JP2022100863A - Travel support method and travel support device - Google Patents

Abstract

To facilitate formation of a space by front and rear vehicles.SOLUTION: A travel support method supports travel of the own vehicle according to the peripheral state, and performs vehicle stop control at a first target vehicle stop interval to a vehicle stop target object on the front side or rear side within the same traffic lane. In the case where the own vehicle performs vehicle stop control or stops by completing the vehicle stop control, when another vehicle that is adjacent on one of the front side and rear side within the same traffic lane and that performs the vehicle stop control or stops at a position shorter than a prescribed distance from the own vehicle gets close to the own vehicle, the travel support method moves the own vehicle to a position at the second target vehicle stop interval shorter than the first target vehicle stop interval from the vehicle stop target object on the other of the front side and rear side.SELECTED DRAWING: Figure 3

Description

The present invention relates to a traveling support method and a traveling support device.

In recent years, there has been known a traveling support method that detects a vehicle in front by using a sensor mounted on the own vehicle and assists the vehicle in traveling so as to follow the vehicle in front. For example, Patent Document 1 discloses a technique for starting a vehicle when the distance between the vehicle and the vehicle in front exceeds a threshold value while the vehicle is stopped.

Japanese Unexamined Patent Publication No. 2011-207425

When another oncoming vehicle straddles a congested vehicle line and tries to turn right, or when another vehicle traveling from the crossing direction tries to go straight across the congested vehicle line existing in the intersection, the congested vehicle line By forming a passable space with a space between vehicles, other vehicles can pass through. Here, even if the own vehicle is not stopped in the path of another vehicle, if the vehicles in front of and behind the own vehicle reapproach toward the own vehicle after stopping, the front and rear vehicles move backward / forward. May be close to form a space. In such a case, the own vehicle can move backward / forward to cooperate in space formation by the front and rear vehicles.

However, according to the technique disclosed in Patent Document 1, the own vehicle does not start until the distance between the vehicle and the vehicle in front exceeds the threshold value. Therefore, since the own vehicle does not start traveling in response to the approach of the front and rear vehicles, it is difficult to form a space by the front and rear vehicles as described above.

An object of the present invention is to facilitate space formation by front and rear vehicles.

According to the traveling support method of a certain aspect of the present invention, the traveling of the own vehicle is supported according to the surrounding situation, and the vehicle is controlled to stop at the first target stop interval with respect to the front or rear stop target in the same lane. I do. The driving support method is that when the own vehicle is controlling the stop, or when the stop control is completed and the vehicle is stopped, the vehicle is adjacent to one of the front and the rear in the same lane and is a predetermined distance from the own vehicle. When another vehicle that has been controlled to stop or stopped at a shorter position approaches its own vehicle, the second target stop is shorter than the first target stop interval from the stop target on the other side of the front and the rear. Move your vehicle to a position where there is an interval.

Space formation by the front and rear vehicles becomes easier to execute.

FIG. 1 is a schematic configuration diagram of a traveling support device common to each embodiment. FIG. 2 is a diagram showing a situation around the own vehicle when the traveling support control of the first embodiment is performed. FIG. 3 is a flowchart showing driving support control. FIG. 4 is a diagram showing a situation around the own vehicle when the traveling support control in the first modification is performed. FIG. 5 is a flowchart showing the running support control of the second embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings and the like.

(First Embodiment)
FIG. 1 is a schematic configuration diagram of a driving support device 100 common to each embodiment of the present invention. As shown in this figure, the driving support device 100 includes a camera 110, a GPS receiver 120, a sensor 130, a communication interface 140, a map database 150, an indicator 160, an actuator 170, and a controller 180. The driving support device 100 is mounted on, for example, a vehicle having an automatic driving or a driving support function (own vehicle A).

The camera 110 is an imaging device that captures an external situation of the own vehicle A, and acquires imaging information regarding the external situation of the own vehicle A. The camera 110 is installed, for example, in the front and rear of the own vehicle A, an around view monitor camera provided on the outside of the vehicle interior of the left and right doors, a front camera provided on the inside or outside of the vehicle interior of the windshield, and the rear portion of the own vehicle A. It is a rear camera that is used. The camera 110 outputs image pickup information regarding an external situation to the controller 180.

The GPS receiver 120 periodically receives a signal (GPS data) indicating position information transmitted from a GPS satellite. The GPS receiver 120 outputs the position information shown in the received GPS data to the controller 180.

