JP2018041126A - Driving support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the problem that regarding a known driving support device which provides information on another vehicle (vehicle approaching an intersection) to a driver when an own vehicle of the driver entering the intersection may collide with another vehicle and does not provide information on vehicle approaching the intersection when there is a preceding vehicle, if such a driving support device to detect a preceding vehicle by a radar device detects a wall surface at the opposite side to the own vehicle at the intersection as a preceding vehicle, information on vehicle approaching the intersection is not provided even though there is actually no preceding vehicle.SOLUTION: A driving support device provides information on vehicle approaching an intersection to a driver even if a preceding vehicle is detected by a radar device when an angle formed by a road through which the own vehicle travels and each of a plurality of roads connected to that road at the intersection is smaller than a threshold.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a driving support device for notifying a driver of a host vehicle of information related to the other vehicle when the host vehicle may collide with another vehicle when entering an intersection without a signal.

  One of the conventionally known driving assistance devices of this type (hereinafter also referred to as “conventional device”) is a process that does not perform the above notification when there is a preceding vehicle between the own vehicle and an intersection (hereinafter referred to as “the conventional device”). , Also referred to as “notification prohibition processing”) (see Patent Document 1). Specifically, the conventional device determines the presence or absence of a preceding vehicle based on information related to the position of the other vehicle received from the wireless communication device mounted on the other vehicle and the wireless transmission device installed in the vicinity of the road. That is, the conventional apparatus uses so-called “vehicle-to-vehicle communication” and “road-to-vehicle communication” for detecting the preceding vehicle.

JP 2014-6609 A

  By the way, a vehicle equipped with a millimeter wave radar is known in order to detect a vehicle traveling in front of the host vehicle (also referred to as “preceding vehicle” in the present specification). For example, a driving support device applied to a vehicle equipped with a millimeter wave radar, when the distance to the target in front of the center of the vehicle width direction (left-right direction) is shorter than a predetermined distance threshold, It is determined that the mark is a preceding vehicle.

  This type of driving support device leads the front of the vehicle when the distance between the vehicle on the opposite side of the vehicle at the intersection (for example, the side wall of the road and the wall of the building along the road) and the vehicle is short. There is a possibility of detection as a vehicle. For example, such an event may occur when the road width is narrow because the intersection road at the intersection in the traveling direction of the host vehicle is a one-way road on one side. In this case, when the notification prohibition process is executed, the driver is not notified of information regarding other vehicles that may collide with the host vehicle at the intersection even though no preceding vehicle actually exists.

  Therefore, one of the objects of the present invention is to provide a driving support device that can reduce the chance that the notification prohibition process is executed even though the preceding vehicle does not exist as a result of detecting the wall surface as the preceding vehicle. It is to be.

  In order to achieve the above object, a driving support apparatus according to the present invention (hereinafter also referred to as “present apparatus”) includes a notification unit, a notification prohibition unit, and a notification permission unit.

  When the own vehicle (10) may collide with another vehicle when entering an intersection without a signal (determined as “Yes” in step 505 and step 510 in FIG. 5), the notifying unit An “approaching vehicle notification process” for notifying the driver of the vehicle of information related to the other vehicle is executed (step 525 in FIG. 5).

  The notification prohibition unit detects a “target in front of the center of the host vehicle in the vehicle width direction and having a distance shorter than a predetermined distance threshold (Dath)” by a radar device (28) mounted on the host vehicle. If it is determined (determined as “Yes” in step 515 in FIG. 5), a “notification prohibition process” for prohibiting the approaching vehicle notification process by the notification unit is executed.

  The notification permission unit has a size of an angle formed by a “traveling road” extending to the intersection where the host vehicle is traveling and a plurality of “connecting roads” connected to the traveling road at the intersection. If each is smaller than a predetermined angle threshold value (θth) (determined as “Yes” in step 520 in FIG. 5), the notification prohibition process by the notification prohibition unit is prohibited, and the approach by the notification unit Allow vehicle notification processing.

