JP6368742B2 - Vehicular travel support apparatus and travel support method - Google Patents

Description

  The present invention relates to a vehicle travel support apparatus and a travel support method for preventing accidents such as encounter collisions by wireless inter-vehicle communication.

  In recent years, wireless communication systems in the 700MHz band have enabled the status of surrounding vehicles, traffic information, and pedestrians between base stations installed on the roadside and mobile stations mounted on vehicles, and between mobile stations of vehicles. Standards for wireless communication systems have been established for the purpose of providing support for avoiding the risk of traffic accidents by transmitting and receiving information related to safe driving support such as presence / absence (Non-Patent Document 1, Non-Patent Document) 2).

  In the above wireless communication system, broadcast communication of a single transmission channel (frequency) is performed by a communication control procedure of CSMA / CA (Carrier Sense Multiple Access / Collision Avoidance). For this reason, when a large-capacity inter-vehicle communication is performed, there is a problem that the number of vehicles that can be supported simultaneously is limited.

  On the other hand, in the determination of whether or not the vehicle collides, the determination accuracy is improved as the mutual vehicle state information (vehicle speed, vehicle azimuth angle, longitudinal acceleration, etc.) increases. In addition, when braking is not in time, it may be possible to avoid collision by accelerating and passing through, and it is desirable that detailed vehicle state information can be acquired.

  For this reason, Patent Document 1 informs the occupant when there is a possibility of a collision with another moving body by means of a vehicle driving support system that performs inter-vehicle communication using an in-vehicle terminal mounted on the vehicle. When the number is large, a configuration is disclosed in which a collision possibility is calculated by a method with a small amount of calculation by regarding other moving objects in proximity as one moving object.

JP 2005-10935 A

"700MHz band Intelligent Transport System Standard (ARIB STD-T109) 1.0 Version", General Incorporated Association, Radio Industry Association, February 14, 2012 "700MHz Band Intelligent Vehicle Traffic System Experimental Vehicle-to-Vehicle Communication Message Guide Version 1.0", ITS Information Communication System Promotion Conference, March 31, 2014

  According to the prior art of Patent Document 1, the amount of calculation is reduced by selecting one approaching from a plurality of other moving bodies, but based on the possibility of collision between the host vehicle and the other moving bodies, it is necessary. It is not mentioned that the determination accuracy (information amount) changes.

  An object of this invention is to provide the vehicle travel assistance apparatus which set information amount based on the collision possibility of the own vehicle and another moving body.

In order to solve the above-described problem, the vehicle travel support device of the present invention includes:
A vehicle-to-vehicle communication control unit that communicates vehicle information including the current position of the host vehicle or other vehicle and the expected arrival position after a predetermined time, between the vehicles;
A determination unit that determines the possibility of collision between the host vehicle and the other vehicle based on the current position of the host vehicle and the other vehicle and a predicted arrival position after a predetermined time; and
The determination result of the determination unit, when the collision possibility is present, as compared with the case where there is no collision possibility, the amount of information of the vehicle information of the vehicle or the other vehicle is processed by the inter-vehicle communication control unit Was increased.
By doing so, the amount of movement information used for driving support is changed according to the possibility of a collision between the host vehicle and another vehicle, so that the calculation amount is appropriately set according to the possibility of the collision. be able to.

In the above vehicle travel support device,
The vehicle information of the host vehicle includes information on a current position and an expected arrival position after a predetermined time,
The vehicle information of the other vehicle includes information on a current position and an expected arrival position after a predetermined time,
The determination unit obtains the travel trajectories of the host vehicle and the other vehicle from information on the current position and an expected arrival position after a predetermined time,
When the traveling locus of the own vehicle and the traveling locus of the other vehicle intersect each other, the information amount of the vehicle information of the own vehicle or the other vehicle processed by the inter-vehicle communication control unit is increased.
In this way, the amount of information can be increased when the possibility of a collision is high, so the amount of computation required for driving support can be reduced and the possibility of a collision is possible when the possibility of a collision is low. When the property is high, the determination accuracy can be increased.

