JP6206121B2 - Driving support device and driving support method - Google Patents

Description

  The present invention relates to a driving support device and a driving support method.

  Conventionally, the degree of approach between the host vehicle and the surrounding vehicle is determined based on the current traveling state of the host vehicle and the current traveling state of the surrounding vehicle, and the degree of approach between the host vehicle and the surrounding vehicle is high. In addition, a technique for assisting driving by a driver is known (for example, see Patent Document 1).

JP 2009-269991 A

  In order for the host vehicle to travel smoothly in cooperation with the movement of surrounding vehicles, it is preferable to provide driving assistance so that such a situation is avoided before a situation with a high driving load occurs. However, in the prior art, since the degree of approach between the host vehicle and the surrounding vehicle becomes high and the driving load on the driver becomes high, driving assistance is performed. Therefore, the host vehicle is smoothly coordinated with the movement of the surrounding vehicle. There was a case where it was difficult to drive.

  The subject of this invention is providing the driving assistance device which can perform driving assistance so that the condition with a high driving load may be avoided.

  The present invention calculates the degree of approach between the host vehicle and the moving body as an apparent approach degree when the current traveling state of the host vehicle and the current moving state of the moving body are continued, When the virtual state is set by changing the relationship between the traveling state of the vehicle and the current moving state of the moving body, the degree of approach between the host vehicle and the moving body is calculated as the potential approaching degree. Based on the degree of potential approach, it is determined whether to perform the first driving assistance according to the apparent degree of approach or the second driving assistance according to the degree of potential approach, and based on the judgment result Thus, the above-described problem is solved by executing the first driving assistance or the second driving assistance.

  According to the present invention, by providing driving assistance using not only the apparent approach degree that is actualized in the current driving state but also the latent approach degree that is latent in the current driving state, Before the actual driving load increases, driving assistance can be performed so as to avoid a high driving load situation.

It is a schematic diagram showing a driving support device concerning this embodiment. It is a block diagram which shows the structure of the driving assistance device which concerns on this embodiment. It is a graph which shows the correspondence of potential approach index value (DELTA) RF and potential approach degree S2. It is a figure for demonstrating the calculation method of the potential approach degree of a horizontal direction. It is a figure for demonstrating the calculation method of the potential approach degree of a horizontal direction. It is a figure for demonstrating the calculation method of the potential approach degree of a horizontal direction. It is a figure for demonstrating the driving assistance method based on a potential approach degree. It is a figure which shows an example of the driving assistance information shown by a display. It is a figure which shows the other example of the driving assistance information shown by a display. It is a flowchart which shows the driving assistance process which concerns on this embodiment. It is a flowchart which shows the driving | running | working state detection process of step S101. It is a flowchart which shows the approach degree calculation process of step S102.

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

  FIG. 1 is a schematic diagram illustrating a driving support apparatus according to the present embodiment, and FIG. 2 is a block diagram illustrating a configuration of the driving support apparatus according to the present embodiment. In addition, in FIG. 1, the scene which the own vehicle is drive | working near the junction of a highway is illustrated.

  As shown in FIGS. 1 and 2, the driving support device 100 includes cameras 110 a to 110 d, a GPS unit 120, a vehicle speed sensor 130, a storage device 140, a control device 150, and a display 160. Below, each structure of the driving assistance device 100 is demonstrated.

  As shown in FIG. 1, the cameras 110a to 110d are installed in the traveling direction (front-rear direction) and the vehicle width direction (left-right direction) of the host vehicle. The four cameras 110a to 110d It is possible to take an image of a 360 ° range around the center. And the image data of the picked-up image imaged with these four cameras 110a-110d is transmitted to the control apparatus 150, and will be used for the detection of a surrounding vehicle, a lane mark, etc.

  The GPS unit 120 detects radio waves transmitted from a plurality of satellite communications (not shown), and acquires position information including the position coordinates and the traveling direction of the host vehicle. The GPS unit 120 also includes a gyro sensor (not shown), and corrects the sitting position and the traveling direction of the host vehicle based on the detection result of the gyro sensor. The position information of the host vehicle acquired by the GPS unit 120 is transmitted to the control device 150.

  The vehicle speed sensor 130 detects the vehicle speed of the host vehicle. Information on the vehicle speed detected by the vehicle speed sensor 130 is transmitted to the control device 150.

  The storage device 140 stores map information including road information. Specifically, the storage device 140 stores road information such as the linear shape of the road and the number of lanes of the road in association with the latitude and longitude (position coordinates). Note that the map information stored in the storage device 140 is appropriately referred to by the control device 150 and used for detecting the road shape around the host vehicle.

  The control device 150 includes a ROM (Read Only Memory) in which a program for supporting the driving of the driver is stored, a CPU (Central Processing Unit) as an operation circuit for executing the program stored in the ROM, and an access RAM (Random Access Memory) that functions as a possible storage device. As the operation circuit, an MPU (Micro Processing Unit), a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or the like can be used instead of or in addition to the CPU. .

  The control device 150 executes a program stored in the ROM by the CPU, thereby acquiring a vehicle information acquisition function for acquiring information related to the traveling state of the vehicle, and a road shape detection for detecting the shape of the road around the vehicle. A function, a target vehicle selection function for selecting a surrounding vehicle to be determined as a target vehicle, a relative distance detection function for detecting a relative distance from the host vehicle to the target vehicle, and a relative speed of the target vehicle with respect to the vehicle speed of the host vehicle. A relative speed calculation function to calculate, an explicit approach degree calculation function to calculate the degree of proximity between the host vehicle and the target vehicle when the host vehicle and the target vehicle continue the current running state, and the host vehicle or the target vehicle A potential approach degree calculation function that calculates the degree of proximity between the host vehicle and the target vehicle when the driving state of the vehicle is changed by a predetermined change amount, and a driving support function that performs driving support , To achieve. Below, each function with which the control apparatus 150 is provided is demonstrated.

  The own vehicle information acquisition function of the control device 150 acquires position information including the position coordinates of the own vehicle and the traveling direction of the own vehicle, and vehicle speed information of the own vehicle as information related to the traveling state of the own vehicle. Specifically, the host vehicle information acquisition function acquires the position information of the host vehicle from the GPS unit 120 and acquires the vehicle speed information of the host vehicle from the vehicle speed sensor 130.

  The road shape detection function of the control device 150 detects the shape of the road around the host vehicle by collating the position coordinates of the host vehicle with the road information stored in the storage device 140. Specifically, as will be described later, the road shape detection function detects a linear shape of a road as a road shape in order to calculate the distance from the host vehicle to the surrounding vehicle along the road shape.

