JP4993429B2 - Driving judgment support device, driving judgment support method, and vehicle - Google Patents

Description

  The present invention relates to a driving determination support device that supports driving of a vehicle, a driving determination support method, and a vehicle including the same.

  In this specification, the vehicle includes various moving bodies such as an automobile, a motorcycle, a straddle-type four-wheel drive vehicle, and a small boat.

  Conventionally, a device that supports a safe driving operation in a road environment in which a plurality of other vehicles exist around the host vehicle has been proposed (see, for example, Patent Documents 1, 2, 3, and 4). In such a device, the degree of danger of each collision is determined from the relative motion between each other vehicle and the host vehicle, the driver is alerted to the danger, and further, appropriate avoidance behavior is presented or operational assistance is provided. .

  In the potential danger detection device for automobiles disclosed in Patent Document 1, a collision predicted from the relative movement between the own vehicle actually recognized by the environment recognition unit and another vehicle is regarded as a primary danger, and the risk of the primary danger is determined. Derived based on the estimated time to the collision. According to this patent document 1, in determining the overall risk level, not only the risk levels of various primary risks, but also the risk levels that occur in association with the avoidance operation for the primary risks are considered. It is said that it is necessary.

  Therefore, the overall potential primary danger that occurs due to various sudden movement changes (for example, sudden braking) of the host vehicle is defined as the secondary danger corresponding to the sudden movement change. Then, assuming that the secondary danger has occurred, the risk degrees of various primary dangers are evaluated based on the assumed exercise, and the average value is derived as the risk degree of the secondary danger.

In addition, weights are assigned to the risk levels of the various primary hazards and secondary hazards determined in this way and added together to derive the overall risk potential of the situation, depending on the value. By issuing an alarm, the driver can be alerted to potential dangers.
Japanese Patent Laid-Open No. 7-65295 Japanese Patent Application Laid-Open No. 10-211886 JP 2004-157910 A Japanese Patent Laid-Open No. 06-162396

  However, the latent danger detection device described in Patent Document 1 does not assume a sudden change in the operation of another vehicle in determining the risk level of the primary danger. In addition, it is said that various sudden changes in the operation of the host vehicle, which is a factor of secondary danger, in order for the driver to avoid primary danger, which sudden action change is effective as the primary danger avoidance action. There is no explanation for the estimation of the existence.

  In assessing the risk level of secondary danger, regardless of whether or not the sudden movement change of the own vehicle is made to avoid the primary danger, it is purely how much the various sudden movement changes of the own vehicle are. It is only evaluated by the average value whether it will cause the primary risk of the risk.

  The risk levels of the various primary hazards and secondary hazards obtained as described above are weighted and added together to derive the overall risk level, and the value is presented to the driver. Even so, it is impossible for the driver to determine the individual dangers to which attention should be paid in the situation, the danger level, and the avoidance operation that does not cause an effective and secondary risk.

  On the other hand, the vehicle steering device disclosed in Patent Document 2 and the recommended operation amount generator for vehicle disclosed in Patent Document 3 are cases where there are a plurality of other vehicles with high risk around the host vehicle. However, the operation for avoiding them at the same time is estimated.

  In the vehicle steering apparatus of Patent Document 2, the potential risk level is obtained from the relative motion state information output from the obstacle recognition means. In addition, the recommended operation amount generation device for a vehicle disclosed in Patent Document 3 exhibits an assist function for an operation related to a lane after evaluating the relative movement between the vehicle and the object and the traveling position of the road.

  However, in these conventional apparatuses, the degree of risk assuming a sudden change in the sudden movement of at least one of the host vehicle and the other vehicle is not evaluated. That is, it can be considered that the driver always maintains a safe relative relationship with a sufficient margin that cannot be established as a risk factor even if the operation of another vehicle suddenly changes.

  However, this forces the driver to generate a relative relationship that is more than necessary even for other vehicles that can be avoided if the driver pays attention. However, in many scenes of actual driving, it is difficult to establish such a relative relationship that is more than necessary with respect to all other surrounding vehicles.

  In this case, for some other vehicles, driving is allowed with the possibility of the danger becoming apparent due to sudden changes in the sudden movements. Because there is no assumption of sudden change, there is no guarantee that it can be safely avoided.

  Even if the manifested danger can be avoided, the avoidance operation may cause a collision with another vehicle.

  The on-vehicle safe driving support device of Patent Document 4 performs rear-end collision prediction assuming the occurrence of sudden braking of the preceding vehicle and the occurrence of sudden braking of the host vehicle to avoid the rear-end collision with the preceding vehicle, and the risk of rear-end collision. When the vehicle is large, a warning is given to the driver of the vehicle and the following vehicle. Further, the rear-end collision prediction of the following vehicle with respect to the own vehicle is performed by the same method, and a warning is given to the driver of the own vehicle and the following vehicle when the risk of the rear-end collision is large.

  However, the in-vehicle safe driving support device of Patent Document 4 merely alerts each of the dangers of rear-end collision of the own vehicle to the preceding vehicle and rear-end collision of the subsequent vehicle to the own vehicle.

  For example, when the inter-vehicle distance between the preceding vehicle and the host vehicle is relatively large, it is conceivable that the driver of the host vehicle adjusts the strength of the brake in response to the sudden braking of the preceding vehicle. However, at this time, the risk of rear-end collision of the following vehicle with the own vehicle is predicted on the assumption of sudden braking of the own vehicle, and a warning is given, so the driver is forced to have a safe distance from the following vehicle more than necessary. become. As a result, it is difficult to perform driving in accordance with the actual driving environment, and driving support may be troublesome for the driver.

  As described above, in the conventional apparatus, it is difficult to prevent and avoid dangers in the driving environment while performing driving in accordance with the actual driving environment.

  It is an object of the present invention to provide a driving determination support device, a driving determination support method, and a driving determination support device that can prevent and avoid a danger that is latent in the driving environment while the driver performs driving according to a more realistic driving environment. Is to provide a vehicle.

(1) A driving determination support apparatus according to a first aspect of the present invention is a driving determination support apparatus that supports a driver's determination related to driving, and a collision that may occur due to a change in operation of at least one of the host vehicle and another vehicle. Storage means for storing a plurality of levels of potential risk indicating the degree of danger of the vehicle, a relative speed vector between the host vehicle and the other vehicle, and a distance between the host vehicle and the other vehicle, and a current state between the host vehicle and the other vehicle calculation means for calculating the relative velocity vector and the current inter-vehicle distance, based on the relationship stored in the current relative velocity vector and the current following distance and the storage means of the host vehicle and another vehicle calculated by the calculating means , our current relative velocity vector of the potential risk assessment means for assessing the level of current potential risks of the vehicle with respect to another vehicle, the vehicle and the other vehicle calculated by the calculating means Beauty based on the level of current potential risks that are evaluated by the current following distance and potential risk assessment means, assuming a maximum operating changes in other vehicles to improve the current level of potential risk to other vehicles, other that are supposed In order to keep the potential risk below a predetermined level by performing an avoidance action on the movement change of the vehicle, the magnitude of the minimum speed change vector of the own vehicle is set in a plurality of directions of the own vehicle. Changes in the movement of the host vehicle in a plurality of directions with the margin obtained using the magnitude of the speed change vector of the host vehicle and the maximum acceleration of the host vehicle as the primary risk margin, obtained for each of the movement changes. a margin evaluating means for evaluating for each, based on the to-primary risk margin of the operation changes to a plurality of directions of the vehicle is evaluated by margin evaluation unit, the other vehicle The operation changes as the operation change of the vehicle to avoid the risk of collision to result, in the operation changes to a plurality of directions of the vehicle, the operation changes in a direction having a larger pair primary risk margin preferentially selected, another includes a determination information generating means for generating a determination information including the recommended operating the selected operation changes, and information presentation means for presenting the determination information generated by the determination information generating means to the driver The maximum movement change of other vehicles that increases the current level of potential risk for the vehicle is that the other vehicle is assumed to be able to move in multiple directions at maximum acceleration with preset vehicle performance. Among the movement changes in multiple directions at the maximum acceleration, this is the movement change that maximizes the current potential risk level. The degree of risk against primary risk increases as the speed change vector of the host vehicle decreases. And it is calculated | required by the calculation which becomes so large that the maximum acceleration of the own vehicle is large .

In the driving determination support device according to the present invention, a plurality of levels of potential risk indicating the degree of danger of a collision that may occur due to a change in operation of at least one of the host vehicle and the other vehicle, and the relative speed between the host vehicle and the other vehicle. The relationship between the vector and the inter-vehicle distance between the host vehicle and the other vehicle is stored by the storage means. Current relative velocity vector and the current inter-vehicle distance between the host vehicle and another vehicle is calculated by the calculation means. Based on the relationship stored in the current relative velocity vector and the current following distance and the storage means of the host vehicle and another vehicle calculated by the calculating means, the current level of potential risks of the vehicle to the other vehicle potential risks It is evaluated by the evaluation means. Further, based on the current relative velocity vector and the current level of potential risks which are evaluated by the current following distance and potential risk assessment means between the vehicle and the other vehicle calculated by the calculating means, the current potential for other vehicles risk is level the maximum operating changes in other vehicles supposed to increase the minimum in order to reduce the risk potential below a predetermined level to by the host vehicle performs the avoidance operation to the operation change of the other vehicle that is supposed The required size of the speed change vector of the host vehicle is obtained for each of the changes in the movement of the host vehicle in a plurality of directions, and the size of the speed change vector of the host vehicle and the maximum acceleration of the host vehicle are used. The required margin is evaluated by the margin evaluation means for each of the movement changes of the host vehicle in a plurality of directions as a primary risk margin. The operation of the host vehicle for avoiding the danger of a collision caused by the operation change of the other vehicle based on the first-order risk margin for the operation change in a plurality of directions of the host vehicle evaluated by the margin evaluation means. As the change , there is preferentially selected an operation change in a direction having a greater degree of primary danger margin among the operation changes in the plurality of directions of the own vehicle, and determination information including the selected operation change as a recommended operation It is generated by the judgment information generating means. The generated determination information is presented to the driver by the information presenting means.

Thus, judgment information based on the degree of danger of collision that may occur due to a change in the operation of at least one of the host vehicle and the other vehicle and the primary danger margin is presented to the driver. Therefore, the driver can prevent and avoid the danger that is latent in the driving environment. In addition, the driver can easily grasp how much margin can be avoided by the change in the operation of the host vehicle with respect to the assumed change in the operation of the other vehicle . As a result, the driver can prevent and avoid dangers in the driving environment while driving in accordance with a more actual driving environment.

(2) The calculating means further calculates a current relative speed vector and a current inter-vehicle distance between the host vehicle and another other vehicle, and the potential risk evaluating means is another vehicle different from the host vehicle calculated by the calculating means. Based on the current relative speed vector and the current inter-vehicle distance and the relationship stored in the storage means, the current potential risk level of the host vehicle with respect to another other vehicle is evaluated. Based on the current relative speed vector and the current inter-vehicle distance between the host vehicle and another vehicle calculated by the above and the current potential risk level of the host vehicle with respect to another other vehicle evaluated by the potential risk evaluation means , the magnitude of the velocity change vectors acceptable vehicle to suppress the increase in the level of potential risk to another of the other vehicle by avoiding operation of the vehicle within a predetermined range of the vehicle Determined for each of the operation changes to several directions, of the vehicle a margin represented by using the maximum acceleration magnitude and the vehicle speed change vector of the vehicle determined as pairs secondary risk margin plurality Each of the movement changes in the direction is evaluated, and the secondary risk margin is obtained by calculation such that it increases as the allowable speed change vector of the host vehicle increases and decreases as the maximum acceleration of the host vehicle increases. The determination information generation means is configured to determine the degree of the own vehicle in a plurality of directions based on the degree of primary danger margin and the degree of secondary danger margin evaluated with respect to the movement change of the own vehicle in a plurality of directions. as an operation change of the vehicle to avoid danger from operation change of the collision, of the operation changes to a plurality of directions of the vehicle, the direction having a larger pair primary risk margin and contralateral secondary risk margin Select operation change, and generates a determination information including the recommended operating behavior change selected.

In this case, the current relative speed vector and the current inter-vehicle distance between the host vehicle and another vehicle are further calculated by the calculation means. Based on the current relative speed vector calculated by the calculation means and the other relative vehicle, the current inter-vehicle distance, and the relationship stored in the storage means, the current potential risk of the own vehicle relative to the other other vehicle is calculated. Levels are assessed by potential risk assessment tools. Based on the current relative speed vector and the current inter-vehicle distance between the host vehicle and another vehicle calculated by the calculation means, and the current potential risk level of the host vehicle with respect to another other vehicle evaluated by the potential risk evaluation means Thus, the size of the vehicle's speed change vector that can be allowed to suppress an increase in the level of potential risk to another vehicle due to the avoidance operation of the own vehicle within a predetermined range is a change in the operation of the own vehicle in a plurality of directions. The degree of margin expressed using the magnitude of the speed change vector of the subject vehicle and the maximum acceleration of the subject vehicle is a secondary risk margin, and the change in the operation of the subject vehicle in a plurality of directions. Each is evaluated by a margin evaluation means . Based on the primary danger margin and secondary danger margin evaluated for the movement change of the vehicle in multiple directions by the margin evaluation means, the collision risk is avoided from the movement change of the vehicle in multiple directions. As the movement change of the own vehicle for performing the movement, the change in the movement of the own vehicle in a direction having a larger degree of primary danger margin and a degree of secondary danger margin is determined by the determination information generation means. Decision information including the selected operation change as a recommended operation is generated.

As a result, the driver can easily grasp the margin for suppressing the increase in the level of potential risk with respect to other vehicles that can increase in a chain manner due to the change in the operation of the own vehicle within a predetermined range.

(3) The margin evaluation means calculates the sum of the primary danger margin for another vehicle and the minimum value of the secondary danger margin for another vehicle for each of the movement changes of the host vehicle in a plurality of directions. The maximum value of the sums calculated for the movement changes of the host vehicle in a plurality of directions is calculated, and the change in the movement of the host vehicle for avoiding the primary danger caused by the change in the movement of the other vehicle is calculated . it may be calculated as the overall margin.

In this case, the sum of the primary danger margin for the other vehicle and the minimum value of the secondary danger margin for another vehicle is calculated by the margin evaluation means for each of the movement changes of the host vehicle in a plurality of directions. Is done. The maximum value among the sums calculated for the movement changes of the host vehicle in a plurality of directions is the total of the changes in the movement of the host vehicle for avoiding the primary danger caused by the movement change of the other vehicle. It is calculated as the margin.

As a result, the driver can easily grasp the overall margin of the change in the operation of the host vehicle when performing the avoidance operation against the manifestation of the primary danger caused by the change in the operation of the other vehicle.

( 4 ) The determination information generation unit may generate determination information including information for identifying other vehicles when the total margin evaluated by the margin evaluation unit is smaller than a predetermined value.

In this case, when the overall margin is smaller than the predetermined value, determination information including information for identifying other vehicles is presented to the driver. Thereby, the driver, when the level of the potential risks are assumed avoidance operation for high another vehicle, even if could avoid the danger by other vehicles, the collision of the avoidance behavior to another of the other vehicle It can be easily grasped that it can be a factor.

(5) The determination information generation means is calculated by the margin evaluation means among the movement changes of the host vehicle in a plurality of directions when the total margin evaluated by the margin evaluation means is smaller than a predetermined value . An operation change that maximizes the sum may be selected as a recommended operation, and determination information including information for identifying another vehicle and the recommended operation may be generated.

In this case, when the overall margin is smaller than the predetermined value , the motion change that maximizes the sum calculated by the margin evaluation means is selected as the recommended motion among the motion changes in the plurality of directions of the host vehicle . Information for identifying other vehicles and determination information including recommended actions are presented to the driver.

  As a result, the driver can grasp the avoidance operation with a high overall margin in advance in preparation for the realization of the primary danger. Therefore, even if the primary danger becomes apparent, the driver can quickly perform an operation for an avoidance operation with time and spirit.

(6) driving determination support device, when the level of the potential risks that are evaluated by the potential risk assessment means is above a predetermined level, based on the relative velocity vector and the headway distance between the host vehicle and another vehicle calculated by the calculating means Primary risk manifesting determination means for determining whether another vehicle is in the process of actualizing the danger of a collision, and the determination information generating means is the determination result and margin of the primary risk manifesting determination means The determination information may be generated based on the total margin evaluated by the evaluation unit.

In this case, when the level of the potential risk is equal to or higher than a predetermined level, the process of making the danger of the collision of the other vehicle based on the relative speed vector and the inter-vehicle distance between the own vehicle and the other vehicle by the primary danger revealing determination means. Is determined, and determination information is generated based on the determination result of the primary risk manifesting determination means and the overall margin.

Thereby, when the level of the potential risk is high, determination information based on whether or not the other vehicle is in the process of actualizing the danger of the collision and the comprehensive margin is presented to the driver. Therefore, the driver can quickly determine whether or not the avoidance operation should be performed immediately, and can easily grasp the overall margin of change in the operation of the host vehicle.

(7) The determination information generation means, when it is determined by the primary danger revealing determination means that the other vehicle is in the process of revealing the danger of collision, the margin of the change in operation of the own vehicle in a plurality of directions An operation change that maximizes the sum calculated by the evaluation unit may be selected as a recommended operation, and information for identifying another vehicle and determination information including the recommended operation may be generated.

In this case, when it is determined that the other vehicle is in the process of materializing the risk of collision , the movement change that maximizes the sum calculated by the margin evaluation means among the movement changes of the own vehicle in a plurality of directions is performed. Information for identifying another vehicle and determination information including the recommended action is presented to the driver as a recommended action.

