JP6188771B2 - Vehicle travel support system and vehicle travel support method - Google Patents

Description

  The present invention relates to a vehicle travel support system and a vehicle travel support method for performing travel support and travel control of a main traveling vehicle in accordance with the traffic situation of a junction part of a main road and supporting smooth merging.

  In recent years, many systems have been proposed that ensure smooth traffic by reducing contact accidents at junctions of arterial roads, traffic jams due to differences in merging speeds, and rear-end collisions (see, for example, Patent Documents 1 to 9). .

  The conventional driving assistance devices disclosed in Patent Documents 1 to 3 share the position and speed of a vehicle traveling at a junction using road-to-vehicle or vehicle-to-vehicle communication. And the possibility of a collision at a junction is predicted from these shared data, and when the possibility of a collision is high, the driver is notified.

  Further, in addition to the above-described configuration, the conventional driving assistance devices disclosed in Patent Documents 4 to 9 adjust the vehicle speed on the merging side and the main line side and the relative speed by adjusting the speed of the merging side or main line side vehicle. A configuration is further provided in which the positions are synchronized to perform a smooth merging operation.

Japanese Patent No. 4789948 Japanese Patent No. 4812767 International Publication No. 2007/026748 JP 2002-170199 A JP 2012-83959 A JP 2006-244142 A JP 2006-199264 A JP 2005-171904 A JP 2007-320536 A

However, the prior art has the following problems.
On the main road, immediately after merging, the speed of the merging vehicle may not reach the speed of the main road side traveling vehicle. In this case, the main line side traveling vehicle needs to decelerate in order to avoid a rear-end collision with the joining vehicle. When such deceleration is performed, it propagates to the following vehicle, causing a traffic jam.

  In such a situation, a driver who is familiar with driving often avoids deceleration by changing lanes to adjacent lanes. In addition, such a lane change operation secures a space for the merging vehicle to enter the lane on the merging side. As a result, the driver of the merging vehicle can easily perform the merging operation.

  However, even if the driver is a skilled driver, when the confluence portion has a poor view, it is difficult to perform the above-described lane change operation because the lane change operation does not have enough time.

  Further, in order to avoid contact with other vehicles at the time of the lane change operation, the driver needs to check whether there is a vehicle approaching from the rear of the adjacent lane. As a result, the driver is forced to perform complicated work, and there is a risk of causing danger by executing the lane change operation without performing sufficient confirmation.

  The present invention has been made to solve the above-described problems, and provides a vehicle travel support system and a vehicle travel support method that support smooth merging according to the traffic situation of a merging portion of a main road. With the goal.

A vehicle travel support system according to the present invention is a vehicle travel support system that supports travel of a main road traveling vehicle in a junction section of a main road where a main line and a merge lane merge, and is installed on a road side of the main road, Of the main lanes, the main vehicle detection unit that measures the position and speed of the main vehicle traveling on the first lane connected to the merge lane toward the merge section, and the main vehicle detection unit installed on the road side of the merge lane, merge the merge lane A merging vehicle detection unit that measures the position and speed of a merging lane traveling vehicle traveling toward the section , and whenever the position and speed of the main traveling vehicle are measured by the main line vehicle detection unit , and the merging lane detection unit each time the position and speed of the traveling vehicle is measured to predict the time of arrival at the merging sections for each of the main line running vehicle and the merging lane traveling vehicle, based on the prediction result, main travel The arrival time list on the main line that associates both with the arrival time, and the arrival time list on the merge lane that associates the arrival vehicle with the arrival time on the merge lane are generated and included in the arrival time list on the merge lane A combination in which the absolute value of the difference in arrival time due to the combination of one or more arrival times and one or more arrival times included in the main line arrival time list cannot ensure a first allowable value or more. If there is, the main road traveling vehicle with the possibility of collision is identified, and a lane change instruction from the first lane to the adjacent lane not connected to the merge lane is output to the identified main road traveling vehicle. 1 running support processing part.

