JP2017123013A - Driving support information providing device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To support the driving of a motorcycle or the like which goes through an area between automatic four-wheel vehicles, between the automatic four-wheel vehicle and a path edge, or between the automatic four-wheel vehicle and a center line in congestion.SOLUTION: The driving support information providing device recognizes a motorcycle which is trying to pass through a side area 17 between another vehicle 22 positioned in a traffic lane next to an own vehicle 21 in parallel with the own vehicle 21 and the own vehicle 21 or the side area 17 between the own vehicle 21 and a path edge 12, that is, a passing-through motorcycle 23, and provides road surface information and side wind information to the passing-through motorcycle 23. Also, the driving support information providing device recognizes a motorcycle which is trying to cross a front area 18 between the own vehicle 21 and the other vehicle 22 in front thereof or a back area 19 between the own vehicle 21 and the other vehicle 22 therebehind, that is, a crossing motorcycle 24, and provides the road surface information to the crossing motorcycle 24. Also, when the crossing motorcycle 24 is approaching the passing-through motorcycle 23, the driving support information providing device provides approach information to the passing-through motorcycle 23.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a driving support information providing device that provides information for supporting driving of a motorcycle from a vehicle to a motorcycle traveling around the vehicle.

  Conventionally, a detection device such as a camera or a radar is mainly mounted on an automobile, and the state of the surrounding of the automobile is recognized by these detection devices, so that an obstacle on the road, a front automobile, etc. There is known a driving assistance device that informs the driver of the possibility of collision. Also, for example, an intelligent road traffic system that supports the driving of automobiles by wirelessly communicating traffic information and the like between communication devices installed around roads and the like and installed in each automobile. Road-to-vehicle communication systems such as (ITS) are known. In addition, wireless communication between four-wheeled vehicles, information on the position, speed and traveling direction of each four-wheeled vehicle, and the state of the surroundings of the vehicle recognized by the detection device mounted on each four-wheeled vehicle There is known an inter-vehicle communication device that supports driving of each automobile by providing information on each other. Patent Documents 1 and 2 below describe specific examples of the inter-vehicle communication device. In addition, today, an automatic driving vehicle that automatically drives a four-wheeled vehicle without a driver's steering is being developed by using or further developing these driving support technologies.

JP 2001-283181 A JP 2008-262414 A

  By the way, when the road is congested, the motorcycle may move forward through the side of the automobile. Specifically, when the traffic congestion road is a one-lane road without a central line or a one-lane road on one side, the vehicle is stopped on the road or is traveling at a low speed between the automobile and the roadside. A motorcycle may pass between them. In addition, when the traffic congestion road is a road with two or more lanes on one side, the motorcycle stops between the left and right sides of each adjacent lane, or between the four-wheeled vehicles that run parallel in each lane at a low speed. May pass through.

  Since the distance between the automobile and the road edge, or the distance between the two automobiles arranged side by side, is small, the motorcycle is likely to come into contact with the automobile when passing therethrough. In addition, when the motorcycle passes through between the four-wheeled vehicles in a traffic jam, the traveling speed of the two-wheeled motor vehicle also becomes low, so the motorcycle loses the left and right balance and easily comes into contact with the four-wheeled vehicle. . For this reason, motorcycle drivers pay careful attention to the road surface conditions such as whether the road surface is slippery when passing through between automobiles in a traffic jam and carefully use the motorcycle. I need to drive.

  However, it is not easy for a motorcycle driver to observe the road surface condition while visually measuring the distance between the automobiles while balancing the motorcycle.

  On the other hand, in the above-mentioned Patent Document 2, a motorcycle that runs through the side of the automobile is detected, and the presence of such a motorcycle is notified to the driver of the automobile by a warning sound or the like, Alternatively, an apparatus is described that transmits information indicating the existence of a motorcycle that passes through such a vehicle to another motorcycle. However, the device described in this document does not contribute to the driving assistance of the motorcycle that runs through the vehicle even though it contributes to the driving assistance of the automobile.

  The present invention has been made in view of, for example, the above-described problems, and the object of the present invention is to provide an automatic four-wheeled vehicle, a four-wheeled vehicle and a roadside, or an automatic four-wheeled vehicle and a center line in a traffic jam. It is an object to provide a driving support information providing apparatus that can support driving of a motorcycle or the like that passes between the two.

  In order to achieve the above object, a driving support information providing apparatus according to the present invention is a driving support information providing apparatus that provides information for supporting driving of a motorcycle from the own vehicle to the motorcycle, and the own vehicle is located. A traffic jam judging unit for judging whether or not a road is jammed, and a first motorcycle traveling behind the car is a predetermined side area of the car, that is, (1) the road is a center line Or a region between the right side of the road and the own vehicle or a region between the left side of the road and the own vehicle, and (2) the road is on one side When the road is a single lane, the area between the center line of the road and the own vehicle or the area between the left side edge of the road and the own vehicle, (3) the road is two or more lanes on one side If the vehicle is located in the middle lane of the road A region between the vehicle and the other vehicle that is located in the region between the center line of the road and the host vehicle or in the lane on the left side of the lane in which the host vehicle is located and is aligned with the host vehicle; ) When the road is a road with two or more lanes on one side and the own vehicle is located in a lane other than the middlemost or leftmost lane on one side of the road, it is adjacent to the right side of the lane in which the own vehicle is located. The other vehicle and the own vehicle that are located in the lane and located in the area between the other vehicle and the own vehicle that are aligned with the own vehicle or the lane adjacent to the left of the lane in which the own vehicle is located and the own vehicle Or (5) if the road is two or more lanes on one side and the own vehicle is located in the leftmost lane of the road, the lane on the right side of the lane in which the own vehicle is located The area between the other vehicle and the own vehicle that are located in line with the own vehicle or the left side of the road And a motorcycle monitoring unit that determines whether or not to travel in the area between the vehicle and the vehicle, road surface information acquisition means for acquiring road surface information indicating a road surface state of the road, and when the road is congested, The road surface information acquired by the road surface information acquisition means is determined when the determination is made by the traffic congestion determination unit and the motorcycle monitoring unit determines that the first motorcycle travels in the lateral region of the host vehicle. And an information transmission unit for transmitting to the first motorcycle.

  According to this aspect of the present invention, during a traffic jam, between the own vehicle and another vehicle that are located in adjacent lanes and lined up with each other, between the own vehicle and the roadside, or between the own vehicle and the central line. The driver of the motorcycle passing through the vehicle can be informed of the road surface condition of the place through which the motorcycle passes, and the driving of the motorcycle can be supported.

  Further, in the driving support information providing apparatus of the present invention described above, the driving support information providing apparatus includes a crosswind information obtaining unit that obtains crosswind information that is information of a wind blowing in the direction crossing the road, and the information transmission unit is configured such that the road is congested. The crosswind obtained by the crosswind information obtaining means is judged by the traffic jam judging unit and when the two-wheeled vehicle monitoring unit judges that the first motorcycle travels in the lateral region of the own vehicle. The information may be transmitted to the first motorcycle.