  Thus, the driver can reduce not only the danger of a collision with another vehicle but also the degree of the danger of a collision with another vehicle that can occur in a chain by the avoidance operation.

(8) The potential risk evaluation means includes a first relative speed component in a direction in which the other vehicle approaches the host vehicle, a second relative speed component in a direction orthogonal to the first relative speed component, and the host vehicle and the other vehicle. based on the inter-vehicle distance may be evaluated the level of potential risk.

In this case, the level of potential risk can be easily evaluated based on the first relative speed component in the direction approaching the host vehicle, the second relative speed component in the direction orthogonal thereto, and the inter-vehicle distance.

(9) The determination information generation means may generate determination information including information for identifying other vehicles when the level of the potential risk evaluated by the potential risk evaluation means is equal to or higher than a predetermined level.

In this case, when the level of potential risk is equal to or higher than a predetermined level, determination information including information for identifying other vehicles is presented to the driver. Thereby, the driver can easily grasp the level is high other vehicles potential risks. As a result, it is possible to level of potential risk to prevent and avoid the risk by the operation change of the high other vehicles.

(10) The driving determination support device evaluates the degree of collision risk predicted based on the current relative speed vector between the host vehicle and the other vehicle calculated by the calculation unit and the current inter-vehicle distance as an apparent risk. An evaluation unit may be further included, and the determination information generation unit may generate the determination information based on the level of the latent risk evaluated by the latent risk evaluation unit and the actual risk evaluated by the actual risk evaluation unit.

In this case, the degree of risk of collision is predicted based on the current relative velocity vector and the current inter-vehicle distance between the host vehicle and another vehicle is evaluated by manifest risk assessment means as evident risk, the level and overt risk potential risks Based on this, determination information is generated by the determination information generation means.

As a result, the degree of collision risk predicted based on the current relative velocity vector between the host vehicle and the other vehicle and the current inter-vehicle distance, and a collision that may occur due to a change in the operation of at least one of the host vehicle and the other vehicle. Judgment information based on the degree of danger is presented to the driver. Therefore, the driver can prevent and avoid the danger and the potential danger that are manifested in the driving environment. As a result, it is possible to perform driving in accordance with the actual driving environment.

( 11 ) The actual risk evaluation means may evaluate the actual risk based on a relative speed component in a direction in which the other vehicle approaches the host vehicle and a distance between the host vehicle and the other vehicle.

  In this case, the apparent risk can be easily evaluated based on the relative speed component in the direction in which the other vehicle approaches the host vehicle and the inter-vehicle distance between the host vehicle and the other vehicle.

(12) determining information generating means, when the level of the potential risks evaluated manifested risk is evaluated by low and potential risk level evaluation means than a predetermined value due to occurrence risk assessment means is above a predetermined level, the other vehicle Determination information including information for identification may be generated.

In this case, when the actual risk is lower than the predetermined value and the level of the potential risk is equal to or higher than the predetermined level, determination information including information for identifying other vehicles is presented to the driver.

As a result, even if the level of potential risk is high and the apparent risk is low, it is difficult to accurately recognize the degree of danger of other vehicles. In addition, the driver can be alerted in advance to other vehicles. Therefore, the driver can quickly avoid the danger even when the danger becomes obvious due to a change in the operation of the other vehicle.

(13) driving determination support device, when the level of the potential risks that are evaluated by the potential risk assessment means is above a predetermined level, between the host vehicle and another vehicle calculated by the calculation means in the current relative velocity vector and the current The system further comprises primary risk manifesting determination means for determining whether another vehicle is in the process of actualizing the danger of a collision based on the inter-vehicle distance, and the determination information generating means is the potential evaluated by the potential risk evaluating means. based on the determination result of the level and the primary risk manifestation determination means risks may generate the determination information.

Whether this case, when the level of the potential risk of a predetermined level or more, in the vehicle and the current relative velocity vector and the course of another vehicle based on the current inter-vehicle distance risk of manifestation of collision with another vehicle Is determined by the primary risk revealing determination means, and determination information is generated based on the potential risk level and the determination result of the primary risk actualization determination means.

Thereby, when the level of the potential risk is high, the determination information based on whether or not the other vehicle is in the process of making the danger of the collision appear is presented to the driver. Therefore, the driver can immediately grasp whether or not some avoidance operation should be performed.

(14) The primary risk manifesting determination means is a current relative velocity vector between the host vehicle and the other vehicle calculated by the calculation means when the level of the potential risk evaluated by the potential risk evaluation means is equal to or higher than a predetermined level. The other vehicle by predicting the relative speed vector after a predetermined time based on the current time and predicting the level of potential risk after the predetermined time based on the predicted relative speed vector and the current inter-vehicle distance between the host vehicle and the other vehicle. It may be determined whether or not is in the process of materializing the risk of collision.

In this case, when the level of the potential risk is equal to or higher than the predetermined level, the relative speed vector after a predetermined time is predicted based on the current relative speed vector between the own vehicle and the other vehicle, and the predicted relative speed vector and the own vehicle are predicted. the current level of potential risk after a predetermined time based on distance to the other vehicle is predicted. Thereby, it is easily determined whether or not the other vehicle is in the process of making the danger of collision manifest.

( 15 ) The determination information generation means includes determination information including information for identifying the other vehicle when the primary danger appearance determination means determines that the other vehicle is in the process of actualizing the collision risk. It may be generated.

  In this case, when it is determined that the other vehicle is in the process of materializing the risk of collision, determination information including information for identifying the other vehicle is presented to the driver. As a result, the driver can immediately perform some sort of avoidance operation.

(16) The driving judgment support device evaluates the risk level of the collision predicted based on the current relative speed vector and the current inter-vehicle distance calculated by the calculation unit , the current relative speed vector, and the actual risk evaluation. And the other vehicle based on the current relative speed vector and the current inter-vehicle distance calculated by the calculating means when the level of the potential risk evaluated by the means and the potential risk evaluating means is equal to or higher than a predetermined level. And a primary risk manifesting determination unit that determines whether or not the risk of collision is in the process of actualizing a collision risk, and the determination information generating unit includes the manifest risk and the primary risk manifestation evaluated by the manifest risk assessment unit The determination information may be generated based on the determination result of the conversion determination means.

In this case, the risk level of collision predicted based on the own vehicle and the other vehicle, the current relative speed vector, and the current inter-vehicle distance is evaluated as an actual risk by the actual risk evaluation means. Further, when the level of the potential risks is higher than the predetermined level, whether the own vehicle and another vehicle and the current relative velocity vector and the other vehicle is a manifestation of a risk of collision processes based on the current inter-vehicle distance Judgment information is generated based on the actual risk and the determination result of the primary risk actualization determination means.

  Thereby, judgment information based on whether or not the actual risk and the danger of collision are in the process of actualization is presented to the driver. Therefore, the driver can immediately grasp whether or not some avoidance operation should be performed.

( 17 ) The determination information generation means includes information for identifying the other vehicle and the actual risk evaluation means when it is determined by the primary danger appearance determination means that the other vehicle is in the process of making the collision risk manifest. Judgment information including the apparent risk evaluated by the method may be generated.

  In this case, when it is determined that the other vehicle is in the process of actualizing the danger of a collision, information for identifying the other vehicle and determination information including the actual risk are presented to the driver. As a result, the driver can easily grasp the manifestation of the risk of collision and the degree of urgency.

(18) A driving determination support method according to a second aspect of the present invention is a driving determination support method for supporting a driver's determination related to driving, and a collision that may occur due to a change in operation of at least one of the host vehicle and another vehicle. Storing a plurality of levels of potential risk indicating a degree of danger of the vehicle, a relative speed vector between the host vehicle and the other vehicle, and a relationship between an inter-vehicle distance between the host vehicle and the other vehicle ; calculating a relative velocity vector and the current inter-vehicle distance, based on the relationship that the current relative velocity vector is calculated and the current following distance and storing, assess the level of current potential risks of the vehicle to other vehicles steps and, based current relative velocity vector is calculated and the level of the current inter-vehicle distance and estimated current potential risks versus the other vehicle That increase the level of current potential risks assuming maximum operating changes in other vehicle, the predetermined level below the potential risk by the vehicle performs the avoidance operation with respect to the operation change of the other vehicle that is supposed The size of the speed change vector of the own vehicle necessary to suppress it is determined for each of the changes in the movement of the own vehicle in a plurality of directions, and the magnitude of the obtained speed change vector of the own vehicle and the maximum acceleration of the own vehicle are calculated. A step of evaluating each of the changes in the movement of the host vehicle in a plurality of directions with a margin expressed by using the margin as a primary risk margin, and a pair of the evaluated changes in the movement of the host vehicle in a plurality of directions. based on the risk margin, the operation change of the other vehicle as a behavior change of the vehicle to avoid the risk of collision to result, in the operation changes to a plurality of directions of the vehicle, larger-one primary risk margin The operation changes in direction to select preferentially with, comprising the steps of generating a determination information including the recommended operating behavior changes with the selected and presenting the generated judgment information to the driver, other vehicles The maximum movement change of other vehicles that increase the current level of potential risk to the maximum of other vehicles, assuming that other vehicles can move in multiple directions with maximum acceleration due to preset vehicle performance. Among the movement changes in a plurality of directions at the acceleration of the vehicle, the movement change increases the current level of potential risk, and the degree of first-order risk margin increases as the speed change vector of the host vehicle decreases and It is obtained by a calculation that increases as the maximum acceleration increases .

In the driving judgment support method according to the present invention, a plurality of levels of potential risk indicating the degree of danger of a collision that may occur due to a change in the operation of at least one of the host vehicle and the other vehicle, and the relative speed between the host vehicle and the other vehicle. The vector and the relationship between the distance between the host vehicle and the other vehicle are stored. Current relative velocity vector and the current inter-vehicle distance between the host vehicle and another vehicle is calculated. Current relative velocity vector and the current inter-vehicle distance between the host vehicle and another vehicle is calculated and based on the relationship stored, the current level of potential risks of the vehicle is evaluated for other vehicle. Further, based on the current relative velocity vector and level of the current inter-vehicle distance and estimated current potential risks of the host vehicle and another vehicle is calculated, of the other vehicle to increase the current level of potential risk to other vehicle The maximum change in the speed of the host vehicle that is required to keep the potential risk below a predetermined level by performing the avoidance action against the assumed change in the operation of the other vehicle. The magnitude of the vector is obtained for each of the movement changes of the host vehicle in a plurality of directions, and the degree of margin obtained by using the calculated magnitude of the speed change vector of the host vehicle and the maximum acceleration of the host vehicle is a first-order pair. The risk margin is evaluated for each change in the operation of the vehicle in a plurality of directions . Based on paired primary risk margin of the operation changes to a plurality of directions of the evaluated vehicle, as an operation change of the vehicle to avoid the risk of collision to result the operation change of the other vehicle, the vehicle Among the movement changes in a plurality of directions, a movement change in a direction having a larger degree of first-order risk margin is preferentially selected, and determination information including the selected movement change as a recommended action is generated. The generated determination information is presented to the driver.

Thus, judgment information based on the degree of danger of collision that may occur due to a change in the operation of at least one of the host vehicle and the other vehicle and the primary danger margin is presented to the driver. Therefore, the driver can prevent and avoid the danger that is latent in the driving environment. In addition, the driver can easily grasp how much margin can be avoided by the change in the operation of the host vehicle with respect to the assumed change in the operation of the other vehicle . As a result, the driver can prevent and avoid dangers in the driving environment while driving in accordance with a more actual driving environment.

(20) a vehicle according to the third invention includes a vehicle body to travel by the operation of the driver, and a driving decision support apparatus for supporting the determination relating to the operation of the driver, the driver determination support device, vehicle and other The relationship between multiple levels of potential risk that indicates the degree of danger of a collision that may occur due to a change in the operation of at least one of the vehicles, the relative speed vector between the host vehicle and the other vehicle, and the inter-vehicle distance between the host vehicle and the other vehicle. storage means for storing for the own vehicle and the current relative velocity vector and calculating means for calculating the current distance to the other vehicle, the current between the vehicle and the other vehicle calculated by the calculating means relative velocity vector and the current based on the inter-vehicle distance and the relationship stored in the storage means, and potential risks evaluating means for evaluating the level of current potential risks of the vehicle with respect to another vehicle, calculated by the calculating means Et a based on the current relative velocity vector and the current level of potential risks which are evaluated by the current following distance and potential risk assessment means between the host vehicle and another vehicle, increase the level of current potential risk to other vehicle Assuming the maximum change in the movement of the vehicle , the minimum amount of the own vehicle required to keep the potential risk below a predetermined level by the own vehicle performing avoidance action against the assumed change in the operation of other vehicles The magnitude of the speed change vector is obtained for each of the changes in the movement of the host vehicle in multiple directions, and the margin expressed by using the obtained speed change vector magnitude of the host vehicle and the maximum acceleration of the host vehicle is compared. a margin evaluating means as a primary risk margin evaluated for each of the operation changes to a plurality of directions of the vehicle, the operation of the plurality of directions of the vehicle is evaluated by margin evaluation means Based on paired primary risk margin for reduction, as an operation change of the vehicle to avoid the risk of collision to result the operation change of the other vehicle, among the operations change in the plurality of directions of the vehicle, more A judgment information generating unit that preferentially selects a movement change in a direction having a large degree of primary danger margin and generates a determination information including the selected movement change as a recommended action; Information presenting means for presenting the judgment information to the driver, and the maximum operation change of the other vehicle that increases the current potential risk level for the other vehicle is the maximum due to the vehicle performance that the other vehicle is preset in a plurality of directions. Assuming that the vehicle can move at a certain acceleration, it is the motion change that increases the current potential risk level among the motion changes in multiple directions at the maximum acceleration of the other vehicle, and is the primary risk margin. Is The calculation is such that the smaller the speed change vector of the host vehicle is, the larger the maximum acceleration of the host vehicle is.

  In the vehicle according to the present invention, the vehicle body travels by the driving of the driver. In this case, the determination regarding the driving of the driver is supported by the driving determination support device.

In the driving determination support device, a plurality of levels of potential risk indicating the degree of danger of a collision that may occur due to a change in operation of at least one of the host vehicle and the other vehicle, a relative speed vector between the host vehicle and the other vehicle, and The relationship of the inter-vehicle distance between the host vehicle and the other vehicle is stored by the storage means. Current relative velocity vector and the current inter-vehicle distance between the host vehicle and another vehicle is calculated by the calculation means. Based on the relationship stored in the current relative velocity vector and the current following distance and the storage means of the host vehicle and another vehicle calculated by the calculating means, the current level of potential risks of the vehicle to the other vehicle potential risks It is evaluated by the evaluation means. Further, based on the current relative velocity vector and the current level of potential risks which are evaluated by the current following distance and potential risk assessment means between the vehicle and the other vehicle calculated by the calculating means, the current potential for other vehicles risk is level the maximum operating changes in other vehicles supposed to increase the minimum in order to reduce the risk potential below a predetermined level to by the host vehicle performs the avoidance operation to the operation change of the other vehicle that is supposed The required size of the speed change vector of the host vehicle is obtained for each of the changes in the movement of the host vehicle in a plurality of directions, and the size of the speed change vector of the host vehicle and the maximum acceleration of the host vehicle are used. The required margin is evaluated by the margin evaluation means for each of the movement changes of the host vehicle in a plurality of directions as a primary risk margin. The operation of the host vehicle for avoiding the danger of a collision caused by the operation change of the other vehicle based on the first-order risk margin for the operation change in a plurality of directions of the host vehicle evaluated by the margin evaluation means. As the change , there is preferentially selected an operation change in a direction having a greater degree of primary danger margin among the operation changes in the plurality of directions of the own vehicle, and determination information including the selected operation change as a recommended operation It is generated by the judgment information generating means. The generated determination information is presented to the driver by the information presenting means.

Thus, judgment information based on the degree of danger of collision that may occur due to a change in the operation of at least one of the host vehicle and the other vehicle and the primary danger margin is presented to the driver. Therefore, the driver can prevent and avoid the danger that is latent in the driving environment. In addition, the driver can easily grasp how much margin can be avoided by the change in the operation of the host vehicle with respect to the assumed change in the operation of the other vehicle . As a result, the driver can prevent and avoid dangers in the driving environment while driving in accordance with a more actual driving environment.

According to the present invention, judgment information based on the degree of danger of collision that may occur due to a change in the operation of at least one of the host vehicle and the other vehicle and the primary danger margin is presented to the driver. Therefore, the driver can prevent and avoid the danger that is latent in the driving environment. In addition, the driver can easily grasp how much margin can be avoided by the change in the operation of the host vehicle with respect to the assumed change in the operation of the other vehicle . As a result, the driver can prevent and avoid dangers in the driving environment while driving in accordance with a more actual driving environment.

(1) Configuration of Automobile FIG. 1 is a schematic diagram showing a configuration of an automobile provided with a driving determination support device according to an embodiment of the present invention.

  1 includes a main body 101 and wheels 102. In the main body 10, there are an ECU (Electronic Control Unit) 103, a GPS (Global Positioning System) 104, an acceleration sensor 105 for detecting acceleration, a gyro sensor 106 for detecting angular velocity, and a speed. A vehicle speed sensor 107 and a communication device 108 for detection are provided. Further, a plurality of speakers 109 are attached to the driver's seat of the main body 101.

  In the following description, the target automobile 100 is called the own vehicle 0, and the other automobile 100 recognized by the own vehicle 0 is called the other vehicle i. If the number of other vehicles i is N, i is an arbitrary integer from 1 to N. Here, the other vehicle i to be recognized is determined to include the inter-vehicle distance from the host vehicle 0 within the reference value, for example. Further, a subscript 0 is added to each parameter of the host vehicle 0, and a subscript i is added to each parameter of the other vehicle i.