Furthermore, in the above vehicle travel support device,
The vehicle information of the other vehicle that increases includes at least vehicle speed information and acceleration / deceleration information,
The collision position between the host vehicle and the other vehicle is obtained from the vehicle position information, the vehicle speed information, and the acceleration / deceleration information, and braking is performed so as to avoid the collision.
By doing in this way, when there is a possibility of a collision, the collision position is calculated and automatic braking is performed, so that it is possible to achieve both suppression of increase in the amount of calculation and driving support for suppressing collision.

Furthermore, in the above vehicle travel support device,
It has map information that memorizes the classification of priority and non-priority roads,
By referring to the map information based on the position information and determining that the host vehicle is not traveling on the priority road, the collision avoidance braking is performed.
In this way, since the possibility of collision is determined when the host vehicle is not determined to be a priority road, driving assistance is not performed more than necessary, and passenger discomfort can be reduced.

  According to the present invention, the communication load of inter-vehicle communication can be reduced by changing the amount of information (communication amount) used for driving support in accordance with the possibility of a collision between the host vehicle and another vehicle.

It is a figure explaining the outline | summary of the driving assistance of embodiment. It is a figure which shows the data frame structure of a simple message. It is a figure which shows the data frame structure of a detailed message. It is a figure explaining the composition of the driving support device of an embodiment. It is a figure explaining the sequence of the vehicle-to-vehicle communication between A vehicle and B vehicle. It is a figure explaining the control flow of the driving assistance device of an embodiment. It is a figure explaining the outline | summary of the driving assistance in the case of a several vehicle.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
First, the outline of the driving assistance of the embodiment will be described with reference to FIG.
FIG. 1 is a diagram illustrating a case where a vehicle A traveling on a non-priority road and a vehicle B traveling on a priority road cross each other at an intersection with poor visibility.

  Specifically, the A vehicle and the B vehicle travel from the position of “circled ×” indicating the current location at time t to the position of “double circle” indicating the expected arrival location at time t + T after T seconds. Represents. The solid line segment in the figure represents the vehicle travel locus from time t to time t + T.

As shown in FIG. 1, when a line segment (solid line from “circled x mark” to “double circled mark”) representing the vehicle traveling trajectory for T seconds of vehicle A and vehicle B intersects vehicle A And the vehicle B may collide with each other, or a dangerous state such as crossing the traveling road in close proximity may occur.
In the travel support device and the travel support method of the embodiment, collision avoidance or danger avoidance is performed as follows.

A vehicle and B vehicle, for example, by the inter-vehicle communication of the 700 MHz band wireless communication system formulated in Non-Patent Document 1, the position information of the A vehicle and the B vehicle is a simple message for inter-vehicle communication every second. It is notified (processed) to each other.
Although details will be described later, the B vehicle receives the position information of the A vehicle at the time t, which is the current location, and the position information of the A vehicle at the time t + T, which is the planned arrival location calculated by the A vehicle, as a simple message. Then, the vehicle A receives the position information of the vehicle B at the time t, which is the current location, and the position information of the vehicle B at the time t + T, which is the planned arrival location calculated by the vehicle B, as a simple message.

Vehicles A and B, which have received the position information of other vehicles as a simple message for inter-vehicle communication, intersect the vehicle travel trajectory (the solid line segment in FIG. 1) from time t to time t + T of the own vehicle and the other vehicle, respectively. It is determined whether or not to do.
For example, the intersection determination of the line segments is based on the positional information of the four vehicles, with the travel locus of one vehicle as a boundary line, and the current location and the planned arrival point of the other vehicle on both sides of the boundary line. This is done by checking whether it exists.

