The travel margin calculated from the degree of disturbance of the other vehicle due to the avoidance calculated by 47 or the travel margin calculated from the degree of appearance of the travel path from the host vehicle calculated by the fourth travel margin calculation unit 48 is selected. And the information presentation part 49 notifies a driver | operator through the warning device 7 according to the driving | running | working margin selected by the driving | running | working margin selection part 44. FIG.

  At this time, when the traffic flow determination unit 43 determines that the traffic flow type is a mixed flow of turbulent flows (see FIG. 6A), the travel margin calculated by the third travel margin calculation unit 47. Is preferably adopted. On the other hand, if the traffic flow determination unit 43 determines that the type of traffic flow is mixed flow (see FIG. 6B) of turbulent flow, the fourth travel margin calculation unit 48 calculates an avoidable route. It is preferable to employ the travel margin obtained from the ratio.

As shown in FIG. 36, when another vehicle MT1 traveling in front of the host vehicle MM escapes to the adjacent lane, the subsequent vehicle MT2 may decelerate due to the avoidance. The third travel allowance calculating unit 47 calculates the travel allowance based on the amount of deceleration of the vehicle accompanying the avoidance.
Further, as shown in FIG. 38, the fourth travel margin calculation unit 48 calculates the ratio of the total value of the blind spot area DS by the other vehicle MT to the area of the evaluation determination section as the travel margin.
Here, if it is attempted to determine the degree of freedom of travel that can avoid other vehicles, such as a margin for changing the lane of the host vehicle, based only on the density of the vehicles existing on the travel path, the state shown in FIG. The state as shown in FIG. 39B also has the same vehicle density. Here, MM indicates the own vehicle and other vehicles around the MT own vehicle. The same applies hereinafter.

  On the other hand, when the travel margin calculated from the ratio of avoidable routes calculated by the first travel margin calculation unit 45 is applied, the host vehicle MM is surrounded by the other vehicle MT as shown in FIG. In such a case, for example, the avoidable route is zero and the travel margin is zero. On the other hand, as shown in FIG. 39B, when the other vehicle MT exists with respect to the host vehicle MM, for example, the travel margin is “6/20”. In this way, by using the travel margin calculated by the first travel margin calculation unit 45 as an index, the current travel status of the host vehicle according to the relationship of the other vehicle with respect to the host vehicle is expressed as “other vehicle avoidance (front and rear Acceleration / deceleration, lane change, etc.) ”can be grasped in advance and appropriately.

In particular, when the traffic flow is a single-layer flow, the traveling margin is considered to be maintained in the near future because the speed of the host vehicle and the average speed of other vehicles in the adjacent lane are substantially the same.
Further, when it is attempted to determine the degree of freedom of travel that can avoid other vehicles, such as a margin for changing the lane of the host vehicle, based on only the density of the vehicles existing on the travel path, the state as shown in FIG. A state such as 40 (b) also has the same vehicle density.

  On the other hand, in the case of the travel allowance calculated from the ratio of the approachable gap calculated by the second travel allowance calculating unit 46, as shown in FIG. In this case, the travel margin is 0, and when the vehicle varies with respect to the host vehicle as shown in FIG. 40 (b), for example, the total value of the accessible gap is, for example, “3 + 3 + 3 + 3 = 12.” Thus, the travel margin is “12 m / 24 m” or the like. In this way, by using the travel margin calculated by the second travel margin calculation unit 46 as an index, the current travel status of the host vehicle corresponding to the relationship of the other vehicle with respect to the host vehicle is determined depending on the state between the other vehicles. It is possible to grasp in advance and adequately how much room is available from the viewpoint of “other vehicle avoidance (acceleration / deceleration before and after, lane change, etc.)”.

