JP5835114B2 - Driver assistance device - Google Patents

Description

  The present invention relates to a driver assistance device used in an infrastructure cooperation type safe driving assistance system.

  In recent years, infrastructure-sponsored driving safety support systems (DSSS) have been proposed. The infrastructure-coordinated safe driving support system travels at the service target intersection based on the driving operation status ascertained by the in-vehicle device and the information and position information of roadside sensors and traffic lights provided by the roadside device. Attempts have been made to provide driving assistance.

  As an example of a driver assistance device used in an infrastructure cooperation type safe driving assistance system, for example, Patent Document 1 receives traffic signal information at each intersection from a roadside device, and passes through the intersection where the traffic signal is arranged without stopping as much as possible. A driver assistance device that performs driving assistance that notifies an appropriate speed so that it can be disclosed is disclosed.

  In the driver assistance device disclosed in Patent Document 1, based on the traffic signal information and the intersection distance, a range of travel speeds (hereinafter referred to as an entrance speed range) in which the vehicle can enter the intersection with the traffic light color being blue. The calculation is performed, and notification is made to accelerate and decelerate so that the speed of the host vehicle falls within the calculated approach speed range.

  As for the intersection distance as the distance from the own vehicle to the intersection, the distance to the intersection at the optical beacon position included in the information acquired from the optical beacon, and the travel distance traveled by the vehicle after acquiring the information from the optical beacon It is described that it calculates sequentially. That is, it is suggested that the intersection distance is calculated by subtracting the travel distance from the optical beacon position of the vehicle from the distance to the service target intersection at the optical beacon position.

  Since the distance to the service target intersection at the optical beacon position is a fixed value, the intersection distance is determined according to the travel distance of the vehicle from the optical beacon position. Therefore, it can be said that the driver assistance apparatus disclosed in Patent Document 1 performs driving assistance according to the travel distance from the optical beacon position.

JP 2011-227761 A

  However, the driver assistance device disclosed in Patent Literature 1 calculates the intersection distance based on the travel distance from the optical beacon position to the service target intersection, and provides driving assistance according to the intersection distance. There is a problem that the timing shift occurs. Details are as follows.

  As described above, a fixed value is used as the distance to the service target intersection at the base point position such as the optical beacon position. Therefore, if the vehicle changes its lane or avoids an obstacle and deviates from the trajectory assumed for the fixed value, it will not be close to the service target intersection. The travel distance increases, and the calculated intersection distance becomes shorter than the actual intersection distance. And when driving assistance is performed according to the intersection distance, a timing shift of driving assistance occurs.

  This problem is considered to occur in common in infrastructure-coordinated safe driving support systems that calculate driving distance based on the distance from the base point and provide driving support according to the driving distance. It is done.

  The present invention has been made in view of the above-described conventional problems, and its purpose is to calculate the intersection distance based on the travel distance from the base position, and to provide driving assistance according to the intersection distance. Another object of the present invention is to provide a driver assistance device that makes it possible to reduce a shift in timing of driving assistance.

Driver assistance device of the first invention is used in a vehicle, it is transmitted from the roadside device (1) by road-vehicle communication, a fixed distance for determining that can determine a fixed distance from the base point to the predetermined position of the service target intersection Roadside information acquisition means (27) for acquiring information, fixed distance determination means (27, S2) for determining a fixed distance from the fixed distance determination information acquired by the roadside information acquisition means, and traveling of the vehicle from the base position Travel distance calculation means (27, S3, S6) for sequentially calculating the distance, and fixed distance and travel distance calculation means for determining the intersection distance, which is the distance from the vehicle to a predetermined position of the service target intersection, by the fixed distance determination means Intersection distance calculation means (27, S7) that sequentially calculates based on the travel distance calculated in (2), and support means (2 that provides driving assistance according to the intersection distance calculated by the intersection distance calculation means ) And a driver assistance system with a (27), in addition to the absolute value of the vehicle steering angle relative to the normal position is equal to or greater than the threshold value, if the turn signal switch is turned on, A lane that estimates the number of lane changes in the course change based on the course change estimation means (27, S4) for estimating the course change of the host vehicle and the duration of the turn signal switch of the host vehicle being on. includes a change speed estimating means (27, S6), the travel distance calculating unit, when estimating the course change in course change estimating means, and calculates by subtracting the travel distance of the vehicle from the base position When the route change is estimated by the route change estimating means, the distance from the base point position is increased by increasing the distance to be subtracted as the number of lane changes estimated by the lane change number estimating means increases. It characterized by calculating a traveling distance There.
The driving support device according to the second invention is used in a vehicle, and is transmitted from the roadside machine (1) by road-to-vehicle communication, and can determine a fixed distance from the base point position to a predetermined position of the service target intersection. Roadside information acquisition means (27) for acquiring information for use, fixed distance determination means (27, S2) for determining a fixed distance from the fixed distance determination information acquired by the roadside information acquisition means, and the vehicle from the base position Travel distance calculation means (27, S3, S6) for sequentially calculating the travel distance, and calculation of the fixed distance and the travel distance determined by the fixed distance determination means for the intersection distance from the own vehicle to the predetermined position of the service target intersection Intersection distance calculation means (27, S7) that sequentially calculates based on the travel distance calculated by the means, and support means that provides driving assistance according to the intersection distance calculated by the intersection distance calculation means 27) a driver assistance device (27) comprising: a course change estimating means (27, S4) for estimating a course change of the own vehicle based on the turn signal switch of the own vehicle being turned on; Lane change number estimation means (27, S6) for estimating the number of lane changes in the course change based on the duration of time that the turn signal switch of the own vehicle is on, and travel distance calculation means Is calculated by subtracting the travel distance of the vehicle from the base position when the route change is estimated by the route change estimation means. When the route change is estimated by the route change estimation means, the lane change In accordance with an increase in the number of lane changes estimated by the number estimation means, the distance to be subtracted is increased to calculate the travel distance of the vehicle from the base position.
Furthermore, the driving support device as the third invention is used in a vehicle, and is transmitted from the roadside machine (1) by road-to-vehicle communication, and can determine a fixed distance from the base point position to a predetermined position of the service target intersection. Roadside information acquisition means (27) for acquiring information for use, fixed distance determination means (27, S2) for determining a fixed distance from the fixed distance determination information acquired by the roadside information acquisition means, and the vehicle from the base position Travel distance calculation means (27, S3, S6) for sequentially calculating the travel distance, and calculation of the fixed distance and the travel distance determined by the fixed distance determination means for the intersection distance from the own vehicle to the predetermined position of the service target intersection Intersection distance calculation means (27, S7) that sequentially calculates based on the travel distance calculated by the means, and a supporter that provides driving assistance according to the intersection distance calculated by the intersection distance calculation means (27) is a driver support device (27), and a route change estimating means (27, S4) for estimating a course change of the own vehicle from a driving operation situation of the own vehicle, and a course change estimating means are When the travel direction of the vehicle is estimated, from the steering angle of the vehicle, the vehicle speed, and the elapsed time, the travel distance of the vehicle when traveling straight and the travel distance of the vehicle when traveling after changing the course Difference calculating means (27, S6) for calculating a difference, and the travel distance calculating means calculates the travel distance of the vehicle from the base point position when the course change is estimated by the course change estimating means. The difference is calculated by subtracting only the difference calculated in (1).

