JP5673127B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device that supports driving of a host vehicle.

  As a conventional driving assistance device, for example, a device described in Patent Document 1 is known. The driving support device described in Patent Document 1 detects an obstacle situation around the own vehicle, calculates the risk level of the own vehicle for each obstacle based on the obstacle situation, and further calculates the risk degree for each obstacle. Overall, the overall risk level around the vehicle is calculated, and the driving force of the driver is assisted by controlling the reaction force generated when operating the accelerator, brakes, and steering wheel according to the risk level. It is.

JP 2003-327018 A

  However, in the above prior art, the collision between the host vehicle and the oncoming vehicle can be avoided. For example, when the host vehicle travels on a narrow road or a road where a stopped vehicle exists, the host vehicle hits the oncoming vehicle. There is a possibility that a situation (deadlock) in which the vehicle cannot proceed first occurs and the host vehicle cannot travel efficiently.

  An object of the present invention is to provide a driving support device capable of realizing driving support that allows the host vehicle to travel efficiently.

The driving support device according to the present invention includes a host vehicle state prediction unit that predicts a traveling state of the host vehicle, a host vehicle state prediction unit that predicts a traveling state of another vehicle that travels around the host vehicle, and the host vehicle travels. Road condition recognition means for recognizing the road condition, risk potential calculation means for calculating the risk potential of the own vehicle relative to the other vehicle based on the running state of the own vehicle and the running state of the other vehicle, and the running state of the own vehicle Based on the running state of the other vehicle and the situation of the road, the own vehicle running efficiency calculating means for calculating the running efficiency of the own vehicle, the running state of the own vehicle, the running state of the other vehicle, and the road situation Driving support for the vehicle based on the risk potential , the driving efficiency of the host vehicle, and the driving efficiency of the surrounding traffic. Supporting hand to perform With the door, support means, based on the propulsion efficiency of the risk potential and the vehicle and the surrounding traffic propulsion efficiency degree, calculates the overall potential of the vehicle and surrounding traffic for a plurality of operations of the vehicle driver, Based on the total potential of the vehicle and surrounding traffic for the driver's multiple operations, the optimal operation that the driver can take is calculated, the total potential of the vehicle corresponding to the optimal operation that the driver can take is calculated, and the driver The driving assistance of the host vehicle is performed based on the total potential of the host vehicle corresponding to the optimum operation that can be taken .

  As described above, in the driving support device of the present invention, the risk potential of the own vehicle relative to the other vehicle is calculated based on the traveling state of the own vehicle and the traveling state of the other vehicle, and the traveling state of the own vehicle and the traveling of the other vehicle are calculated. By calculating the driving efficiency of the host vehicle based on the state and the road condition, and supporting the driving of the host vehicle based on the risk potential and the driving efficiency of the host vehicle, In addition to reliably avoiding such a collision, it is possible to realize driving assistance that allows the host vehicle to travel efficiently. As a result, the entire traffic flow can be made efficient.

Further , the vehicle further comprises a peripheral traffic travel efficiency calculating means for calculating the travel efficiency of the peripheral traffic including the other vehicle based on the travel state of the host vehicle, the travel state of the other vehicle, and the road condition. Based on the potential, the traveling efficiency of the host vehicle, and the traveling efficiency of the surrounding traffic, driving support of the host vehicle is performed. Accordingly , driving assistance is performed in consideration of surrounding traffic including other vehicles, so that the entire traffic flow can be further improved in efficiency.

  Preferably, a traffic rule extracting means for extracting a traffic rule applied to the current running state of the host vehicle, and a regulation potential for calculating a regulation potential for regulating the running of the host vehicle according to the traffic rule. The support means further provides driving support for the host vehicle based on the risk potential, the running efficiency of the host vehicle, and the regulation potential. In this case, driving support that complies with traffic rules such as traffic lights, temporary stops, and one-way traffic can be realized.

  At this time, preferably, based on the operation / operation history storage means for storing the traveling operation history of the host vehicle and the operation history of the driver of the host vehicle, the regulation potential based on the traveling operation history of the host vehicle and the operation history of the driver. A regulatory potential mitigation means for mitigating In this case, since driving assistance unnecessary for the driver is suppressed after the driver of the host vehicle performs driving required in the traffic rules, the driver's uncomfortable feeling can be reduced.

  Further preferably, the support means is means for applying an operation reaction force to any one of steering, accelerator, brake and turn signal. In this case, when operating the steering, the accelerator, the brake, and the winker, the driver can be surely aware that there is a possibility of danger.

  ADVANTAGE OF THE INVENTION According to this invention, the driving assistance which makes the own vehicle drive | work efficiently is realizable. This makes it possible to improve the efficiency of traffic flow.

