JP6834170B2 - Driving support method and driving support system - Google Patents

Description

The present invention relates to a driving support method and a driving support system that generate a control signal for causing a controlled vehicle to perform a risk reduction action.

Conventionally, when the preceding vehicle is sensed by a radar or the like and the traffic obstruction behavior is detected based on the behavior of the preceding vehicle, the risk associated with the traffic obstruction behavior is calculated, and then information is provided to secure the distance between vehicles according to the risk. A driving support method and a driving support system are considered (see, for example, Patent Document 1). In addition, in this specification, the traffic obstruction behavior means the behavior which may disturb a group of vehicles, the behavior which may obstruct the flow of traffic, or the behavior which may induce a traffic obstacle. It shall be.

Japanese Unexamined Patent Publication No. 2003-11755

By the way, in the case of providing information according to the risk associated with the traffic obstruction behavior obtained by sensing the preceding vehicle, the risk is not calculated unless the traffic obstruction behavior becomes apparent, and the information on the risk cannot be provided. However, if information is provided for risk reduction after the traffic obstruction behavior actually occurs, there is a problem that in some cases, the risk may be involved before the risk reduction behavior is taken.

The present invention has been made by paying attention to the above problem, and is for accurately grasping the potential risk of a general vehicle and causing a controlled vehicle to perform a risk reduction action before the traffic obstruction behavior becomes apparent. It is an object of the present invention to provide a driving support method and a driving support system that enable appropriate control.

In order to achieve the above object, the driving support method of the present invention includes information on past traffic obstruction behavior of general vehicles and traffic obstruction behavior based on the driving history of general vehicles other than the controlled vehicle acquired from the driving history database. The location information on which the vehicle has occurred and the location information on which the vehicle has occurred are extracted, and the risk of this general vehicle is set for each road environment determined from the location where the traffic obstruction behavior occurs. On the other hand, the road environment in which the controlled vehicle exists is determined based on the position information of the controlled vehicle. Then, using the position information of the controlled vehicle, the position information of the general vehicle, the risk of the general vehicle set for each road environment, and the information of the road environment in which the controlled vehicle exists, the controlled vehicle A risk reduction action is determined, and a risk reduction control signal for causing the controlled vehicle to perform this risk reduction action is generated. Furthermore, when deciding the risk reduction behavior of the controlled vehicle, a general vehicle with a high risk depends on the distance from the environmental judgment switching point, which is the standard for identifying the road environment in which the controlled vehicle exists, to the controlled vehicle. It is possible to select the first risk reduction action to reduce the risk of the controlled vehicle by changing lanes to a lane that does not approach the vehicle, or to wait for the implementation of the lane change and reduce the risk in the current vehicle positional relationship. Determine whether to select a second risk reduction action that moves to a position and reduces the risk of the controlled vehicle.

According to the present invention, the risk of a general vehicle is set based on information on traffic obstruction behavior and information on the road environment, and is determined according to the road environment in which the controlled vehicle exists. be able to. As a result, the potential risk of general vehicles can be accurately grasped. Then, before the traffic obstruction behavior becomes apparent, it is possible to appropriately control the controlled vehicle to perform the risk reduction behavior.

It is a block diagram which shows the structure of the driving support system of Example 1. FIG. It is explanatory drawing which shows the relationship between the position of the controlled vehicle, and the selectable risk reduction action. It is explanatory drawing which shows the relationship between the position of the controlled vehicle, and the selectable risk reduction action. It is explanatory drawing which shows the risk reduction action reference point when a visual condition condition is satisfied. It is explanatory drawing which shows the risk reduction action reference point when a visual condition is not satisfied. It is a map showing the relationship between the risk of the preceding vehicle (preceding vehicle group) and the risk reduction action reference point. It is a flowchart which shows the traffic obstruction behavior extraction processing procedure executed by the driving support controller of the driving support system of Example 1. It is a flowchart which shows the vehicle risk accumulation processing procedure executed by the driving support controller of the driving support system of Example 1. It is a flowchart which shows the vehicle risk accumulation processing procedure executed by the driving support controller of the driving support system of Example 1. It is a flowchart which shows the vehicle risk judgment processing procedure executed by the driving support controller of the driving support system of Example 1. It is a flowchart which shows the vehicle risk judgment processing procedure executed by the driving support controller of the driving support system of Example 1. It is a flowchart which shows the risk reduction action decision processing procedure executed by the driving support controller of the driving support system of Example 1. It is a flowchart which shows the risk reduction action decision processing procedure executed by the driving support controller of the driving support system of Example 1. It is a figure which shows an example of the traffic obstruction behavior flag generated by the traffic obstruction behavior extraction unit provided in the driving support system of Example 1. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a figure which shows an example of the risk reduction action determined in Example 1. FIG. It is a block diagram which shows the structure of the driving support system of Example 2. It is a block diagram which shows the structure of the driving support system of Example 3.