(2) Functional Configuration of Driving Determination Support Device FIG. 2 is a block diagram showing a functional configuration of the driving determination support device mounted on the automobile of FIG.

  As shown in FIG. 2, the driving determination support device 200 includes a traveling environment recognition device 10, a relative motion calculation unit 20, a risk evaluation unit 30, a margin evaluation unit 40, a determination information generation unit 50, and an information presentation device 60. The risk evaluation unit 30, the margin evaluation unit 40, and the determination information generation unit 50 constitute the driving determination unit 70.

  The travel environment recognition device 10 includes the GPS 104, the acceleration sensor 105, the gyro sensor 106, the vehicle speed sensor 107, the communication device 108, and the ECU 103 shown in FIG. The communication device 108 performs inter-vehicle communication. The ECU 103 controls vehicle-to-vehicle communication by the communication device 108 and performs various arithmetic processes.

  The relative motion calculation unit 20 and the driving determination device 70 are realized by the ECU 103 and the program in FIG. The ECU 103 may be shared for vehicle control such as engine control and for the driving determination support apparatus 200, or may be provided independently of the vehicle control ECU.

  As the information presentation device 60, a sound image localization audio system 110 including a plurality of speakers 109 and a sound source controller is used. The sound source controller may be included in the ECU 103. Alternatively, the sound source controller may be configured by an ECU independent of the ECU 103 and may obtain determination information described later from the ECU 103 through communication.

(3) Overall Operation of Exercise Determination Support Device 200 FIG. 3 is a flowchart showing the operation of the drive determination support device 200 of FIG.

  First, the traveling environment recognition device 10 acquires the vehicle states of the host vehicle and other vehicles (step S1). Details of the vehicle state will be described later.

  Next, the relative motion calculation unit 20 calculates the relative motion between each other vehicle and the host vehicle based on the acquired vehicle state of the host vehicle and the other vehicle (step S2). Details of the relative motion will be described later.

  Further, the risk evaluation unit 30 performs risk evaluation for each other vehicle (step S3). In this case, the risk evaluation unit 30 calculates an apparent risk and a potential risk level from the relative motion calculated for each other vehicle, and further calculates a primary risk manifestation determination value for other vehicles having a potential risk level of 2 or more. To do. Details of the actual risk, the potential risk level, and the primary risk actualization determination value will be described later.

  Next, the margin evaluation unit 40 evaluates the margin of the host vehicle (step S4). In this case, the margin evaluation unit 40 calculates the primary risk margin and the secondary risk margin of actions that the own vehicle can take for other vehicles having a latent risk level of 2 or more. Details of the primary danger margin and the secondary danger margin will be described later.

  Next, the determination information generation unit 50 generates determination information (step S5). In this case, the determination information generation unit 50 integrates the actual risk, the latent risk level, the primary risk revealing determination value, the primary risk margin and the secondary risk margin for each other vehicle, and determines the determination information. Generate. Details of the determination information will be described later.

  Finally, the information presentation device 60 presents the determination information to the driver (step S6). The processes in steps S1 to S6 are performed at a cycle of, for example, 0.1 seconds.

(4) Driving environment recognition device 10
FIG. 4 is a schematic diagram showing vehicle states of the host vehicle 0 and the other vehicle i.

  The traveling environment recognition device 10 shown in FIG. 2 determines its own speed, traveling direction, acceleration, acceleration direction, position on the road, etc. based on the output signals of the GPS 104, acceleration sensor 105, gyro sensor 106 and vehicle speed sensor 107 shown in FIG. In addition to acquiring information regarding the vehicle state of the host vehicle 0, information regarding the vehicle state of each other vehicle i is acquired by performing inter-vehicle communication with each other vehicle i using the communication device 108 of FIG.

As shown in FIG. 4, the traveling environment recognition device 10 determines the speed v ⁰ , acceleration a ⁰ , acceleration direction ψ ⁰ , other vehicle of the own vehicle 0 based on information about the vehicle state of the own vehicle 0 and each other vehicle i. The speed v ^{i of i} , the traveling direction θ ⁱ , the acceleration a ⁱ and the acceleration direction ψ ⁱ , the inter-vehicle distance l ⁱ between the host vehicle 0 and the other vehicle ⁱ , and the position ψ ⁱ of the other vehicle i are recognized as the vehicle state. In the present embodiment, the position Ψ ⁱ of the other vehicle i is expressed in the direction from the own vehicle 0 to the other vehicle i.

Note that the acceleration direction [psi ⁰ of the vehicle 0, the traveling direction theta ⁱ of the other vehicle i, the position [psi ⁱ the acceleration direction [psi ⁱ and other vehicles i of the other vehicle i is based on the traveling direction theta ⁰ of the vehicle 0 Expressed as a relative angle.

  As the inter-vehicle communication, for example, a known method described in Japanese Patent No. 3374402 can be used. Moreover, you may acquire the information regarding the vehicle state of the other vehicle i from a base station by road-to-vehicle communication instead of vehicle-to-vehicle communication. In this case, DSRC (Dedicated Short Range Communication) etc. can be used as road-vehicle communication.

(5) Relative motion calculation unit 20
FIG. 5 is a schematic diagram showing relative velocity vectors of the host vehicle 0 and the other vehicle i.

  In the following description, the subscripts x and y attached to each parameter are the first component of the vector (component parallel to the direction connecting the host vehicle 0 and the other vehicle i) and the second component (host vehicle 0). And the component perpendicular to the direction connecting the other vehicle i).

2 calculates the relative motion between each other vehicle i and the host vehicle 0 based on the vehicle state recognized by the traveling environment recognition device 10, and as shown in FIG. The vector Vrel ⁱ = (Vrel _x ⁱ , Vrel _y ⁱ ) and the relative acceleration vector Arel ⁱ = (Arel _x ⁱ , Arel _y ⁱ ) are obtained.

The first component Vrel _x ⁱ of the relative velocity vector Vrel ⁱ is a component for parallel axis to the straight line connecting the other vehicles i and the vehicle 0 has a positive value in the direction approaching the vehicle 0. The second component Vrel _y ⁱ of the relative velocity vector Vrel ⁱ is a component with respect to a direction perpendicular to the axis of the first component. Also for the relative acceleration vector, the first component Arel _x ⁱ and the second component Arel _y ⁱ for the same two directions are obtained.

In this way, the relative velocity vector Vrel ⁱ and the relative acceleration vector Arel ⁱ between the N other vehicles i (i = 1 to N) and the host vehicle 0 are obtained.

(6) Risk assessment unit 30
FIG. 6 is a block diagram showing a functional configuration of the risk evaluation unit 30 of FIG.

  As shown in FIG. 6, the risk evaluation unit 30 includes an actual risk evaluation unit 31, a latent risk evaluation unit 32, and a primary risk actualization determination unit 33. The functions of the actual risk evaluation unit 31, the latent risk evaluation unit 32, and the primary risk actualization determination unit 33 are realized by the ECU 103 and a program.

(6-1) Realized risk assessment unit 31
The apparent risk evaluation unit 31 shown in FIG. 6 calculates an apparent risk R _EM ⁱ for each other vehicle i from the relative velocity vector Vrel ⁱ and the inter-vehicle distance l ⁱ obtained by the relative motion calculation unit 20 by the following equation.

However, K is a positive coefficient. The actual risk R _EM ⁱ represents the risk of collision. The smaller the inter-vehicle distance l ⁱ is, the shorter the time to collision (TTC: Time to Collision) is and the greater the risk of collision. Further, the larger the first component Vrel _x ⁱ of the relative velocity vector, the shorter the time until the collision, and the greater the risk of collision.

However, the absolute value | Vrel _y ⁱ | of the second component Vrel _y ⁱ of the relative velocity vector means the magnitude of the shift in the movement direction of each other. Therefore, when | Vrel _y ⁱ | is large, it can be considered that the risk of collision becomes small.

(6-2) Potential risk evaluation unit 32
The potential risk evaluation unit 32 in FIG. 6 evaluates the potential risk level R _PS Lv ⁱ for each other vehicle i from the relative speed vector Vrel ⁱ and the inter-vehicle distance l ⁱ obtained by the relative motion calculation unit 20. Potential Risk Level R _PS Lv ⁱ is divided into four stages.

  Here, the latent risk is a degree of risk in consideration of occurrence of a collision due to a sudden movement change of relative movement between the host vehicle 0 and the other vehicle i and the presence or absence of an avoidance action.

(6-3) potential risk level 7 is a diagram showing a potential risk levels R _PS Lv ^i. As shown in FIG. 7, the potential risk level R _PS Lv ⁱ is divided into four stages of level 1, level 2, level 3 and level 4.

  Level 1 is a state in which there is no possibility of transition to a level 3 or higher state in a short time even if a sudden change in relative motion between the host vehicle 0 and the other vehicle i occurs. Level 2 is a state where there is a possibility of transition to level 3 in a short time due to a sudden change in relative motion between the host vehicle 0 and the other vehicle i, but there is no possibility of transition to level 4. Level 3 is a state in which there is a possibility of transition to level 4 in a short time due to a sudden change in the relative motion between the host vehicle 0 and the other vehicle i. Level 4 is a state in which the danger is surely revealed and any avoidance action is not in time, resulting in a collision.

The potential risk level R _PS Lv ⁱ is obtained from the relative speed vector Vrel ⁱ and the inter-vehicle distance l ⁱ . The relationship between the potential risk level R _PS Lv ⁱ , the relative speed vector Vrel ⁱ and the inter-vehicle distance l ⁱ is obtained in advance as a potential risk level map and stored in the memory of the ECU 103.

(6-4) Potential Risk Level Map FIG. 8 is a diagram showing an example of a potential risk level map. The horizontal axis in FIG. 8 represents the first component Vrel _x of the relative velocity vector, and the vertical axis represents the inter-vehicle distance l. FIG. 8 shows an example in which it is assumed that the own vehicle 0 can _perform an avoidance operation with the maximum acceleration vector A _MAX = (A _xMAX , A _yMAX ) for the _{sake of simplicity} .

  In this example, the level 4 region is defined as in the following equation (2).

However, in the relative motion in the direction orthogonal to the direction in which the other vehicle i approaches the host vehicle 0, the initial velocity is the second component Vrel _y ⁱ of the relative velocity vector Vrel ⁱ , and the acceleration in the direction of the same sign as the second component Vrel _{y Is} the second component A _yMAX of the maximum acceleration vector of the _host vehicle 0, the time required for the distance R necessary for the _host vehicle 0 and the other vehicle i to pass each other is defined as t _y . In this example, the time _ty is defined as follows:

The level 3 region is distributed so as to cover the level 4 region. In the level 3 region, when the inter-vehicle distance l ⁱ is small, even if the first component Vrel _x of the relative speed vector is small and the apparent risk R _EM ⁱ of the equation (1) is a small value, There is a possibility of transition to level 4 due to a sudden change in operation.

  The level 2 region is distributed so as to cover the level 3 region, and the level 1 region is distributed so as to cover the level 2 region.

Boundary B ₁ between the level 1 and level 2, the boundary B ₃ between the boundary B ₂ and level 3 and level 4 of the level 2 and level 3, the first component Vrel _x of the function f _B1 (Vrel _x of relative velocity vector ), F _B2 (Vrel _x ) and f _B3 (Vrel _x ).

The function f _B3 (Vrel _x ) representing the boundary B ₃ between the level 3 and the level 4 is expressed by the following equation from the above equation (2).

A function f _B2 (Vrel _x ) representing the boundary B ₂ between level 2 and level 3 is expressed by the following equation.

However, a _MAX is an acceleration assumed when the other vehicle i suddenly moves in the direction approaching the host vehicle 0.

A function f _B1 (Vrel _x ) representing the boundary B ₁ between level 1 and level 2 is expressed by the following equation.

A method for deriving the functions f _B1 (Vrel _x ), f _B2 (Vrel _x ), and f _B3 (Vrel _x ) representing the boundaries B ₁ , B ₂ , and B ₃ will be described later.

(6-5) Primary risk manifesting determination unit 33
The primary risk manifesting determination unit 33 in FIG. 6 calculates 1 from the relative speed vector Vrel ⁱ , the relative acceleration vector Arel ⁱ and the inter-vehicle distance l ⁱ for the other vehicle i evaluated as having a potential risk level R _PS Lv ⁱ of 2 or more. The next risk manifesting determination value EME ⁱ is obtained as follows. The primary risk revealing determination value EME ⁱ represents whether or not the potential risk level R _PS Lv ⁱ may change to 3 or more after a short time.

First, a relative velocity vector (assumed relative velocity vector) Vrel ^{* i} assumed after time τ from the relative velocity vector Vrel ⁱ and the relative acceleration vector Arel ⁱ is obtained as follows.

Vrel ^{* i} = (Vrel _x ⁱ + τ · Arel _x ⁱ , Vrel _y ⁱ + τ · Arel _y ⁱ ) (7)
Here, it is assumed that the time τ is a short time (for example, 1 second).

Next, for the sake of simplicity, it is assumed that the inter-vehicle distance l ⁱ does not change after time τ, and the potential risk level R _PS Lv ⁱ in the assumed relative speed vector Vrel ^{* i} is obtained from the potential risk level map of FIG. . As a result, when the potential risk level R _PS Lv ⁱ is 3 or more, the primary risk manifesting determination value EME ^{i is set} to 1. In other cases, the primary risk manifesting determination value EME ^{i is set} to zero.

(6-6) Risk Evaluation Processing FIG. 9 is a flowchart showing the risk evaluation processing by the risk evaluation unit 30. In FIG. 9, a variable i is used to designate another vehicle i, and N indicates the number of other vehicles recognized by the host vehicle 0.

First, the risk evaluation unit 30 sets the variable i to 1 (step S11). Next, the apparent risk R _EM ⁱ for the other vehicle ⁱ is evaluated from the relative speed vector Vrel ⁱ and the inter-vehicle distance l ⁱ (step S12). Further, the potential risk level R _PS Lv ⁱ for the other vehicle ⁱ is evaluated from the relative speed vector Vrel ⁱ and the inter-vehicle distance l ⁱ (step S13).

Thereafter, the potential risk level R _PS Lv ⁱ it is determined whether or not two or more (step S14). When the potential risk level R _PS Lv ⁱ is 2 or more, a relative speed vector after a short time is assumed from the relative velocity vector Vrel ⁱ and the relative acceleration vector Arel ^i, and the potential risk is calculated using the assumed relative velocity vector Vrel ^{* i.} assessing the level R _PS Lv ⁱ (step S15).

Further, the potential risk level R _PS Lv ⁱ evaluated to determine whether or not two or more (step S16). If the evaluated potential risk level R _PS Lv ⁱ is 2 or more, the primary risk revealing determination value EME ⁱ is set to 1 (step S17).

Step S14 in potential risk level R _PS Lv ⁱ when there is less than 2 risk potential level R _PS Lv ⁱ evaluated at lower case and S16 than 2, 0 primary risk manifestation determination value EME ⁱ (Step S20).

  Thereafter, 1 is added to the variable i (step S18), and it is determined whether or not the variable i exceeds N (step S19). If the variable i is less than or equal to N, the process returns to step S13, and the processes of steps S13 to S19 are repeated. If the variable i exceeds N, the risk evaluation process is terminated.

In this way, the actual risk R _EM ⁱ , the latent risk level R _PS Lv ^i, and the primary risk actualization determination value EME ⁱ are calculated for the other vehicle i (i = 1 to N).

(7) Margin evaluation unit 40
Next, the functional configuration and operation of the margin evaluation unit 40 in FIG. 2 will be described. Margin evaluation unit 40, potential risk level R _PS Lv ⁱ is about 2 or more other vehicles i, obtaining the pair primary risk margin and contralateral secondary risk margin operations the vehicle 0 may take.

(7-1) Degree of primary danger margin Here, the primary danger refers to a danger due to a sudden change in operation of the other vehicle i. Further, a pair primary risk margin, refers to the margin in the case of suppressing a potential risk levels R _PS Lv ⁱ by avoiding the operation of the vehicle 0 for sudden operation changes in other vehicle i to 2 or less. The pair primary risk margin, in order to suppress the potential risk levels R _PS Lv ⁱ 2 or less when another vehicle i has caused a suddenly maximum operating changes in the direction of increasing the potential risk level R _PS Lv ⁱ It is expressed by using the ratio between the minimum required change in the operation of the host vehicle 0 and the maximum possible change in the operation of the host vehicle 0.

  In addition, since the sudden change in the operation of the other vehicle i and the change in the operation of the host vehicle 0 are performed in a short time, here, in order to simplify the calculation, the change in the time and the position required for the change in the operation is as follows. It is assumed that there is no change, and the motion change is expressed only by the change in relative speed.

(7-2) Concept of Evaluation of First-Order Risk Tolerance FIG. 10 is a diagram showing a concept of evaluation of first-order risk margin, and (a) to (c) show the own vehicle 0 and other vehicle i. (D) shows the state transition on the potential risk level map accompanying the operation change of (a)-(c).

Assume that the vehicle 0 and the other vehicle i are in the state shown in FIG. At this time, the potential risk level R _PS Lv ⁱ of the host vehicle 0 with respect to the other vehicle ⁱ is 2 on the potential risk level map, as indicated by reference numeral A in FIG.