  The traveling lane detection function of the control device 150 detects the lane in which the host vehicle is traveling. Specifically, the traveling lane detection function detects the number of lanes on the road on which the host vehicle is traveling by comparing the map information stored in the storage device 140 with the position coordinates of the host vehicle. The traveling lane detection function detects lane marks such as white lines existing around the host vehicle by analyzing captured images captured by the cameras 110a to 110d. The travel lane detection function detects the lane in which the host vehicle is traveling based on the number of lanes on the road on which the host vehicle is traveling and the lane marks around the host vehicle. For example, in the traveling lane detection function, when the number of lanes on the road on which the host vehicle is traveling is two lanes on one side and a center line (road center line) is detected on the right side of the host vehicle, It can be determined that the vehicle is traveling in the right lane of the two lanes. Furthermore, the traveling lane detection function can also determine the lane in which the surrounding vehicle is traveling based on the relative position of the surrounding vehicle based on the position coordinates of the host vehicle. The relative position of the surrounding vehicle can be detected by a relative distance detection function described later.

  The target vehicle selection function of the control device 150 selects, as a target vehicle, a surrounding vehicle that may be approached by the host vehicle from surrounding vehicles existing around the host vehicle. Specifically, the target vehicle selection function detects surrounding vehicles existing around the host vehicle by analyzing captured images captured by the cameras 110a to 110d. The target vehicle selection function is, for example, adjacent to a front vehicle and a rear vehicle that are traveling closest to the own vehicle among surrounding vehicles that are traveling in the travel lane of the own vehicle, and the travel lane of the own vehicle. Among the surrounding vehicles that are traveling in the adjacent lane, the front vehicle and the rear vehicle that are traveling closest to the host vehicle can be selected as target vehicles. Note that the target vehicle is not limited to an automobile, and includes, for example, a mobile body such as a bicycle or a motorcycle.

  The relative distance detection function of the control device 150 detects the relative distance from the host vehicle to the target vehicle. Specifically, the relative distance detection function detects the relative positions of surrounding vehicles based on the position coordinates of the host vehicle by analyzing the captured images captured by the cameras 110a to 110d. And the relative distance detection function is based on the road shape detected by the road shape detection function, the position coordinates of the own vehicle, and the relative position of the surrounding vehicles. The distance to the target vehicle is calculated as a relative distance.

  The relative speed calculation function of the control device 150 calculates the relative speed of the target vehicle with respect to the vehicle speed of the host vehicle. For example, the relative speed calculation function can calculate the relative speed of the target vehicle with respect to the vehicle speed of the host vehicle based on the temporal change in the relative position of the target vehicle detected by the relative distance detection function.

The apparent approach degree calculation function of the control device 150 determines the degree of proximity between the host vehicle and the target vehicle when the host vehicle and the target vehicle continue the current driving state (in the actual driving state). Quantitatively calculated as the apparent approach degree. Specifically, the apparent approach degree calculation function first includes the target vehicle with respect to the relative distance X from the host vehicle to the target vehicle detected by the relative distance detection function and the vehicle speed of the host vehicle calculated by the relative speed calculation function. The approach time TTC is calculated based on the relative speed Vr. For example, the apparent approach degree calculation function can calculate the approach time TTC based on the following formula (1).

The apparent approach degree calculation function calculates the inter-vehicle time THW based on the relative distance X from the host vehicle to the target vehicle and the vehicle speed Vf of the host vehicle. For example, the apparent approach degree calculation function can calculate the inter-vehicle time THW based on the following equation (2).

Then, the explicit approach degree calculation function calculates the explicit approach index value RF based on the reciprocal of the approach time TTC and the reciprocal of the inter-vehicle time THW, as shown in the following formula (3). Note that a and b in the following formula (3) are predetermined constants and can be set as appropriate (the same applies to the following formulas (6) and (10)).

  Furthermore, the explicit approach degree calculation function calculates the degree of approach between the host vehicle and the target vehicle as the explicit approach degree S1 based on the explicit approach index value RF. For example, the explicit approach degree calculation function may calculate the explicit approach index value RF as it is as the apparent approach degree S1, or may explicitly calculate a value obtained by multiplying the explicit approach index value RF by a predetermined coefficient. The degree of approach S1 may be calculated. In addition, a graph indicating the relationship between the apparent approach index value RF and the apparent approach degree S1 is stored in the storage device 140 in advance, and by referring to this graph, the actual approach index value RF is manifested based on the explicit approach index value RF. It is good also as a structure which calculates the target approach degree S1.

  The apparent approach degree S1 indicates the degree of approach between the host vehicle and the target vehicle. However, in the actual driving environment, when the degree of approach between the host vehicle and the target vehicle increases, By adjusting the vehicle speed and steering, it is possible to avoid the approach of the host vehicle and the target vehicle. Therefore, the apparent approach degree S1 is not the degree that the host vehicle and the target vehicle actually approach when the host vehicle and the target vehicle continue the current running state, but the driver and the target vehicle. It can be said that the degree of feeling that the vehicle is approaching.

  The potential approach degree calculation function of the control device 150 determines the degree of proximity between the host vehicle and the target vehicle when the driving state of the host vehicle or the surrounding vehicles changes by a predetermined amount of change (in the potential driving state). Quantitatively calculated as a potential approach degree. Specifically, the potential approach degree calculation function determines the degree of proximity between the host vehicle and the target vehicle when the vehicle speed of the host vehicle or the vehicle speed of the target vehicle is changed by a predetermined speed. Calculate as degree. The potential approach degree calculation function is used when the position of the own vehicle or the surrounding vehicle is moved by a predetermined distance in the vehicle width direction, or when the traveling direction of the own vehicle is changed by a predetermined angle. The degree of approach between the vehicle and the target vehicle is calculated as a potential approach degree in the lateral direction.

First, a method of calculating the potential approach degree in the vertical direction will be described. For example, the potential approach degree calculation function first calculates an index value RF ₁ when the vehicle speed Vf of the host vehicle is accelerated and decelerated by a predetermined speed ΔV. Specifically, the potential approach degree calculation function calculates the proximity time TTC _l when the vehicle speed Vf of the host vehicle is accelerated and decelerated by the speed ΔV based on the following formula (4), and the following formula ( Based on 5), the inter-vehicle time THW _l when the vehicle speed Vf of the host vehicle is accelerated and decelerated by the speed ΔV is calculated.

Then, as shown in the following equation (6), the potential approach degree calculation function is based on the proximity time TTC _l and the inter-vehicle time THW _l when the vehicle speed Vf of the host vehicle is accelerated and decelerated by the speed ΔV, An approach index value _RFl is calculated.

