JP2019159716A - Driving assist device - Google Patents

Abstract

To provide a technique that suppresses a falling of accuracy of driving assistance as reducing throughput in driving assistance using inter-vehicle communication.SOLUTION: A first acquisition unit 54 is configured to acquire first positioning information having location information on a present vehicle, and azimuth information thereon included, and a second acquisition unit 60 is configured to acquire second positioning information having location information on other vehicle. A setting unit 62 is configured to, when crossing of the present vehicle with the other vehicle is scheduled, set an approach azimuth area of the other vehicle at a cross point scheduled for crossing on the basis of the first positioning information acquired in the first acquisition unit 54 and the second positioning information acquired in the second acquisition unit 60. The setting unit 62 is configured to acquire cross direction information on a cross road the other vehicle runs with respect to a driving road the present vehicle runs, and execute an adjustment with respect to the approach azimuth area in accordance with the cross direction. A selection unit 68 is configured to, when the other vehicle gets into from the approach azimuth area set in the setting unit 62, select the other vehicle as an object of driving assistance.SELECTED DRAWING: Figure 5

Description

  The present invention relates to communication technology, and more particularly to a driving support apparatus that notifies a driver of assistance using inter-vehicle communication.

  If two vehicles traveling on each of the two intersecting roads enter the intersection at close timing, these two vehicles are at risk of collision. The driver should be notified of the danger of collision with other vehicles. In order to execute such notification, vehicle-to-vehicle communication is used (see, for example, Patent Document 1).

JP 2016-110661 A

  One of the driving assistances for notifying the driver of the danger is the encounter collision prevention assistance. In the encounter collision prevention support, the risk of a collision with another vehicle entering the intersection from the left or right on the intersection on the route on which the vehicle is scheduled to travel (hereinafter referred to as “scheduled route”) is indicated to the driver. Notice. Therefore, information on such other vehicles is necessary. On the other hand, in vehicle-to-vehicle communication, information from other vehicles in various directions is received. In order to reduce the processing amount of support, it is preferable that other vehicles to be processed are limited. However, when other vehicles to be processed are limited, if other vehicles with a risk of collision are excluded, the accuracy of driving support is reduced.

  The present invention has been made in view of such a situation, and an object of the present invention is to provide a technique for suppressing a decrease in accuracy of driving support while reducing a processing amount in driving support using inter-vehicle communication. is there.

  In order to solve the above problems, a driving support device according to an aspect of the present invention is a driving support device that can be mounted on a vehicle, and acquires first positioning information including position information and direction information of the vehicle. The first acquisition unit, the second acquisition unit that acquires the second positioning information including the position information and direction information of the other vehicle, the first positioning information acquired by the first acquisition unit, and the second acquisition unit Based on the second positioning information, when an intersection between the vehicle and another vehicle is planned, a setting unit that sets an approach direction area of the other vehicle at the intersection that is scheduled to intersect, and an entry set in the setting unit When another vehicle enters from the azimuth area, a selection unit that selects the other vehicle as a target for driving support is provided. The setting unit obtains the intersection direction information of the intersection road on which the other vehicle is traveling with respect to the traveling road on which the vehicle is traveling, and performs adjustment on the approach direction area according to the intersection direction.

  It should be noted that any combination of the above-described constituent elements and a conversion of the expression of the present invention between a method, an apparatus, a system, a recording medium, a computer program, etc. are also effective as an aspect of the present invention.

  ADVANTAGE OF THE INVENTION According to this invention, the fall of the precision of driving assistance can be suppressed, reducing processing amount in the driving assistance using vehicle-to-vehicle communication.

1 is a diagram illustrating a configuration of a communication system according to a first embodiment. FIGS. 2A and 2B are diagrams showing an overview of the encounter collision prevention support in the communication system of FIG. FIGS. 3A and 3B are diagrams showing another outline of the encounter collision prevention support in the communication system of FIG. 4A and 4B are diagrams showing still another outline of the encounter collision prevention support in the communication system of FIG. It is a figure which shows the structure of the driving assistance apparatus of FIG. FIGS. 6A and 6B are diagrams illustrating an outline of processing in the setting unit in FIG. It is a flowchart which shows the notification procedure by the driving assistance device of FIG. It is a figure which shows the structure of the driving assistance device which concerns on Example 2. FIG. It is a flowchart which shows the notification procedure by the driving assistance device of FIG. FIG. 10 is a diagram illustrating a configuration of a driving support apparatus according to a third embodiment. It is a figure which shows the screen displayed by the notification part of FIG. FIGS. 12A to 12B are flowcharts showing a processing procedure by the driving support apparatus of FIG. FIG. 10 is a diagram illustrating a configuration of a driving support apparatus according to a fourth embodiment. It is a flowchart which shows the registration procedure by the driving assistance device of FIG. FIG. 10 is a diagram illustrating an outline of processing in a setting unit according to a fifth embodiment.

Example 1
Prior to specific description of the embodiments of the present invention, the underlying knowledge will be described. The first embodiment relates to a communication system that executes inter-vehicle communication between terminal devices mounted on a vehicle and also executes road-to-vehicle communication from a base station device installed at an intersection or the like to a terminal device. Such a communication system is also called ITS (Intelligent Transport Systems). The communication system uses an access control function called CSMA / CA (Carrier Sense Multiple Access Collision Aviation), as well as a wireless LAN (Local Area Network) compliant with a standard such as IEEE 802.11. Therefore, the same radio channel is shared by a plurality of terminal devices. On the other hand, in ITS, it is necessary to transmit information to an unspecified number of terminal devices. In order to efficiently perform such transmission, the communication system broadcasts a packet signal. That is, as inter-vehicle communication, the terminal device broadcasts and transmits a packet signal storing information such as vehicle position information, direction information, and speed information. In addition, the other terminal device receives the packet signal and recognizes the approach of the vehicle based on the above-described information.