The sensor 130 includes a radar 131, a gyro sensor 132, a vehicle speed sensor 133, and the like, and detects the traveling state of the own vehicle A and the state of an object existing around the own vehicle A. The radar 131 uses radio waves to detect an object outside the own vehicle A. The radio wave is, for example, a millimeter wave, and the radar 131 transmits the radio wave around the own vehicle A, receives the radio wave reflected by the object, and detects the object. The radar 131 can acquire, for example, the distance or direction to a surrounding object as object information. The gyro sensor 132 detects the direction of the own vehicle A. The vehicle speed sensor 133 detects the vehicle speed of the own vehicle A. The sensor 130 outputs the acquired object information, the detected direction of the own vehicle A, and the vehicle speed to the controller 180.

The communication interface 140 acquires the surrounding conditions of the own vehicle A from the outside by wireless communication. The communication interface 140 receives various information from, for example, traffic information such as traffic congestion information and traffic regulation information, and intelligent transportation systems (ITS) that transmit weather information and the like in real time. ITS includes vehicle-to-vehicle communication with other vehicles, road-to-vehicle communication with roadside units, and the like. The communication interface 140 acquires, for example, the acceleration / deceleration of other vehicles around the own vehicle A, the relative position with respect to the own vehicle A, and the like by inter-vehicle communication.

Map information is stored in the map database 150. The map information includes information on the shape of the road including the curvature of the curve, the slope, the width, the speed limit, the intersection, the traffic light, the number of lanes, and the like. The map information stored in the map database 150 can be referred to at any time by the controller 180 described later.

The indicator 160 is a winker or a brake lamp, and is activated and stopped by the operation of the driver or a command from the controller 180. The operation and stop information of the indicator 160 is output to the controller 180.

The actuator 170 is a device that executes traveling control of the own vehicle A based on a command from the controller 180. The actuator 170 includes a drive actuator 171 and a brake actuator 172, a steering actuator 173 and the like.

The drive actuator 171 is a device for adjusting the driving force of the own vehicle A. When the own vehicle A is an automobile equipped with an engine as a traveling drive source, the drive actuator 171 is a throttle actuator that adjusts the amount of air supplied to the engine (throttle opening) and the amount of fuel supplied to the engine (fuel). It consists of a fuel injection valve that adjusts the injection amount).

When the own vehicle A is a hybrid vehicle or an electric vehicle equipped with a motor as a traveling drive source, the drive actuator 171 is composed of a circuit (inverter, converter, etc.) capable of adjusting the electric power supplied to the motor. To.

The brake actuator 172 is a device that operates the brake system in response to a command from the controller 180 to adjust the braking force applied to the wheels of the own vehicle A. The brake actuator 172 is composed of a hydraulic brake, a regenerative brake, or the like.

The steering actuator 173 is composed of an assist motor or the like that controls the steering torque in the electric power steering system. The operation of the steering actuator 173 can be controlled by the controller 180 to control the steering angle of the wheels.

The controller 180 is composed of a computer including a central processing unit (CPU), a read-only memory (ROM), a random access memory (RΑM), and an input / output interface (I / O interface). The controller 180 executes a process for realizing a specific control by executing a specific program. The controller 180 may be configured by one computer or may be configured by a plurality of computers.

The controller 180 stores the driving support program and operates as a driving support device. The controller 180 generates travel support information including the travel route and the travel vehicle speed along the travel route based on the information around the own vehicle A, and supports the operation of the own vehicle A according to the generated travel support information. .. Prior to the description of the detailed configuration of the controller 180, the traveling support control in the present embodiment will be described below.

FIG. 2 is a diagram showing a situation around the own vehicle A when the traveling support control of the present embodiment is performed. The figures (A) to (C) shown from the upper part to the lower part of the figure show the situation of the own vehicle A and its surroundings in chronological order.

As shown in FIG. 2A, in the traveling lane L1, the signal ahead is a stop display (red), and the own vehicle A is stopped between the front vehicle B and the rear vehicle C. Further, in the oncoming lane L2, the direction indicator of the oncoming vehicle D indicates a right turn, and the oncoming vehicle D attempts to make a right turn to the crossing lane L3 that straddles the traveling lane L1 and intersects the traveling lane L1. However, since the rear vehicle C is on the path of the oncoming vehicle D, the oncoming vehicle D cannot make a right turn. In this state, it is assumed that the inter-vehicle distance between the own vehicle A and the front vehicle B and the inter-vehicle distance between the own vehicle A and the rear vehicle C are both d1. Note that d1 is an example of the first target stop interval, which is generally an appropriate inter-vehicle distance (3 to 8 m) when the vehicle stops, and is a distance recommended by the driving support system.