Further, the potential approach degree calculation function accelerates the actual approach index value RF based on the current running state of the host vehicle and the target vehicle and the vehicle speed Vf of the host vehicle by a speed ΔV, as shown in the following formula (7). and the difference between the decelerating proximity index value RF _l, calculated as the longitudinal direction of the potential approach index value DerutaRF.

  The potential approach index value ΔRF in the vertical direction is a value ΔRF (+ ΔV) when the vehicle speed Vf of the host vehicle is accelerated by the speed ΔV, and a value when the vehicle speed Vf of the host vehicle is decelerated by the speed ΔV. Two values of ΔRF (−ΔV) are calculated. In the above example, the vehicle speed Vf of the host vehicle is changed by the speed ΔV to calculate the vertical potential index value ΔRF. However, the absolute vehicle speed Vt of the target vehicle is changed by the speed ΔV. The potential approach index value ΔRF in the vertical direction may be calculated.

  Then, the potential approach degree calculation function allows the host vehicle and the target vehicle to approach each other when the vehicle speed of the host vehicle or the target vehicle is changed by a predetermined speed ΔV based on the vertical potential approach index value ΔRF. Is calculated quantitatively as a potential approach degree S2 in the vertical direction. In the present embodiment, as shown in FIG. 3, a graph indicating a correspondence relationship between the potential approach index value ΔRF and the potential approach degree S2 is stored in the storage device 140 in advance, and the potential approach degree calculating function is With reference to the graph shown in FIG. 3, the vertical potential approach degree S2 can be calculated based on the vertical potential approach index value ΔRF. In the present embodiment, as shown in FIG. 3, the potential approach index value ΔRF and the potential approach degree S2 have a relationship in which, as the potential approach index value ΔRF increases, the rate at which the potential approach degree S2 increases. It is in. FIG. 3 is a graph showing a correspondence relationship between the potential approach index value ΔRF and the potential approach degree S2.

  Next, a method for calculating the potential approach degree in the horizontal direction will be described. In the present embodiment, the potential approach degree calculation function can calculate the potential approach index value ΔRF in the lateral direction by three methods as described below.

First, as shown in FIG. 4, when the own vehicle is located in front of a toll booth or ETC gate on the highway, the potential approach degree calculation function determines the traveling direction of the own vehicle as a predetermined direction. A relative distance _Xc from the host vehicle to the target vehicle when the angle is changed is calculated. Then, the potential approach degree calculation function calculates the approach time TTC when the traveling direction of the host vehicle is changed by a predetermined angle as shown in the following formulas (8) and (9) based on the relative distance _{Xc. c} and inter-vehicle time THW _c are calculated. The potential approach degree calculation function collates the map information stored in the storage device 140 with the position coordinates of the own vehicle, so that the own vehicle is located in front of the toll gate or ETC gate on the highway. It can be determined whether or not.

Then, the potential approach degree calculation function virtually changes the traveling direction of the host vehicle by a predetermined angle as shown in the following formula (10) based on the calculated approach time TTC _c and inter-vehicle time THW _c . In this case, an approach index value RF _c is calculated. Furthermore, the potential degree of proximity calculating function, the difference as shown in the following formula (11), and overt proximity index RF based on the current running state of the vehicle and the subject vehicle, the calculated proximity index RF _c Is calculated as a potential approach index value ΔRF in the lateral direction.

Second, the potential approach degree calculation function, for example, when the host vehicle is traveling on a one-lane road, as shown in FIG. 5, determines the position of the host vehicle or the position of the target vehicle. A relative distance _Xc between the host vehicle and the target vehicle when moving in the direction by a predetermined distance is calculated. Further, the potential approach degree calculation function is based on the above formulas (8) and (9), and the approach time TTC _c when the position of the host vehicle or the position of the target vehicle is moved by a predetermined distance in the vehicle width direction and The inter-vehicle time THW _c is calculated, and a potential approach index value ΔRF in the lateral direction is calculated based on the above formulas (10) and (11). The potential approach degree calculation function can determine whether or not the host vehicle is traveling on a one-lane road based on the lane information of the road on which the host vehicle is traveling. In addition, as shown in FIG. 5, a one-way, one-lane road includes a one-lane, one-lane road having a center line (road center line) and a road without a center line (road center line).

Third, the potential approach degree calculation function is, for example, when the host vehicle is traveling on a road with two or more lanes on one side, as shown in FIG. 6, when the host vehicle is moved to an adjacent lane. A relative distance _Xc between the host vehicle and the target vehicle is calculated. Then, as shown in the above formulas (8) and (9), the potential approach degree calculation function calculates the approach time TTC _c and the inter-vehicle time when the host vehicle is moved to the adjacent lane based on the relative distance _Xc. THW _c is calculated. Then, as shown in the above equation (10), the potential approach degree calculation function calculates the approach index value RF _c based on the approach time TTC _c and the inter-vehicle time THW _c when the host vehicle is moved to the adjacent lane. Based on the approach index value RF _c , the horizontal potential approach index value ΔRF is calculated as shown in the above equation (11). The potential approach degree calculation function can determine whether or not the host vehicle is traveling on a road having two or more lanes based on information on the number of lanes of the road on which the host vehicle is traveling.

  Then, the potential approach degree calculating function changes the position of the host vehicle or the position of the target vehicle by a predetermined distance in the vehicle width direction based on the calculated potential approach index value ΔRF in the lateral direction, or When the traveling direction of the host vehicle is changed by a predetermined angle, the degree of approach between the host vehicle and the target vehicle is quantitatively calculated as the potential approach degree S2 in the lateral direction. Specifically, the potential approach degree calculation function is based on the potential approach index value ΔRF in the horizontal direction with reference to the graph shown in FIG. 3 as in the case of calculating the potential approach degree S1 in the vertical direction. Thus, the potential access degree S2 in the lateral direction can be calculated.

  The potential approach degree S2 also indicates the degree of proximity between the host vehicle and the target vehicle, as in the case of the apparent approach degree S1, but in the actual driving environment, the host vehicle and the target vehicle approach each other. If the degree to do becomes high, the driver avoids the approach of the host vehicle and the target vehicle by adjusting the vehicle speed or steering. Therefore, the potential approach degree S2 is not the degree that the own vehicle and the surrounding vehicle actually approach when the driving state of the own vehicle or the target vehicle is changed by a predetermined change amount. It can be said that the degree of feeling that the target vehicle is approaching.