  In this embodiment, the terminal device corresponds to a driving support device. One of the vehicles on which the driving support device according to this embodiment is mounted is referred to as the present vehicle. In the present embodiment, the operation of the driving support device mounted on the vehicle will be mainly described. A vehicle different from the present vehicle is referred to as another vehicle or another vehicle. Other vehicles are also equipped with driving assistance devices. The driving support device mounted on another vehicle may be the same as or different from the driving device according to the present embodiment. Here, in order to distinguish and explain the driving support device mounted on the vehicle and the driving support device mounted on another vehicle, the driving support device mounted on the vehicle is referred to as the driving support device, other vehicle. The driving support device mounted on the vehicle may be referred to as another driving support device. Furthermore, for the sake of clarity, the driving assistance device mounted on the vehicle may express that the packet signal is transmitted as the vehicle transmits and receives the packet signal.

  Under such circumstances, the driving support apparatus according to the present embodiment includes information such as position information, direction information, and speed information of the vehicle on which the driving support apparatus is mounted, and other driving support apparatuses or base station apparatuses. Based on the information included in the packet signal received from the vehicle, the driving assistance is executed when the assistance generation condition is satisfied. Here, the driving assistance is to assist the driver in driving, for example, to notify the presence of another vehicle that is facing the vehicle when the vehicle turns right. A plurality of types of such driving assistance are defined, and assistance generation conditions are defined for each assistance. An example of the support defined by a plurality of types is the encounter collision prevention support by inter-vehicle communication. In the encounter collision prevention support, the road on which the vehicle is traveling (hereinafter referred to as “traveling road”) intersects with another road (hereinafter referred to as “intersection road”) at the intersection, It is executed when there is a crossing relationship with another vehicle traveling on the crossing road. For example, a situation in which another vehicle is approaching from the front and side of the traveling vehicle corresponds to a crossing relationship, so that an encounter collision prevention support is provided. In that case, the driver is urged to pay attention to other vehicles entering the intersection from the intersection road. In this embodiment, the driver is notified of the presence of another vehicle as driving assistance, but may be notified to the driving control device of the vehicle.

  In general, the present driving assistance device receives packet signals from various other driving assistance devices. As the number of packet signals processed in the driving support device increases, the processing amount in the driving support device increases. In order to reduce the amount of processing in the driving support device, it is preferable to limit the packet signal to be processed. However, when limiting the packet signals to be processed, if the packet signals from other driving support devices mounted on other vehicles at risk of collision are excluded, the accuracy of driving support is reduced. End up.

  FIG. 1 shows a configuration of the communication system 100. The communication system 100 includes a first driving support device 20a, a second driving support device 20b, and a third driving support device 20c, which are collectively referred to as the driving support device 20. The first driving support device 20a is mounted on the first vehicle 10a, the second driving support device 20b is mounted on the second vehicle 10b, and the third driving support device 20c is mounted on the third vehicle 10c. The first vehicle 10a, the second vehicle 10b, and the third vehicle 10c are collectively referred to as the vehicle 10. An example of the vehicle 10 is an automobile. Here, although the number of the vehicles 10 and the number of the driving assistance devices 20 are “3”, it is not limited thereto. The first vehicle 10a corresponds to the above-described main vehicle, and the first driving support device 20a corresponds to the above-described main driving support device. The second vehicle 10b and the third vehicle 10c correspond to the other vehicles described above, and the second driving assistance device 20b and the third driving assistance device 20c correspond to the other driving assistance devices described above.

  As shown in the figure, the traveling road 12 extends in the up-down direction, the crossing road 14 extends in the left-right direction, and these intersect at an intersection 16. It is assumed that no traffic lights are installed at the intersection 16. The first vehicle 10a travels upward on the traveling road 12 toward the intersection 16, the second vehicle 10b travels leftward on the intersection road 14 toward the intersection 16, and the third vehicle 10c travels on the intersection road 14. Drive right toward the intersection 16. Therefore, the first vehicle 10 a to the third vehicle 10 c are scheduled to enter the intersection 16. The second vehicle 10b and the third vehicle 10c in such a situation are vehicles 10 that may collide from the direction intersecting the traveling direction at the intersection 16 that will enter from now on for the first vehicle 10a. In other words, it can be said that this is a situation where a clash of encounters can occur.

  The first driving support device 20a is mounted on the first vehicle 10a and is movable. The first driving assistance device 20a periodically acquires information including the position information, direction information, speed information, and the like of the first vehicle 10a (hereinafter referred to as “first positioning information”). The first driving assistance device 20a generates a packet signal including the first positioning information. The first driving assistance device 20a periodically transmits a packet signal by executing CSMA / CA. The first driving assistance device 20a periodically receives a packet signal from the second driving assistance device 20b or the third driving assistance device 20c. The packet signal includes information (hereinafter referred to as “second positioning information”) including position information, direction information, speed information, and the like of the second vehicle 10b or the third vehicle 10c. The first driving support device 20a is based on the first positioning information and the second positioning information, and the relationship between the second vehicle 10b or the third vehicle 10c and the first vehicle 10a is met and the support generation condition for the support for preventing collision Execute driving assistance when satisfied.