1 is an overall schematic configuration diagram showing a first embodiment of a driving support apparatus according to the present invention. It is a block diagram of the driving assistance apparatus containing the functional block of ECU shown in FIG. It is a flowchart which shows the process sequence performed by ECU shown in FIG. It is a figure which shows the operation | movement image example of a risk potential map. It is a graph which shows the risk potential in the risk potential map shown in FIG. It is a figure which shows the operation | movement image of a control potential map when the own vehicle approaches a stop position once. It is a graph which shows the control potential in the control potential map shown in FIG. It is a figure which shows the operation | movement image of a control potential map in case the own vehicle is going to approach the one-way road from an entry prohibition point. It is a graph which shows the control potential in the control potential map shown in FIG. It is a figure which shows the operation | movement image of a control potential map in case the own vehicle is going to drive | work a bus lane. It is a graph which shows the control potential in the control potential map shown in FIG. It is a figure which shows the operation | movement image of a control potential map in the case of going to drive the side of the school bus which the own vehicle has stopped. It is a graph which shows the control potential in the control potential map shown in FIG. It is a figure which shows the example of an image which calculates a comprehensive potential map from a risk potential map and a control potential map. It is a figure which shows the comprehensive potential map calculated from the risk potential map and regulation potential map which were shown in FIG. It is a graph which shows the image which calculates an accelerator operation reaction force and a brake operation reaction force from the comprehensive potential map shown in FIG. It is a graph which shows the image which calculates steering operation reaction force from the comprehensive potential map shown in FIG. It is a block diagram which shows 2nd Embodiment of the driving assistance device concerning this invention, and is a figure containing the functional block of ECU. It is a figure which shows the operation | movement image of a control potential map in case the own vehicle is going to approach the one-way road from an entry prohibition point. It is a graph which shows the image which calculates turn signal operation reaction force from the comprehensive potential map based on the control potential map shown in FIG. It is a block diagram which shows 3rd Embodiment of the driving assistance device concerning this invention, and is a figure containing the functional block of ECU. It is a flowchart which shows the process sequence performed by ECU shown in FIG. It is a figure which shows the operation | movement image of a control potential map when the own vehicle approaches a stop position once. It is a block diagram which shows 4th Embodiment of the driving assistance device concerning this invention, and is a figure containing the functional block of ECU. It is a flowchart which shows the process sequence performed by ECU shown in FIG. It is a figure which shows the operation | movement image of the own vehicle efficiency potential map in case the stop vehicle exists in both the driving | running lane which the own vehicle drive | works, and the opposite lane which another vehicle drive | works. It is a figure which shows the operation | movement image of a risk potential map in case the stop vehicle exists in both the driving | running lane which the own vehicle drive | works, and the opposite lane which another vehicle drive | works. It is a block diagram which shows 5th Embodiment of the driving assistance device concerning this invention, and is a figure containing the functional block of ECU. It is a flowchart which shows the process sequence performed by ECU shown in FIG. It is a figure which shows the operation | movement image of a surrounding traffic efficiency potential map in case traffic congestion has arisen by the right turn waiting of one vehicle. It is a figure which shows the image which maps the potential map of the own vehicle and surrounding traffic shown in FIG. 30 on a two-dimensional plane centering on the operation which the driver | operator of the own vehicle can take, and calculates a three-dimensional potential map. It is a graph which shows an example which mapped on the three-dimensional space by setting the operation which the driver | operator of the own vehicle can take, the evaluation value of the comprehensive potential map of the own vehicle, and the evaluation value of the comprehensive potential map of surrounding traffic, respectively. It is a block diagram which shows 6th Embodiment of the driving assistance device concerning this invention, and is a figure containing the functional block of ECU. It is a flowchart which shows the process sequence performed by ECU shown in FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a preferred embodiment of a driving support apparatus according to the present invention will be described in detail with reference to the drawings. In the drawings, the same or equivalent elements are denoted by the same reference numerals, and redundant description is omitted.

  FIG. 1 is an overall schematic configuration diagram showing a first embodiment of a driving support apparatus according to the present invention. In the figure, the driving support device 1 of the present embodiment includes a driver operation sensor 2, a periphery monitoring sensor 3, a driver monitor 4, a host vehicle state sensor 5, navigation 6, and an ECU (Electronic Control Unit) 7. The steering reaction force control actuator 8, the accelerator reaction force control actuator 9, and the brake reaction force control actuator 10 are provided.

  The driver operation sensor 2 detects an accelerator pedal sensor 11 that detects an operation of an accelerator pedal, a brake pedal sensor 12 that detects an operation of a brake pedal, a shift sensor 13 that detects an operation of a shift lever, and a steering operation. A steering sensor 14 and a winker lever sensor 15 for detecting an operation of the winker lever are provided.

  The periphery monitoring sensor 3 has a radar sensor 16 that detects the position, speed, and the like of another vehicle with respect to the host vehicle. The driver monitor 4 is a camera that images the driver of the host vehicle. The own vehicle state sensor 5 includes a speed sensor 17 that detects the vehicle speed of the own vehicle, a yaw rate sensor 18 that detects the yaw rate of the own vehicle, and a G sensor 19 that detects G (acceleration) of the own vehicle. . The navigation 6 includes a GPS sensor 20 that measures the current position of the host vehicle, a traffic rule information database (DB) 21 that stores traffic rule information, and a map information DB 22 that stores map information.

  The steering reaction force control actuator 8 is an actuator that performs control so as to apply a reaction force to the steering (steering) operation. The accelerator reaction force control actuator 9 is an actuator that performs control so as to apply a reaction force to the accelerator pedal operation. The brake reaction force control actuator 10 is an actuator that performs control so as to apply a reaction force to the brake pedal operation.

  FIG. 2 is a configuration diagram of the driving support device 1 including the functional blocks of the ECU 7. In the figure, the ECU 7 includes a surrounding environment recognition unit 23, a road condition recognition unit 24, a future operation prediction unit 25, a host vehicle state prediction unit 26, an other vehicle state prediction unit 27, and a risk potential map calculation unit 28. A traffic rule extraction unit 29, a regulation potential map calculation unit 30, a total potential map calculation unit 31, and an operation reaction force calculation unit 32.

  The surrounding environment recognition unit 23 recognizes surrounding environment information (another vehicle, a pedestrian, an obstacle, etc.) based on the detection information of the surrounding monitoring sensor 3. The road condition recognition unit 24 determines the road conditions around the host vehicle based on the traffic rule information and map information stored in the traffic rule information DB 21 and the map information DB 22 of the navigation 6 and the detection information of the periphery monitoring sensor 3, respectively. recognize.

