JP5353401B2 - Driving support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving support device that can reduce a processing load of driving support performed, based on the existence of surrounding vehicles. <P>SOLUTION: The driving support device that supports driving of a vehicle based on existence of the surrounding vehicles, has a driving supporting section that, when each of a direction of movement of the vehicle A1 and a direction of movement of surrounding vehicles Bn and Cn overlaps with an error area Pn in a range, including an intersection node Xn; implements processing regarding driving support using the surrounding vehicles Bn and Cn as monitoring targets, thereby starting processing regarding the driving support without performing processing for matching the position of the vehicle with a link, so that it is possible to rapidly determine a vehicle with which the vehicle may collide at the intersection Kn by a simple processing. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a device that supports traveling.

  2. Description of the Related Art Conventionally, a device that determines a collision with a surrounding vehicle is known as a device that assists traveling (see, for example, Patent Document 1). The device described in Patent Document 1 performs a map matching process for matching a link that connects nodes and a vehicle position, and performs a collision determination with a vehicle that passes through a specific area composed of a plurality of intersection node groups. .

JP 2004-171269 A

  However, in the conventional driving assistance device, it is necessary to always perform the map matching process as a premise for collision determination. For this reason, if the number of vehicles to be processed and the number of intersections increase, the processing load of the map matching process increases, and there is a possibility that processing related to driving support such as collision determination will be delayed.

  Therefore, the present invention has been made to solve such a technical problem, and an object of the present invention is to provide a driving support device that can reduce the processing load of driving support performed based on the presence of surrounding vehicles. And

That is, the driving support device according to the present invention is a driving support device that supports driving of a vehicle based on the presence of a surrounding vehicle, and includes an intersection node with each of the traveling direction of the vehicle and the traveling direction of the surrounding vehicle. When the predetermined area of the range overlaps, the vehicle is provided with driving support means for executing processing related to driving support with the surrounding vehicle as a monitoring target , and the driving support means includes an area setting means for setting the predetermined area, and an area setting means. Crossability possibility determining means for determining whether or not the set predetermined area and the traveling direction vector of the vehicle starting from the position of the vehicle and the traveling direction vector of the surrounding vehicle starting from the position of the surrounding vehicle overlap each other. Map matching processing means for associating the travel position of the vehicle with the link information of the map information, and the driving support means When it is determined that the region overlaps each of the traveling direction vector of the vehicle and the traveling vector of the surrounding vehicle, the collision determination processing is executed without performing the map matching processing by the map matching processing means. .

In the driving assistance device according to the present invention, when the driving assistance means overlaps each of the traveling direction of the vehicle and the traveling direction of the surrounding vehicle with a predetermined area in the range including the intersection node, the surrounding vehicle is driven as a monitoring target. Processing related to support is executed. In this way, when each of the traveling directions of the vehicle and the surrounding vehicle overlaps the same predetermined area, it is possible to execute the process related to driving support assuming that there is a possibility of crossing at the intersection. That is, since the process related to driving support can be started without performing the process of matching the position of the vehicle and the link, it is possible to quickly determine a vehicle that may collide at the intersection with a simple process. Therefore, it is possible to reduce the processing load related to driving support. In addition, a predetermined area is set by the area setting means, and each of the traveling direction vector of the vehicle starting from the position of the vehicle and the traveling direction vector of the surrounding vehicle starting from the position of the surrounding vehicle by the cross possibility determination means, It is determined whether or not the predetermined area overlaps.

Here, when the driving support means determines that the predetermined area does not overlap each of the traveling direction vector of the vehicle and the traveling direction vector of the surrounding vehicle by the crossing possibility determining means, the map Map matching processing may be performed by the matching processing means .

  The area setting means preferably sets the predetermined area so that the predetermined areas do not overlap when there are a plurality of the intersection nodes. With this configuration, even when there are a plurality of intersection nodes, the possibility of collision at the intersection can be quickly determined with a simple process.

  Furthermore, it is preferable that the area setting unit sets the predetermined area based on a road shape of an intersection of the intersection node. By configuring in this way, the entire intersection can be included in the predetermined area, so that it is possible to appropriately determine the possibility of crossing at the intersection.

  ADVANTAGE OF THE INVENTION According to this invention, the processing load of the driving assistance performed based on presence of a surrounding vehicle can be reduced.

