JP2018092239A - Driving support system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support system for reliably performing safe avoidance traveling without deteriorating drivability.SOLUTION: A driving support system recognizes other vehicles traveling in the circumference of an own vehicle and calculates multiple avoidance lines to allow the own vehicle to perform avoidance in response to traveling states of the recognized other vehicles. When avoidance information to instruct avoidance by the own vehicle is received from one of the other vehicles, the driving support system selects an avoidance line between calculated multiple avoidance lines in response to a traveling state of the other vehicle that has transmitted avoidance information, and allows the own vehicle to perform avoidance on the basis of the selected avoidance line.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a driving support system.

Among techniques for supporting driving of vehicles, a technique for preventing a collision between vehicles is known.
For example, when an emergency vehicle is traveling in the same road as the ordinary vehicle and in the same direction as the ordinary vehicle, a technique is known in which the ordinary vehicle is moved to the vicinity of the shoulder of the road and stopped (see the following patent document). 1).

JP 2014-154128 A

  By the way, when the succeeding vehicle is a general vehicle, there is a vehicle that avoids the collision of the succeeding vehicle with the preceding vehicle when the succeeding vehicle is likely to collide with the preceding vehicle. In this way, when it is determined whether or not collision avoidance is necessary in the preceding vehicle, if safety is emphasized, there may be a case where avoidance traveling is performed even when avoidance traveling is not necessary. In this case, even if avoidance travel is performed more than necessary in the preceding vehicle and safety can be ensured, the ease of driving may be reduced.

  Further, in such a vehicle, as in the technique described in Patent Document 1 described above, if an avoidance action is performed such that the preceding vehicle is moved near the shoulder of the road and stopped, the preceding vehicle will stop, , Driving ease decreases.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a driving support system that can reliably execute safe avoidance travel without reducing the ease of driving of the driver.

  The present invention is a driving support system for supporting driving of a driver who drives a vehicle, the recognizing means for recognizing another vehicle traveling around the host vehicle, and the recognized vehicle according to the recognized traveling state of the other vehicle. When calculating means for calculating a plurality of avoidance lines for avoiding the own vehicle, receiving means for receiving avoidance information for instructing avoidance of the own vehicle from any of the other vehicles, and when the avoidance information is received by the receiving means The avoidance line is selected from the plurality of the avoidance lines calculated according to the traveling state of the other vehicle that has transmitted the avoidance information, and the host vehicle is avoided based on the selected avoidance line. And an avoidance means.

  According to the driving support system configured as described above, based on the avoidance information received from the other vehicle, in order to perform the avoidance traveling according to the traveling state of the other vehicle, that is, the traveling state of the other vehicle can be determined by the own vehicle. Therefore, avoidance travel is avoided more than necessary, and safe avoidance travel is ensured without reducing the driver's ease of driving. can do.

  The plurality of avoidance lines calculated include a travel line that avoids the host vehicle toward an adjacent travel lane adjacent to a travel lane on which the host vehicle travels, and the avoidance means includes a left side of the adjacent travel lane. When the avoidance information is received from the other vehicle traveling in the travel lane, the avoidance line for avoiding the host vehicle to the right travel lane side is selected from the adjacent travel lane, and the right side of the adjacent travel lane is selected. When the avoidance information is received from the other vehicle traveling in the travel lane, the avoidance line for avoiding the host vehicle to the left travel lane side is selected from the adjacent travel lanes, and based on the selected avoidance line Thus, the host vehicle may be avoided.

  Since the driving support system configured as described above avoids the host vehicle toward the traveling lane side opposite to the approaching other vehicle, it is possible to reliably prevent the collision with a small number of operations.

  Further, when the avoidance means receives the avoidance information from a following vehicle in the own vehicle travel lane on which the own vehicle travels, the avoidance means avoids the own vehicle to the right travel lane side in the adjacent travel lane. A line may be selected, and the host vehicle may be avoided based on the selected avoidance line.

  The driving support system configured in this manner avoids the host vehicle in the overtaking lane where the flow of the traveling vehicle is fast rather than the left side lane, so there is no need to decelerate the host vehicle, and when the lane change and after the lane change The vehicle can be smoothly driven.

  The plurality of calculated avoidance lines when the host vehicle travels at a speed lower than a prescribed speed of a host vehicle travel lane on which the host vehicle travels, and the other vehicle does not exist ahead of a predetermined distance. A travel line that increases the travel speed of the host vehicle up to the specified speed and travels straight on the host vehicle travel lane, and the avoiding means includes a vehicle that follows the host vehicle travel lane on which the host vehicle travels. When the avoidance information is received, when the avoidance line that goes straight is present, the avoidance line may be selected and the host vehicle may be avoided based on the selected avoidance line.

  The driving support system configured as described above can avoid a collision with another vehicle by increasing the traveling speed of the own vehicle, and therefore, it is not necessary to turn in the traveling direction of the own vehicle, and it is easy to drive. It is possible to prevent damage.

  Further, the avoidance information is transmitted from the other vehicle to the host vehicle when the other vehicle that transmits the avoidance information is manually operated and the collision prevention means of the other vehicle cannot avoid the collision. You may be made to do.