  According to this aspect of the present invention, during a traffic jam, between the own vehicle and another vehicle that are located in adjacent lanes and lined up with each other, between the own vehicle and the roadside, or between the own vehicle and the central line. The driver of the motorcycle passing through the vehicle can be informed of the presence or absence, strength, etc. of the cross wind at the place through which the motorcycle passes, and the driving of the motorcycle can be supported. For example, immediately after a motorcycle overtakes the vehicle, the motorcycle driver can recognize that the motorcycle will receive a crosswind blowing through the front of the vehicle.

  In the driving support information providing apparatus of the present invention described above, the motorcycle monitoring unit determines whether or not the second motorcycle moves in the left-right direction across immediately before or after the own vehicle, and the information When the two-wheeled vehicle monitoring unit determines that the second motorcycle moves in the left-right direction across the vehicle immediately before or after the vehicle, the transmission unit displays the road surface information acquired by the road surface information acquisition unit. It is good also as a structure which transmits to a 2nd motorcycle.

  According to this aspect of the present invention, in a traffic jam, it is possible to inform the motorcycle driver who crosses the vehicle immediately before or after the vehicle, the road surface state of the place where the motorcycle moves, and supports the driving of the motorcycle. can do.

  In the driving support information providing apparatus of the present invention described above, the information transmission unit may be configured such that the first motorcycle travels in the side area and the second motorcycle is immediately before or immediately after the own vehicle. When the two-wheeled vehicle monitoring unit determines that the first motorcycle moves toward the side region where the first motorcycle travels, it indicates the presence of the second motorcycle approaching the first motorcycle. The approach information may be transmitted to the first motorcycle.

  According to this aspect of the present invention, it is possible to notify the driver of the first motorcycle that the second motorcycle is approaching the first motorcycle. As a result, the driver of the first motorcycle can change the first motorcycle based on the approach information even in a situation where it is difficult to visually recognize the approach of the second motorcycle because the automobiles are crowded due to traffic congestion. The approach of two motorcycles can be grasped.

  In the driving support information providing apparatus of the present invention described above, the host vehicle may be an autonomous driving vehicle.

  According to this aspect of the present invention, the driving of a motorcycle can be assisted by the autonomous driving vehicle, and the cooperation between the autonomous driving vehicle and the driver of the motorcycle that is not autonomous driving is achieved, and traffic safety is achieved. Can be increased.

  ADVANTAGE OF THE INVENTION According to this invention, driving | running | working of the motorcycle etc. which pass between between an auto four-wheel vehicle, between an auto four-wheel vehicle and a road end, or between an auto four-wheel vehicle and a center line at the time of traffic congestion can be supported.

It is explanatory drawing which shows the four-wheeled motor vehicle and the two-wheeled motor vehicle in a traffic jam road. It is explanatory drawing which shows the side area | region of the four-wheeled motor vehicle located on the road more than one lane on one side. It is explanatory drawing which shows the side area | region of the four-wheeled motor vehicle located on the road of one side 1 lane. It is explanatory drawing which shows the side area | region of the four-wheeled motor vehicle located on the road of 1 lane without a center line. 1 is a block diagram illustrating a vehicle control system including a driving assistance information providing apparatus according to an embodiment of the present invention. It is a flowchart which shows the process in the driving assistance information provision apparatus by embodiment of this invention. It is a flowchart following FIG.

  FIG. 1 shows one side of a three-lane road. On one side of the road 1 shown in FIG. 1, a center line 11 is provided on the right end side. In the present embodiment, the center line 11 is a center separator. Further, on one side of the road 1, the left end side is a road end 12. Further, a roadway outer line 13 is provided on the right side of the road end 12, and a roadside band 14 is formed between the road end 12 and the roadway outer line 13. Further, two lane boundary lines 15 are provided between the center line 11 and the roadway outer line 13, thereby forming three lanes 16 between the centerline 11 and the roadway outer line 13. Yes.

  Here, in order to clarify the meaning of the road edge and the roadside belt, some definitions are provided for the road components. “Roadway” means a portion of a road that is partitioned by a curb line or a road marking to be used for vehicle traffic. Further, the “sidewalk” means a portion of a road partitioned by a curb line or the like for use by pedestrians. In addition, the “roadside belt” is a portion of a belt-like road provided near the end of a road, such as a road without a sidewalk, in order to use it for pedestrian traffic or to maintain the utility of a roadway. It shall mean the ones marked by markings. The “road end” means the end of the roadway. Specifically, in a road without a sidewalk, the road end means the end of the road, and in a road with a sidewalk, the road end means the end of the roadway. In roads with roadside belts, the roadside is the outer edge of the roadside belt (if the roadside belt is provided on the left side of the road, the roadside belt is provided on the left side and on the right side. Means the right edge of the roadside belt.

  There are a plurality of automobiles and a plurality of motorcycles on the road 1. In the present embodiment, each of the four-wheeled automobiles is an autonomous driving vehicle, and the vehicle itself recognizes the state of the vehicle and the surrounding state of the vehicle without being operated by the driver, and automatically runs and stops the vehicle. It has a function to control automatically. On the other hand, a motorcycle is not an autonomous driving vehicle, but a vehicle that is driven by a driver.

  In addition, each automobile and each motorcycle has a function of performing inter-vehicle communication. Each automobile has a function of predicting the traveling of other automobiles by inter-vehicle communication and reflecting the prediction result in the driving control. In addition, each motorcycle receives information provided from the automobile through inter-vehicle communication and transmits the information to the motorcycle driver (for example, the information is displayed on a display of a navigation device mounted on the motorcycle). Display function).

  As shown in FIG. 1, the road 1 is congested, and each automobile and each motorcycle is stopped or traveling at a low speed. Hereinafter, for convenience of explanation, among the plurality of automobiles, the automobile that the driver drives is referred to as “own vehicle”, and the vehicle is denoted by reference numeral 21. The other four-wheeled automobiles are referred to as “other cars”, and the other cars are denoted by reference numeral 22. In FIG. 1, the own vehicle 21 is located in the leftmost lane 16.

  Among the plurality of motorcycles on the road 1, there is a motorcycle that tries to pass through the side region 17 of the own vehicle 21 at a low speed. Hereinafter, for convenience of explanation, such a motorcycle is referred to as a “pass-through motorcycle”, and the pass-through motorcycle is denoted by reference numeral 23. In FIG. 1, behind the right side region 17 of the host vehicle 21, there is a passing motorcycle 23 that is about to pass through the right side region 17 of the host vehicle 21.

  Among the plurality of motorcycles on the road 1, there are motorcycles that attempt to move in the left-right direction across the front region 18 or the rear region 19 of the host vehicle 21. Hereinafter, for convenience of explanation, such a motorcycle is referred to as a “crossing motorcycle” and is denoted by reference numeral 24. In FIG. 1, in front of the left side region 17 of the host vehicle 21, there is a crossing motorcycle 24 that is moving from the left side to the right side of the host vehicle 21 across the front region 18 of the host vehicle 21. ing. Further, behind the side region 17 on the left side of the own vehicle 21, there is a crossing motorcycle 24 that is moving from the left side of the own vehicle 21 to the right side across the rear region 19 of the own vehicle 21. .