  2A and 2B show an outline of the encounter collision prevention support in the communication system 100. FIG. These are the processes in the first driving support device 20a, but here, the vehicle 10 is shown instead of the driving support device 20. As shown in FIG. 2A, a first planned travel route 30a on which the first vehicle 10a is scheduled to travel is derived based on the first positioning information, and the second vehicle 10b travels based on the second positioning information. A second scheduled traveling route 30b scheduled to be derived is derived. For example, the first planned travel route 30a is derived so as to extend from the position indicated by the position information of the first positioning information toward the direction indicated by the direction information of the first positioning information. The same applies to the second scheduled travel route 30b. Next, it is determined whether the first planned travel route 30a and the second planned travel route 30b intersect. When intersecting, the intersection point is set as the intersection point 32.

  When the intersection point 32 is set, the first approach azimuth area 34a is set on the left side in the direction in which the first planned travel route 30a is directed with the intersection point 32 as the center as shown in FIG. The second approach azimuth area 34b is set on the right side of the direction in which the planned travel route 30a is headed. Here, the first approach direction area 34 a and the second approach direction area 34 b are collectively referred to as the approach direction area 34. The approach azimuth area 34 defines a range of azimuths in which the second vehicle 10b enters the intersection 32, and is a processing target among the second vehicles 10b traveling toward the intersection 32. It is set to limit the second vehicle 10b. The first approach azimuth area 34a has a predetermined angle with respect to an axis perpendicular to the first planned travel route 30a. Further, the first approach azimuth area 34a and the second approach azimuth area 34b have a target shape centered on the first planned travel route 30a. The shapes of the first approach direction area 34a and the second approach direction area 34b are not limited to this.

  As shown in FIG. 2B, when the second vehicle 10b enters from the first approach azimuth area 34a or the second approach azimuth area 34b, the second vehicle 10b is selected as a target for driving assistance. When the second vehicle 10b and the first vehicle 10a selected as driving support targets meet at the intersection 32 within a predetermined time, the encounter collision prevention support is determined. Here, the case of encounter will be described in more detail. By dividing the distance from the position of the first vehicle 10a to the intersection 32 by the speed of the first vehicle 10a included in the first positioning information, the time until the first vehicle 10a passes the intersection 32 ( Hereinafter, “first time”) is derived. Further, by dividing the distance from the position of the second vehicle 10b to the intersection 32 by the speed of the second vehicle 10b included in the second positioning information, the time until the second vehicle 10b passes the intersection 32. Time (hereinafter referred to as “second time”) is derived. When the difference between the first time and the second time is less than or equal to the threshold value and the larger one of the first time and the second time is within the predetermined time, it is assumed that an encounter occurs.

  FIGS. 3A and 3B show another outline of the encounter collision prevention support in the communication system 100. FIG. These are also shown in the same manner as in FIGS. Also in FIG. 3A, the first planned travel route 30a for the first vehicle 10a is derived, and the second planned travel route 30b for the second vehicle 10b is derived. When these intersect, the intersection point is set as the intersection point 32. When the intersection 32 is set, a first approach direction area 34a and a second approach direction area 34b are set as shown in FIG. Since the first approach azimuth area 34a and the second approach azimuth area 34b may be set in the same manner as in FIG. 2B, description thereof is omitted here. As shown in FIG. 3B, when the second vehicle 10b does not enter from the first approach azimuth area 34a or the second approach azimuth area 34b, the second vehicle 10b is not selected as a driving support target. As a result, support for preventing encounter conflicts is not decided. As described above, the selection by the first approach azimuth area 34a or the second approach azimuth area 34b is executed, so that it is not necessary to determine an encounter within a predetermined time in the case of FIGS. Is done. As a result, the other vehicle 10 (second vehicle 10b) that does not enter from the approach direction area 34 is excluded from the driving support processing target, and the processing amount in the first driving support device 20a is reduced.

  4A and 4B show still another outline of the encounter collision prevention support in the communication system 100. FIG. FIG. 4A shows actual traveling of the first vehicle 10a and the second vehicle 10b corresponding to FIGS. 2A to 2B. The traveling road 12 and the intersecting road 14 are orthogonal as in FIG. The symmetry axis of the first approach azimuth area 34a and the second approach azimuth area 34b is indicated as a central axis 36. Here, the central axis 36 is arranged perpendicular to the first planned travel route 30 a and is also referred to as a reference azimuth of the approach azimuth region 34. In this case, since the 2nd vehicle 10b is advancing from the 2nd approach direction area 34b, in the 1st vehicle 10a, the 2nd vehicle 10b which drive | works the cross road 14 is selected as an object of encounter collision prevention support. On the other hand, FIG. 4 (b) shows the actual traveling of the first vehicle 10a and the second vehicle 10b corresponding to FIGS. 3 (a)-(b). The traveling road 12 and the intersection road 14 intersect but are not orthogonal. In this case, since the second vehicle 10b has not entered from the approach azimuth area 34, the second vehicle 10b traveling on the cross road 14 is not selected as the target of the encounter collision prevention support in the first vehicle 10a. In other words, the second vehicle 10b to be selected as the target of the encounter collision prevention support is not selected. In order to select such a second vehicle 10b as a target for encounter collision prevention support, the first driving assistance device 20a mounted on the first vehicle 10a performs the following processing.