Especially in the case of multi-layer flow (two-layer flow), the speed of the host vehicle and the average speed of other vehicles in the adjacent lane are different, so the relationship between the host vehicle and the other vehicles located next to it will be different in the near future. In terms of the relationship between vehicles, it is highly likely that the state between other vehicles will be approximate in the near future. For this reason, it is considered that the travel margin is maintained in the near future.
As described above, it is not possible to grasp the appropriate degree of freedom of travel of the host vehicle according to the degree of vehicle variation simply by the vehicle density, but the first travel margin calculation unit 45 or the second travel margin In the travel margin calculated by the calculation unit 46, according to the degree of variation of other vehicles, how much margin is available from the viewpoint that the current travel status of the host vehicle is “other vehicle avoidance (acceleration / deceleration before and after, lane change, etc.)”. It becomes possible to grasp in advance and appropriately.
When there is a avoiding vehicle, the degree of variation of other vehicles varies depending on the avoiding vehicle.

  On the other hand, in the third travel margin calculation unit 47, the current travel state of the host vehicle is “other vehicle avoidance (acceleration / deceleration before and after, lane change, etc.) according to the change of the following vehicle by the avoidance vehicle. It is possible to grasp in advance and appropriately how much room is available from the viewpoint of "." When the vehicle changes lanes to the adjacent lane, the other vehicles behind the escape vehicle are decelerated according to the situation of the lane, and the entropy changes. The rate of change can estimate the number of decelerated vehicles and the deceleration amount of the decelerated vehicles.

In particular, when the traffic flow is a mixed flow, it is considered that there are more avoidance vehicles than the laminar flow determination section, and the third travel allowance calculation unit 47 obtains the travel freedom degree in consideration of the effect of the avoidance. I can do it.
In addition, the fourth travel margin calculation unit obtains from the ratio that can be seen from the host vehicle, and in the case of a turbulent manner in which the flow is mixed between lanes due to the number of lanes changing, such as mixed flow, the prospect at that time By determining the travel margin from the situation, it is possible to provide a travel margin that is easy for the driver to understand. This is particularly effective in the merging section of the lane.

(Effect of this embodiment)
(1) The section setting unit 42 sets an evaluation determination section that is a section for determining the evaluation for the traveling road. The total route calculation unit 45A calculates a route that can be set as the travel route in the evaluation determination section and the total number of the routes from the acquired travel route information. The non-interfering route calculation unit 45C calculates the number of non-interfering routes that are estimated to not interfere with other vehicles detected by the other vehicle detection unit among all the routes calculated by the total route calculation unit 45A. The first travel allowance calculating unit 45D calculates the ratio of the number of non-interfering routes to the number of all routes as a travel allowance representing the degree of freedom of travel of the host vehicle with respect to other vehicles.

Even if the vehicle density of other vehicles in the unit road section is the same, the state of the empty space around the own vehicle differs depending on the degree of variation of other vehicles around the own vehicle. The margin for changing lanes is different.
On the other hand, according to this configuration, the travel margin is calculated according to the ratio of how many routes are left among the plurality of routes according to the position of the other vehicle with respect to the host vehicle.
As a result, according to this configuration, the driver can avoid the other vehicle (acceleration / deceleration before and after, lane change, etc.) according to the relationship of the other vehicle around the own vehicle with respect to the own vehicle. From this viewpoint, it is possible to appropriately grasp how much room is available from the viewpoint of freedom of travel.

(2) The first contribution changing unit 45E determines the contribution ratio of the route passing through the front region set in front of the other vehicle that is estimated to have high acceleration performance according to the vehicle type attribute of the other vehicle. The setting is changed to be smaller than the contributing ratio of the route passing through the front area set in front of the other vehicle, which is estimated to have low acceleration performance.
When the other vehicle has a high acceleration performance such as a sports car or a motorcycle and moves quickly, the non-interference path ahead of the other vehicle may be occupied by the other vehicle.
According to this configuration, the accuracy of the travel margin to be calculated is improved by setting the contribution ratio of such a non-interfering route small.

(3) The first contribution changing unit 45E changes the setting of the contribution ratio of the route with a long distance from the host vehicle to be smaller than the contribution ratio of the route with a short distance from the host vehicle.
The route far from the host vehicle has a relatively high possibility that the time until the lane change is completed while avoiding other vehicles is relatively long, and is not a non-interfering route.
According to this configuration, the accuracy of the travel margin to be calculated is improved by setting the contribution ratio of such a non-interfering route small.