It is a schematic diagram explaining the driving | running | working scene used as the assistance object of the driving assistance device which concerns on embodiment. It is a block diagram which shows the structure of a vehicle provided with the driving assistance apparatus which concerns on embodiment. It is a flowchart which shows operation | movement of the driving assistance apparatus which concerns on embodiment. It is a schematic diagram for demonstrating operation | movement of the driving assistance apparatus which concerns on embodiment. It is a schematic diagram for demonstrating operation | movement of the driving assistance apparatus which concerns on embodiment. It is a schematic diagram for demonstrating operation | movement of the driving assistance apparatus which concerns on embodiment. It is a schematic diagram for demonstrating a map matching process. It is a schematic diagram for demonstrating the process regarding the conventional driving assistance.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In addition, in each figure, the same code | symbol is attached | subjected to the same or an equivalent part, and the overlapping description is abbreviate | omitted.

  The driving support device according to the present embodiment is a device that supports driving of a vehicle based on the presence of a surrounding vehicle, and a plurality of intersections are more than a specified distance as in a road environment such as an urban area or an industrial park. It is suitably employed when it exists continuously.

  First, driving support by the driving support apparatus according to the present embodiment will be described. FIG. 1 is a schematic diagram illustrating a driving scene that is a support target of the driving support device according to the present embodiment. For example, as illustrated in FIG. 1, the travel support device according to the present embodiment is configured such that a plurality of vehicles A1, B1, and B2 travel in a travel environment where an intersection Kn (n: integer) exists. A change in the positional relationship or relative positional relationship is acquired to determine the possibility of a collision at the intersection Kn, and traveling support for accident prevention is performed as necessary. As driving support, attention is given to the driver, information is presented, vehicle control, and the like are performed.

  Next, a configuration of a vehicle including the travel support device according to the present embodiment will be described. FIG. 2 is a block diagram illustrating a configuration of a vehicle including the travel support device according to the embodiment. As shown in FIG. 2, the vehicle including the travel support device according to the present embodiment includes an inter-vehicle communication device 20, a GPS (Global Positioning System) system 21, a map DB 22, a vehicle speed sensor 23, an operation SW 24, an ECU (Electronic Control Unit). ) 2 and a notification device 30. The ECU is a computer of an electronic device that is electronically controlled, and includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and an input / output interface.

  The inter-vehicle communication device 20 has a function as an interface for communication with surrounding vehicles. The inter-vehicle communication device 20 has a function of outputting a signal received from a surrounding vehicle to the ECU 2 and a function of transmitting a signal input from the ECU 2 to the surrounding vehicle.

  The GPS system 21 has a function of detecting position information of the host vehicle based on, for example, a GPS satellite signal received by a GPS receiver (not shown). Further, the GPS system 21 has a function of outputting the detected position information of the own vehicle to the ECU 2.

  The map DB 22 is a database that stores map information and information associated with the map information. For example, map information such as node information and link information, and road attributes such as curve information are stored. In addition, map DB22 is comprised so that reference from ECU2 is possible.

  The vehicle speed sensor 23 has a function of detecting the speed of the host vehicle. The vehicle speed sensor 23 has a function of detecting wheel rotation as a wheel speed pulse, for example. The vehicle speed sensor 23 has a function of outputting the detected vehicle speed of the host vehicle to the ECU 2.

  The operation SW 24 is an operation unit that inputs a vehicle operation by the driver. As the operation SW 24, for example, a brake SW, a blinker SW, or the like is used. The operation SW 24 has a function of outputting the input operation signal to the ECU 2.

  The ECU 2 is a control unit that functions as the driving support device 1. The ECU 2 includes a communication control unit 10, a transmission / reception signal processing unit 11, a crossability determination unit 12, a driving support calculation unit 13, and an HMI (human machine interface) control unit 14. I have.

  The communication control unit 10 has a function of controlling the inter-vehicle communication device 20 according to a predetermined communication method. For example, a constant broadcast communication method using the CSMA method is used as a communication method between vehicles. This communication method is a method in which no transmission / reception arbitration is performed for each communication and mechanical transmission is performed at a timing at which a collision can be avoided.

  The transmission / reception signal processing unit 11 has a signal processing function necessary for transmission / reception. For example, the transmission / reception signal processing unit 11 has a function of generating a transmission signal by performing conversion processing such as a communicable data format based on transmission information including vehicle position information of the host vehicle and vehicle traveling direction information. doing. Further, the transmission / reception signal processing unit 11 has a function of acquiring reception information including vehicle position information and vehicle traveling direction information of surrounding vehicles based on the reception signal.

