JP2019125232A - Collision point calculation device and collision point calculation method - Google Patents

Abstract

To provide "a collision point calculation device and a collision point calculation method" capable of calculating a collision point between a right-turn vehicle and an oncoming vehicle at a low calculation cost.SOLUTION: A collision point calculation device is comprised of: a first end point calculation unit 21 for obtaining, as a first end point, a downstream end point of a road link connected to an intersection from an opposite lane on a road ahead of an own vehicle on a straight ahead side of the own vehicle; a second end point calculation unit 22 for obtaining, as a second end point, an upstream end point of a road link connected to an intersection from an exit lane on an intersection destination road downstream of the own vehicle on a right turn side; and a collision point determination unit 23 for determining a coincident end point as a collision point between the own vehicle turning right and an oncoming vehicle traveling straight on when the first end point coincides with the second end point, wherein a collision point can be determined by a simple link search method using only a road link in a straight direction, not the Dijkstra method in which all complex road links in the intersection are used.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a collision point calculation device and a collision point calculation method, and in particular, at a place where there is a possibility that a host vehicle trying to turn right at an intersection may collide with another vehicle traveling straight on the opposite lane toward the intersection. It is suitable for use in an apparatus and method for calculating a certain collision point.

  Conventionally, there is provided a driving support system that warns a driver of the danger of collision using V2V (V2V: Vehicle to Vehicle) and supports collision avoidance. This driving support system warns the driver through the screen and the speaker when the driver's own vehicle slowing or stopping in the right turn lane tries to proceed by mistake despite the risk of collision with the oncoming vehicle. It is a thing.

  For example, there is known a system in which a possibility of a collision between a right-turn vehicle and an oncoming vehicle is determined, and an alarm is issued when there is a possibility (see, for example, Patent Document 1). In the assistance device described in Patent Document 1, it is determined from the situation of the own vehicle whether or not the own vehicle is stopped waiting for a right turn, and when it is determined that waiting for a right turn is not stopped, the own vehicle and the oncoming vehicle reach an intersection The time is calculated, the risk of collision between the host vehicle and the oncoming vehicle is calculated from the calculation result, and an alarm is issued when it is determined that the risk is high.

  In order to determine the possibility of a collision between a right-turn vehicle and an oncoming vehicle, it is necessary to find a collision point between the right-turn vehicle and the oncoming vehicle (a place where an accident may occur). This collision point is, as shown in FIG. 6, an intersection point 63 between the path 61 which can be taken by the oncoming vehicle traveling straight and the path 62 which can be taken by the right turn. The collision point 63 can be determined using road link data included in the map database.

  That is, as shown in FIG. 7, a temporary target point 71 is set on the road on which the vehicle turns right with respect to the vehicle, and a route that can be taken when the vehicle turns right is determined by the Dijkstra method (shortest route problem). Similarly for the oncoming vehicle, a temporary target point 72 is set on the road ahead of the oncoming vehicle, and a route that can be taken when the oncoming vehicle goes straight is determined by the Dijkstra method. Then, the intersection 63 between the right turn route which the host vehicle can take and the straight advance route which the oncoming vehicle can take is calculated.

  However, as shown in FIG. 7, the road link inside the intersection is a complicated network in consideration of the traveling direction and the U-turn. In such a case, when searching for a collision point, there is a problem that it takes a lot of calculation cost at a large intersection and it takes a lot of time to find the collision point. Furthermore, if the road link is separated into upper and lower lines corresponding to the road width, or the road link is lane networked corresponding to a plurality of lanes, and the road link data is improved in accuracy, more searches for intersections are made. It will take time.

Unexamined-Japanese-Patent No. 5-2700

  The present invention has been made to solve such a problem, and it is an object of the present invention to be able to calculate a collision point between a right-turn vehicle and an oncoming vehicle with a low calculation cost.

  In order to solve the above-mentioned problems, in the present invention, only the road link in the straight ahead direction is used for the road link in the intersection, and the oncoming lane from the opposite lane on the road ahead of the own vehicle is connected to the intersection The downstream end of the road link is determined as the first end, and the upstream end of the road link connected to the intersection from the exit lane on the road ahead of the intersection located on the right turn side of the own vehicle is determined as the second end. When the second end point coincides with the second end point, the corresponding end point is determined as a collision point between the host vehicle turning right and the oncoming vehicle traveling straight.

