JP2017224146A - Traveling support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology which can support traveling by complicated traveling control in order to avoid a collision of a vehicle with an object around the vehicle.SOLUTION: A traveling support device arranged at a support center, and supporting traveling of a vehicle comprises an information acquisition part, a determination part and a schedule setting part. In S402, the information acquisition part acquires peripheral data indicating a situation of a periphery of at least one vehicle, and traveling data indicating a traveling state of the vehicle from the vehicle as traveling information by radio communication. In S404, the determination part determines whether or not the vehicle collides with an object existing at a periphery of the vehicle when the vehicle travels in a current traveling state on the basis of the traveling information which is acquired by the information acquisition part. In S406, when the determination part determines that the vehicle collides with the object, the schedule setting part sets a traveling schedule which is transmitted to the vehicle by radio communication, and by which the traveling of the vehicle is controlled to avoid the collision with the object, by virtually and sequentially changing a control amount for controlling the traveling of the vehicle and making the vehicle virtually travel.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to a technology that supports driving of a vehicle.

  There is known a technique for supporting the traveling of a vehicle and controlling the traveling of the vehicle. For example, in the technique described in Patent Document 1, when another vehicle is traveling on a second road that merges or intersects with the first road on which the vehicle is traveling, the first road and the second road The position of the vehicle traveling on the road is projected on the common lane and made to correspond.

  Then, the vehicles start to merge or intersect after controlling the traveling of the vehicles on the respective roads so that the distance between the vehicles does not collide with each other on the common lane.

JP 2013-61788 A

  In the technique described in Patent Document 1, traveling of vehicles is actually controlled before the vehicles merge or intersect, and as a result, it is confirmed whether the vehicles can merge or intersect without colliding. Therefore, before vehicles join or intersect, it is difficult to check whether the vehicles can join or intersect by traveling in various travel patterns.

  Therefore, in the technique described in Patent Document 1, when complicated traveling control is required to join or intersect vehicles without colliding, can the vehicle be actually traveled by complicated traveling control to avoid collision? It is difficult to confirm whether or not.

  One aspect of the present disclosure is to provide a technique capable of executing traveling support by complicated traveling control in order to avoid collision with an object around the vehicle.

  One aspect of the present disclosure is an information acquisition unit (22, S402) and a determination unit (24, S404) installed in the support center (10) and supporting the travel of the vehicle (40) in the travel support device (20). And a plan setting unit (26, S406).

  The information acquisition unit acquires, as travel information, ambient data that represents a situation around at least one vehicle and travel data that represents the travel state of the vehicle from the vehicle by wireless communication. The determination unit determines whether or not the vehicle collides with an object existing around the vehicle when the vehicle travels in the current travel state based on the travel information acquired by the information acquisition unit.

  When the determination unit determines that the vehicle collides with an object, the plan setting unit is transmitted to the vehicle by wireless communication by virtually changing the control amount for controlling the vehicle traveling in order to virtually travel the vehicle. Then, a travel plan is set in which the vehicle controls the travel and avoids a collision with an object.

  According to this configuration, the travel plan is transmitted to the vehicle after the vehicle is virtually traveled and the travel plan in which the vehicle does not collide with the object is set. Therefore, even if complicated travel control is required to avoid a collision between the vehicle and an object, a travel plan based on complex travel control can be set in advance without actually traveling the vehicle.

  Note that the reference numerals in parentheses described in this column and in the claims indicate the correspondence with the specific means described in the embodiment described later as one aspect, and the technical scope of the present invention. It is not limited.