As shown in FIG. 2B, when the driving support device of the rear vehicle C (or the driver of the rear vehicle C) recognizes that the oncoming vehicle D is trying to make a right turn, the rear vehicle C moves forward. The distance between the vehicle A and the vehicle A is d2, which is shorter than d1. Note that d2 is an example of a second target stop interval shorter than d1 (first target stop interval). d2 is the shortest psychologically permissible distance (2 to 4 m) for the driver as the inter-vehicle distance, and for example, the rear vehicle C can move to the side of the own vehicle A without retreating. It may be the shortest distance among the distances that can be moved forward and backward. However, in the illustrated state, it is assumed that sufficient space is not secured behind the rear vehicle C for the oncoming vehicle D to make a right turn.

As shown in FIG. 2C, when the driving support system of the own vehicle A detects that the distance between the vehicle and the rear vehicle C is shorter than d1 and the rear vehicle C approaches the own vehicle A, the own vehicle A advances to a position where the distance between the vehicle and the vehicle B in front is d2, which is shorter than d1. As a result, the rear vehicle C can move forward so that the inter-vehicle distance d2 from the own vehicle A is maintained. As a result, a space sufficient for the oncoming vehicle D to make a right turn is secured behind the rear vehicle C, so that the oncoming vehicle D can make a right turn.

Referring to FIG. 1 again, the controller 180 that performs the above control has the own vehicle position detection unit 181 and the driving support information generation unit 182, the surrounding information acquisition unit 183, and the progress determination as functional units for executing various control processes. It has a unit 184 and a traveling support unit 185. The details of these configurations will be described below.

The own vehicle position detection unit 181 constantly detects the current position, the traveling direction, and the vehicle speed of the own vehicle A from the GPS data from the GPS receiver 120 and the direction and vehicle speed of the own vehicle A detected by the sensor 130. Further, the own vehicle position detection unit 181 detects the position of the own vehicle A on the map with reference to the map database 150.

The own vehicle position detection unit 181 includes the detected current position, traveling direction, vehicle speed, and position on the map of the own vehicle A, image pickup information regarding the external situation acquired by the camera 110, and object information acquired by the sensor 130. From, the road information around the own vehicle A is acquired. The road information includes information on the shape, slope, width, speed limit, intersection, traffic light, lane type, number of lanes, etc. of the road around the own vehicle A.

The travel support information generation unit 182 uses information such as the position of the vehicle A detected by the vehicle position detection unit 181, the surrounding road conditions, and the set destination to determine the travel route of the vehicle A. Generate. Further, the driving support information generation unit 182 generates driving operation information (including acceleration / deceleration, steering timing, etc.) when the own vehicle A is driven along the traveling path. The driving support information is generated by the traveling route and the driving operation information generated in this way, and the traveling of the own vehicle A is supported based on the generated traveling support information.

The surrounding information acquisition unit 183 obtains surrounding vehicle information from the image pickup information regarding the external situation acquired by the camera 110, the object information acquired by the sensor 130, and the surrounding condition of the own vehicle A acquired by the communication interface 140. get. The surrounding vehicle information includes the situation of the front vehicle B and the rear vehicle C that stop around the own vehicle A.

Then, the surrounding information acquisition unit 183 uses the acquired surrounding vehicle information to display the display content of the signal in front of the lane L1, the traveling status of the front vehicle B and the rear vehicle C, and the front vehicle B and the rear vehicle C themselves. Acquires the distance between the vehicle and the vehicle A. Further, the surrounding information acquisition unit 183 can also acquire the distance to a target object (for example, a stop line) around the vehicle other than the vehicle.

The progressability determination unit 184 determines whether or not the own vehicle can proceed according to the distance between the vehicle and the vehicle existing around the own vehicle A. In the example of FIG. 2, the progressability determination unit 184 is a case where the rear vehicle C stops at a position where the distance from the own vehicle A is d1 and then approaches the side of the own vehicle A. When the distance between the vehicle A and the vehicle B in front is longer than d2, the vehicle is allowed to travel forward. Then, the progressability determination unit 184 advances the own vehicle A until the distance between the own vehicle A and the preceding vehicle B becomes d2. Whether or not the progress is determined by the progress possibility determination unit 184 is recorded in the travel support information generated by the travel support information generation unit 182.