  When determining whether or not to execute the notification prohibition process, the device of the present invention determines a distance on the “center axis extending in the front-rear direction of the host vehicle passing through the center of the host vehicle in the vehicle width direction” (hereinafter referred to as “center distance”). The target whose name is shorter than the distance threshold is specified as the preceding vehicle. That is, when a target having a short center distance is detected by the radar device, the device of the present invention determines that a preceding vehicle exists.

  On the other hand, if the road width of the intersection road is the same, the center distance between the wall on the opposite side of the vehicle at the intersection and the own vehicle becomes shorter as the maximum value of the angle between the traveling road and the connecting road becomes smaller. (See FIGS. 3 and 4). In other words, if the maximum value of the angle formed by the traveling road and the connecting road is small, the device of the present invention is likely to identify the wall surface as the preceding vehicle.

  In such a case, the device of the present invention prohibits the notification prohibition process, so if there is a possibility of collision with another vehicle when the host vehicle enters the intersection, even if it is determined that there is a preceding vehicle, the approach A vehicle notification process is executed. In other words, according to the device of the present invention, it is possible to reduce the chances that the notification prohibition process is executed even though there is no preceding vehicle.

  In the above description, in order to help understanding of the present invention, names and / or symbols used in the embodiment are attached to the configuration of the invention corresponding to the embodiment described later in parentheses. However, each component of the present invention is not limited to the embodiment defined by the names and / or symbols. Other objects, other features and attendant advantages of the present invention will be readily understood from the description of the embodiments of the present invention described with reference to the following drawings.

1 is a schematic diagram of a vehicle (present vehicle) to which a driving assistance device (present support device) according to an embodiment of the present invention is applied. It is a figure for demonstrating the radar apparatus arrange | positioned at the front-end part of this vehicle. It is a figure showing the example of the intersection which this vehicle approachs. It is a figure showing the other example of the intersection which this vehicle approachs. It is a flowchart showing the approaching vehicle notification process routine which this support apparatus performs.

  Hereinafter, a driving support device according to an embodiment of the present invention (hereinafter, also referred to as “the present support device”) will be described with reference to the drawings. This support apparatus is applied to the driving support ECU 20 mounted on the vehicle 10 shown in FIG. Further, the vehicle 10 includes a GPS receiver 25, a vehicle speed sensor 26, a display device 27, a radar device 28, and an inter-vehicle communication unit 29.

  The driving assistance ECU 20 is an electronic control unit (ECU) including a known microcomputer. The driving support ECU 20 includes a CPU 21, a RAM 22, and a hard disk drive (HDD) 23. The CPU 21 reads data, performs numerical calculations, outputs calculation results, and the like by sequentially executing a predetermined program (routine). The RAM 22 temporarily stores data. The HDD 23 stores a program executed by the CPU 21, a lookup table (map), and the like. A map database 24 is configured in the HDD 23.

  The map database 24 stores map information. The map database 24 includes information on “nodes (nodes)” such as intersections and dead ends, “links (parts of roads)” connecting the nodes, and “facility” such as buildings and parking lots along the links (map information). ) Is included. In the map database 24, “opposite link” and “intersection link” are stored for each link.

  The opposite link and the intersection link will be described by taking the intersection α where the links A, B, C, and D meet as an example. When a vehicle traveling on link A turns left at intersection α, the vehicle travels on link B. When a vehicle traveling on link A goes straight at intersection α, the vehicle travels on link C. When a vehicle traveling on link A turns right at intersection α, the vehicle travels on link D. In this case, the cross links for link A are link B and link D, and the opposite link for link A is link C.

  That is, when a vehicle traveling on a certain link goes straight through an intersection, the link on which the vehicle travels is an opposite link to the link. When a vehicle traveling on a certain link turns right or left at an intersection, the link on which the vehicle travels is an intersection link for that link. For example, if the intersection is a T-junction, the number of opposing links may be “0”. In addition, if the intersection is a five-way intersection, the number of intersection links may be “3”.