  The future operation prediction unit 25 includes environment information around the host vehicle recognized by the surrounding environment recognition unit 23, detection information from the driver operation sensor 2, monitoring information from the driver monitor 4, and detection information from the host vehicle state sensor 5. The future operation of the driver of the host vehicle is predicted based on the information of the navigation 6. The own vehicle state prediction unit 26 predicts the future traveling state of the own vehicle based on the future operation of the driver predicted by the future operation prediction unit 25 and the detection information of the own vehicle state sensor 5. The other vehicle state prediction unit 27 predicts the future traveling state of the other vehicle based on the environment information around the host vehicle recognized by the surrounding environment recognition unit 23.

  The risk potential map calculation unit 28 determines whether or not the future driving state of the host vehicle predicted by the host vehicle state prediction unit 26 and the future driving state of the other vehicle predicted by the other vehicle state prediction unit 27 A risk potential map of the own vehicle with respect to the vehicle is calculated. The risk potential represents the degree of risk that the host vehicle will collide with another vehicle. The risk potential map is obtained by mapping the risk potential in a two-dimensional coordinate system including the host vehicle (see FIG. 4B).

  The traffic rule extraction unit 29 is based on the environmental information around the host vehicle recognized by the surrounding environment recognition unit 23 and the road situation around the host vehicle recognized by the road situation recognition unit 24. Extract traffic rules that apply to the situation. The traffic rules are individual rules such as road traffic laws and general driving manners. The traffic rules include traffic lights, temporary stops, one-way streets, bus lanes and lanes, Articles related to Article 14 of the Road Traffic Law (for example, children, disabled people, kindergarten buses).

  The regulation potential map calculation unit 30 calculates a regulation potential map according to the traffic rule extracted by the traffic rule extraction unit 29. The regulation potential represents the regulation amount when regulating the traveling of the host vehicle according to the traffic rule. The restriction potential map is obtained by mapping the restriction potential in a two-dimensional coordinate system including the host vehicle. For example, a control potential map for temporary stop (see FIG. 6B) is calculated for traffic lights and temporary stops, and a control potential map for prohibiting entry (see FIG. 8B) is calculated for one-way traffic. Then, a regulation potential map (see FIG. 10 (b)) prohibiting a course change is calculated for bus lanes and driving lanes, and a regulation potential map for slow travel and other temporary suspensions (FIG. 12 (b) )) Is calculated.

  The total potential map calculation unit 31 is based on the risk potential map calculated by the risk potential map calculation unit 28 and the regulation potential map calculated by the regulation potential map calculation unit 30 (FIG. 15). Reference) is calculated.

  The operation reaction force calculation unit 32 calculates an operation reaction force for the steering, the accelerator pedal, and the brake pedal based on the total potential map calculated by the total potential map calculation unit 31, and the operation reaction force is calculated as a steering reaction force control actuator. 8. Output to accelerator reaction force control actuator 9 and brake reaction force control actuator 10.

  FIG. 3 is a flowchart showing a processing procedure executed by the ECU 7. In the figure, first, the surrounding environment of the own vehicle is recognized (procedure S101), and further the road condition around the own vehicle is recognized (procedure S102). Subsequently, a traffic rule applied to the current traveling state of the host vehicle is extracted (procedure S107). Subsequently, a future operation of the driver of the host vehicle is predicted (procedure S103), and a predicted value of the traveling state of the host vehicle is calculated (procedure S104). Further, a predicted value of the running state of the other vehicle is calculated (procedure S105).

  Then, the risk potential map of the own vehicle with respect to another vehicle is calculated (procedure S106). An operation image example of the risk potential map is shown in FIG. In this operation image example, the front vehicle J travels ahead of the host vehicle I and the parallel running vehicle K travels beside the host vehicle I on the two-lane road.

The risk potential map of the host vehicle I for the preceding vehicle J is represented by RP ₁ in FIG. 4B, and the risk potential map of the host vehicle I for the parallel running vehicle K is RP ₂ in FIG. 4B. expressed. At this time, the risk potential map RP _1, as shown in FIG. 5 (a), the vehicle I is set as the risk potential increases as approaching the front of the vehicle J. Risk potential map RP _2, as shown in FIG. 5 (b), is set as the risk potential as the host vehicle I approaches the parallel running vehicle K is increased.

  Subsequently, a restriction potential map corresponding to the traffic rule applied to the current traveling state of the host vehicle obtained in step S107 is calculated (step S108).

FIG. 6 shows an operation image of the regulation potential map when the host vehicle approaches the stop position once. A regulation potential map of the host vehicle I with respect to the stop line C is represented by KP ₁ in FIG. At this time, in order to increase the accelerator operation reaction force as the own vehicle I once approaches the stop line C (to increase the accelerator operation), the regulation potential map KP ₁ is shown in FIG. The regulation potential is set to increase as the stop line C is once approached.

FIG. 8 shows an operation image of the regulation potential map when the own vehicle tries to enter a one-way road from an entry prohibition point. The restriction potential map of the own vehicle I for the entry prohibition point on the one-way road is represented by KP ₂ in FIG. At this time, in order to increase the steering operation reaction force and the accelerator operation reaction force when the own vehicle I tries to enter the one-way road from the entry prohibition point (to increase the steering operation and the accelerator operation), the regulation potential map As shown in FIG. 9, KP ₂ is set such that the regulation potential increases as the own vehicle I moves in a reverse direction on a one-way road.

FIG. 10 shows an operation image of the regulation potential map when the host vehicle is about to travel on the bus lane. The regulation potential map of the host vehicle I with respect to the bus lane L is represented by KP ₃ in FIG. At this time, in order to increase the steering operation reaction force and the accelerator operation reaction force when the host vehicle I tries to enter the bus lane L, the regulation potential map KP ₃ shows that the host vehicle I enters the bus lane L as shown in FIG. The regulation potential is set to increase as it moves in the approaching direction.