  Here, the side area 17 of the host vehicle 21 means the following area. That is, FIG. 2 shows the side region 17 of the own vehicle 21 located on one side of the road 2 with two or more lanes on one side. As shown in FIG. 2 (1), in the road 2 having two or more lanes on one side, when the own vehicle 21 is located in the rightmost (center side) lane on one side of the road 2, the center line 11 of the road 2 and The area a between the own vehicle 21 and the area b between the other vehicle 22 and the own vehicle 21 that are located in the lane 16 adjacent to the left side of the lane 16 where the own vehicle 21 is located and are aligned with the own vehicle 21 are on the sides. This is the direction area 17.

  In addition, as shown in FIG. 2 (2), in the road 2 with two or more lanes on one side, if the own vehicle 21 is located in the lane 16 excluding the rightmost or leftmost lane 16 on one side of the road 2, A region c between the other vehicle 22 and the own vehicle 21 that are located in the lane 16 adjacent to the right side of the lane 16 where the vehicle 21 is located and is aligned with the own vehicle 21, and a lane that is adjacent to the left side of the lane 16 where the own vehicle 21 is located. Areas d between the other vehicle 22 and the own vehicle 21 that are located at 16 and lined up with the own vehicle 21 are the side regions 17.

  Further, as shown in FIG. 2 (3), when the own vehicle 21 is located in the leftmost lane 16 on one side of the road 2 in the road 2 having two or more lanes on one side, the lane 16 in which the own vehicle 21 is located. A region e between the other vehicle 22 and the own vehicle 21 that are located in the lane 16 on the right side of the vehicle and lined with the own vehicle 21, and a region f between the left side road end 12 of the road 2 and the own vehicle 21 are on the sides. This is the direction area 17.

  Moreover, FIG. 3 has shown the side area | region 17 of the own vehicle 21 located in the one side of the road 3 of one lane on one side. As shown in FIG. 3, when the own vehicle 21 is located on one side of the road 3 on one lane, the region g between the center line 11 of the road 3 and the own vehicle 21, and the left side edge of the road 3 A region h between the vehicle 12 and the host vehicle 21 is a side region 17.

  FIG. 4 shows a side region 17 of the host vehicle 21 located on the road 4 of one lane without the center line. As shown in FIG. 4, when the own vehicle 21 is located on a one-lane road 4 without a center line, the region j between the right road edge 12 of the road 4 and the own vehicle 21, and the left side of the road 4. Areas k between the road end 12 and the host vehicle 21 are side areas 17, respectively.

  On the other hand, the front area 18 and the rear area 19 of the host vehicle 21 shown in FIG. 1 are determined as follows. That is, in the same lane 16, a region between the own vehicle 21 and the other vehicle 22 positioned immediately before the own vehicle 21 is the front region 18. Further, in the same lane 16, a region between the own vehicle 21 and another vehicle 22 located immediately after the own vehicle 21 is a rear region 19.

  FIG. 5 shows a vehicle control system provided in the host vehicle 21. The vehicle control system 31 is a system that performs various controls in an autonomous driving vehicle. The vehicle control system 31 includes a driving support information providing device 32 according to an embodiment of the present invention. In FIG. 5, the part which comprises the driving assistance information provision apparatus 32 among the vehicle control systems 31 is mainly shown. Each other vehicle 22 is also provided with a vehicle control system. Hereinafter, although the structure of the vehicle control system 31 provided in the own vehicle 21 is demonstrated, the vehicle control system provided in each other vehicle 22 also has the same structure as the vehicle control system 31 provided in the own vehicle 21. .

  The vehicle control system 31 includes a camera 33, an ultrasonic sensor 34, a millimeter wave radar 35, a laser radar 36, and the like as detection devices that monitor the surroundings of the host vehicle 21. The camera 33, the ultrasonic sensor 34, the millimeter wave radar 35, and the laser radar 36 are connected to the driving support information providing unit 44 and the driving control unit 55, respectively.

  The camera 33 is a device that captures an image of the surroundings of the vehicle 21, and is a digital video camera, for example. In the present embodiment, the vehicle 21 is provided with four cameras 33. The first camera 33 images the front of the host vehicle 21 and is attached to the front side of the host vehicle 21. The second camera 33 images the back of the host vehicle 21 and is attached to the rear side of the host vehicle 21. The third camera 33 images the left side of the host vehicle 21 and is attached to the left side of the host vehicle 21. The fourth camera 33 images the right side of the host vehicle 21 and is attached to the right side of the host vehicle 21. The viewing angle of each camera 33 is, for example, about 30 to 90 degrees. The imaging range of each camera 33 includes the front, rear, left, and right road surfaces of the host vehicle 21, and each camera 33 includes the front, rear, left, and right road surfaces of the host vehicle 21. Can be imaged. In addition, you may provide the camera 33 for exclusive use for imaging the road surface around the own vehicle 21. FIG. Moreover, an infrared camera may be added and the surroundings of the own vehicle 21 or the road surface around the own vehicle 21 may be imaged by the infrared camera.

  The ultrasonic sensor 34 is a device that detects the presence or absence of a target object and the distance to the target object by measuring the time until the ultrasonic wave is emitted and reflected back to the target object. The ultrasonic sensor 34 is mainly used for recognizing an object existing in a region close to the own vehicle 21. In the present embodiment, a plurality of ultrasonic sensors 34 are attached to the vehicle body of the own vehicle 21 so as to recognize objects existing in the front, rear, left and right sides of the own vehicle 21. . Further, the ultrasonic sensor 34 can detect the state of the road surface around the host vehicle 21 (for example, the presence or absence of freezing or the thickness of ice). In addition, you may provide the ultrasonic sensor 34 for exclusive use for detecting the state of the road surface around the own vehicle 21. FIG.

  The millimeter wave radar 35 is a device that detects a distance, speed, or direction from an object by emitting a radio wave in the millimeter wave band and measuring the return time and frequency of the reflected wave. The laser radar 36 is a device that measures the distance to an object by irradiating a laser and observing the reflection of the laser. The millimeter wave radar 35 and the laser radar 36 can recognize an object existing in a region far from the own vehicle 21 as compared with the ultrasonic sensor 34. In the present embodiment, the millimeter wave radar 35 and the laser radar 36 are able to recognize an object that exists mainly in front and rear of the host vehicle 21 and in a region relatively far from the host vehicle 21. In addition, a plurality of vehicles are attached to the vehicle body of the own vehicle 21. Note that these radars may be provided at, for example, the four corners of the body of the host vehicle 21 to expand the range in which the object can be recognized leftward and rightward.

  In addition, the vehicle control system 31 includes a wind direction / wind speed sensor 37 that detects the wind direction and wind speed of the wind around the host vehicle 21.

  Further, the vehicle control system 31 mainly includes a gyro sensor 51, an acceleration sensor 52, a vehicle speed sensor 53, and a GPS (global positioning system) receiving unit 54 as devices for recognizing the position and state of the host vehicle 21. I have. These devices are attached to the vehicle body of the host vehicle 21. Further, these devices are connected to the operation control unit 55.

  In addition, the vehicle control system 31 includes a storage unit 41, a vehicle-to-vehicle communication unit 42, a road-to-vehicle communication unit 43, a driving support information providing unit 44, and a driving control unit 55. These are provided in the vehicle body of the own vehicle 21, and they are connected to each other through, for example, a bus.

  The storage unit 41 includes, for example, a rewritable nonvolatile semiconductor storage element or a hard disk drive. The storage unit 41 stores map data required for recognizing the position of the vehicle 21, reference values used in driving support information provision processing described later, and the like.