  If the vehicle changes lanes or avoids obstacles, the mileage from the base point increases even though it is not approaching the serviced intersection, and the fixed and base points The intersection distance calculated based on the travel distance from the vehicle will be shorter than the actual intersection distance.

  However, according to the above configuration, when it is estimated that the vehicle has changed the course, the calculation is performed by subtracting the travel distance from the base point position. The degree to which the calculated intersection distance becomes shorter than the actual intersection distance can be suppressed. Therefore, even when there is a course change, it is possible to reduce the shift in the timing of driving assistance. As a result, when the intersection distance is calculated based on the travel distance from the base position, and driving assistance is performed according to the intersection distance, it is possible to reduce the shift in driving assistance timing.

1 is a diagram illustrating a schematic configuration of a safe driving support system 100. FIG. 1 is a block diagram showing a schematic configuration of a roadside machine 1. FIG. 2 is a block diagram illustrating a schematic configuration of an in-vehicle device 2. FIG. 6 is a flowchart illustrating an example of a flow relating to intersection distance calculation processing in a control unit 27 according to the first embodiment. (A) is a figure which shows an example of a lane change, (b) is a figure which shows the change of the steering angle in the case of (a). (A) is a figure which shows an example of the course change which starts a parked vehicle, Comprising: (b) is a figure which shows the change of the steering angle in the case of (a). It is a schematic diagram for demonstrating the example which calculates the travel distance l1 using a trigonometric function. It is a block diagram which shows the schematic structure of the safe driving assistance system 100a.

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

(Embodiment 1)
A safe driving support system 100 shown in FIG. 1 is applied to DSS (Driving Safety Support Systems), and includes a roadside device 1 and an in-vehicle device 2. The DSSS is one of safe driving support systems that provide a signal information service, a regulation information service, an obstacle detection information use service, and the like.

  First, the structure of the roadside machine 1 is demonstrated using FIG. The roadside machine 1 includes a communication device 11 and a control device 12, and is installed, for example, at an intersection where a vehicle traffic signal (hereinafter referred to as a traffic signal) is provided or an approach road at the intersection. The intersection where the roadside machine 1 is installed is hereinafter referred to as an installation intersection.

  The communication device 11 is configured with a known antenna, and performs road-to-vehicle communication with the in-vehicle device 2 mounted on a vehicle traveling on a road. For this road-to-vehicle communication, for example, narrowband communication (DSRC) used in the ETC (registered trademark) system, radio wave beacon and optical beacon technology used in VICS (registered trademark) or the like can be used. In addition, a 700 MHz band radio wave or a 5.9 GHz band radio wave may be used.

  The roadside machine 1 may be an optical beacon or a radio beacon that is provided on an approach path of an intersection and performs spot communication, or an apparatus that is provided at an intersection and transmits information to a range of a radius of about several hundred meters. However, in the present embodiment, the following description will be made on the assumption that the roadside device 1 is an optical beacon.

  The control device 12 is a computer configured with a known CPU and a built-in memory, and the CPU implements various functions by executing programs stored in advance in the built-in memory. Specifically, the control device 12 sequentially transmits intersection information from the communication device 11. For example, the intersection information may be transmitted every 100 msec.

  Intersection information includes “road alignment information” and well-known “system information”, “signal information”, “signal event expression information”, “obstacle detection information”, “obstacle detection event expression information” and the like used in DSSS. is there. The “system information” is information common to all services provided from the roadside device 1, and is information such as the provided time and the content of the provided service.