  FIG. 5 shows a configuration of the driving support device 20. This corresponds to the configuration of the first driving support device 20a, but the other driving support devices 20 may be configured similarly. The driving support device 20 includes a GNSS (Global Navigation Satellite System) interface 50, a vehicle information interface 52, a first acquisition unit 54, a generation unit 56, a communication unit 58, a second acquisition unit 60, a setting unit 62, a driving support unit 64, A notification unit 66 is included. The driving support unit 64 includes a selection unit 68. A map information storage unit 70 is connected to the driving support device 20.

  The GNSS interface 50 is connected to a GNSS receiver that receives a signal from a GNSS satellite (not shown), and receives position information, azimuth information, and speed information measured by the GNSS receiver. The GNSS interface 50 outputs these pieces of information to the first acquisition unit 54. The vehicle information interface 52 is connected to an in-vehicle network such as CAN (Controller Area Network), and receives a vehicle state such as speed information, a gyro sensor value, and an acceleration sensor value. The vehicle information interface 52 outputs these pieces of information to the first acquisition unit 54.

  The first acquisition unit 54 acquires position information, azimuth information, and speed information from the GNSS interface 50 as first positioning information. The first acquisition unit 54 reflects the vehicle state received from the vehicle information interface 52 in the position information, the direction information, and the speed information from the GNSS interface 50 in order to improve the accuracy of the first positioning information. Also good. The first positioning information is information related to the first vehicle 10a. Here, the position information is indicated by latitude and longitude. The azimuth information is indicated by an azimuth angle, with north as a reference azimuth (0 degree) and clockwise as a positive angle. The speed information is indicated by a speed pulse value per hour or per unit time. The first acquisition unit 54 outputs the first positioning information to the generation unit 56, the setting unit 62, and the driving support unit 64.

  The generation unit 56 receives the first positioning information from the first acquisition unit 54. The generation unit 56 generates a packet signal including the first positioning information. The generation unit 56 outputs the packet signal to the communication unit 58. The communication unit 58 receives a packet signal from the generation unit 56 as a transmission process. The communication unit 58 performs CSMA / CA and broadcasts a packet signal. Moreover, the communication part 58 receives the packet signal from the other driving assistance apparatus 20 as a reception process. The communication unit 58 outputs the received packet signal to the second acquisition unit 60. These correspond to inter-vehicle communication. The generation unit 56 may execute security processing such as encryption, but the description thereof is omitted here.

  The second acquisition unit 60 receives a packet signal from the communication unit 58. The second acquisition unit 60 acquires position information, azimuth information, and speed information included in the packet signal as second positioning information. The second positioning information is information regarding the other vehicle 10. The second acquisition unit 60 outputs the second positioning information to the setting unit 62 and the driving support unit 64.

  The map information storage unit 70 is included in a car navigation device (not shown) and stores map information. A publicly known technique may be used for the map information, but the map information includes intersection shape information and the like. The intersection shape information indicates the intersection directions of a plurality of roads at the intersection 16.

  The setting unit 62 receives first positioning information from the first acquisition unit 54 and receives second positioning information from the second acquisition unit 60. When the intersection of the first vehicle 10a and another vehicle 10 is planned based on the first positioning information and the second positioning information, the setting unit 62 sets the approach direction area 34 at the intersection 32 where the intersection is scheduled. Set. In order to explain this processing, FIGS. 6A to 6B are used here. FIGS. 6A and 6B show an overview of processing in the setting unit 62. FIG. FIG. 6A shows the first vehicle 10a, the second vehicle 10b, the traveling road 12, and the intersection road 14 as in FIG. 4B. In addition, the setting unit 62 derives the first scheduled traveling route 30a, the second scheduled traveling route 30b, and the intersection 32 by executing the same processing as in FIGS. 2 (a) and 3 (a). Here, the central axis 36 in FIG. 4B is indicated as a first central axis 36a. The first central axis 36a is an axis perpendicular to the first planned travel route 30a.

  The setting unit 62 refers to the map information stored in the map information storage unit 70 and identifies a road that intersects at the intersection 32. Here, the traveling road 12 and the intersection road 14 are specified. In addition, the setting unit 62 refers to the intersection shape information in the map information and acquires the intersection direction θ of the intersection road 14 with respect to the traveling road 12. The setting unit 62 sets the second central axis 36b that matches the direction of the intersection road 14 based on the intersection direction θ. This corresponds to rotating the first central axis 36a to the second central axis 36b. Further, the setting unit 62 sets the first approach azimuth area 34a and the second approach azimuth area 34b with the second central axis 36b as the axis of symmetry. That is, the setting unit 62 sets the approach direction area 34 having a predetermined angle with the intersection point 32 as the center, and adjusts the direction of the approach direction area 34 according to the intersection direction θ.

  6B, as in FIG. 6A, the first vehicle 10a, the second vehicle 10b, the traveling road 12, the intersection road 14, the first scheduled traveling route 30a, the second scheduled traveling route 30b, and the intersection 32 is shown. The setting unit 62 refers to the map information stored in the map information storage unit 70 and identifies the traveling road 12 and the intersecting road 14 that intersect at the intersection 32. Further, the setting unit 62 refers to the map information and acquires the intersection direction θ of the intersection road 14 with respect to the traveling road 12. The setting unit 62 expands the approach direction area 34 to the enlarged approach direction area 38 so that the cross road 14 is included based on the cross direction θ. As a result, a first enlarged approach direction area 38a and a second enlarged approach direction area 38b are set instead of the first approach direction area 34a and the second approach direction area 34b. That is, the setting unit 62 acquires the crossing direction of the crossing road 14 on which the other vehicle travels with respect to the traveling road 12 on which the present vehicle travels, and adjusts the angle of the approach direction area 34. The adjustment here is an enlargement. In the following description, the approach direction area 34 will be described in accordance with FIG. 6A, but in the case of FIG. 6B, the approach direction area 34 corresponds to the enlarged approach direction area 38. Returning to FIG.