Here, assuming that the other vehicle i has caused a suddenly maximum operating changes in the direction of increasing the potential risk level R _PS Lv ^i, we estimate the relative motion at that time. As a result, the potential risk level R _PS Lv ⁱ is predicted to increase to 3. In the example of FIG. 10B, it is assumed that the maximum movement change has occurred in the direction in which the other vehicle i approaches the host vehicle 0. At this time, as shown at B in FIG. 10 (d), a potential risk level R _PS Lv ⁱ is 3 on potential risk level map.

In contrast, consider that suppress potential risk levels R _PS Lv ⁱ to 2 or less by various operations change of the vehicle 0. For example, as shown in FIG. 10C, it is assumed that the host vehicle 0 has decelerated. When the host vehicle 0 decelerates with the maximum amount of change, the potential risk level R _PS Lv ⁱ is 1 on the potential risk level map, as indicated by reference numeral C in FIG. In contrast, as indicated at C 'on the potential risk level map, determine the minimum required amount of change to be a boundary B ₂ with potential risk level R _PS Lv ⁱ is 2 and 3. Based on the ratio between the minimum required change amount and the maximum change amount, a margin with respect to the other vehicle i is obtained for the deceleration operation that is one of the operation changes of the host vehicle 0.

(7-3) Method for calculating the degree of primary danger margin Here, a specific method for calculating the degree of primary danger margin will be described. First, the potential risk level R _PS relative velocity vector (assuming the relative velocity vector) which is assumed when assuming an abrupt operation change of the other vehicles i increase Lv ⁱ to maximize ^{_{Vrel MAX i = (Vrel MAXx i}} , Vrel MAXy ⁱ ) is obtained as follows.

In the present embodiment, it is assumed that the other vehicle i can change its operation with the maximum acceleration a _MAX in all directions. As a result, the assumed relative velocity vector Vrel _MAX ⁱ after a short time τ (for example, 1 second) is expressed by the following equation.

Vrel _MAX ⁱ = (Vrel _x ⁱ + a _MAX τ, Vrel _y ⁱ ) (8)
Here, in order to simplify the calculation, it is assumed that such a change in the relative velocity vector occurs without a time delay and without a change in the inter-vehicle distance l ⁱ .

Next, with respect to such a sudden change in relative motion, a further change in relative motion and potential risk level when the host vehicle 0 immediately performs M types of motion changes ACT ^j (j = 1 to M). Consider R _PS Lv ⁱ .

Here, as the M types of motion changes ACT ^j of the host vehicle 0, forward (j = 1), front right (j = 2), front left (j = 3), right (j = 4), left ( Let us consider eight types of movement changes (M = 8) to the rear right (j = 6), rear left (j = 7), and rear (j = 8). The amount of change | Δv ^ACTj | when the potential risk level R _PS Lv ⁱ transitions to the boundary B ₂ between 2 and 3 is ^obtained by the iterative method (exploratory method) by each operation change ACT ^j .

FIG. 11 is a diagram illustrating an example when it is assumed that the host vehicle 0 has performed the backward motion change ACT ⁸ .

Here, the speed change vector due to the operation change ACT ^j of the vehicle _{^{0 v ACTj = (v x ACTj}} , v y ACTj ), The magnitude (change amount) of the speed change vector is | Δv ^ACTj |, and the unit speed vector is v _e ^ACTj .

In the example of FIG. 11, it is assumed that the ^host vehicle 0 performs a backward speed change with a change amount | Δv ^ACT8 |. As a result of such a speed change, the assumed relative speed vector Vrel ^{* i} is expressed as follows.

_{^{Vrel * i = (Vrel x i}} + a MAX τ-v x ACTj, Vrel y i -v y ACTj) ··· (9)
Again, in order to simplify the calculation, it is assumed that such a speed change occurs without a time delay and without a change in the inter-vehicle distance l ⁱ .

Then, in the potential risk level map of FIG. 8, the amount of change | Δv ^ACTj | required for the point determined by the assumed relative velocity vector Vrel ^{* i} and the current inter-vehicle distance l ⁱ to be located on the boundary B ₂ is obtained. ^Examples of a method for ^obtaining such a change amount | Δv ^ACTj | include an iterative method such as a general Jacobian method, Gauss-Seidel method, and SOR method (Successive Over-Relaxation Method) as an iterative solution method of simultaneous linear equations. . Details of a method of calculating the amount of change | Δv ^ACTj | by the iterative method will be described later.

Using the thus obtained change amount | Δv ^ACTj |, the primary danger margin S _1st ^ij for the operation change ACT ^j of the ^host vehicle 0 is obtained by the following equation. In the present embodiment, it is assumed that the own vehicle 0 can change its operation with the maximum acceleration a _MAX in all directions as with the other vehicle i.

However, the amount of change in which the potential risk level R _PS Lv ⁱ becomes the boundary B ₂ between 2 and 3 | Δ For the operation change ACT ^{j in} which v ^ACTj | does not exist, the primary risk margin S _1st ^ij is set to 0 as in the following equation.

S _1st ^ij = 0 (11)
From the above equation (9), the larger the maximum acceleration a _MAX of the host vehicle 0 is, the larger the primary danger margin S _1st ^ij is. Further, as the amount of change | Δv ^ACTj | when the potential risk level R _PS Lv ⁱ transitions to the boundary B ₂ between 2 and 3 due to the operation change ACT ^j of the ^host vehicle 0 is smaller, the degree of primary risk margin S _1st ^ij Becomes larger. On the other hand, when the potential risk level R _PS Lv ⁱ cannot transition to 2 due to the operation change ACT ^j of the host vehicle 0, the versus first-order risk margin S _1st ^ij becomes 0.

(7-4) Degree of secondary danger margin Next, the secondary danger refers to a danger caused by a sudden change in the operation of the host vehicle 0. For example, when the own vehicle 0 performs an avoidance operation on the primary danger due to the sudden movement change of another vehicle different from the target other vehicle i, a new secondary danger is caused to the other vehicle i. Arise.

Further, the pair secondary risk margin, refers to the capacity of the operation change of the vehicle 0 when suppressing the potential risk levels R _PS Lv ⁱ 2 or less. Estimating the magnitude of the acceptable operating changes in order to suppress the potential risk levels R _PS Lv ⁱ 2 or less when the vehicle 0 has not undergone an operation change. This degree of secondary danger margin is expressed by using a ratio between an allowable change in motion and a maximum possible value of motion change of the host vehicle 0. Thereby, it is evaluated how much margin the operation change of the host vehicle 0 has with respect to the secondary danger.

  Since the operation change of the host vehicle 0 is performed in a short time, here, in order to simplify the calculation, it is assumed that there is no change in time and position for the operation change, and the operation change is only a change in the relative speed. It shall be expressed as

(7-5) Concept of evaluation of secondary risk margin FIG. 12 is a diagram showing the concept of evaluation of secondary risk margin, (a) and (b) show the self-vehicle 0 and the other vehicle i. (C) shows the state transition on the potential risk level map accompanying the operation change of (a) and (b).

Assume that the vehicle 0 and the other vehicle i are in the state shown in FIG. At this time, the potential risk level R _PS Lv ⁱ of the host vehicle 0 with respect to the other vehicle ⁱ is 2 on the potential risk level map, as indicated by reference numeral A in FIG.

Here, it is assumed that the vehicle 0 has caused a sudden operate changed in a direction to increase the risk potential level R _PS Lv ⁱ for some reason. As a result, the potential risk level R _PS Lv ⁱ is predicted to increase to 3. In the example of FIG. 12B, the maximum collision is avoided in order to avoid a collision with another vehicle k (k ≠ i) (not shown) different from the other vehicle i targeted by the own vehicle 0, that is, the primary danger. It is assumed that deceleration operation is caused by the amount of change. At this time, as shown at B in FIG. 12 (c), a potential risk level R _PS Lv ⁱ 3 on potential risk level map.

On the other hand, the maximum allowable change amount is an amount at which the potential risk level R _PS Lv ⁱ becomes the boundary B ₂ between 2 and 3, as indicated by the symbol B ′ on the potential risk level map.

(7-6) Method for calculating secondary risk margin The specific method for calculating the secondary risk margin will be described. First, relative motion change and potential risk level R _PS Lv when the own vehicle 0 performs M types of motion changes ACT ^j (j = 1 to M) with respect to another vehicle i having a certain relative motion relationship. ⁱ think.

The amount of change | Δ when the potential risk level R _PS Lv ⁱ transitions to the boundary B ₂ between 2 and 3 due to each action change ACT ^j v ^ACTj | is ^obtained by an iterative method (exploratory method).

FIG. 13 is a diagram illustrating an example when it is assumed that the host vehicle 0 has performed the backward motion change ACT ⁸ .

In the example of FIG. 13, it is assumed that the own vehicle 0 performs the backward motion change ACT ⁸ with a change amount | Δv ^ACT8 |. As a result of such a speed change, the assumed relative speed vector Vrel ^{* i} is expressed as follows.

Vrel ^{* i} = (Vrel _x ⁱ −v _x ^ACTj , Vrel _y ⁱ −v _y ^ACTj ) (12)
Again, in order to simplify the calculation, it is assumed that such a speed change occurs without a time delay and without a change in the inter-vehicle distance l ⁱ .

Then, in the potential risk level map of FIG. 8, the amount of change | Δv ^ACTj | required for the point determined by the assumed relative speed vector Vrel ^{* i} and the current inter-vehicle distance l ⁱ to be located on the boundary B ₂ is obtained. ^Examples of a method for ^obtaining such a change amount | Δv ^ACTj | include an iterative method such as a general Jacobian method, Gauss-Seidel method, and SOR method as an iterative solution method for simultaneous linear equations. Details of a method of calculating the amount of change | Δv ^ACTj | by the iterative method will be described later.

Using the thus obtained change amount | Δv ^ACTj |, the secondary risk margin S _2nd ^ij for the operation change ACT ^j of the ^host vehicle 0 is obtained by the following equation. In the present embodiment, it is assumed that the own vehicle 0 can change its operation with the maximum acceleration a _MAX in all directions as with the other vehicle i.

However, the amount of change in which the potential risk level R _PS Lv ⁱ becomes the boundary B ₂ between 2 and 3 | Δ For an operation change in which v ^ACTj | does not exist, the secondary risk margin S _2nd ^ij is set to 0 as in the following equation.

S _2nd ^ij = 1 (14)
(7-7) Functional configuration of margin evaluation unit 40 Next, a functional configuration and operation of the margin evaluation unit 40 will be described. FIG. 14 is a block diagram showing a functional configuration of the margin evaluation unit 40 of FIG.

  As shown in FIG. 14, the margin evaluation unit 40 includes a primary danger relative motion assumption unit 401, a pair primary danger margin evaluation unit 402, and a pair secondary danger margin evaluation unit 403. The functions of the primary danger relative motion assumption unit 401, the pair primary risk margin evaluation unit 402, and the pair secondary risk margin evaluation unit 403 are realized by the ECU 103 and a program.

The primary dangerous relative motion assumption unit 401 determines that the other vehicle i is the host vehicle 0 based on the relative speed vector Vrel ⁱ = (Vrel _x ⁱ , Vrel _y ⁱ ) for the other vehicle i having a potential risk level R _PS Lv ⁱ of 2 or more. assuming the relative velocity vector when it is assumed that suddenly occur the greatest possible operating changes toward the _{^{Vrel MAX i = (Vrel MAXx i}} , Vrel mAXy i) Request.

The first-order risk margin evaluation unit 402 determines M types of motion changes ACT ^j (j = ^{j) of the} own vehicle 0 from the assumed relative speed vector Vrel _MAX ⁱ for other vehicles i having a potential risk level R _PS Lv ⁱ of 2 or more. 1 to M) for each primary risk margin S _1st ^ij .

The secondary risk margin evaluation unit 403 for each of the other vehicles i (1 to N), from the current relative speed vector Vrel ⁱ = (Vrel _x ⁱ , Vrel _y ⁱ ), M types of movement changes of the host vehicle 0 The secondary risk margin S _2nd ^ij of ACT ^j (j = 1 to M) is obtained.

(7-8) Margin Evaluation Process FIG. 15 is a flowchart showing a margin evaluation process by the margin evaluation unit 40. In FIG. 15, a variable i is used to identify another vehicle i, and N indicates the number of other vehicles recognized by the host vehicle 0. The variable j is used to indicate the type of motion change, and M indicates the number of motion change types. The same applies to FIGS. 16 and 20 below.

First, the margin evaluation unit 40 sets the variable i to 1 and sets the variable j to 1 (step S21). Next, it is determined whether or not the potential risk level R _PS Lv ^{i of} the other vehicle i is 2 or more (step S22).

When the potential risk level R _PS Lv ⁱ of the other vehicle i is 2 or more, the primary risk margin S _1st ^ij of the operation change ACT ^j of the own vehicle 0 with respect to the other vehicle i is evaluated (step S23). The evaluation process of the primary risk margin S _1st ^ij will be described later. Further, the secondary risk margin S _2nd ^ij of the operation change ACT ^j of the own vehicle 0 with respect to the other vehicle i is evaluated (step S24). The evaluation process of the secondary risk margin S _2nd ^ij will be described later.

  Thereafter, 1 is added to the variable j (step S25), and it is determined whether or not the variable j exceeds M (step S26). If the variable j is less than or equal to M, the process returns to step S24, and the processes of steps S24 to S26 are repeated.

When the potential risk level R _PS Lv ⁱ of the other vehicle i is lower than 2 in step S22, the primary risk margin S _1st ^ij is set to 1, and the secondary risk margin S _2nd ^{ij is set} to 1. Set (step S29), proceed to step S27.

  When the variable j exceeds M, 1 is added to the variable i (step S27), and it is determined whether or not the variable i exceeds N (step S28). When the variable i is N or less, the process returns to step S23, and the processes of steps S23 to S28 are repeated.

In this way, the primary risk margin S _1st ^ij and the secondary danger against the operation change ACT ^j of the own vehicle 0 for other vehicles i (i = 1 to N) having a potential risk level R _PS Lv ⁱ of 2 or more. A margin S _2nd ^ij is calculated.

(7-9) Evaluating process for primary risk margin FIG. 16 is a flowchart showing an evaluation process for primary risk margin by an iterative method.

First, the primary risk margin evaluation unit 402 ^sets the initial value of the amount of change | Δv ^ACTj | to 0.1 · a _MAX , for example (step S31). The initial value of the amount of change | Δv ^ACTj | can be set to an arbitrary value.

Next, the primary dangerous relative motion assumption unit 401 assumes a sudden motion change in the direction in which the other vehicle i approaches the host vehicle 0, and obtains an assumed relative velocity vector Vrel _MAX ⁱ (step S32).

Next, the primary risk margin evaluation unit 402 assumes an operation change ACT ^j based on the change amount | Δv ^ACTj | of the ^host vehicle 0 and obtains an assumed relative velocity vector Vrel ^{* i} (step S33).

Also, a difference (hereinafter referred to as an error) between the value of the function f _B2 (Vrel ^{* i} ) of the boundary B ₂ on the potential risk level map and the current inter-vehicle distance l ⁱ is calculated, and the absolute value of the error | f _B2 It is determined whether (Vrel ^{* i} ) -l ⁱ | is smaller than a predetermined threshold value Th (step S34).

When the absolute value of the error | f _B2 (Vrel ^{* i} ) −l ⁱ | is smaller than the threshold value Th, the potential risk level R _PS Lv ⁱ is changed to the boundary B ₂ by the operation change ACT ^j of the change amount | Δv ^ACTj |. Can be considered close enough. In this case, the primary danger margin S _1st ^ij for the motion change ACT ^j of the host vehicle 0 is calculated by the above equation (10) (step S35), and the evaluation of the primary danger margin S _1st ^ij is finished. .

If the absolute value of error | f _B2 (Vrel ^{* i} ) −l ⁱ | is greater than or equal to the threshold Th in step S34, the potential risk level R _PS Lv ⁱ is determined by the operation change ACT ^j of the change amount | Δv ^ACTj |. It can be considered that the boundary B ₂ is not sufficiently approached. In this case, the change amount | Δv is ^obtained by adding the correction amount p (f _B2 (Vrel ^{* i} ) −l ⁱ ) corresponding to the error (f _B2 (Vrel ^{* i} ) −l ⁱ ) to the change amount | Δv ^ACTj |. ^ACTj | is updated (step S36). Here, p is a positive coefficient.

Further, it is determined whether the amount of change | Δv ^ACTj | is negative or larger than a _MAX τ (step S37). If the change amount | Δv ^ACTj | is greater than or ^equal to 0 and less than or equal to a _MAX τ, the process returns to step S33, and the processes of steps S33, S34, S36, and S37 are repeated.

If the operation change ACT ^j of the own vehicle 0 rather increases the danger, the change amount | Δv ^ACTj | ^tends to be negative. In addition, when the operation changes ACT ^j in potential risk levels R _PS Lv ⁱ can not reach the boundary B _2, the change amount | Delta] v ^actj | exceeds a _MAX tau. Therefore, when the amount of change | Δv ^ACTj | is negative or larger than a _MAX τ in step S37, the degree of first-order risk margin S _1st ^{ij is set} to 0 (step S38). This indicates that the danger cannot be avoided by the operation change ACT ^j of the host vehicle 0. In this case, the evaluation of the versus primary risk margin S _1st ^ij ends.

In this way, the primary danger margin S _1st ^ij for the motion change ACT ^j of the own vehicle 0 with respect to the other vehicle i is calculated using the iterative method.

(7-10) Specific example of evaluation of primary risk margin versus FIG. 17 to FIG. 19 are diagrams showing search examples of the change amount of the operation change of the own vehicle by an iterative method in the evaluation of the primary risk margin. is there. The horizontal axis in FIGS. 17 to 19 is the first component Vrel _x of the relative velocity vector. The vertical axis represents the inter-vehicle distance l.