  The “road alignment information” is information representing the linear structure of the road around the installation intersection position including the installation intersection, and includes information on the position of the installation intersection. For example, “road alignment information” includes the center position (latitude / longitude) of the installed intersection as the positioning result of the satellite positioning system, the distance to the predetermined structural change point based on the center position of the installed intersection, and the dimension of the road alignment And the like. The predetermined structural change point mentioned here is a direction change point at which the direction of the road changes such as an intersection, a dead end, a curve entrance, or a road shape change point.

  The “signal information” is signal control information of the installation intersection and the intersections around the installation intersection, and is information such as the light color state of the traffic light, the display order of the light color, and the remaining scheduled number of seconds. The “signal information” may include an offset that is a deviation of the blue start time from the traffic signal at the installed intersection as the signal control information of the traffic signal at the intersection around the installed intersection position. The configuration including the offset in the “signal information” is a configuration only when the traffic signal at the installed intersection and the traffic signal at the intersection around the installed intersection position are controlled by a known control method called system control, for example. do it.

  “Signal event expression information” is information indicating the stop line position of the installation intersection, and is the position coordinates of the stop line and the distance from the target intersection. The “signal event expression information” may include information indicating the stop line position of the intersection around the installed intersection position.

  In addition, the “signal information” and “signal event expression information” of traffic signals at intersections other than the installation intersection are obtained from the server of the traffic control center (not shown), together with the “signal information” and “signal event expression information” at the installation intersection. It is good also as a structure which transmits.

  Then, the structure of the vehicle-mounted apparatus 2 is demonstrated using FIG. The in-vehicle device 2 is fixed or carried on a vehicle such as an automobile, and is connected to the wheel speed sensor 3, the gyroscope 4, the rudder angle sensor 5, and the winker switch 6 so as to exchange electronic information. Has been. For example, in the present embodiment, the in-vehicle device 2, the wheel speed sensor 3, the gyroscope 4, the rudder angle sensor 5, and the turn signal switch 6 are respectively connected by an in-vehicle LAN 7 that complies with a communication protocol such as CAN (controller area network). And

  Needless to say, the wheel speed sensor 3, the gyroscope 4, the steering angle sensor 5, and the winker switch 6 are not limited to the configuration connected to the in-vehicle device 2 via the in-vehicle LAN 7, but may be configured to be connected by a Zika line. Yes.

  The wheel speed sensor 3 is a sensor that detects the speed of the host vehicle from the rotational speed of each rolling wheel, and outputs the detected host vehicle speed to the in-vehicle LAN 7. The gyroscope 4 is a sensor that detects an angular velocity around the vertical direction of the own vehicle, and outputs the detected angular velocity to the in-vehicle LAN 7. The steering angle sensor 5 is a sensor that detects information on the steering angle of the steering of the host vehicle, and outputs information on the detected steering angle to the in-vehicle LAN 7.

  The winker switch 6 is a switch for detecting a lamp lighting operation of the direction indicator by the driver (that is, a winker lamp lighting operation), and is provided to detect the lighting operation of the left and right winker lamps. . When the blinker lamp lighting operation is performed, a signal indicating that the blinker switch 6 on which the lighting operation has been performed is in an ON state is output to the in-vehicle LAN 7.

  The in-vehicle device 2 includes a wireless communication unit 21, an interface unit (I / F unit) 22, a position specifying unit 23, a display unit 24, an audio output unit 25, a database 26, and a control unit 27.

  The wireless communication unit 21 includes a known antenna and receives intersection information transmitted from the roadside device 1. That is, road-vehicle communication is performed with the roadside machine 1. Further, the wireless communication unit 21 inputs the intersection information received from the roadside device 1 to the control unit 27.

  In this example, the wireless communication unit 21 is an optical beacon receiver, and when passing under the roadside device 1 as an optical beacon arranged before the intersection, an intersection that is subject to driving assistance from the roadside device 1 Information on the distance to the intersection (hereinafter referred to as the service target intersection), information on the current position (specifically, the position of the roadside machine 1), intersection information, and the like are received. The position of the roadside machine 1 is represented by, for example, latitude / longitude coordinates.

  The I / F unit 22 is an interface for communicating with various sensors and various devices such as a wheel speed sensor 3, a gyroscope 4, a rudder angle sensor 5, and a winker switch 6 mounted on the vehicle.

  The position specifying unit 23 specifies the current position and traveling direction of the host vehicle based on detection signals from the wheel speed sensor 3, the gyroscope 4, the wireless communication unit 21, and the like, and inputs the specified data to the control unit 27.

  The display unit 24 displays text and images, and is capable of full color display, for example, and can be configured using a liquid crystal display, an organic EL display, a plasma display, a head-up display, or the like. The audio output unit 25 includes a speaker or the like, and outputs audio according to instructions from the control unit 27.

  The database 26 is a storage device for storing intersection information received from the roadside device 1, and a rewritable nonvolatile storage device such as a flash memory or a hard disk drive is used. The intersection information stored in the database 26 is used for driving support control executed when passing a traffic signal corresponding to the intersection information.

  The control unit 27 is mainly configured as a microcomputer, and each includes a known CPU, ROM, RAM, I / O, and a bus connecting them. Note that the control unit 27 corresponds to the driver assistance device in the claims. The control unit 27 executes various processes related to driving support according to the distance from the vehicle to a predetermined position of the service target intersection according to a program stored in the ROM or the like. Therefore, the control unit 27 corresponds to the support means in the claims.

  Hereinafter, the distance from the vehicle to a predetermined position of the service target intersection is referred to as an intersection distance. The predetermined position of the service target intersection may be the center position of the service target intersection, or may be the stop line position on the vehicle entrance side of the service target intersection. In the present embodiment, the case where the predetermined position of the service target intersection is the stop line position on the own vehicle entrance side of the service target intersection will be described as an example.