  The inter-vehicle communication unit 42 is a device that performs wireless communication between the own vehicle 21 and the motorcycle, and between the own vehicle 21 and another automobile. The own vehicle 21 can provide information to each of the passing motorcycle 23 and the crossing motorcycle 24 using the inter-vehicle communication unit 42.

  The road-to-vehicle communication unit 43 is a device that performs wireless communication between the host vehicle 21 and a road-side communication device 56 (see FIG. 1) provided on a road, for example. For example, an information provider such as a road traffic information providing center provides traffic information, traffic jam information, weather information, and the like to road users via the roadside communication device 56. The own vehicle 21 can receive the information provided by the information provider via the roadside communication device 56 using the road-to-vehicle communication unit 43.

  The driving support information providing unit 44 is a device that provides information for supporting the driving of the motorcycle to the motorcycle traveling around the own vehicle 21. Specifically, the driving support information providing unit 44 provides (1) road surface information indicating the state of the road surface around the host vehicle 21 and side wind information indicating the strength of the side wind around the host vehicle 21 in a traffic jam. Processing to provide to the passing motorcycle 23, (2) Processing to provide the above road surface information to the motorcycle 24 in a traffic jam, and (3) Approach indicating that there is a motorcycle approaching the passing motorcycle 23 in the traffic jam. The information is passed through and provided to the motorcycle 23. The driving support information providing unit 44 is realized by causing the arithmetic processing unit to read a computer program and executing it.

  In detail, the driving support information providing unit 44 determines whether or not the road 1 on which the vehicle 21 is located is congested, and a motorcycle monitoring that recognizes the presence of the passing motorcycle 23 or the crossing motorcycle 24. Unit 46, a road surface information acquisition unit 47 that acquires road surface information indicating the state of the road surface around the host vehicle 21, a crosswind information acquisition unit 48 that acquires crosswind information indicating the information of the crosswind around the host vehicle 21, When the road surface condition interferes with the operation of the motorcycle, the road surface information is passed through the inter-vehicle communication unit 42 and is output to the motorcycle 23 or the crossing motorcycle 24. Also, the cross wind interferes with the operation of the motorcycle. And an information output control unit 49 that outputs crosswind information to the two-wheeled vehicle 23 via the inter-vehicle communication unit 42 and outputs approach information to the two-wheeled vehicle 23 via the inter-vehicle communication unit 42. That. The information output control unit 49 and the inter-vehicle communication unit 42 are specific examples of the information transmission unit. The driving support information providing apparatus 32 according to the embodiment of the present invention includes a camera 33, an ultrasonic sensor 34, a millimeter wave radar 35, a laser radar 36, a wind direction / wind speed sensor 37, a storage unit 41, a vehicle-to-vehicle communication unit 42, a road The inter-vehicle communication unit 43 and the driving support information providing unit 44 are configured.

  The driving control unit 55 is a device that controls the start, stop, braking, acceleration, deceleration, steering, and the like of the host vehicle 21 to automatically drive the host vehicle 21. The driving control unit 55 uses the information obtained from the gyro sensor 51, the acceleration sensor 52, the vehicle speed sensor 53, or the GPS receiving unit 54 and the map data stored and held in the storage unit 41, and uses the position, speed, Specify the direction of travel. In addition, the operation control unit 55 recognizes the state around the host vehicle 21 using information obtained from the camera 33, the ultrasonic sensor 34, the millimeter wave radar 35, or the laser radar 36. Further, the operation control unit 55 predicts the traveling of the other vehicle 22 using information such as the position, speed, traveling direction, etc. of the other vehicle 22 received from the other vehicle 22 via the inter-vehicle communication unit 42. Furthermore, the driving control unit 55 recognizes the road, the state of the signal, and the like using traffic information obtained through the road-to-vehicle communication unit 43. Then, the operation control unit 55 identifies the position, speed, traveling direction, etc. of the own vehicle 21, recognizes the state around the own vehicle 21, predicts the traveling of the other vehicle 22, and recognizes the state of the road and signals. While driving, the vehicle 21 is driven toward the destination instructed by the driver of the vehicle 21. In addition, the operation control unit 55 provides information such as the position, speed, and traveling direction of the host vehicle 21 to the other vehicle 22 via the inter-vehicle communication unit 42.

  6 and 7 show driving support information providing processing in the driving support information providing device 32. FIG. The outline of the driving support information provision processing is as follows.

  First, it is determined whether the road 1 is congested. And when the road 1 is congested, the process which mainly provides information to the two-wheeled vehicle 23 going through the side area 17 on the right side of the own vehicle 21 is performed. That is, a passing motorcycle 23 that tries to pass through the right side region 17 of the host vehicle 21 is recognized, and a process of providing road surface information and crosswind information to the passing motorcycle 23 is performed. Furthermore, the crossing two-wheeled vehicle 24 that crosses the front or rear of the host vehicle 21 from left to right is recognized, and the approach information indicating that the crossing two-wheeled vehicle 24 is passing and approaching the two-wheeled vehicle 23 is displayed on the right side area of the host vehicle 21. The process of providing to the two-wheeled vehicle 23 that is about to pass through 17 is performed. At this time, a process of providing road surface information to the crossing motorcycle 24 crossing from the left to the right is also performed.

  Subsequently, a process of providing information to the passing motorcycle 23 that mainly tries to pass through the left side region 17 of the host vehicle 21 is performed. That is, a passing motorcycle 23 that tries to pass through the left side region 17 of the host vehicle 21 is recognized, and a process of providing road surface information and crosswind information to the passing motorcycle 23 is performed. Furthermore, the crossing two-wheeled vehicle 24 that crosses the front or rear of the host vehicle 21 from right to left is recognized, and the approach information indicating that the crossing two-wheeled vehicle 24 is passing through and approaching the two-wheeled vehicle 23 is displayed on the left side region of the host vehicle 21. The process of providing to the two-wheeled vehicle 23 that is about to pass through 17 is performed. At this time, a process of providing road surface information to the crossing motorcycle 24 crossing from right to left is also performed.

  Further, as shown in FIGS. 2 to 4, there are a plurality of types of roads, and the specific aspects of the side areas 17 are different for each road or lane. All of the plurality of 17 aspects are supported. In other words, according to the driving support information provision processing, no matter whether the own vehicle 21 is located on any road 2, 3, 4, or any lane 16 on the road 2, The side region 17 can be properly recognized, and the passing two-wheeled vehicle 23 trying to pass through the side region 17 can be correctly recognized.