  The crossing possibility determination unit 12 has a function of determining whether or not predetermined regional conditions and communication load conditions are satisfied. For example, the cross possibility determination unit 12 has a function of extracting intersection nodes around the host vehicle with reference to the map DB 22. Then, the cross possibility determination unit 12 determines whether or not there is one intersection that exists in the vicinity of the host vehicle, or whether or not the first regional condition is satisfied that there are a plurality of continuous intersections that are equal to or longer than the specified distance. It has a function to do. As the specified distance, for example, about 50 to 100 m is used. In addition, the intersection possibility determination unit 12 determines whether or not the second area condition that the shape of the intersection is substantially composed of three or four corners of a cross shape is satisfied in an area around the host vehicle. It has a function. Furthermore, the cross possibility determination unit 12 has a function of determining whether or not a communication load condition that a communication frequency and a processing load exceeding a specified level are generated is satisfied. When the communication frequency exceeds the standard, for example, when the line usage rate reaches 100% for a predetermined period or when a delay time occurs, a processing load exceeding the standard occurs. This is the case, for example, when the CPU usage rate is 100% for a predetermined period.

  Further, the crossability determination unit 12 has a function of setting a predetermined region (error area) in a range including an intersection node when a predetermined region condition and communication load condition are satisfied (region setting means). . For example, the cross possibility determination unit 12 has a function of setting an error area based on the road shape of the intersection of the intersection node. Further, the intersection possibility determination unit 12 has a function of setting an error area so that error areas do not overlap when there are a plurality of intersection nodes around the host vehicle. When the set error area overlaps with the traveling direction of the vehicle (extension straight line in the traveling direction) and the traveling direction of the surrounding vehicles (extending straight line in the traveling direction), the crossing possibility determination unit 12 intersects. It has a function to determine that there is a possibility. That is, the crossing possibility determination unit 12 includes the set error area, the direction vector of the traveling direction of the own vehicle starting from the position of the own vehicle, and the direction vector of the traveling direction of the surrounding vehicle starting from the position of the surrounding vehicle. It has a function of determining whether or not there is a possibility of crossing between the host vehicle and the surrounding vehicle by determining whether or not they overlap each other (crossing possibility determination unit).

  As a basic function, the driving support calculation unit 13 is based on the position information of the own vehicle and the surrounding vehicles based on the position information of the own vehicle output by the GPS system 21 and the position information of the surrounding vehicles output by the transmission / reception signal processing unit 11. It has the function of calculating the driving assistance contents by grasping the relationship and calculating the possibility of crossing. For example, depending on the positional accuracy of the GPS system 21, the traveling positions of the host vehicle and the surrounding vehicles output by the GPS system 21 may become untravelable points such as buildings, stores, and sidewalks. For this reason, the driving assistance calculation unit 13 has a function of searching for a node (shortest node) closest to the traveling position of the vehicle. For example, the driving support calculation unit 13 compares the nodes around the vehicle obtained by referring to the map DB 22 with the traveling positions of the host vehicle and the surrounding vehicles, and searches for the shortest node of each vehicle. Have. Moreover, the driving assistance calculating part 13 has a function which specifies the link nearest to a driving | running | working position among the links connected to the shortest node of the said vehicle based on the advancing direction of each vehicle (map matching function). . And the driving assistance calculating part 13 has the function to draw in into the link specified from the actual driving | running | working position (namely, a vehicle exists in the specified link). And the driving assistance calculating part 13 has the function to determine about the collision possibility of the vehicles which exist on a link after the process which pulled in the vehicle position to the link. For example, the driving support calculation unit 13 uses the vehicle behavior predicted from the vehicle traveling data such as the vehicle speed of the host vehicle and the surrounding vehicles, the vehicle position, the traveling direction, the remaining distance to the intersection, and the operation information of the operation SW 24, It has a function to perform collision determination. And the driving assistance calculating part 13 has a function which calculates the driving assistance content required for collision prevention, when there exists a collision possibility.

  In addition, the driving support calculation unit 13 has a function of starting processing related to driving support based on the determination result output from the cross possibility determination unit 12. For example, when it is determined that there is a possibility of crossing by the crossing possibility determination unit 12, the collision determination process is performed as a monitoring target vehicle without performing the map matching process for the vehicle, and there is a possibility of a collision. Has a function of calculating driving support necessary for collision prevention (driving support means).