FIG. 12 shows an operation image of the regulation potential map when the host vehicle is about to travel on the side of a school bus that is stopped. The regulation potential map of the host vehicle I for the side of the school bus D is represented by KP ₄ in FIG. At this time, in order to increase the accelerator operation reaction force when the host vehicle I tries to pass the side of the school bus D, the regulation potential map KP ₄ shows that the host vehicle I is on the school bus D as shown in FIG. The regulation potential is set to increase when passing the side.

  Returning to FIG. 3, the risk potential map and the regulation potential map are then integrated (combined, weighted addition, etc.) to calculate the total potential map of the host vehicle (step S109).

FIG. 14 shows an operation image example of the comprehensive potential map obtained from the risk potential map and the regulation potential map. Specifically, by integrating a map obtained by multiplying the risk potential map RP of the own vehicle I for the oncoming vehicle H by the multiplier k ₁ and a map obtained by multiplying the regulation potential map KP of the own vehicle I by the multiplier k ₂ , A comprehensive potential map as shown in FIG. 15 is obtained.

That is, the total potential map P (x, y) of the host vehicle is calculated by the following equation, for example. P (x, y) = k ₁ · Risk (x, y) + k ₂ · Rule (x, y)
Risk (x, y): Risk potential map
Rule (x, y): Regulatory potential map

  Subsequently, an allowable operation amount is calculated from the total potential map of the host vehicle, and a steering operation reaction force, an accelerator operation reaction force, and a brake operation reaction force are calculated from the allowable operation amount (step S110).

  16 and 17 show an example of calculating the reaction force based on the total potential map shown in FIG. With respect to the front-rear direction of the host vehicle (A cross-sectional direction), a total potential as shown in FIG. When the slope (differential value) of this total potential is calculated, it is as shown in FIG. Then, an accelerator operation reaction force as shown in FIG. 16C and a brake operation reaction force as shown in FIG. 16D are calculated from the total potential differential value.

  On the other hand, the total potential as shown in FIG. When the slope (differential value) of this total potential is calculated, it is as shown in FIG. Then, a steering operation reaction force as shown in FIG. 17C is calculated from the total potential differential value.

  Subsequently, the steering steering reaction force, the accelerator operation reaction force, and the brake operation reaction force are output to the steering reaction force control actuator 8, the accelerator reaction force control actuator 9, and the brake reaction force control actuator 10, respectively (step S111).

  Here, the procedure S101 shown in FIG. 3 is executed by the surrounding environment recognition unit 23, the procedure S102 is executed by the road condition recognition unit 24, the procedure S103 is executed by the future operation prediction unit 25, and the procedure S104 is automatically executed. The vehicle state prediction unit 26 executes the procedure S105 by the other vehicle state prediction unit 27, the procedure S106 by the risk potential map calculation unit 28, and the procedure S107 by the traffic rule extraction unit 29. The procedure S108 is executed by the regulation potential map calculation unit 30, the procedure S109 is executed by the total potential map calculation unit 31, and the steps S110 and S111 are executed by the operation reaction force calculation unit 32.

  As described above, in the present embodiment, the risk potential map of the host vehicle with respect to other vehicles is calculated, the traffic rules applied to the current running state of the host vehicle are extracted, and the regulation according to the traffic rules is performed. Since the potential map was calculated and the reaction force control of the operation system was performed according to the total potential map that integrated those risk potential map and regulatory potential map, not only the collision avoidance between the own vehicle and other vehicles, Operation support that observes traffic rules such as temporary stop and one-way traffic can be realized.

  FIG. 18 is a block diagram showing a second embodiment of the driving support apparatus according to the present invention, which includes a functional block of the ECU 7. In the figure, the driving support device 1 of the present embodiment further includes a winker reaction force control actuator 40 in addition to the configuration of the first embodiment. The winker reaction force control actuator 40 is an actuator that controls to give a reaction force to the winker operation.

  The operation reaction force calculation unit 32 of the ECU 7 calculates the operation reaction force for the steering, the accelerator pedal, the brake pedal, and the winker based on the total potential map calculated by the total potential map calculation unit 31, and steers the operation reaction force. Output to the reaction force control actuator 8, the accelerator reaction force control actuator 9, the brake reaction force control actuator 10, and the winker reaction force control actuator 40.

  By the way, when the winker reaction force control actuator 40 is not provided, the following problems occur. That is, as shown in FIG. 19A, when the host vehicle I tries to enter a one-way road from an entry prohibition point, the steering operation and the accelerator operation become heavy at the time of trying to steer left. The driver will notice a one-way reverse run.

  On the other hand, by providing the winker reaction force control actuator 40, as shown in FIG. 19 (b), the winker operation becomes heavy when the left winker is about to be taken out. For this reason, it is possible to make the driver notice in advance that the host vehicle I is going to run backward in one-way.

  FIG. 20 shows an example of calculation of the blinker operation reaction force based on the total potential map. Here, the total potential as shown in FIG. 20A is set in the lateral direction of the host vehicle (the B cross-sectional direction in FIG. 19). When the slope (differential value) of this total potential is calculated, it is as shown in FIG. Then, a winker operation reaction force as shown in FIG. 20C is calculated from the total potential differential value.

  As described above, according to the present embodiment, the driver can be made aware that he or she is trying to violate the traffic rule at the time when the driver performs the blinker operation, that is, before the actual steering operation. Thereby, the operation support which observes a traffic rule can be implement | achieved effectively.

  FIG. 21 is a configuration diagram showing a third embodiment of the driving support apparatus according to the present invention, which includes a functional block of the ECU 7. In the figure, the ECU 7 of the driving support device 1 of the present embodiment further includes an operation / operation history storage unit 45 in addition to the configuration of the first embodiment.

  The operation / motion history storage unit 45 is based on the detection information of the driver operation sensor 2, the detection information of the vehicle state sensor 5, and the traffic rules extracted by the traffic rule extraction unit 29, Vehicle movement information is acquired and stored as operation / operation history.