  When the selection unit 68 performs the same processing as in FIG. 2B and FIG. 3B, when another vehicle 10 enters from the approach direction area 34 set in the setting unit 62, the other Vehicle 10 is selected as a driving assistance target. For example, in FIGS. 6A to 6B, the second vehicle 10b is selected as a target for driving assistance. The driving support unit 64 derives the first time and the second time in the same manner as described with reference to FIG. When the difference between the first time and the second time is equal to or less than the threshold value and the larger one of the first time and the second time is within a predetermined time, the driving support unit 64 is the target of driving support. It is determined that the selected second vehicle 10b and the first vehicle 10a meet at the intersection 32 within a predetermined time. When it is determined that an encounter will occur, the driving support unit 64 performs a head-on collision prevention support. On the other hand, when it determines with not encountering, the driving assistance part 64 does not perform encounter collision prevention assistance.

  When the driving support unit 64 performs the encounter collision prevention support, the notification unit 66 displays a message for the encounter collision prevention support, for example, “attention to the vehicle from the side” on a monitor (not shown). Further, in addition to the display by the notification unit 66, notification by voice or the like may be performed together. Note that the notification unit 66 does not display a message when the driving support unit 64 does not perform the encounter collision prevention support.

  This configuration can be realized by a CPU (Central Processing Unit), memory, or other LSI (Large Scale Integration) of any computer in terms of hardware, and by a program loaded in the memory in terms of software. However, here, functional blocks that are realized by their cooperation are depicted. Accordingly, those skilled in the art will understand that these functional blocks can be realized in various forms only by hardware, or by a combination of hardware and software.

  The operation of the communication system 100 configured as above will be described. FIG. 7 is a flowchart showing a notification procedure by the driving support device 20. Setting is performed when an intersection 32 where the first scheduled traveling route 30a scheduled to travel by the first vehicle 10a and the second scheduled traveling route 30b scheduled to travel by the second vehicle 10b intersect is detected (Y in step S10). The unit 62 acquires the intersection shape from the map (step S12), and when the approach direction area of the other vehicle 10 (second vehicle 10b) needs to be corrected from the intersection shape (Y in step S14), the setting unit 62 corrects the approach direction region 34 (step S16). When the correction of the approach direction area is not necessary (N in Step S14), Step S16 is skipped. When the selection unit 68 determines entry from the approach direction area 34 (Y in step S18) and the driving support unit 64 determines that the vehicles 10 meet each other within a predetermined time (Y in step S20), notification The unit 66 performs support notification to the driver (step S22). When the intersection 32 is not detected (N in Step S10), or when the selection unit 68 determines that the vehicle is not entering from the approach direction area 34 (N in Step S18), or the vehicles 10 meet each other within a predetermined time. If the driving support unit 64 determines not to do so (N in step S20), the process ends.

  According to the present embodiment, since the intersection shape information is acquired from the map information, the intersection direction can be acquired. Moreover, since the intersection direction is acquired and the adjustment to the approach direction area is executed in accordance with the intersection direction, an approach direction area suitable for the intersection direction can be set. Moreover, since the approach direction area suitable for the crossing direction is set, it is possible to select another vehicle to be driven. In addition, since another vehicle to be driven is selected, the processing amount can be reduced. Moreover, since the other vehicle which should drive assistance is selected, the fall of the precision of driving assistance can be suppressed.

  Moreover, since the azimuth | direction of an approach azimuth | direction area | region is adjusted according to a cross direction, an approach azimuth | direction area | region can be set to the azimuth | direction suitable for a cross direction. Moreover, since the approach azimuth | direction area | region is set to the azimuth | direction suitable for a crossing direction, the fall of the precision of driving assistance can be suppressed. Moreover, since the angle which an approach azimuth | direction area | region has is adjusted according to a cross direction, an approach azimuth | direction area | region can be set so that the azimuth | direction suitable for a cross direction may be included. Moreover, since the approach azimuth | direction area | region is set so that the azimuth | direction suitable for a crossing direction may be included, the fall of the precision of a driving assistance can be suppressed.

(Example 2)
Next, Example 2 will be described. The second embodiment relates to a communication system in the same manner as the first embodiment, and relates to a driving support device that sets an approach direction area for selecting another vehicle that is a target of encounter collision prevention support. In the first embodiment, the intersection direction is specified based on intersection shape information included in the map information. On the other hand, in Example 2, the road signal information is included in the packet signal received from the base station apparatus, and the intersection direction is specified based on the intersection shape information included in the road line information.

  The communication system 100 according to the second embodiment is of the same type as that in FIG. 1, but a plurality of base station apparatuses are installed along the traveling road 12 and the intersection road 14. The base station device is also called a roadside device, and performs road-vehicle communication with the driving support device. In order to reduce interference between road-to-vehicle communication and vehicle-to-vehicle communication, the base station apparatus repeatedly specifies a “100 msec” frame including a plurality of subframes. The base station device selects a subframe that is not used by other base station devices from among a plurality of subframes for road-to-vehicle communication, and control information or the like is transmitted during the period of the head portion of the selected subframe. Broadcast the stored packet signal. The control information includes information regarding a period (hereinafter referred to as “road vehicle transmission period”) for the base station device to broadcast the packet signal, for example, a subframe number in which the road vehicle transmission period is set. Yes. The payload of the packet signal includes, for example, accident information, traffic jam information, signal information, road alignment information, and the like.