  The HMI control unit 14 has a function of controlling the notification device 30 included in the vehicle. For example, the HMI control unit 14 controls the operation of the notification device based on the driving support content calculated by the driving support calculation unit 13 to change the notification mode to the driver or to control the notification timing. It has a function.

  The notification device 30 has a function of notifying the driver based on the control of the HMI control unit 14. The notification device 30 includes, for example, a display 31, a speaker 32, and a buzzer 33.

  Next, operation | movement of the driving assistance apparatus 1 which concerns on this embodiment is demonstrated. FIG. 3 is a flowchart for explaining the operation of the driving support apparatus 1 according to this embodiment. The control process shown in FIG. 3 is repeatedly executed at a predetermined interval from the timing when the ignition is turned on, for example.

  First, the driving assistance device 1 starts from the position information acquisition process (S10). The process of S <b> 10 is a process that is executed by the ECU 2 and acquires position information of the host vehicle from the GPS system 21. When the process of S10 ends, the process proceeds to a condition determination process (S12).

  The process of S12 is a process which the cross possibility determination part 12 performs, and determines whether local conditions and communication load conditions are satisfied. For example, based on the position information of the own vehicle output from the GPS system 21 and the road information around the own vehicle obtained by referring to the map DB 22, the intersection possibility determination unit 12 has one in the vicinity of the own vehicle. It is determined whether there is only an intersection, or whether there are a plurality of intersections in the vicinity of the host vehicle and the first area condition that the intersections are separated by a specified distance or more is satisfied. Further, the cross possibility determination unit 12 determines whether or not the second area condition that the intersection shape is a three-corner or a four-corner is satisfied. For example, a case where the traveling scene of the vehicle is the road environment shown in FIG. 1 will be described as an example. It is assumed that the distance between the intersections Kn of the road environment shown in FIG. 1 is 100 m. In this case, since the distance between the intersections Kn is more than the specified distance, the cross possibility determination unit 12 determines that the first region condition is satisfied. In addition, the intersection possibility determination unit 12 determines that the second area condition is satisfied because the shape of each intersection K conforms to a crossroad and the intersection pattern is not complicated. Further, the cross possibility determination unit 12 determines whether or not a condition that a communication frequency and a processing load exceeding a specified level are generated is satisfied based on the control result of the communication control unit 10. In the process of S12, when it is determined that both the local condition and the communication load condition are satisfied, the process proceeds to the surrounding vehicle information receiving process (S14).

  The process of S14 is a process executed by the ECU 2 and the inter-vehicle communication device 20 to communicate with surrounding vehicles by inter-vehicle communication and receive surrounding vehicle information. The inter-vehicle communication device 20 receives, for example, surrounding vehicle information including position information and traveling direction of surrounding vehicles. When the process of S14 ends, the process proceeds to a reception determination process (S16). If the inter-vehicle communication device 20 does not receive information for a predetermined time, the vehicle-to-vehicle communication device 20 times out and shifts to reception determination processing (S16).

  The process of S16 is a process that is executed by the ECU 2 and determines whether or not information is received in the process of S14. If it is determined in the process of S16 that no information has been received, it is determined that there is no vehicle in the vicinity, and the process proceeds to the condition determination process again (S12). On the other hand, if it is determined in the process of S16 that information has been received, the process proceeds to an in-area determination process (S18).

  The process of S18 is a process executed by the ECU 2 to grasp a rough positional relationship of surrounding vehicles. The ECU 2 determines whether or not the surrounding vehicle exists in the area around the own vehicle determined in the process of S12 based on the position information input in the process of S16. That is, it is determined whether or not there is a surrounding vehicle in an area that satisfies both the regional condition and the communication load condition. In the process of S18, when it is determined that the surrounding vehicle is in the area determined in the process of S12, the process proceeds to the intersection node search process (S20).

  The process of S20 is a process executed by the cross possibility determination unit 12 to determine whether or not the own vehicle and the surrounding vehicle cross each other. First, the cross possibility determination unit 12 starts from an error area setting process. The cross possibility determination unit 12 refers to the map DB 22 and extracts only intersection nodes. Then, the cross possibility determination unit 12 sets the error area so that at least all of the intersections corresponding to the intersection nodes are included. For example, as shown in FIG. 4, an error area Pn (n: integer) is set around the intersection node Xn. The error area Pn may be either circular or rectangular, and may be appropriately selected according to the road shape.