  The driving support information provision process outlined above will be described in detail. In FIG. 6, during operation of the vehicle control system 31 of the own vehicle 21, first, the traffic jam judging unit 45 of the driving support information providing unit 44 judges whether or not the road 1 on which the own vehicle 21 is located is jammed ( Step S1). There are various criteria for determining whether or not there is a traffic jam. For example, the traffic jam judgment unit 45 in the present embodiment stops the host vehicle 21 or moves forward at a low speed, and the other vehicle 22 immediately before the host vehicle 21 and the host vehicle. When the inter-vehicle distance from the vehicle 21 is small and this state continues for a predetermined time, it is determined that the road 1 on which the vehicle 21 is located is congested. The low speed here is, for example, a speed lower than the speed at which a person walks or a speed lower than a speed at which a person jogs. Specifically, the traffic jam judgment unit 45 stops the own vehicle 21, the distance between the other vehicle 22 immediately before the own vehicle 21 and the own vehicle 21 is 10 m or less, and such a state continues for a predetermined time. In this case, it is determined that the road 1 on which the vehicle 21 is located is congested. In addition, for example, the traffic jam judgment unit 45 moves forward at a speed of 10 km / h or less, the distance between the other vehicle 22 immediately before the own vehicle 21 and the own vehicle 21 is 10 m or less, and such Even when the state continues for a predetermined time, it is determined that the road 1 on which the vehicle 21 is located is congested. Further, the traffic jam determination unit 45 can determine whether the host vehicle 21 is stopped or whether the vehicle 21 is moving forward at a low speed based on the vehicle speed information obtained from the vehicle speed sensor 53. In addition, the traffic jam determination unit 45 indicates that the other vehicle 22 exists in front of the own vehicle 21 and the distance between the other vehicle 22 and the own vehicle 21 that is obtained from the camera 33 in the captured image of the front of the own vehicle 21 or The determination can be made based on information obtained from the ultrasonic sensor 34, the millimeter wave radar 35, or the laser radar 36. Further, the traffic information provided from the information provider through the roadside communication device 56 may be received using the road-to-vehicle communication unit 43, and this traffic information may be used for determining traffic.

  When the road 1 on which the vehicle 21 is located is not congested (step S1: NO), the driving support information providing unit 44 finishes the driving support information providing process. However, since the driving support information providing unit 44 repeatedly executes the driving support information providing process while the vehicle control system 31 of the host vehicle 21 is in operation, the driving support information providing process is performed immediately after the driving support information providing process is finished. It is executed again from S1.

  On the other hand, when the road 1 on which the own vehicle 21 is located is congested (step S1: YES), the two-wheeled vehicle monitoring unit 46 of the driving support information providing unit 44 continues to the side area on the right side of the own vehicle 21. It is determined whether there is 17 (step S2).

  In determining whether or not the side region 17 is on the right side of the host vehicle 21, the two-wheeled vehicle monitoring unit 46 first positions the host vehicle 21 based on a captured image or the like around the host vehicle 21 obtained from the camera 33. Recognize road type and lane 16 For the recognition of the lane 16 where the host vehicle 21 is located, positioning information obtained from the GPS receiver 54 or position information based on autonomous navigation using the gyro sensor 51, the acceleration sensor 52, and the like may be used. As shown in FIG. 2 (1), when the own vehicle 21 is positioned in the rightmost (center side) lane 16 on one side of the road 2 having two or more lanes on one side, the two-wheeled vehicle monitoring unit 46 is connected to the camera 33. Based on the obtained captured image on the right side of the own vehicle 21, information obtained from the ultrasonic sensor 34, etc., it is recognized whether or not the center line 11 is on the right side of the own vehicle 21. When the center line 11 is on the right side, it is determined that the side area 17 (area a) is on the right side of the host vehicle 21. Further, when the own vehicle 21 is located on one side of the one-lane road 3 as shown in FIG. 3, the two-wheeled vehicle monitoring unit 46 has a side region 17 (region g) on the right side of the own vehicle 21. The same applies to the determination.

  In addition, as shown in FIG. 2B, when the own vehicle 21 is located in the lane 16 excluding the rightmost or leftmost lane 16 on one side of the road 2 having two or more lanes on one side, the motorcycle monitoring unit 46 The other vehicle 22 arranged in the lane 16 adjacent to the right side of the own vehicle 21 exists based on the captured image of the right side of the own vehicle 21 obtained from the camera 33 or the information obtained from the ultrasonic sensor 34. When such other vehicle 22 exists, it is determined that there is a side region 17 (region c) on the right side of the own vehicle 21. In addition, as shown in FIG. 2 (3), when the own vehicle 21 is located in the leftmost lane 16 on one side of the road 2 with two or more lanes on one side, the motorcycle monitoring unit 46 is located on the right side of the own vehicle 21. The same is true when it is determined that there is a direction area 17 (area e).

  Further, when the own vehicle 21 is located on the road 4 of one lane without the center line as shown in FIG. 4, the two-wheeled vehicle monitoring unit 46 captures the right side of the own vehicle 21 obtained from the camera 33. Based on the image, information obtained from the ultrasonic sensor 34, or the like, it is determined whether or not the road edge 12 exists on the right side of the own vehicle 21, and if the road edge 12 exists, the own vehicle 21 It is determined that there is a side region 17 (region j) on the right side. The road edge 12 may be determined based on the roadway outer line 13 or when the road 4 has a sidewalk, it is determined by recognizing a curb line provided between the roadway and the sidewalk. May be.

  If there is a side area 17 on the right side of the own vehicle 21 (step S2: YES), then the motorcycle monitoring unit 46 allows the motorcycle to pass through the right side area 17 of the own vehicle 21. It is determined whether or not it has a large width (length in the left-right direction) (step S3). In this determination, a pass-through width reference value indicating the width of an area required for the motorcycle to pass through is stored in the storage unit 41 in advance, and the side area 17 is displayed in the area a shown in FIG. In the case of the indicated region g, the distance between the vehicle 21 and the center line 11 is measured using the ultrasonic sensor 34 or the like, and the distance value obtained thereby is compared with the passing-through width reference value. Can be performed. When the side region 17 is the region c shown in FIG. 2 (2) or the region e shown in FIG. 2 (3), the determination in step S3 is located on the right side of the own vehicle 21 and the vehicle 21 This can be done by measuring the distance between the other vehicle 22 and the own vehicle 21 that are lined up by using the ultrasonic sensor 34 or the like, and comparing the distance value thus obtained with the pass-through width reference value. When the side area 17 is the area j shown in FIG. 4, the determination in step S3 is obtained by measuring the distance between the vehicle 21 and the right road end 12 using the ultrasonic sensor 34 or the like. This can be done by comparing the distance value and the pass-through width reference value.

  When the side region 17 on the right side of the own vehicle 21 has a width that allows the motorcycle to pass through (step S3: YES), the motorcycle monitoring unit 46 then proceeds to the right side of the own vehicle 21. It is determined whether or not there is a motorcycle behind the side region 17 (step S4). This determination can be made using, for example, the millimeter wave radar 35, the laser radar 36, or the camera 33. For example, based on information obtained from the millimeter wave radar 35 or the laser radar 36, it is recognized that an object exists behind the side region 17 on the right side of the own vehicle 21, and the own vehicle 21 obtained from the camera 33 is detected. It can be recognized from the rear captured image that the object is a motorcycle.

  If there is a motorcycle behind the right side region 17 of the own vehicle 21 (step S4: YES), then the motorcycle monitoring unit 46 moves the right side region 17 of the own vehicle 21 to the It is determined whether or not the motorcycle is about to pass through (step S5). This determination is made based on, for example, information obtained from the millimeter wave radar 35 or the laser radar 36, or a captured image of the rear of the own vehicle 21 obtained from the camera 33, and the like. This can be done.