The block diagram which shows the driving assistance apparatus by 1st Embodiment. The flowchart which shows the driving | running | working assistance process of a support center. The flowchart which shows the traveling control process of a vehicle. The flowchart which shows the traveling control process of a vehicle. The schematic diagram explaining the passage of the intersection of formations. The schematic diagram explaining the other passage of the intersection of formations. The schematic diagram explaining the joining of the formations in a joining point. The schematic diagram explaining passing of the intersection of single vehicles. The schematic diagram which shows the road network to which a driving assistance process is applied. The schematic diagram which shows the driving plan of a vehicle. The block diagram which shows the driving assistance apparatus by 2nd Embodiment. The flowchart which shows a driving assistance process.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
[1. First Embodiment]
[1-1. Constitution]
A travel support device 20 illustrated in FIG. 1 is installed in the support center 10. The travel support device 20 supports travel of the vehicle 40 by wirelessly communicating with at least one vehicle 40 via the communication device 30.

  The driving support device 20 includes a microcomputer that includes a CPU and a semiconductor memory such as a RAM, a ROM, and a flash memory. The number of microcomputers constituting the driving support device 20 may be one or plural.

  Each function of the driving support device 20 is realized by the CPU executing a program stored in a non-transitional physical recording medium such as a ROM or a flash memory. By executing this program, a method corresponding to the program is executed.

  The driving support device 20 includes an information acquisition unit 22, a determination unit 24, and a plan setting unit 26 as a function configuration realized by the CPU executing the program. The method of realizing these elements constituting the driving support device 20 is not limited to software, and some or all of the elements may be realized using hardware that combines a logic circuit, an analog circuit, and the like. Good.

  The information acquisition unit 22 acquires, from the vehicle 40 via the communication device 30, the surrounding data representing the situation around the vehicle 40 and the traveling data representing the traveling state of the vehicle 40 from the vehicle 40 by wireless communication.

  The determination unit 24 determines whether or not the vehicle 40 collides with objects around the vehicle 40 when the vehicle 40 travels in the current travel state based on the travel information of the vehicle 40 acquired by the information acquisition unit 22. The objects around the vehicle 40 are vehicles, pedestrians, and falling objects on the road that travel around the vehicle 40.

  When the determination unit 24 determines that the vehicle 40 and the object collide, the plan setting unit 26 virtually changes the control amount for controlling the traveling of the vehicle 40 to virtually travel the vehicle 40, thereby 40 sets a travel plan that controls travel to avoid collision with an object. The travel plan set by the plan setting unit 26 is transmitted to the vehicle 40 via the communication device 30 in accordance with an instruction from the plan setting unit 26.

  The travel control device 42 of the vehicle 40 acquires a travel plan transmitted from the support center 10, controls the travel of the vehicle 40 based on the travel plan, and avoids a collision with an object. The travel control device 42 of the vehicle 40 constitutes the travel support device 20 of the support center 10 and the travel support system 2.

[1-2. processing]
(1) Driving Support Process by Support Center 10 The flowchart of the driving support process shown in FIG. 2 is always executed by the driving support device 20 installed in the support center 10 at predetermined time intervals.

  When the determination in S400 is Yes and the communication device 30 receives a travel plan setting request from the vehicle 40, in S402, the information acquisition unit 22 travels the vehicle 40 from the vehicle 40 in the travel area managed by the support center 10. As a result, ambient data and travel data are acquired.

  The surrounding data represents a person existing around the vehicle 40, another vehicle, a fallen object on the road, a shape of the road, and the like as objects existing around the vehicle 40. The traveling data represents the vehicle speed, the steering direction, and the like of the vehicle 40 as the traveling state of the vehicle 40.

  In S <b> 404, the determination unit 24 determines whether or not the vehicle 40 collides with objects around the vehicle 40 when the vehicle 40 travels in the current travel state based on the travel information acquired by the information acquisition unit 22. If the determination in S404 is No and the vehicle 40 does not collide with objects around the vehicle 40, the vehicle 40 does not need to change the current traveling state, and thus this process ends.

  When the determination in S404 is Yes and the vehicle 40 collides with an object around the vehicle 40 when traveling in the current traveling state, the plan setting unit 26 virtually determines a control amount for controlling the traveling of the vehicle 40 in S406. A travel plan is set for causing the vehicle 40 to travel virtually by sequentially changing. The control amount for controlling the traveling of the vehicle 40 is a torque generated by the engine of the vehicle 40, a braking amount of the brake, a steering amount of the steering handle, and the like.