  In addition, in the map database 24, an angle formed by a certain link and each of the connection links of the link is stored. The angle formed by the two links is a difference in approach angle to the respective intersections of the two links, and is an angle greater than 0 ° and less than 180 °.

  The road on which the vehicle 10 is traveling is also referred to as “traveling road (traveling link)” for convenience. Each of the plurality of links connected at the intersection with the traveling link is also referred to as a “connection road (connection link)” for convenience. In other words, a set of opposite links and intersection links with respect to the travel link is a connection link. The driving support ECU 20 can obtain the angle formed by the travel link and each of the connection links connected to the travel link at the intersection by referring to the map database 24.

  The GPS receiving unit 25 acquires a current position Pn (specifically, a combination of latitude, longitude, and altitude) of the vehicle 10 based on a signal (radio wave) from a GPS (Global Positioning System) satellite 30, and the current position Pn. Is output to the driving support ECU 20. The driving assistance ECU 20 acquires the traveling direction Dn of the vehicle 10 based on the temporal change of the current position Pn.

  The vehicle speed sensor 26 acquires the traveling speed (vehicle speed) Vs of the vehicle 10 and outputs a signal representing the vehicle speed Vs to the driving support ECU 20.

  The display device 27 is disposed on a center console (not shown) provided in the vehicle interior of the vehicle 10. The display device 27 can display the map information stored in the map database 24 together with the current position Pn by the operation of the driver of the vehicle 10. Further, the display device 27 includes a speaker (not shown). The display device 27 can reproduce and announce a warning sound in accordance with an instruction from the driving support ECU 20.

  The radar device (front radar device) 28 is mounted on the vehicle 10 and includes a transmission unit, a reception unit, and a processing unit (all not shown). As shown in FIG. 2, the radar device 28 is disposed at the front end portion of the vehicle 10 and at the center of the vehicle 10 in the vehicle width direction (left-right direction). The transmission unit transmits millimeter waves (electromagnetic waves whose frequencies are included in 30 G to 300 GHz). The millimeter wave transmitted by the transmission unit is also referred to as “transmission wave”. The transmission wave has a center axis Cs that passes through the center of the vehicle 10 in the vehicle width direction and extends in the straight forward direction of the vehicle 10, and propagates from the center axis Cs with a spread of a predetermined angle θw in the right and left directions.

  In the following, the direction of the central axis Cs (that is, the longitudinal direction of the vehicle 10) is defined as the y axis, and the direction orthogonal to the central axis Cs (that is, the lateral direction of the vehicle 10) is defined as the x axis. The y coordinate is a positive value in the front direction of the vehicle 10 and a negative value in the rear direction of the vehicle 10. The x coordinate is a positive value in the right direction of the vehicle 10 and a negative value in the left direction of the vehicle 10. A center portion in the vehicle width direction at the front end portion of the vehicle 10 is an origin where x = 0 and y = 0.

  The receiving unit of the radar device 28 includes a plurality of receiving antennas (not shown). A part of the transmission wave is reflected by a target (for example, a vehicle (another vehicle) other than the vehicle 10 and a wall surface) and received by each of the reception antennas. The reflected wave of the transmission wave received by the reception unit is also referred to as “reception wave”. The processing unit of the radar device 28 acquires the position where the target exists and the relative velocity of the target at that position based on the transmitted wave and the received wave every time a predetermined time elapses.

  More specifically, the processing unit acquires a plurality of beat signals by mixing each of the reception waves received by each of the reception antennas with the transmission wave. The processing unit obtains the distance between the vehicle 10 and the target and the relative speed of the target based on the frequency and phase of the beat signal. Further, the processing unit acquires the direction of the target based on the phase difference between the plurality of beat signals.