  With this configuration, avoidance information is transmitted to the host vehicle only when a collision cannot be avoided from another vehicle in which manual driving is performed. Therefore, the frequency of receiving the avoidance information is reduced, and the frequency of avoiding the host vehicle is reduced. , It can be further reduced and the ease of driving can be further improved.

  Furthermore, you may make it provide the alerting | reporting means which alert | reports the information regarding the avoidance operation | movement of the said own vehicle to a driver. If comprised in this way, it will become possible for the driver to recognize the avoidance operation | movement of the own vehicle.

  ADVANTAGE OF THE INVENTION According to this invention, the driving assistance system which can perform safe avoidance driving | running | working reliably, without reducing easiness of driving | operation can be provided.

The figure which shows an example of the vehicle which concerns on the 1st Embodiment of this invention, and the road which a vehicle drive | works. The figure which shows an example of the schematic structure of the vehicle which concerns on the embodiment. The figure which shows an example of the functional block of ECU which concerns on the same embodiment. The flowchart which shows an example of the process which calculates the avoidance line which ECU which concerns on the same embodiment performs. The figure for demonstrating an example of the avoidance line which concerns on the same embodiment. The figure which shows an example of the avoidance line table which concerns on the same embodiment. The flowchart which shows an example of the process which ECU which concerns on the embodiment transmits avoidance information. It is a flowchart which shows an example of a process when ECU which concerns on the same embodiment receives avoidance information. The sub-flowchart which shows an example of the process which selects the avoidance line which concerns on the embodiment. The figure for demonstrating an example of the effect | action which concerns on the same embodiment. The figure for demonstrating an example of the effect | action which concerns on the same embodiment. The figure for demonstrating an example of the effect | action which concerns on the same embodiment. The flowchart which shows an example of the process which calculates the avoidance line which concerns on the 2nd Embodiment of this invention. The figure for demonstrating an example of the avoidance line which concerns on the same embodiment. The figure which shows an example of the avoidance line table which concerns on the same embodiment. The sub-flowchart which shows an example of the process which selects the avoidance line which concerns on the embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the driving support system of the present invention will be described as applied to the vehicle 100.

(First embodiment)
FIG. 1 is a diagram illustrating an example of a vehicle 100 that is the host vehicle and a road R on which the vehicle 100 travels. As shown in FIG. 1, the road R is composed of three lanes on one side, a left lane R1, a central lane R2, and a right lane R3. The vehicle 100 is traveling on the central traveling lane R2 to the upper side in the figure. Each traveling lane R1, R2, R3 is regulated so that the vehicle travels at a predetermined speed (hereinafter, regulated speed) or less. The right lane R3 is an overtaking lane.

  The vehicle 100 includes a first radar unit 121, a second radar unit 122, a third radar unit 123, a fourth radar unit 124, a fifth radar unit 125, a sixth radar unit 126, a front camera unit 127, and a rear camera unit. 128 is provided.

  The first radar unit 121 is disposed on the right front surface of the vehicle 100, the second radar unit 122 is disposed on the right side surface of the vehicle 100, the third radar unit 123 is disposed on the right rear surface of the vehicle 100, and the fourth radar unit 124. Is disposed on the left front surface of the vehicle 100, the fifth radar unit 125 is disposed on the left side surface of the vehicle 100, and the sixth radar unit 126 is disposed on the left rear surface of the vehicle 100. The first radar unit 121 to the sixth radar unit 126 radiate radars in different directions and receive reflections thereof, so that obstacles (for example, It is possible to detect whether there is another vehicle or the like, and if there is an obstacle, the distance to the obstacle. The width of the detection range A shown in FIG. 1 is schematically shown. In addition, the width of the detection range A is based on an instruction from the control unit in the vehicle 100 according to the shape of the road R (width, linear or curved shape, etc.) and the regulation speed of the road R. The width of the detection range A may be changed as appropriate.

  The front camera unit 127 is disposed on the front surface of the vehicle 100 and photographs the front direction (about 180 degrees) of the vehicle 100. The rear camera unit 128 is disposed on the rear surface of the vehicle 100 and photographs the rear direction (about 180 degrees) of the vehicle 100. The front camera unit 127 and the rear camera unit 128 analyze the captured images, respectively, and whether there is an obstacle (for example, another vehicle) at least within the detection range A, and if there is an obstacle, The distance to the obstacle can be detected.

  In the present embodiment, the region within the detection range A of the vehicle 100 is defined as the first radar unit 121, the second radar unit 122, the third radar unit 123, the fourth radar unit 124, the fifth radar unit 125, and the first radar unit 121. Although the detection means consisting of six radar units 126 and the detection means consisting of the front camera unit 127 and the rear camera unit 128 will be described as detecting obstacles in the detection range A, It is not limited. For example, it is good also as a structure which detects an obstruction by any one detection means.