The vehicle travel support method according to the present invention is a vehicle travel support method that is executed in a vehicle travel support system that performs travel support for a traveling vehicle on a main line in a junction section of a main road where a main line and a merged lane merge. The first step of measuring the position and speed of the main traveling vehicle that travels in the first lane connected to the merge lane among the main lanes toward the merge section, and the merge that travels in the merge lane toward the merge section A second step of measuring the position and speed of the lane traveling vehicle, and each time the position and speed of the main traveling vehicle are measured by the first step , and the position and speed of the merged lane traveling vehicle are measured by the second step. each predicts the arrival time at the confluence section for each of the main line running vehicle and the merging lane traveling vehicle, based on the prediction result, with correspondence between the arrival time and the main moving vehicle The arrival time list on the main line side, and the arrival time list on the merging lane side in which the traveling vehicle and the arrival time are associated with each other, and one or more arrival times included in the arrival time list on the merging lane side If there is a combination for which the absolute value of the difference in arrival time due to each combination with one or more arrival times included in the arrival time list on the main line side cannot ensure a first allowable value or more, there is a collision And a third step of outputting a lane change instruction from the first lane to the adjacent lane not connected to the merging lane for the identified main line traveling vehicle. .

  According to the present invention, for vehicles traveling on the main line and the merging lane, the time to reach the merging section is estimated, and the vehicle traveling on the main line connected to the merging lane in the merging section is traveling on the merging lane. When the absolute value of the difference in arrival time with the vehicle cannot secure a threshold value or more, the vehicle that is traveling on the main line has a configuration that prompts the lane change to a lane that is not connected to the merging lane in the merging section Yes. As a result, it is possible to obtain a vehicle travel support system and a vehicle travel support method that support smooth merging according to the traffic situation of the junction of the main road.

It is a figure for demonstrating the main structures of the vehicle travel assistance system which concerns on Embodiment 1 of this invention. It is a figure which shows the detailed structure of the vehicle travel assistance system which concerns on Embodiment 1 of this invention. It is a flowchart regarding the collision possibility calculation process performed by the collision possibility calculation part of the vehicle travel assistance system which concerns on Embodiment 1 of this invention. It is a figure which shows the detailed structure of the vehicle travel assistance system which concerns on Embodiment 2 of this invention. It is a flowchart regarding the lane change permission determination process performed by the lane change permission calculation part of the vehicle travel assistance system which concerns on Embodiment 2 of this invention. It is a figure which shows the detailed structure of the vehicle travel assistance system which concerns on Embodiment 3 of this invention.

  Hereinafter, preferred embodiments of a vehicle travel support system and a vehicle travel support method according to the present invention will be described with reference to the drawings.

Embodiment 1 FIG.
FIG. 1 is a diagram for explaining a main configuration of a vehicle travel support system according to Embodiment 1 of the present invention. Specifically, FIG. 1 shows the main road including the merge section C where the main line L1 and the merge lane L2 merge as viewed from above.

  In FIG. 1, the merge lane L2 is composed of one lane, and the main line L1 is adjacent to the lane L1 (1) and the lane L1 (1) that merge with the merge lane L2 in the merge section C. The case where it consists of two lanes of lane L1 (2) is illustrated.

Further, in FIG. 1, a vehicle traveling the main road, the three vehicles _{V R,} V S, are shown separately in _{V L.} Traveling vehicle _{V R} is a vehicle traveling lane L1 (1) on the main line L1. Traveling vehicle _{V S} is a vehicle traveling lane L1 (2) on the main line L1. Furthermore, the traveling vehicle VL is a vehicle that travels in the merged lane L2.

Furthermore, the roadside of the lane L1 (1) of the main line L1, in order to detect the traveling vehicle _{V R} on the lane L1 (1) of the main line L1, the vehicle detector _{S R} are installed. Further, a vehicle detection unit _SL is installed on the road side of the merge lane L2 in order to detect the traveling vehicle VL on the merge lane L2.

The vehicle detection unit S _L and the vehicle detection unit S _R are connected by a communication unit T _S , and each vehicle detection unit S _L and S _R can share the position and speed of the vehicle as a detection result. ing.

The vehicle detector S _R and the traveling vehicle V _R is connected to the communication unit T _V2X, vehicle detection unit S _R is the result collision possibility determination, it notifies the traveling vehicle V _R of the main line L1 structure It has become. The specific process of collision possibility determination by the vehicle detection section S _R will be described later.

FIG. 2 is a diagram showing a detailed configuration of the vehicle travel support system according to Embodiment 1 of the present invention. More specifically, FIG. 2, the vehicle detecting unit S _L, indicates vehicle detection unit S _R, and the internal structure of the traveling vehicle V _R in detail.

Vehicle detection unit S _L in FIG. 2, it is configured to include a vehicle detection sensor unit 101, measurement processing operation unit 103, and a communication control unit 105.

The vehicle detector _{S R} in FIG. 2, the vehicle detection sensor unit 201, measurement processing operation unit 203, first communication control unit 205, including a collision probability calculating unit 207 and second communication control unit 209, It consists of

Furthermore, the traveling vehicle _{V R} in FIG. 2 is configured a communication control unit 301, the processing calculating section 303, and a driver interface 305 comprise.