  The regulation potential map calculation unit 30 is based on the traffic rules extracted by the traffic rule extraction unit 29, the operation / operation history stored in the operation / operation history storage unit 45, and the detection information of the own vehicle state sensor 5. Then, it is determined whether or not a driving operation or a traveling operation required in the traffic rule is performed, and a regulation potential map is set based on the determination result.

  FIG. 22 is a flowchart showing a processing procedure executed by the ECU 7 shown in FIG. In the same figure, after performing said procedure S101-S108, it is determined whether the vehicle speed V of the own vehicle is lower than the threshold value V1 (procedure S121). The threshold value V1 is a value close to the stop state. When the vehicle speed V is not lower than the threshold value V1, the stop state elapsed time timer T is set to zero (step S122), and the above steps S109 to S111 are executed. When the vehicle speed V is lower than the threshold value V1, the stop state elapsed time timer T is added by a predetermined value ΔT (step S123).

  Then, it is determined whether or not the stop state elapsed time timer T is longer than the threshold value T1 (step S124). When the stop state elapsed time timer T is not longer than the threshold value T1, the above steps S109 to S111 are executed as they are. When the stop state elapsed time timer T is longer than the threshold value T1, the regulation potential map is changed to “no regulation” (procedure S125), and then the above-described procedures S109 to S111 are executed.

  Steps S121 to S125 are executed by the regulation potential map calculation unit 30.

By the way, when the process of changing the regulation potential map to “no regulation” is not executed, the following problems occur. That is, as shown in FIG. 23, when the host vehicle I temporarily stops at a position before the stop line C and then tries to restart, the host vehicle I is temporarily stopped by the restriction potential map KP ₁ . Since the accelerator operation reaction force is increased until the value exceeds, the driver may feel uncomfortable.

In contrast, in the present embodiment, when the host vehicle I is temporarily stopped at a position before the stop line C and the stop state continues for a certain period of time, the restriction potential map KP ₁ is changed to “no restriction”. Then, when the host vehicle I tries to start again, the increase in the accelerator operation reaction force is released, and the driver hardly feels uncomfortable.

  In the present embodiment, the regulation potential map is changed to “no regulation” when the host vehicle is temporarily stopped for a certain period of time, but the regulation potential value may be lowered.

  FIG. 24 is a configuration diagram showing a fourth embodiment of the driving support apparatus according to the present invention, which includes a functional block of the ECU 7. In the figure, the ECU 7 of the driving support apparatus 1 of the present embodiment includes a surrounding environment recognition unit 23, a road condition recognition unit 24, a future operation prediction unit 25, a host vehicle state prediction unit 26, and an other vehicle state prediction unit. 27, a risk potential map calculation unit 28, a host vehicle travel efficiency calculation unit 51, a host vehicle efficiency potential map calculation unit 52, a total potential map calculation unit 31, and an operation reaction force calculation unit 32. .

  The own vehicle traveling efficiency calculation unit 51 includes a road condition around the own vehicle recognized by the road condition recognition unit 24, a future traveling state of the own vehicle predicted by the own vehicle state prediction unit 26, and an other vehicle state prediction unit. Based on the future running state of the other vehicle predicted by 27, the running efficiency of the host vehicle is calculated.

  The own vehicle efficiency potential map calculation unit 52 calculates a potential map (own vehicle efficiency potential map) of the own vehicle's running efficiency based on the own vehicle's running efficiency calculated by the own vehicle's running efficiency calculation unit 51.

  The total potential map calculation unit 31 is based on the risk potential map calculated by the risk potential map calculation unit 28 and the own vehicle efficiency potential map calculated by the own vehicle efficiency potential map calculation unit 52. Calculate the map.

  FIG. 25 is a flowchart showing a processing procedure executed by the ECU 7 shown in FIG. In the figure, after executing steps S101 to S106 described above, the traveling efficiency of the host vehicle is calculated (step S131), and the host vehicle efficiency potential map is calculated (step S132). At this time, the own vehicle efficiency potential map corresponding to the overlap between the traveling region of the own vehicle and the traveling region of the other vehicle is calculated in consideration of the weighting coefficient of the priority order of the traffic rules. The own vehicle efficiency potential map is calculated by taking the occurrence of a deadlock (described later) at the time of separation as a negative factor, and the situation that can be separated without obstacles as a positive factor.

Subsequently, the risk potential map and the own vehicle efficiency potential map are integrated to calculate a total potential map of the own vehicle (step S133), and then the above steps S110 and S111 are executed. The total potential map P (x, y) is calculated by the following equation, for example.
P (x, y) = k ₁ · Risk (x, y) + k ₂ · Efficent _my (x, y)
Risk (x, y): Risk potential map
Efficent (x, y): Vehicle efficiency potential map

  Here, the procedure S131 is executed by the own vehicle traveling efficiency calculation unit 51, the procedure S132 is executed by the own vehicle efficiency potential map calculation unit 52, and the procedure S133 is executed by the total potential map calculation unit 31.

  FIG. 26 shows a calculation example of the own vehicle efficiency potential map. Here, in the two-lane road, a situation is shown in which the stopped vehicle G exists in both the traveling lane in which the host vehicle I travels and the opposite lane in which the other vehicle H travels. In this situation, a positive own vehicle efficiency potential map MP is calculated for the region X of the own vehicle priority (traveling lane) through which the own vehicle I and the other vehicle H can pass without interfering with each other. A small negative own vehicle efficiency potential map MP is calculated for the region Y of the own vehicle priority (traveling lane) where the other vehicle H interferes, and the other vehicle priority (opposite) where the own vehicle I and the other vehicle H interfere with each other is calculated. A large negative own vehicle efficiency potential map MP is calculated for the lane area Z.