The driving support unit 185 provides driving support for the own vehicle A based on the generated driving support information. The driving support unit 185 not only operates the own vehicle A according to the driving support information indicating the route information and the speed information, but also displays an icon on the display of the own vehicle A and transmits the voice message to the driver. You may provide driving support information to. Therefore, when the automatic driving level is low, the driving support control according to the present embodiment can be realized by the display.

FIG. 3 is a flowchart of the traveling support control executed by the controller 180. It should be noted that this traveling support control is repeatedly executed at a predetermined cycle. Further, the traveling support control may be performed by executing the program stored in the controller 180.

In step S11, the controller 180 (progressability determination unit 184) uses the position detected by the own vehicle position detection unit 181 to set a predetermined target stop interval toward the front vehicle B, which is the stop target of the own vehicle A. It is determined whether the vehicle is decelerating to stop at a certain position during stop control, or whether the vehicle is stopped when the stop control is completed and the vehicle speed becomes zero. As shown in FIG. 2, when the own vehicle A is stopped (S11: Yes), the process of step S12 is performed next. If the own vehicle A is under stop control or is not stopped (S11: No), the main travel support control is terminated.

In step S12, the controller 180 (progressability determination unit 184) determines whether or not the vehicle in front B is in the stopped state by using the information acquired by the surrounding information acquisition unit 183. If the vehicle B in front is stopped (S12: Yes), the process of step S13 is performed next. If the vehicle B in front is not stopped (S12: No), the main travel support control is terminated.

In step S13, the controller 180 (progressability determination unit 184) uses the information acquired by the surrounding information acquisition unit 183 to decelerate the rear vehicle C toward the stopped state during stop control or during stop. Moreover, it is determined whether or not the distance between the own vehicle A and the rear vehicle C is shorter than d1. When the rear vehicle C is under stop control or is stopped, and the inter-vehicle distance is shorter than d1 (S13: Yes), the process of step S14 is performed next. When the rear vehicle C is under stop control or is stopped, and the inter-vehicle distance is longer (not short) than d1 (S13: No), the main travel support control is terminated.

In step S14, the controller 180 (progressability determination unit 184) monitors the inter-vehicle distance between the own vehicle A and the rear vehicle C using the information acquired by the surrounding information acquisition unit 183, and the inter-vehicle distance becomes shorter. Judge whether or not. As a result, the controller 180 determines whether or not the rear vehicle C is traveling toward the own vehicle A. When the rear vehicle C is traveling toward the own vehicle A (S14: Yes), the process of step S15 is performed next. If the rear vehicle C is not traveling toward the own vehicle A (S14: No), the main travel support control is terminated.

In step S15, the controller 180 (progressability determination unit 184) obtains the inter-vehicle distance between the own vehicle A and the vehicle in front B using the information acquired by the surrounding information acquisition unit 183, and the inter-vehicle distance is longer than d2. Judge whether or not. When the distance between the vehicle ahead B and the own vehicle A is longer than d2 (S15: Yes), the process of step S16 is performed next. When the distance between the vehicle ahead B and the own vehicle A is shorter than d2 (S15: No), the main travel support control is terminated.

In step S16, the controller 180 (progressability determination unit 184) advances the own vehicle A until the distance between the own vehicle A and the preceding vehicle B becomes d2.

In addition, d1 used for determining the inter-vehicle distance between the own vehicle A and the rear vehicle C in step S13, and the front vehicle B used in the stop control process used when the traveling support device of the own vehicle A performs stop control. The same value is used for the target inter-vehicle distance (distance between the own vehicle A and the vehicle B in front in FIG. 2A), but the value is not limited to this. Since the distance between the own vehicle A and the rear vehicle C is due to the control of the driving support device (or the driver) of the rear vehicle C, the determination threshold value used in step S13 is recommended for the own vehicle A. It may be different from the distance between the vehicle and the vehicle in front when the vehicle is stopped. Further, in the determination process of steps S13 and S15, the determination threshold value may be a value having a margin from d1 and d2.