  In the present embodiment, the amount of change in vehicle speed, position, and angle that can actually occur is set in advance as the amount of change when the traveling state of the host vehicle or the target vehicle is changed. Thereby, the potential approach degree S2 can be calculated with high accuracy as an approach degree that can actually occur. As the amount of change in vehicle speed, position, and angle that can actually occur, for example, the standard deviation of the amount of change in vehicle speed, position, and angle of the host vehicle or a general vehicle can be used. Furthermore, it is good also as a structure which uses the variation | change_quantity of the vehicle speed, position, and angle which can occur realistically in the present vehicle speed, position, and advancing direction of the own vehicle.

  The driving support function of the control device 150 is based on the actual approach degree S1 calculated by the apparent approach degree calculation function and the potential approach degree S2 calculated by the potential approach degree calculation function. Provide support. Specifically, the driving support function performs the first driving support according to the explicit approach degree S1 when the apparent approach degree S1 is equal to or greater than a predetermined first reference value, and the explicit approach degree S1. Is less than the first reference value, and the vertical or horizontal potential approach degree S2 is equal to or greater than the predetermined second reference value, the second driving support according to the potential approach degree S2 is performed. Do. The first reference value and the second reference value are not particularly limited, but in the present embodiment, the first reference value is set to a value smaller than the second reference value. In the present embodiment, as the potential approach degree S2 in the vertical direction or the horizontal direction, two or more potentials in the front-rear direction (+ ΔV, −ΔV) or the left-right direction (for example, + Δw, −Δw shown in FIGS. 5 and 6). In this case, the driving support function calculates, for example, one or more potential approach degrees S2 of the calculated two or more potential approach degrees S2 is equal to or greater than the second reference value. In this case, the second driving support according to the potential approach degree S2 can be performed. Below, the 1st driving assistance according to explicit approach degree S1 and the 2nd driving assistance according to potential approach degree S2 are explained concretely.

  For example, the driving support function causes the display 160 to display a warning with the content corresponding to the explicit approach degree S1 as the first driving support according to the explicit approach degree S1, or the host vehicle and the target vehicle. Thus, automatic control of the accelerator, brake, steering, etc. of the host vehicle can be performed according to the apparent approach degree S1.

  In addition, the driving support function first compares the apparent approach degree S1 and the potential approach degree S2 as the second driving support according to the potential approach degree S2, and the potential approach degree S1 is compared with the potential approach degree S1. When the degree S2 is lower, driving assistance is performed so that the traveling state of the host vehicle is guided to the traveling state corresponding to the potential approach degree S2. For example, as shown in FIG. 6, the movement amount in the vehicle width direction when the host vehicle is moved in the right direction is + Δw, and the movement amount in the vehicle width direction when the host vehicle is moved in the left direction is −Δw. And In this case, as shown in FIG. 7, the potential approach degree S2 (+ Δw) when the host vehicle is moved rightward by a distance + Δw, and the case where the host vehicle is moved leftward by a distance −Δw. It is assumed that the potential approach degree S2 (−Δw) is calculated. Further, it is assumed that the apparent degree of approach at the current position of the host vehicle (the movement amount in the vehicle width direction is 0) is calculated as S1 (0). In this case, as shown in FIG. 7, the driving support function compares the apparent approach degree S1 (0), the potential approach degree S2 (+ Δw), and the potential approach degree S2 (−Δw). In the example shown in FIG. 7, since the potential approach degree S2 (−Δw) is the highest and the potential approach degree S2 (+ Δw) is the lowest, the driving support function moves the vehicle in the right direction (+ Δw direction). The driving support information for making it appear is displayed on the display 160. The driving support information displayed on the display 160 will be described later.

  Further, for example, in the example of the scene shown in FIG. 5, the target vehicle does not exist in the current traveling direction of the host vehicle, but the host vehicle is moved to the right by the distance + Δw, and the host vehicle is moved leftward. When the vehicle is moved by the distance −Δw, the target vehicle exists in the traveling direction of the host vehicle. In this case, although not shown, the potential approach degree S2 (+ Δw) when the host vehicle is moved rightward by a distance + Δw and the potential when the host vehicle is moved leftward by a distance −Δw. The approach degree S2 (−Δw) is larger than the apparent approach degree S1 (0) at the current position of the host vehicle (the movement amount in the vehicle width direction is 0). In such a case, the driving support function causes the display 160 to display driving support information for maintaining the host vehicle in the current traveling direction. As described above, the second driving assistance includes maintaining the host vehicle in the current traveling direction.

  Similarly, the driving support function also performs driving support based on the potential approach degree S2 in the vertical direction. For example, the driving support function includes a potential approach degree S2 (+ ΔV) when the vehicle speed of the host vehicle is changed by a predetermined speed + ΔV and a potential approach degree when the vehicle speed of the host vehicle is changed by a predetermined speed −ΔV. S2 (−ΔV) is compared with the apparent approach degree S1 at the current speed of the host vehicle. For example, the potential approach degree S2 (+ ΔV) is the highest and the potential approach degree S2 (−Δw) is the lowest. In this case, driving support information for decelerating the host vehicle (−ΔV) is displayed on the display 160.

  Here, FIG. 8 is a diagram illustrating an example of driving support information displayed on the display 160. As shown in FIGS. 1 and 6, FIG. 8 shows driving assistance in a situation where the host vehicle is traveling on a highway and there is a target vehicle to join the highway at a junction point ahead of the host vehicle. Information is illustrated. Further, in the example of the scene shown in FIG. 8, as shown in FIG. 7, the apparent approach degree S1 (0), the potential approach degree S2 (+ Δw), and the potential approach degree S2 (−Δw) were compared. As a result, the potential approach degree S2 (−Δw) when the host vehicle is moved leftward by the distance −Δw is the highest, and the potential approach degree S2 when the host vehicle is moved rightward by the distance + Δw ( + Δw) is the lowest. In this case, as shown in FIG. 8, the driving support function generates a pattern image that periodically repeats a predetermined gradation in the horizontal direction as driving support information in order to move the host vehicle in the right direction (+ Δw direction). Then, the generated pattern image is displayed so as to periodically flow from the left side to the right side of the screen.

  Further, in the present embodiment, when the driving support function performs the second driving support according to the potential approach degree S2, the driver does not feel bothered by the driving support information displayed on the display 160. As described above, the spatial frequency and time frequency of the driving support information are limited. Specifically, the driving support function lengthens the repetition interval of the pattern image gradation (lowers the spatial frequency), and slows the speed at which the pattern image periodically flows from the left side to the right side of the screen (time frequency). Lower).