  If the target exists at a certain angle (direction) with respect to the vehicle 10, the processing unit acquires the distance and relative speed of the target at the angle, and the lateral distance Dx on the xy coordinate plane. Relative lateral velocity Vx, longitudinal distance Dy, and relative longitudinal velocity Vy are calculated. The relative lateral velocity Vx is the amount of change per unit time of the lateral distance Dx. The relative vertical speed Vy is a change amount per unit time of the vertical distance Dy. The processing unit transmits a combination of the lateral distance Dx, the relative lateral speed Vx, the longitudinal distance Dy, and the relative longitudinal speed Vy to the driving support ECU 20.

  Referring again to FIG. 1, the inter-vehicle communication unit 29 receives “vehicle information” every time a predetermined time passes using information such as the current position Pn, the vehicle speed Vs, and the traveling direction Dn as vehicle operation information in accordance with an instruction from the driving support ECU 20. 10 to another vehicle 40 ”having the same vehicle-to-vehicle communication function. In addition, the inter-vehicle communication unit 29 receives the vehicle operation information transmitted by the other vehicle 40 and transmits the received vehicle operation information to the driving support ECU 20. The driving assistance ECU 20 stores the received vehicle operation information in the RAM 22 as other vehicle operation information.

(Outline of approaching vehicle notification process)
When the vehicle 10 enters an intersection without a signal (hereinafter also referred to as “target intersection”), the vehicle 10 may collide with the vehicle 10 (hereinafter referred to as “intersection approaching vehicle”). ) Exists, the driving assistance ECU 20 executes “approaching vehicle notification process” for notifying the driver of the vehicle 10 of the presence of the vehicle approaching the intersection. More specifically, when the distance between the target intersection where the vehicle 10 is approaching and the vehicle 10 is shorter than the predetermined own vehicle distance threshold Dsth, the driving support ECU 20 travels the intersection link toward the target intersection. The other vehicle 40 whose distance from the target intersection is shorter than a predetermined other vehicle distance threshold Doth is specified as an intersection approaching vehicle.

  The driving assistance ECU 20 determines whether or not an intersection approaching vehicle exists based on the current position and traveling direction of the other vehicle 40 included in the other vehicle operation information. If there is an intersection approaching vehicle, the driving assistance ECU 20 causes the speaker of the display device 27 to reproduce the announcement indicating the presence and approaching direction of the intersection approaching vehicle, and displays characters and symbols indicating that on the display device 27. Let

  However, if there is a vehicle (preceding vehicle) traveling immediately before the vehicle 10, the vehicle 10 enters the target intersection after the preceding vehicle enters the target intersection. The time to enter is likely to be relatively long. Therefore, the driving assistance ECU 20 does not execute the approaching vehicle notification process when the target detected by the radar device 28 is specified as the preceding vehicle. That is, in this case, the driving assistance ECU 20 does not notify the driver of the vehicle 10 of information related to the intersection approaching vehicle. The process of not performing the approaching vehicle notification process when the preceding vehicle is detected is also referred to as “notification prohibition process” for convenience.

  The driving assistance ECU 20 specifies a target whose longitudinal distance Dy (center distance Dc) on the center axis Cs is smaller than a predetermined preceding vehicle distance threshold Dath as the preceding vehicle. In this example, the preceding vehicle distance threshold Path is 4 m.

  If the vehicle 10 is traveling while keeping the distance between the preceding vehicle and the traveling vehicle substantially constant, the relative velocity vector of the target detected by the radar device 28 relative to the vehicle 10 (relative to the relative lateral velocity Vx). When the magnitude of the vector having the vertical velocity Vy as a component is smaller than a predetermined value, the target is preferably specified as the preceding vehicle. However, the preceding vehicle when the vehicle 10 is approaching the target intersection is highly likely to temporarily stop before the target intersection. In that case, since the vehicle 10 is traveling while the preceding vehicle is stopped, the magnitude of the relative speed vector can be relatively large. That is, according to this method of specifying the preceding vehicle based on the magnitude of the relative speed vector, it is determined that there is no preceding vehicle even if the preceding vehicle exists between the vehicle 10 and the target intersection. There is a possibility. Therefore, the driving assistance ECU 20 determines whether or not there is a preceding vehicle based on the above-described center distance Dc when determining whether or not to execute the notification prohibition process.