  Next, the vehicle 100 will be described. FIG. 2 is a diagram illustrating an example of a schematic configuration of the vehicle 100. Note that since vehicles 100A, 100B, 100C, 100D, and 100E, which are other vehicles, which will be described later, have the same configuration as the vehicle 100, illustration and description of a schematic configuration are omitted.

  As shown in FIG. 2, the vehicle 100 includes an ECU (Electronic Control Unit) 110, a first radar unit 121, a second radar unit 122, a third radar unit 123, a fourth radar unit 124, a fifth radar unit 125, 6 radar unit 126, front camera unit 127, rear camera unit 128, inter-vehicle communication unit 130, touch panel unit 140 serving as a notification unit, turning control unit 150, motor unit 160, axle 170a, axle 170b, right front tire 171, left front tire 172, right rear tire 173, left rear tire 174, brake system 180, and rotation speed sensor 190. The vehicle 100 also has other configurations for realizing functions as a vehicle, but these are conventional techniques, and illustration and description thereof are omitted.

  The ECU 110 is a control device that includes a CPU, a ROM, a memory 111, and the like, and comprehensively controls the vehicle 100. For example, the ECU 110 controls the automatic driving of the vehicle 100 to a predetermined destination when an instruction for automatic driving is given from the driver. The memory 111 is a storage unit that stores an avoidance line table 111A described later. In the present embodiment, the case where the memory 111 is provided in the ECU 110 will be described. However, other storage resources may be used instead of the memory in the ECU 110.

  The descriptions of the first radar unit 121 to the sixth radar unit 126, the front camera unit 127, and the rear camera unit 128 are as described above. The detection results detected by the first radar unit 121 to the sixth radar unit 126, the front camera unit 127, and the rear camera unit 128 are input to the ECU 110, respectively.

  The inter-vehicle communication unit 130 communicates with the inter-vehicle communication unit included in other vehicles (see: the vehicles 100A to 100E in FIG. 5) that travel around the vehicle 100 and at least within the detection range A. Thereby, the vehicle-to-vehicle communication unit 130 can acquire the traveling state of the other vehicle by wireless communication. Here, the traveling state is, for example, traveling speed information of the vehicle 100A, vehicle control information including a turning direction, and position information. Further, the inter-vehicle communication unit 130 receives avoidance information S described later from another vehicle.

  The touch panel unit 140 notifies the driver of predetermined information and receives an input from the driver. For example, the touch panel unit 140 receives the destination of the vehicle 100 from the driver. In addition, for example, the touch panel unit 140 displays that the avoidance travel has started and ended when the vehicle 100 performs avoidance travel from other vehicles described later, and at the time of avoidance travel, on the road R The position of the vehicle 100 and the positions of other surrounding vehicles are shown, and the driver is notified of an operation for avoiding the vehicle 100 from the other vehicle.

  The turning control unit 150 controls the traveling direction of the vehicle 100 by actuating the direction of the axle 170a to which the right front tire 171 and the left front tire 172 are connected based on an instruction from the ECU 110. The motor unit 160 is a power source of the vehicle 100, and rotates the axle 170b to which the right rear tire 173 and the left rear tire 174 are connected based on an instruction from the ECU 110, thereby causing the vehicle 100 to travel at a predetermined speed. Note that the drive source of the vehicle 100 may be an internal combustion engine or a hybrid including a motor and an internal combustion engine. The brake system 180 applies a brake based on an instruction from the ECU 110 and reduces the traveling speed of the vehicle 100.

  The rotational speed sensor 190 is disposed, for example, in the vicinity of the axle 170b to which the right rear tire 173 and the left rear tire 174 are connected, and detects the rotational speed of the axle 170b. This detection result is input to the ECU 110. ECU 110 calculates the traveling speed of vehicle 100 based on the rotational speed input from rotational speed sensor 190.

  Next, functions of the ECU 110 will be described. FIG. 3 is a diagram illustrating an example of functional blocks of the ECU 110. As shown in FIG. 3, the ECU 110 includes a driving support unit 210 and a collision prevention unit 220.

  The driving support unit 210 has a function of executing automatic driving of the vehicle 100 based on an instruction from the driver. For example, the driving support unit 210 turns based on information acquired from the first radar unit 121 to the sixth radar unit 126, the front camera unit 127, the rear camera unit 128, the inter-vehicle communication unit 130, the rotation speed sensor 190, and the like. The controller 150, the motor unit 160, and the brake system 180 are controlled to control the automatic driving of the vehicle 100 to the destination instructed by the driver. In addition, an instruction for automatic driving is received from the driver by inputting a predetermined button displayed on the touch panel unit 140 when the driver sets a destination using the touch panel unit 140 or a switch for instructing automatic driving, for example. .

  Further, the driving support unit 210 includes an avoidance line calculation unit 211 and an avoidance processing unit 212. The avoidance line calculation unit 211 calculates a travel line (travel route) that avoids the vehicle 100 from other vehicles when it is assumed that another vehicle collides during the automatic driving of the vehicle 100. When the avoidance processing unit 212 receives avoidance information S instructing avoidance from another vehicle, the avoidance processing unit 212 causes the vehicle 100 to travel along the avoidance line calculated by the avoidance line calculation unit 211 so as to avoid the other vehicle. Detailed descriptions of the avoidance line calculation unit 211 and the avoidance processing unit 212 will be described later.