Next, a specific operation of the vehicle travel support system according to the first embodiment having the configuration of FIG. 2 will be described in detail based on the explanatory diagram shown in FIG. First, the operation of the vehicle detection unit S _L.

The vehicle detection sensor unit 101 detects the distance L _L until the traveling vehicle V _L reaches the merging section C based on the imaging result of the traveling vehicle _VL that has entered the preset monitoring range of the merging lane L2. , and measures the speed sigma _L of the traveling vehicle _{V L.}

Further, the vehicle detection sensor unit 101 outputs the distance L _L and the speed σ _L as measurement results to the measurement processing calculation unit 103 as the output signal 102.

  For vehicle detection by the vehicle detection sensor unit 101, for example, a configuration using an ITV camera as shown in FIG. 12 of Patent Document 4 or a configuration using a radar sensor as shown in FIG. 13 may be adopted. it can.

The measurement processing calculation unit 103 receives the output signal 102, and the time until the traveling vehicle V _L reaches the merging section C from the distance L _L and the speed σ _L related to the traveling vehicle V _L included in the output signal 102. Calculate T _mL . Then, the measurement processing calculation unit 103 outputs the time T _mL as the calculation result to the communication control unit 105 as the output signal 104.

In addition, the measurement process calculating part 103 can obtain | require time _TmL until the traveling vehicle _VL arrives at the joining area C, for example by the following Formula (1), when the present time is set to _TmP .
T _mL = T _mP + (L _L / σ _L ) (1)

The communication control unit 105 receives the output signal 104 is included in the output signal 104, the time _{T mL} up to the traveling vehicle _{V L} reaches the merging section C, the communication unit _{T S,} roadside mains L1 and it transmits to the vehicle detection section S _R installed in. Here, the communication unit T _S, for example, can be used as the Ethernet and optical communications.

Next, the operation of the vehicle detection section S _R. Vehicle detection sensor unit 201, based on the imaging result of the traveling vehicle V _R which has entered the preset within the monitoring range of the lane connecting the merging lane L2 in the merging section C L1 (1), the traveling vehicle V _R is , to measure the distance L _R, and the speed of the traveling vehicle V _R sigma _R to reach the merging section C.

Further, the vehicle detection sensor unit 201 outputs the distance _LR and the speed σ _R that are measurement results to the measurement processing calculation unit 203 as an output signal 202. The vehicle detection sensor unit 201 can obtain the distance L _R and the speed σ _R as the measurement results by adopting the same method as the vehicle detection sensor unit 101.

Time to measurement processing operation section 203 receives an output signal 202, from the distance L _R and velocity sigma _R concerning the traveling vehicle V _R contained in the output signal 202, the traveling vehicle V _R reaches the merging section C T _mR is calculated. Then, the measurement processing calculation unit 203 outputs the time T _mR as the calculation result to the collision possibility calculation unit 207 as the output signal 204.

The measurement processing operation unit 203, when the current time and T _mP, the time T _mR to the traveling vehicle V _R reaches the merging section C, for example, can be obtained by the following equation (2).
T _mR = T _mP + (L _R / σ _R ) (2)

First communication control unit 205, a time _{T mL} received via the communication means _{T S,} as an output signal 206, and outputs to the collision possibility calculation unit 207.

Collision possibility calculation unit 207, when receiving the output signal 204 from the measurement processing operation unit 203, a time T _mR the traveling vehicle V _R reaches the merging section C, and registration of the main line to the arrival time list .

Further, when the collision possibility calculation unit 207 receives the output signal 206 from the first communication control unit 205, the collision possibility calculation unit 207 determines the time T _mL when the traveling vehicle V _L reaches the merging section C as the arrival on the merging lane side. Register in the time list.

Further, the collision possibility calculation unit 207 calculates the absolute value of the difference between the time T _mL included in the arrival time list on the merging lane side and the time T _mR included in the arrival time list on the main line side. Then, it is determined whether or not the absolute value of the difference is smaller than a preset minimum allowable time interval.

The collision probability calculating unit 207, when the absolute value of the difference is smaller than the minimum allowed time interval, the merging section C, the traveling vehicle V _L and the traveling vehicle V _R is determined to likely there collide .

On the other hand, the collision possibility calculation unit 207, when the absolute value of the difference is not less than the minimum time interval, the merging section C, and determines that the traveling vehicle V _L and the traveling vehicle V _R there is no possibility of collision. Then, the collision possibility calculation unit 207 outputs the determination result as an output signal 208.