In the example of FIG. 1, the A vehicle and the B vehicle obtain the same intersection determination result as to whether or not the vehicle travel trajectories intersect.
Based on the determination result that the vehicle traveling trajectories intersect, the A vehicle traveling on the non-priority road performs collision avoidance or danger avoidance. Vehicle B traveling on the priority road increases the amount of information of inter-vehicle communication so that vehicle A can calculate the collision point and the proximity point, and the detailed vehicle traveling state such as vehicle speed, traveling direction, deceleration G, etc. As a detailed message (see FIG. 2 for details). The vehicle A calculates the collision point and the proximity point from the traveling state of the own vehicle and the traveling state of the other vehicle (B vehicle), and calculates the braking start point so as to stop before the collision point and the proximity point. . As a result, the A vehicle does not collide with or approaches the B vehicle, so that collision avoidance or danger avoidance can be performed.

Whether the vehicle is traveling on the non-priority road or the priority road can be acquired from the map information mounted on each of the A vehicle and the B vehicle.
Moreover, you may acquire whether each of A vehicle and B vehicle is drive | working the non-priority road or the priority road by road-to-vehicle communication.
When it is not possible to determine non-priority road driving or priority road driving, both the A vehicle and the B vehicle notify the detailed driving state of the vehicle by a detailed message, and avoid collision with other vehicles or avoid danger. I do.

In the 700 MHz band wireless communication system of Non-Patent Document 1, broadcast transmission of a single transmission channel (frequency) is performed by a CSMA / CA communication control procedure. Location information notification timing is different. Moreover, the timing at which each vehicle acquires position information is also different.
Therefore, when communicating the position information, it is more preferable to notify the values of time t and time t + T, and the received vehicle may correct the position information of the current location and the planned arrival location by interpolation or extrapolation.

The time after T seconds as the planned destination is the time when the maximum braking is performed at time t and the stop time until the vehicle stops before the vehicle travel locus of the opponent vehicle has elapsed.
Assuming that the vehicle speed is C [m / s] and the maximum braking acceleration is D [m / s ^ 2], the time from the vehicle speed C to the stop is C / D [ s]. Further, if the time for secondary collision determination (until exchange of detailed information and determination of collision) is E [s], the delay including communication is α [s], and the margin is β [s], time T = C / D + E + α + β.

  As specific values of the time T, the vehicle speed C is 19.4 (70 Km / h), the maximum braking acceleration is D: 2.0, the secondary collision determination time E is 0.1, and the delay α is 0. .3, T = 10.1 seconds.

Next, a simple message including position information notified by inter-vehicle communication will be described with reference to FIG. 2A, and a detailed message including vehicle running state information will be described with reference to FIG. 2B.
In inter-vehicle communication such as Non-Patent Document 1, information communication other than position information and vehicle running state information can be performed, but the description is omitted here.

FIG. 2A is a diagram for explaining a data frame configuration of a simple message.
The vehicle ID 21 is an identifier (32 bits) of a transmission vehicle, and is information indicating a transmission vehicle of a simple message communicated by inter-vehicle communication. Thus, the vehicle that has received the message can specify the transmitting vehicle.
The time information 22 is information corresponding to the above-described time t, and is time information (32 bits) in which the contents of the vehicle position information and running state information of the message to be transmitted are determined, and the hour (7 bits) and minutes (8 bits). , Has a size of 16 seconds.

The position information 23 is current position information represented by the latitude (32 bits) and longitude (32 bits) of the vehicle detected by a GPS (Global Positioning System) mounted on the vehicle.
The scheduled arrival position information 24 is position information scheduled to reach the time t + T, and is position information represented by latitude (32 bits) and longitude (32 bits) of the vehicle. Further, the scheduled arrival position information 24 includes elapsed time T seconds (16 bits).

The arrival position information 24 is based on the information on the current position of the position information 23 and the current driving state (traveling direction / speed / acceleration in the front / rear direction / acceleration in the left / right direction, etc.) Obtained by performing position estimation calculation.
Thereby, since it is not necessary to estimate and calculate the arrival position of the transmitting vehicle at time t + T in the receiving vehicle for inter-vehicle communication, the processing load on the receiving vehicle can be reduced. In addition, since it is not necessary to communicate vehicle running state information necessary for estimating the estimated arrival position, the communication load of inter-vehicle communication can be reduced.