(4) The first contribution changing unit 45E determines the contribution ratio of the path having the largest maximum curvature according to the maximum curvature in the trajectory forming the path, and the contribution ratio of the path having the smaller maximum curvature. Change the setting to a smaller value.
As a route that travels while avoiding other vehicles, it is considered that the greater the curvature of the trajectory curve, the smaller the driver's travel margin.
According to this configuration, the accuracy of the travel margin to be calculated is improved by setting the contribution ratio of such a non-interfering route small.

(5) The first contribution degree changing unit 45E determines the contribution ratio of the route close to the branch / merging section as a distance from the branch / merging section according to the distance between the branch / merging section and the end point of the route. The setting is changed to be smaller than the above-mentioned contribution ratio.
The route close to the branch / merging section is relatively likely to cause a lane change of another vehicle, and is considered to have a low priority as a route selected by the driver.
According to this configuration, the accuracy of the travel margin to be calculated is improved by setting the contribution ratio of such a non-interfering route small.

(6) Other vehicles in which the traffic flow determination unit 43 is in a laminar state where the flow of the vehicle traveling on the own lane and the flow of the vehicle traveling on the adjacent lane adjacent to the own lane are in the laminar flow state When the difference between the speed of the vehicle and the speed of the host vehicle is determined to be a single-layer flow state that is equal to or less than a preset speed difference, a travel margin calculated by the first travel margin calculation unit 45D is selected.
In the case of a single-layer flow, there is no or small difference between the vehicle speed of the adjacent lane and the host vehicle, and the vehicle flow in each lane is constant. It is a difficult traffic flow.
For this reason, since the state of other vehicles around the host vehicle is easily maintained, it is easy to maintain the validity of the degree of freedom of travel obtained from the ratio of avoidable routes. As a result, in the future, the driver can grasp the surroundings and provide an appropriate index as an index for determining the behavior of the vehicle.

  (7) In the evaluation determination section, the gap detection unit 46A includes a gap between other vehicles traveling in an adjacent lane adjacent to the own vehicle lane on which the host vehicle travels, a start or end position of the evaluation determination section, and the first position. A gap between the vehicle and another vehicle traveling in the adjacent lane is detected. The entryable gap detection unit 46B determines an entryable gap that is a gap that is estimated to be a gap that allows the host vehicle to enter, among the gaps detected by the gap detection unit 46A. The total distance calculation unit 46C calculates the total sum of the distances of the approachable clearance determined by the approach clearance determination unit. The second travel allowance calculating unit 46D calculates the ratio of the total to the distance of the evaluation determination section as a travel allowance representing the degree of freedom of travel of the host vehicle with respect to other vehicles.

Even if the vehicle density of other vehicles in the unit road section is the same state, because the degree of variation of the other vehicles around the own vehicle, the formation situation of the gap that the own vehicle can enter between other vehicles is different, The degree of allowance for changing lanes while avoiding other vehicles is different.
On the other hand, according to this configuration, the travel margin is calculated according to a gap of a size that allows the own vehicle to enter between other vehicles.
As a result, according to this configuration, the driver can view that the current traveling state of the own vehicle is other vehicle avoidance (acceleration / deceleration before and after, lane change, etc.) according to the degree of variation of other vehicles around the own vehicle. Thus, it is possible to appropriately grasp how much room is available from the viewpoint of freedom of travel.

(8) When the length of the approachable gap 46E is shorter than the length obtained by adding the set margin to the vertical length of the host vehicle, the second contribution degree changing unit 46E determines the contribution ratio of the approachable gap. Change the setting smaller.
The closer the approach gap is to the length of the host vehicle, the more difficult it is for the host vehicle to enter.
According to this configuration, the accuracy of the travel margin to be calculated is improved by setting the contribution ratio of such an approachable gap to be small.