  Specific contents of driving support include, for example, “signal information” and “signal event expression information”, providing information on traffic signals that pass next, and a well-known signal coordination green for smoothly passing an intersection. Run control such as wave run. An example is as follows. Here, the description will be made with reference to FIG. HV in FIG. 1 indicates the own vehicle, and S1 and S2 indicate traffic lights at the service target intersection. Hereinafter, the intersection where the S1 traffic light is installed is referred to as the S1 intersection, and the intersection where the S2 traffic light is installed is referred to as the S2 intersection. Further, it is assumed that the S1 intersection is the nearest intersection on the own vehicle route, and the S2 intersection is the second intersection on the own vehicle route.

  First, based on the intersection distance determined from the information obtained from the roadside device 1 as an optical beacon and the current vehicle speed, the time until the vehicle reaches the predetermined position of the service target intersection is calculated. Then, if it is estimated that the lamp color will be red when the S1 intersection is reached at the current speed of the vehicle, the display unit 24 and the audio output unit 25 are used to exceed the legal speed or become slower than necessary. The vehicle is accelerated and decelerated within the range where it does not go so that the S1 intersection can be reached as much as possible when the light color is blue.

  Furthermore, when it is estimated that the S1 intersection cannot be reached when the light color is blue, the display unit 24 and the audio output unit 25 are used to prompt the vehicle to stop at the stop line position of the S1 intersection. . In addition, if there is a speed at which a plurality of intersections such as the S1 intersection and the S2 intersection can pass with the light color blue, the vehicle is encouraged to travel at that speed.

  In addition, it receives “obstacle detection information” and “obstacle detection event expression information” to determine whether there is an obstacle at the S1 intersection or S2 intersection when the vehicle reaches the S1 intersection or S2 intersection at the current vehicle speed. And it is good also as a structure which alert | reports using the display part 24 or the audio | voice output part 25 according to the presence or absence of an obstruction. In addition, since the driving assistance performed according to the intersection distance may be configured to be performed by a process similar to a known one, a detailed description of the process is omitted.

  Next, the intersection distance calculation process in the control unit 27 will be described with reference to the flowchart of FIG. The flow in FIG. 4 starts when a service-in determination is performed. Various methods can be used as the service-in determination method. In the present embodiment, as an example, it is determined that the service is in by receiving the intersection information transmitted by the roadside device 1. In addition, it is good also as a structure determined to be service-in when the base point position mentioned later is reached.

  First, in step S1, it is determined whether or not the base position has been reached. For example, what is necessary is just to set it as the structure which determines with having reached | attained the base point position, when it has detected passing under the roadside machine 1 as an optical beacon. The detection of passing under the roadside device 1 as an optical beacon may be performed when the wireless communication unit 21 receives information from the roadside device 1. In addition, when a receiver of a satellite positioning system such as a GPS receiver is mounted on the own vehicle, it may be determined that the base position has been reached when the coordinates of a predetermined positioning position are reached. Good.

  If it is determined in step S1 that the base point position has been reached (YES in step S1), the process proceeds to step S2. On the other hand, if it is determined that the base position has not been reached (NO in step S1), the flow in step S1 is repeated.

  In step S2, a base point intersection distance determination process is performed. In the base point intersection distance determination process, the distance from the base point position to the service target intersection (hereinafter, the base point intersection distance) is determined. For example, when the information on the distance from the optical beacon to the service target intersection can be acquired from the roadside device 1 as the optical beacon via the wireless communication unit 21, the acquired distance from the optical beacon to the service target intersection is calculated. What is necessary is just to set it as the distance between base point intersections.

  In addition, the intersection center position and stop line position included in the “road alignment information” and “signal event expression information” in the intersection information acquired from the roadside machine 1, and the optical beacon acquired from the roadside machine 1 It is good also as a structure which calculates the linear distance with the position of the roadside machine 1, and makes the calculated distance the distance between base intersections.

  In addition, when the roadside machine 1 is not an optical beacon but a device that transmits information in a radius of several hundred meters, for example, “road alignment information” in the intersection information acquired from the roadside machine 1 A straight line distance between the position of the center of the intersection or the stop line position included in the “signal event expression information” and the base position measured by the satellite positioning system may be calculated, and the calculated distance may be set as the distance between the base intersections. .

  Therefore, the distance between the base intersections corresponds to the fixed distance in the claim, and the information on the distance from the optical beacon to the service target intersection, the “road alignment information” and the “signal event expression information” in the intersection information are fixed in the claim. This corresponds to distance determination information. Further, the control unit 27 corresponds to the roadside information acquisition unit in the claims, and the process in step S2 corresponds to the fixed distance determination unit in the claims.

  In step S3, a travel distance integrating process is started, and the process proceeds to step S4. In the travel distance integration process, the travel distance of the host vehicle from the base point position is calculated by sequentially calculating the travel distance of the host vehicle using the host vehicle speed and the travel time obtained sequentially from the wheel speed sensor 3. Is calculated. Therefore, the processing in step S3 corresponds to the travel distance calculation means in the claims. The traveling time may be configured to be counted by time measuring means (not shown).

  In step S4, a course change estimation process is performed, and the process proceeds to step S5. The processing in step S4 corresponds to the course change estimation means in the claims. In the course change estimation process, the course change of the host vehicle is estimated from the driving operation status of the host vehicle. For example, when the absolute value of the steering angle of the host vehicle with respect to the normal position of the steering of the host vehicle is equal to or greater than the threshold value and the turn signal switch 6 is turned on, the course change of the host vehicle is estimated. What is necessary is just composition.

