JP5175634B2 - Vehicle driving support device - Google Patents

Description

  The present invention relates to a driving support apparatus for a vehicle that supports driving of a driver in consideration of a situation between vehicles at an intersection.

  2. Description of the Related Art In recent years, in vehicles, various driving systems that recognize driving environments and support driving to enable safe driving based on information obtained from ITS (Intelligent Transport Systems), in-vehicle image processing systems, radar devices, etc. Support devices have been proposed and put into practical use.

In particular, at intersections, various technologies have been proposed from many viewpoints such as prevention of collision with an approaching vehicle, ensuring safety and maintaining a smooth traffic flow. For example, in Japanese Patent Application Laid-Open No. 2007-241729, the position of the own vehicle side vehicle and the other vehicle side vehicle at the intersection is predicted, and the minimum distance when the own vehicle side vehicle and the other vehicle side vehicle are closest to each other at the intersection is calculated. Based on the calculated minimum distance, the risk of collision with another vehicle side vehicle at the intersection is calculated. Then, it is determined whether or not the driver of the other vehicle side vehicle recognizes the vehicle, and when it is estimated that there is no vehicle in the direction of the line of sight and the vehicle is not recognized, it is determined in advance. A technique for changing a crossing vehicle collision risk threshold value so as to be lowered by a predetermined value is disclosed.
JP 2007-241729

  However, the driving assistance device as disclosed in the above-mentioned Patent Document 1 has a problem that the possibility of a collision at an intersection cannot be sufficiently eliminated. For example, even if the driver of an opposite right turn car fully recognizes the presence of the host vehicle traveling straight at the intersection, if the host vehicle is far away, the speed of the host vehicle can be accurately grasped. However, when the host vehicle is heading to the intersection at a higher speed than the parallel running vehicle, the driver of the opposite right turn vehicle may misrecognize the timing of the host vehicle reaching the intersection, and the possibility of a collision may increase.

  The present invention has been made in view of the above circumstances, and accurately predicts an erroneous determination of an opposite right turn vehicle that is likely to occur when a straight vehicle is heading for an intersection at a higher speed than the surroundings, so that a collision at the intersection is predicted. An object of the present invention is to provide a driving support device for a vehicle that can be prevented in advance.

  The present invention includes a traveling environment detection unit that detects front intersection and travel route information, a vehicle information detection unit that detects front vehicle information, a host vehicle traveling state detection unit that detects a traveling state of the host vehicle, Parallel vehicle recognition means for recognizing a parallel vehicle running parallel to the vehicle, crossing other vehicle recognition means for recognizing an intersection other vehicle that is expected to intersect with an expected traveling locus of the own vehicle, and the own vehicle takes precedence Risk of correcting the risk according to the relative speed by calculating the risk with respect to the crossing other vehicle, calculating the relative speed between the parallel running vehicle and the host vehicle when traveling straight ahead at the intersection in front of the vehicle And setting means.

  According to the vehicle driving support device of the present invention, it is possible to accurately predict an erroneous determination of an opposite right turn vehicle that is likely to occur when a straight vehicle is heading for an intersection at a higher speed than the surroundings, and to prevent a collision at the intersection. It becomes possible to prevent.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 11 show an embodiment of the present invention, FIG. 1 is a functional block diagram of a driving support device at an intersection mounted on a vehicle, FIG. 2 is a functional block diagram of a first risk calculation unit, and FIG. FIG. 4 is a flowchart of the driving support control program at the intersection, FIG. 5 is a flowchart of the first risk calculation routine, FIG. 6 is a flowchart of the second risk calculation routine, and FIG. Is an explanatory diagram showing an example of each vehicle at an intersection, FIG. 8 is a map of risk setting for the closest vehicle among other vehicles in the intersection, FIG. 9 is a map of risk correction coefficient setting, and FIG. 10 is a risk setting for other vehicles in the intersection FIG. 11 is a map for setting risk correction coefficients.