The second communication control unit 209 receives the determination result output from the collision possibility calculation unit 207, and when it is determined that there is a possibility of collision, the second communication control unit 209 travels via the communication unit TV2X. the vehicle V _R, and outputs the information of "there collision possibility."

The communication means _TV2X includes, for example, a non-stop fee system, a narrow-area dedicated communication (DSRC) using the 5.8 GHz band (millimeter wave band) that has been put to practical use as a radio wave beacon of VICS (registered trademark), or wireless A LAN or the like can be used.

Where it is executed by the collision possibility calculation unit 207 in the vehicle detector S _R, a more specific collision possibility determination process will be described using a flowchart. FIG. 3 is a flowchart relating to a collision possibility calculation process executed by the collision possibility calculation unit 207 of the vehicle travel support system according to Embodiment 1 of the present invention.

Step S301~ step S304 shown in the left side of FIG. 3, corresponds to a series processing when receiving the time _{T mL} from the first communication control unit 205, Step S305~ step S308 shown in the right side of Figure 3, This corresponds to a series of processes when the time T _mR is received from the measurement processing calculation unit 203.

First, a series of processes related to steps S301 to S304 will be described. In step S301, the collision possibility calculation unit 207 receives the time _TmL until the traveling vehicle _{VL on the} merging lane L2 reaches the merging section C, so that the arrival time list _TmL [n] on the merging lane side is received. To the received latest time T _mL .

Next, in step S302, the collision possibility calculation unit 207, reaches the main side of time _{T mR} up traveling vehicle _{V R} of the lane L1 (1) of the main line L1 reaches the merging section C are listed Among the elements included in the time list T _mR [n], elements having a time earlier than the current time TmP are deleted.

That is, the collision possibility calculation unit 207, by executing the processing in step S302, deletes the time data concerning the traveling vehicle V _R which is considered to have already passed the confluence section C. As a result, unnecessary comparison processing can be prevented from being executed in the next step S303.

Next, in step S303, the collision possibility calculation unit 207 determines the time T _mL received in the previous step S301 for each element (time T _mR ) included in the main line arrival time list T _mR [n]. It is determined whether or not there is an element in which the absolute value of the difference between is smaller than a threshold T _mTH corresponding to a preset minimum allowable time interval.

  If the collision possibility calculation unit 207 determines that “exists” in step S303, the collision possibility calculation unit 207 proceeds to step S304, outputs a determination result of “possibility of collision”, and ends the series of processes.

  On the other hand, if the collision possibility calculation unit 207 determines that it does not exist in step S303, the collision possibility calculation unit 207 determines that there is a vehicle interval that is equal to or greater than the minimum allowable time interval and that there is no possibility of collision, and a series of processes Exit.

Next, a series of processes related to steps S305 to S308 will be described. In step S305, the collision probability calculating unit 207, by receiving the time _{T mR} up traveling vehicle _{V R} of the main line L1 reaches the merging section C, and the main line side of the arrival time list _T mR [n], The latest received time T _mR is added.

Next, in step S306, the collision possibility calculation unit 207 lists the arrival time list T _mL on the merge lane side in which the time T _mL until the traveling vehicle V _{L on the} merge lane L2 reaches the merge section C is listed. Among the elements included in [n], elements having a time _earlier than the current time T _mP are deleted.

That is, the collision possibility calculation unit 207 deletes the time data related to the traveling vehicle _VL that has already passed the merging section C by executing the process of step S306. As a result, unnecessary comparison processing can be prevented from being executed in the next step S307.

Next, in step S307, the collision possibility calculation unit 207 determines the time T received in the previous step S305 for each element (time T _mL ) included in the arrival time list T _mL [n] on the merging lane side. _It is determined whether there is an element whose absolute value of the difference from _mR is smaller than a threshold T _mTH corresponding to a preset minimum allowable time interval.

  If the collision possibility calculation unit 207 determines that “exists” in step S307, the collision possibility calculation unit 207 proceeds to step S308, outputs a collision determination result of “possibility of collision”, and ends the series of processes.

  On the other hand, if it is determined in step S307 that “there is no”, the collision possibility calculation unit 207 determines that there is no vehicle collision more than the minimum allowable time interval and there is no possibility of collision, and the series of processes Exit.

Returning to FIG. 2, the operation of the traveling vehicle V _R of the main line L1, the description will be continued. The communication control unit 301 in the moving vehicle V _R of the lane L1 (1) of the main line L1, if through a communications means T _V2X receives the collision determination result of "there is a collision possibility" as a result the collision determination The output signal 302 is output to the processing operation unit 303.