  The threshold value here is a value that can be arbitrarily set. For example, a value that is about the minimum steering angle that can be taken when the steering is steered from the normal position to the left or right when the course is changed may be set. . As for the steering angle, the left steering angle from the positive position takes a positive value, and the right steering angle takes a negative value. Further, the control unit 27 performs the steering angle threshold determination using a value acquired from the steering angle sensor 5, and performs the on / off determination of the winker switch 6 using a signal acquired from the winker switch 6.

  According to this, when the absolute value of the steering angle of the host vehicle is equal to or greater than the threshold value and the winker switch 6 is turned on, the condition is that only one of them is the condition. In comparison, it is possible to improve the accuracy of the route change estimation.

  In the course change estimation process, the course change is estimated only when it is determined that the absolute value of the steering angle of the host vehicle with respect to the normal position of the steering of the host vehicle is greater than or equal to the threshold (hereinafter, modified example 1). It is good. In addition, a configuration (hereinafter, modified example 2) that estimates a course change only by determining that the winker switch 6 is turned on may be used.

  In step S5, when it is estimated that there is a course change in the course change estimation process (YES in step S5), the process proceeds to step S6. On the other hand, when it is not estimated that there is a course change (NO in step S5), the process proceeds to step S7.

  In step S6, a travel distance correction process is performed, and the process proceeds to step S7. In the travel distance correction process, correction is performed by subtracting from the travel distance accumulated in the travel distance accumulation process (hereinafter, accumulated travel distance). Therefore, the processing in step S6 also corresponds to the travel distance calculation means in the claims. For example, a configuration may be used in which a predetermined distance such as 5 m is subtracted from the accumulated travel distance.

  In addition, the difference between the actual travel distance and the travel distance when going straight on the road is calculated from the steering angle of the host vehicle, the own vehicle speed, and the travel time (that is, the elapsed time). A configuration in which correction is performed by subtraction (hereinafter, modified example 3) may be employed. Therefore, the process of step S6 corresponds to the difference calculation means in the claims. An example of Modification 3 will be described in detail as follows.

  First, based on the steering angle of the host vehicle, the host vehicle speed, and the elapsed time, the travel distance of the host vehicle when traveling straight (referred to as l1) and the travel distance of the host vehicle when traveling forward after changing the course (l2) The difference is calculated. Specifically, the distance actually traveled during the time from the start of turning of the steering (the steering angle at this time is θ1) to the start of turning back of the steering (the steering angle at this time is θ2) is the travel distance. Calculate as l2.

  The steering angle θ1 may be configured to use a value when the steering angle of the host vehicle reaches the threshold value in the threshold determination described above, and the steering angle θ2 is determined based on a change in the steering angle of the host vehicle. (See FIGS. 5A to 6B). In addition, HV of FIG. 5 (a) and FIG. 6 (a) is an own vehicle, and OV of FIG. 6 (a) is a parked vehicle. FIG. 5B is a diagram showing a change in the steering angle in the case shown in FIG. 5A, and FIG. 6B is a diagram showing a change in the steering angle in the case shown in FIG. 6A. is there.

  Subsequently, the line segment corresponding to the travel distance l2 is the hypotenuse of a right triangle, and the absolute value (| θ2-θ1 |) of the angle obtained by subtracting the steering angle θ1 from the steering angle θ2 is the line segment corresponding to the travel distance l1. The acute distance between the line segment corresponding to the travel distance l2 is used, and the travel distance l1 is calculated using a trigonometric function (see FIG. 7). Then, a difference obtained by subtracting the calculated travel distance l1 from the travel distance l2 is calculated, and the difference is subtracted from the accumulated travel distance to perform correction.

  As another example of the modified example 3, for example, the travel distance l1 and the travel distance l2 per unit time such as every 100 msec are sequentially calculated, and the difference obtained by subtracting the travel distance l1 from the travel distance l2 is sequentially calculated, so that the accumulated travel A configuration may be adopted in which the difference calculated sequentially is subtracted from the distance one by one to correct in real time. In this case, the travel distance l1 may be calculated using a trigonometric function based on the change amount of the steering angle per unit time and the travel distance l2.

  According to the configuration of the third modification, the difference between the travel distance of the vehicle when traveling straight ahead and the travel distance of the vehicle when traveling forward after changing the course is calculated, and the difference is subtracted to correct the travel distance. Therefore, the correction can be performed with higher accuracy than the configuration in which the correction is performed by subtracting a predetermined fixed value, and the intersection distance can be calculated more accurately.

  As the travel distance correction process, in addition to the accumulated travel distance, the duration of the turn of the turn signal switch 6 from the time when it is determined that the turn signal switch 6 of the host vehicle is turned on increases. It is good also as a structure (modification 4) which increases the distance to subtract. For example, the subtraction distance may be increased by several meters every time the duration increases by 1 second.

  In addition, the number of lane changes is estimated from the continuation time that the turn signal switch 6 is turned on from the time when it is determined that the turn signal switch 6 of the own vehicle is turned on, and the estimated number of lane changes increases, It is good also as a structure (modification 5) which increases the distance subtracted from an integrated travel distance. Therefore, the processing in step S6 corresponds to the lane change number estimating means in the claims.