  In FIG. 1, reference numeral 1 denotes a driving support device at an intersection mounted on a vehicle. The driving support device 1 includes an image recognition device 2, a communication device 3, a navigation device 4, a vehicle speed sensor 5, and a turn signal. A signal from the switch 6 is input to the control unit 7, and a signal is output from the control unit 7 to the communication device 3 and the alarm control device 8 described above.

  The image recognition device 2 is, for example, a set of CCD cameras that are mounted at a fixed interval in front of a ceiling in a vehicle interior and that stereo-shoots an object outside the vehicle from different viewpoints, and a stereo image that processes image data from the CCD camera. And a processing device.

  The processing of image data from the CCD camera in the stereo image processing apparatus is performed as follows, for example. First, distance information is obtained from a set of stereo image pairs taken in the traveling direction of the host vehicle captured by the CCD camera from the corresponding positional deviation amount, and a distance image is generated.

  Based on this data, it is compared with a well-known grouping process or a frame (window) such as three-dimensional road shape data, side wall data, and three-dimensional object data stored in advance. Side wall data such as guardrails and curbs, and three-dimensional object data such as vehicles and pedestrians are extracted. The white line data, the side wall data, and the three-dimensional object data extracted in this way are assigned different numbers (ID numbers) for each data.

  For the three-dimensional object data (particularly vehicle data), the relative speed with the own vehicle is calculated from the own vehicle speed V0 obtained from the vehicle speed sensor 5 and the temporal change in the distance from the own vehicle to each three-dimensional object. The speed of each vehicle is calculated by adding the relative speed and the host vehicle speed V0. Then, the road direction component in which each vehicle exists of each vehicle speed is calculated as the speed of each vehicle and output to the control unit 7. Thus, the image recognition apparatus 2 is provided as vehicle information detection means.

  The communication device 3, for example, as a device compatible with ITS (Intelligent Transport Systems), receives light and radio wave beacons from road incidental facilities and receives traffic congestion information, weather information, traffic regulation information in a specific area, etc. In addition, it has a function of acquiring vehicle information, performing vehicle-to-vehicle communication with other vehicles traveling around the host vehicle, and exchanging vehicle information. In vehicle-to-vehicle communication in this embodiment, communication with a vehicle existing in a communicable area is performed using a carrier signal in a predetermined frequency band, vehicle type, vehicle position, vehicle speed, acceleration / deceleration state, brake operation state, Information such as the turn signal switch operating state is exchanged, and the acquired information is output to the control unit 7. Thus, the communication device 3 is provided as vehicle information detection means and inter-vehicle communication means.

  The navigation device 4 measures the position of the host vehicle, calculates and synthesizes the position of the host vehicle and the map information, outputs the map information to the control unit 7, changes the scale of the map, displays the detailed name of the place, In response to an operation input such as display switching, a map of the current position of the host vehicle and its surroundings is displayed on the display, and various information such as road / traffic information received via the communication device 3 is displayed. The position of the own vehicle is the position of the own vehicle based on radio waves from positioning satellites such as GPS (Global Positioning System), and the position of the own vehicle by dead reckoning navigation based on signals from the geomagnetic sensor and the wheel speed sensor. Then, positioning is performed based on information obtained through the communication device 3. This positioning information is also transmitted to other devices in the host vehicle via the in-vehicle communication system, and further transmitted to other vehicles by inter-vehicle communication via the communication device 3. Thus, the navigation apparatus 4 is provided as a traveling environment detection means.

  Further, a vehicle speed sensor 5 that detects the host vehicle speed V0 and a turn signal switch 6 that is operated when making a right / left turn are provided as a host vehicle running state detecting means.