  For example, as shown in the upper part of FIG. 5, the setting of the travel plan of the travel support device 20 will be described by taking as an example a case where a plurality of vehicles 40 constitute the platoons 300 and 310 and cross the intersection 200. To do.

  The determination unit 24 determines that any of the vehicles in the platoons 300 and 310 collide with each other when the platoons 300 and 310 travel in the direction of the arrow in the traveling state as they are. The plan setting unit 26 configures the platoons 300 and 310 in accordance with the rules for stopping the vehicles 40 of one platoon when the vehicles 40 of one platoon collide with the vehicles 40 of the other platoon that are traveling ahead. The control amount of the running vehicle 40 is virtually sequentially changed to cause the vehicle 40 to run virtually.

  As a result, the vehicles 40 constituting the platoons 300 and 310 shown in the upper part of FIG. 5 constitute the parallelogram partial platoons 302 and 312 as shown in the lower part of FIG. 5 and pass through the intersection 200 alternately. The vehicles 40 constituting the platoons 300 and 310 do not collide with each other.

  As shown in FIG. 6, when the platoons 320 and 330 can pass through the intersection 200 without traveling by disassembling the platoons 320 and 330, they may pass through the intersection 200 without disassembling the platoons 320 and 330. .

  In addition, as shown in FIG. 7, when the vehicles constituting the platoons 340 and 350 join not the intersection but the road junction 210, the control for controlling the traveling of the vehicles 40 constituting the platoons 340 and 350 is performed. The vehicle 40 is virtually run by sequentially changing the amount.

  In the case of FIG. 7, the plan setting unit 26 virtually sequentially changes not only the vehicle speed of the vehicle 40 constituting the platoon 350 but also the steering. Then, a travel plan for avoiding a collision between the vehicles 40 constituting the platoons 340 and 350 by controlling the travel of the vehicle 40 is set.

  5 to 7, the plan setting unit 26 further sets a travel plan based on the shapes of the intersection 200 and the junction 210. The shapes of the intersection 200 and the junction 210 are angles formed by roads. Furthermore, in the case of an intersection, the number of roads gathered at the intersection is also included in the shape of the intersection.

  6 and 7, the plan setting unit 26 further sets a travel plan for avoiding a collision between the vehicles 40 based on the shape of the vehicles 40. For example, in the case of a rectangular vehicle, the other vehicle cannot start running unless one vehicle passes forward.

  On the other hand, in the case where the vehicle width is narrower toward the front and rear of the vehicle 40 as in the vehicle 40 shown in FIGS. 6 and 7, By overlapping the front part, even if the vehicle 40 of the other row exists in front of the vehicle 40 of the first row, the vehicles 40 can continue running without stopping.

  In S406, when a travel plan that passes through the intersection without colliding the convoys 300 and 310 is set, the plan setting unit 26 transmits the set travel plan from the communication device 30 to the vehicle 40 in S408.

(2) Travel Control Processing by Travel Control Device 42 of Vehicle 40 The travel support processing of FIG. 3 is always executed by the travel control device 42 of vehicle 40 at predetermined time intervals. In S410, the travel control device 42 determines whether or not the vehicle 40 enters a new travel area that may require a travel plan set by the support center 10.

The traveling area may be one intersection 200 and junction 210, a road network composed of a plurality of intersections 200 and junction 210, or a single town.
If the determination in S410 is No and the vehicle 40 has not entered the new travel area, the travel control device 42 ends this process.

  When the determination in S410 is Yes and the vehicle 40 has entered a new travel area, in S412, the travel control device 42 inquires of the support center 10 whether the support center 10 is a travel area for which a travel plan has been set. .

  In S414, the travel control device 42 determines whether the travel plan has been set based on a response from the support center 10 to the inquiry. If the determination in S414 is Yes and the travel center is a travel area for which the support center 10 has set a travel plan, the travel control device 42 ends this process.