  When the motorcycle is about to pass through the right side region 17 of the host vehicle 21 (step S5: YES), the road surface information acquisition unit 47 of the driving support information providing unit 44 determines the road surface around the host vehicle 21. Road surface information indicating the state of is acquired (step S6). Specifically, the road surface information is information indicating whether the road surface around the host vehicle 21 is wet with rain, whether the road surface is frozen, or whether the road surface is covered with snow. The state of the road surface around the host vehicle A can be recognized by a captured image obtained from the camera 33 or information obtained from the ultrasonic sensor 34. Further, the weather information provided from the information provider through the roadside communication device 56 may be received using the road-to-vehicle communication unit 43, and this weather information may be used for recognition of the road surface state. In addition, the road surface around the own vehicle 21 includes the road surface of the side region 17 when the right side region 17 exists, and the side surface when the left side region 17 exists. The road surface of the area 17 is included, and further, the road surface of the front area 18 and the road surface of the rear area 19 are included.

  Subsequently, the cross wind information acquisition unit 48 of the driving support information providing unit 44 acquires cross wind information indicating the strength of the cross wind around the host vehicle 21 (step S7). Specifically, the crosswind information is information indicating the wind speed of the wind blown to the own vehicle 21 from the left or the right. W in FIG. 1 indicates a cross wind that blows to the own vehicle 21 from the left side. The wind direction and wind speed of the wind can be recognized or measured by the wind direction / wind speed sensor 37. Further, the weather information provided from the information provider through the roadside communication device 56 may be received using the road-to-vehicle communication unit 43, and this weather information may be used for recognizing the strength of the cross wind.

  Subsequently, in step S8, the information output control unit 49 of the driving support information providing unit 44 determines that the road surface around the own vehicle 21 is on the right side of the own vehicle 21 based on the road surface information acquired in step S6. It is determined whether or not the motorcycle that is about to pass through the direction area 17, that is, the operation of the passing motorcycle 23 is hindered. This determination is made, for example, by predetermining road surface reference information indicating a road surface state in which there is a high risk of slipping of a motorcycle tire when the motorcycle travels on a road at a low speed, and the road surface reference information is stored in the storage unit 41. In addition, it can be performed by comparing the road surface information acquired in step S6 with the road surface reference information. Note that the passing motorcycle 23 passes through the side region 17 and passes over the own vehicle 21 to advance, so the speed of the passing motorcycle 23 is higher than the speed of the own vehicle 21, but it is almost equal to the speed at which a person jogs. Or it is a little faster than the speed at which a person jogs, for example, about 10 km to 15 km per hour.

  Further, in step S8, the information output control unit 49 determines whether or not the strength of the cross wind around the host vehicle 21 interferes with the driving of the motorcycle 23 based on the cross wind information acquired in step S7. To do. This determination is made, for example, by predetermining a wind speed reference value indicating a wind speed of a cross wind at a high risk that the motorcycle is subjected to a cross wind when the motorcycle travels at a low speed and stores the wind speed reference value in the storage unit 41. In addition, it can be performed by comparing the wind speed of the cross wind indicated by the cross wind information acquired in step S7 with the wind speed reference value. For example, the wind speed reference value is preferably about 8 m / s.

  Subsequently, in step S <b> 9, the information output control unit 49 passes the road surface information to the two-wheeled vehicle 23 when the state of the road surface around the own vehicle 21 passes through and hinders the operation of the two-wheeled vehicle 23. In addition, the information output control unit 49 passes the cross wind information to the motorcycle 23 when the strength of the cross wind around the host vehicle 21 passes through and hinders the driving of the motorcycle 23. The road surface information or the crosswind information provided to the passing motorcycle 23 is output from the driving support information providing unit 44 to the inter-vehicle communication unit 42 and transmitted from the inter-vehicle communication unit 42 to the passing motorcycle 23.

  On the other hand, if it is determined in step S2 that there is no side region 17 on the right side of the vehicle 21, the side region 17 on the right side of the vehicle 21 has a width that allows the motorcycle to pass through in step S3. If it is determined that there is no motorcycle, it is determined in step S4 that there is no motorcycle behind the right side region 17 of the own vehicle 21 or the right side of the own vehicle 21 in step S5. If it is determined that the motorcycle is not trying to pass through the area, the process immediately proceeds to step S10. As a result, road surface information is not acquired or provided, and crosswind information is also acquired or provided. Absent. If it is determined in step S8 that the road surface around the host vehicle 21 does not interfere with the operation of the motorcycle 23, the road surface information is not provided to the motorcycle 23 in step S9. If it is determined in step S8 that the strength of the cross wind around the vehicle 21 does not interfere with the operation of the motorcycle 23, the cross wind information is not provided to the motorcycle 23 in step S9.

  Subsequently, the motorcycle monitoring unit 46 determines whether or not the side region 17 is on the left side of the host vehicle 21 (step S10). Specifically, as shown in FIG. 2A, when the own vehicle 21 is located in the rightmost (center side) lane 16 on one side of the road 2 having two or more lanes on one side, the motorcycle monitoring unit 46 The other vehicle 22 arranged in the lane 16 adjacent to the left side of the own vehicle 21 exists based on the captured image of the left side of the own vehicle 21 obtained from the camera 33 or information obtained from the ultrasonic sensor 34. When such other vehicle 22 exists, it is determined that there is a side region 17 (region b) on the left side of the own vehicle 21. In addition, when the own vehicle 21 is located in the lane 16 excluding the rightmost or leftmost lane 16 on one side of the road 2 having two or more lanes on one side, as shown in FIG. The same applies when it is determined that the side area 17 (area d) is on the left side of the host vehicle 21.

  In addition, as shown in FIG. 2 (3), when the own vehicle 21 is located in the leftmost lane 16 on one side of the road 2 having two or more lanes on one side, the motorcycle monitoring unit 46 is obtained from the camera 33. Whether the road edge 12 is present on the left side of the own vehicle 21 is determined based on the captured image of the left side of the own vehicle 21, information obtained from the ultrasonic sensor 34, or the like. If it exists, it is determined that there is a side region 17 (region f) on the left side of the host vehicle 21. The road edge 12 may be determined based on the roadway outer line 13, or when the road 2 has a sidewalk, it is determined by recognizing the curb line provided between the roadway and the sidewalk. May be. Further, when the own vehicle 21 is located on one side of the one-lane road 3 as shown in FIG. 3, the two-wheeled vehicle monitoring unit 46 has a side region 17 (region h) on the left side of the own vehicle 21. The same applies to the determination. In addition, as shown in FIG. 4, when the own vehicle 21 is located on the one-lane road 4 without the center line, the two-wheeled vehicle monitoring unit 46 has the side region 17 (region k) on the left side of the own vehicle 21. The same applies to the determination.

  When there is the side area 17 on the left side of the own vehicle 21 (step S10: YES), the two-wheeled vehicle monitoring unit 46 then continues to the left side area 17 of the own vehicle 21, just before the side area 17, Alternatively, it is determined whether or not there is a motorcycle immediately after the side region 17 (step S11). This determination can be made using the ultrasonic sensor 34, the camera 33, the laser radar 36, or the millimeter wave radar 35.