  Further, the driving support function displays the driving support information in the peripheral vision area of the driver so that the driver does not feel bothered by the driving support information displayed on the display 160. For example, as shown in FIG. 8, the driving support function displays a pattern image, which is driving support information, in a peripheral vision area outside the central vision area of the screen on which the image of the host vehicle or the target vehicle is displayed. In this way, by displaying the pattern image that is driving support information in the peripheral vision region, it is possible to transmit the driving support information to the driver without attracting the driver's attention strongly to the driving support information. It is suitable for driving assistance that presents the driver with a potential approach degree S2 having a low degree of urgency and forcing. In addition, by displaying the driving support information in a large area around the screen, the area of the spatial frequency of the display can be expanded, and the driver grasps the driving support information with peripheral vision in a state where the line of sight is directed forward be able to.

  The driving support function may be configured to increase the spatial frequency and / or the time frequency of the pattern image as the potential approach degree S2 increases in order to emphasize the driving support information to the driver. For example, in the example shown in FIG. 8, the driving support function reduces the gradation repetition interval of the pattern image (increases the spatial frequency) or increases the pattern image from the left side of the screen as the potential approach degree S2 increases. The speed of periodically flowing to the right side can be increased (time frequency is increased).

  Similarly, when the potential approach degree S2 in the vertical direction is greater than or equal to the second reference value, the driving support function generates a pattern image that periodically repeats a predetermined gradation in the vertical direction as shown in FIG. In addition to being displayed on the screen of the display 160, for example, in order to decelerate (−ΔV) the own vehicle, a pattern image is displayed so as to periodically flow from the upper side to the lower side of the screen, or the own vehicle is accelerated ( + ΔV), the pattern image is displayed so as to periodically flow from the lower side to the upper side of the screen. In this case as well, the driving support function limits the spatial frequency and the time frequency of the driving support information so that the driver does not feel bothered by the driving support information displayed on the display 160, and the driver's surroundings Display driving support information in the viewing area. In addition, in order to emphasize the driving support information to the driver when the vertical direction proximity S2 is large, the spatial frequency and / or time frequency of the pattern image is increased as the vertical direction proximity S2 increases. It can also be raised.

  Next, with reference to FIG. 10, the driving assistance process which concerns on this embodiment is demonstrated. FIG. 10 is a flowchart showing a driving support process performed by the driving support device 100.

  First, in step S101, a running state detection process for detecting the running states of the host vehicle and surrounding vehicles is performed. Here, FIG. 11 is a flowchart showing the running state detection process of step S101. Hereinafter, with reference to FIG. 11, the traveling state detection process in step S <b> 101 will be described.

  In step S201, the position information of the host vehicle is acquired by the host vehicle information acquisition function of the control device 150. Specifically, the own vehicle information acquisition function acquires position information including the position coordinates and the traveling direction of the own vehicle from the GPS unit 120. In step S202, the vehicle speed information of the host vehicle is acquired by the host vehicle information acquisition function. Specifically, the own vehicle information acquisition function acquires vehicle speed information of the own vehicle from the vehicle speed sensor 130.

  In step S203, the lane in which the host vehicle is traveling is detected by the traveling lane detection function of the control device 150. Specifically, the traveling lane detection function collates the map information stored in the storage device 140 with the position coordinates of the host vehicle detected in step S201, and specifies the road on which the host vehicle is currently traveling. The traveling lane detection function detects the number of lanes on the road on which the host vehicle is traveling based on the road information stored in the storage device 140. Furthermore, the traveling lane detection function detects lane marks around the host vehicle based on captured images captured by the cameras 110a to 110d, and determines the number of lanes on the road on which the host vehicle is traveling and the surroundings of the host vehicle. The lane in which the host vehicle is currently traveling is detected based on the lane mark.

  In step S204, the road shape around the host vehicle is detected by the road shape detection function of the control device 150. Specifically, the road shape detection function calculates the linear shape of the road around the host vehicle based on the position coordinates of the host vehicle detected in step S201 and the map information stored in the storage device 140. It is detected as the road shape around the host vehicle.

  In step S205, the target vehicle is selected by the target vehicle selection function of the control device 150. Specifically, the target vehicle selection function selects one or a plurality of surrounding vehicles that may be approached from the surrounding vehicles existing around the own vehicle as target vehicles. Then, the process proceeds to step S206, and in steps S206 to S208, the processes of steps S206 to S208 are performed for each target vehicle selected in step S205.

  First, in step S206, the relative distance from the host vehicle to the target vehicle is detected by the relative distance detection function of the control device 150. Specifically, the relative distance detection function detects the relative position of the target vehicle based on the position coordinates of the host vehicle by analyzing the captured images captured by the cameras 110a to 1110d, and detects in step S204. The relative distance from the host vehicle to the target vehicle is calculated based on the road shape around the host vehicle, the position coordinates of the host vehicle, and the relative position of the target vehicle.

  In step S207, the relative speed calculation function of the control device 150 detects the relative speed of the target vehicle with respect to the vehicle speed of the host vehicle. Specifically, the relative speed calculation function can calculate the relative speed of the target vehicle with respect to the vehicle speed of the host vehicle based on the temporal change in the relative position of the target vehicle detected in step S206.

  In step S209, the lane in which the target vehicle is traveling is detected by the traveling lane detection function of the control device 150. Specifically, for example, the traveling lane detection function is such that the position coordinates of the host vehicle detected in step S201, the position coordinates of the target vehicle detected in step S206, and the host vehicle detected in step S203 travel. The lane in which the target vehicle is traveling can be detected based on the lane of the current road and the road information included in the map information. For example, when the host vehicle is traveling in the right lane of two lanes on one side and the target vehicle is located on the left rear side of the host vehicle, it is determined that the target vehicle is traveling in the left lane of two lanes on one side Can do.

  In step S209, the control device 150 determines whether or not the processing in steps S206 to S208 has been performed for all target vehicles selected in step S205. When the processes of steps S206 to S208 are performed for all target vehicles, the traveling state detection process shown in FIG. 11 is terminated, while the processes of steps S206 to S208 are not performed for all target vehicles. In step S206, the processes of steps S206 to S208 are performed on the target vehicle that has not been processed.

  Returning to FIG. 10, in step S <b> 102, an approach degree calculation process for calculating the degree to which the host vehicle approaches the target vehicle is performed. FIG. 12 is a flowchart showing the approach degree calculation processing in step S102. Hereinafter, the approach degree calculation processing in step S102 will be described with reference to FIG.

  In step S301, the degree of approach between the host vehicle and the target vehicle in the current traveling state (the actual traveling state) is quantitatively expressed as an apparent approach index value by the apparent approach degree calculation function of the control device 150. Processing to calculate is performed. Specifically, the explicit approach degree calculation function is calculated in step S207, the vehicle speed Vf of the host vehicle acquired in step S202, the relative distance X from the host vehicle to the target vehicle calculated in step S206, and step S207. Based on the relative speed Vr of the target vehicle with respect to the vehicle speed of the host vehicle, the approach time TTC is calculated as shown in the above formula (1), and the inter-vehicle time THW is calculated as shown in the above formula (2). . Then, the explicit approach degree calculation function calculates the explicit approach index value RF based on the reciprocal of the approach time TTC and the inter-vehicle time THW, as shown in the above equation (3).