After such driving support control is performed, the state from FIG. 2B to FIG. 2C is reached. Therefore, the rear vehicle C may move forward by the amount that the own vehicle A advances. can. As a result, as shown in FIG. 2C, it is possible to secure a space for the oncoming vehicle D to pass behind the rear vehicle C.

In the example of FIG. 2, the own vehicle A was stopped, but the present invention is not limited to this. The own vehicle A may be driving slowly toward the stop target in front of the vehicle A while the vehicle is being controlled to stop. The target stop position of the own vehicle A is a position in front of the preceding vehicle B by the first target stop interval d1. Even in such a case, when the rear vehicle C approaches the own vehicle A from behind, that is, when the distance between the own vehicle A and the rear vehicle C becomes short, the target stop of the own vehicle A By setting the position in front of the front vehicle B by the second target stop distance d2, the rear vehicle C can move further forward, and a passage space for the oncoming vehicle D can be secured behind the rear vehicle C.

Further, when the own vehicle A is driving slowly and the stop target object in front is also moving forward, the first target stop interval is shorter as the speed of the own vehicle A becomes slower. This is because the driver does not like to approach the vehicle B in front when the speed is high, and the lower the speed, the shorter the first target stop interval, so that the driver does not feel uncomfortable. Can be done.

Further, in the present embodiment, the vehicle in front B is present in front of the vehicle A, but the present invention is not limited to this. The own vehicle A may stop at a position in front of a stop target object (for example, a traffic light, a stop line, etc.) on the road by the first target stop interval d1. Even in such a case, when the rear vehicle C approaches from the rear, the rear vehicle C moves to the rear by stopping the own vehicle A at a position in front of the stop target by the second target stop interval d2. Space can be secured.

According to the first embodiment, the following effects can be obtained.

According to the traveling support method of the first embodiment, when the own vehicle A is stopped or stopped (S11: Yes), the vehicle A is adjacent to the rear of the same lane and the first target stop interval d1 from the own vehicle A. When the other vehicle C, which has been controlled to stop or stopped at a shorter position (S13: Yes), approaches the own vehicle A (S14: Yes), the second target stop interval d2 from the stop target in front. The own vehicle A is moved to the target stop position (S16).

Specifically, the own vehicle A is stopped so that the distance from the front vehicle B existing in front or the stop line is the first target stop interval d1, and the rear vehicle C approaches the own vehicle A. When it comes, the own vehicle A is advanced.

By moving the own vehicle A in this way, the other vehicle C can move further to the front, which is the side of the own vehicle A, by the amount of the movement of the own vehicle A, so that the other vehicle C can move to the rear of the other vehicle C. Can secure a space for another vehicle such as the oncoming vehicle D to pass. As a result, since the oncoming vehicle D can make a right turn, congestion in the oncoming lane can be suppressed, and traffic efficiency can be improved as a whole.

According to the traveling support method of the first embodiment, the first target stop interval d1 is shorter as the vehicle speed of the own vehicle A is slower and longer as the vehicle speed is faster. When the own vehicle A is driving slowly and the vehicle B in front is also moving forward, the driver does not like to approach the vehicle B in front at a relatively high speed. Therefore, the faster the vehicle speed, the first target stop interval d1. By lengthening the speed, it is possible to prevent the carrier of the own vehicle A from feeling uncomfortable.

(First modification)
In the first embodiment, the case where the rear vehicle C moves forward and approaches the own vehicle A so that the oncoming vehicle D can turn right has been described, but the present invention is not limited to this. In this modification, a case where the vehicle in front B moves backward and approaches the own vehicle A so that the oncoming vehicle D can turn right will be described.

FIG. 4 is a diagram showing a situation around the own vehicle A when the traveling support control of this modification is performed.

As shown in FIG. 4A, when the vehicle in front B is in the path of the oncoming vehicle D, the oncoming vehicle D cannot make a right turn. Therefore, as shown in FIG. 4B, the vehicle in front B moves backward and the distance between the vehicle and the vehicle A is set to d2, which is shorter than d1. However, at this point, sufficient space is not secured in front of the preceding vehicle B for the oncoming vehicle D to make a right turn.

Therefore, as shown in FIG. 4C, when the driving support system of the own vehicle A detects that the distance between the vehicle A and the vehicle ahead B is shorter than d1 and the vehicle B in front approaches the vehicle A, it is determined. The own vehicle A moves to a position where the distance between the vehicle A and the rear vehicle C is d2, which is shorter than d1. After that, the vehicle B in front moves backward so that the distance d2 between the vehicle and the vehicle A is maintained. As a result, a space sufficient for the oncoming vehicle D to make a right turn is secured in front of the front vehicle B, so that the oncoming vehicle D can make a right turn.