  The collision prevention unit 220 is a collision damage reduction brake function and prepares for a collision with a detected obstacle. For example, when the vehicle 100 is traveling, the collision prevention unit 220 operates the brake system 180 so as to avoid or reduce the collision with the other vehicle, so that the vehicle 100 travels. Decreasing the speed reduces the collision with other vehicles. More specifically, the collision prevention unit 220 causes the vehicle 100 and the other vehicle to collide based on information such as a relative speed, a relative acceleration, a mutual traveling direction, and a mutual position between the vehicle 100 and the other vehicle. Whether or not the collision between the vehicle 100 and another vehicle is avoided or reduced.

  Next, a process for calculating the avoidance line will be described. FIG. 4 is a flowchart illustrating an example of a process for calculating an avoidance line executed by the ECU 110 (the avoidance line calculation unit 211).

  As shown in FIG. 4, ECU 110 determines whether vehicle 100 is in automatic operation (ST101). If it is determined that the vehicle is not in automatic operation (ST101: NO), this process ends. If it is determined that the vehicle is in automatic operation (ST101: YES), the ECU 110 determines whether there is another vehicle around the vehicle 100, from the first radar unit 121 to the sixth radar unit 126, the front camera unit. 127 and based on information input from the rear camera unit 128 (ST102). If it is determined that there are no other vehicles in the vicinity (ST102: NO), this process ends. That is, when it is not necessary to avoid the vehicle 100, the ECU 110 does not execute the process of calculating the avoidance line. Therefore, the ECU 110 does not need to perform unnecessary processing. In the present embodiment, instead of the communication between the vehicle-to-vehicle communication unit 130, whether or not there is another vehicle around the vehicle 100 is determined based on whether the first radar unit 121 to the sixth radar unit 126, the front camera unit 127, and the rear Since the determination is based on information input from the camera unit 128, it is possible to detect a vehicle that does not include the inter-vehicle communication unit 130.

  On the other hand, when it is determined that there is another vehicle around the vehicle 100 (ST102: YES), the ECU 110 acquires the recognized traveling state of the other vehicle (ST103: recognition means). Specifically, ECU 110 acquires the travel status of other vehicles that travel around vehicle 100 based on information obtained from inter-vehicle communication unit 130 in addition to the information obtained in step ST102. As described above, the traveling state includes a relative speed, a relative acceleration, a mutual traveling direction, a mutual position, and the like.

  Next, the ECU 110 calculates an avoidance line. In this embodiment, since the vehicle 100 is traveling in the central travel lane R2, the ECU 110 calculates an avoidance line to the right travel lane R3 (ST104), and calculates an avoidance line to the left travel lane R1 (ST105). . In the present embodiment, ST104 and ST105 constitute the calculation means of the present invention.

  FIG. 5 is a diagram illustrating an example of avoidance lines L1 and L2 calculated when vehicles 100A to 100E are traveling as other vehicles around vehicle 100 traveling in central traveling lane R2. In the present embodiment, the avoidance line is created on the assumption that the avoidance information S is received from a vehicle traveling rearward from the side surface of the vehicle 100. In the central travel lane R2, the vehicle 100A, the vehicle 100, and the vehicle 100D travel in this order, and in the left travel lane R1, the vehicle 100C travels adjacent to the vehicle 100 with a slight delay, In the right travel lane R3, the vehicle 100B travels ahead of the vehicle 100, and the vehicle 100E travels behind the vehicle 100. Therefore, the avoidance line L1 is calculated as a travel line that avoids the vehicle 100 toward the right travel lane R3, and the avoidance line L2 is calculated as a travel passage line that avoids the vehicle 100 toward the left travel lane R1.

  Next, ECU 110 stores the calculated avoidance line in memory 111 (ST106). FIG. 6 is a diagram illustrating an example of the avoidance line table 111A that stores the calculated avoidance lines. The avoidance lines L1 and L2 are stored in association with the avoidance line numbers as shown in FIG. In the present embodiment, there are two avoidance lines, avoidance lines L1 and L2, but the present invention is not limited to this. For example, when the vehicle 100 is traveling on the right traveling lane R3 or the left traveling lane R1, one avoidance line to the central traveling lane R2 is calculated.

  Next, a process in which the vehicle 100 transmits the avoidance information S to any one of the vehicles 100A to 100E will be described. The avoidance information S is, for example, the possibility that the vehicle 100 may collide with another vehicle even when the collision prevention unit 220 is activated when the driving support unit 210 is not operating, that is, when the driver is performing manual driving. This is an instruction transmitted to another vehicle having a possibility of the collision. FIG. 7 is a flowchart illustrating an example of processing in which the ECU 110 transmits the avoidance information S.