  The driving assistance ECU 20 has a high possibility of detecting a side wall surface of a road and a wall of a building along the road (hereinafter also simply referred to as “wall surface”) as a preceding vehicle (that is, erroneous detection may occur). Notification prohibition processing is not executed. That is, when there is a high possibility of erroneous detection, if there is an approaching vehicle, the driving assistance ECU 20 executes approaching vehicle notification processing even if it is determined that a preceding vehicle exists.

  An example of a case where a wall surface is detected as a preceding vehicle (that is, when a false detection occurs) is shown in FIG. In FIG. 3, the vehicle 10 travels on the link L0 and approaches the intersection C1 (target intersection). The opposite link of the link L0 at this intersection is the link L2a, and the intersection links of the link L0 are the link L1 and the link L3. The link L0, the link L1, the link L2a, and the link L3 are all one-way roads on one side and have a relatively narrow road width.

  The center distance Dc between the vehicle 10 and the wall surface (in this example, the wall surface of the link L2a) in the example of FIG. 3 is the distance D1, and the distance D1 is shorter than the preceding vehicle distance threshold Dath (ie, Path> D1). Therefore, the driving assistance ECU 20 specifies the target (specifically, the wall surface of the link L2a) detected by the radar device 28 as the preceding vehicle. In other words, the driving assistance ECU 20 detects the wall surface as a preceding vehicle.

  On the other hand, an example in which the wall surface is not detected as a preceding vehicle is shown in FIG. 4 is different from the intersection C1 shown in FIG. 3 in that the link L2a is replaced with the link L2b. The link L2b is a link opposite to the link L0. The angle θ2b formed by the link L0 and the link L2b is larger than the angle θ2a formed by the link L0 and the link L2a (that is, θ2a <θ2b).

  Therefore, the distance D2 that is the center distance Dc between the vehicle 10 and the wall surface (in this example, the wall surface of the link L2b) in the example of FIG. 4 is longer than the distance D1, and the distance D2 is longer than the preceding vehicle distance threshold Path (that is, D2> Dath> D1). Therefore, the driving assistance ECU 20 does not detect the wall surface as a preceding vehicle.

  The angle θ1 formed by the link L0 and the link L1 and the angle θ3 formed by the link L0 and the link L3 are both smaller than the angle θ2a (that is, θ1 <θ2a and θ3 <θ2a). As can be understood from the examples of FIGS. 3 and 4, the maximum angle formed by the link (traveling link) on which the vehicle 10 travels and each of the connection links (angle θ2a in FIG. 3 and in FIG. 4). If the angle θ2b) is large, the center distance Dc between the vehicle 10 and the wall surface is likely to be large.

  Therefore, if the angles formed by the travel links and the connection links are both smaller than the predetermined angle threshold θth, the driving assistance ECU 20 determines that there is a high possibility that the wall surface is specified as the preceding vehicle. That is, in this case, the driving assistance ECU 20 determines that the possibility of the erroneous detection occurring is high. Therefore, in this case, the driving support ECU 20 does not execute the notification prohibition process. In other words, if the angles formed by the travel links and the connection links are both smaller than the angle threshold θth, the driving assistance ECU 20 executes the approaching vehicle notification process when an approaching vehicle is present. To do. In this example, the angle threshold θth is 150 °.