  And the cross possibility determination part 12 determines cross possibility based on the position and the advancing direction of the own vehicle, and the position and the advancing direction of a surrounding vehicle. The determination process of the possibility of crossing will be described with reference to FIG. FIG. 5 is a schematic diagram on the map for explaining the process of determining the possibility of crossing, and shows the vehicle A1 as the own vehicle and the vehicles Bn and Cn (n: integer) as the surrounding vehicles. First, the cross possibility determination unit 12 calculates the traveling direction vector of the host vehicle A1 based on the position and the traveling direction of the host vehicle A1. The traveling direction vector is a direction vector indicating the traveling direction with reference to the vehicle position. Then, based on the traveling direction vector of the own vehicle A1 and the intersection node acquired from the map DB 22, the intersection node Xn existing on the extension of the traveling direction with reference to the position of the own vehicle A1 is extracted as a crossing candidate node. For example, when the traveling direction vector of the host vehicle A1 and the error area Pn overlap, the intersection node Xn of the error area Pn is extracted as a crossing candidate node. When there are a plurality of error areas Pn where the traveling direction vectors overlap, the intersection nodes Xn corresponding to all the error areas Pn are extracted as intersection candidate nodes. FIG. 5 shows the traveling vector As and the traveling direction vector Ar of the vehicle A1. As shown in FIG. 5, intersection nodes X1 and X2 corresponding to error areas P1 and P2 overlapping with the traveling direction vector Ar are set as intersection candidate nodes.

  Next, the crossing possibility determination unit 12 extracts the crossing candidate nodes for each vehicle by the same processing as that of the vehicle A1 in the surrounding vehicles Bn and Cn. Thereby, a crossing candidate node is extracted for every surrounding vehicle. And the crossing possibility determination part 12 determines with the possibility of crossing, when the crossing candidate node of the own vehicle A1 and the crossing candidate node of the surrounding vehicles Bn and Cn are the same. For example, as shown in FIG. 5, since the intersection candidate node (intersection node X1) of the vehicle A1 and the intersection candidate nodes (intersection node X1) of the vehicles B1 to B4 are the same, the vehicle A1 and the vehicles B1 to B4 are It is determined that there is a possibility of crossing at the intersection node X1. Further, since the intersection candidate node (intersection node X2) of the vehicle A1 and the intersection candidate nodes (intersection node X2) of the vehicles C1 to C3 are the same, the vehicle A1 and the vehicles C1 to C3 can intersect at the intersection node X2. Judge that there is sex. Note that vehicles that do not have the same crossing candidate node are determined to have no possibility of crossing. When the process of S20 ends, the process proceeds to a collision possibility determination process (S22).

  The process of S22 is a process which the driving assistance calculating part 13 performs and determines a collision possibility based on the process result of S20. The driving support calculation unit 13 determines the possibility of collision for each crossing candidate node that has been determined to have crossing possibility in the process of S20. Since the processing at each intersection candidate node is the same, the collision determination processing at the intersection node X1 in FIG. 5 will be described below in consideration of the ease of understanding. FIG. 6 is a schematic diagram for explaining the collision determination process at the intersection node X1 in FIG. As shown in FIG. 6, there are vehicles B <b> 1 to B <b> 4 that have been determined that there is a possibility of crossing with the host vehicle A <b> 1 at the intersection node X <b> 1. The driving support calculation unit 13 calculates the distance to the intersection node X1 using the position information of the host vehicle A1 acquired in the process of S10. For example, the intersection of the direction vector Ar of the traveling vector As of the host vehicle A1 and the line segment L1 orthogonal to the direction vector Ar and passing through the intersection node X1 is calculated, and the distance from the host vehicle A1 to the intersection is the distance to the intersection. Calculate as Then, the intersection arrival time is predicted using the speed of the host vehicle A1 acquired by the vehicle speed sensor 23 and the calculated distance to the intersection. Similarly, the driving support calculation unit 13 uses the vehicle speeds of the vehicles B1 to B4 determined to be possible to cross at the intersection node X1 in the process of S20 and the distances to the respective intersections to determine the intersection arrival times. Predict for each vehicle. And the difference of the intersection arrival time of the own vehicle A1 and the intersection arrival time of vehicles B1-B4 is calculated. And let the vehicle in which the difference of arrival time is in a predetermined range be a vehicle with possibility of a collision. When the process of S22 ends, the process proceeds to a driving support execution process (S24).