  As shown in FIG. 7, ECU 110 determines whether manual operation is in progress (ST201). For example, the ECU 110 makes a determination based on whether or not an automatic driving instruction is given. If it is determined that manual operation is not being performed (ST201: NO), this process ends. That is, during the automatic driving, the ECU 110 does not execute the process of transmitting the avoidance information S. During automatic driving, the distance between the vehicle 100 and the other vehicle is automatically secured, so the possibility of a collision is small. For this reason, the process which transmits the avoidance information S to another vehicle is performed only during manual driving. Thereby, the processing capability of ECU110 can be distributed to another process. In the present embodiment, a case where the process of transmitting the avoidance information S is executed only when the vehicle 100 is manually operated will be described. However, the process of transmitting the avoidance information S even when the vehicle 100 is in automatic operation. May be executed.

  If it is determined that manual operation is being performed (ST201: YES), ECU 110 determines whether or not collision prevention unit 220 is operating (ST202). When it is determined that the collision prevention unit 220 is not operating (ST202: NO), this process ends. For example, the presence or absence of the operation of the collision prevention unit 220 is determined based on whether or not another vehicle exists within a predetermined distance.

  On the other hand, when it is determined that the collision prevention unit 220 is operating (ST202: YES), the ECU 110 determines whether or not there is a possibility of collision with any other vehicle (ST203). When it is determined that there is no need to avoid a collision with another vehicle (for example, there is still a sufficient distance between the vehicles) or that there is no possibility of a collision, that is, the operation of the collision prevention unit 220 If there is no possibility of collision with the vehicle (ST203: NO), the process returns to step ST202.

  When it is determined that there is a possibility of collision with any of the other vehicles (ST203: YES), ECU 110 transmits avoidance information S to the other vehicle via inter-vehicle communication unit 130 (ST204). Then, this process ends.

  Next, the process when the avoidance information S described in FIG. 7 is transmitted in the other vehicle and the vehicle 100 receives the avoidance information S will be described. FIG. 8 is a flowchart illustrating an example of processing when the ECU 110 (avoidance processing unit 212) receives the avoidance information S.

  As shown in FIG. 8, ECU 110 determines whether or not avoidance information S has been received from another vehicle (for example, any one of vehicles 100C, 100D, and 100E) (ST301: receiving means). If it is determined that the avoidance information S has not been received (ST301: NO), the determination in step ST301 is repeated.

  When it is determined that the avoidance information S has been received (ST301: YES), the ECU 110 identifies the other vehicle that has transmitted the avoidance information S among the other vehicles 100A to 100E that travel around the vehicle 100 (ST302). The ECU 110 is, for example, the traveling state (traveling speed, progress (turning)) of the other vehicle that is the transmission source of the avoidance information S received from the other surrounding vehicles 100A to 100E that are recognized via the inter-vehicle communication unit 130. A vehicle that matches the direction, position, etc.) is identified as another vehicle that has transmitted the avoidance information S.

  Next, ECU 110 selects an avoidance line corresponding to the identified vehicle (ST303). The process of selecting the avoidance line will be described with reference to FIG. FIG. 9 is a sub-flowchart showing an example of details of processing for selecting an avoidance line.

  As shown in FIG. 9, ECU 110 determines whether or not avoidance information S has been received from another vehicle on right lane R3 (ST401). When it is determined that the avoidance information S has been received from the other vehicle on the right lane R3 (ST401: YES), the ECU 110 selects the avoidance line L2 (ST402). For example, as illustrated in FIG. 5, when the vehicle 100E traveling in the right traveling lane R3 is traveling on the right rear side of the vehicle 100 traveling in the central traveling lane R2, as illustrated in FIG. When the vehicle approaches the vehicle 100 and is likely to collide, the ECU 110 does not select the avoidance line L1 as the avoidance line for avoiding the vehicle 100 (X in the drawing), but selects the avoidance line L2 (shown in the drawing). ).

  On the other hand, when it is determined that the avoidance information S is not received from the other vehicle on the right travel lane R3 (ST401: NO), the ECU 110 determines whether the avoidance information S is received from the other vehicle on the left travel lane R1. (ST403). When it is determined that the avoidance information S has been received from the other vehicle on the left lane R1 (ST403: YES), the ECU 110 selects the avoidance line L1 (ST404). For example, as illustrated in FIG. 5, when the vehicle 100C traveling in the left traveling lane R1 travels on the left rear side of the vehicle 100 traveling in the central traveling lane R2, as illustrated in FIG. When the vehicle approaches the vehicle 100 and is about to collide, the ECU 110 does not select the avoidance line L2 as an avoidance line for avoiding the vehicle 100 (X in the drawing), but selects the avoidance line L1 (shown in the drawing). ).

  Further, when it is determined that the avoidance information S is not received from the other vehicle on the left travel lane R1 (ST403: NO), that is, the other vehicle traveling on the central travel lane R2, that is, the succeeding vehicle of the vehicle 100. When it is determined that the avoidance information S is received from the vehicle 100D, the ECU 110 selects the avoidance line L1 from the avoidance lines L1 and L2 as the avoidance line for avoiding the vehicle 100 (ST405), and further changes the lane. An instruction is added (ST406). For example, as illustrated in FIG. 5, when the vehicle 100D traveling in the central traveling lane R2 travels behind the vehicle 100D, the vehicle 100D is likely to collide with the vehicle 100 as illustrated in FIG. The ECU 110 does not select the avoidance line L2 as the avoidance line for avoiding the vehicle 100 (X in the figure), but selects the avoidance line L1 (O in the figure).