A transmission cycle 25 indicates a message transmission cycle. In the simple message of FIG. 2A, it is 1 second, for example.
Next, the data frame structure of the detailed message will be described with reference to FIG. 2B.

  The detailed message data frame shown in FIG. 2B includes travel direction information 261, vehicle speed information 262, deceleration G information 263, lateral G information 264, accelerator opening information 265, and brake operation information 266 in addition to the simple message of FIG. 2A. It is the structure which added the information of the driving state of a vehicle.

The traveling direction information 261 represents the traveling azimuth angle (16 bits) of the host vehicle, and is information in which a clockwise angle is set with north being 0 degree.
The vehicle speed information 262 represents speed information (16 bits) of the host vehicle.
The deceleration G information 263 represents acceleration information (16 bits) in the front-rear direction of the host vehicle, and the direction is indicated by the sign.
The lateral G information 264 represents acceleration information (16 bits) in the left-right direction of the host vehicle, and the direction is indicated by the sign.
The accelerator opening information 265 represents the operation amount (8 bits) of the accelerator pedal.
The brake operation information 266 indicates whether or not the brake pedal is operated (2 bits).

Here, the scheduled arrival position information 24 is not referred to by a vehicle that performs collision or danger avoidance, but is scheduled to arrive at time t + T so that it can be determined whether or not other vehicles cross the vehicle trajectory. The position information is calculated and notified.
The transmission cycle 25 is, for example, 1 ms in the detailed message of FIG. 2B.

Next, the configuration of the travel support apparatus according to the embodiment will be described with reference to FIG.
The vehicle position detector 301 detects the position information of the host vehicle by GPS. Moreover, you may make it acquire the positional information on the own vehicle from a car navigation system.
The yaw rate detector 302 is mounted so as to be parallel to the vertical axis of the vehicle, and detects a rotational angular velocity (yaw rate) around the vertical axis of the vehicle.
The acceleration detector 303 is fixed horizontally near the position of the center of gravity of the vehicle, and detects accelerations in the front-rear and left-right directions of the center of gravity of the vehicle.
The wheel speed detector 304 is attached to each wheel and detects the rotational angular velocity of each wheel.
The vehicle speed calculator 305 calculates the vehicle speed of the host vehicle based on the rotational angular velocity of each wheel detected by the wheel speed detector 304.

  The own vehicle position estimation calculator 306 adds the yaw rate detected by the yaw rate detector 302 to the position information of the own vehicle at the time t detected by the vehicle position detector 301 and the front / rear / left / right directions of the vehicle detected by the acceleration detector 303. And the vehicle speed of the host vehicle calculated by the vehicle speed calculator 305 are calculated to calculate the estimated arrival position at time t + T.

The inter-vehicle communication control unit 309 uses the position information of the own vehicle detected by the vehicle position detector 301 as the position information 23 (see FIG. 2A) of the own vehicle at time t, and the position information calculated by the own vehicle position estimation calculator 306. As a scheduled arrival position information 24 at time t + T (see FIG. 2A), a simple message is formed and transmitted to other vehicles by inter-vehicle communication.
In addition, the inter-vehicle communication control unit 309 receives a simple message from another vehicle.

  The other vehicle information acquisition unit 310 acquires the position information of the other vehicle at time t and the expected arrival position information of the other vehicle at time t + T from the simple message of the other vehicle received by the inter-vehicle communication control unit 309. At this time, the other vehicle is identified by the vehicle ID 21 of the simple message.

The collision determination unit 307 includes the travel locus of the other vehicle determined from the position information of the other vehicle acquired by the other vehicle information acquisition unit 310 and the expected arrival position information, the position information of the host vehicle detected by the vehicle position detector 301, and the host vehicle. It is determined whether or not the traveling locus of the host vehicle determined from the estimated arrival position information calculated by the position estimation calculator 306 intersects.
When it is determined that the traveling trajectories intersect, the collision determination unit 307 refers to the map information 308 based on the position information of the own vehicle, and the own vehicle is traveling on the priority road or traveling on the non-priority road. Determine whether you are doing.