  If there is a motorcycle on the left side region 17 of the own vehicle 21, immediately before the side region 17, or immediately after the side region 17 (step S <b> 11: YES), then, the motorcycle monitoring unit 46. In step S12, it is determined whether or not the front area 18 of the host vehicle 21 has a length that allows the motorcycle to cross (length in the front-rear direction). In this determination, a crossing length reference value indicating the length of the area required for the motorcycle to cross is stored in the storage unit 41 in advance, and the other vehicle 22 and the own vehicle 21 existing immediately before the own vehicle 21 are stored. The distance between them can be measured by using the ultrasonic sensor 34, the millimeter wave radar 35, the laser radar 36, or the like, and the distance value obtained thereby can be compared with the reference value for the transverse length.

  In step S12, the motorcycle monitoring unit 46 determines whether or not the rear region 19 of the own vehicle 21 has a length that allows the motorcycle to cross. This determination is obtained by measuring the distance between the other vehicle 22 existing immediately after the own vehicle 21 and the own vehicle 21 using the ultrasonic sensor 34, the millimeter wave radar 35, the laser radar 36, or the like. This can be done by comparing the distance value with the transverse length reference value.

  When the front area 18 of the own vehicle 21 has a length that allows the motorcycle to cross, in step S13, the two-wheel monitoring unit 46 determines whether the left side area 17 of the own vehicle 21 or the vehicle immediately before it is present. It is determined whether or not the two-wheeled vehicle is going to cross the front area 18 of the own vehicle 21. This determination is made based on, for example, information obtained from the ultrasonic sensor 34, the millimeter wave radar 35 or the laser radar 36, or a captured image of the left or front of the own vehicle 21 obtained from the camera 33. This can be done by recognizing the traveling direction, speed, and the like.

  Further, when the rear region 19 of the own vehicle 21 has a length that allows the motorcycle to cross, the motorcycle monitoring unit 46 exists in the left side region 17 of the own vehicle 21 or immediately after it in step S13. It is determined whether or not the motorcycle is going to cross the rear area 19 of the own vehicle 21. This determination is made based on, for example, information obtained from the ultrasonic sensor 34, the millimeter wave radar 35 or the laser radar 36, or a captured image of the left or rear of the own vehicle 21 obtained from the camera 33. This can be done by recognizing the traveling direction, speed, and the like.

  Then, when the left side region 17 of the own vehicle 21 or the motorcycle existing immediately before is about to cross the front region 18 of the own vehicle 21, or the left side region 17 of the own vehicle 21 or its When the motorcycle that exists immediately after is going to cross the rear area 19 of the own vehicle 21 (step S13: YES), the road surface information acquisition unit 47 indicates the road surface state around the own vehicle 21. Is acquired (step S14). The method for acquiring road surface information is the same as in step S6.

  Subsequently, the information output control unit 49 automatically determines that the state of the road surface around the host vehicle 21 is about to cross the front region 18 or the rear region 19 of the host vehicle 21 based on the road surface information acquired in step S14. It is determined whether or not the operation of the two-wheeled vehicle, that is, the crossing two-wheeled vehicle 24 is hindered (step S15). This determination method is the same as in step S8.

  When the state of the road surface around the host vehicle 21 hinders the operation of the crossing two-wheeled vehicle 24 (step S15: YES), the information output control unit 49 provides the road surface information to the two-wheeled vehicle 24 across the crossing. The road surface information provided to the crossing motorcycle 24 is output from the driving support information providing unit 44 to the inter-vehicle communication unit 42 and transmitted from the inter-vehicle communication unit 42 to the crossing two-wheeled vehicle 24. On the other hand, when the state of the road surface around the host vehicle 21 does not interfere with the driving of the crossing motorcycle 24 (step S15: NO), the information output control unit 49 does not provide the road surface information to the motorcycle 24 across.

  Subsequently, the two-wheeled vehicle monitoring unit 46 determines whether or not the two-wheeled vehicle 23 exists through the right side of the own vehicle 21 (step S17). This determination can be made by using the determination result made by the motorcycle monitoring unit 46 in step S5. That is, when the motorcycle monitoring unit 46 executes step S5 and determines that there is a passing motorcycle 23 passing through the side region 17 on the right side of the own vehicle 21, the motorcycle monitoring unit 46 performs step S17. Thus, it is determined that the two-wheeled vehicle 23 exists on the right side of the own vehicle 21.

  When the two-wheeled vehicle 23 exists on the right side of the own vehicle 21 (step S17: YES), the information output control unit 49 tries to move from the side region 17 on the left side of the own vehicle 21 to the right side of the own vehicle 21. Access information indicating that the crossing two-wheeled vehicle 24 is approaching the two-wheeled vehicle 23 that is about to pass through the right side region 17 of the own vehicle 21 is provided to the two-wheeled vehicle 23 (step S18). The approach information provided to the passing motorcycle 23 is output from the driving support information providing unit 44 to the inter-vehicle communication unit 42 and transmitted from the inter-vehicle communication unit 42 to the passing motorcycle 23. On the other hand, when the passing motorcycle 23 does not exist on the right side of the own vehicle 21 (step S17: NO), the information output control unit 49 does not provide the approach information.

  On the other hand, if it is determined in step S10 that there is no side area 17 on the left side of the host vehicle 21, the left side area 17 on the left side of the host vehicle 21, immediately before the side area 17, or the side in step S11. When it is determined that there is no motorcycle immediately after the direction area 17, in step S12, both the front area 18 and the rear area 19 of the own vehicle 21 have a length that allows the motorcycle to cross. If it is determined that there is no motorcycle, or in step S13, a motorcycle that is present on the left side region 17 of the host vehicle 21, immediately before the side region 17, or immediately after the side region 17 is If it is determined that the vehicle does not attempt to cross the front area 18 or the rear area 19, the process immediately proceeds to step S19 in FIG. 7, and as a result, road surface information is not acquired or provided, and the approach is approached. Not performed the provision of broadcast.

  Subsequently, the driving support information providing unit 44 performs the processes of steps S19 to S35 in FIG. These processes are performed in steps S19, S20, S21, S22, S27, S28, S29, S30, and S34 in the side area 17, the passing two-wheeled vehicle 23 or the crossing two-wheeled vehicle 24, and the own vehicle 21 to be recognized. Except for the fact that the positional relationship is reversed from side to side, the processing is the same as the processing of steps S2 to S17, and thus detailed description thereof is omitted.

  As described above, according to the driving assistance information providing apparatus 32 according to the embodiment of the present invention, when there is a traffic jam, between the four-wheeled automatic four-wheeled vehicle, between the four-wheeled vehicle and the road end, or the four-wheeled automatic vehicle Driving the motorcycle can be supported by providing road information and crosswind information of the place where the motorcycle passes through to the motorcycle that wants to move forward between the vehicle and the center line. Thereby, when a motorcycle passes through, it can prevent contacting with a four-wheeled vehicle. For example, when a motorcycle tries to pass between motorcycles lined up on the left and right, the driver of the motorcycle uses the road surface information received from one of the motorcycles to determine the distance between the vehicles. Knowing that part of the road surface is frozen, you can give up passing between these four-wheeled vehicles. As a result, it is possible to prevent the motorcycle from slipping in the middle of passing between the automobiles and coming into contact with any of the automobiles. In addition, when a motorcycle tries to pass between motorcycles arranged side by side, the motorcycle driver knows that the side wind is strong from the side wind information received from one of the motorcycles. You can discourage them from passing between the automobiles. As a result, it is possible to prevent the motorcycle from receiving a strong crosswind immediately after passing between the motorcycles and losing the balance and falling down.