  Therefore, in the example of FIG. 3, when the vehicle 10 is approaching the intersection C1 (that is, when the distance between the vehicle 10 and the intersection C1 is shorter than the own vehicle distance threshold Dsth), the other vehicle 41 moves toward the intersection C1. If the vehicle travels on the link L3 and the distance between the other vehicle 41 and the intersection C1 is shorter than the other vehicle distance threshold Doth, the driving assistance ECU 20 informs the driver that the other vehicle 41 is approaching the intersection C1 from the right side. Notice.

(Specific operation)
Next, a specific operation of the driving support ECU 20 will be described. The CPU 21 of the driving assistance ECU 20 (hereinafter also simply referred to as “CPU”) executes the “approaching vehicle notification process” routine represented by the flowchart in FIG. 5 every time a predetermined time elapses. Therefore, when the appropriate timing is reached, the CPU starts the process from step 500 in FIG. 5 and proceeds to step 505 to determine whether or not the vehicle 10 is approaching the target intersection. Specifically, the CPU determines whether or not the vehicle 10 travels toward the target intersection and the distance between the vehicle 10 and the target intersection is shorter than the host vehicle distance threshold Dsth.

  If the vehicle 10 is not approaching the target intersection, the CPU makes a “No” determination at step 505 to directly proceed to step 595 to end the present routine tentatively. On the other hand, if the vehicle 10 is approaching the target intersection, the CPU makes a “Yes” determination at step 505 to proceed to step 510 to determine whether an intersection approaching vehicle exists. Specifically, the CPU travels on the intersection link toward the target intersection and determines whether or not there is another vehicle whose distance from the target intersection is shorter than the other vehicle distance threshold Doth based on the other vehicle operation information. judge.

  If an intersection approaching vehicle exists, the CPU makes a “Yes” determination at step 510 to proceed to step 515 to determine whether or not a preceding vehicle has been identified (detected). Specifically, the CPU determines whether or not there is a target detected by the radar device 28 and whose center distance Dc is shorter than the preceding vehicle distance threshold Dath.

  If no preceding vehicle is detected, the CPU makes a “No” determination at step 515 to proceed to step 525 to execute an approaching vehicle notification process. That is, the CPU notifies the driver of the vehicle 10 of the presence and approach direction of the approaching vehicle via the display device 27.

  On the other hand, if a preceding vehicle has been detected, the CPU makes a “Yes” determination at step 515 to proceed to step 520, where the angle formed by each of the traveling link and the connecting link is greater than the angle threshold θth. It is determined whether or not it is smaller.

  If the angle formed by each of the travel link and each of the connection links is smaller than the angle threshold θth, the CPU makes a “Yes” determination at step 520 to proceed to step 525. On the other hand, if there is a link whose angle with the traveling link is equal to or greater than the angle threshold θth among the connection links to the target intersection, the CPU makes a “No” determination at step 520 to directly proceed to step 595.

  If there is no intersection approaching vehicle, the CPU makes a “No” determination at step 510 to directly proceed to step 595.

  As described above, when the angle formed by each of the travel link and each of the connection links is smaller than the angle threshold value θth, the center distance Dc from the wall surface becomes short, so that the driving support ECU 20 leads the wall surface. The possibility of detection as a vehicle increases. In this case, since the driving support ECU 20 does not execute the notification prohibition process, the approaching vehicle notification process is executed if there is an intersection approaching vehicle. That is, according to the present support device, as a result of detecting the wall surface as the preceding vehicle, it is possible to reduce the chance that the notification prohibition process is executed even though the preceding vehicle does not exist.

  As mentioned above, although embodiment of the driving assistance device which concerns on this invention was described, this invention is not limited to the said embodiment, A various change is possible unless it deviates from the objective of this invention. For example, the radar apparatus 28 according to the present embodiment is a millimeter wave radar. However, the radar device 28 may be a radar device different from the millimeter wave radar. For example, the radar device 28 may be a microwave radar and a laser radar.