  According to the present invention configured as described above, the collision point is determined not by the Dijkstra method in which all complex road links in an intersection are utilized, but by a simple link search method in which only road links in the straight direction are used. As a result, it is possible to calculate the collision point between the right turn vehicle and the oncoming vehicle with less calculation cost.

It is a block diagram showing an example of functional composition of a collision prevention support system which implemented a collision point calculation device by this embodiment. It is a block diagram which shows the specific function structural example of the collision point calculation part (collision point calculation apparatus) by this embodiment. It is a figure for demonstrating the calculation content of the collision point by the collision point calculation part (collision point calculation apparatus) of this embodiment. It is a flowchart which shows the operation example of the collision prevention assistance system by this embodiment. It is a figure for demonstrating the calculation content of the collision point by the collision point calculation part (collision point calculation apparatus) of this embodiment. It is a figure for demonstrating a collision point. It is a figure for demonstrating the calculation method of the conventional collision point.

  Hereinafter, an embodiment of the present invention will be described based on the drawings. FIG. 1 is a block diagram showing an example of the functional configuration of a collision prevention support system 100 in which the collision point calculation device according to the present embodiment is implemented. The collision prevention support system 100 of the present embodiment is used by being mounted on a vehicle.

  As shown in FIG. 1, the collision prevention support system 100 of the present embodiment includes a map data acquisition unit 11, a map memory 12, a current position detection unit 13, a display control unit 14, a collision point calculation unit 15, and a host vehicle travel estimation unit. 16, an inter-vehicle communication unit 17, another vehicle travel estimation unit 18, and a notification unit 19 are configured.

  Each of the functional blocks 11 to 19 can be configured by any of hardware, DSP (Digital Signal Processor), and software. For example, when configured by software, each of the functional blocks 11 to 19 actually comprises a CPU, a RAM, a ROM and the like of a computer, and a program stored in a recording medium such as a RAM, a ROM, a hard disk or a semiconductor memory Is realized by operating.

  The map data acquisition unit 11 acquires map data from the map data storage unit 200. The map data storage unit 200 is configured of, for example, a storage medium such as a hard disk connected or built into the collision prevention support system 100, a digital versatile disk (DVD), a semiconductor memory, or the like. Alternatively, the map data storage unit 200 may be an external storage in a server connected to the collision prevention support system 100 via a communication network such as the Internet.

  The map data stored in the map data storage unit 200 is known data used for map display, route search, etc., and includes information on nodes corresponding to points where multiple roads such as intersections and branches intersect, roads, lanes, etc. And information on the corresponding link. That is, the map data includes a connected node table containing detailed data of all nodes, and a link table containing detailed data of links specified by two adjacent nodes.

  The connected node table contains, for each existing node, information such as normalized longitude and latitude of the node, an attribute flag, and traffic restrictions. The normalized longitude and latitude indicate relative positions in the longitude and latitude directions with reference to a predetermined section. The attribute flag includes an intersection node flag indicating whether the node is an intersection node. The traffic restriction indicates the contents of the traffic restriction when there is traffic restriction such as right turn prohibition or U turn prohibited in the link connected to the node.

  The link table also includes information such as the distance of the link, the link cost, the road attribute flag, and the road type flag. The distance of the link indicates the actual distance of the actual road corresponding to the link. The link cost is, for example, a weight value obtained by multiplying a predetermined constant according to the road width, road type, right / left turn, traffic regulation, etc. based on the distance, and digitizes the appropriate degree as a guidance route. . The road attribute flag indicates various attributes related to the link. The road type flag indicates the actual road type (highway, national road, prefectural road, narrow street, etc.) corresponding to the link.

  The current position detection unit 13 detects the current position of the vehicle at predetermined intervals, and includes a self-contained navigation sensor, a GPS receiver, a CPU for position calculation, and the like. The self-contained navigation sensor outputs a single pulse for each predetermined travel distance to detect a moving distance of the vehicle (a distance sensor), and an angular velocity sensor such as a vibration gyro that detects a rotational angle (moving direction) of the vehicle. And (relative orientation sensor). The self-contained navigation sensor detects the relative position and orientation of the vehicle by these vehicle speed sensors and angular velocity sensors.