  When the traffic is congested, the road is congested and visibility is poor, so it may be difficult for a motorcycle driver to grasp the road surface condition, crosswind strength, and the like. In addition, it is not easy to steer a motorcycle while avoiding contact with a crowded automobile, and the motorcycle driver may not be able to grasp the road conditions and the strength of crosswinds because he / she concentrates on steering. There is. By providing road surface information and crosswind information to motorcycle drivers with such a large burden, the burden on the driver can be reduced, driving can be afforded, and traffic safety in traffic jams Can increase the sex.

  Further, according to the driving support information providing device 32, in a traffic jam, the road surface information of the location where the motorcycle crosses is provided to the motorcycle that is going to cross between the front and rear motorcycles, so that the automatic It can support the driving of motorcycles. This can prevent the motorcycle and the automobile from coming into contact with each other when crossing between the motorcycles. For example, when a motorcycle tries to cross between front and rear motorcycles, the driver of the motorcycle uses the road surface information received from one of the motorcycles to determine the distance between the vehicles. Knowing that part of the road surface is frozen, you can wait for a while to cross between these four-wheeled vehicles and make a decision to cross when the road surface reaches a part that is not completely frozen .

  Further, according to the driving support information providing device 32, in a traffic jam, the vehicle passes between the left and right automobiles, between the automobile and the roadside, or between the automobile and the center line. If a motorcycle that is going to move forward is approaching a motorcycle that is going to cross between the front and rear motorcycles, the motorcycle that tries to move forward through the left and right motorcycles By providing the approach information to the two, it is possible to prevent both the motorcycles from coming into contact with each other.

  In addition, the driving support information providing apparatus 32 according to the present embodiment provides road surface information or cross wind information to the motorcycle only when the road surface state or the strength of the cross wind interferes with the driving of the motorcycle. That is, when the road surface condition or the crosswind strength does not interfere with the operation of the motorcycle, the road surface information or the crosswind information is not provided to the motorcycle. Thereby, it can be prevented that the driver is prevented from driving the motorcycle by providing unnecessary information or providing too much information.

  In the above-described embodiment, the center line 11 is the median strip, the roadside belt 14 is present, and the own vehicle 21 is located on the road 1 without a sidewalk. The information providing apparatus can be used even when the own vehicle 21 is located on a road whose central line is only a lane marking, a road without a roadside belt, or a road with a sidewalk.

  The processing of the driving support information providing device 32 according to the above-described embodiment is based on the assumption that the vehicle passes the left side of the road in accordance with Japanese law, but in the processing of the driving support information providing device 32, the left and right By reversing the above, the driving support information providing device 32 can be applied even when the vehicle passes on the right side of the road, for example, in the United States.

  In the driving support information providing process of the driving support information providing apparatus 32 according to the above-described embodiment, the side region 17 or the motorcycle is recognized using the camera 33, the ultrasonic sensor 34, the millimeter wave radar 35, or the laser radar 36. Although the method has been described, the recognition method of the side region 17 or the motorcycle is not limited to this. Further, the method for recognizing the road surface state or the method for recognizing the strength of the cross wind is not limited.

  In addition, the present invention can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and a driving support information providing apparatus that includes such a change is also included in the present invention. Included in technical thought.

1, 2, 3, 4 Road 11 Central line 12 Road edge 16 Lane 17 Side area 18 Front area 19 Rear area 21 Own vehicle 22 Other vehicle 23 Passing through two-wheeled vehicle 24 Crossing two-wheeled vehicle 32 Driving support information providing device 33 Camera 34 Ultrasonic sensor 35 Millimeter wave radar 36 Laser radar 37 Wind direction / wind speed sensor 41 Storage unit 42 Inter-vehicle communication unit (information transmission unit)
43 Road-to-vehicle communication unit 44 Driving support information providing unit 45 Congestion judgment unit 46 Two-wheeled vehicle monitoring unit 47 Road surface information acquisition unit 48 Crosswind information acquisition unit 49 Information output control unit (information transmission unit)

Claims (5)

A driving support information providing device for providing information for supporting driving of the motorcycle from the own vehicle to the motorcycle,
A traffic jam judgment unit for judging whether the road on which the vehicle is located is jammed,
The first motorcycle traveling behind the host vehicle is a predetermined lateral region of the host vehicle, that is, (1) when the road is a one-lane road without a center line, the right side road of the road An area between an end and the own vehicle or an area between the left side edge of the road and the own vehicle; (2) if the road is a one-lane road, the center line of the road and the road (3) The road is a road with two or more lanes on one side, and the own car is the most central side of the road. When the vehicle is located in a lane, the vehicle is located in the area between the center line of the road and the own vehicle or in the lane adjacent to the left of the lane where the own vehicle is located, and the other vehicle and the own vehicle aligned with the own vehicle. (4) The road is a road with two or more lanes on one side, and the own vehicle is the most on one side of the road. When located in a lane other than the center side or the leftmost lane, the region between the other vehicle and the own vehicle that are located in the lane on the right side of the lane where the own vehicle is located and is aligned with the own vehicle or the vehicle An area between the own vehicle and another vehicle that is located in the lane on the left side of the lane where the own vehicle is located, or (5) the road is two or more lanes on one side and the own vehicle When the vehicle is located in the leftmost lane of the road, the area between the vehicle and the other vehicle that is located in the lane on the right side of the lane where the vehicle is located and is aligned with the vehicle or the road A motorcycle monitoring unit for determining whether or not to travel in an area between the left roadside of the vehicle and the own vehicle;
Road surface information acquisition means for acquiring road surface information indicating the road surface state of the road;
When it is determined by the traffic congestion determination unit that the road is congested and the motorcycle monitoring unit determines that the first motorcycle travels in the side area of the vehicle, the road surface information acquisition means A driving support information providing apparatus comprising: an information transmitting unit configured to transmit the road surface information acquired by the first motorcycle to the first motorcycle. A crosswind information acquisition means for acquiring crosswind information that is information of wind blowing in a direction across the road;
When the information transmission unit determines that the road is congested by the traffic congestion determination unit and the motorcycle monitoring unit determines that the first motorcycle travels in the side area of the vehicle. The driving support information providing apparatus according to claim 1, wherein the crosswind information acquired by the crosswind information acquiring means is transmitted to the first motorcycle. The motorcycle monitoring unit determines whether or not the second motorcycle moves in the left-right direction across the vehicle immediately before or after the vehicle,
The road information acquired by the road surface information acquisition unit is determined when the information transmission unit determines that the second motorcycle moves in the left-right direction across the vehicle immediately before or after the vehicle. The driving assistance information providing apparatus according to claim 1, wherein the driving assistance information is transmitted to the second motorcycle.   The information transmission unit is configured such that the first motorcycle travels in the lateral region, and the second motorcycle travels immediately before or after the own vehicle. When the two-wheeled vehicle monitoring unit determines that the vehicle is moving toward the direction of the vehicle, approach information indicating the presence of the second motorcycle approaching the first motorcycle is transmitted to the first motorcycle. The driving support information providing apparatus according to claim 3, wherein 5. The driving assistance information providing apparatus according to claim 1, wherein the own vehicle is an autonomous driving vehicle.

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