  The driving support device 20 specifies a road and vehicle transmission period based on the control information, and broadcasts a packet signal by the CSMA method in a period other than the road and vehicle transmission period (hereinafter referred to as “vehicle transmission period”). As a result, road-to-vehicle communication and vehicle-to-vehicle communication are time-division multiplexed. Note that the driving support device 20 that cannot receive control information from the base station device, that is, the driving support device 20 that exists outside the area formed by the base station device, transmits a packet signal by the CSMA method regardless of the frame configuration. Send.

  FIG. 8 shows the configuration of the driving support device 20. The driving support device 20 includes a GNSS interface 50, a vehicle information interface 52, a first acquisition unit 54, a generation unit 56, a communication unit 58, a second acquisition unit 60, a setting unit 62, a driving support unit 64, and a notification unit 66. The driving support unit 64 includes a selection unit 68. Here, it demonstrates centering on the difference with Example 1. FIG. As a reception process, the communication unit 58 receives a packet signal from another driving support device 20 and also receives a packet signal from the base station device. The communication unit 58 outputs the packet signal received from the other driving support device 20 to the second acquisition unit 60, and outputs the packet signal received from the base station device to the setting unit 62. The latter corresponds to road-to-vehicle communication. The setting unit 62 receives a packet signal from the communication unit 58. The setting unit 62 acquires road alignment information included in the packet signal. The road alignment information includes intersection shape information. The second acquisition unit 60 outputs the second positioning information to the setting unit 62 and the driving support unit 64.

  The operation of the communication system 100 configured as above will be described. FIG. 9 is a flowchart showing a notification procedure by the driving support device 20. When the intersection 32 where the first scheduled traveling route 30a and the second scheduled traveling route 30b intersect is detected (Y in step S50), the setting unit 62 acquires the intersection shape by communication (step S52). When it is necessary to correct the approach direction area of the other vehicle 10 (second vehicle 10b) from the shape (Y in step S54), the setting unit 62 corrects the approach direction area 34 (step S56). When the correction of the approach direction area is not necessary (N in step S54), step S56 is skipped. When the selection unit 68 determines entry from the approach direction area 34 (Y in step S58) and the driving support unit 64 determines that it will encounter within a predetermined time (Y in step S60), the notification unit 66 supports Notification is executed (step S62). If the intersection 32 is not detected (N in step S50), or if the selection unit 68 determines that the vehicle is not entering from the approach direction area 34 (N in step S58), or driving assistance is not encountered within a predetermined time. If the unit 64 determines (N in step S60), the process is terminated.

  According to the present embodiment, since the intersection shape information is acquired from the road alignment information included in the packet signal received from the base station apparatus, the intersection direction can be acquired. Moreover, since the intersection direction is acquired and the adjustment to the approach direction area is executed in accordance with the intersection direction, an approach direction area suitable for the intersection direction can be set.

(Example 3)
Next, Example 3 will be described. Example 3 relates to a communication system as before, and relates to a driving support apparatus that sets an approach direction area for selecting another vehicle that is a target of encounter collision prevention support. Until now, the intersection direction is specified based on intersection shape information included in map information or road alignment information. On the other hand, in Example 3, intersection shape information is registered by a manual operation by a user such as a driver. The communication system 100 according to the third embodiment is the same type as that shown in FIG.

  FIG. 10 shows the configuration of the driving support device 20. The driving support device 20 includes a GNSS interface 50, a vehicle information interface 52, a first acquisition unit 54, a generation unit 56, a communication unit 58, a second acquisition unit 60, a setting unit 62, a driving support unit 64, a notification unit 66, and an operation unit. 72. The driving support unit 64 includes a selection unit 68. Here, it demonstrates centering on the difference from before. The operation unit 72 is, for example, a button or a touch panel, and receives an operation by the user. When the operation unit 72 is a touch panel, the operation unit 72 is configured integrally with a monitor. The user operates the operation unit 72 to input a request for registration of the intersection shape. The setting unit 62 receives a request for registration of the intersection shape. When the setting unit 62 receives a request for registration of the intersection shape from the operation unit 72, the setting unit 62 outputs a screen for registration of the intersection shape to the notification unit 66. The notification unit 66 displays an intersection shape registration screen on the monitor.

  FIG. 11 shows a screen displayed by the notification unit 66. As shown, various types of intersection shape are shown. Returning to FIG. The user uses the operation unit 72 to select one of a plurality of intersection shape displayed on the monitor. The setting unit 62 specifies the intersection shape by receiving the selection result from the operation unit 72. Further, the setting unit 62 receives the first positioning information from the first acquisition unit 54, acquires the position information as the position of the intersection 32, and acquires the direction information as the approach direction to the intersection 32. The setting unit 62 registers the specified intersection shape, the position of the intersection 32, and the approach direction to the intersection 32 in combination.

  After the registration is completed, the setting unit 62 continues to receive the first positioning information from the first acquisition unit 54, and the position information and the azimuth information approach the position of the registered intersection 32 and the approach direction to the intersection 32. In this case, registered intersection shapes corresponding to them are extracted. Based on the extracted intersection shape, the setting unit 62 executes the same processing as before and sets the approach direction region 34.