When the collision determination unit 307 determines that the host vehicle is traveling on the priority road, the collision determination unit 307 instructs the inter-vehicle communication control unit 309 to change the inter-vehicle communication to communication using a detailed message.
The inter-vehicle communication control unit 309 includes travel direction information 261 calculated from the past and present positions of the host vehicle based on the vehicle position detector 301, vehicle speed information 262 of the host vehicle calculated by the body speed calculator 305, and an acceleration detector. A detailed message including deceleration G information 263 and lateral G information 264 detected in 303, accelerator opening information 265 detected by a sensor (not shown), and brake operation information 266 is generated to perform inter-vehicle communication.

  When the collision determination unit 307 determines that the host vehicle is traveling on a non-priority road, the collision determination unit 307 instructs the collision alarm unit 312 to issue a warning to pay attention to the vehicle traveling on the priority road.

Further, the collision determination unit 307 is based on the position information of the own vehicle and the traveling state (vehicle speed, acceleration, etc.) of the own vehicle detected or calculated by the vehicle position detector 301, the acceleration detector 303, and the vehicle speed calculator 305. The time change of the position information of the own vehicle is calculated.
Further, the collision determination unit 307 determines the time of the position information of the other vehicle based on the position information of the other vehicle acquired by the detailed message in the other vehicle information acquisition unit 310 and the information on the traveling state (vehicle speed, acceleration, etc.) of the other vehicle. Calculate the change.

The collision determination unit 307 determines whether the distance between the host vehicle and the other vehicle becomes smaller than a predetermined value and does not approach in the time change of the position information of the host vehicle and the other vehicle. When there is a proximity point, a collision between the host vehicle and another vehicle is estimated.
When the collision is estimated, the collision determination unit 307 calculates the braking start position so that the position at the time of approach is the collision point and stops before the collision point.
Then, the collision determination unit 307 notifies the calculated braking start position to the brake control unit 311 and performs collision avoidance.

  The brake control unit 311 monitors the position of the host vehicle, and starts braking when it reaches the set braking start position.

  Next, the sequence of inter-vehicle communication between the A vehicle and the B vehicle in FIG. 1 will be described with reference to FIG. In the inter-vehicle communication of the 700 MHz band wireless communication system formulated in Non-Patent Document 1, broadcast communication is performed by the CSMA / CA method, and the message output order is not specified. For this reason, in FIG. 4, although the communication sequence which starts from the simple message of B vehicle is shown, it is not restricted to this.

  In step S41, a simple message including the position information of the B vehicle is transmitted from the B vehicle. When the transmission of the simple message of the B vehicle is finished, a simple message including the position information of the A vehicle is output from the A vehicle (S42).

Each of the A vehicle and the B vehicle intersects with the travel trajectory of the A vehicle and the B vehicle for T seconds from the position information of the other vehicle included in the simple message received from the other vehicle and the position information of the own vehicle. It is determined whether or not.
When an intersection occurs, it is determined whether or not the host vehicle is traveling on a priority road. If no intersection occurs, the transmission of simple messages with a predetermined period (1 second) is repeated.

When the host vehicle is traveling on a priority road, the other vehicle shall avoid collision or avoid danger, and send a detailed message at a predetermined cycle (1 ms) so that the collision point and proximity point can be calculated. The position information and the vehicle running state information are notified to other vehicles.
When the host vehicle is not traveling on the priority road, it receives detailed messages including position information of other vehicles and driving state information of the vehicle, calculates collision points and proximity points, and avoids collision or danger avoidance. Do.

In the example of FIG. 1, vehicle A travels on a non-priority road, and vehicle B travels on a priority road.
The vehicle B determines that an intersection occurs in the vehicle travel locus for T seconds from the position information of the vehicle A and the position information of the host vehicle in the simple message received in step S42. And since B vehicle is drive | working the priority road, detailed message transmission of a 1 ms period is repeated (S43-S46).