  The process of S24 is a process which the driving assistance calculating part 13 performs and performs the driving assistance of the own vehicle A1. For example, the driving support calculation unit 13 calculates a support for notifying the driver of the presence of a vehicle that may collide, and performs driving support using the HMI control unit 14 and the notification device 30. When the processing of S24 ends, the process proceeds to support end confirmation processing (S26).

  The process of S26 is a process executed by the driving support calculation unit 13 to determine whether or not the support end condition is satisfied. For example, the driving support calculation unit 13 determines whether or not the support end condition set by the support time or the positional relationship with the monitoring target vehicle is satisfied. If it is determined in the process of S26 that the support end condition is not satisfied, the process proceeds to the driving support execution process again (S24). As a result, the driving support process is executed until the support end condition is satisfied. On the other hand, if it is determined in the process of S26 that the support end condition is satisfied, the control process shown in FIG. 3 is ended.

  On the other hand, when it is determined in the process of S12 that both the regional condition and the communication load condition are not satisfied, and in the process of S18, it is determined that the surrounding vehicle does not exist within the area determined in the process of S12. In step S28, the process proceeds to the map matching process.

  The process of S28 is a process executed by the driving support calculation unit 13 and executing map matching. The map matching process will be described with reference to FIG. FIG. 7 is a schematic diagram for explaining the map matching process. First, the driving support calculation unit 13 searches for the closest node from the vehicle position. As shown in FIG. 7A, when nodes X1, X11, and X12 exist around the vehicle position obtained from the GPS system 21, the distances to the respective nodes are calculated. Then, as shown in FIG. 7B, the node X12 closest to the vehicle is selected, and the vehicle is drawn into the link Li2 between the node X11 and the node X12 based on the traveling direction. Thereby, for example, as shown in FIG. 8, the vehicle positions and links of the host vehicle and the surrounding vehicles are matched. When the process of S28 ends, the process proceeds to the collision point determination process (S30).

  The process of S30 is a process executed by the driving support calculation unit 13 to determine the possibility of crossing between vehicles existing on the link drawn in the process of S28. For example, a link where a vehicle exists is traced to an intersection node, and an intersection node that intersects is determined. For example, as shown in FIG. 8, the vehicle that may cross with the host vehicle A1 and the intersection node that crosses the host vehicle A1 are extracted by following the links of the host vehicle A1 and the surrounding vehicles B1 to B4 and C1 to C3. When the process of S30 ends, the process proceeds to the collision possibility determination process (S32).

  The process of S32 is a process of determining the possibility of a collision between the host vehicle A1 and a surrounding vehicle that has been determined to be possible to cross in the process of S30 by the driving support calculation unit 13. For example, the driving support calculation unit 13 predicts the arrival time to the intersection node that intersects based on the link position and speed of the host vehicle A1, similarly predicts the arrival time of surrounding vehicles, and the difference in arrival time is predetermined. It is determined whether or not there is a possibility of collision based on whether or not it is within the range. When the processing of S30 ends, the process proceeds to driving support execution processing (S24).

  This is the end of the control process shown in FIG. By performing the collision determination process of S12 to S22, the possibility of collision is determined without performing the map matching process. In the process of S20, the possibility of crossing is determined based only on the intersection node information and the vehicle position information without using link information. As a result, for example, in an area such as an urban area where the number of vehicles is high and the communication frequency is high, it is possible to suppress the proportional increase in the number of map matches. It becomes. Further, since it is possible to prevent reception data loss and HMI timing delay, it is possible to improve the reliability of the driving support system. Further, not only the processing load is reduced as compared with the conventional case, but also the possibility of crossing can be determined with almost the same reliability as the case where the crossing possibility is determined by the map matching processing as in the conventional case. For example, as shown in FIG. 8, when the map matching process is performed on all the vehicles and the possibility of crossing is determined, vehicles that may cross with the own vehicle A1 are vehicles B1 to B4 at the intersection node X1, Vehicles C1 to C3 at the intersection node X2. On the other hand, as shown in FIG. 5, when the possibility of crossing is determined using the error area, the vehicles B1 to B4 at the intersection node X1 and the vehicles C1 to C3 at the intersection node X2 are subjected to map matching processing. The result is the same as the case.