  The control unit 7 receives vehicle information from the image recognition device 2, vehicle information from the communication device 3, travel environment information from the navigation device 4, own vehicle speed V 0 from the vehicle speed sensor 5, and an operation signal of the turn signal switch 6. Recognized is a parallel vehicle that is input in parallel with the host vehicle, and recognizes an intersecting other vehicle in which the predicted traveling locus intersects with the predicted traveling locus of the own vehicle. When the host vehicle goes straight ahead at the intersection as a priority vehicle, the risk Risk0 is calculated for the closest vehicle among the other vehicles in the intersection and the relative speed between the slowest vehicle and the host vehicle among the parallel vehicles is calculated. If the speed V0LOW is calculated and the relative speed V0LOW is greater than or equal to the set value Vc1, the communication device 3 warns that the vehicle is traveling straight through the intersection and corrects the risk Risk0 based on the relative speed V0LOW. Risk is set to Risk. If the relative speed V0LOW is lower than the set value Vc1, the risk Risk0 is set as the final risk Risk as it is. On the other hand, when the host vehicle does not go straight ahead at the intersection as a priority vehicle, the risk Riski is calculated for all intersection other vehicles, and the relative speed of each intersection other vehicle based on the slowest vehicle among all intersection other vehicles is calculated. The speed ViLOW is calculated, the risk Riski of each crossing other vehicle is corrected based on the relative speed ViLOW, and the maximum value of each corrected risk Riski is set as the final risk Risk. Thus, when the risk Risk finally set is equal to or higher than a preset threshold Riskkc, a warning is output by outputting a signal to the alarm control device 8.

  That is, as shown in FIG. 1, the control unit 7 includes a parallel vehicle / intersection other vehicle extraction unit 11, an intersection passage situation determination unit 12, a first risk calculation unit 13, a second risk calculation unit 14, and an alarm determination. The unit 15 is mainly configured.

  The parallel vehicle / crossing other vehicle extraction unit 11 is a turn signal switch that receives vehicle information from the image recognition device 2, vehicle information from the communication device 3, travel environment information from the navigation device 4, and vehicle speed V 0 from the vehicle speed sensor 5. The operation signals from 6 are respectively input.

  And the vehicle which exists on the same traveling path as the traveling path of the own vehicle connected to the intersection and advances in the same direction is recognized as a parallel running vehicle. In addition, a vehicle other than the above-mentioned parallel running vehicle that exists on the travel path connected to the intersection and whose predicted travel trajectory intersects with the predicted travel trajectory of the host vehicle is recognized as an intersection other vehicle. . The recognition result is output to the first risk calculation unit 13 and the second risk calculation unit 14.

  Here, the predicted traveling locus of the host vehicle is, for example, a turning locus previously set in accordance with the vehicle speed V0 in the direction in which the turn signal switch 6 is operated when the turn signal switch 6 is ON. Is set, otherwise a straight track is set. For other vehicles than the host vehicle, the traveling locus is similarly estimated in accordance with the vehicle speed of each vehicle and the operation status of the turn signal switch.

  For example, when the environment at the intersection is as shown in FIG. 7, if the host vehicle is the vehicle 1, there is no parallel running vehicle, and the vehicle 2 and the vehicle 3 are recognized as the other intersection vehicle. When the host vehicle is the vehicle 2, the parallel running vehicle is recognized as the vehicle 3 and the crossing other vehicle is recognized as the vehicle 1. When the host vehicle is the vehicle 3, the parallel running vehicle is the vehicle 2 (the past by the image recognition device 2). Data or a vehicle recognized by data by the communication device 3) or an intersection other vehicle is recognized as the vehicle 1.

  Thus, the parallel running vehicle / crossing other vehicle extraction unit 11 is provided as a parallel running vehicle recognition unit and a crossing other vehicle recognition unit.

  The intersection passage state determination unit 12 receives the travel environment information from the navigation device 4, the vehicle speed V 0 from the vehicle speed sensor 5, and the operation signal from the turn signal switch 6. Then, based on these pieces of information, it is determined whether or not the host vehicle travels straight with the intersection as a priority vehicle, and the determination result is output to the first risk calculation unit 13 and the second risk calculation unit 14.

  Specifically, when the vehicle is traveling on a priority road on the map, the host vehicle speed V0 is equal to or higher than the threshold value, and the turn signal switch 6 is OFF, it is determined that the host vehicle goes straight with the intersection as the priority vehicle.