  The position calculation CPU calculates an absolute vehicle apparatus (estimated vehicle position) and a vehicle orientation based on the relative position and orientation data of the vehicle output from the self-contained navigation sensor. Also, the GPS receiver receives radio waves sent from a plurality of GPS satellites by the GPS antenna, performs three-dimensional positioning processing or two-dimensional positioning processing, and calculates the absolute position and orientation of the vehicle (vehicle orientation Calculated based on the current vehicle position and the vehicle position one sampling time ΔT ago).

  The above-described map data acquisition unit 11 receives the current position information from the current position detection unit 13 and outputs an instruction to read out map data in a predetermined range including the current position, so that map data necessary for map display can be mapped. It is acquired from the data storage unit 200 and stored in the map memory 12.

  The display control unit 14 causes the display device 300 to display a map image around the current position based on the map data stored in the map memory 12. At this time, the display control unit 14 generates a vehicle position mark representing the position of the vehicle and various landmarks, and displays these various marks together with the map image.

  The collision point calculation unit 15 constitutes the collision point calculation device of the present invention, and when the host vehicle is going to turn right at an intersection, the host vehicle (hereinafter also referred to as a right turn vehicle) A collision point, which is a place where there is a possibility of collision with another vehicle (hereinafter also referred to as an oncoming vehicle) traveling straight ahead, is calculated. This collision point is, as shown in FIG. 6, an intersection point 63 between the possible route of the right turn and the possible route of the oncoming vehicle. In the present embodiment, the collision point 63 is determined using the road link included in the map data stored in the map memory 12, but the method of determination is different from the conventional one.

  In road construction, in the road design, the radius of curvature is determined according to the design speed when the vehicle travels, and the visual distance is secured. In addition, it is required that the intersection intersect at a straight line, and that the vicinity of the intersection is also required to be a straight line. For this reason, the upper and lower lines are substantially parallel in a range within a predetermined distance from the intersection. The collision point calculation unit 15 according to the present embodiment uses only the road link in the straight direction, not using all the road links of the complex road network inside the intersection, using the nature of the road in the vicinity of such an intersection. The point of collision is simply determined. The details will be described later with reference to FIGS. 2 and 3.

  In addition, it is possible to determine as follows whether the host vehicle is going to turn right at an intersection. First, based on the current position information detected by the current position detection unit 13 and the map data stored in the map memory 12, it is determined whether or not the host vehicle is near an intersection. In addition to this, it is determined based on an operation signal of a blinker acquired from an on-vehicle ECU (electronic control unit) (not shown) or the like, a vehicle speed signal, and the like, whether or not the own vehicle is scheduled to turn right.

  Based on the current position detected by the current position detection unit 13 and the collision point calculated by the collision point calculation unit 15, the host vehicle travel estimation unit 16 takes time for the own vehicle to reach the collision point from the current position. presume. Here, it is assumed that the vehicle travels at a predetermined speed assumed when turning right at the intersection. In addition, the route from the current position to the collision point is determined using the intra-intersection road link.

  The inter-vehicle communication unit 17 performs inter-vehicle communication with another vehicle existing in the vicinity of the own vehicle, and acquires information on the other vehicle. The information on the other vehicle acquired here includes information on the current position, the traveling speed, and the traveling direction of the other vehicle. Based on these pieces of information, it is possible to determine from which direction other vehicles approach at an intersection and at what speed. The operation information of the turn signal may be included as the information acquired from the other vehicle. With this information, it can be determined whether another vehicle is going straight ahead at the intersection or is going to turn left or right.

  The other vehicle travel estimation unit 18 is determined based on the other vehicle information acquired by the inter-vehicle communication unit 17 that there is another vehicle traveling straight toward the intersection with the opposite lane to the lane where the host vehicle is located. The other vehicle reaches the collision point based on the information of the other vehicle (the current position of the other vehicle, the traveling speed) acquired by the inter-vehicle communication unit 17 and the collision point calculated by the collision point calculation unit 15 Estimate the time.