  In addition, the driving support ECU 20 according to the present embodiment has received other vehicle operation information from the other vehicle 40. That is, the driving support ECU 20 has received information related to the intersection approaching vehicle by inter-vehicle communication. However, the driving support ECU 20 may receive information related to the intersection approaching vehicle by another method. For example, the driving assistance ECU 20 may receive other vehicle operation information from a roadside machine installed on the road. That is, the driving assistance ECU 20 may receive information related to the approaching vehicle by road-to-vehicle communication.

  In addition, when the distance between the vehicle 10 and the target intersection is shorter than the host vehicle distance threshold Dsth, the driving assistance ECU 20 according to the present embodiment approaches the target intersection from the intersection link and the distance from the target intersection is the other vehicle distance. The other vehicle shorter than the threshold value Doth was specified as an intersection approaching vehicle. However, the driving assistance ECU 20 may specify the approaching vehicle by another method. For example, the driving support ECU 20 determines that “the time until the vehicle 10 enters the target intersection estimated based on the distance to the target intersection and the vehicle speed Vs” and “the intersection estimated based on the other vehicle operation information”. When the difference from the “time until the other vehicle 40 traveling on the link enters the target intersection” is shorter than a predetermined time threshold, the other vehicle 40 may be specified as an intersection approaching vehicle.

  In addition, the driving assistance ECU 20 according to the present embodiment has identified the other vehicle that approaches the target intersection while traveling on the intersection link as the intersection approaching vehicle. However, the driving assistance ECU 20 specifies other vehicles (opposite link approaching vehicles) approaching the target intersection while traveling on the opposite link as intersection approaching vehicles in addition to other vehicles approaching the target intersection while traveling on the intersection link. Also good. Alternatively, the driving support ECU 20 may specify the opposite link approaching vehicle as the intersection approaching vehicle when the driver indicates the intention to turn right at the target intersection by the direction indicator provided in the vehicle 10.

  In addition, the driving assistance ECU 20 according to the present embodiment refers to (acquires) an angle formed by the travel link stored in the map database 24 and each of the connection links to the travel link. However, the driving assistance ECU 20 may acquire the angle formed by the travel link and the connection link by another method. For example, the driving support ECU 20 may calculate (acquire) the difference between the approach angles of the travel link and the connection link to the target intersection as the angle formed by the travel link and the connection link. Alternatively, the driving support ECU 20 connects “a straight line connecting the target intersection and a point separated from the target intersection on the travel link by a predetermined distance” and “a point separated from the target intersection on the connection link by a predetermined distance”. The angle formed by the “straight line” may be acquired as the angle formed by the travel link and the connection link.

  In addition, in the present embodiment, the preceding vehicle distance threshold Path is 4 m. However, the preceding vehicle distance threshold Path may be a distance other than 4 m. Further, in the present embodiment, the angle threshold θth is 150 °. However, the angle threshold θth may be an angle other than 150 °.

DESCRIPTION OF SYMBOLS 10 ... Vehicle, 24 ... Map database, 25 ... Reception part, 26 ... Vehicle speed sensor, 27 ... Display apparatus, 28 ... Radar apparatus, 29 ... Inter-vehicle communication part.

Claims (1)

When there is a possibility of collision with another vehicle when the own vehicle enters an intersection where there is no signal, a notification unit that executes an approaching vehicle notification process for notifying the driver of the own vehicle of information related to the other vehicle;
The approaching vehicle notification process by the notification unit when a target that is in front of the vehicle width direction center of the host vehicle and whose distance is shorter than a predetermined distance threshold is detected by the radar device mounted on the host vehicle. A notification prohibition section for executing a notification prohibition process for prohibiting
Each of the angles formed by the traveling road extending to the intersection where the host vehicle is traveling and the plurality of connecting roads connected to the traveling road at the intersection are each less than a predetermined angle threshold. A notification permitting unit that prohibits the notification prohibiting process by the notification prohibiting unit and allows the approaching vehicle notification process by the notification unit;
A driving support apparatus comprising:

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