  When receiving the output signal 302 indicating “there is a possibility of collision” from the communication control unit 301, the processing calculation unit 303 generates voice data that prompts the user to change the lane. Further, the processing calculation unit 303 outputs the generated audio data as an output signal 304 to the driver interface unit 305.

  Then, the driver interface unit 305 outputs the received audio data, so that the driver is notified of the lane change.

  As described above, according to the first embodiment, for vehicles traveling on the main line and the merge lane, the time to reach the merge section is estimated, and the vehicle traveling on the main line connected to the merge lane in the merge section When the absolute value of the difference in arrival time with the vehicle traveling on the merging lane cannot be secured above the threshold, the lane to the lane that is not connected to the merging lane in the merging section for the vehicle traveling on the main line It has a configuration that prompts changes.

  As a result, if the driver on the main line changes the lane according to the notification, a merging space is ensured when the vehicle traveling on the lane on the merging side reaches the merging section, and the merging can be easily performed.

  Furthermore, it is not necessary to decelerate the main line side vehicle in order to secure the merge space. That is, the main line side vehicle does not need to decelerate in order to avoid a collision with the merging vehicle. In this way, by avoiding deceleration of the main line side vehicle, it is possible to prevent traffic from being caused due to the effect of deceleration being propagated to subsequent vehicles.

Embodiment 2. FIG.
In the second embodiment, the vehicle V _R traveling lane L1 (1) of the main line L1 is, will be described, further comprising determining configuration whether it lane change to the adjacent lane L1 (2) .

FIG. 4 is a diagram showing a detailed configuration of the vehicle travel support system according to Embodiment 2 of the present invention. More specifically, FIG. 4, similar to FIG. 2 in the first embodiment described above, shows a vehicle detector S _L, the vehicle detector S _R, and the internal structure of the traveling vehicle V _R detail .

Arrangement of Figure 4 illustrating a vehicle travel support system according to the second embodiment is different from the structure 2 illustrating a vehicle travel support system according to the first embodiment described above, the vehicle detection unit S _R, lane The difference is that a changeability calculation unit 211 is further provided. Moreover, it is also different processing functions of the vehicle detection sensor unit 201 in the vehicle detection section S _R. Therefore, these differences will be mainly described below.

Similar to vehicle detection sensor unit 201 in the first embodiment, vehicle detection sensor unit 201 has entered the preset monitoring range of lane L1 (1) connected to merge lane L2 in merge section C. based on the result of imaging the traveling vehicle V _R, the traveling vehicle V _R is, to measure the distance L _R, and the speed sigma _R of the traveling vehicle V _R to reach the merging section C.

Furthermore, the vehicle detection sensor unit 201 according to the second embodiment uses the imaging result of the traveling vehicle V _S that has entered the preset monitoring range of the lane L1 (2) that is not connected to the merging lane 2 in the merging section C. based on the traveling vehicle V _S is also measured speed sigma _S distances L _S and the traveling vehicle V _S to reach the merging section C.

Then, the distance L _R , the speed σ _R , the distance L _S , and the speed σ _S measured by the vehicle detection sensor unit 201 are output as an output signal 210 to the lane change possibility calculation unit 211.

Lane change propriety calculation unit 211, the output signal 210 by the vehicle detection sensor unit 201, the traveling vehicle _{V R} of the lane L1 (1) of the main line L1 is, the inter-vehicle distance required to perform the lane change to the lane L1 (2) Is determined, and the determination result is output to the second communication control unit 209 as the output result 212.

  Next, specific processing executed by the lane change allowance calculation unit 211 will be described using a flowchart. FIG. 5 is a flowchart regarding lane change permission determination processing executed by the lane change permission calculation unit 211 of the vehicle travel support system according to Embodiment 2 of the present invention.

The lane change possibility calculation unit 211 receives the distance L _S and the speed σ _S as the output signal 210 at the current time TmP, thereby executing step S501 and updating the history data regarding the traveling vehicle V _S in the lane L1 (2). To do.

Specifically, the lane change possibility calculation unit 211 additionally registers the distance L _S in the distance list L _S [n], additionally registers the speed σ _S in the speed list σ _S [n], and the current time TmP. _Are additionally registered in the time transition list T _mS [n] to update each history data.

Next, the lane change permission / inhibition calculation unit 211 receives the distance L _R and the speed σ _R as the output signal 210, and executes a series of processes from step S502 to step S506.