  The number of lane changes is, for example, 0 lane when the duration is less than the first predetermined time, 1 lane when the duration is less than the first predetermined time and less than the second predetermined time, What is necessary is just to set it as the structure estimated to be 2 lanes when less than 3 predetermined time, and when it is more than 3rd predetermined time. For the first predetermined time, the second predetermined time, and the third predetermined time, the time required for changing the lanes of the first lane, the second lane, and the third lane after the turn-on switch 6 is turned on is obtained by experiment or simulation. To be set.

  In addition, when the number of lanes of a running road can be determined from the “road alignment information” acquired via the wireless communication unit 21, processing according to the determined number of lanes may be performed. For example, when the number of lanes is 1, it is configured not to perform the process of estimating the number of lane changes, or when the number of lanes is 2, the configuration is estimated to be 2 lanes if it is equal to or longer than the second predetermined time. Just do it.

  According to the configurations of the modification 4 and the modification 5, the travel distance of the host vehicle when the vehicle travels straight from the continuation time during which the turn signal switch 6 is on without using the information on the steering angle of the host vehicle. Then, it is possible to estimate and correct the subtraction distance roughly corresponding to the difference with the travel distance of the own vehicle when the route is changed. Therefore, the correction can be performed with higher accuracy than the configuration in which the correction is performed by subtracting a predetermined fixed value, and the intersection distance can be calculated more accurately.

  Further, in addition to the above-described travel distance correction process, when the rate of change of the steering angle of the host vehicle per unit time is equal to or greater than the threshold value, the control unit 27 determines that the steering wheel is a sudden handle and further calculates the accumulated travel distance. It is good also as a structure (henceforth the modification 6) to do. Therefore, the control unit 27 corresponds to the sudden handle determination means in the claims.

  This is because there is a possibility that the difference between the traveling distance of the own vehicle when traveling straight ahead and the traveling distance of the own vehicle when traveling forward after changing the course may occur even when the steering wheel is suddenly driven. Because there is. The threshold mentioned here is a value that can be arbitrarily set, and is set in consideration of the rate of change per unit time of the steering angle at the time of steep steering.

  As a method of calculating by further reducing the accumulated travel distance when it is determined that the steering wheel is a sudden handle, a configuration in which the distance to be subtracted from the accumulated travel distance in the travel distance correction process is multiplied by a predetermined coefficient and the distance to be subtracted is increased. do it. In addition, the above-mentioned traveling distance l2 may be multiplied by a predetermined coefficient to increase the distance to be subtracted, or a predetermined coefficient may be added to the difference obtained by subtracting the above-mentioned traveling distance l1 from the above-mentioned traveling distance l2. Multiplying and subtracting distance may be used.

  The coefficient referred to here is a value that can be arbitrarily set, and may be set in consideration of an extra mileage due to the shake of the vehicle at the time of steep steering. Note that the value of the coefficient is appropriately set according to the target to be multiplied by the coefficient.

  According to the configuration of the modified example 6, it is possible to further correct the accumulated travel distance in consideration of the extra travel distance due to the vehicle shake at the time of sudden steering, so that the intersection distance can be calculated more accurately. It becomes possible.

  Also, the greater the vehicle speed, the greater the vehicle shake at the time of sudden steering. Therefore, when the vehicle is determined to be sudden steering, the above-mentioned coefficient is increased as the host vehicle speed increases to increase the amount of cumulative travel distance. It is good also as a structure (henceforth the modification 7) to do. What is necessary is just to set it as the structure acquired from the wheel speed sensor 3 about the own vehicle speed.

  According to the configuration of the modified example 7, it is possible to further correct the accumulated travel distance in consideration of the vehicle travel at the time of sudden steering and the extra travel distance according to the host vehicle speed. Can be calculated.

  In step S7, an intersection distance calculation process is performed, and the process proceeds to step S8. In the intersection distance calculation process, the intersection distance is calculated by subtracting the travel distance of the vehicle from the base point position from the base point intersection distance determined in the base point intersection distance determination process. Therefore, the processing in step S7 corresponds to the intersection distance calculation means in the claims.

  In the intersection distance calculation process, if the travel distance correction process is not performed, the intersection is calculated by subtracting the accumulated travel distance obtained by the travel distance accumulation process from the distance between the base intersections determined by the distance determination process between the base points. Calculate the distance. On the other hand, when the travel distance correction process is performed, the intersection distance is calculated by subtracting the accumulated travel distance subtracted in the travel distance correction process from the base point intersection distance determined in the base point intersection distance determination process. .

  In step S8, it is determined whether or not the service is out. Various methods can be used as the service-out determination method. For example, it may be configured to determine service out when the intersection distance becomes 0, or may be determined to be service out when the stop line position on the exit side of the service target intersection is exceeded.

  In addition, when multiple intersections on the route are serviced intersections, when the stop line position on the entrance side of the last intersection on the target route is reached or the stop line position on the exit side of the intersection is exceeded In this case, it may be determined that the service is out.

  In addition, when the travel distance from the base point position exceeds a predetermined distance, when the travel time from the base point position exceeds a predetermined time, or deviates from the road connecting the base point position to the service target intersection In such a case, it may be determined that the service is out. When the service target intersection is a plurality of intersections, the service may be determined to be out of service when a route that sequentially connects the plurality of intersections from the base point position is departed on the way. The midway departure may be configured using a vertical distance from the current position of the vehicle to the road alignment determined by the “road alignment information” and a threshold value.

  If the service-out determination is made (YES in step S8), the flow ends. On the other hand, if the service-out determination is not made (NO in step S8), the process returns to step S4 and the flow is repeated.