  In the above, the driver operation sensor 2, the surroundings monitoring sensor 3, the driver monitor 4, the own vehicle state sensor 5, the navigation 6 and the surrounding environment recognition unit 23 of the ECU 7, the future operation prediction unit 25, and the own vehicle state prediction unit 26 are The vehicle state prediction means for predicting the traveling state of the vehicle is configured. The surrounding monitoring sensor 3 and the surrounding environment recognition unit 23 and the other vehicle state prediction unit 27 of the ECU 7 constitute other vehicle state prediction means for predicting the traveling state of the other vehicle traveling around the host vehicle. The periphery monitoring sensor 3, the navigation 6, and the road condition recognition unit 24 of the ECU 7 constitute road condition recognition means for recognizing the condition of the road on which the host vehicle is traveling. The risk potential map calculation unit 28 of the ECU 7 constitutes risk potential calculation means for calculating the risk potential of the host vehicle with respect to the other vehicle based on the driving state of the host vehicle and the driving state of the other vehicle. The own vehicle traveling efficiency calculation unit 51 and the own vehicle efficiency potential map calculation unit 52 of the ECU 7 calculate the degree of traveling efficiency of the own vehicle based on the traveling state of the own vehicle, the traveling state of the other vehicle, and the road condition. A vehicle travel efficiency calculating means is configured. The total potential map calculation unit 31, the operation reaction force calculation unit 32, the steering reaction force control actuator 8, the accelerator reaction force control actuator 9, and the brake reaction force control actuator 10 of the ECU 7 are based on the risk potential and the traveling efficiency of the host vehicle. Thus, a support means for supporting driving of the host vehicle is configured.

By the way, when the operation support based only on the risk potential map is performed, the following problems occur. That is, even in a situation where the stopped vehicle G exists in both the traveling lane and the oncoming lane as in FIG. 26, as shown in FIGS. 27 (a) to 27 (c), the own vehicle I and others By calculating the risk potential maps RP ₁ and RP ₂ so as not to collide with the vehicle H, the host vehicle I can be appropriately stopped. However, as shown in FIG. 27D, a state (deadlock) may occur in which the host vehicle I hits another vehicle H between the two stopped vehicles G and cannot proceed further.

  On the other hand, in the present embodiment, in addition to the risk potential map, a self-vehicle efficiency potential map indicating whether or not the host vehicle can efficiently travel is calculated, and the risk potential map and the self-vehicle efficiency potential map are integrated. Since the total potential map is calculated and the reaction force control of the operation system is performed according to the total potential map, not only the collision between the own vehicle and the other vehicle but also the own vehicle can be run efficiently. Operation support can be realized. For example, in a situation where the host vehicle cannot travel efficiently due to deadlock, the accelerator operation is made heavy at a position W in front of the other vehicle priority area Z where the host vehicle I and the other vehicle H interfere as shown in FIG. Thus, the driver is prompted to stop the vehicle I. Thereby, since the occurrence of deadlock is prevented, the entire traffic flow can be made efficient.

  FIG. 28 is a block diagram showing a fifth embodiment of the driving support apparatus according to the present invention, which includes a functional block of the ECU 7. In the figure, the ECU 7 of the driving support device 1 of the present embodiment includes a surrounding traffic condition recognition unit 61, a surrounding traffic traveling efficiency calculation unit 62, and a surrounding traffic efficiency potential map calculation unit in addition to the configuration of the fourth embodiment. 63.

  The surrounding traffic situation recognition unit 61 is based on the environmental information around the host vehicle recognized by the surrounding environment recognition unit 23 and the road situation around the host vehicle recognized by the road situation recognition unit 24. Recognize the situation.

  The surrounding traffic travel efficiency calculation unit 62 includes a traffic situation around the host vehicle recognized by the surrounding traffic situation recognition unit 61, a road situation around the host vehicle recognized by the road situation recognition unit 24, and a host vehicle state prediction unit 26. Based on the future traveling state of the own vehicle predicted by the vehicle and the future traveling state of the other vehicle predicted by the other vehicle state prediction unit 27, the traveling efficiency of surrounding traffic including other vehicles around the own vehicle is calculated. To do.

  The peripheral traffic efficiency potential map calculation unit 63 calculates a potential map (peripheral traffic efficiency potential map) of the peripheral traffic travel efficiency based on the peripheral traffic travel efficiency calculated by the peripheral traffic travel efficiency calculation unit 62.

  The total potential map calculation unit 31 includes the risk potential map calculated by the risk potential map calculation unit 28, the own vehicle efficiency potential map calculated by the own vehicle efficiency potential map calculation unit 52, and the surrounding traffic efficiency potential map calculation unit 63. Based on the surrounding traffic efficiency potential map calculated by the above, a total potential map of the host vehicle and surrounding traffic is calculated.

  FIG. 29 is a flowchart showing a processing procedure executed by the ECU 7 shown in FIG. In the figure, after executing the above steps S101 and S102, the traffic situation of the surrounding road is calculated (step S141), and further, a list of operation candidates for the driver of the host vehicle is calculated (step S142).

  Subsequently, after executing the above steps S103 to S132, the driving efficiency of the surrounding traffic in the current operation prediction is calculated (step S143), and further the surrounding traffic efficiency potential map in the current operation prediction is calculated (procedure). S144). At this time, the surrounding traffic efficiency potential map is calculated as a positive factor when the surrounding traffic is flowing smoothly, and the surrounding traffic efficiency potential map is calculated as a negative factor when the surrounding traffic is blocked. .

  Subsequently, it is determined whether or not the calculation process for all operation candidates has been completed (step S145). If the calculation process for all operation candidates has not been completed, the prediction of the future operation of the driver is changed (step S146), and the process returns to step S104.