  The first risk calculation unit 13 is a calculation unit that is executed when the intersection passing situation determination unit 12 determines that the host vehicle travels straight with the intersection as a priority vehicle, as shown in FIG. It is mainly composed of a risk calculation unit 13a for the nearest vehicle, a relative speed calculation unit 13b for the lowest vehicle speed and other vehicles, a minimum vehicle speed determination unit 13c, a communication information generation unit 13d, and a risk calculation unit 13e.

  The risk calculation unit 13a for the closest vehicle receives the recognition result from the parallel running vehicle / intersection other vehicle extraction unit 11, and refers to, for example, a preset map (FIG. 8) to determine the intersection other vehicle. The risk Risk0 for the nearest vehicle is set, and this risk Risk0 is output to the risk calculation unit 13e. In FIG. 8, T0 = D0 / V0, and D0 is the distance from the host vehicle to the nearest vehicle among the crossing other vehicles. For example, in the situation shown in FIG. 7, when the host vehicle is the vehicle 2, the nearest vehicle among the crossing other vehicles is the vehicle 1 (that is, a right turn vehicle).

  The relative speed calculation unit 13b with the minimum vehicle speed other vehicle receives the recognition result from the parallel vehicle / intersection other vehicle extraction unit 11. Then, the relative speed V0LOW (= V0−VLOW: VLOW is the speed of the other vehicle in the parallel running vehicle) between the other vehicle and the own vehicle at the lowest vehicle speed in the parallel running vehicle is calculated, and the lowest vehicle speed determination unit 13c, output to the risk calculator 13e.

  The minimum vehicle speed determination unit 13c receives the relative speed V0LOW between the minimum vehicle speed other vehicle and the host vehicle from the relative speed calculation unit 13b relative to the minimum vehicle speed other vehicle, and compares the relative speed V0LOW with a preset value Vc1. Is done. And the result of this comparison is output to the communication information generation part 13d and the risk calculating part 13e.

  The communication information generation unit 13d receives the result of comparison between the relative speed V0LOW and the set value Vc1 from the minimum vehicle speed determination unit 13c. If the relative speed V0LOW is greater than or equal to the set value Vc1, the communication information generation unit 13d is at least subject to the above-described risk. An alarm signal for the other vehicle (the closest vehicle among the crossing other vehicles) is generated and transmitted via the communication device 3.

  The risk calculation unit 13e receives the risk Risk0 for the closest vehicle among the other crossing vehicles from the risk calculation unit 13a with the nearest vehicle, and the relative speed calculation unit 13b with the lowest vehicle speed other vehicle and the own vehicle with the lowest vehicle speed. The relative speed V0LOW with the vehicle is input, and the result of comparison between the relative speed V0LOW and the set value Vc1 is input from the minimum vehicle speed determination unit 13c.

When the relative speed V0LOW is equal to or higher than the set value Vc1, for example, referring to the map shown in FIG. 9, the risk correction coefficient K corresponding to the relative speed V0LOW is set, and the risk correction coefficient K and the risk Risk0 are set. Based on the following equation (1), the final risk Risk (risk for the closest vehicle among other crossing vehicles) is calculated.
Risk = K · Risk0 (1)

  Here, in FIG. 9, the relative speed V0LOW increases, that is, the risk Risk0 is corrected to a larger value as the own vehicle speed V0 becomes higher than the speed of the other vehicle in the parallel running vehicle at the lowest vehicle speed. ing.

  Further, when the relative speed V0LOW is lower than the set value Vc1, the risk Risk0 is set as the final risk Risk as it is.

  Thus, the final risk Risk set by the risk calculation unit 13e is output to the alarm determination unit 15.

  On the other hand, returning to FIG. 1, the second risk calculation unit 14 is a calculation unit that is executed when the intersection passing situation determination unit 12 determines that the host vehicle does not travel straight as the priority vehicle. As shown in FIG. 3, the vehicle is mainly composed of an intersection other vehicle risk calculation unit 14a, a minimum speed reference relative speed calculation unit 14b, a risk correction coefficient setting unit 14c, an intersection other vehicle risk correction unit 14d, and a risk calculation unit 14e. Yes.