  The informing unit 19 determines that the own vehicle is turned on (right turn based on the collision point arrival time of the own vehicle estimated by the own vehicle traveling estimation unit 16 and the collision point arrival time of the other vehicle estimated by the other vehicle traveling estimation unit 18. When it is determined that there is a possibility that a car) and another vehicle (oncoming vehicle) may collide, an alarm is issued. The alarm can be performed, for example, by displaying a warning message on the display device 300. In addition to this, a warning sound may be output from a speaker (not shown).

  FIG. 2 is a block diagram showing a specific functional configuration example of the collision point calculation unit 15. As shown in FIG. As shown in FIG. 2, the collision point calculation unit 15 includes a first end point calculation unit 21, a second end point calculation unit 22, and a collision point determination unit 23 as its functional configuration. FIG. 3 is a diagram for explaining the contents of calculation of the collision point by the collision point calculation unit 15. The details of the collision point calculation unit 15 will be described below with reference to FIGS. 2 and 3.

  The first end point calculation unit 21 uses only the road link in the straight ahead direction for the intra-intersection road link, and the downstream end point of the road link connected to the intersection from the oncoming lane in the intersection destination road downstream of the own vehicle Is determined as the first end point. Specifically, the first end point calculation unit 21 calculates the first end point according to the procedure shown in FIG.

  First, the first end point calculation unit 21 searches for a road link DL1 (hereinafter referred to as a straight road link) on the downstream side of the straight road downstream with reference to the road link DL0 on which the vehicle 30 is located. Here, as an example, among road links that precede the intersection, a road link not in contact with the in-intersection road link is searched for the closest road link from the host vehicle 30. In addition, the position of the own vehicle 30 used here may be a virtual position in front of the intersection, and the actual position of the own vehicle may be a position where it has entered a right turn lane in the intersection.

  Next, the first end point calculation unit 21 is a road link within a certain distance on the right in the traveling direction with respect to the straight road road link DL1 at the intersection destination, a road link of the same road type and the same heading. Search as link DL2. Furthermore, the first end point calculation unit 21 searches for a road link DL3 in contact with the intra-intersection road link with the road link in front of the intersection downstream on the straight ahead side on the basis of the road link DL2 of the opposite lane. Then, the first end point calculation unit 21 obtains the downstream end point of the road link DL3 in contact with the intra-intersection road link as the first end point EP1.

  As described above, when obtaining the first end point EP1, of the plurality of intra-intersection road links constituting the intersection network, the straight road connecting the road link DL0 where the vehicle 30 is located to the straight road link DL1 ahead of the intersection I use only the road link in the direction. Since a route that takes into consideration only the case of going straight can be simply searched, there is no much computational cost to obtain the first end point EP1.

  The second end point calculation unit 22 uses only the road link in the straight ahead direction for the intra-intersection road link, and the upstream end point of the road link connected to the intersection from the exit lane on the intersection destination road located downstream of the right turn side of the own vehicle. Is determined as the second end point. Specifically, the second end point calculation unit 22 calculates the second end point according to the procedure shown in FIG.

  First, the second end point calculation unit 22 searches for a road link DL4 (hereinafter referred to as a left turn side road link) at an intersection destination located on the left side downstream with reference to the road link DL0 where the vehicle 30 is located. Here, as an example, among road links that precede the intersection, a road link not in contact with the in-intersection road link is searched for the closest road link from the host vehicle 30.

  Next, the second end point calculation unit 22 is a road link within a certain distance on the right in the traveling direction with respect to the left turn side road link DL4 at the intersection destination. Search as road link DL5. Furthermore, the second end point calculation unit 22 searches for the road link DL6 in contact with the in-intersection road link with the road link at the intersection destination located on the straight downstream side on the basis of the road link DL5 of the left turn opposite lane. Then, the second end point calculation unit 22 obtains the upstream end point of the road link DL6 in contact with the intra-intersection road link as the second end point EP2.

  As described above, when obtaining the second end point EP2, the road in the straight direction connecting the road link DL5 of the left opposite lane to the road link DL6 at the intersection destination among the plurality of in-intersection road links constituting the intersection network I only use links. Since a route that takes into account only the case of turning left and going straight can be simply searched, there is no much computational cost to obtain the second end point EP2.