  When the calculation process for all operation candidates is completed, a total potential map of the host vehicle for each operation of the driver is calculated (step S147).

Further, a comprehensive potential map of surrounding traffic for each operation of the driver is calculated (step S148). The total potential map Q (x, y) of surrounding traffic is calculated by the following formula, for example.
Q (x, y) = k ₁ · Risk (x, y) + k ₂ · Efficent _my (x, y) + k 3 · Efficent _traffic (x, y)
Risk (x, y): Risk potential map
Efficent _my (x, y): Vehicle efficiency potential map
Efficent _traffic (x, y): Potential traffic efficiency potential map

  Subsequently, an optimum operation that the driver can take is calculated from the total potential map of the host vehicle and the total potential map of the surrounding traffic (step S149). Then, a comprehensive potential map of the host vehicle corresponding to the optimum operation that the driver can take is calculated (step S150). Thereafter, the above steps S110 and S111 are executed.

  Here, steps S141 and S142 are executed by the surrounding traffic condition recognition unit 61, step S143 is executed by the surrounding traffic travel efficiency calculating unit 62, and step S144 is executed by the surrounding traffic efficiency potential map calculating unit 63, and steps S145 to S145 are performed. S150 is executed by the total potential map calculation unit 31.

  Next, a calculation example of the surrounding traffic efficiency potential map and the optimum operation that the driver can take will be described.

FIG. 30 is a diagram illustrating a calculation example of the surrounding traffic efficiency potential map when a traffic jam occurs due to waiting for a right turn of one vehicle. In this situation, as shown in FIG. 30A, the risk potential maps RP ₁ and RP ₂ , the own vehicle efficiency potential map MP, and the surrounding traffic efficiency potential map TP are calculated.

The surrounding traffic efficiency potential map is calculated by the following formula, for example.
Peripheral traffic efficiency potential map = Efficiency due to the necessity of waiting for other vehicles (-)
+ Efficiency by passing other vehicles (+)

  At this time, there are other vehicles H waiting for a right turn and four other vehicles G located behind the other vehicles H. That is, a total of five other vehicles are in a waiting state, and there are no other vehicles that can pass through. For this reason, for example, if the efficiency due to the necessity of waiting for other vehicles is 0.1 per vehicle, the surrounding traffic efficiency potential map is -0.5.

  On the other hand, as shown in FIG. 30 (b), when the driver of the host vehicle I performs an operation to yield to the right turn vehicle H, the traveling efficiency (own vehicle efficiency potential) of the own vehicle I is increased by giving the right turn vehicle H. Map). In this case, all the other vehicles G located behind the right-turn vehicle H can also pass. For example, if the efficiency of passing other vehicles is 0.1 per vehicle, the surrounding traffic efficiency potential map is +0. .5.

  When the potential map of the host vehicle and surrounding traffic shown in FIGS. 30A and 30B is mapped on a two-dimensional plane with operations that can be performed by the driver of the host vehicle as an axis, a three-dimensional potential map is calculated. As shown in FIG. At this time, the operations that the driver of the host vehicle can take include an operation of traveling the host vehicle as it is, an operation of decelerating the host vehicle, and an operation of stopping the host vehicle.

  FIG. 32 shows an example in which an operation that can be performed by the driver of the host vehicle, an evaluation value of the total potential map of the host vehicle, and an evaluation value of the total potential map of surrounding traffic are mapped on a three-dimensional space as axes. . As an evaluation value of each comprehensive potential map, for example, a worst value within a range of 10 seconds from the current position of the host vehicle is used. In addition, a broken line V1 in the figure indicates an evaluation allowable range of the comprehensive potential map of the host vehicle, and a broken line V2 indicates an evaluation allowable range of the comprehensive potential map of surrounding traffic.

  Based on the evaluation values of the comprehensive potential map of such a three-dimensional host vehicle and surrounding traffic, an optimum operation that the driver of the host vehicle can take is calculated. Specifically, an operation in which the evaluation value of the total potential map of the host vehicle is included in the evaluation allowable range V1 and the evaluation value of the total potential map of the surrounding traffic is included in the evaluation allowable range V2, that is, in the drawing. An operation within the range V is calculated as an optimum operation that the driver can take.

  In the above, the surrounding traffic condition recognition unit 61, the surrounding traffic traveling efficiency calculating unit 62, and the surrounding traffic efficiency potential map calculating unit 63 of the ECU 7 are based on the traveling state of the own vehicle, the traveling state of the other vehicle, and the road state. Peripheral traffic travel efficiency calculating means for calculating the travel efficiency level of surrounding traffic including other vehicles is configured.

  As described above, in the present embodiment, for example, the surrounding traffic efficiency potential map in which the occurrence of traffic congestion due to a vehicle waiting for a right turn is a negative factor and the state in which the vehicle is running smoothly is a positive factor. Calculate the optimal operation that the driver of the vehicle can take from the integrated potential map of the vehicle and surrounding traffic, and calculate the integrated potential map of the vehicle corresponding to the optimal operation. Operation support in consideration of traffic will be implemented. Thereby, the efficiency of the entire traffic flow can be further improved.

  FIG. 33 is a block diagram showing a sixth embodiment of the driving support apparatus according to the present invention, which includes a functional block of the ECU 7. In the figure, the driving support device 1 of the present embodiment further includes the winker reaction force control actuator 40 in addition to the configuration of the fifth embodiment. In addition to the configuration of the fifth embodiment, the ECU 7 of the driving support device 1 further includes the traffic rule extraction unit 29, the regulation potential map calculation unit 30, and the operation / operation history storage unit 45. That is, this embodiment includes the contents of the first to fifth embodiments.