  If the determination in S414 is No and the travel center has not yet set a travel plan, the travel control device 42 in S416 uses the in-vehicle camera as the travel information from the vehicle 40, and from the LIDAR around the vehicle 40. Get ambient data that represents the situation. Furthermore, the traveling control device 42 acquires traveling data representing the traveling state of the vehicle from an in-vehicle vehicle speed sensor and a steering angle sensor.

In S418, the travel control device 42 transmits the travel information acquired from the on-vehicle sensor to the support center 10.
(3) Other Travel Control Processing by the Travel Control Device 42 of the Vehicle 40 The travel control processing in FIG. 4 is executed when the travel control device 42 acquires a travel plan from the support center 10. In S420, the travel control device 42 acquires a travel plan transmitted from the support center 10. In S422, the traveling control device 42 communicates with the other vehicles 40 that constitute the platoon including the vehicle 40, and confirms the movement timing of each other.

  In S424, the travel control device 42 determines whether or not the vehicle 40 is at the start timing of movement of the host vehicle based on the travel plan acquired from the support center 10. When the determination in S424 is Yes and the movement start timing of the host vehicle is reached, in S426, the travel control device 42 controls the travel of the vehicle 40 based on the travel plan.

In S428, the travel control device 42 transmits the completion of movement to the other vehicles constituting the platoon when the movement based on the travel control based on the travel plan is completed.
As shown in FIG. 8, even when one vehicle 40 does not form a platoon and passes through the intersection 200 alone, the travel support device 20 sequentially changes the control amount for controlling the travel of the vehicle 40. Thus, by causing the vehicle 40 to travel virtually, a travel plan is set in which the vehicle 40 controls traveling and avoids a collision between the vehicles 40. Also in FIG. 8, the plan setting unit 26 sets a travel plan based on the shapes of the vehicles 40.

  In addition, the driving support device 20 controls the object by controlling the driving of the vehicle 40 on, for example, a road network including a plurality of intersections 200 as shown in FIG. A travel plan that avoids collision with the vehicle may be set. In this case, it is desirable that the travel support device 20 sets a travel plan based on the shape of the road network including the intersection 200 and the junction 210.

  Further, as illustrated in FIG. 10, the travel support device 20 estimates the daily travel schedule of each vehicle 40 based on the travel information acquired from each vehicle 40 so far, and based on the acquired travel schedule. A travel plan for the travel support device 20 may be set. The driving support device 20 may directly acquire the daily driving schedule of each vehicle 40 from each vehicle 40.

[1-3. effect]
According to the first embodiment, the following effects can be obtained.
(1) An object existing around the vehicle 40 such as a person, another vehicle, or a fallen object on a road by virtually changing the control amount for controlling the running of the vehicle 40 to virtually run the vehicle 40 Set a travel plan that does not collide with. As a result, even if travel support based on complex travel control is required to avoid a collision between the vehicle 40 and an object, a travel plan based on complex travel control can be set in advance without actually traveling the vehicle 40. .

  (2) Since the travel plan is set based on the shape of the vehicle, depending on the shape of the vehicle, even if another vehicle exists in front of the vehicle, it is possible to set a travel plan in which the vehicles continue to travel without stopping. .

  (3) As the shape of the intersection 200 and the junction 210, the travel plan is set based on the angle between the roads constituting the intersection 200 and the junction 210, and the number of roads. It is possible to set an appropriate travel plan.

  (4) Since the travel plan is set based on the shape of the road network including the intersection 200 and the junction 210 instead of the shape of the single intersection 200 and the junction 210, an appropriate travel plan corresponding to the shape of the road network is set. You can choose.

  (5) When a running schedule for a plurality of vehicles in a day is acquired, in order to avoid a collision between the vehicles, the running schedule of at least one of the vehicles is changed in advance, so that the running vehicle There is no need to change the running state of the car to avoid a collision.