(9) The second contribution level changing unit 46E changes the setting of the contribution ratio of the approachable gap that is far from the host vehicle to be smaller than the ratio of contribution of the approachable gap that is far from the host vehicle.
Since the approachable gap that is far from the host vehicle takes a relatively long time to complete the lane change while avoiding other vehicles, it is considered that the priority is low as a route to be selected by the driver.
According to this configuration, the accuracy of the travel margin to be calculated is improved by setting the contribution ratio of such an approachable gap to be small.

(10) The gap change estimation unit 46F estimates the change in the accessible gap based on the behavior of the other vehicle. The second contribution degree changing unit 46E changes the setting of the contribution ratio of the approachable gap that is estimated to change in the direction in which the size of the gap decreases.
The approachable gap that is estimated to change in a direction in which the size of the gap decreases is assumed to be a gap that is difficult for the driver to enter.
According to this configuration, the accuracy of the travel margin to be calculated is improved by setting the contribution ratio of such an approachable gap to be small.

(11) The second contribution degree changing unit 46E contributes to the approachable gap, which is estimated that one of the other vehicles forming the approachable gap has high acceleration performance according to the vehicle type attribute of the other vehicle. The ratio is set and changed to be smaller than the ratio contributed by the approachable gap, which is estimated that the acceleration performance of both of the other vehicles forming the approachable gap is estimated to be low.
There is a high possibility that the driver estimates that the gap formed by a fast moving vehicle such as a sports car is likely to change.
According to this configuration, the accuracy of the travel margin to be calculated is improved by setting the contribution ratio of such an approachable gap to be small.

(12) The second contribution changing unit 46E changes the setting of the contributing ratio of the gap close to the branch / merging section to be smaller than the contributing ratio of the gap far from the branch / merging section.
The route close to the branch / merging section is relatively likely to cause a lane change of another vehicle, and is considered to have a low priority as a route selected by the driver.
According to this configuration, the accuracy of the travel margin to be calculated is improved by setting the contribution ratio of such an approachable gap to be small.

(13) The traffic flow determining unit 43 is in a laminar state where the vehicle travels on a traveling path of a plurality of lanes and the flow of the vehicle traveling on the own vehicle lane and the flow of the vehicle traveling on the adjacent lane adjacent to the own vehicle lane And a second travel margin calculation unit for determining a multi-layer flow state in which the difference between the speed of the other vehicle traveling in the adjacent lane and the speed of the host vehicle is greater than a preset speed difference. The travel margin calculated by 46D is selected.
In the multi-layer flow state, the flow in each lane is uniform, but there is a speed difference of more than a predetermined value between the speed of the host vehicle and the speed of other vehicles in the adjacent lane. For this reason, in the multilayer flow state, although the vehicle located beside the host vehicle changes with time, the state of the gap between the other vehicles in each lane is easily maintained. As a result, in the future, the driver can grasp the surroundings and provide an appropriate index as an index for determining the behavior of the vehicle.

  (14) When the escape vehicle detection unit 47A detects the avoidance vehicle, the deceleration vehicle estimation unit 47B estimates the number of other vehicles that decelerate and the amount of deceleration of the other vehicles existing behind the avoidance vehicle. To do. The third travel allowance calculating unit 47C calculates a travel allowance representing the degree of freedom of travel of the own vehicle with respect to the other vehicle from at least one of the number of other vehicles to be decelerated and the amount of deceleration estimated by the decelerating vehicle estimation unit 47B. calculate. At this time, the third travel allowance calculating unit 47C calculates the travel allowance smaller as the number of other vehicles decelerating increases or the deceleration amount increases.

The more the at least one of the number and the amount of deceleration of other vehicles that decelerate behind the avoidance vehicle increases, the easier the lane becomes in a congested direction. By calculating the travel margin from such a viewpoint, it becomes easier for the driver to grasp the degree of congestion in the future, and an appropriate action determination index can be provided.
In this way, according to this configuration, the driver can grasp the degree of congestion in the future, and the current driving situation of the host vehicle is traveling from the viewpoint of avoiding other vehicles (acceleration / deceleration before and after, lane change, etc.). It is possible to appropriately grasp how much room is available from the viewpoint of the degree of freedom.