In step S502, the lane change permission / inhibition calculation unit 211 deletes old data from the distance list L _S [n], the speed list σ _S [n], and the time transition list T _mS [n].

Specifically, the lane change possibility calculation unit 211 estimates the expected time when the vehicle V _{S that} is the target of the data that is an element of the list reaches the merge section C by the following equation (3).
T _mS [n] + L _S [n] / σ _S [n] (3)

Then, the lane change permission / inhibition calculation unit 211 uses the distance list L _S [n], the speed list σ _S [n], and the time as the elements related to the time when the predicted time obtained by the above equation (2) is earlier than the current time TmP. Delete from the transition list T _mS [n]. As a result, unnecessary comparison processing can be prevented from being executed in the next step S503.

Next, in step S503, the lane change permission / inhibition calculation unit 211 sets in advance an absolute value of a difference from the speed σ _R for each element (σ _S ) included in the speed list σ _S [n]. It is determined whether or not there is an element that is smaller than the threshold σ _th corresponding to the minimum allowable speed difference.

When the lane change possibility calculation unit 211 determines that there is an element whose absolute value of the difference is larger than the threshold σ _th , the vehicle V _S changes the lane from the lane L1 (1) to the lane L1 (2). Then, it is determined that there is a possibility of collision with the traveling vehicle V _S, and the process proceeds to Step S505.

On the other hand, if the lane change possibility calculation unit 211 determines that there is no element whose absolute value of the difference is greater than the threshold value σ _th , the process proceeds to step S504. In step _S < _b > 504, the lane change permission / inhibition calculation unit 211 receives the distance list L _S [n], the speed list σ _S [n], the time transition list T _mS [n], and the output signal 210 from the vehicle detection sensor unit 201. than the distance L _R and velocity sigma _R contained in the relative distance between the traveling vehicle V _R of the adjacent lane L1 (2) of the traveling vehicle V and the expected position of _S, which is connected to the merging lane lane L1 (1) Is calculated.

Specifically, the lane change possibility calculation unit 211 can obtain the relative distance using, for example, the following equation (4).
| Distance L _R − (L _S [n] − (T _mP −T _mS ) × σ _S [n]) | (4)

Further, the lane change possibility calculation unit 211 calculates, for each element, whether or not the calculated relative distance is smaller than a threshold value L _th that is a preset allowable minimum inter-vehicle distance. The lane change propriety arithmetic unit 211, when the small element is present even one, the vehicle V _R is the lane change to the lane L1 (2) from the lane L1 (1), collides with the traveling vehicle V _S It is determined that there is a possibility, and the process proceeds to step S505.

Meanwhile, the lane change propriety arithmetic unit 211, when the small element is not present one, as the vehicle V _R has changed lanes lane L1 (2) from the lane L1 (1), a traveling vehicle V _S collides The process proceeds to step S506.

Since lane change propriety calculating section 211, which if the procedure advances to step S505, the traveling vehicle V _R there is a collision possibility to perform the lane change to the lane L1 (2) from the lane L1 (1), "lane The information “unchangeable” is generated and output to the second communication control unit 209 as the output signal 212.

Meanwhile, since the lane change propriety computing unit 211, if the procedure advances to step S506, the traveling vehicle V _R there is no collision possibility also change lanes lane L1 (2) from the lane L1 (1), "lane “Changeable” information is generated and output to the second communication control unit 209 as the output signal 212.

Returning to FIG. 4, the operation of the vehicle detection section S _R of the mains L1, the description will be continued. When the communication control unit 209 receives the information “possibility of collision” as the output signal 208 from the collision possibility calculation unit 207, the communication control unit 209 can collide according to the output signal 212 from the lane change possibility calculation unit 211. Sets whether or not to output the judgment result with the possibility of

Specifically, the communication control unit 209 receives the determination result output from the collision possibility calculation unit 207 and determines that there is a possibility of a collision, and the lane change possibility calculation unit 211. when receiving the information of the "lane changeable" as an output signal 212 from via the communication means TV2X, the running vehicle V _R, and outputs the information of "there collision possibility."

On the other hand, the communication control unit 209 receives the determination result output from the collision possibility calculation unit 207 and outputs from the lane change possibility calculation unit 211 even if it is determined that there is a possibility of a collision. when receiving the information of the "lane change impossible" as the signal 212 via the communication means TV2X, the running vehicle V _R, so as not to output the information of "there collision possibility."

Namely, in the merging section C, and if the traveling vehicle VL and traveling vehicle V _R is determined that "there is a collision possibility" is also traveling vehicle V _R is the change lanes, there is a risk of collision with vehicles V _S case, the running vehicle V _R, it is possible not prompted for lane change.