  In the first embodiment described above, in each combination of the formation 300 and the formation 310, the formation 320 and the formation 330, the formation 340 and the formation 350, the vehicle 40 constituting one formation corresponds to the first vehicle, The vehicle 40 constituting the other platoon corresponds to the second vehicle.

In FIG. 8, one vehicle 40 corresponds to the first vehicle, and the other vehicle 40 corresponds to the second vehicle.
Further, S402 corresponds to the processing as the information acquisition unit, S404 corresponds to the processing as the determination unit, and S406 corresponds to the processing as the plan setting unit.

[2. Second Embodiment]
[2-1. Difference from the first embodiment]
In the second embodiment, when the travel support device 80 mounted on the vehicle 50 determines that the vehicle 50 and the object collide, the control amount for controlling the travel of the vehicle 50 is sequentially changed to virtually travel the vehicle 50. Thus, the vehicle 50 is different from the first embodiment in that it sets a travel plan in which the vehicle 50 controls the travel and avoids a collision with an object.

[2-2. Constitution]
11 is mounted on a vehicle 50, and includes a camera 60, a LIDAR 62, a vehicle speed sensor 64, a steering angle sensor 66, a satellite positioning device 68, a communication device 70, and a travel support device 80. , A powertrain system 90, a brake system 92, and a steering system 94 are provided.

LIDAR is an abbreviation for Light Detection and Ranging or Laser Imaging Detection and Ranging.
The camera 60 is a monocular camera or a stereo camera, for example, and is attached to the front side and the rear side of the vehicle, respectively. The camera 60 outputs image data obtained by imaging the surroundings of the vehicle to the driving support device 80.

  The LIDAR 62 is attached to each of the front side and the rear side of the vehicle, transmits a laser beam, and is reflected from other vehicles, signs, roadside objects, pedestrians, road surface displays, white lines, etc. around the vehicle. Based on the time until light is received, the distance to the object is calculated. Furthermore, the direction, that is, the angle of the object with respect to the vehicle is determined by the reception direction of the reflected light. The LIDAR 62 outputs the calculated distance and angle to the driving support device 80.

The vehicle speed sensor 64 detects the vehicle speed of the vehicle. The steering angle sensor 66 detects the steering angle of the vehicle.
The satellite positioning device 68 receives a positioning signal from a positioning satellite of a positioning system such as GPS or GLONASS, measures the position of the vehicle based on latitude and longitude, and outputs it to the driving support device 80. The communication device 70 communicates with other vehicles by inter-vehicle communication.

  The driving support device 80 includes a microcomputer that includes a CPU and a semiconductor memory such as a RAM, a ROM, and a flash memory. The number of microcomputers constituting the driving support device 80 may be one or more.

  Each function of the driving support device 80 is realized by the CPU executing a program stored in a non-transitional tangible recording medium such as a ROM or a flash memory. By executing this program, a method corresponding to the program is executed.

  The travel support device 80 includes an information acquisition unit 82, a determination unit 84, a plan setting unit 86, and a travel control unit 88 as a function configuration realized by the CPU executing the program.

  The method of realizing these elements constituting the driving support device 80 is not limited to software, and some or all of the elements may be realized using hardware that combines logic circuits, analog circuits, and the like. Good. Details of each function provided in the driving support device 80 will be described later.

  The travel support device 80 controls the powertrain system 90, the brake system 92, and the steering system 94 based on the travel plan set by the plan setting unit 86. That is, the driving support device 80 controls the vehicle speed and the steering angle of the vehicle.

  In the case where an internal combustion engine is mounted as a drive source, the powertrain system 90 controls the opening degree of the throttle device and the fuel injection amount according to the drive output instructed from the driving support device 80, and the motor is used as the drive source. If it is installed, the power supplied to the motor is controlled.

  The brake system 92 controls an actuator provided in the hydraulic circuit of the hydraulic brake according to the braking force instructed from the driving support device 80. When the vehicle is equipped with a motor as a drive source, the brake system 92 controls the power supplied to the motor according to the braking force instructed from the driving support device 80 and generates the braking force by the regenerative braking. May be.