  Note that subscripts 0, 1, and 2 attached to each parameter indicate parameters obtained at the 0th step, the first step, and the second step of the iterative method.

First, in the initial state (0th step), it is assumed that the current state is located at point P on the potential risk level map as shown in FIG. The current inter-vehicle distance is l ⁱ , and the first component of the current relative velocity vector is Vrel _x ⁱ . Assume a sudden change in operation of the other vehicle i from the current state. The state transitions to a point P0 due to a sudden change in operation of the other vehicle i.

As initial conditions, a change amount | Δv ₀ ^ACTj | of the motion change ACT ^j of the ^host vehicle 0, a speed change vector v ₀ ^{ACTj of the host} vehicle 0, and an assumed relative speed vector Vrel ₀ ^{* i} are set as follows.

| Δv ₀ ^ACTj | = 0.1 · | A ^ACTj _MAX |
^{_{v 0 ACTj = | Δv 0 ACTj}} | v e ACTj
Vrel ₀ ^{* i} = Vrel _MAX ⁱ
Where | A ^ACTj _MAX | is the maximum acceleration magnitude at which the motion change ACT ^j is possible, | Δv ₀ ^ACTj | is the magnitude (change amount) of the motion change ACT ^j , v _e ^ACTj is the unit velocity vector, and Vrel. _MAX ⁱ is an assumed relative speed vector at the time of an operation change of the other vehicle i that maximizes the potential risk level R _PS Lv ⁱ . The first component Vrel _0x ^{* i} of the assumed relative velocity vector at the point P0 is Vrel _MAXx ⁱ .

Further, since the second component Vrel _0y ^{* i} of the assumed relative velocity vector at the point P0 becomes Vrel _maxY ^i, a function of the boundary B ₂ is _{f B2 (Vrel x, Vrel y} ) from f _B2 (Vrel _x, Vrel _0y ^{* i} ), and the position of the boundary B ₂ on the potential risk level map is indicated by an arrow δ ₀ from the position indicated by the solid line in FIG. 17 (position indicated by the dotted line in FIG. 18), as indicated by the solid line in FIG. It changes to the position shown.

Next, it is assumed that the operation change ACT ^j of the change amount | Δv ₀ ^ACTj | is performed in the direction in which the own vehicle 0 moves away from the other vehicle i in the first step. Here, the assumed relative velocity vector Vrel ₁ ^{* i} is expressed by the following equation.

Vrel ₁ ^{* i} = Vrel ₀ ^{* i} -v ₀ ^ACTj
In this case, the first component and the second component of the assumed relative velocity vector are as follows.

Vrel _1x ^{* i} = Vrel _0x ^{* i} -v _0X ^{ACTj
_{Vrel 1y * i = Vrel 0y *}} i -v 0y ACTj
As a result, as shown in FIG. 18, the state on the potential risk level map transits to point P1. In this case, the function _{f B2 (Vrel x, Vrel 0y} * i) of the boundary B ₂ from _{f B2 (Vrel x, Vrel 1y} * i) changes, the position of the boundary B ₂ on potential risk level map Figure As shown by the arrow δ ₁ from the position indicated by the solid line 18 (position indicated by the dotted line in FIG. 19), the position changes to the position indicated by the solid line in FIG.

Here, the error Δ ₁ between the point P1 and the boundary B ₂ in the direction of the inter-vehicle distance l is evaluated by the following equation.

Δ ₁ = f _B2 (Vrel _x , Vrel _1y ^{* i} ) −l ⁱ
The amount of change | Δv ₀ ^ACTj | is updated to | Δv ₁ ^ACTj | according to this error Δ ₁ , and the speed change vector v ₁ ^ACTj is obtained based on the updated amount of change | Δv ₁ ^ACTj |. .

| Δv ₁ ^ACTj | = | Δv ₀ ^ACTj | + pΔ _{1
^{v 1 ACTj = | Δv 1 ACTj}} | v e ACTj
Here, p is a positive coefficient. Based on the amount of change | Δv ₁ ^ACTj |, the assumed relative velocity vector Vrel ₁ ^{* i} is updated to Vrel ₂ ^{* i} as shown in the following equation.

Vrel ₂ ^{* i} = Vrel ₁ ^{* i} -v ₁ ^ACTj
In this case, the first component and the second component of the assumed relative velocity vector are as follows.

Vrel _2x ^{* i} = Vrel _1x ^{* i} -v _1x ^ACTj
Vrel _2y ^{* i} = Vrel _1y ^{* i} -v _1y ^ACTj
As shown in FIG. 19, the state on the potential risk level map transitions to a point P2. Further, the function of the boundary B ₂ is updated to f _B2 (Vrel _x , Vrel _2y ^{* i} ) based on the updated assumed relative velocity vector Vrel ₂ ^{* i} .

Thereafter, the inter-vehicle distance l ⁱ approaches the boundary B ₂ by repeating the same processing.

The search for the optimal amount of change | Δv ^ACTj | by the iterative method is summarized as follows. Here, s represents a step.

(A) First, an error delta _s and inter-vehicle distance l ⁱ and boundary B ₂ in the direction of the inter-vehicle distance l is evaluated by the following equation.

Δ _s = f _B2 (Vrel _sx ^{* i} , Vrel _sy ^{* i} ) −l ⁱ
If the error delta _s is becomes smaller than the threshold value Th, the process ends.

(B) when the error delta _s is not less than the threshold value Th, the change amount according to the error ^{_{Δ s | Δv s-1 ACTj}} | a the following equation | Δv _s ^ACTj | updated to, updated Based on the change amount | Δv _s ^ACTj |, the speed change vector v _s ^ACTj is obtained.

| Δv _s ^ACTj | = | Δv _s-1 ^ACTj | + pΔ _s
v _s ^ACTj = | Δv _s ^ACTj | ^ve _e ^ACTj
(C) Thereafter, the assumed relative velocity vector Vrel _s ^{* i} is updated to Vrel _{s + 1} ^{* i} using the velocity change vector v _s ^ACTj as in the following equation.

Vrel _{s + 1} ^{* i} = Vrel _s ^{* i} -v _s ^ACTj
In this case, the first component and the second component of the assumed relative velocity vector are as follows.

Vrel _{(s + 1) x} ^{* i} = Vrel _sx ^{* i} -v _sx ^ACTj
Vrel _{(s + 1) y} ^{* i} = Vrel _sy ^{* i} -v _sy ^ACTj
Furthermore, the function of the boundary B ₂ is updated to f _B2 (Vrel _x , Vrel _{(s + 1) y} ^{* i} ) based on the updated assumed relative velocity vector Vrel _{s + 1} ^{* i} .

Then, adding 1 to s, and repeats the processing of the above (a) ~ (c) until the error delta _s is smaller than the threshold value Th.

(7-11) Evaluation process for secondary risk margin FIG. 20 is a flowchart showing the evaluation process for secondary risk margin by an iterative method.

First, the secondary risk margin evaluation unit 403 ^sets the initial value of the amount of change | Δv ^ACTj | to 0.1 · a _MAX , for example (step S41). The initial value of the amount of change | Δv ^ACTj | can be set to an arbitrary value.

Next, an assumed relative speed vector Vrel ^{* i} is obtained assuming an operation change ACT ^j due to the change amount | Δv ^ACTj | of the ^host vehicle 0 (step S42).

Next, a difference (hereinafter referred to as an error) between the value of the function f _B2 (Vrel ^{* i} ) at the boundary B ₂ on the potential risk level map and the current inter-vehicle distance l ⁱ is calculated, and the absolute value of the error | It is determined whether or not f _B2 (Vrel ^{* i} ) −l ⁱ | is smaller than a predetermined threshold value Th (step S43).

When the absolute value of the error | f _B2 (Vrel ^{* i} ) −l ⁱ | is smaller than the threshold value Th, the potential risk level R _PS Lv ⁱ is changed to the boundary B ₂ by the operation change ACT ^{j according} to the change amount | Δv ^ACTj |. Can be considered close enough. In this case, the secondary risk margin S _2st ^ij for the motion change ACT ^j of the host vehicle 0 is calculated by the above equation (13) (step S44), and the evaluation of the secondary risk margin S _2st ^ij is finished. .

If the absolute value of error | f _B2 (Vrel ^{* i} ) −l ⁱ | is greater than or equal to the threshold Th in step S43, the potential risk level R _PS Lv ⁱ is determined by the operation change ACT ^j of the change amount | Δv ^ACTj |. It can be considered that the boundary B ₂ is not sufficiently approached. In this case, the change amount | Δv is ^obtained by adding the correction amount p (f _B2 (Vrel ^{* i} ) −l ⁱ ) corresponding to the error (f _B2 (Vrel ^{* i} ) −l ⁱ ) to the change amount | Δv ^ACTj |. ^ACTj | is updated (step S45). Here, p is a positive coefficient.

Further, it is determined whether the amount of change | Δv ^ACTj | is negative or larger than a _MAX τ (step S46). If the amount of change | Δv ^ACTj | is greater than or ^equal to 0 and less than or equal to a _MAX τ, the process returns to step S42, and the processes of steps S42, S43, S45, and S46 are repeated.

If the operation change ACT ^j of the own vehicle 0 rather reduces the risk, the change amount | Δv ^ACTj | ^tends to become negative. Further, when the operation changes ACT ^j in potential risk levels R _PS Lv ⁱ can not reach the boundary B _2, the change amount | Delta] v ^actj | exceeds a _MAX tau. Therefore, if the amount of change | Δv ^ACTj | is negative or larger than a _MAX τ in step S46, the secondary risk margin S _1st ^{ij is set} to 1 (step S47). This indicates that the operation change ACT ^j of the host vehicle 0 cannot be dangerous. In this case, the evaluation of the secondary risk margin S _1st ^ij is finished.

In this way, the secondary danger margin S _1st ^ij of the motion change ACT ^j of the host vehicle 0 with respect to the other vehicle i is calculated using the iterative method.

(7-12) Specific example of evaluation of secondary risk margin FIG. 21 to FIG. 23 are diagrams showing search examples of the change amount of the operation change of the own vehicle by the iterative method in the evaluation of the primary risk margin. is there. The horizontal axis of FIGS. 21 to 23 represents the first component Vrel _x of the relative velocity vector, and the vertical axis represents the inter-vehicle distance l.

  Note that subscripts 0, 1, and 2 attached to each parameter indicate parameters obtained at the 0th step, the first step, and the second step of the iterative method.

First, in the initial state (0th step), as shown in FIG. 21, it is assumed that the current state is located at the point P0 on the potential risk level map. The current inter-vehicle distance is l ⁱ , and the first component of the current relative velocity vector is Vrel _x ⁱ .

As initial conditions, a change amount | Δv ₀ ^ACTj | of the motion change ACT ^j of the ^host vehicle 0, a speed change vector v ₀ ^{ACTj of the host} vehicle 0, and an assumed relative speed vector Vrel ₀ ^{* i} are set as follows.

| Δv ₀ ^ACTj | = 0.1 · | A ^ACTj _MAX |
^{_{v 0 ACTj = | Δv 0 ACTj}} | v e ACTj
Vrel ₀ ^{* i} = Vrel ⁱ
Where | A ^ACTj _MAX | is the maximum acceleration magnitude at which motion change ACT ^j is possible, | Δv ₀ ^ACTj | is the magnitude (change amount) of motion change ACT ^j , and v _e ^ACTj is a unit velocity vector. . The first component Vrel _0x ^{* i} is Vrel _x ⁱ assumed relative velocity vector at point P0, the second component Vrel _0y ^{* i} is Vrel _y ^i, and the function of the boundary B ₂ at that time f _B2 (Vrel _x, Vrel _0y ^{* i} ).

Next, it is assumed that the operation change ACT ^j of the change amount | Δv ₀ ^ACTj | is performed in the first step so that the own vehicle 0 approaches the other vehicle i. Here, the assumed relative velocity vector Vrel ₁ ^{* i} is expressed by the following equation.

Vrel ₁ ^{* i} = Vrel ₀ ^{* i} -v ₀ ^ACTj
When the ^host vehicle 0 approaches the other vehicle i, the amount of change | Δv ₀ ^ACTj | is negative and the speed change vector v ₀ ^ACTj is negative. Therefore, the magnitude of the assumed relative speed vector Vrel ₁ ^{* i in} the above equation. Will grow. Here, for convenience, it is assumed that the amount of change | Δv ₀ ^ACTj | represented by the absolute value symbol can take a negative value. The first component and the second component of the assumed relative velocity vector are as follows.

Vrel _1x ^{* i} = Vrel _0x ^{* i} -v _0x ^{ACTj
_{Vrel 1y * i = Vrel 0y *}} i -v 0y ACTj
As a result, as shown in FIG. 22, the state on the potential risk level map transits to point P1. In this case, the function _{f B2 (Vrel x, Vrel 0y} * i) boundary B ₂ from _{f B2 (Vrel x, Vrel 1y} * i) changes, the position of the boundary B ₂ on potential risk level map Figure 21 to the position indicated by the solid line as indicated by an arrow [delta] ₀ from (a position indicated by a dotted line in FIG. 22), changes in the position indicated by the solid line in FIG. 22.

Here, the error Δ ₁ between the point P1 and the boundary B ₂ in the direction of the inter-vehicle distance l is evaluated by the following equation.

Δ ₁ = f _B2 (Vrel _1x ^{* i} , Vrel _1y ^{* i} ) −l ⁱ
The amount of change | Δv ₀ ^ACTj | is updated to | Δv ₁ ^ACTj | according to this error Δ ₁ , and the speed change vector v ₁ ^ACTj is obtained based on the updated amount of change | Δv ₁ ^ACTj |. .

| Δv ₁ ^ACTj | = | Δv ₀ ^ACTj | + pΔ _{1
^{v 1 ACTj = | Δv 1 ACTj}} | v e ACTj
Here, p is a positive coefficient. Based on the amount of change | Δv ₁ ^ACTj |, the assumed relative velocity vector Vrel ₁ ^{* i} is updated to Vrel ₂ ^{* i} as shown in the following equation.

Vrel ₂ ^{* i} = Vrel ₁ ^{* i} -v ₁ ^ACTj
In this case, the first component of the assumed relative velocity vector is as follows.

Vrel _2x ^{* i} = Vrel _1x ^{* i} -v _1x ^ACTj
Vrel _2y ^{* i} = Vrel _1y ^{* i} -v _1y ^ACTj
As shown in FIG. 23, the state on the potential risk level map transits to point P2. Further, the function of the boundary B ₂ is updated to f _B2 (Vrel _x , Vrel _2y ^{* i} ) based on the updated assumed relative velocity vector Vrel ₂ ^{* i} . As a result, potential risks position indicated by the solid line position of the boundary B ₂ is in FIG. 22 at the level on map as indicated by the arrow [delta] ₁ from (position indicated by a dotted line in FIG. 23), change the position indicated by the solid line in FIG. 23 To do.

Thereafter, the inter-vehicle distance l ⁱ approaches the boundary B ₂ by repeating the same processing.

Summarizing the search for the optimal amount of change | Δv ₁ ^ACTj | by the iterative method, it is the same as the processing of (a) to (c) in the evaluation of the secondary risk margin.

(8) Determination information generation unit 50
Determining information generating unit 50 of FIG. 2, M overt risk R _EM ^i, potential risk level R _PS Lv ^i, 1 primary risk manifestation determination value EME ^i, the vehicle 0 for each other vehicles i (1 to N) Judgment information CON is generated based on the primary risk margin S _1st ^ij and the secondary risk margin S _2nd ^ij for the types of motion changes ACT ^j (j = 1 to M).

  In the present embodiment, the determination information generation unit 50 generates first to seventh determination information as the determination information CON, and outputs at least one of the generated first to seventh determination information to the information presentation device 60. To do.

(8-1) First to Seventh Determination Information The determination information generation unit 50 uses, as the first determination information, the position Ψ ⁱ of the other vehicle i having a potential risk level R _PS Lv ⁱ of 2 or more together with the identifier “1”. The determination information CON is described as follows.

CON = {1, Ψ ^m , Ψ ⁿ ,...} (15)
Here, the identifier “1” indicates that the determination information CON is the first determination information. Further, m and n are two or more other vehicles potential risk levels R _PS Lv ⁱ is.

The determination information generation unit 50 uses, as the second determination information, the position Ψ ⁱ of the other vehicle i having an apparent risk R _EM ⁱ smaller than a predetermined threshold Rth and a potential risk level R _PS Lv ⁱ of 2 or more as an identifier “ 2 ”is described in the determination information CON as follows.

CON = {2, Ψ ^m , Ψ ⁿ ,...} (16)
Here, the identifier “2” indicates that the determination information CON is the second determination information. M and n indicate other vehicles in which the actual risk R _EM ⁱ is smaller than the threshold value Rth and the potential risk level R _PS Lv ⁱ is 2 or more.

The determination information generation unit 50 describes the position ψ ⁱ of the other vehicle i having the primary risk manifesting determination value EME ⁱ as the third determination information, together with the identifier “3”, in the determination information CON as follows.

CON = {3, Ψ ^m , Ψ ⁿ ,...} (17)
Here, the identifier “3” indicates that the determination information CON is the third determination information. Further, m and n indicate other vehicles having a primary risk manifesting determination value EME ⁱ of 1.

As the fourth determination information, the determination information generation unit 50 includes the position ψ ⁱ and the actual risk R _EM ⁱ of the other vehicle i having the primary risk actualization determination value EME ⁱ of 1 as the identifier “4” and the next to the determination information CON. Describe as follows.