  As described above, according to the second embodiment, it is possible to secure an inter-vehicle distance between a vehicle traveling on the main lane connected to the merge lane and a vehicle traveling on the main lane adjacent to the lane. The detection processing unit installed on the main line has a configuration capable of detecting whether or not there is.

  As a result, even if there is a possibility that the vehicle traveling on the main line connected to the merged lane and the vehicle traveling on the merged lane may collide with each other, the above-mentioned inter-vehicle distance cannot be secured. In this case, it is possible to prevent the vehicle running on the main line connected to the merging lane from being urged to change lanes, and to avoid contact with a vehicle approaching from behind the adjacent lane in the main line. can do.

Embodiment 3 FIG.
In the above embodiment 2, the vehicle V _R traveling lane L1 (1) of the main line L1 is determined configure whether it lane change to the adjacent lane L1 (2) is, vehicle detection unit S _R The case where it is provided in was demonstrated. In contrast, in the third embodiment, the vehicle V _R traveling lane L1 (1) of the main line L1 is, determines configure whether it can change lanes to the adjacent lane L1 (2), vehicle detection instead of the section S _R, it will be described which is provided in the moving vehicle V _R.

FIG. 6 is a diagram showing a detailed configuration of the vehicle travel support system according to Embodiment 3 of the present invention. More specifically, FIG. 6 shows a vehicle detection unit S _L , a vehicle detection unit S _R , and a traveling vehicle V as in FIG. 2 in the previous first embodiment and FIG. 4 in the previous second embodiment. The internal structure of _R is shown in detail.

Configuration of FIG. 6 illustrating a vehicle travel support system according to the third embodiment is different from the structure 2 illustrating a vehicle travel support system according to the first embodiment described above, in the moving vehicle V _R, the side The difference is that a vehicle detection sensor unit 306 and a lane change possibility calculation unit 308 are further provided. Moreover, also different processing capabilities of the processing operation unit 303 in the moving vehicle V _R. Therefore, these differences will be mainly described below.

Lateral vehicle detection sensor unit 306, the traveling vehicle V _R lane side L1 (1) to be connected to the merging lane L2 the main line L1 shown in the previous figure 1, the traveling vehicle V adjacent lane L1 (2) The relative distance ΔL and the relative speed Δσ with respect to _S are measured, and the measurement result is output as an output signal 307 to the lane change enable / disable calculating unit 308.

The lane change possibility calculation unit 308 reads the relative distance ΔL and the relative speed Δσ output from the side vehicle detection sensor unit 306. Then, the lane change possibility calculation unit 308 has a threshold value Δσ in which the relative distance ΔL is larger than a threshold value ΔL _th that is a preset allowable minimum relative distance and the relative speed Δσ is a preset allowable maximum relative speed. If it is smaller than _th, it is determined that the lane can be changed, and is output to the processing calculation unit 303 as an output signal 309 indicating that the lane can be changed.

  The processing calculation unit 303 receives an output signal 302 indicating “possibility of collision” from the communication control unit 301 in a state where the output signal 309 indicating that the lane can be changed is input from the lane change possibility calculation unit 308. Is generated, voice data for prompting lane change is generated and output to the driver interface unit 305 as an output signal 304.

  On the other hand, the processing calculation unit 303 changes the lane from the communication control unit 301 in a state where the output signal 309 indicating that the lane change is possible is not input from the lane change possibility calculation unit 308 (that is, the lane change is impossible). When the output signal 302 indicating “probable collision” is received, voice data that prompts lane change is not output.

  As described above, according to the third embodiment, it is possible to secure an inter-vehicle distance between a vehicle traveling on the main lane connected to the merge lane and a vehicle traveling on the main lane adjacent to the lane. A configuration that can detect whether or not the vehicle is traveling is provided in the traveling vehicle.

  As a result, even if there is a possibility that the vehicle traveling on the main line connected to the merged lane and the vehicle traveling on the merged lane may collide with each other, the above-mentioned inter-vehicle distance cannot be secured. In this case, it is possible to prevent the vehicle running on the main line connected to the merging lane from being urged to change lanes, and to avoid contact with a vehicle approaching from behind the adjacent lane in the main line. can do.