  In step S302, the apparent approach degree S1 is calculated based on the apparent approach index value RF calculated in step S301 by the apparent approach degree calculation function. For example, by storing a graph indicating the relationship between the explicit approach index value RF and the explicit approach degree S1 in the storage device 140 in advance, the explicit approach degree calculating function refers to this graph and makes an explicit Based on the approach index value RF, the apparent approach degree S1 can be calculated.

  In step S303, when the traveling state of the host vehicle or the traveling state of the target vehicle is changed by a predetermined change amount (potential traveling state) by the potential approach degree calculation function of the control device 150, the host vehicle and the target vehicle. A process for quantitatively calculating the degree of approaching as an explicit approach index value is performed. In particular, in step S303, when the vehicle speed of the host vehicle or the vehicle speed of the surrounding vehicles is changed by a predetermined speed by the potential approach degree calculation function, the degree of approach between the host vehicle and the target vehicle is determined as the vertical approach. Calculated as the index value ΔRF.

Specifically, the potential approach degree calculation function calculates the proximity time when the vehicle speed of the host vehicle or the vehicle speed of the target vehicle is accelerated and decelerated by a predetermined speed ΔV based on the above formulas (4) to (7). TTC _l and inter-vehicle time THW _l are calculated, and an approach index value RF _l is calculated based on the calculated proximity time TTC _l and inter-vehicle time THW _l . Then, calculates the explicit approach index RF based on the current running state of the current running state and the target vehicle of the vehicle, the difference between the calculated proximity index value RF _l, as a vertical direction of a potential approach index value ΔRF To do.

  In step S304, the potential approach degree S2 in the vertical direction is calculated based on the potential index value ΔRF in the vertical direction calculated in step S303 by the function for calculating the potential approach degree. For example, in the present embodiment, as shown in FIG. 3, a graph indicating the relationship between the potential approach index value ΔRF and the potential approach degree S2 is stored in advance in the storage device 140, and the potential approach degree calculating function is By referring to this graph, the potential approach degree S2 can be calculated based on the potential approach index value ΔRF.

  In step S305, a determination is made as to whether or not the host vehicle can be displaced laterally by the potential approach degree calculation function. For example, the potential approach degree calculation function is based on the lane on which the host vehicle is traveling detected in step S203 and the number of lanes on the road on which the host vehicle is traveling. If there is an adjacent lane that can change lanes on the right or left side of the lane in which the host vehicle is traveling, the host vehicle can be displaced laterally. It can be judged that there is. Also, the potential approach degree calculation function is based on the position coordinates of the host vehicle detected in step S201 and the map information stored in the storage device 140. It can be determined whether or not the vehicle is positioned in front, and it can be determined that the vehicle can be displaced laterally even when the vehicle is positioned in front of the toll gate or ETC gate on the expressway. Furthermore, the potential approach degree calculation function is used when the host vehicle can physically move in the vehicle width direction even when the host vehicle is traveling on a one-lane road with no median. It can be determined that it can be displaced laterally. If it is determined that the host vehicle is displaceable in the lateral direction, the process proceeds to step S306. On the other hand, if it is determined that the host vehicle is not displaceable in the lateral direction, the degree of approach shown in FIG. The process ends.

In step S306, the potential approach index value ΔRF in the horizontal direction is calculated by the potential approach degree calculation function. For example, when the own vehicle is located in front of a toll booth or ETC gate on an expressway, the potential approach degree calculation function sets the traveling direction (traveling angle) of the own vehicle to a predetermined angle as shown in FIG. The relative distance _Xc from the own vehicle to the target vehicle when only the change is made is calculated, and based on this relative distance _Xc , as shown in the above formulas (8) to (11), the potential approach in the horizontal direction An index value ΔRF can be calculated.

Further, the potential approach degree calculation function, for example, when the host vehicle is traveling on a one-lane road, the position of the host vehicle or the position of the target vehicle in the vehicle width direction as shown in FIG. A relative distance _Xc between the subject vehicle and the target vehicle when the vehicle is moved by a predetermined distance is calculated. Based on the relative distance _Xc , as shown in the above formulas (8) to (11), A potential approach index value ΔRF can be calculated. Furthermore, the potential approach degree calculation function is, for example, when the host vehicle is traveling on a road with two or more lanes on one side, as shown in FIG. 6, when the host vehicle is moved to an adjacent lane. A relative distance _Xc between the vehicle and the target vehicle is calculated, and a potential approach index value ΔRF in the lateral direction is calculated based on the relative distance _Xc as shown in the above formulas (8) to (11). it can.

  In step S307, the potential approach degree calculation function calculates the potential direction degree S2 in the lateral direction based on the potential index value ΔRF in the lateral direction calculated in step S306. Similar to step S305, the potential approach degree calculation function refers to a graph indicating the correspondence between the potential approach index value ΔRF and the potential approach degree S2, as shown in FIG. Based on the target approach index value ΔRF, the potential approach degree S2 in the lateral direction can be calculated.

  In step S308, it is determined whether or not the processing in steps S301 to S307 has been performed for all target vehicles by the potential approach degree calculation function. When the processes of steps S301 to S307 are performed for all target vehicles, the approach degree calculation process shown in FIG. 12 is terminated, while the processes of steps S301 to S307 are not performed for all target vehicles. In step S301, the processes of steps S301 to S307 are performed on the target vehicle that has not been processed.

  Returning to FIG. 10, in step S <b> 103, the driving support function of the control device 150 determines whether or not the apparent approach degree S <b> 1 is equal to or greater than a predetermined first reference value. When the apparent approach degree S1 is equal to or larger than the first reference value, the process proceeds to step S104, and in step S104, the first driving support according to the apparent approach degree S1 is performed by the driving support function. For example, the driving support function displays a warning on a screen included in the display 160 or automatically controls the accelerator, the brake, and the steering so that the host vehicle leaves the target vehicle. Thereby, it can avoid effectively that the own vehicle and a target vehicle approach in the present driving state.