  When the first end point EP1 determined by the first end point calculation unit 21 matches the second end point EP2 determined by the second end point calculation unit 22, the collision point determination unit 23 determines the end point EP1 (the matched end point = EP2) is determined as the collision point between the host vehicle turning right and the oncoming vehicle traveling straight. The first end point EP1 and the second end point EP2 calculated as described above coincide in principle. The case of non-coincidence is, for example, a case where map data is configured in a lane network configuration in which a road link exists for each lane on a road with a plurality of lanes on one side. However, even in this case, the first end point EP1 calculated using the road link of any lane coincides with the second end point EP2 calculated using the road link of any lane.

  FIG. 4 is a flowchart showing an operation example of the collision prevention support system 100 configured as described above. The flowchart illustrated in FIG. 4 starts when the power of the collision avoidance support system 100 is turned on.

  First, the current position detection unit 13 detects the current position of the vehicle (step S1). Next, the map data acquisition unit 11 receives current position information from the current position detection unit 13, acquires map data of a predetermined range including the current position from the map data storage unit 200, and stores it in the map memory 12 (step S2). Then, based on the map data stored in the map memory 12, the display control unit 14 causes the display device 300 to display a map image around the current position (step S3).

  Here, the collision prevention support system 100 uses the current position detected by the current position detection unit 13, the map data stored in the map memory 12, and the operation signal and the vehicle speed signal of the blinker acquired from the on-vehicle ECU not shown. Based on the determination, it is determined whether the host vehicle is going to turn right at the intersection (step S4). If it is determined that the vehicle is not going to turn right at the intersection, the process proceeds to step S14.

  On the other hand, when it is determined that the host vehicle is about to turn to the right at the intersection, the first end point calculator 21 of the collision point calculator 15 connects the oncoming lane to the intersection from the oncoming road ahead of the host vehicle The downstream end point of the road link to be calculated is calculated as the first end point EP1 (step S5). Further, the second end point calculation unit 22 calculates, as the second end point EP2, the upstream end point of the road link connected to the intersection from the exit lane on the road ahead of the intersection located on the right turn side downstream of the own vehicle.

  Then, when the first end point EP1 determined by the first end point calculation unit 21 matches the second end point EP2 determined by the second end point calculation unit 22, the collision point determination unit 23 matches the corresponding end points. EP1 (= EP2) is determined as a collision point between the host vehicle turning right and the oncoming vehicle going straight (step S7).

  Next, based on the current position detected by the current position detection unit 13 and the collision point calculated by the collision point calculation unit 15, the host vehicle travel estimation unit 16 reaches the collision point from the current position. The time is estimated (step S8). Next, the inter-vehicle communication unit 17 performs inter-vehicle communication with another vehicle existing in the vicinity of the own vehicle, and acquires information on the other vehicle (step S9).

  Here, based on the information of the other vehicle acquired by the inter-vehicle communication unit 17, the other vehicle travel estimation unit 18 makes the other vehicle (oncoming vehicle) traveling straight toward the intersection the opposite lane to the lane where the own vehicle is located. It is determined whether or not there is (step S10). If it is determined that there is no oncoming vehicle, the process proceeds to step S14. On the other hand, when it is determined that there is an oncoming vehicle, the other vehicle travel estimation unit 18 determines, based on the other vehicle information acquired by the inter-vehicle communication unit 17 and the collision point calculated by the collision point calculation unit 15. The time for the other vehicle to reach the collision point is estimated (step S11).

  Next, the notification unit 19 determines the own vehicle based on the collision point arrival time of the own vehicle estimated by the own vehicle traveling estimation unit 16 and the collision point arrival time of the other vehicle estimated by the other vehicle traveling estimation unit 18. It is determined whether there is a possibility that the (right-turn vehicle) and the other vehicle (oncoming vehicle) may collide (step S12). If it is determined that there is no possibility of a collision, the process proceeds to step S14. On the other hand, when it is determined that there is a possibility of collision, the notification unit 19 issues an alarm (step S13).

  Thereafter, the collision prevention support system 100 determines whether the power is turned off (step S14). If the power is not turned off, the process returns to step S1. On the other hand, when the power is turned off, the process of the flowchart shown in FIG. 4 ends.

  As described above in detail, in the present embodiment, the downstream end point of the road link connecting to the intersection from the oncoming lane on the intersection destination road downstream of the own vehicle on the straight ahead side is determined as the first end point EP1, and The upstream end point of the road link connecting to the intersection from the exit lane at the intersection destination road downstream of the right turn side is determined as the second end point EP2, and the first end point EP1 and the second end point EP2 coincide when they coincide The end point is determined as the collision point between the host vehicle turning right and the oncoming vehicle going straight.