  As described above, according to the driving support apparatus 1 according to the present embodiment, the ECU 2 causes the traveling direction of the vehicle A1 and the traveling directions of the surrounding vehicles Bn and Cn and the error area Pn in the range including the intersection node Xn to Are overlapped, processing related to driving support is executed with the surrounding vehicles Bn and Cn being monitored. As described above, when each of the traveling directions of the vehicle A1 and the surrounding vehicles Bn and Cn overlaps the same error area Pn, it is possible to execute the process related to driving support on the assumption that there is a possibility of crossing at the intersection Kn. . That is, since the process related to driving support can be started without performing the process of matching the position of the vehicle and the link, a vehicle that may collide at the intersection Kn can be quickly determined with a simple process. Therefore, it is possible to reduce the processing load related to driving support.

  Moreover, according to the driving support device 1 according to the present embodiment, when there are a plurality of intersection nodes Xn, the error area Pn can be set so that the error areas Pn do not overlap with each other. Even when there are a plurality of intersection nodes, the intersection node connected to the link drawn by the map matching process and the intersection node determined using the error area Pn can be made the same. For this reason, it is possible to quickly determine the possibility of a collision at the intersection Kn by a simple process while maintaining the same accuracy as the conventional map matching process.

  Furthermore, according to the driving support device 1 according to the present embodiment, the error area Pn can be set based on the road shape of the intersection Kn of the intersection node Xn, and therefore all of the intersection Kn is included in the error area Pn. Therefore, the possibility of crossing at the intersection Kn can be appropriately determined.

  In addition, embodiment mentioned above shows an example of the driving assistance apparatus which concerns on this invention. The driving support device according to the present invention is not limited to the driving support device according to the embodiment, and the driving support device according to the embodiment may be modified or otherwise changed without changing the gist described in each claim. It may be applied to a thing.

  For example, in the above-described embodiment, the first regional condition and the second regional condition are used as the regional conditions in the processing of S12 in FIG. However, the second regional condition may not be completely satisfied. In this case, for example, weighting is applied to the first regional condition and the second regional condition, and the value obtained by multiplying the degree of the first regional condition and the second regional condition by multiplying the weight is evaluated. It may be determined whether or not the above is satisfied.

  Moreover, although embodiment mentioned above demonstrated the example in which the driving assistance apparatus 1 is mounted in vehicle, you may provide outside the vehicle. Moreover, although the example employ | adopted as the vehicle which performs vehicle-to-vehicle communication was demonstrated in embodiment mentioned above, you may employ | adopt when acquiring information by road-to-vehicle communication and performing a collision determination by the vehicle side.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance apparatus, 2 ... ECU, 12 ... Intersection possibility determination part, 13 ... Driving assistance calculating part, Xn ... Intersection node, Pn ... Error area (predetermined area | region).

Claims (4)

A driving support device that supports driving of a vehicle based on the presence of a surrounding vehicle,
When each of the traveling direction of the vehicle and the traveling direction of the surrounding vehicle overlaps with a predetermined region in a range including an intersection node, the vehicle includes driving assistance means for executing processing related to driving assistance with the surrounding vehicle as a monitoring target ,
The driving support means includes
An area setting means for setting the predetermined area;
Whether the predetermined area set by the area setting means overlaps the traveling direction vector of the vehicle starting from the position of the vehicle and the traveling direction vector of the surrounding vehicle starting from the position of the surrounding vehicle. Crossing possibility determination means for determining whether or not
Map matching processing means for associating the travel position of the vehicle with the link information of the map information;
Have
The driving support means includes
If it is determined by the crossing possibility determining means that the predetermined area overlaps each of the traveling direction vector of the vehicle and the traveling vector of the surrounding vehicle, the map matching processing means does not perform the map matching processing. A driving support device that performs a collision determination process . The driving support means includes
If it is determined by the crossing possibility determining means that the predetermined area does not overlap with the traveling direction vector of the vehicle and the traveling direction vector of the surrounding vehicle, a map matching process is performed by the map matching processing means. The travel support apparatus according to claim 1, wherein It said area setting means, when the intersection node there are a plurality of driving support apparatus according to claim 1 or 2 to set the predetermined region as the predetermined area to each other do not overlap. The driving support device according to any one of claims 1 to 3 , wherein the area setting unit sets the predetermined area based on a road shape of an intersection of the intersection node.

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