  The operation of the communication system 100 configured as above will be described. FIGS. 12A and 12B are flowcharts illustrating a processing procedure performed by the driving support device 20. FIG. 12A shows the procedure for registering the intersection shape. The notification unit 66 displays a screen showing a plurality of intersection shape (step S100). When the operation unit 72 is pressed down to select the intersection shape (Y in step S102), the setting unit 62 registers the intersection shape, position, and approach direction (step S104), and returns to step S100. When the operation unit 72 is not pushed down for selection of the intersection shape (N in Step S102), the process returns to Step S100.

  FIG. 12B shows a notification procedure. When the intersection 32 where the first planned travel route 30a and the second planned travel route 30b intersect is detected (Y in step S150), the setting unit 62 acquires the registered information (step S152). Then, the approach direction area 34 is corrected (step S154). When the selection unit 68 determines entry from the approach direction area 34 (Y in step S156) and the driving support unit 64 determines that the vehicles 10 meet each other within a predetermined time (Y in step S158), notification The unit 66 executes support notification for the driver (step S160). When the intersection 32 is not detected (N in step S150), or when the selection unit 68 determines that the vehicle is not entering from the approach direction area 34 (N in step S156), or the vehicles 10 meet each other within a predetermined time. If the driving support unit 64 determines not to do so (N in step S158), the process ends.

  According to the present embodiment, since the user registers the intersection shape, the intersection shape intended by the user can be set. Moreover, since the intersection shape information set by the user is acquired, the intersection direction can be acquired. Moreover, since the intersection direction is acquired and the adjustment to the approach direction area is executed in accordance with the intersection direction, an approach direction area suitable for the intersection direction can be set.

Example 4
Next, Example 4 will be described. [Embodiment 4] Embodiment 4 relates to a communication system as before, and relates to a driving support device that sets an approach direction area for selecting another vehicle that is a target of encounter collision prevention support. In the fourth embodiment, intersection shape information is registered based on the captured image. The communication system 100 according to the fourth embodiment is the same type as that shown in FIG.

  FIG. 13 shows a configuration of the driving support device 20. The driving support device 20 includes a GNSS interface 50, a vehicle information interface 52, a first acquisition unit 54, a generation unit 56, a communication unit 58, a second acquisition unit 60, a setting unit 62, a driving support unit 64, a notification unit 66, and an operation unit. 72 and an imaging unit 74. The driving support unit 64 includes a selection unit 68. Here, it demonstrates centering on the difference from before.

  The imaging unit 74 is mounted on the front and side of the vehicle 10 and images the periphery of the vehicle 10, particularly the front. The imaging unit 74 outputs the captured video to the setting unit 62. The user operates the operation unit 72 to input a request for registration of the intersection shape. When receiving the request for registration of the intersection shape, the setting unit 62 specifies the intersection shape from the image received from the imaging unit 74 by image recognition processing. Since a known technique may be used for the image recognition processing, description thereof is omitted here. The setting unit 62 receives the first positioning information from the first acquisition unit 54, acquires the position information as the position of the intersection 32, and acquires the direction information as the approach direction to the intersection 32. The setting unit 62 registers the specified intersection shape, the position of the intersection 32, and the approach direction to the intersection 32 in combination. Since the processing after the registration is completed is the same as that in the third embodiment, the description thereof is omitted here.

  The operation of the communication system 100 configured as above will be described. FIG. 14 is a flowchart showing a registration procedure by the driving support device 20. When the operation unit 72 is pressed down (Y in step S200), the setting unit 62 determines the intersection shape from the video (step S202). The setting unit 62 registers the determined intersection shape, position, and approach direction (step S204), and returns to step S200. If the operation unit 72 cannot be pushed down (N in step S200), the process waits.

  According to the present embodiment, since the intersection shape is registered based on the captured image, the actual intersection shape can be set. Moreover, since the intersection shape information set from the video is acquired, the intersection direction can be acquired. Moreover, since the intersection direction is acquired and the adjustment to the approach direction area is executed in accordance with the intersection direction, an approach direction area suitable for the intersection direction can be set.

(Example 5)
Next, Example 5 will be described. Example 5 relates to a communication system as before, and relates to a driving support apparatus that sets an approach direction area for selecting another vehicle that is a target of encounter collision prevention support. In the fifth embodiment, the width of the approach direction area 34 is adjusted according to the width of the intersection road 14. The communication system 100 according to the fifth embodiment is the same type as that shown in FIG. 1, and the driving support device 20 is the same type as that shown in FIG.

  The setting unit 62 receives first positioning information from the first acquisition unit 54 and receives second positioning information from the second acquisition unit 60. When the intersection of the first vehicle 10a and another vehicle 10 is planned based on the first positioning information and the second positioning information, the setting unit 62 sets the approach direction area 34 at the intersection 32 where the intersection is scheduled. Set. In order to explain this process, FIG. 15 is used here. FIG. 15 shows an outline of processing in the setting unit 62. As illustrated, the first vehicle 10a, the second vehicle 10b, the traveling road 12, and the crossing road 14 are shown. Further, the setting unit 62 derives the first scheduled traveling route 30a, the second scheduled traveling route 30b, and the intersection 32 by executing the same processing as in FIGS. 2 (a) and 3 (a).