CON = {4, Ψ ^m , R _EM ^m , Ψ ⁿ , R _EM ⁿ ,...} (18)
Here, the identifier “4” indicates that the determination information CON is the fourth determination information. Further, m and n indicate other vehicles having a primary risk manifesting determination value EME ⁱ of 1.

The determination information generation unit 50 uses, as the fifth determination information, the position Ψ ⁱ of the other vehicle i whose potential risk level R _PS Lv ⁱ is 2 or more and the total margin S _Total ⁱ is smaller than the predetermined threshold value Sth. The following is written in the determination information CON together with the identifier “5”.

CON = {5, Ψ ^m , Ψ ⁿ ,...} (19)
Here, the identifier “5” indicates that the determination information CON is the fifth determination information. M and n indicate other vehicles whose potential risk level R _PS Lv ⁱ is 2 or more and the total margin S _Total ⁱ is smaller than the threshold value Sth.

The total margin S _Total ⁱ is a margin of the host vehicle 0 when the primary danger becomes obvious due to a sudden change in the operation of the other vehicle i, and is compared to the primary danger margin S _1st ^ij and The calculation is performed from the secondary risk margin S _2nd ^ij by the following equation.

Here, min _k ≠ _i S _2nd ^kj is the minimum value of the secondary risk margin S _2nd ^kj for another vehicle k. Further, max {S _1st ^ij + min _k ≠ _i S _2nd ^kj } is the minimum value min of the primary danger margin S _1st ^ij for the other vehicle i and the secondary danger margin S _2nd ^kj for another vehicle k. _k ≠ _i S _2nd ^kj is the maximum value of the sums.

The determination information generation unit 50 uses, as sixth determination information, the position ψ ⁱ and the recommended action for the other vehicle i whose potential risk level R _PS Lv ⁱ is 2 or more and the total margin S _Total ⁱ is smaller than the threshold value Sth. The change ACT _REC ⁱ is described in the determination information CON together with the identifier “6” as follows.

CON = {6, Ψ ^m , ACT _REC ^m , Ψ ⁿ , ACT _REC ⁿ ,...} (21)
Here, the identifier “6” indicates that the determination information CON is the sixth determination information. M and n indicate other vehicles whose potential risk level R _PS Lv ⁱ is 2 or more and the total margin S _Total ⁱ is smaller than the threshold value Sth. A method of calculating the recommended operation change ACT _REC ⁱ will be described later.

The judgment information generation unit 50 uses the position ψ ⁱ and the recommended motion change ACT _REC ⁱ for the other vehicle i having the primary risk manifestation judgment value EME ⁱ as one as the seventh judgment information in the judgment information CON together with the identifier “7”. Describe as follows.

^{CON = {7, Ψ m,} ACT REC m, Ψ n, ACT REC n, ···} ··· (22)
Here, the identifier “7” indicates that the determination information CON is the seventh determination information. Further, m and n indicate other vehicles having a primary risk manifesting determination value EME ⁱ of 1. A method of calculating the recommended operation change ACT _REC ⁱ will be described later.

In the present embodiment, the position Ψ ⁱ of the other vehicle i is expressed in the direction from the own vehicle 0 to the other vehicle i.

  When there is no other vehicle as described above, the determination information CON is described in order as follows.

CON = {8} (23)
Here, the identifier “8” indicates that the determination information CON is not generated.

(8-2) Determination Information Generation Processing FIG. 24 is a flowchart showing determination information CON generation processing by the determination information generation unit 50.

First, the determination information generation unit 50 generates the position ψ ⁱ as first determination information for another vehicle i having a potential risk level R _PS Lv ⁱ of 2 or more (step S51).

Next, the determination information generation unit 50 uses the position ψ ⁱ as the second determination information for the other vehicle i having the actual risk R _EM ⁱ smaller than the threshold value Rth and the potential risk level R _PS Lv ⁱ of 2 or more. Generate (step S52).

In addition, the determination information generation unit 50 generates the position ψ ⁱ as the third determination information for the other vehicle i having the primary danger exposure determination value EME ⁱ of 1 (step S53).

Further, the determination information generation unit 50 generates the actual risk R _EM ⁱ and its position ψ ⁱ as the fourth determination information for the other vehicle i having the primary risk actual determination value EME ⁱ of 1 (step S54).

Next, the determination information generation unit 50 uses the position ψ ⁱ as the fifth determination information for the other vehicle i having the potential risk level R _PS Lv ⁱ of 2 or more and the overall margin S _Total ⁱ is smaller than the threshold value Sth. Generate (step S55).

In addition, the determination information generation unit 50 has the highest overall margin S _Total ⁱ for other vehicles having a potential risk level R _PS Lv ⁱ of 2 or more and the total margin S _Total ⁱ smaller than the threshold value Sth. select operation changes as a recommended operation change ACT _REC ^i, and generates the recommended operating variation ACT _REC ⁱ as a sixth determination information together with the position [psi ⁱ other vehicles i (step S56).

Further, the determination information generation unit 50 selects the operation change having the highest overall margin S _Total ⁱ as the recommended operation change ACT _REC ⁱ for the other vehicle i having the primary danger exposure determination value EME ⁱ of 1, and the recommended operating change ACT _REC ⁱ to generate a seventh determination information together with the position [psi ⁱ other vehicles i (step S57).

  Finally, the determination information generation unit 50 outputs at least one of the first to seventh determination information to the information presentation device 60 (step S58).

  It should be noted that priority is given to the first to seventh judgment information, and when the judgment information CON having the highest priority is generated, the generation of the judgment information CON is stopped, and the judgment information CON having the highest priority is displayed as information. You may output to the presentation apparatus 60.

  Next, the first to seventh determination information generation processing will be described with reference to FIGS. 25 to 32, a variable i is used to designate another vehicle i, and N represents the number of other vehicles recognized by the host vehicle 0.

(8-3) First Determination Information Generation Processing FIG. 25 is a flowchart showing first determination information generation processing.

  First, the determination information generation unit 50 sets the variable i to 1 (step S61). Next, an identifier is described in the determination information CON (step S62). Here, the identifier is 1. When the identifier is 1, it indicates that the determination information CON is the first determination information.

Then, the potential risk level R _PS Lv ⁱ it is determined whether or not two or more (step S63). When the potential risk level R _PS Lv ⁱ is 2 or more, the position ψ ⁱ of the other vehicle ⁱ is described in the determination information CON (step S64). Thereafter, 1 is added to the variable i (step S65). If the potential risk level R _PS Lv ⁱ is lower than 2 in step S63, the process proceeds to step S65.

  Next, it is determined whether or not the variable i exceeds N (step S66). When the variable i is N or less, the process returns to step S63, and the processes of steps S63 to S66 are repeated. If the variable i exceeds N, the process is terminated.

In this way, the first determination information indicates the position ψ ⁱ of the other vehicle i having a potential risk level R _PS Lv ⁱ of 2 or more.

(8-4) Second Determination Information Generation Processing FIG. 26 is a flowchart showing second determination information generation processing.

  First, the determination information generation unit 50 sets a variable i to 1 (step S71). Next, an identifier is described in the determination information CON (step S72). Here, the identifier is 2. When the identifier is 2, it indicates that the determination information CON is the second determination information.

Next, manifest risk R _EM ⁱ of the other vehicle i, it is determined whether or not the threshold Rth is smaller than (step S73). If manifest risk R _EM ⁱ of the other vehicle i the threshold Rth is smaller than the potential risk level R _PS Lv ⁱ it is determined whether or not two or more (step S74).

When the potential risk level R _PS Lv ⁱ is 2 or more, the position ψ ⁱ of the other vehicle ⁱ is described in the determination information CON (step S75). Thereafter, 1 is added to the variable i (step S76).

If the apparent risk R _EM ⁱ of the other vehicle i is greater than or equal to the threshold value Rth in step S73 and if the potential risk level R _PS Lv ⁱ is smaller than 2 in step S74, the process proceeds to step S76.

  Next, it is determined whether or not the variable i exceeds N (step S77). If the variable i is less than or equal to N, the process returns to step S73, and the processes of steps S73 to S77 are repeated. If the variable i exceeds N, the process is terminated.

Thus, the second determination information indicates the position ψ ⁱ of the other vehicle i in which the apparent risk R _EM ⁱ is smaller than the threshold value Rth and the latent risk level R _PS Lv ⁱ is 2 or more.

(8-5) Third Determination Information Generation Processing FIG. 27 is a flowchart showing third determination information generation processing.

  First, the determination information generation unit 50 sets the variable i to 1 (step S81). Next, an identifier is described in the determination information CON (step S82). Here, the identifier is 3. When the identifier is 3, it indicates that the determination information CON is the third determination information.

Next, it is determined whether or not the primary danger manifesting determination value EME ^{i of} the other vehicle i is 1 (step S83). If the primary danger manifesting determination value EME ^{i of the} other vehicle i is 1, the position ψ ⁱ of the other vehicle ⁱ is described in the determination information CON (step S84). Thereafter, 1 is added to the variable i (step S85). If it is determined in step S83 that the primary danger revealing determination value EME ⁱ is not 1, the process proceeds to step S85.

  Next, it is determined whether or not the variable i exceeds N (step S86). When the variable i is N or less, the process returns to step S83, and the processes of steps S83 to S86 are repeated. If the variable i exceeds N, the process is terminated.

In this way, the third determination information indicates the position Ψ ⁱ of the other vehicle i having the primary danger revealing determination value EME ⁱ of 1.

(8-6) Fourth Determination Information Generation Processing FIG. 28 is a flowchart showing fourth determination information generation processing.

  First, the determination information generation unit 50 sets a variable i to 1 (step S91). Next, an identifier is described in the determination information CON (step S92). Here, the identifier is 4. When the identifier is 4, it indicates that the determination information CON is the fourth determination information.

Next, it is determined whether or not the primary danger manifesting determination value EME ^{i of} the other vehicle i is 1 (step S93). When the primary danger obviousing determination value EME ^{i of the} other vehicle i is 1, the position ψ ⁱ of the other vehicle ⁱ and the ^actual risk ^REMi are described in the judgment information CON (step S94). Thereafter, 1 is added to the variable i (step S95). If it is determined in step S93 that the primary danger revealing determination value EME ⁱ is not 1, the process proceeds to step S95.

  Next, it is determined whether or not the variable i exceeds N (step S96). When the variable i is N or less, the process returns to step S93, and the processes of steps S93 to S96 are repeated. If the variable i exceeds N, the process is terminated.

In this way, the fourth determination information indicates the position ψ ⁱ and the ^actual risk R ^EMi of the other vehicle i whose primary risk actualization determination value EME ⁱ is 1.

(8-7) Fifth Determination Information Generation Processing FIG. 29 is a flowchart showing fifth determination information generation processing.

  First, the determination information generation unit 50 sets a variable i to 1 (step S101). Next, an identifier is described in the determination information CON (step S102). Here, the identifier is 5. When the identifier is 5, it indicates that the determination information CON is the fifth determination information.

Then, the potential risk level R _PS Lv ⁱ it is determined whether or not two or more (step S103). If the potential risk level R _PS Lv ⁱ is 2 or more, the total margin S _Total ⁱ for the other vehicle ⁱ is calculated (step S104).

Next, it is determined whether or not the total margin S _Total ⁱ is smaller than the threshold value Sth (step S105). When the total margin S _Total ⁱ is smaller than the threshold value Sth, the position ψ ⁱ of the other vehicle ⁱ is described in the determination information CON (step S106). Thereafter, 1 is added to the variable i (step S107). If the potential risk level R _PS Lv ⁱ is lower than 2 in step S103 and if the total margin S _Total ⁱ is greater than or equal to the threshold value Sth in step S105, the process proceeds to step S107.

  Next, it is determined whether or not the variable i exceeds N (step S108). When the variable i is N or less, the process returns to step S103, and the processes of steps S103 to S108 are repeated. If the variable i exceeds N, the process is terminated.

In this way, the fifth determination information indicates the position ψ ⁱ of the other vehicle i whose latent risk level R _PS Lv ⁱ is 2 or more and the total margin S _Total ⁱ is smaller than the threshold value Sth.

(8-8) Sixth Determination Information Generation Processing FIG. 30 is a flowchart showing sixth determination information generation processing.

  First, the determination information generation unit 50 sets a variable i to 1 (step S111). Next, an identifier is described in the determination information CON (step S112). Here, the identifier is 6. When the identifier is 6, it indicates that the determination information CON is the sixth determination information.

Then, the potential risk level R _PS Lv ⁱ it is determined whether or not two or more (step S113). When the potential risk level R _PS Lv ⁱ is 2 or more, the total margin S _Total ^{i with} respect to the other vehicle ⁱ and the recommended operation change type REC ⁱ when the sudden operation change of the other vehicle i is assumed. Is calculated (step S114).

Here, the recommended action change is an avoidance action having a high overall margin S _Total ⁱ among the action changes of the host vehicle 0 for avoiding a primary danger caused by another vehicle ⁱ having a high potential risk level R _PS Lv ^i. It is. The calculation process of the recommended operation change type REC ⁱ will be described later.

Next, the position ψ ⁱ of the other vehicle i and the recommended operation change ACT _REC ⁱ are described in the determination information CON (step S115).

Thereafter, 1 is added to the variable i (step S116). If the potential risk level R _PS Lv ⁱ is lower than 2 in step S113, the process proceeds to step S116.

  Next, it is determined whether or not the variable i exceeds N (step S117). When the variable i is N or less, the process returns to step S113, and the processes of steps S113 to S117 are repeated. If the variable i exceeds N, the process is terminated.

In this way, the sixth determination information indicates the position ψ ⁱ of the other vehicle i having a potential risk level R _PS Lv ⁱ of 2 or more and the recommended operation change ACT _REC ⁱ .

(8-9) Seventh Determination Information Generation Processing FIG. 31 is a flowchart showing seventh determination information generation processing.

  First, the determination information generation unit 50 sets a variable i to 1 (step S121). Next, an identifier is described in the determination information CON (step S122). Here, the identifier is 7. When the identifier is 7, it indicates that the determination information CON is the seventh determination information.

Next, it is determined whether or not the primary danger manifesting determination value EME ^{i of} the other vehicle i is 1 (step S123). When the primary danger obviousing determination value EME ⁱ of the other vehicle i is 1, the recommended operation when the overall margin S _Total ^{i for the} other vehicle i and the sudden operation change of the other vehicle i are assumed The change type REC ⁱ is calculated (step S124).

Here, the recommended movement change is an avoidance with a high overall margin S _Total ⁱ among the movement changes of the host vehicle 0 in order to avoid the primary danger caused by the other vehicle i in the process of actualizing the danger of the collision. Is the action. The calculation process of the recommended operation change type REC ⁱ will be described later.

Next, the position ψ ⁱ of the other vehicle i and the recommended operation change ACT _REC ⁱ are described in the determination information CON (step S125). Thereafter, 1 is added to the variable i (step S126). If it is determined in step S123 that the primary danger revealing determination value EME ⁱ is not 1, the process proceeds to step S126.

  Next, it is determined whether or not the variable i exceeds N (step S126). When the variable i is N or less, the process returns to step S123, and the processes of steps S123 to S127 are repeated. If the variable i exceeds N, the process is terminated.

In this way, the seventh determination information indicates the position ψ ⁱ of the other vehicle ⁱ and the recommended motion change ACT _REC ⁱ where the primary risk manifesting determination value EME ⁱ is 1.

(8-10) Calculation of Recommended Motion Change Type Next, calculation processing of the recommended motion change type when assuming a comprehensive margin for the other vehicle i and a sudden motion change of the other vehicle i will be described. .

  FIG. 32 is a flowchart showing a calculation process of the type of recommended operation change. In FIG. 32, a variable j represents the type of motion change of the other vehicle i, and M represents the total number of types of motion change.

First, the determination information generation unit 50 sets the total margin S _Total ⁱ to 0 and sets the variable j to 1 (step S131).

Next, S ^ij = S _1st ^ij + min _k ≠ _i S _2nd ^kj is calculated (step S132). That is, for the operation change ACT ^j , the primary danger margin S _1st ^ij for the other vehicle i and the minimum value min _k ≠ _i S _2nd ^kj for the secondary danger margin S _2nd ^kj for another vehicle k are obtained. By adding, margin S ^ij is calculated. Here, i ≠ k.

Next, it is determined whether or not the margin S ^ij exceeds the total margin S _Total ⁱ (step S133). When the margin S ^ij exceeds the total margin S _Total ⁱ , the total margin S _Total ⁱ is set to the margin S ^ij and the recommended operation change type REC ⁱ is set to the variable j. (Step S134).

Thereafter, 1 is added to the variable j (step S135). If the margin S ^ij is equal to or less than the total margin S _Total ^{i in} step S133, the process proceeds to step S135.

  Next, it is determined whether or not the variable j exceeds M (step S136). If the variable j is less than or equal to M, the process returns to step S133, and the processes of steps S133 to S136 are repeated. If the variable j exceeds M, the process is terminated.

In this way, the recommended motion change type REC ⁱ in step S114 of FIG. 30 and step S124 of FIG. 31 is calculated.

(9) Information presentation device 60
The information presentation device 60 in FIG. 2 presents the determination information CON output from the determination information generation unit 50 to the driver.

  The information presentation device 60 generates a warning sound with a different pattern according to the identifier of the determination information CON so that the driver can hear from the direction of the other vehicle i targeted by the sound image localization audio system 110.

  Thus, the driver can recognize the dangerous other vehicle i and the margin based on the direction and pattern of the warning sound.

  For example, when the identifier of the determination information CON is 4, the information presentation apparatus 60 generates a continuous warning sound so that the driver can hear from the direction of the target other vehicle i by the sound image localization audio system 110. In this case, the level of the warning sound is changed according to the level of the apparent risk of the other vehicle i that is the target.