  When the avoidance line is selected as described with reference to FIGS. 9 to 12 (ST303, FIGS. 9 to 12), ECU 110 notifies the start of avoidance travel (ST304). For example, the ECU 110 displays, on the touch panel unit 140, the start of avoidance travel, the positions of the host vehicle (vehicle 100) and the approaching vehicle (vehicles 100C, 100D, or 100D) on the road R, the avoidance line, and the like. The driver is informed of the situation of avoidance travel of the vehicle 100.

  Next, ECU 110 causes vehicle 100 to travel along the selected avoidance line (ST305). Then, ECU 110 determines whether or not the avoidance is completed (ST306). If it is determined that avoidance is not complete (ST306: NO), the process returns to step ST305. That is, the avoidance travel of the vehicle 100 is executed until the avoidance is completed. In the present embodiment, steps ST305 and ST306 constitute the avoidance means of the present invention.

  Here, the determination of whether or not the avoidance is completed is performed as follows in the present embodiment. When the vehicle 100E traveling on the right traveling lane R3 or the vehicle 100C traveling on the left traveling lane R1 approaches the vehicle 100, the ECU 110 causes the vehicle 100 to travel around the avoidance line L2 or L1, respectively. At this time, if the collision between the vehicle 100 and the vehicle 100E or the vehicle 100C can be avoided by avoiding the vehicle 100 to the limit of the lane marking of the central travel lane R2, the lane to the left travel lane R1 or the right travel lane R3 It is determined that the avoidance of the vehicle 100 is completed at the last minute line without changing. Further, when the collision between the vehicle 100 and the vehicle 100E or the vehicle 100C cannot be avoided in the avoidance travel up to the lane marking, the lane change of the vehicle 100 is performed along the avoidance lines L2 and L1. Since the vehicles 100E and 100C are provided with a collision prevention unit similar to the collision prevention unit 220, the vehicle 100 is slightly controlled because traveling control is performed so that the collision is reduced even when the vehicle collides with another vehicle during manual operation. When the collision can be avoided by avoiding the approaching vehicle, the lane change of the vehicle 100 is not performed. The ECU 110 executes this determination based on, for example, the relative speed, relative acceleration, mutual traveling direction, mutual position, and the like of the own vehicle that changes from moment to moment and another vehicle in the vicinity. On the other hand, when the avoidance information S is received from the vehicle 100D that is a succeeding vehicle of the vehicle 100, the vehicle travels along the avoidance line L1, and the determination is made based on whether or not the lane change is completed. In this way, since unnecessary lane changes of the vehicle 100 can be avoided, the vehicle 100 can ensure the ease of driving and ensure safety.

  When it is determined that the avoidance completion is completed (ST306: YES), ECU 110 notifies the end of the avoidance travel (ST307). For example, the ECU 110 notifies the touch panel unit 140 that the avoidance travel has ended.

  According to the vehicle 100 configured as described above, the ECU 110 recognizes the vehicles 100A to 100E traveling around the vehicle 100, and avoids the vehicle 100 according to the recognized traveling conditions of the vehicles 100A to 100E. L1 and L2 are calculated. When the ECU 110 receives avoidance information S instructing avoidance of the vehicle 100 from any of the vehicles 100C to 100E, the ECU 110 determines the calculated avoidance lines L1 and L2 according to the traveling state of the vehicle that transmitted the avoidance information S. The avoidance line is selected from the house, and the vehicle 100 is avoided based on the selected avoidance line.

  Thus, based on the avoidance information S received from the other vehicle, the ECU 110 transmits the avoidance travel according to the travel status of the vehicle, that is, the ECU 110 does not determine the travel status of the other vehicle. Since the avoidance travel is performed based on the avoidance information S, the ECU 110 does not need to perform the avoidance travel more than necessary, and can reliably execute the safe avoidance travel without reducing the driver's ease of driving. .

  Further, the ECU 110 sets the avoidance line L2 that avoids the vehicle 100 to the left travel lane R1 side adjacent to the central travel lane R2 on which the vehicle 100 travels, and the right travel lane R3 as the avoidance lines that are calculated. When the avoidance line L1 to be avoided is calculated and the avoidance information S is received from the vehicle 100C traveling in the left traveling lane R1, the avoidance line L1 that avoids the vehicle 100 to the right traveling lane R3 is selected, and the right traveling lane R3 is determined. When the avoidance information S is received from the traveling vehicle 100E, the avoidance line L2 that avoids the vehicle 100 to the left traveling lane R1 is selected, and the vehicle 100 is avoided based on the selected avoidance line L1 or L2.

  For this reason, since the vehicle 100 avoids to the traveling lane side opposite to the approaching other vehicle, the vehicle 100 can reliably prevent a collision with a small number of operations.