In such a case, the controller 180 controls the traveling support control shown in FIG. 3 by exchanging the front vehicle B and the rear vehicle C in steps S12 to S16. By doing so, it is possible to secure a space for the oncoming vehicle D to pass in front of the vehicle B in front, so that the traffic condition can be optimized as a whole.

According to the traveling support method of the first modification, when the own vehicle A is stopped or stopped (S11: Yes), the vehicle is stopped at a position shorter than the first target stop interval d1 from the own vehicle. When the front vehicle B (S13: Yes) moves backward and approaches the own vehicle A (S14: Yes), the own vehicle A is moved backward from the rear vehicle C to a position where the second target stop interval d2 is reached (S13: Yes). S16).

When the own vehicle A moves backward in this way, the front vehicle B can move further to the rear, which is the side of the own vehicle A, by the amount that the own vehicle A moves to the rear. As a result, a space for the oncoming vehicle D to pass can be secured in front of the front vehicle B, and the oncoming vehicle D can turn right. As a result, congestion in the oncoming lane is suppressed, and traffic efficiency can be improved as a whole. In addition, since a program that executes control when the rear vehicle C approaches as shown in FIG. 2 can be diverted and developed, the traffic conditions can be optimized in more situations while reducing the software development man-hours. Can be planned.

(Second modification)
In the first embodiment, as shown in FIG. 2, when the rear vehicle C is stopped (S13: Yes) and it is detected that the rear vehicle C approaches the own vehicle A (S14: Yes). Yes), as shown in step S16, the own vehicle A is advanced, but the present invention is not limited to this. In the second modification, the control in the case of detecting that the rear vehicle C is completely stopped and then restarted will be described.

When the rear vehicle C is completely stopped and then restarted, the driving support device of the rear vehicle C is often restarted for a specific purpose such as opening a space behind the vehicle. Therefore, when the rear vehicle C is stopped (FIG. 2: S13) and the rear vehicle C restarts and approaches the own vehicle A (S14), the own vehicle A is shown in step S16. To move forward. In this way, instead of detecting the approach of the rear vehicle C to the own vehicle A as shown in FIG. 2, by detecting the restart of the rear vehicle C after the stop, the rear vehicle C further determines. The need for rear space formation can be detected with high accuracy. As a result, it is possible to further improve traffic efficiency.

(Third modification example)
Further, in the third modification, the control when the rear vehicle C is in the stop control in still another situation will be described.

For example, in order to suppress energy consumption at the time of restarting, the driving support device of the rear vehicle C may perform stop control so that the vehicle is not completely stopped and the driving time at low speed is long. .. While the rear vehicle C is driving slowly in this way, as shown in FIG. 2A, the rear vehicle C detects that the oncoming vehicle D is about to make a right turn, and controls to make a space behind. There is.

In such a case, the distance between the own vehicle A and the rear vehicle C is less than d1 (S13: Yes), and the rear vehicle C is in the stop control and approaches the own vehicle A by driving slowly. In the case (S14: Yes), the own vehicle A is advanced as shown in step S16. As a result, it is possible to further optimize the traffic situation by including the judgment specific to a specific situation.

(Second Embodiment)
In the first embodiment, the own vehicle A is started regardless of the front situation such as the driving state of the front vehicle B, but the present invention is not limited to this. In the present embodiment, the control for determining whether or not the own vehicle A can be started will be further described according to the situation ahead.

FIG. 5 is a flowchart showing the running support control of the second embodiment. According to this figure, the control of step S21 is added between steps S15 and S16 as compared with the traveling support control of the first embodiment shown in FIG.

In step S21, the controller 180 (progressability determination unit 184) determines whether or not the own vehicle A is in a state in which it can proceed within a predetermined time (for example, 3 seconds). Specifically, the controller 180 detects that the traffic light in front changes from a non-progressable (red) to a progressable (blue) display within a predetermined time based on the surrounding conditions acquired by the surrounding information acquisition unit 183. In that case, when the brake lamp of the vehicle B in front detects a change from lighting to extinguishing, it is determined that the own vehicle A is in a state where it can proceed within a predetermined time. If it is not determined that the own vehicle A can proceed within a predetermined time (S21: No), the process of step S16 is further executed. When it is determined that the own vehicle A can proceed within a predetermined time (S21: Yes), the main traveling support control is terminated.