The steering system 94 drives the steering handle according to the torque instructed from the driving support device 80 to steer the vehicle.
[2-3. processing]
Hereinafter, the driving support process executed by the driving support device 80 will be described based on the flowchart of FIG. The flowchart of FIG. 12 is always executed at predetermined time intervals.

In S430, the information acquisition unit 82 determines whether or not the vehicle 50 enters a new travel area that requires a travel plan.
If the determination in S430 is No and the vehicle 50 has not entered the new travel area, this process ends.

  When the determination in S430 is Yes and the vehicle 50 has entered a new travel area, in S432, the information acquisition unit 82 represents the ambient data that represents the situation around the vehicle 50 and the travel data that represents the travel state of the vehicle 50. And as travel information.

  The information acquisition unit 82 acquires ambient data from the camera 60 and the LIDAR 62. The information acquisition unit 82 acquires the vehicle speed of the vehicle 50 from the vehicle speed sensor 64 as travel data, acquires the steering angle of the vehicle 50 from the steering angle sensor 66, and acquires the position of the vehicle 50 from the satellite positioning device 68.

  In S434, the information acquisition unit 82 obtains ambient data and travel data from the other vehicle 100 that forms a convoy with the vehicle 50 and the other vehicle 110 that exists around the vehicle 50 that does not form a convoy. Is acquired as travel information. It does not matter whether the other vehicle 110 constitutes a platoon.

  In S436, the determination unit 84 determines that, based on the travel information between the vehicle 50 and the other vehicles 100 and 110, when either the vehicle 50 or the other vehicle 100 traveling in a row travels in the current travel state. And whether the other vehicle 100 collides with the other vehicle 110 or not. If the determination in S436 is No and the vehicle 50 and the other vehicle 100 do not collide with the other vehicle 110, it is not necessary for the vehicle 50 and the other vehicle 100 to change the current traveling state, and thus this process ends.

  If the determination in S436 is Yes and the vehicle 50 and the other vehicle 100 collide with the other vehicle 110 when traveling in the current traveling state, the plan setting unit 86 in S438 determines that each of the vehicle 50 and the other vehicles 100, 110 A travel plan for virtually traveling the vehicle 50 and the other vehicles 100, 110 is set by virtually sequentially changing the control amount for controlling the travel of the vehicle.

Since the setting of the travel plan executed in S438 is the same as the travel plan setting described in S406 of the first embodiment, the description thereof is omitted.
In S438, when the platoon formed by the vehicle 50 and the other vehicle 100 can set a travel plan that passes through the intersection without colliding with the other vehicle 110, the plan setting unit 86 in S440 displays the set travel plan as the communication device 70. To the other vehicles 100, 110.

In S442, the traveling control unit 88 communicates with the other vehicle 100 and confirms the movement timing of each other.
In S444, the travel control unit 88 determines whether it is the movement start timing of the vehicle 50 based on the travel plan set by the plan setting unit 86. When the determination in S444 is Yes and the movement start timing of the vehicle 50 is reached, in S446, the travel control unit 88 controls the travel of the vehicle 50 based on the travel plan.

In S <b> 448, when the movement by the traveling control based on the traveling plan is completed, the traveling control unit 88 transmits the movement completion to the other vehicle 100 configuring the platoon.
[2-4. effect]
In the second embodiment described above, the following effects can be obtained in addition to the effects (1) to (5) of the first embodiment.

Since the travel support device 80 mounted on the vehicle 50 sets the travel plan, the time required to set the travel plan can be shortened.
In the second embodiment described above, S432 and S434 correspond to processing as an information acquisition unit, S436 corresponds to processing as a determination unit, S438 corresponds to processing as a plan setting unit, and S446 is travel control. This corresponds to the processing as a part.