  When the identifier of the determination information CON is 5, for example, the information presentation device 60 uses an intermittent pattern (periodic pattern) so that the driver can hear from the direction of the target other vehicle i by the sound image localization audio system 110, for example. For example, a warning sound is generated every second).

  Thus, when the driver continuously hears the warning sound from the same direction, the driver can recognize that his / her avoidance operation with respect to the unexpected operation change of the target other vehicle i has no margin. As a result, it can be expected that the driver spontaneously generates a driving operation that generates a margin.

  The information presentation device 60 does not particularly present information when the identifier of the determination information CON is 8.

(10) Effects of Driving Determination Support Device 200 In the driving determination support device 200 according to the present embodiment, the degree of collision risk predicted based on the relative motion between the host vehicle 0 and the other vehicle i, the host vehicle 0, and Determination information CON based on the degree of danger of a collision that may occur due to a sudden change in the operation of at least one of the other vehicles i is presented to the driver. Therefore, the driver can prevent and avoid the danger and the potential danger that are manifested in the driving environment. As a result, it is possible to perform driving in accordance with the actual driving environment.

In particular, the first determination information indicating the position ψ ⁱ of the other vehicle i having a potential risk level R _PS Lv ⁱ of 2 or more is presented to the driver. Thereby, the driver can easily grasp the potential risk levels R _PS Lv ⁱ is high other vehicles i. As a result, it is possible to prevent and avoid a danger due to a sudden change in operation of another vehicle ⁱ having a high potential risk level R _PS Lvi.

The driver is also presented with second determination information indicating the position ψ ⁱ of the other vehicle i in which the actual risk R _EM ⁱ is smaller than the threshold value Rth and the potential risk level R _PS Lv ⁱ is 2 or more. As a result, even if the potential risk level R _PS Lv ⁱ is high, the actual risk R _EM ⁱ is low, so that it is difficult to accurately recognize the degree of danger of the other vehicle i. In preparation for the emergence of danger due to sudden movement changes, the driver can be alerted in advance to other vehicles i. Therefore, the driver can quickly avoid the danger even when the danger becomes obvious due to a sudden change in the operation of the other vehicle i.

Further, the third determination information indicating the position ψ ⁱ of the other vehicle i having the primary danger revealing determination value EME ⁱ is presented to the driver. As a result, the driver can immediately perform some sort of avoidance operation.

Furthermore, the fourth determination information indicating the position ψ ⁱ of the other vehicle i having the primary risk actualization determination value EME ⁱ of 1 and the ^actual risk R ^EMi is presented to the driver. As a result, the driver can easily grasp the manifestation of the risk of collision and the degree of urgency.

In addition, the driver is presented with fifth determination information indicating the position ψ ⁱ of the other vehicle i in which the latent risk level R _PS Lv ⁱ is 2 or more and the total margin S _Total ⁱ is smaller than the threshold value Sth. As a result, even if the driver can avoid the danger caused by the other vehicle i when the avoidance operation for the other vehicle ⁱ having a high potential risk level R _PS Lvi is assumed, the avoidance operation may be different. It can be easily grasped that this may cause a collision with the vehicle i.

Further, sixth determination information indicating the position ψ ⁱ of the other vehicle i having the potential risk level R _PS Lv ⁱ of 2 or more and the recommended operation change ACT _REC ⁱ is presented to the driver. As a result, the driver can grasp the avoidance operation with a high overall margin in advance in preparation for the realization of the primary danger. Therefore, even if the primary danger becomes apparent, the driver can quickly perform an operation for an avoidance operation with time and spirit.

Further, the driver is presented with seventh determination information indicating the position ψ ⁱ of the other vehicle i having the primary danger manifesting determination value EME ⁱ of 1 and the recommended motion change ACT _REC ⁱ . Thus, the driver can reduce not only the danger of a collision with another vehicle i but also the degree of the danger of a collision with another vehicle i that can occur in a chain by the avoidance operation.

(11) will be described a method of deriving a method of deriving the function representing the boundary of the potential risk level map (11-1) function f _B3 representing the function boundary B ₃ representing the boundary B ₃ (Vrel _x). FIG. 33 is a diagram for explaining a method for deriving the function f _B3 (Vrel _x ) representing the boundary B ₃ of the potential risk level map.

In a certain initial state (the inter-vehicle distance l = l ₀ , the first component Vrel _x = Vrel _{x0 of} the relative velocity vector, and the second component Vrel _y = 0 of the relative velocity vector), the own vehicle is the other vehicle with the maximum acceleration A _xMAX. The condition in which a collision occurs even when the movement away from the vehicle is started (the distance between the vehicles is 0 or less) is as follows.

  In the above formula (A1), t is time. When the above equation (A1) is modified, the following equation is obtained.

  Since the first term of the above formula (A2) is 0 or more, it is necessary to satisfy at least the following formula in order for the left side to be negative.

Further, consider a case where the own vehicle performs an avoidance operation with a maximum acceleration A _yMAX and movement in a direction orthogonal to the direction away from the other vehicle. Let R be the distance necessary for the avoidance operation in this direction, let Vrel _y0 be the initial velocity, and let t _y be the time taken to move the distance R by the motion with the acceleration A _yMAX . In this case, the following equation holds.

The time _ty is derived from the above equation (A4) as follows.

From the above equation (A2), the time t required for the inter-vehicle distance to become the minimum value is (Vrel _x0 / A _xMAX ). Therefore, if the inter-vehicle distance is greater than the time t _y is the time taken for the minimum value is expressed by the following equation.

  When the above equation (A6) is satisfied, the collision condition follows the above equation (A3). In this case, the collision cannot be avoided by the movement of the host vehicle in the direction orthogonal to the direction away from the other vehicle.

Then, when the inter-vehicle distance is greater than the time t _y is the time taken for the minimum value is expressed by the following equation.

When the above equation (A7) is satisfied, the collision condition is t _x ≦ t _y . Here, t _x is the time taken until the collision, and is expressed by the following equation from the above equation (A1).

  The collision condition is as shown in the above formula (A8). The following equation is derived from the above equation (A8).

Since the boundary B ₃ is a set of points (l ₀ , Vrel _x0 ) satisfying the above expression, the function f _B3 (Vrel _x ) representing the boundary B ₃ is expressed by the following expression.

(11-2) a method of deriving a function f _B2 representing the function boundary B ₂ representing a boundary B ₂ (Vrel _x) will be described. FIG. 34 is a diagram for explaining a method for deriving the function f _B2 (Vrel _x ) representing the boundary B ₂ of the potential risk level map.

In a certain initial state on the boundary B ₂ (inter-vehicle distance l = l ₀ , first component of the relative velocity vector Vrel _x = Vrel _x0 ), the movement of the other vehicle approaching the host vehicle with the maximum acceleration a _MAX is performed at time τ. When this is done, the first component Vrel _x of the relative velocity vector becomes Vrel _x = Vrel _x0 + a _MAX τ on the boundary B ₃ . Therefore, when the _{Vrel x0 + a MAX τ ≦ A} xMAX t y, the condition in which the first component Vrel _x headway distance l and the relative velocity vector is positioned on the boundary B ₂ is above equation (3) as: Become.

  From the above equation (B1), the following equation is established.

Further, when the _{Vrel x0 + a MAX τ> A} xMAX t y, the condition in which the first component Vrel _x headway distance l and the relative velocity vector is positioned on the boundary B ₂ is expressed as follows.

  From the above equation (B3), the following equation is established.

Since the boundary B ₂ is a set of points (l ₀ , Vrel _x0 ) satisfying the above expression, the function f _B2 (Vrel _x ) representing the boundary B ₂ is expressed by the following expression.

(11-3) a method of deriving a function f _B1 representing the function boundaries B ₁ representing a boundary B ₁ (Vrel _x) will be described. FIG. 35 is a diagram for explaining a method of deriving a function f _B1 (Vrel _x ) representing the boundary B ₁ of the potential risk level map.

In a certain initial state on the boundary B ₁ (inter-vehicle distance l = l ₀ , first component of the relative velocity vector Vrel _x = Vrel _x0 ), the movement of the other vehicle approaching the host vehicle with the maximum acceleration a _MAX is performed at time τ. When this is done, the first component Vrel _x of the relative velocity vector is Vrel _x = Vrel _x0 + a _MAX τ on the boundary B ₂ . Therefore, when the _{Vrel x0 + a MAX τ ≦ A} xMAX t y -a MAX τ, conditions following distance l = l ₀ and the first component Vrel _x of the relative velocity vector is positioned on the boundary B ₁ represents, the above equation (4 ) From

  From the above equation (C1), the following equation is established.

Further, when the _{Vrel x0 + a MAX τ> A} xMAX t y -a MAX τ, conditions first component Vrel _x headway distance l and the relative velocity vector is positioned on the boundary B ₁ represents expressed by the following equation.

  From the above equation (C3), the following equation is established.

Since the boundary B ₁ is a set of points (l ₀ , Vrel _x0 ) satisfying the above expression, the function f _B1 (Vrel _x ) representing the boundary B ₁ is expressed by the following expression.

(11-4) Calculation Example of Each Boundary of Potential Risk Level Map FIG. 36 is a diagram illustrating a calculation result of each boundary of the potential risk level map. In FIG. 36, when the other vehicle suddenly changes its movement in the direction of approaching the host vehicle at the maximum acceleration a _MAX = 6.86 [m / s ² ], the host vehicle has the maximum acceleration vector A _MAX = ( 6.86, 4.0) [m / s ² ] assuming that an avoidance operation is possible, time τ is set to 1.0 [sec], and second component Vrel _y of the relative velocity vector is set to 0. The calculation results of the boundaries B ₁ , B ₂ , and B ₃ of the potential risk level map are shown.

(11-5) Other Derivation Method of Potential Risk Level Map Boundary The boundaries B ₁ and B ₂ of the potential risk level map may be searched by trial and error by computer simulation or the like.

First, a method for searching for the boundary B ₂ will be described. Here, it is assumed that the other vehicle i is also capable of changing the operation with the maximum acceleration a _MAX in all directions. As a result of the other vehicle i having the initial relative velocity vector Vrel _INIT = (Vrel _INITx , 0) _{moving in} the direction approaching the _host vehicle 0 with a acceleration a _MAX for a short time τ (for example, 1 second), the inter-vehicle distance l becomes the boundary f _An initial inter-vehicle distance l _INIT that can reach _B3 (Vrel _INITx ) without excess or deficiency is obtained. As a method for obtaining the initial inter-vehicle distance l _INIT , for example, an iterative method such as a general Jacobian method, Gauss-Seidel method, or SOR method as an iterative solution method of simultaneous linear equations can be given.

Various combinations of the first component Vrel _INITx of the initial relative velocity vector and the initial inter-vehicle distance l _INIT are obtained so as to be uniformly distributed with respect to the first component Vrel _x of the relative velocity vector. Considered the distribution forms a boundary B _2, then obtains the function f _B2 (Vrel _x) representing a boundary B _2. Examples of a method for obtaining the function f _B2 (Vrel _x ) include a neural network and a fuzzy neural network. According to these methods, by observing a finite number of combinations of input / output signals for an arbitrary nonlinear system, the input / output relationship can be identified by learning.

Next, the search method for the boundary B _{1 is the same as} the search method for the boundary B ₂ except that the initial inter-vehicle distance l _INIT that can reach the boundary f _B2 (Vrel _INITx ) is obtained.

(12) Other embodiments (12-1)
FIG. 37 is a block diagram illustrating another example of a functional configuration of the risk evaluation unit 30.

  In the driving determination support apparatus 200 according to the above embodiment, the risk evaluation unit 30 of FIG. 37 may be used instead of the risk evaluation unit 30 of FIG.

  In the example of FIG. 37A, the risk evaluation unit 30 includes a latent risk evaluation unit 32. In this case, the determination information generation unit 50 of FIG. 2 generates first, fifth, and sixth determination information and outputs them to the information presentation device 60.

  According to the risk evaluation unit 30 of this example, the driver can easily grasp the risk level of danger caused by the sudden movement change of the other vehicle i that cannot be directly evaluated from the relative motion.

  In the example of FIG. 37 (b), the risk evaluation unit 30 includes an actual risk evaluation unit 31 and a latent risk evaluation unit 32. In this case, the determination information generation unit 50 in FIG. 2 generates first, second, fifth, and sixth determination information and outputs the first, second, fifth, and sixth determination information to the information presentation device 60.

According to the risk evaluation unit 30 of the present example, the driver of the other vehicle i that is difficult to recognize the degree of danger because the actual risk R _EM ⁱ is low even though the potential risk level R _PS Lv ⁱ is high. The existence can be easily grasped.

  In the example of FIG. 37 (c), the risk evaluation unit 30 includes a latent risk evaluation unit 32 and a primary risk revealing determination unit 33. In this case, the determination information generation unit 50 in FIG. 2 generates the first, third, fifth, sixth, and seventh determination information and outputs them to the information presentation device 60.

  According to the risk evaluation unit 30 of this example, the driver can easily grasp the presence of the other vehicle i that is becoming apparent as the primary danger.

(12-2)
The traveling environment recognition device 10 may be configured by an ECU 103, a GPS 104, an acceleration sensor 105, a gyro sensor 106, a vehicle speed sensor 107, a ranging radar device using electromagnetic waves or laser light, and an image processing device. In this case, the ECU 103 acquires the running state of the host vehicle 0 by the GPS 104, the acceleration sensor 105, the gyro sensor 106, and the vehicle speed sensor 107, and acquires the relative position of the surrounding other vehicle i by the ranging radar device and the image processing device. . The ECU 103 calculates the relative speed and relative acceleration of the other vehicle i by calculating the time first floor difference and the second floor difference of the relative position.

(12-3)
In the above embodiment, the relative motion calculation unit 20, the risk evaluation unit 30, the margin evaluation unit 40, and the determination information generation unit 50 are realized by the ECU 103 and the program, but the relative motion calculation unit 20, the risk evaluation unit 30, Some or all of the margin evaluation unit 40 and the determination information generation unit 50 may be realized by hardware such as a large-scale integrated circuit.

(12-4)
In the margin evaluation unit 40, when calculating the relative velocity vector assumed by the sudden maximum movement change of the own vehicle 0 or the other vehicle i, the movement change by the maximum acceleration a _MAX is possible in all directions. Instead, the maximum acceleration possible for each of the forward, backward, and lateral directions may be set individually in advance, and a relative velocity vector assumed in consideration of the direction of the vehicle may be calculated.

  Further, in the margin evaluation unit 40, the maximum possible acceleration in each direction is individually set in advance for each vehicle type of the host vehicle 0 or the other vehicle i, and the vehicle type of the other vehicle i is identified by the traveling environment recognition device 10. The relative speed vector assumed in consideration of the vehicle type may be calculated.

(12-5)
In the above embodiment, the information presentation device 60 is configured by a sound image localization audio system and a sound source controller, but the information presentation device 60 may be configured by an image display device such as a meter panel, a head-up display, or a wearable display. Good. In this case, the position of the caution target vehicle, the degree of danger, and the like are displayed as a graphic on the image displayed on the image display device. Alternatively, the information presentation device 60 may be configured by a sound image localization audio system and an image display device.

(12-6)
In the above embodiment, the case where the driving determination support device according to the present invention is applied to a four-wheeled vehicle has been described. However, the driving determination support device according to the present invention is not limited to a four-wheeled vehicle, but a three-wheeled vehicle. It can be applied to various vehicles such as motorcycles.

(13) Correspondence between Claims and Embodiment In the above embodiment, the traveling environment recognition device 10 and the relative motion calculation unit 20 correspond to a relative motion calculation unit, and the latent risk evaluation unit 32 corresponds to a potential risk evaluation unit. The determination information generation unit 50 corresponds to determination information generation means, and the information presentation device 60 corresponds to information presentation means.

  The actual risk evaluation unit 31 corresponds to an actual risk evaluation unit, and the primary risk actualization determination unit 33 corresponds to a primary risk actualization determination unit.

  Furthermore, the margin evaluation unit 40 corresponds to a margin evaluation unit, the primary danger relative motion assumption unit 401 and the pair primary risk margin evaluation unit 402 correspond to a pair primary risk margin evaluation unit, The risk margin evaluation unit 403 corresponds to a secondary risk margin evaluation means.

  The present invention can be used for various vehicles such as automobiles, motorcycles, straddle-type four-wheel drive vehicles, and small ships.