  As shown in FIG. 5 (a) and FIG. 6 (a), when the vehicle changes its lane or avoids an obstacle to change the course, the vehicle is not approaching the service target intersection. First, the accumulated travel distance from the base point position increases, and the intersection distance calculated based on the fixed distance between the base intersection distances and the accumulated travel distance becomes shorter than the actual intersection distance.

  However, according to the configuration of the first embodiment, when it is estimated that the vehicle has changed the course, the correction is performed to subtract the accumulated travel distance. Therefore, even when the course is changed, the calculation is performed by the intersection distance calculation process. It is possible to suppress the degree to which the intersection distance is shorter than the actual intersection distance. Therefore, even when there is a course change, it is possible to reduce the shift in the timing of driving assistance. As a result, when the intersection distance is calculated based on the travel distance from the base position, and driving assistance is performed according to the intersection distance, it is possible to reduce the shift in driving assistance timing.

  If the intersection that is farther than the nearest intersection on the route of your vehicle is a serviceable intersection, the distance to that far intersection may reach several kilometers, so the route of your vehicle must be changed. It is thought that there will be more opportunities. Therefore, it is conceivable that a shift in the timing of driving assistance due to an error in the accumulated travel distance due to the course change also increases. Therefore, the configuration of the first embodiment has a more remarkable effect when driving assistance is performed in which the intersection that is far from the nearest intersection on the route of the host vehicle is the service target intersection.

(Embodiment 2)
The present invention is not limited to the above-described embodiment, and the following second embodiment is also included in the technical scope of the present invention. Hereinafter, the second embodiment will be described with reference to FIG. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The safe driving support system 100a of Embodiment 2 shown in FIG. 8 is different from the travel distance correction processing in the control unit 27 of the in-vehicle device 2 of Embodiment 1 in the travel distance correction processing in the control unit 27a of the in-vehicle device 2a. Is the same as the safe driving support system 100 of the first embodiment. More specifically, in the travel distance correction process, correction is not performed by subtracting from the accumulated travel distance, but is performed by not integrating the travel distance to the accumulated travel distance.

  The control unit 27a corresponds to the driver support device, roadside information acquisition unit, fixed distance determination unit, travel distance calculation unit, route change estimation unit, and intersection distance calculation unit.

  Here, the travel distance correction process in the control unit 27a of the in-vehicle device 2a will be described. In the travel distance correction process in the control unit 27a, the accumulation of the travel distance in the travel distance integration process is interrupted for a predetermined time (for example, 3 seconds) from the time when the course change estimation process estimates that there is a course change.

  Note that the predetermined time here is a value that can be arbitrarily set, for example, a value that is set to a value that is less than the time estimated from the start to the end of lane change for one lane. That's fine. In addition, a time required to travel a distance corresponding to the difference between the travel distance l2 and the travel distance l2 from the start to the end of the lane change for one lane is obtained in advance by simulation or experiment, and the obtained time ( Hereinafter, a configuration in which one lane segment exclusion time) is set as the above-described predetermined time may be employed.

  For example, when it is configured to estimate the course change only by determining that the absolute value of the steering angle of the host vehicle with respect to the normal position of the steering of the host vehicle is equal to or greater than the threshold value, the absolute value is the threshold value. What is necessary is just to set it as the structure which interrupts | accumulates the accumulation of the travel distance in the travel distance integration process of predetermined time from the time of having determined that it became above.

  Further, when it is determined that the course change is estimated only when it is determined that the turn signal switch 6 is turned on, the travel in the travel distance integration process for a predetermined time from the time when it is determined that the turn signal switch 6 is turned on. What is necessary is just to set it as the structure which interrupts the integration | accumulation of distance.

  According to the configuration of the second embodiment, when it is estimated that the own vehicle has changed the course, the accumulated travel distance is calculated without accumulating the travel distance of the own vehicle for a predetermined time. In addition, it is possible to suppress the degree to which the intersection distance calculated by the intersection distance calculation process is shorter than the actual intersection distance. Therefore, even when there is a course change, it is possible to reduce the shift in the timing of driving assistance. As a result, when the intersection distance is calculated based on the travel distance from the base position, and driving assistance is performed according to the intersection distance, it is possible to reduce the shift in driving assistance timing.

  Furthermore, it is good also as the following structures. First, in the same manner as described above in the first embodiment, the number of lane changes is sequentially estimated from the continuation time that the turn signal switch 6 is turned on from the time when it is determined that the turn signal switch 6 of the own vehicle is turned on. . Then, each time the estimated number of lane changes increases, the process of interrupting the accumulation of travel distance in the travel distance integration process is repeated for the above-described one lane exclusion time.

  According to this configuration, the number of lane changes is estimated from the continuation time for which the turn signal switch 6 is on, and the travel distance of the host vehicle when traveling straight ahead and the course are changed according to the estimated number of lane changes. Accordingly, it is possible to exclude the integration of the distance roughly corresponding to the difference with the travel distance of the own vehicle when traveling forward. Therefore, the accumulated travel distance can be corrected with higher accuracy, and the intersection distance can be calculated more accurately.