Vehicle A determines from the location information of vehicle B of the simple message received in step S41 and the location information of the host vehicle that an intersection occurs in the travel locus of the vehicle for T seconds. Then, when a detailed message is received from vehicle B in each of steps S43 to S46, the time change of the distance between vehicle A and vehicle B based on the position information of the host vehicle and other vehicles and the information on the running state It is determined whether the A vehicle and the B vehicle are close to each other within a predetermined value. If there is a proximity point, a collision with another vehicle is estimated, and the position at the time of approach is set as the collision point, and the braking start position is calculated so as to stop before the collision point.
When the vehicle position of the A vehicle reaches the calculated braking start position, braking is started.

Transmission of the simple message of the vehicle A (S47) is continuously performed even during the collision avoidance or danger avoidance process.
The vehicle B determines whether or not the intersection of the vehicle travel trajectory for T seconds between the vehicle A and the vehicle B occurs from the position information of the vehicle A in the simple message in step S47 and the position information of the host vehicle. If it is determined that there is no collision, the transmission of the detailed message is terminated and the process returns to the transmission of the simple message, assuming that the collision is avoided or the danger is avoided.

  When the vehicle A receives a simple message from the vehicle B (S48), it determines whether or not the intersection of the vehicle traveling trajectories of the vehicle A and the vehicle B for T seconds occurs. Alternatively, the braking operation is terminated assuming that the danger has been avoided.

Next, a control flow of the travel support apparatus according to the embodiment will be described with reference to FIG.
The travel support apparatus of the embodiment executes the control flow of FIG. 5 at a predetermined cycle corresponding to the communication interval of the inter-vehicle communication.
First, in step S501, the current position information of the host vehicle detected by the vehicle position detector 301 (see FIG. 3) is acquired, and the expected position information after T time calculated by the host vehicle position estimation calculator 306 is acquired. To do.

Next, the position information and scheduled arrival position information of the other vehicle of the simple message or the detailed message received by the inter-vehicle communication are acquired (S502).
Then, based on the acquired position information and estimated arrival position information of the own vehicle and other vehicles, a travel locus of the vehicle is created (S503), and the presence or absence of a trajectory intersection is determined (S504).
If the vehicle trajectory has a trajectory intersection (Yes in S504), the map information 308 is referred to based on the position information of the host vehicle, and the road includes information indicating whether the road on which the host vehicle travels is a priority road. Information is acquired (S505).

Then, it is determined whether or not the acquired road information has a priority classification indicating whether or not priority road information is included (S506).
If the road information does not have a priority classification (No in S506), the communication mode of inter-vehicle communication of the own vehicle is set to a detailed mode for communicating a detailed message (S516), and the process proceeds to Step S509.
This is because there is no designation of the priority road, so both the own vehicle and the other vehicle perform braking for avoiding collision or avoiding danger, and notify the other vehicle of a detailed message.

When the road information has a priority classification (Yes in S506), it is determined whether or not the host vehicle is traveling on the priority road (S507).
If the host vehicle is traveling on a priority road (Yes in S507), a detailed mode for communicating a detailed message and a communication mode of inter-vehicle communication of the host vehicle for a collision avoidance or danger avoidance braking process of another vehicle (S517), and the process ends.
If the host vehicle is not traveling on the priority road (No in S507), the communication mode of inter-vehicle communication of the host vehicle is set to a simple mode for communicating a simple message (S508), and the process proceeds to step S509.

  In step S509, the time change of the position information of the own vehicle is calculated based on the position information of the own vehicle and the information on the traveling state (vehicle speed, acceleration, etc.) of the own vehicle, and the position information of the other vehicle acquired by inter-vehicle communication. And the time change of the position information of the other vehicle is calculated based on the information on the running state (vehicle speed, acceleration, etc.) of the other vehicle. And the difference of the time change of the positional information of the own vehicle and other vehicles is calculated | required, and the time change of the vehicle distance between the own other vehicles is calculated.