  On the other hand, if it is determined in step S103 that the apparent approach degree S1 is less than the first reference value, the process proceeds to step S105. In step S105, the driving support function determines whether the vertical potential approach degree S2 or the horizontal potential approach degree S2 is equal to or greater than a predetermined second reference value. If the vertical potential approach degree S2 or the horizontal potential approach degree S2 is greater than or equal to the second reference value, the process proceeds to step S106, while the vertical potential approach degree S2 and the horizontal potential approach degree S2 When the approach degree S2 is less than the second reference value, the driving support process shown in FIG. 10 is terminated. Note that the present invention is not limited to the above configuration, and only one of the vertical potential approach degree S2 and the horizontal potential approach degree S2 can be calculated. In this case, the calculated potential When the approach degree S2 is equal to or greater than the predetermined second reference value, the process proceeds to step S106, and when the calculated potential approach degree S2 is less than the predetermined second reference value, the driving support process shown in FIG. 10 is terminated. You can do that.

  In step S106, the second driving support according to the potential approach degree S2 is performed by the driving support function. For example, in the case where the lateral potential approach degree S2 is equal to or greater than the second reference value, the driving support function is, as shown in FIG. 7, the potential when the host vehicle is moved rightward by a distance + Δw. Approach degree S2 (+ Δw), potential approach degree S2 (−Δw) when the host vehicle is moved to the left by a distance −Δw, and the current position of the host vehicle (the movement amount in the vehicle width direction is 0) When the potential approach degree S2 (−Δw) is the highest and the potential approach degree S2 (+ Δw) is the lowest, for example, as shown in FIG. The pattern image (driving support information) for moving the host vehicle in the right direction (+ Δw direction) is displayed on the display 160.

  For example, when the potential approach degree S2 in the vertical direction is equal to or greater than the second reference value, the driving support function is configured such that the potential approach degree S2 (+ ΔV when the vehicle speed of the host vehicle is changed by a predetermined speed + ΔV). ) And the potential approach degree S2 (−ΔV) when the vehicle speed of the host vehicle is changed by a predetermined speed −ΔV and the apparent approach degree S1 at the current speed of the host vehicle, for example, When the approach degree S2 (+ ΔV) is the highest and the potential approach degree S2 (−Δw) is the lowest, as shown in FIG. 9, a pattern image (driving support information) for decelerating the host vehicle (−ΔV) ) Is displayed on the display 160.

  Note that in step S106, the driving support function determines the vertical potential approach degree when one of the vertical potential approach degree S2 and the horizontal potential approach degree S2 is equal to or greater than the second reference value. Driving assistance corresponding to the potential approach degree S2 that is equal to or greater than the second reference value among the S2 and the potential approach degree S2 in the lateral direction is performed, and the potential approach degree S2 in the vertical direction and the potential approach degree S2 in the lateral direction are determined. When both are equal to or greater than the second reference value, driving support corresponding to the vertical potential approach degree S2 and driving support corresponding to the horizontal potential approach degree S2 are executed.

  As described above, in the present embodiment, when the traveling state of the host vehicle or the target vehicle is changed by a predetermined change amount, the degree of approach between the host vehicle and the target vehicle is calculated as the potential approach degree S2. By performing the second driving support according to the potential approach degree S2, the driving support is performed so as to avoid the situation where the driving load of the driver becomes high before the driving load of the driver actually increases. Accordingly, it is possible to achieve smooth running in cooperation with the movement of the target vehicle.

  That is, in the present embodiment, when the current vehicle speed of the host vehicle or the target vehicle is changed by a predetermined speed ΔV, the degree of approach between the host vehicle and the target vehicle is calculated as the vertical potential approach degree S2. When the vertical potential approach degree S2 is equal to or greater than the second reference value, driving support information for decelerating or accelerating the vehicle speed of the host vehicle is presented. Thus, for example, before the driver's driving load is actually increased due to the approach of the host vehicle and the target vehicle, the driver is driven to decelerate the vehicle speed of the host vehicle based on the potential approach degree S2. By presenting the support information, it is possible to avoid a situation where the driving load on the driver increases.

  Further, in the present embodiment, when the position of the own vehicle or the target vehicle is changed by a predetermined distance in the vehicle width direction, or when the traveling direction of the own vehicle is changed by a predetermined angle, The degree of approach to the vehicle is calculated as a lateral potential approach degree S2, and if the lateral potential approach degree S2 is equal to or greater than the second reference value, the host vehicle is moved rightward or leftward. To provide driving assistance information. Thus, for example, as shown in FIG. 1 or FIG. 6, in the scene where the target vehicle is about to merge at the junction of the expressway, driving support information for moving the host vehicle in the right direction is presented, and the driver By changing the lane, etc., it is possible to avoid the situation where the target vehicle and the host vehicle approach when the target vehicle joins the expressway and the driving load on the driver increases. Become.

  Further, in the present embodiment, when the explicit approach degree S1 is equal to or greater than the first reference value, the first driving support is performed according to the explicit approach degree S1, and the explicit approach degree S1 is the first. When the potential approach degree S2 is less than the reference value and the potential approach degree S2 is equal to or greater than the second reference value, the second driving support according to the potential approach degree S2 is performed. Accordingly, in the present embodiment, the situation in which the host vehicle and the target vehicle are close in the current driving state is high, and the situation in which the host vehicle and the target vehicle are high in the case where the current driving state is changed. Thus, it is possible to provide appropriate driving assistance according to each situation.

  The embodiment described above is described for facilitating understanding of the present invention, and is not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

  For example, in the above-described embodiment, the configuration in which the degree of potential approach between the host vehicle and the target vehicle is calculated as the potential approach degree S2, but the configuration is not limited to this configuration. The degree of potential approach to a person or a stationary object such as a utility pole may be calculated as the potential approach degree S2.

  In the above-described embodiment, the configuration in which the degree of approach between the host vehicle and the target vehicle is calculated as the potential approach degree S2 when the traveling state of the host vehicle or the traveling state of the target vehicle is changed is illustrated. When the traveling state of the host vehicle and the traveling state of the target vehicle change, the degree of approach between the host vehicle and the target vehicle may be calculated as the potential approach degree S2.

  Furthermore, in embodiment mentioned above, when the potential approach degree S2 was more than predetermined 2nd reference value, the structure which performs the 2nd driving assistance according to the potential approach degree S2 was illustrated. It is not limited and it is good also as composition which performs the 2nd driving support according to potential approach degree S2 when potential approach degree S2 is lower than explicit approach degree S1. Also in this case, it is possible to appropriately avoid a situation in which the driving load on the driver becomes high.

  In the above-described embodiment, as illustrated in FIG. 8 or FIG. 9, a configuration in which a pattern image that periodically repeats a predetermined gradation is displayed as driving support information. However, the present invention is not limited to this configuration. The image of the peripheral vision area of the driver may be changed to an image of a predetermined color. In this case, the driver's peripheral vision area may be changed to an image of a predetermined color as a whole. It is good also as a structure which changes the area | region of the upper side into an image of red. Alternatively, the color of the image of the driver's peripheral vision area may be changed in a time cycle. In this case, the cycle of changing the color of the image is shortened as the potential approach degree S2 is increased (time frequency). (High).