  The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and the technical means disclosed in different embodiments can be appropriately combined. Such embodiments are also included in the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 Roadside machine, 27 Control part (driver assistance apparatus, roadside information acquisition means), 27a Control part (driver assistance apparatus, roadside information acquisition means, fixed distance determination means, travel distance calculation means, course change estimation means, intersection distance Calculation means), S2 fixed distance determination means, S3 / S6 travel distance calculation means, S4 course change estimation means, S7 intersection distance calculation means

Claims (8)

Used in vehicles,
Roadside information acquisition means (27) for acquiring fixed distance determination information that can be determined from the base point position to a predetermined position of the service target intersection, transmitted from the roadside machine (1) by road-to-vehicle communication;
Fixed distance determining means (27, S2) for determining the fixed distance from the fixed distance determining information acquired by the roadside information acquiring means;
Travel distance calculation means (27, S3, S6) for sequentially calculating the travel distance of the vehicle from the base point position;
Intersection distance calculation that sequentially calculates the intersection distance, which is the distance from the vehicle to the predetermined position of the service target intersection, based on the fixed distance determined by the fixed distance determination means and the travel distance calculated by the travel distance calculation means Means (27, S7);
A driver assistance device (27) comprising assistance means (27) for providing driving assistance according to the intersection distance calculated by the intersection distance calculation means,
In addition to the absolute value of the steering angle of the vehicle with respect to the normal position being equal to or greater than the threshold value, the route change estimating means (27, 27) that estimates the route change of the vehicle when the turn signal switch is turned on . and S4),
Lane change number estimating means (27, S6) for estimating the number of lane changes in the course change based on the duration time for which the turn signal switch of the own vehicle is on ,
The travel distance calculating unit, when estimating the course change in course change estimating means, be those calculated by subtracting the travel distance of the vehicle from the base position, and estimated by the lane-change speed estimating means The driver assistance apparatus characterized by calculating the traveling distance of the own vehicle from the said base point position by increasing the distance to subtract according to the increase in the number of lane changes . Used in vehicles,
Roadside information acquisition means (27) for acquiring fixed distance determination information that can be determined from the base point position to a predetermined position of the service target intersection, transmitted from the roadside machine (1) by road-to-vehicle communication;
Fixed distance determining means (27, S2) for determining the fixed distance from the fixed distance determining information acquired by the roadside information acquiring means;
Travel distance calculation means (27, S3, S6) for sequentially calculating the travel distance of the vehicle from the base point position;
Intersection distance calculation that sequentially calculates the intersection distance, which is the distance from the vehicle to the predetermined position of the service target intersection, based on the fixed distance determined by the fixed distance determination means and the travel distance calculated by the travel distance calculation means Means (27, S7);
A driver assistance device (27) comprising assistance means (27) for providing driving assistance according to the intersection distance calculated by the intersection distance calculation means,
A course change estimating means (27, S4) for estimating a course change of the host vehicle based on the turn signal switch of the host vehicle being turned on ;
Lane change number estimating means (27, S6) for estimating the number of lane changes in the course change based on the duration time for which the turn signal switch of the own vehicle is on ,
The travel distance calculating unit, when estimating the course change in the course change estimating means, be those calculated by subtracting the travel distance of the vehicle from the base position, estimated by the lane-change speed estimating means A driver assistance device characterized in that the distance traveled by the vehicle is calculated from the base point position by increasing the distance to be subtracted as the number of lane changes made increases . Used in vehicles,
Roadside information acquisition means (27) for acquiring fixed distance determination information that can be determined from the base point position to a predetermined position of the service target intersection, transmitted from the roadside machine (1) by road-to-vehicle communication;
Fixed distance determining means (27, S2) for determining the fixed distance from the fixed distance determining information acquired by the roadside information acquiring means;
Travel distance calculation means (27, S3, S6) for sequentially calculating the travel distance of the vehicle from the base point position;
Intersection distance calculation that sequentially calculates the intersection distance, which is the distance from the vehicle to the predetermined position of the service target intersection, based on the fixed distance determined by the fixed distance determination means and the travel distance calculated by the travel distance calculation means Means (27, S7);
A driver assistance device (27) comprising assistance means (27) for providing driving assistance according to the intersection distance calculated by the intersection distance calculation means,
A course change estimating means (27, S4) for estimating a course change of the host vehicle from the driving operation status of the host vehicle ;
When the course change estimating means estimates the course change of the own vehicle, the travel distance of the own vehicle when the vehicle travels straight from the steering angle, the vehicle speed, and the elapsed time of the own vehicle, Difference calculating means (27, S6) for calculating a difference with the travel distance of the own vehicle ,
The travel distance calculating unit, when estimating the course change in the course change estimating means, the travel distance of the vehicle from the base position, that is calculated by subtracting the difference calculated by said difference calculating means A driver assistance device characterized. In claim 3 ,
The route change estimating means estimates the route change of the own vehicle based on the fact that the absolute value of the steering angle of the own vehicle based on the normal position is equal to or greater than a threshold value. . In claim 3 or 4 ,
The course change estimating means estimates the course change of the host vehicle when the absolute value of the steering angle of the host vehicle with respect to the normal position is equal to or greater than the threshold value and the turn signal switch is turned on. A driver assistance device characterized by that. In claim 3 ,
The driver assistance apparatus characterized in that the course change estimation means estimates a course change of the own vehicle based on the turn signal switch of the own vehicle being turned on. In any one of Claim 1 to 6 ,
A sudden handle determination means (27) for determining a sudden handle when the rate of change of the steering angle of the host vehicle per unit time is equal to or greater than a threshold;
The driving support device according to claim 1, wherein the travel distance calculating means further calculates the travel distance of the vehicle from the base position when the sudden handle determining means determines that the steering wheel is a sudden handle. In claim 7 ,
The driving support device according to claim 1, wherein the travel distance calculating means increases the amount to be reduced when the sudden handle determining means determines that the vehicle is a sudden handle as the vehicle speed of the host vehicle increases.

Images