[3. Other Embodiments]
(1) In the said 1st, 2nd embodiment, it mainly demonstrated that a driving assistance device sets the driving plan for avoiding the collision of vehicles. Not limited to this, the travel support device may set a travel plan for avoiding a collision between an object such as a person or a fallen object and the vehicle.

(2) The travel support device may set a travel plan for avoiding a collision between two or more platoons, not limited to a collision between two platoons.
(3) In the second embodiment, the travel support device 80 mounted on the vehicle 50 makes a travel plan in addition to the vehicle 50 and the other vehicle 100 that form the platoon, in addition to the vehicle 50 and the other vehicle 110 that does not form the platoon. Set. On the other hand, a travel plan may be set only for the vehicle 50 and the other vehicle 100 constituting the platoon.

  (4) A plurality of functions of one constituent element in the above embodiment may be realized by a plurality of constituent elements, or a single function of one constituent element may be realized by a plurality of constituent elements. In addition, a plurality of functions possessed by a plurality of constituent elements may be realized by one constituent element, or a single function realized by a plurality of constituent elements may be realized by one constituent element. Moreover, you may abbreviate | omit a part of structure of the said embodiment. In addition, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment. In addition, all the aspects included in the technical idea specified only by the wording described in the claims are embodiments of the present invention.

  (5) In addition to the above-described travel support devices 20 and 80, the travel support systems 2 and 4 having the travel support devices 20 and 80 as components, and a travel support program for causing a computer to function as the travel support devices 20 and 80 The present invention can also be realized in various forms such as a recording medium on which the driving support program is recorded and a driving support method.

2, 4: Driving support system, 10: Support center, 20, 80: Driving support device, 22, 82: Information acquisition unit, 24, 84: Determination unit, 26, 86: Plan setting unit, 40: Vehicle (first , Second vehicle), 88: traveling control unit, 100: other vehicle, 200: intersection, 210: junction, 300, 310, 320, 330, 340, 350: platoon

Claims (10)