Then, if there is a state in which the vehicle distance between the host vehicle and the other vehicle is smaller than a predetermined value during the time T, a collision determination is made as a vehicle collision state (S510).
If there is no vehicle collision (No in S510), the process ends.

When there is a vehicle collision (Yes in S510), a collision warning is output so as to issue a warning to pay attention to the vehicle traveling on the priority road (S511).
Next, a collision (proximity) position, which is a vehicle position when the vehicle distance between the own vehicle and the other vehicle becomes smaller than a predetermined value, is calculated (S512).
Then, a braking start position of the host vehicle for stopping at the collision (proximity) position is calculated (S513).

In step S514, it is determined whether or not the host vehicle has reached the braking start position based on the position information of the host vehicle. If not reached (No in S514), the process ends.
When the host vehicle has reached the braking start position (Yes in S514), an avoidance brake operation for avoiding a collision or avoiding danger is performed (S515).

If it is determined in step S504 that there is no intersection between the vehicle travel trajectory of the host vehicle and the other vehicle (no step S504), the brake is released if the brake operation is being performed to avoid a collision (S518).
Then, the communication mode of the inter-vehicle communication of the host vehicle is set to the simple mode for communicating the simple message (S519), and the process is terminated.

In the above embodiment, the case of two vehicles, that is, the host vehicle and the other vehicle as shown in FIG. 1 has been described. Next, a case where there are a plurality of other vehicles will be described with reference to FIG.
FIG. 6 shows an intersection where a vehicle A traveling on a non-priority road enters a priority road on which a vehicle B, a vehicle C, and a vehicle D travel.
In the travel locus of each vehicle in FIG. 6, Δ marks indicate the travel intermediate position at time t + T / 2.

  Each vehicle has the driving support device of the embodiment, and transmits the current position information of the vehicle and the position information of the planned destination after T seconds by the simple message of the inter-vehicle communication in FIG. 2A. Thereby, each vehicle can create the traveling locus of the vehicle of the own vehicle and another vehicle, determine the presence or absence of a locus intersection, and determine the possibility of collision.

At this time, since the location information of the destination location is transmitted from each vehicle, even if there are a plurality of other vehicles, the vehicle that has received the inter-vehicle communication is the destination location that is T seconds after the other vehicle. There is no need to calculate position information. For this reason, it is possible to reduce an increase in processing for determining the possibility of collision.
Moreover, since the vehicle which has a locus | trajectory intersection with another vehicle is carrying out the vehicle-to-vehicle communication of the driving | running | working state information of a vehicle by the detailed message of FIG. 2B, the increase in the communication amount in an intersection can be reduced.

In the situation of FIG. 6, the vehicle travel locus of the A vehicle intersects the vehicle travel locus of the B vehicle and the D vehicle. For this reason, the A vehicle traveling on the non-priority road performs braking for collision avoidance or proximity avoidance.
Specifically, the intersections of the travel trajectories of the A vehicle and the D vehicle exist in the trajectory from the time t of the A vehicle to the time t + T / 2 and the trajectory of the D vehicle from the time t + T / 2 to the time t + T. There is a high possibility of passing through the front of the vehicle, and the A vehicle is highly likely to collide with the B vehicle.

However, if the A vehicle performs braking to avoid a collision with the B vehicle, a collision with the D vehicle or a proximity of the C vehicle may occur.
For this reason, it is desirable that the A vehicle stops before the traveling track of the D vehicle.

  Specifically, steps S502 to S504 are performed for each of a plurality of other vehicles in the control flow of FIG. And before step S509, when there are a plurality of trajectory intersections, a branch is made and braking is performed with the trajectory intersection closest to the host vehicle as a collision (proximity) position.

  The present invention is not limited to the embodiments described above, and includes various modifications. The above-described embodiment has been described in detail for easy understanding in the present invention, and is not necessarily limited to the one having all the configurations described.