  The recognition result is input from the parallel running vehicle / crossing other vehicle extraction unit 11 to the crossing other vehicle risk calculation unit 14a. Then, for all other crossing vehicles, for example, a risk Risk0i is set with reference to a preset map (FIG. 10), and is output to the crossing other vehicle risk correction unit 14d. In FIG. 10, Ti = Di / Vi, and the subscript “i” indicates the ID number provided for each vehicle, and Di is from the own vehicle to the vehicle with the ID number “i”. The distance, Vi, is the speed of the vehicle with the ID number “i”. For example, in the situation shown in FIG. 7, when the host vehicle is the vehicle 1, the risks for the vehicle 2 and the vehicle 3 are calculated.

  The minimum speed reference relative speed calculation unit 14b receives the recognition result from the parallel vehicle / intersection other vehicle extraction unit 11. Then, the relative speed ViLOW (= Vi−VLOW: VLOW is the speed of the slowest vehicle) of each crossing other vehicle based on the slowest other vehicle among all the other crossing vehicles is calculated, and the risk correction coefficient It outputs to the setting part 14c.

  The risk correction coefficient setting unit 14c receives the minimum speed reference relative speed ViLOW from the minimum speed reference relative speed calculation unit 14b.

  Then, for example, referring to the map shown in FIG. 11, the risk correction coefficient Ki corresponding to the minimum speed reference relative speed ViLOW is set and output to the crossing other vehicle risk correction unit 14d.

  Here, in FIG. 11, the relative speed ViLOW based on the lowest speed increases, that is, the risk correction coefficient Ki is set to a larger value as the vehicle speed Vi of each vehicle becomes faster than the speed VLOW of the slowest vehicle. It is like that.

The intersection other vehicle risk correction unit 14d receives the risk Risk0i of each intersection other vehicle from the intersection other vehicle risk calculation unit 14a, and receives the risk correction coefficient Ki of each intersection other vehicle from the risk correction coefficient setting unit 14c. Then, the risk Riski of each crossing other vehicle is corrected by the following equation (2) and output to the risk calculation unit 14e.
Risk = Ki / Risk0i (2)

  The risk calculating unit 14e receives the risk Risk of each crossing other vehicle corrected from the crossing other vehicle risk correction unit 14d. Then, the risk having the largest value among the corrected risks Risk of each other vehicle is set as the final risk Risk and is output to the alarm determination unit 15.

  As shown in FIG. 1, the warning determination unit 15 receives the final risk Risk from the first risk calculation unit 13 or the second risk calculation unit 14. For example, when the final risk Risk is equal to or higher than a preset threshold Riskcc, a signal is output to the alarm control device 8 to give an alarm. Thus, in the present embodiment, the intersection setting state determination unit 12, the first risk calculation unit 13, and the second risk calculation unit 14 constitute risk setting means.

  Next, the driving support control program at the intersection executed by the driving support device 1 will be described with reference to the flowcharts of FIGS. First, in step (hereinafter abbreviated as “S”) 101, necessary parameters are read.

  Next, the process proceeds to S102, where the parallel running vehicle / crossing other vehicle extracting unit 11 recognizes and extracts the parallel running vehicle and the crossing other vehicle.

  Next, when proceeding to S103, it is determined whether or not the own vehicle is going straight ahead with the intersection as a priority vehicle by the intersection passage situation determination unit 12. If the own vehicle goes straight with the intersection as a priority vehicle, the process goes to S104. Then, the first risk calculation unit 13 executes a first risk calculation shown in FIG. Conversely, if the host vehicle does not travel straight with the intersection as the priority vehicle, the process proceeds to S105, and the second risk calculation unit 14 executes a second risk calculation shown in FIG.

  After executing the risk calculation in S104 or S105, the process proceeds to S106, where the alarm determination unit 15 determines whether or not the final Risk obtained in S104 or S105 is equal to or greater than a preset threshold Riskc, If the final risk Risk is greater than or equal to the preset threshold Riskkc, the process proceeds to S107, the alarm control device 8 outputs a signal to issue an alarm, and the program exits. If the final risk Risk is lower than the preset threshold Riskcc, the process proceeds to S108, a signal is output to the alarm control device 8 to turn off the alarm, and the program is exited.