(15) The avoidance vehicle detection unit 47A detects the presence or absence of the avoidance vehicle when the speed of the own vehicle is higher than the average vehicle speed in the adjacent lane adjacent to the own vehicle line on which the own vehicle travels. .
When the host vehicle is relatively fast, the other vehicle that is the target in the adjacent lane when the host vehicle changes lanes is related to the other vehicle ahead of the other vehicle that is present in the lateral position of the host vehicle. Is important.
According to this configuration, the degree of congestion of other vehicles ahead of the host vehicle can be grasped. As a result, it is possible to provide an appropriate travel margin for the driver.

(16) The traffic flow determination unit 43 has a relationship between the flow of the vehicle traveling on the own vehicle lane and the flow of the vehicle traveling on the adjacent lane adjacent to the own lane when the own vehicle travels on a plurality of lanes. It is determined whether the state is a turbulent flow state or a mixed layer state in which the number of lanes is not changed. When the traffic flow determination unit 43 determines a mixed flow state, the travel margin calculated by the third travel margin calculation unit 47C is selected.
In the mixed flow state, the number of lanes is not changed. However, when the number of lanes is changed by a predetermined number or more, the vehicles do not flow uniformly in each lane, resulting in disturbance.
According to this configuration, it is possible to provide the driver with a degree of freedom of traveling according to the occurrence of this disturbance.

(17) The virtual area setting unit 48A sets the road surface area of the evaluation determination section as a virtual viewable area from the information on the traveling road. The blind spot area calculation unit 48B calculates a blind spot area that becomes a blind spot from the own vehicle by another vehicle on the road surface of the evaluation determination section. The line-of-sight area calculation unit 48C calculates an area obtained by removing the blind spot area from the virtual line-of-sight area as an actual line-of-sight area. The fourth travel margin calculation unit 48D uses the ratio of the actual viewable area calculated by the line-of-sight region calculation unit 48C to the virtual line-of-sight range set by the virtual area setting unit 48A to determine whether the host vehicle can freely travel with respect to other vehicles. A travel margin indicating the degree of degree is calculated.
According to this configuration, it is possible to provide the driver with a driving margin that indicates the degree of driving freedom according to the current visibility situation.

(18) When the vertical length of the other vehicle forming the blind spot area is equal to or longer than a preset length, the blind spot area correcting unit 48E actually determines the size of the blind spot area when determining that the length is equivalent to a truck or a bus. Correct larger than.
The larger the vehicle that forms the blind spot, the more likely it is that there is a motorcycle behind it. For this reason, according to this configuration, the accuracy of the travel allowance calculated by the fourth travel allowance calculating unit 48D is improved.

(19) The blind spot area correction unit 48E corrects the size of the blind spot area to a value larger than the actual value when the acceleration of the other vehicle forming the blind spot area is equal to or greater than a preset acceleration.
The higher the acceleration of the other vehicle, the more easily the position of the blind spot area changes. According to this configuration, by taking this into account, the accuracy of the travel allowance calculated by the fourth travel allowance calculating unit 48D is improved.

(20) The blind spot area correction unit 48E corrects the size of the target blind spot area according to the position of the other vehicle that forms the blind spot area with respect to the host vehicle and the length of the boundary line of the blind spot area. The smaller the distance from the own vehicle position is, the smaller the distance from the side of the own vehicle is in the front-rear direction, and the smaller the boundary is, the smaller the distance is.
According to this configuration, the fourth travel allowance calculation is performed by taking into consideration the position of the other vehicle relative to the host vehicle and the position of the other vehicle on the travel path, and taking into account the possibility of a small car or motorcycle jumping out from the blind spot. The accuracy of the travel margin calculated by the unit 48D is improved.