DESCRIPTION OF SYMBOLS 301 Vehicle position detector 302 Yaw rate detector 303 Acceleration detector 304 Wheel speed detector 305 Vehicle body speed calculator 306 Own vehicle position estimation calculator 307 Collision determination unit 308 Map information 309 Inter-vehicle communication control unit 310 Other vehicle information acquisition unit 311 Brake control unit 312 Collision warning unit

Claims (6)

A vehicle-to-vehicle communication control unit that communicates vehicle information including the current position of the host vehicle or other vehicle and the expected arrival position after a predetermined time, between the vehicles;
A determination unit that determines the possibility of collision between the host vehicle and the other vehicle based on the current position of the host vehicle and the other vehicle and a predicted arrival position after a predetermined time; and
The determination result of the determination unit, when the collision possibility is present, as compared with the case where there is no collision possibility, the amount of information of the vehicle information of the vehicle or the other vehicle is processed by the inter-vehicle communication control unit A vehicle driving support device characterized by increasing the driving force. The vehicle travel support device according to claim 1,
The vehicle information of the host vehicle includes information on a current position and an expected arrival position after a predetermined time,
The vehicle information of the other vehicle includes information on a current position and an expected arrival position after a predetermined time,
The determination unit obtains the travel trajectories of the host vehicle and the other vehicle from information on the current position and an expected arrival position after a predetermined time,
When the traveling locus of the own vehicle and the traveling locus of the other vehicle intersect, the information amount of the vehicle information of the own vehicle or the other vehicle processed by the inter-vehicle communication control unit is increased. A vehicle driving support device. The vehicle travel support device according to claim 2,
The vehicle information of the other vehicle that increases includes at least vehicle speed information and acceleration / deceleration information,
A vehicular travel support apparatus characterized in that a collision position between the host vehicle and another vehicle is obtained from the position information of the vehicle, the vehicle speed information, and acceleration / deceleration information, and braking is performed so as to avoid the collision. The vehicle travel support device according to claim 3,
It has map information that memorizes the classification of priority and non-priority roads,
A vehicular travel support apparatus that performs collision avoidance braking when it is determined that the host vehicle is not traveling on a priority road with reference to the map information based on position information. A driving support method for a vehicle driving support device that performs driving support by inter-vehicle communication,
Transmitting vehicle information composed of position information of the host vehicle at a predetermined time and position information of an expected arrival position after a predetermined time;
Receiving vehicle information composed of position information of a predetermined time of another vehicle and position information of an expected arrival position after a predetermined time;
Obtaining each traveling locus of the host vehicle and the other vehicle based on the positional information of the host vehicle and the other vehicle;
Determining whether the traveling locus of the host vehicle and the traveling locus of another vehicle intersect;
When the traveling trajectories cross each other, at least the vehicle speed information and acceleration / deceleration information at the predetermined time of the own vehicle used when the other vehicle performs collision avoidance or proximity avoidance braking, the position of the own vehicle at the predetermined time and the predetermined time. A step of transmitting as vehicle information in addition to the position information of the later planned arrival position;
A driving support method characterized by comprising: A driving support method for a vehicle driving support device that performs driving support by inter-vehicle communication,
Transmitting vehicle information composed of position information of the host vehicle at a predetermined time and position information of an expected arrival position after a predetermined time;
Receiving vehicle information composed of position information of a predetermined time of another vehicle and position information of an expected arrival position after a predetermined time;
Obtaining each traveling locus of the host vehicle and the other vehicle based on the positional information of the host vehicle and the other vehicle;
Determining whether the traveling locus of the host vehicle and the traveling locus of another vehicle intersect;
In the case where the traveling trajectories intersect, at least vehicle speed information and acceleration / deceleration information at a predetermined time of the other vehicle, and a position of the other vehicle at a predetermined time and a predetermined time, which are used when the host vehicle performs collision avoidance or proximity avoidance braking. Receiving vehicle information comprising position information of a later expected arrival position;
Obtaining a collision position between the own vehicle and the other vehicle from the received vehicle information of the other vehicle, the position information of the own vehicle, the vehicle speed information, and the acceleration / deceleration information, and braking to avoid the collision;
A vehicle driving support method for a vehicle driving support device.

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