  Furthermore, in the above-described embodiment, when the position of the host vehicle or the target vehicle is moved by a predetermined distance in the vehicle width direction, the degree of approach between the host vehicle and the target vehicle is set as the potential access degree S2 in the lateral direction. However, the vehicle width direction may be the road width direction of the road on which the host vehicle travels. That is, when the position of the host vehicle is moved by a predetermined distance in the road width direction, the degree of approach between the host vehicle and the target vehicle can also be calculated as the potential approach degree S2.

In the embodiment described above, when calculating the potential approach degree S2, for example, as shown in FIG. 4, the traveling direction of the host vehicle is changed by a predetermined angle to calculate the two relative distances _Xc . Although the configuration is illustrated, the present invention is not limited to this example. For example, the relative distance _Xc of 3 or more is calculated by continuously changing the traveling direction of the host vehicle by a certain angle within a predetermined angle range. It can be configured. In this case, the potential approach degree S2 may be corrected so that the potential approach degree S2 becomes smaller as the changed angle is larger. Similarly, in the example shown in FIG. 5, two relative distances _Xc are calculated by changing the position of the host vehicle by a predetermined distance. However, the present invention is not limited to this example. In this distance range, a relative distance _Xc of 3 or more can be calculated by continuously changing the distance by a certain distance.

  In addition, in the above-described embodiment, the configuration in which the driving support information is presented on the display 160 is illustrated, but the driving support information may be notified by voice guidance using a speaker.

  In addition, the own vehicle information acquisition function of the control device 150 of the above-described embodiment is the own vehicle information acquisition unit of the present invention, and the relative distance detection function and the relative speed calculation function of the control device 150 are the mobile object information acquisition unit of the present invention. The control device 150 operates the control device 150 with the explicit approach degree calculation function of the present invention, and the latent approach calculation function of the control device 150 with the potential approach calculation means of the present invention. The support function corresponds to the driving support means of the present invention, and the display 160 corresponds to the presenting means of the present invention.

DESCRIPTION OF SYMBOLS 100 ... Driving assistance apparatus 110a-110d ... Camera 120 ... GPS unit 130 ... Vehicle speed sensor 140 ... Memory | storage device 150 ... Control apparatus 160 ... Display

Claims (11)

Own vehicle information acquisition means for acquiring own vehicle information relating to the running state of the own vehicle;
Mobile body information acquisition means for acquiring mobile body information relating to the movement state of one or more mobile bodies existing around the host vehicle;
Based on the own vehicle information and the moving body information, when the current running state of the own vehicle and the current moving state of the moving body are continued, the degree of approach between the own vehicle and the moving body is clearly approached. An apparent approach degree calculating means for calculating the degree;
When one or two or more virtual states are set by changing the relationship between the current traveling state of the host vehicle and the current moving state of the moving body, the degree of approach between the host vehicle and the moving body is A potential approach degree calculating means for calculating the potential approach degree;
Which of the first driving assistance corresponding to the explicit approaching degree and the second driving assistance corresponding to the potential approaching degree is performed based on the explicit approaching degree and the potential approaching degree And a driving support means for executing the first driving support or the second driving support based on the determination result. The driving support device according to claim 1,
The first driving assistance provides information according to the apparent degree of approach so that the current traveling state of the host vehicle and the current moving state of the moving body are not continued, or the explicit driving assistance Driving assistance that automatically controls the vehicle according to the degree of approach,
The second driving assistance provides information according to the degree of potential approach so that the relationship between the traveling state of the host vehicle and the moving state of the moving body does not become the virtual state, or A driving assistance apparatus, characterized in that the driving assistance apparatus performs automatic control of the host vehicle in accordance with a potential approach degree. The driving support device according to claim 1 or 2,
The driving support means performs the first driving support when the explicit approach degree is equal to or greater than a predetermined first reference value, and the explicit approach degree is less than the first reference value, and The driving support device that performs the second driving support when one or more of the one or more potential approaching degrees is equal to or greater than a predetermined second reference value. . In the driving assistance device according to claim 3,
When the second driving assistance is performed, the driving support means compares the apparent approaching degree with the one or more potential approaching degrees, and as a result of the comparison, the driving assistance means compares the one or more When the approach degree is lower than the apparent approach degree, the current running state of the host vehicle is guided so as to become a running state corresponding to the potential approach degree lower than the explicit approach degree. A featured driving support device. The driving support device according to claim 4,
It further comprises a presentation means for presenting driving assistance information visible to the driver,
When the second driving support is performed, the driving support means determines the current driving state of the host vehicle when the one or more potential approaching degrees are lower than the explicit approaching degree. A driving support apparatus that causes the presenting means to present image information for guiding to a running state according to a degree. The driving support device according to claim 5,
The driving support device limits the spatial frequency and / or time frequency of the image information to a predetermined value or less. In the driving assistance device according to claim 5 or 6,
The driving support device, wherein the driving support means increases the spatial frequency and / or the temporal frequency of the image information as the potential approach degree increases. The driving support device according to any one of claims 1 to 7,
In the virtual state in which the relation between the traveling speed of the host vehicle and the moving speed of the moving body is changed by a predetermined speed, the potential approach degree calculating unit determines the degree of approach between the own vehicle and the moving body. A driving support device that calculates the degree of potential approach. The driving support device according to any one of claims 1 to 8,
The potential approach degree calculating means determines the degree of proximity between the host vehicle and the moving body in the virtual state in which the positional relationship in the vehicle width direction between the host vehicle and the moving body is changed by a predetermined distance. A driving support device that calculates the degree of approach. The driving support device according to any one of claims 1 to 9,
The potential approach degree calculating means calculates the degree of approach between the host vehicle and the moving body as the potential approach degree in the virtual state in which the traveling direction of the host vehicle is changed by a predetermined angle. Driving assistance device.   When the current running state of the host vehicle and the current running state of the moving body are continued, the degree of approach between the own vehicle and the moving body is calculated as an apparent approach degree, and the running state of the own vehicle and the moving body are calculated. In the virtual state where the relationship with the traveling state of the vehicle is changed, the degree of approach between the host vehicle and the moving body is calculated as a potential approach degree, It is determined which of the first driving assistance corresponding to the apparent approaching degree and the second driving assistance corresponding to the potential approaching degree is performed, and based on the determination result, the first driving assistance or A driving support method comprising performing the second driving support.

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