(21) The line-of-sight calculation unit arranges a convex two-dimensional normal distribution with a constant area extended to include both ends of each boundary line of the blind spot area of each other vehicle as viewed from the own vehicle. Then, a virtual height difference is set on the road surface in the arranged two-dimensional normal distribution, and a region including the own vehicle in the road surface of the evaluation determination section and having the same contour line as the own vehicle is calculated as an actual viewable region.
According to this configuration, it is possible to calculate the travel allowance considering the pop-up of a small car or motorcycle from the blind spot.

  Here, it is estimated that the longer the deadline boundary line, the smaller the possibility of popping out. Therefore, the longer the boundary line, the lower the two-dimensional statistical distribution of the center position. Furthermore, when the adjacent blind spots are close, that is, when there are adjacent boundary lines, an overlap occurs in the two-dimensional statistical distribution arranged on each boundary line, and the height at the overlapping portion is increased. It is designed to be removed from the visible area.

(22) The traffic flow determination unit 43 has a relationship between the flow of the vehicle traveling on the own vehicle lane and the flow of the vehicle traveling on the adjacent lane adjacent to the own lane when the own vehicle travels on a plurality of lanes. It is determined whether the state is a turbulent state and a mixed state where the number of lanes is changed. When the traffic flow determination unit 43 determines the mixed flow state, the travel margin calculated by the fourth travel margin calculation unit 47D is selected.
In a mixed flow state, the number of lanes is also changed, and a lane change of a predetermined number or more is performed, so that the vehicle does not flow uniformly in each lane and a disturbance occurs.
According to this configuration, it is possible to provide the driver with a degree of freedom of traveling according to the occurrence of this disturbance.

(23) The traffic flow determination unit 43 determines whether the type of traffic flow on the travel path is laminar or turbulent. The travel allowance selection unit 44 selects the travel allowance calculated by at least one of the first travel allowance calculation unit 45D and the second travel allowance calculation unit 46D when the traffic flow determination unit 43 determines that the flow is laminar. When the traffic flow determination unit 43 determines that the flow is turbulent, the travel margin calculated by at least one of the third travel margin calculation unit 47C or the fourth travel margin calculation unit 48D is selected.
When the traffic flow is laminar, the flow for each lane is uniform. For this reason, it is suitable for the laminar flow by selecting the calculated value of the first traveling margin calculation unit 45D or the second traveling margin calculation unit 46D that calculates the traveling margin according to the relationship between the other vehicles of each vehicle. Driving freedom can be provided to the driver.

On the other hand, when the traffic flow is turbulent, the flow for each lane changes and enters a turbulent state. On the other hand, the third travel allowance calculation unit 47C calculates the travel freedom according to the change, and the fourth travel allowance calculation unit 48D calculates the travel freedom according to the degree of visibility at that time. By doing so, it is possible to provide the driver with a driving freedom suitable for turbulent flow.
As described above, according to this configuration, it is possible to provide an appropriate degree of freedom in traveling according to the state of traffic flow.

DS blind spot area MM own vehicle MT other vehicle 1 map information 2 surrounding detection unit 3 vehicle behavior detection unit 4 travel margin index calculation unit 5 drive control unit 6 steering control unit 7 alarm device 41 travel path information acquisition unit 42 section setting unit 43 traffic Flow determination unit 44 Travel margin selection unit 45 Travel margin calculation unit 45A Total route calculation unit 45B Interference route calculation unit 45C Non-interference route calculation unit 45D Travel margin calculation unit 45E Contribution change unit 46 Travel margin calculation unit 46A Clearance Detection unit 46B Enterable gap detection unit 46C Total distance calculation unit 46D Travel margin calculation unit 46E Contribution change unit 46F Clearance change estimation unit 47 Travel margin calculation unit 47A Avoidance vehicle detection unit 47B Deceleration vehicle estimation unit 47C Travel margin Calculation unit 48 Travel margin calculation unit 48A Virtual region setting unit 48B Blind spot region calculation unit 48C Region calculation unit 48D Travel margin calculation unit 48E Death Corner area correction unit 49 Information presentation unit