By doing so, even when the rear vehicle C approaches the own vehicle A, if the rear vehicle C is in a state where it can start, the rear vehicle C does not try to form a rear space and starts. I am preparing for. Therefore, in such a case, by suppressing the advance of the own vehicle A, unnecessary space formation support of the own vehicle A can be suppressed, so that the fuel consumption can be reduced by reducing the number of starts and the carrier of the own vehicle A can be reduced. It is possible to prevent giving a feeling of strangeness to.

As another example, even when the front vehicle B moves backward toward the own vehicle A, the front vehicle B may try to parallel park in a parking space existing on the side of the own vehicle. Even in such a case, by suppressing the space formation support of the own vehicle A, it is possible to suppress unnecessary space formation support of the own vehicle A.

(Fourth modification)
In the second embodiment, when it is determined that the own vehicle A can proceed within a predetermined time (S21: Yes), the main traveling support control is not performed, but the present invention is not limited to this. In addition, if the vehicle cannot be parked or stopped at the destination to which the vehicle moves forward or backward, the main driving support control is not performed.

If it can be determined from the map information that the destination is a place where stopping is prohibited (the entrance / exit of the police and fire department), this driving support control may hinder the start of the emergency vehicle. Further, if the own vehicle A stops at the position of the destination, there is a risk of obstructing the course of the parked vehicle that joins the main line from the side and the front vehicle B that attempts parallel parking to the side. In such a case, the traffic efficiency can be optimized as a whole by suppressing the space formation support of the own vehicle A.

Although the embodiments of the present invention have been described above, the above embodiments are only a part of the application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiments. do not have. Further, although the above-described embodiments and modifications have been described as individual embodiments and modifications, respectively, they may be combined as appropriate.

100 Driving support device 180 Controller 183 Surrounding information acquisition unit 184 Progressability judgment unit 185 Driving support unit

Claims (8)

It is a driving support method that supports the driving of the own vehicle according to the surrounding conditions and controls the stopping of the vehicle in front or behind in the same lane at the first target stop interval.
When the own vehicle is performing the stop control, or when the stop control is completed and the vehicle is stopped, the vehicle is adjacent to one of the front and the rear in the same lane and is a predetermined distance from the vehicle. When another vehicle that has been controlled to stop or stopped at a shorter position approaches the own vehicle, the first target stop interval is shorter than the first target stop interval from the stop target on the other side of the front and the rear. 2 A traveling support method for moving the own vehicle to a position where the target stop interval is reached. The driving support method according to claim 1.
A traveling support method for moving the own vehicle from the stop target object to a position at the second target stop interval when the other stopped vehicle starts and approaches the own vehicle. The driving support method according to claim 1.
A traveling support method for moving the own vehicle from the stop target to a position at the second target stop interval when the other vehicle that is controlling the stop approaches the own vehicle at a predetermined speed or less. .. The driving support method according to any one of claims 1 to 3.
When the own vehicle is performing the stop control, the first target stop interval is shorter as the speed of the own vehicle is slower. The driving support method according to any one of claims 1 to 4.
A traveling support method for advancing the own vehicle from the front stop target object to a position at the second target stop interval when the other vehicle approaches the own vehicle from the rear. The driving support method according to any one of claims 1 to 4.
When the other vehicle, which is the stop target object existing in the front, approaches the own vehicle, the own vehicle is moved backward from the rear stop target object to a position at the second target stop interval. Method. The driving support method according to any one of claims 1 to 6.
A traveling support method that prohibits the movement of the own vehicle when it is determined that the own vehicle can start based on the state information regarding the stop target. It is a travel support device equipped with a controller that supports the travel of the own vehicle according to the surrounding conditions and controls the vehicle to stop at the first target stop interval for the front or rear stop target in the same lane.
The controller is adjacent to one of the front and the rear in the same lane when the own vehicle is performing the stop control or the stop control is completed and the vehicle is stopped. When another vehicle that has been controlled to stop or stopped at a position shorter than a predetermined distance from the vehicle approaches the own vehicle, the first target stop interval from the stop target on the other side of the front and the rear. A travel support device that moves the own vehicle to a position that is shorter than the second target stop interval.

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