  According to the present embodiment configured as described above, the collision point is determined not by the Dijkstra method performed using all the complicated road links in an intersection but by a simple link search method using only the road links in the straight direction. As a result, it is possible to calculate the collision point between the right turn vehicle and the oncoming vehicle with less calculation cost.

  In the above embodiment, an example in which the collision point is calculated at the crossroad intersection is described. However, the collision point can be calculated by the same calculation method also at the three-fork intersection. FIG. 5 is a diagram for explaining the contents of calculation in the case of calculating a collision point at an intersection of a three-fork road.

  In the three-fork road as shown in FIG. 5, the first end point EP1 can be calculated by the same procedure as the procedure shown in FIG. 3A (see FIG. 5A). On the other hand, since the host vehicle can not turn left on the three-forked road as shown in FIG. 5, it differs in this point from the crossroad shown in FIG. 3 (b). However, as shown in FIG. 5 (b), even if there is no road actually on the left side, the second end point EP2 is calculated using the road link DL3 used when calculating the first end point EP1. It is possible. First, the road link DL3 on the intersection destination on the oncoming vehicle side with reference to the road link DL3 (hereinafter referred to as oncoming vehicle left side road link) DLα is searched, and the oncoming vehicle side left side road link DLα is advanced Search the road link DLβ in the opposite lane with the same road type and the same direction on the road link within a certain distance on the right side, and search for the downstream road link DLγ when entering straight from the road link DLβ into the intersection Do. Then, this road link DLγ is regarded as the road link DL4 in FIG. 3B (denoted as DL4 ′ in FIG. 5B), and the second end point EP2 is obtained by performing the same processing as in FIG. 3B thereafter. Ask. That is, the road link within a certain distance on the right in the traveling direction with respect to the road link DL4 searches for the road link DL5 'of the same road type and the same heading, and is downstream on the straight ahead side with reference to the road link DL5'. The road link DL6 in contact with the intra-intersection road link is searched for at the intersection destination road link. Then, the upstream end point of the road link DL6 is determined as a second end point EP2.

  In addition to this, it is possible to calculate the collision point by the same calculation method as the above embodiment also at an intersection where the road intersects diagonally or a three-dimensional intersection where one side is a side road to the elevated road. It is.

  Moreover, although the example which calculates | requires 1st end point EP1 according to the procedure shown to Fig.3 (a) was demonstrated in the said embodiment, it is not limited to this procedure. For example, in the above embodiment, when searching for the straight road link at the intersection destination, the road link not in contact with the intra-intersection road link is searched for the road link DL1 closest to the host vehicle 30. The road link may be searched.

  Alternatively, the first end point EP1 may be determined as follows. First, with the road links within a certain distance on the right in the traveling direction with respect to the road link DL0 where the vehicle 30 is located, road links of the same road type and the same direction are searched as road links of opposite lanes. Next, the road link DL3 in contact with the intra-intersection road link is searched with the road link at the intersection destination located on the straight upstream side on the basis of the road link of the opposite lane. Then, it is possible to obtain the downstream end point of the obtained road link DL3 as the first end point EP1.

  In addition, if it is a method of calculating the downstream end point of the road link DL3 connected to the intersection from the oncoming lane on the road ahead of the intersection on the straight ahead side of the own vehicle using only the road link in the straight ahead direction Any one of them can be applied as the process of the first end point calculation unit 21.

  Moreover, although the said embodiment demonstrated the example which calculates 2nd end point EP2 according to the procedure shown in FIG.3 (b), it is not limited to this procedure. For example, in the above embodiment, when searching for the left turn side road link at the intersection destination, the road link not in contact with the in-intersection road link is searched for the closest road link DL4 from the vehicle 30, but it is in contact with the in-intersection road link The road link may be searched.

  Alternatively, the second end point EP2 may be obtained as follows. First, the route is followed according to the procedure shown in FIG. Thereafter, the road link DL6 at the intersection destination downstream of the road link DL3 on the left side is searched. Then, it is possible to obtain the downstream end point of the obtained road link DL6 as the second end point EP2.