Claims (6)

A road information acquisition unit for acquiring information of a road on which the host vehicle is traveling;
An other vehicle detection unit for detecting other vehicles existing around the own vehicle;
A section setting unit for setting an evaluation determination section that is a section for determining the evaluation with respect to the traveling road;
A virtual area setting unit that sets the entire area of the road surface of the evaluation determination section as a virtual viewable area from the information on the travel path;
A line-of-sight area calculation unit for calculating an actual line-of-sight area, which is an area obtained by removing a blind spot area that becomes a blind spot from the own vehicle by another vehicle detected by the other vehicle detection unit from the virtual line-of-sight-viewable area;
The ratio of the actual line-of-sight region calculated by the line-of-sight region calculation unit to the virtual line-of-sight region set by the virtual region setting unit is calculated as a travel margin indicating the degree of freedom of travel of the host vehicle with respect to other vehicles. A travel margin calculation unit;
A travel margin calculation device for a vehicle, comprising: The line-of-sight area calculation unit includes a blind spot area calculation unit that calculates a blind spot area that becomes a blind spot from the own vehicle by another vehicle detected by the other vehicle detection unit on the road surface of the evaluation determination section, and is capable of the virtual view The area obtained by removing the blind spot area from the area is calculated as the actual viewable area,
Furthermore, a blind spot area correction unit that corrects the size of the blind spot area calculated by the blind spot area calculation unit,
The blind spot area correcting unit corrects the size of the blind spot area to be larger than the actual size when the vertical length of another vehicle forming the blind spot area is equal to or longer than a preset length. The travel margin calculation device for a vehicle described in 1. The line-of-sight area calculation unit includes a blind spot area calculation unit that calculates a blind spot area that becomes a blind spot from the own vehicle by another vehicle detected by the other vehicle detection unit on the road surface of the evaluation determination section, and is capable of the virtual view The area obtained by removing the blind spot area from the area is calculated as the actual viewable area,
Furthermore, a blind spot area correction unit that corrects the size of the blind spot area calculated by the blind spot area calculation unit,
The blind spot area correcting unit corrects the size of the blind spot area to a value larger than the actual value when the acceleration of another vehicle forming the blind spot area is equal to or higher than a preset acceleration. The travel margin calculation device for a vehicle according to claim 2. The line-of-sight area calculation unit includes a blind spot area calculation unit that calculates a blind spot area that becomes a blind spot from the own vehicle by another vehicle detected by the other vehicle detection unit on the road surface of the evaluation determination section, and is capable of the virtual view The area obtained by removing the blind spot area from the area is calculated as the actual viewable area,
Furthermore, a blind spot area correction unit that corrects the size of the blind spot area calculated by the blind spot area calculation unit,
The blind spot area correction unit corrects the size of the target blind spot area according to the position of the other vehicle that forms the blind spot area with respect to the host vehicle and the length of the boundary line of the blind spot area. The smaller the distance from the position, the smaller the distance from the vehicle side in the front-rear direction, and the smaller the longer the boundary line, the smaller the distance. Vehicle travel margin calculation device.   The line-of-sight area calculation unit arranges a convex two-dimensional normal distribution with a constant area extended so as to include both ends of the boundary line on each boundary line of the blind spot area of each other vehicle viewed from the own vehicle, A virtual height difference is set on the road surface in the arranged two-dimensional normal distribution, and the same contour line area as that of the own vehicle including the own vehicle in the road surface of the evaluation determination section is calculated as an actual viewable region. The travel margin calculation device for a vehicle according to 1. A section in which the host vehicle travels on multiple lanes, the relationship between the flow of vehicles traveling in the lane and the flow of vehicles traveling in adjacent lanes adjacent to the lane is turbulent, and the number of lanes changes A traffic flow determination unit for determining whether or not the mixed flow state is,
The vehicle travel margin calculation device according to claim 1 or 2, wherein the travel margin calculation unit calculates a travel margin when the traffic flow determination unit determines a mixed flow state.

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