DESCRIPTION OF SYMBOLS 101 Vehicle detection sensor part, 103 Measurement processing calculating part, 105 Communication control part, 201 Vehicle detection sensor part, 203 Measurement processing calculating part, 205 Communication control part, 207 Collision possibility calculating part, 209 Communication control part, 211 Lane change possibility Calculation unit, 301 Communication control unit, 303 Processing calculation unit, 305 Driver interface unit, 306 Side vehicle detection sensor unit, 308 Lane change possibility calculation unit, L1 lane, L1 (1) Lane in main line connected with merged lane , L1 (2) lane adjacent to the lane L1 (1), L2 merging lane, the vehicle detecting unit installed in roadside _{S R} mains, vehicle detector installed in roadside _{S L} merging lane, _{V R} lane L1 (1) traveling vehicle, the traveling vehicle _{V S} lane L1 (2), the traveling vehicle _{V L} merging lane L2, C merging section between the _{T S} vehicle detector _{S L} and the vehicle detection section _{S R} Communication _{means, T V2X} vehicle detector _{S R} and a communication means between the vehicle _{V R.}

Claims (4)

In a merging section of a main road where a main line and a merging lane merge, a vehicle traveling support system that performs traveling support for a traveling vehicle on the main line,
A main line vehicle detection unit that is installed on the road side of the main road and measures the position and speed of a main line traveling vehicle that travels in the first lane connected to the confluence lane out of the main lane toward the confluence section;
A merging vehicle detection unit that is installed on the road side of the merging lane and measures the position and speed of the merging lane traveling vehicle that travels along the merging lane toward the merging section;
Each time the position and speed of the main line traveling vehicle are measured by the main line vehicle detection unit , and every time the position and speed of the confluence lane traveling vehicle are measured by the merging vehicle detection unit, the main line traveling vehicle and the merging lane For each traveling vehicle, the arrival time to the merging section is predicted, and based on the prediction result, the main line side arrival time list in which the main line traveling vehicle is associated with the arrival time, and the merging lane traveling vehicle and the arrival time are obtained. A corresponding arrival time list on the merging lane side is generated, and one or more arrival times included in the arrival time list on the merging lane side and one or more arrivals included in the arrival time list on the main line side If there is a combination where the absolute value of the difference in arrival time due to each combination with the time has not secured the first allowable value or more, the main traveling vehicle with the possibility of a collision is selected. Vehicle travel support system and a constant, and the first driving support processing unit for outputting a lane change instruction to the adjacent lane that is not connected to the merging lane from the first lane to the main line vehicles identified. The main line vehicle detection unit further measures the position and speed of an adjacent lane traveling vehicle that travels in the adjacent lane toward the merging section,
The main line traveling vehicle and the adjacent lane when the main line traveling vehicle changes lanes from the first lane to the adjacent lane based on respective measurement results of the main line traveling vehicle and the adjacent lane traveling vehicle by the main line vehicle detection unit. A second travel that predicts the inter-vehicle distance from the traveling vehicle and prevents the lane change instruction from being output to the main traveling vehicle when the predicted inter-vehicle distance is not more than a second allowable value. The vehicle travel support system according to claim 1, further comprising a support processing unit. The second travel support processing unit has a speed difference in which an absolute value of a difference between the speed of the main line travel vehicle measured by the main line vehicle detection unit and the speed of the adjacent lane travel vehicle is larger than a preset threshold value. The vehicle travel support system according to claim 2, wherein it is determined that a necessary inter-vehicle distance cannot be secured. A vehicle travel support method executed in a vehicle travel support system for performing travel support of a traveling vehicle on the main line in a merge section of a main road where a main line and a merge lane merge,
A first step of measuring a position and speed of a main traveling vehicle that travels in a first lane connected to the merge lane out of the main lane toward the merge section;
A second step of measuring a position and speed of a merging lane traveling vehicle traveling along the merging lane toward the merging section;
Each time the position and speed of the main lane traveling vehicle are measured in the first step , and every time the position and speed of the merging lane traveling vehicle are measured in the second step , the main lane traveling vehicle and the merging lane traveling vehicle are measured. For each of these, the arrival time to the merge section is predicted, and based on the prediction result, the main line side arrival time list in which the main line traveling vehicle is associated with the arrival time, and the merge lane traveling vehicle is associated with the arrival time. A arrival time list on the merging lane side, one or more arrival times included in the arrival time list on the merging lane side, and one or more arrival times included in the arrival time list on the main line side If there is a combination for which the absolute value of the difference in arrival time due to each combination has not secured the first allowable value or more, the main traveling vehicle with the possibility of collision is identified. The third step and the vehicle travel support method comprising the outputting a lane change instruction to the adjacent lane that is not connected to the merging lane from the first lane to the main line vehicles identified.

Images