In the travel support device (20) installed in the support center (10) and supporting the travel of the vehicle (40),
An information acquisition unit (22, S402) configured to acquire ambient data representing a surrounding situation of at least one vehicle and travel data representing a travel state of the vehicle as travel information from the vehicle by wireless communication; ,
Based on the travel information acquired by the information acquisition unit, a determination unit (24) configured to determine whether or not the vehicle collides with an object existing around the vehicle when the vehicle travels in the current travel state. , S404),
When the determination unit determines that the vehicle collides with the object, the control amount for controlling the traveling of the vehicle is virtually sequentially changed to cause the vehicle to virtually travel, and is transmitted to the vehicle by wireless communication. A plan setting unit (26, S406) configured to set a travel plan in which the vehicle controls travel and avoids collision with the object;
A driving support device comprising: In the driving assistance device according to claim 1,
A plurality of the vehicles travel in a row (300, 310, 320, 330, 340, 350),
The information acquisition unit acquires the travel information from each vehicle constituting the platoon by wireless communication,
The determination unit determines whether the formation collides with the object based on the travel information acquired by the information acquisition unit,
When the determination unit determines that the formation collides with the object, the plan setting unit virtually changes the control amount for controlling the traveling of each vehicle to virtually travel each vehicle. Setting the travel plan for each vehicle to control travel and avoid collision with the object;
Driving support device. In the driving assistance device according to claim 1 or 2,
When the vehicle is a first vehicle and the object is a second vehicle other than the first vehicle, the information acquisition unit further includes ambient data representing a surrounding situation of the second vehicle and the second vehicle The travel data representing the travel state of the vehicle is acquired as travel information from the second vehicle by wireless communication,
Whether the determination unit further collides when the first vehicle and the second vehicle travel in the current travel state based on the travel information of the second vehicle acquired by the information acquisition unit. Determine whether or not
When the determination unit determines that the first vehicle and the second vehicle collide, the plan setting unit further virtually sequentially changes a control amount for controlling the traveling of the second vehicle. By virtually running the second vehicle, it is transmitted to the second vehicle by wireless communication, and the second vehicle controls the running to set a travel plan to avoid a collision.
Driving support device. In the driving assistance device according to claim 3,
The second vehicle travels in a plurality of rows,
When the determination unit determines that the platoon formed by the first vehicle and the platoon formed by the second vehicle collide, the plan setting unit further controls the traveling of each of the second vehicles. Setting a travel plan in which the second vehicle controls traveling and avoids a collision by virtually sequentially changing the control amount and causing each of the second vehicles to travel virtually,
Driving support device. In the driving assistance device according to claim 3 or 4,
The information acquisition unit acquires each vehicle shape from the first vehicle and the second vehicle,
The plan setting unit may further sequentially and sequentially change control amounts for controlling travel of the first vehicle and the second vehicle based on the vehicle shape acquired by the information acquisition unit. By setting the travel plan in which the first vehicle and the second vehicle control travel to avoid collision by causing the first vehicle and the second vehicle to travel virtually,
Driving support device. In the driving assistance device according to any one of claims 3 to 5,
The plan setting unit further includes: the first vehicle and the second vehicle based on a shape of at least one of an intersection and a junction where the first vehicle and the second vehicle travel. The first vehicle and the second vehicle run by virtually running the first vehicle and the second vehicle by virtually sequentially changing the control amounts for controlling the running. Set a travel plan to avoid collision by controlling
Driving support device. In the driving assistance device according to any one of claims 3 to 6,
The plan setting unit further controls a travel amount of the first vehicle and the second vehicle based on a shape of a road network on which the first vehicle and the second vehicle travel. Each of the first vehicle and the second vehicle are virtually moved so that the first vehicle and the second vehicle can control the traveling and cause a collision. Set a travel plan to avoid,
Driving support device. In the driving assistance device according to any one of claims 3 to 7,
The determination unit further determines whether the first vehicle and the second vehicle are now based on a daily travel schedule of the first vehicle and a daily travel schedule of the second vehicle, respectively. To determine whether or not to collide when traveling according to the above-mentioned traveling schedule,
When the determination unit determines that the first vehicle and the second vehicle collide when traveling according to the current travel schedule, the plan setting unit determines whether the first vehicle and the second vehicle Changing the travel schedule of at least one of the first vehicle and the second vehicle so as to avoid a collision;
Driving support device. In the travel support device (80) mounted on the vehicle (50) and supporting the travel of the vehicle,
An information acquisition unit (82, S432) configured to acquire ambient data representing a surrounding situation of the vehicle and travel data representing a travel state of the vehicle as travel information;
A determination unit (84, S436) for determining whether or not the vehicle collides with an object existing around the vehicle when the vehicle travels in the current traveling state based on the travel information acquired by the information acquisition unit;
When the determination unit determines that the vehicle collides with the object, the vehicle controls the travel by virtually changing the control amount for controlling the travel of the vehicle and causing the vehicle to travel virtually. A plan setting unit (86, S438) configured to set a travel plan for avoiding a collision with the object;
A travel control unit (88, S446) configured to control the travel of the vehicle based on the travel plan set by the plan setting unit;
A driving support device comprising: In the driving assistance device according to claim 9,
The vehicle is traveling in a formation with at least one other vehicle (100),
The information acquisition unit (S434) further acquires, by wireless communication, surrounding data representing the surrounding state of the other vehicle and traveling data representing the traveling state of the other vehicle as traveling information,
The determination unit further determines, based on the traveling information of each of the vehicle and the other vehicle, whether or not the formation collides with the object when traveling in the current traveling state,
When the determination unit determines that the formation collides with the object, the plan setting unit further sequentially changes the control amount for controlling the traveling of the vehicle and the other vehicle, and sequentially changes the vehicle and the vehicle. By virtually running another vehicle, the travel plan is transmitted to the other vehicle by wireless communication, and the vehicle and the other vehicle avoid a collision.
Driving support device.