  Furthermore, when the avoidance information S is received from the vehicle 100D that is a follower vehicle of the central travel lane R2 on which the vehicle 100 travels, the ECU 110 selects the avoidance line L1 that avoids the vehicle 100 to the right travel lane R3 side, The vehicle 100 is avoided based on the selected avoidance line L1.

  Thus, the ECU 110 avoids the vehicle 100 on the right traveling lane R3 side, which is the overtaking lane where the flow of the traveling vehicle is fast, not the left traveling lane R1, so there is no need to decelerate the vehicle 100, Even after the lane change, the vehicle 100 can travel smoothly.

  Furthermore, when the other vehicle that transmits the avoidance information S is manually operated, the avoidance information S is obtained from the other vehicle when the collision with the vehicle 100 cannot be avoided by the function of the collision prevention unit 220 of the other vehicle. It is transmitted to the vehicle 100.

  For this reason, since the avoidance information S is transmitted to the vehicle 100 only when a collision cannot be avoided from another vehicle in which manual driving is performed, the frequency of receiving the avoidance information S is reduced, and the frequency of avoiding the vehicle 100 is Furthermore, it becomes less and the ease of driving can be further improved.

  Further, the vehicle 100 includes a touch panel unit 140 that notifies the driver of information related to the avoidance operation of the vehicle 100. For this reason, the driver can recognize the avoidance operation of the vehicle 100.

(Second Embodiment)
The second embodiment is different from the first embodiment in that a process for calculating the avoidance line L3 is added and the avoidance line L3 is also selectable. Therefore, the avoidance line L3 will be described in detail below. In addition, the same code | symbol is attached | subjected to the structure same as 1st Embodiment, and illustration and description are abbreviate | omitted.

  First, the avoidance line L3 will be described. The avoidance line L3 is a travel line that increases the travel speed of the vehicle 100 on the central travel lane R2 on which the vehicle 100 is traveling to avoid a collision with the vehicles 100C to 100E. FIG. 13 is a flowchart illustrating an example of processing for calculating the avoidance line L3. This process is executed, for example, between the above-described steps ST105 and ST106 (see: FIG. 4). FIG. 14 is a diagram for explaining an example of the avoidance line L3.

  First, ECU 110 obtains an inter-vehicle distance from another vehicle traveling in front of the same traveling lane (ST501). In the example illustrated in FIG. 14, the ECU 110 acquires the inter-vehicle distance between the vehicle 100 and the vehicle 100A based on information obtained from the first radar unit 121, the second radar unit 122, and the front camera unit 127, for example.

  Next, ECU 110 determines whether or not the acquired inter-vehicle distance is equal to or greater than a predetermined distance (ST502). If it is determined that the inter-vehicle distance is equal to or greater than the processing distance (ST502: YES), ECU 110 acquires the traveling speed of vehicle 100 that is the host vehicle (ST503). The ECU 110 acquires the traveling speed of the vehicle 100 based on information obtained from the rotational speed sensor 190, for example.

  Next, ECU 110 obtains the prescribed speed of the traveling lane, in the example shown in FIG. 14, of central traveling lane R2 (ST504). The specified speed of the central travel lane R2 may be acquired from, for example, a road-to-vehicle communication device (labor saving) provided on the road R at a predetermined interval, or may be acquired from a navigation system (not shown) mounted on the vehicle 100. Alternatively, when the vehicle 100 is a connected car, the vehicle 100 may be acquired from a predetermined server (not shown).

  Next, ECU 110 determines whether or not traveling speed of vehicle 100 is equal to or higher than a predetermined speed to a specified speed (ST505). That is, ECU 110 determines whether there is room for increasing the traveling speed of vehicle 100. If it is determined that the speed is equal to or greater than the predetermined speed (ST505: YES), ECU 110 calculates avoidance line L3 (ST506). FIG. 14 is a diagram illustrating an example of the avoidance line L3. As shown in FIG. 14, this is a travel line that causes the vehicle 100 to travel straight on the central travel lane R2.

  The avoidance line L3 calculated in this way is stored in the memory 111. FIG. 15 is a diagram illustrating an example of the avoidance line table 111 </ b> B stored in the memory 111. As shown in FIG. 15, the avoidance line L3 is stored in association with the avoidance line numbers together with the avoidance lines L1 and L2.

  Next, processing for selecting an avoidance line will be described. FIG. 16 is a flowchart illustrating an example of a process for selecting an avoidance line executed by the ECU 110 (a process corresponding to step ST303 in FIG. 8).

  ECU 110 first determines whether or not avoidance line L3 has been calculated (ST601). ECU 110 executes this determination based on whether or not avoidance line L3 is stored in avoidance line table 111B. When it is determined that the avoidance line L3 is calculated (ST601: YES), the ECU 110 selects the avoidance line L3 (ST602).

  On the other hand, when it is determined that the avoidance line has not been calculated (ST601: NO), ECU 110 executes the processes of steps ST603 to ST608. Since the processes of steps ST603 to ST608 are the same as the processes of steps ST401 to ST406 described with reference to FIG. 9, the description of these processes is omitted.