It is a mimetic diagram showing composition of a car provided with a driving judgment support device concerning one embodiment of the present invention. It is a block diagram which shows the functional structure of the driving | operation judgment assistance apparatus mounted in the motor vehicle of FIG. It is a flowchart which shows operation | movement of the driving | operation judgment assistance apparatus of FIG. It is a schematic diagram which shows the vehicle state of the own vehicle and another vehicle. It is a schematic diagram which shows the relative velocity vector of the own vehicle and another vehicle. It is a block diagram which shows the functional structure of the risk evaluation part of FIG. It is a figure which shows a potential risk level. It is a figure which shows the example of a potential risk level map. It is a flowchart which shows the risk evaluation process by a risk evaluation part. It is a figure which shows the concept of evaluation of a versus primary risk margin. It is a figure which shows the example at the time of assuming that the own vehicle performed the operation | movement change to back. It is a figure which shows the concept of evaluation of versus secondary risk margin. It is a figure which shows the example at the time of assuming that the own vehicle performed the operation | movement change to back. It is a block diagram which shows the functional structure of a margin evaluation part. It is a flowchart which shows the margin evaluation process by a margin evaluation part. It is a flowchart which shows the evaluation process of the versus primary risk margin by an iterative method. It is a figure which shows the example of a search of the variation | change_quantity of the operation | movement change of the own vehicle by the iterative method in the case of versus primary risk margin evaluation. It is a figure which shows the example of a search of the variation | change_quantity of the operation | movement change of the own vehicle by the iterative method in the case of versus primary risk margin evaluation. It is a figure which shows the example of a search of the variation | change_quantity of the operation | movement change of the own vehicle by the iterative method in the case of versus primary risk margin evaluation. It is a flowchart which shows the evaluation process of a secondary risk margin. It is a figure which shows the example of a search of the variation | change_quantity of the operation | movement change of the own vehicle by the iterative method at the time of the versus secondary risk margin evaluation. It is a figure which shows the example of a search of the variation | change_quantity of the operation | movement change of the own vehicle by the iterative method at the time of the versus secondary risk margin evaluation. It is a figure which shows the example of a search of the variation | change_quantity of the operation | movement change of the own vehicle by the iterative method at the time of the versus secondary risk margin evaluation. It is a flowchart which shows the production | generation process of the judgment information by a judgment information generation part. It is a flowchart which shows the production | generation process of 1st judgment information. It is a flowchart which shows the production | generation process of 2nd judgment information. It is a flowchart which shows the production | generation process of 3rd judgment information. It is a flowchart which shows the production | generation process of 4th judgment information. It is a flowchart which shows the production | generation process of 5th judgment information. It is a flowchart which shows the production | generation process of 6th judgment information. It is a flowchart which shows the production | generation process of 7th judgment information. It is a flowchart which shows the arithmetic processing of the kind of recommended operation | movement change. It is a figure for demonstrating the derivation method of the function showing the boundary of a potential risk level map. It is a figure for demonstrating the derivation method of the function showing the boundary of a potential risk level map. It is a figure for demonstrating the derivation method of the function showing the boundary of a potential risk level map. It is a figure which shows the calculation result of each boundary of a potential risk level map. It is a block diagram which shows the other example of a functional structure of a risk evaluation part.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Running environment recognition apparatus 20 Relative motion calculation part 30 Risk evaluation part 31 Actual risk evaluation part 32 Potential risk evaluation part 33 Primary risk actualization determination part 40 Margin degree evaluation part 50 Judgment information generation part 60 Information presentation part 70 Driving determination part DESCRIPTION OF SYMBOLS 100 Automobile 101 Main body 102 Wheel 103 ECU
104 GPS
DESCRIPTION OF SYMBOLS 105 Acceleration sensor 106 Gyro sensor 107 Vehicle speed sensor 108 Communication apparatus 109 Several speaker 110 Sound image localization audio system 200 Driving | operation judgment assistance apparatus 401 Primary danger relative motion assumption part 402 vs. primary danger margin evaluation part 403 vs. secondary danger margin Evaluation part ACT ^j Motion change Arel ⁱ Relative acceleration vector Arel _x ⁱ 1st component Arel _y ⁱ 2nd component a ⁱ Acceleration i Other vehicle 0 Own vehicle CON Judgment information EME ⁱ Primary risk manifesting judgment value l ⁱ Inter-vehicle distance R _EM ⁱ actual risk R _PS Lv ⁱ latent risk level S _1st ^ij vs. primary risk margin S _2nd ^ij vs. secondary risk margin v ⁱ speed Vrel ⁱ relative speed vector Vrel _MAX ⁱ assumed relative speed vector Vrel _x ⁱ first component Vrel _y ⁱ second component ψ ⁱ acceleration direction ψ ⁱ position θ ⁱ direction of travel

Claims (19)

A driving determination support device that supports a driver's determination regarding driving,
Multiple levels of potential risk indicating the degree of danger of a collision that can occur due to a change in the operation of at least one of the host vehicle and the other vehicle, the relative speed vector between the host vehicle and the other vehicle, and the distance between the host vehicle and the other vehicle Storage means for storing the distance relationship;
A calculation means for calculating a current relative speed vector between the host vehicle and another vehicle and a current inter-vehicle distance;
Based on the current relative speed vector and the current inter-vehicle distance between the host vehicle and the other vehicle calculated by the calculating unit and the relationship stored in the storage unit, the current vehicle's current relative to the other vehicle A potential risk assessment tool to assess the level of potential risk;
The other vehicle based on the current relative speed vector and the current inter-vehicle distance between the host vehicle and the other vehicle calculated by the calculating means and the current potential risk level evaluated by the potential risk evaluating means. assuming maximum operating change of the other vehicle to increase the current level of potential risk to, the predetermined potential risk by the vehicle with respect to the operation change of the other vehicles the are assumed to perform the avoidance operation The minimum speed change vector of the host vehicle required to suppress the level to a level below the level is determined for each of the movement changes of the host vehicle in a plurality of directions. for each of the operation changes to a plurality of directions of the vehicle as the maximum acceleration and the margin-to-primary risk margin obtained by using the vehicle And margin evaluation means worthy,
The assessed by the margin evaluating means based on the to-primary risk margin of the operation changes to a plurality of directions of the vehicle, the self to avoid the risk of collision and resulting behavior change of the other vehicle As a movement change of the vehicle, a movement change in a direction having a greater degree of danger against the primary risk is preferentially selected from movement changes in the direction of the own vehicle, and the selected movement change is recommended. Determination information generating means for generating determination information included as:
Information presenting means for presenting judgment information generated by the judgment information generating means to the driver.
The maximum operational change of the other vehicle that increases the current potential risk level for the other vehicle is based on the assumption that the other vehicle can move in a plurality of directions with maximum acceleration according to preset vehicle performance. , Among the movement changes in the plurality of directions at the maximum acceleration of the other vehicle, the movement change that maximizes the current potential risk level,
The driving decision support apparatus according to claim 1, wherein the first-order risk margin is calculated by a calculation that increases as the speed change vector of the host vehicle decreases and increases as the maximum acceleration of the host vehicle increases . The calculation means further calculates a current relative speed vector and a current inter-vehicle distance between the host vehicle and another vehicle,
The potential risk evaluation means is based on the current relative speed vector and the current inter-vehicle distance between the host vehicle and the other vehicle calculated by the calculation means, and the relationship stored in the storage means. Assessing the current potential level of the vehicle relative to another vehicle,
The margin evaluation means is:
Current of the vehicle with respect to said another of the other vehicle, which is evaluated by the current relative velocity vector and the current following distance and the potential risk assessment means the calculated between the own vehicle and the another of the other vehicle by the calculating means Based on the level of potential risk, the magnitude of the speed change vector of the host vehicle that is allowable to suppress an increase in the level of potential risk to the other vehicle due to the avoidance operation of the host vehicle within a predetermined range. Is calculated for each of the movement changes of the host vehicle in a plurality of directions, and a margin expressed by using the calculated speed change vector of the host vehicle and the maximum acceleration of the host vehicle is determined as a secondary risk. Evaluate each of the movement changes in the direction of the vehicle as a margin,
The second-order risk margin is determined by a calculation that increases as the allowable speed change vector of the host vehicle increases and decreases as the maximum acceleration of the host vehicle increases.
The determination information generation unit is configured to determine the direction of the host vehicle based on the primary danger margin and the secondary risk margin evaluated by the margin evaluation unit with respect to changes in movement of the host vehicle in a plurality of directions. As the operation change of the own vehicle for avoiding the risk of collision from the change in operation to the above, the larger the primary danger margin and the secondary risk margin among the operation changes in the plurality of directions of the own vehicle select the operation changes in a direction having a driving determination support apparatus of claim 1, wherein the generating the determination information including the operation changes selected as the recommended operating. The margin evaluation means is:
Wherein a pair primary risk margin for other vehicles, is calculated for each of the operation change of the sum the plurality of directions of the vehicle between the minimum value of the pair secondary risk margin for said another of the other vehicle, the host vehicle The maximum value of the sums calculated for the movement changes in a plurality of directions of the vehicle is the total of the movement changes of the host vehicle for the avoidance action against the manifestation of the primary danger caused by the movement changes of the other vehicles. driving determination support apparatus according to claim 2, wherein the calculating a margin. The determination information generation unit generates determination information including information for identifying the other vehicle when the total margin evaluated by the margin evaluation unit is smaller than a predetermined value. The driving judgment support device according to claim 3. The determination information generation unit is calculated by the margin evaluation unit among the movement changes of the host vehicle in a plurality of directions when the total margin evaluated by the margin evaluation unit is smaller than a predetermined value. 4. The driving determination support according to claim 3, wherein the operation change that maximizes the sum is selected as the recommended operation, and information for identifying the other vehicle and determination information including the recommended operation are generated. apparatus. When the level of the potential risks that are evaluated by the potential risk assessment means is above a predetermined level, the other vehicle based on the relative velocity vector and the headway distance between the other vehicle and the own vehicle calculated by the calculating means Further comprising primary risk manifesting determination means for determining whether or not there is a collision risk manifesting process;
4. The determination information generating unit generates the determination information based on a determination result of the primary risk manifesting determination unit and a comprehensive margin evaluated by the margin evaluation unit. The driving judgment support apparatus described. Wherein determining information generating means, when the other vehicle is determined to be in the process of the risk of manifestation of a collision by the primary hazard manifested determining means, said one of the operation changes to a plurality of directions of the vehicle The operation change that maximizes the sum calculated by the margin evaluation means is selected as the recommended operation, and information for identifying the other vehicle and determination information including the recommended operation are generated. Item 6. The driving determination support device according to Item 6. The potential risk evaluation means includes:
Based on the first relative speed component in the direction in which the other vehicle approaches the host vehicle, the second relative speed component in the direction orthogonal to the first relative speed component, and the inter-vehicle distance between the host vehicle and the other vehicle. The driving judgment support apparatus according to claim 1, wherein the level of potential risk is evaluated. The determination information generation means generates determination information including information for identifying the other vehicle when the level of the potential risk evaluated by the potential risk evaluation means is a predetermined level or more. Item 9. The driving determination support device according to any one of Items 1 to 8. An actual risk evaluation unit that evaluates, as an actual risk, a risk level of a collision predicted based on a current relative speed vector calculated by the calculation unit and the current relative distance between the host vehicle and the other vehicle, and a current inter-vehicle distance;
10. The determination information generating means generates determination information based on a level of potential risk evaluated by the potential risk evaluation means and an actual risk evaluated by the actual risk evaluation means. The driving decision support device according to any one of the above. The actual risk evaluation means includes:
11. The driving determination support apparatus according to claim 10, wherein the actual risk is evaluated based on a relative speed component in a direction in which the other vehicle approaches the host vehicle and a distance between the host vehicle and the other vehicle. The determination information generating means
When the level of the potential risks have been manifested risk assessment by the manifest risk assessment means is evaluated by low and the potential risk level evaluation means than a predetermined value is higher than the predetermined level, the information for identifying the other vehicle 12. The driving determination support apparatus according to claim 10 or 11, wherein the determination information is generated. Based on the current relative speed vector and the current inter-vehicle distance between the host vehicle and the other vehicle calculated by the calculating means when the level of the potential risk evaluated by the potential risk evaluating means is equal to or higher than a predetermined level. Further comprising primary risk manifesting determination means for determining whether or not the other vehicle is in the process of manifesting a collision risk,
Wherein determining information generating means, according to claim 1, characterized in that said generating a determination information based on the determination result of the level and the primary risk manifestation determination means potential risks that are evaluated by the potential risk assessment means The driving decision support device according to any one of the above. The primary risk manifesting determination means, when the level of the potential risk evaluated by the potential risk evaluation means is a predetermined level or more, the current relative of the host vehicle and the other vehicle calculated by the calculation means based on the velocity vector to predict the relative velocity vector after a predetermined time, to predict the potential risks level after the predetermined time based on the current inter-vehicle distance between the other vehicle and the predicted relative velocity vector and the vehicle 14. The driving determination support apparatus according to claim 13, wherein it is determined whether or not the other vehicle is in a process of making a danger of collision manifest. The determination information generation means includes determination information including information for identifying the other vehicle when the other vehicle is determined to be in the process of actualizing the risk of collision by the primary risk occurrence determination means. 15. The driving determination support apparatus according to claim 13 or 14, characterized in that: An actual risk evaluation unit that evaluates, as an actual risk, the risk of collision predicted based on the current vehicle and the other vehicle, the current relative speed vector, and the current inter-vehicle distance calculated by the calculation unit;
When the level of the potential risks that are evaluated by the potential risk assessment means it is above a predetermined level, on the basis of the said another vehicle and the current relative velocity vector and the current inter-vehicle distance between the own vehicle calculated by the calculating means A primary danger manifesting judging means for judging whether or not another vehicle is in the process of revealing the danger of a collision,
6. The determination information generation unit generates the determination information based on an actual risk evaluated by the actual risk evaluation unit and a determination result of the primary risk actualization determination unit. The driving judgment support device according to any one of the above. The determination information generation unit includes information for identifying the other vehicle and the actual risk when the primary risk actualization determination unit determines that the other vehicle is in the process of actualizing a collision risk. 17. The driving determination support apparatus according to claim 16, wherein the determination information including the actual risk evaluated by the evaluation unit is generated. A driving determination support method for supporting a driver's driving determination,
Multiple levels of potential risk indicating the degree of danger of a collision that can occur due to a change in the operation of at least one of the host vehicle and the other vehicle, the relative speed vector between the host vehicle and the other vehicle, and the distance between the host vehicle and the other vehicle Memorizing the distance relationship;
Calculating a current relative speed vector between the host vehicle and another vehicle and a current inter-vehicle distance;
Evaluating the current potential risk level of the host vehicle relative to the other vehicle based on the calculated current relative speed vector and the current inter-vehicle distance and the stored relationship ;
Based on the current level of potential risks which the current relative velocity vector and is present inter-vehicle distance and the evaluation the calculated, the maximum operating change of the other vehicle to increase the current level of potential risk to the other vehicle assuming the host vehicle avoidance operation the minimum required velocity change vector of the vehicle in order to suppress below a predetermined level the potential risk by performing for an operating change in the other vehicle said envisaged The magnitude is obtained for each of the movement changes of the host vehicle in a plurality of directions, and the degree of margin represented by using the obtained magnitude of the speed change vector of the host vehicle and the maximum acceleration of the host vehicle is paired. A step of evaluating each of the movement changes of the host vehicle in a plurality of directions as a next risk margin;
The evaluated on the basis of the to-primary risk margin of the operation changes to a plurality of directions of the vehicle, as the operation change of the vehicle to avoid the risk of collision to result the operation change of the other vehicle Judgment information including, as a recommended action, preferentially selecting an action change in a direction having a greater degree of risk against the primary risk among the action changes in a plurality of directions of the own vehicle. Generating step;
Presenting the generated determination information to the driver ,
The maximum operational change of the other vehicle that increases the current potential risk level for the other vehicle is based on the assumption that the other vehicle can move in a plurality of directions with maximum acceleration according to preset vehicle performance. , Among the movement changes in the plurality of directions at the maximum acceleration of the other vehicle, the movement change that maximizes the current potential risk level,
The driving judgment support method according to claim 1, wherein the first-order risk margin is calculated by a calculation that increases as the speed change vector of the host vehicle decreases and increases as the maximum acceleration of the host vehicle increases . A vehicle body that is driven by a driver,
A driving determination support device for supporting the driver's driving determination;
The driving determination support device includes:
Multiple levels of potential risk indicating the degree of danger of a collision that can occur due to a change in the operation of at least one of the host vehicle and the other vehicle, the relative speed vector between the host vehicle and the other vehicle, and the distance between the host vehicle and the other vehicle Storage means for storing the distance relationship;
A calculation means for calculating a current relative speed vector between the host vehicle and another vehicle and a current inter-vehicle distance;
Based on the current relative speed vector and the current inter-vehicle distance between the host vehicle and the other vehicle calculated by the calculating unit and the relationship stored in the storage unit, the current vehicle's current relative to the other vehicle A potential risk assessment tool to assess the level of potential risk;
The other vehicle based on the current relative speed vector and the current inter-vehicle distance between the host vehicle and the other vehicle calculated by the calculating means and the current potential risk level evaluated by the potential risk evaluating means. assuming maximum operating change of the other vehicle to increase the current level of potential risk to, the predetermined potential risk by the vehicle with respect to the operation change of the other vehicles the are assumed to perform the avoidance operation The size of the speed change vector of the own vehicle that is necessary to suppress the level to a level below the level is determined for each of the motion changes in the plurality of directions of the own vehicle, be assessed for each of the operation changes to a plurality of directions of the vehicle a margin represented by using the maximum acceleration of the vehicle as a to-primary risk margin And margin evaluation means,
The assessed by the margin evaluating means based on the to-primary risk margin of the operation changes to a plurality of directions of the vehicle, the self to avoid the risk of collision and resulting behavior change of the other vehicle As a movement change of the vehicle, a movement change in a direction having a greater degree of danger against the primary risk is preferentially selected from movement changes in the direction of the own vehicle, and the selected movement change is recommended. Determination information generating means for generating determination information included as:
Information presenting means for presenting the judgment information generated by the judgment information generating means to the driver ,
The maximum operational change of the other vehicle that increases the current potential risk level for the other vehicle is based on the assumption that the other vehicle can move in a plurality of directions with maximum acceleration according to preset vehicle performance. , Among the movement changes in the plurality of directions at the maximum acceleration of the other vehicle, the movement change that maximizes the current potential risk level,
The vehicle according to claim 1, wherein the first-order risk margin is calculated by a calculation that increases as the speed change vector of the host vehicle decreases and increases as the maximum acceleration of the host vehicle increases .

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