  The setting unit 62 refers to the map information stored in the map information storage unit 70 and identifies a road that intersects at the intersection 32. Here, the traveling road 12 and the intersection road 14 are specified. Moreover, the setting part 62 acquires the width | variety of the crossing road 14 with reference to map information. The setting unit 62 sets the first reduced approach direction area 40a and the second reduced approach direction area 40b so as to narrow the angles of the first approach direction area 34a and the second approach direction area 34b based on the width of the road. Set. The setting unit 62 may widen the angles of the first approach azimuth area 34a and the second approach azimuth area 34b. Subsequent processing is the same as heretofore, and the description is omitted here.

  According to the present embodiment, since the angle of the approach direction area is adjusted according to the width of the cross road, an approach direction area suitable for the width of the cross road can be set. Moreover, since the approach azimuth | direction area | region suitable for the width | variety of an intersection road is set, the fall of the precision of a driving assistance can be suppressed.

  An outline of one aspect of the present embodiment is as follows. A driving support device according to an aspect of the present invention is a driving support device that can be mounted on a vehicle, and includes a first acquisition unit that acquires first positioning information including position information and direction information of the vehicle, and another vehicle. The second acquisition unit that acquires the second positioning information including the position information and the azimuth information, the first positioning information acquired by the first acquisition unit, and the second positioning information acquired by the second acquisition unit In addition, when an intersection between the vehicle and another vehicle is planned, a setting unit that sets the approach direction area of the other vehicle at the intersection where the vehicle is scheduled to cross, and another vehicle enters from the approach direction area set in the setting unit. A selection unit that selects the other vehicle as a target for driving assistance. The setting unit obtains the intersection direction information of the intersection road on which the other vehicle is traveling with respect to the traveling road on which the vehicle is traveling, and performs adjustment on the approach direction area according to the intersection direction.

  According to this aspect, since the intersection direction information is acquired and the adjustment to the approach direction area is executed according to the intersection direction information, it is possible to suppress a decrease in the accuracy of driving support while reducing the processing amount.

  The setting unit sets an approach azimuth region having a predetermined angle centered on the intersection with respect to the central axis of the approach azimuth region passing through the intersection. The orientation may be adjusted. In this case, since the azimuth | direction of an approach azimuth | direction area | region is adjusted according to a crossing direction, the fall of the precision of a driving assistance can be suppressed.

  The setting unit sets an approach azimuth region having a predetermined angle around the intersection with respect to the central axis of the approach azimuth region passing through the intersection, and the angle of the approach azimuth region according to the intersection direction is set. You may adjust. In this case, since the angle of the approach azimuth region is adjusted according to the crossing direction, it is possible to suppress a decrease in driving assistance accuracy.

  A driving support unit that performs an encounter determination between the present vehicle and another vehicle selected by the selection unit at an intersection, and a notification unit that performs a notification when the driving support unit determines to encounter another vehicle at the intersection , May be further provided. In this case, since the notification is executed when it is determined that the vehicle is encountered with the selected other vehicle, attention can be urged.

  In the above, this invention was demonstrated based on the Example. This embodiment is an exemplification, and it will be understood by those skilled in the art that various modifications can be made to each of those constituent elements or combinations of processing processes, and such modifications are also within the scope of the present invention. .

  In the first to fifth embodiments, the vehicle 10 is an automobile. However, the present invention is not limited to this, and the vehicle 10 may be other than an automobile, for example, a two-wheeled vehicle. According to this modification, the degree of freedom of configuration can be improved.

  10 vehicles, 12 traveling roads, 14 intersection roads, 16 intersections, 20 driving support devices, 30 planned travel routes, 32 intersections, 34 approach azimuth regions, 36 central axes, 38 enlarged approach azimuth regions, 40 reduced approach azimuth regions, 50 GNSS interface, 52 vehicle information interface, 54 first acquisition unit, 56 generation unit, 58 communication unit, 60 second acquisition unit, 62 setting unit, 64 driving support unit, 66 notification unit, 68 selection unit, 70 map information storage unit 100 Communication system.

Claims (4)

A driving support device that can be mounted on a vehicle,
A first acquisition unit for acquiring first positioning information including position information and direction information of the vehicle;
A second acquisition unit for acquiring second positioning information including position information of other vehicles and direction information;
Based on the first positioning information acquired in the first acquisition unit and the second positioning information acquired in the second acquisition unit, if an intersection between the vehicle and another vehicle is planned, A setting unit for setting the approach direction area of another vehicle at the point;
When another vehicle enters from the approach direction area set in the setting unit, a selection unit that selects the other vehicle as a target for driving support,
The setting unit obtains crossing direction information of a crossing road on which another vehicle travels with respect to a traveling road on which the vehicle travels, and performs an adjustment on the approach direction area according to the crossing direction. Support device.   The setting unit sets an approach azimuth region having a predetermined angle around the intersection with respect to the central axis of the approach azimuth region passing through the intersection, and the central axis of the approach azimuth region according to the intersection direction The driving support device according to claim 1, wherein the direction of the driving is adjusted.   The setting unit sets an approach azimuth region having a predetermined angle around the intersection with respect to the central axis of the approach azimuth region passing through the intersection, and the angle of the approach azimuth region according to the intersection direction The driving support device according to claim 1, wherein the driving support device is adjusted. A driving support unit that performs an encounter determination between the vehicle and another vehicle selected by the selection unit at an intersection;
A notification unit that performs notification when it is determined that the driving support unit encounters another vehicle at an intersection; and
The driving support device according to claim 1, further comprising:

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