  In addition, if it is a method of calculating the upstream end point of the road link DL6 connected to the intersection from the exit lane on the road ahead of the intersection located on the right turn side downstream of the own vehicle using only the road link in the straight ahead direction Any of them can be applied as the process of the second end point calculation unit 22.

  Moreover, although the said embodiment demonstrated the example which applies the collision point calculation apparatus of this embodiment to the collision prevention assistance system 100, an application example is not limited to this. For example, the present invention may be applied to an automatic driving control device that controls automatic driving of a vehicle. In this case, an automatic driving control unit is provided instead of the notification unit 19 in the configuration shown in FIG. The autonomous driving control unit is based on the own vehicle (the arrival time at the collision point of the own vehicle estimated by the own vehicle traveling estimation unit 16 and the collision point arrival time of the other vehicle estimated by the other vehicle traveling estimation unit 18 It is determined whether there is a possibility of collision between another vehicle (oncoming car) and the other vehicle (oncoming vehicle), and if there is a possibility of a collision, travel of the vehicle (accelerator, brake, steering) to avoid the collision. Etc.) automatically.

  In addition, any of the above-described embodiments is merely an example of embodying the present invention, and the technical scope of the present invention should not be interpreted in a limited manner. That is, the present invention can be implemented in various forms without departing from the scope or main features of the present invention.

11 Map data acquisition unit 12 Map memory 13 Current position detection unit 14 Display control unit 15 Collision point calculation unit (collision point calculation device)
21 first end point calculation unit 22 second end point calculation unit 23 collision point determination unit

Claims (4)

With regard to the intra-intersection road link, using only the road link in the straight ahead direction, the downstream end point of the road link connected to the intersection from the oncoming lane in the intersection destination road downstream of the own vehicle is determined as the first end point 1 end point calculation unit,
For the road link in the intersection, using only the road link in the straight ahead direction, the upstream end point of the road link connected to the intersection from the exit lane on the road ahead of the intersection located on the right turn side downstream of the own vehicle is taken as the second end point A second end point calculation unit to be determined;
When the first end point calculated by the first end point calculation unit coincides with the second end point calculated by the second end point calculation unit, the oncoming vehicle which straightly turns the matched end point travels straight with the host vehicle And a collision point determination unit which determines the collision point as the collision point. The first end point calculation unit
Based on the road link where the host vehicle is located, a straight road link at the intersection destination located on the straight downstream side is searched.
With the road link within a certain distance on the right side in the traveling direction with respect to the straight road link at the intersection destination, a road link of the same road type and the same direction is searched as the road link of the opposite lane;
With the road link in front of the intersection located on the straight downstream side with reference to the road link of the opposite lane, search for a road link in contact with the in-intersection road link,
The collision point calculation device according to claim 1, wherein a downstream end point of the road link in contact with the intra-intersection road link is determined as the first end point. The second end point calculation unit
Based on the road link where the host vehicle is located, search for the left side road link at the intersection destination on the left side,
With the road link within a certain distance on the right side in the traveling direction with respect to the left side road link at the intersection destination, a road link of the same road type and the same direction is searched as a road link of left turn oncoming lane,
With the road link ahead of the intersection located on the straight downstream side with reference to the road link for the above left turn opposite lane, search for the road link in contact with the road link inside the intersection,
3. The collision point calculation device according to claim 1, wherein an upstream end point of the road link in contact with the intra-intersection road link is determined as the second end point. The first end point calculation unit of the collision point calculation device is connected to the intersection from the oncoming lane of the intersection ahead on the straight ahead side of the own vehicle using only the road link in the straight ahead direction for the intra-intersection road link A first end point calculating step of determining the downstream end point of the link as the first end point;
The second end point calculation unit of the collision point calculation device uses the road link in the straight ahead direction only for the intra-intersection road link, and moves from the exit lane on the intersection destination road downstream of the host vehicle to the intersection A second end point calculation step of determining an upstream end point of the road link to be connected as a second end point;
The collision point determination unit of the collision point calculation device matches the first end point determined by the first end point calculation unit and the second end point determined by the second end point calculation unit. And a collision point determination step of determining an end point as a collision point between the host vehicle turning right and the oncoming vehicle going straight on.