  FIG. 5 shows the first risk calculation routine executed in S104 described above. First, in S201, the risk calculation unit 13a with the closest vehicle calculates the risk Risk0 for the nearest vehicle among the other crossing vehicles. Is done.

  Next, in S202, the relative speed calculation unit 13b with the lowest vehicle speed other vehicle calculates the relative speed V0LOW between the other vehicle with the lowest vehicle speed and the host vehicle among the parallel running vehicles.

  In S203, the minimum vehicle speed determination unit 13c determines whether the relative speed V0LOW between the other vehicle with the minimum vehicle speed and the host vehicle is equal to or higher than a preset value Vc1 among the parallel running vehicles. If the speed V0LOW is greater than or equal to the preset value Vc1, the process proceeds to S204, where the communication information generation unit 13d issues an alarm for at least the vehicle subject to the above-mentioned risk (the closest vehicle among the crossing other vehicles). A signal is generated and transmitted via the communication device 3.

  Next, the process proceeds to S205, the risk calculation unit 13e sets the risk correction coefficient K corresponding to the relative speed V0LOW, and the process proceeds to S206, where the final risk Risk is calculated by the above-described equation (1) and the routine is executed. Exit.

  On the other hand, if the relative speed V0LOW is lower than the preset value Vc1 as a result of the determination in S203 described above, the process proceeds to S207, and the risk calculator 13e uses the risk Risk0 set in S201 as it is as the final risk Risk. (Risk = Risk0) and exit the routine.

  Next, FIG. 6 shows the second risk calculation routine executed in S105 described above. First, in S301, the risk Risk0i is calculated for all the other crossing vehicles by the crossing other vehicle risk calculation unit 14a.

  Next, in S302, the relative speed calculation unit 14b based on the lowest speed calculates the relative speed ViLOW of each other crossing vehicle based on the slowest other vehicle among all the other crossing vehicles.

  Next, proceeding to S303, the risk correction coefficient setting unit 14c sets the risk correction coefficient Ki according to the relative speed ViLOW of the minimum speed reference with reference to the map shown in FIG.

  Next, the process proceeds to S304, and the intersection other vehicle risk correction unit 14d corrects and calculates the risk Risk0i of each other intersection vehicle by the above equation (2).

  In S305, the risk calculator 14e sets the risk having the largest value among the corrected risks Risk of each other vehicle as the final risk Risk, and exits the routine.

As described above, according to the embodiment of the present invention, when the host vehicle travels straight ahead at the intersection as the priority vehicle, the risk Risk0 for the nearest vehicle among the other vehicles in the intersection is calculated, and the parallel running vehicle The relative speed V0LOW between the slowest vehicle and the host vehicle is calculated. If the relative speed V0LOW is equal to or greater than the set value Vc1, the communication device 3 warns that the host vehicle is traveling straight through the intersection, The risk Risk0 is corrected based on the speed V0LOW and set to the final risk Risk. If the relative speed V0LOW is lower than the set value Vc1, the risk Risk0 is set as the final risk Risk as it is. On the other hand, when the host vehicle does not go straight ahead at the intersection as a priority vehicle, the risk Risk0i is calculated for all the intersection other vehicles, and the relative speed of each intersection other vehicle based on the slowest vehicle among all the other intersection vehicles is calculated. The speed ViLOW is calculated, the risk Risk0i of each crossing other vehicle is corrected based on the relative speed ViLOW, and the maximum value of each corrected risk Riski is set as the final risk Risk. When the risk Risk finally set is equal to or higher than the preset threshold Riskk, a signal is output to the alarm control device 8 to give an alarm. For this reason, for example, in the situation shown in FIG. 7, when the host vehicle is a vehicle 2 (a vehicle that goes straight through a front intersection as a priority vehicle), the vehicle 1 that is a right turn vehicle (the closest among other crossing vehicles) The higher the relative speed between the vehicle 3 (the slowest vehicle among parallel vehicles) and the host vehicle, the higher the risk is set, and the alarm for the vehicle 1 is effectively performed through inter-vehicle communication. At the same time, a warning for the host vehicle is also made effective, and a collision with the vehicle 1 is reliably prevented. On the other hand, when the host vehicle is a right-turn vehicle such as the vehicle 1 (a vehicle that does not go straight ahead as a priority vehicle), all the risks of all other crossing vehicles, that is, the vehicles 2 and 3 are calculated. Since these risks are corrected based on the relative speed of each intersection other vehicle on the basis of the slowest vehicle (vehicle 3), an alarm is issued based on the vehicle having the highest risk. When 2 approaches, the approach state will be reflected in the risk and used for the warning of the own vehicle, and an appropriate warning will be performed. As described above, according to the present embodiment, it is possible to accurately predict an erroneous determination of an opposite right turn vehicle that is likely to occur when a straight vehicle is heading for an intersection at a higher speed than the surroundings, and to prevent a collision at the intersection. It is possible to prevent.