  Based on the avoidance line selected as described above, ECU 110 avoids vehicle 100 from other vehicles 100C to 100E (see FIG. 8).

  According to the vehicle 100 configured as described above, as the avoidance line, when the vehicle 100 travels at a speed lower than the specified speed of the central traveling lane R2, and the vehicle 100A does not exist ahead of the predetermined distance, the specified speed is reached. When the travel speed of the vehicle 100 is increased and a travel line that goes straight in the central travel lane is calculated, the ECU 110 receives the avoidance information S from the vehicle 100D that is a follower of the central travel lane R2 on which the vehicle 100 travels. When the line L3 exists, the avoidance line L3 is selected, and the vehicle 100 is avoided from the vehicle 100D based on the selected avoidance line L3.

  For this reason, the ECU 110 can avoid a collision with the vehicle 100D by increasing the traveling speed of the vehicle 100. Therefore, the ECU 110 does not need to turn in the traveling direction of the vehicle 100, and the ease of driving is impaired. Can be prevented.

  In each of the above-described embodiments, the avoidance lines are the avoidance lines L1 and L2 that change the travel lane while proceeding in the traveling direction, and the avoidance line L3 that travels straight in the traveling direction, but these The travel line is not limited to this, and any avoidance line can be used as long as the travel line of the surrounding vehicle can avoid the collision. For example, it is possible to calculate an avoidance line in which the traveling speed is slightly lowered and waiting for a vehicle traveling in an adjacent traveling lane to pass before changing to the traveling lane.

  The present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above-described embodiments. For example, you may delete some components from all the components shown by embodiment mentioned above. Furthermore, you may combine the structure of different embodiment.

DESCRIPTION OF SYMBOLS 100 ... Vehicle, 100A to 100E ... Other vehicle, 110 ... ECU, 111 ... Memory, 111A, 111B ... Avoidance line table, 121 ... 1st radar part, 122 ... 2nd radar part, 123 ... 3rd radar part, 124 ... 4th radar unit, 125 ... 5th radar unit, 126 ... 6th radar unit, 127 ... front camera unit, 128 ... rear camera unit, 130 ... inter-vehicle communication unit, 140 ... touch panel unit, 210 ... driving support unit, 211 ... avoidance line calculation unit, 212 ... avoidance processing unit, 220 ... collision prevention unit, R ... road, R1 ... left side lane, R2 ... center lane, R3 ... right side lane, L1, L2, L3 ... avoidance line, S ... Avoidance information

Claims (6)

A driving support system for supporting driving of a driver driving a vehicle,
Recognizing means for recognizing other vehicles traveling around the own vehicle;
Calculating means for calculating a plurality of avoidance lines for avoiding the host vehicle according to the recognized traveling state of the other vehicle;
Receiving means for receiving avoidance information instructing avoidance of the host vehicle from any of the other vehicles;
When the avoidance information is received by the receiving means, the avoidance line is selected from the plurality of avoidance lines calculated according to the traveling state of the other vehicle that has transmitted the avoidance information, and the selected avoidance is Avoidance means for avoiding the host vehicle based on a line;
A driving support system comprising: The plurality of avoidance lines calculated include a travel line that avoids the host vehicle toward an adjacent travel lane side adjacent to a travel lane on which the host vehicle travels,
When the avoidance means receives the avoidance information from the other vehicle traveling in the left travel lane of the adjacent travel lane, the avoidance means avoids the own vehicle to the right travel lane of the adjacent travel lane. Selecting the avoidance line for avoiding the host vehicle to the left travel lane side of the adjacent travel lane when the avoidance information is received from the other vehicle traveling in the right travel lane of the adjacent travel lane. Selecting and avoiding the host vehicle based on the selected avoidance line,
The driving support system according to claim 1. When the avoidance means receives the avoidance information from the following vehicle in the own vehicle travel lane on which the own vehicle travels, the avoidance means is configured to provide the avoidance line for avoiding the own vehicle to the right travel lane side in the adjacent travel lane Selecting and avoiding the host vehicle based on the selected avoidance line,
The driving support system according to claim 2. The plurality of avoidance lines calculated when the host vehicle travels at a speed lower than a prescribed speed of the host vehicle travel lane on which the host vehicle travels, and the other vehicle does not exist ahead of a predetermined distance, Including a travel line that increases the travel speed of the host vehicle to a specified speed and travels straight in the host vehicle travel lane,
When the avoidance means receives the avoidance information from the following vehicle on the own vehicle travel lane on which the own vehicle travels, the avoidance means selects the avoidance line when the avoidance line travels straight, and selects the avoidance line Avoiding the host vehicle based on the avoidance line;
The driving support system according to claim 2. The avoidance information is transmitted from the other vehicle to the host vehicle when the other vehicle that transmits the avoidance information is manually operated and the collision prevention unit of the other vehicle cannot avoid the collision. ,
The driving support system according to any one of claims 1 to 4, wherein Informing means for informing the driver of information related to the avoidance operation of the host vehicle,
The driving support system according to any one of claims 1 to 5, wherein

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