  The total potential map calculation unit 31 includes the risk potential map calculated by the risk potential map calculation unit 28, the own vehicle efficiency potential map calculated by the own vehicle efficiency potential map calculation unit 52, and the surrounding traffic efficiency potential map calculation unit 63. Based on the surrounding traffic efficiency potential map calculated by the above and the restriction potential map calculated by the restriction potential map calculation unit 30, a total potential map of the host vehicle and the surrounding traffic is calculated.

  FIG. 34 is a flowchart showing a processing procedure executed by the ECU 7 shown in FIG. In the figure, after executing the above steps S101 to S106, the driver's operation information and the vehicle's operation state information required from the traffic rules are acquired (step S161), and the driver's operation information and the vehicle's operation are acquired. The state information is stored as an operation / operation history (step S162). Subsequently, a regulation potential map corresponding to the traffic rule is calculated (step S163). Then, if necessary, the regulation potential map is corrected based on the operation / operation history (step S164), and then steps S131 to S111 are executed.

  In the above, the surrounding monitoring sensor 3, the navigation 6 and the surrounding environment recognizing unit 23 of the ECU 7, the road condition recognizing unit 24, and the traffic rule extracting unit 29 extract the traffic rule applied to the current traveling state of the host vehicle. A traffic rule extracting means is configured. The regulation potential map calculation unit 30 of the ECU 7 constitutes regulation potential calculation means for calculating a regulation potential for regulating the traveling of the host vehicle according to the traffic rules. Further, the operation / operation history storage unit 45 of the ECU 7 constitutes an operation / operation history storage unit that stores the traveling operation history of the host vehicle and the operation history of the driver of the host vehicle.

  In this embodiment, the same operational effects as those of the first to fifth embodiments can be obtained.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 2 ... Driver operation sensor (own vehicle state prediction means), 3 ... Surrounding monitoring sensor (other vehicle state prediction means, road condition recognition means, traffic rule extraction means), 4 ... Driver monitor (own vehicle state) (Prediction means), 5 ... own vehicle state sensor (own vehicle state prediction means, regulation potential relaxation means), 6 ... navigation (road condition recognition means, traffic rule extraction means), 7 ... ECU, 8 ... steering reaction force control actuator ( Support means), 9 ... accelerator reaction force control actuator (support means), 10 ... brake reaction force control actuator (support means), 23 ... surrounding environment recognition unit (own vehicle state prediction means, other vehicle state prediction means, traffic rule extraction) Means), 24 ... road condition recognition unit (road condition recognition means, traffic rule extraction means), 25 ... future operation prediction unit (own vehicle state prediction means), 26 ... own vehicle state prediction unit ( Vehicle state prediction means), 27 ... other vehicle state prediction section (other vehicle state prediction means), 28 ... risk potential map calculation section (risk potential calculation means), 29 ... traffic rule extraction section (traffic rule extraction means), 30 ... Regulation potential map calculation unit (regulation potential calculation means, regulation potential mitigation means), 31 ... Comprehensive potential map calculation part (support means), 32 ... Operation reaction force calculation part (support means), 40 ... Blinker reaction force control actuator (support) Means), 45 ... operation / operation history storage unit (operation / operation history storage unit), 51 ... own vehicle travel efficiency calculation unit (own vehicle travel efficiency calculation unit), 52 ... own vehicle efficiency potential map calculation unit (own vehicle travel) Efficiency calculation means), 61 ... peripheral traffic condition recognition unit (peripheral traffic travel efficiency calculation means), 62 ... peripheral traffic travel efficiency calculation unit (peripheral traffic travel efficiency) Calculating means), 63 ... peripheral traffic efficiency potential map calculation unit (peripheral traffic traveling efficiency calculation means).

Claims (4)

Own vehicle state prediction means for predicting the traveling state of the own vehicle;
Other vehicle state prediction means for predicting the traveling state of another vehicle traveling around the host vehicle,
Road situation recognition means for recognizing the situation of the road on which the vehicle travels;
Risk potential calculation means for calculating the risk potential of the host vehicle relative to the other vehicle based on the driving state of the host vehicle and the driving state of the other vehicle;
Self-vehicle travel efficiency calculating means for calculating the travel efficiency of the host vehicle based on the travel state of the host vehicle, the travel state of the other vehicle, and the road condition;
Based on the traveling state of the host vehicle, the traveling state of the other vehicle, and the state of the road, surrounding traffic traveling efficiency calculating means for calculating the traveling efficiency of the surrounding traffic including the other vehicle;
Based on the risk potential, the driving efficiency of the host vehicle, and the driving efficiency of the surrounding traffic , comprising support means for supporting driving of the host vehicle ,
The support means determines the total potential of the host vehicle and the surrounding traffic for a plurality of operations of the driver of the host vehicle based on the risk potential, the driving efficiency of the host vehicle, and the driving efficiency of the surrounding traffic. And calculating the optimum operation that the driver can take based on the total potential of the vehicle and the surrounding traffic with respect to a plurality of operations of the driver, and corresponding to the optimum operation that the driver can take A driving support device for calculating driving potential of the host vehicle based on the total potential of the host vehicle corresponding to an optimum operation that the driver can take . A traffic rule extracting means for extracting a traffic rule applied to the current running state of the vehicle;
A regulation potential calculating means for calculating a regulation potential for regulating the traveling of the host vehicle according to the traffic rule;
2. The driving support device according to claim 1, wherein the support means performs driving support for the host vehicle based on the risk potential, the traveling efficiency of the host vehicle, and the regulation potential. An operation / operation history storage means for storing the travel operation history of the host vehicle and the operation history of the driver of the host vehicle;
The driving support device according to claim 2 , further comprising a regulation potential alleviating unit that mitigates the regulation potential based on a travel operation history of the host vehicle and an operation history of the driver. The driving support apparatus according to any one of claims 1 to 3 , wherein the support means is a means for giving an operation reaction force to any one of steering, an accelerator, a brake, and a winker.

Images