  The alarm control described in the present embodiment is merely an example, and may be another control method, or may be used in combination with brake control or the like.

Functional block diagram of a driving support device at an intersection mounted on a vehicle Functional block diagram of the first risk calculator Functional block diagram of the second risk calculator Flow chart of driving support control program at intersection Flow chart of first risk calculation routine Flow chart of second risk calculation routine Explanatory drawing showing an example of each vehicle at the intersection Map of risk setting for the nearest vehicle among other vehicles crossing Risk correction factor setting map Map of risk setting for crossing other vehicles Risk correction factor setting map

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Driving assistance apparatus 2 Image recognition apparatus (vehicle information detection means)
3 Communication device (vehicle information detection means, inter-vehicle communication means)
4 Navigation device (traveling environment detection means)
5 Vehicle speed sensor (own vehicle running state detection means)
6 Turn signal switch (Vehicle running state detection means)
7 Control unit 8 Alarm control device 11 Parallel running vehicle / crossing other vehicle extraction unit (parallel running vehicle recognition means, crossing other vehicle recognition means)
12 Intersection passing situation judgment part (risk setting means)
13 1st risk calculating part (risk setting means)
14 2nd risk calculating part (risk setting means)
15 Alarm judgment part

Claims (5)

A traveling environment detection means for detecting a front intersection and traveling road information;
Vehicle information detecting means for detecting vehicle information ahead;
Own vehicle running state detecting means for detecting the running state of the own vehicle;
A parallel vehicle recognition means for recognizing a parallel vehicle running in parallel with the host vehicle;
An intersection other vehicle recognition means for recognizing an intersection other vehicle expected to intersect with an expected traveling locus of the own vehicle;
When the host vehicle goes straight on the intersection at the front as the priority vehicle, the risk for the other vehicle is calculated, the relative speed between the parallel vehicle and the host vehicle is calculated, and the relative speed is calculated according to the relative speed. A risk setting means for correcting the risk;
Vehicles of the driving support system comprising the.   2. The vehicle according to claim 1, wherein a relative speed between the parallel vehicle and the host vehicle in the risk setting means is a relative speed between the slowest vehicle and the host vehicle among the parallel vehicles. Driving assistance device. It has vehicle-to-vehicle communication means that can communicate between vehicles,
The risk setting means uses the inter-vehicle communication means if the relative speed between the parallel running vehicle and the host vehicle is equal to or higher than a preset threshold when the host vehicle goes straight on the front intersection as a priority vehicle. The vehicle driving support device according to claim 1 or 2, wherein an alarm is transmitted to another vehicle.   The risk setting means calculates a risk for all the other crossing vehicles when the own vehicle does not travel straight ahead as the priority vehicle as the priority vehicle, and calculates the risk of each crossing other vehicle based on the slowest other crossing vehicle. The vehicle driving support device according to claim 1, wherein a relative speed is calculated, the risk is corrected based on the relative speed, and a final risk is set based on the corrected risk.   5. The vehicle driving support apparatus according to claim 4, wherein the risk setting means sets a risk having the largest value among the corrected risks as a final risk.

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