Hereinafter, a mode for implementing the driving support method and the driving support system of the present invention will be described with reference to Examples 1 to 3 shown in the drawings.

(Example 1)
First, the configuration of the driving support system of the first embodiment is determined as "overall configuration", "procedure for extracting traffic obstruction behavior", "procedure for accumulating the risk of each vehicle", and "risk of each vehicle". The procedure for determining the risk reduction action to be taken by the controlled vehicle will be explained separately.

[overall structure]
FIG. 1 is a block diagram showing a configuration of the driving support system of the first embodiment. Hereinafter, the overall configuration of the driving support system of the first embodiment will be described with reference to FIG.

As shown in FIG. 1, the driving support system 100 of the first embodiment has a driving support controller 3 (controller) provided in the control center S (infrastructure) and a vehicle control unit 9 (controller) provided in the controlled vehicle 2. ) And. The driving support system 100 is an infrastructure-coordinated driving support system that supports the driving of the controlled vehicle 2 by exchanging information between the driving support controller 3 and the vehicle control unit 9 by wireless communication. Further, the driving support system 100 uses the driving support controller 3, which is a controller, as a hardware resource for realizing a driving support method for providing driving support when the controlled vehicle 2 is traveling.

The driving support controller 3 is composed of, for example, a computer having a CPU (Central Processing Unit), various programs, and the like, and includes a traffic obstruction behavior extraction unit 31, a vehicle risk accumulation unit 32, a vehicle risk determination unit 33, and a risk reduction. It includes an action determination unit 34 and a risk reduction control signal generation unit 35. The driving support controller 3 acquires necessary information from the driving history database 101, the vehicle risk database 102, and the map database 103 mounted on the control center S, and issues a control command to control the running state of the controlled vehicle 2. Output.

In addition, the "vehicle risk" here means the possibility of exerting an influence on other vehicles due to the traffic obstruction behavior of the own vehicle. However, the risk in reducing the risk of a vehicle means that the controlled vehicle may be affected by the traffic obstructive behavior of another vehicle. Further, the "vehicle group risk" here means the possibility of exerting an influence due to the traffic obstructive behavior as a vehicle group on a vehicle that does not form the vehicle group. However, the risk in reducing the risk of a vehicle group means that the controlled vehicle that does not form the vehicle group may be affected by the traffic obstruction behavior as the vehicle group.

On the other hand, in the general vehicle 4, the speed, acceleration / deceleration, brake lamp lighting state, inter-vehicle distance from the latest preceding vehicle, and the position information of the latest preceding vehicle are measured by the camera 41 and the radar 42. The general vehicle 4 measures the vehicle data such as the speed, acceleration (front-rear direction acceleration, left-right direction acceleration), yaw rate of the own vehicle, and the position information of the own vehicle by the vehicle sensor 43. Further, the accelerator opening degree is measured from the accelerator 44, the brake operation amount is measured from the brake 45, and the steering amount and winker information are measured from the steering wheel 46.

Here, the speed, acceleration / deceleration, brake lamp lighting state, and inter-vehicle distance from the latest preceding vehicle (mainly driving behavior information related to driving behavior) are collectively referred to as vehicle information of the preceding vehicle. In addition, the speed, acceleration (front-rear direction acceleration, left-right direction acceleration), yaw rate, accelerator opening, brake operation amount, steering amount, and winker information of the own vehicle (mainly driving behavior information related to driving behavior) are collectively collected. It will be called the vehicle information of.

The general vehicle 4 records the position information of the latest preceding vehicle, the position information of the own vehicle, the vehicle information of the preceding vehicle, and the vehicle information of the own vehicle in the traveling state recording unit 48. The recorded information and the vehicle ID of the own vehicle are transmitted to the control center S by the communication unit 47 by wireless communication at predetermined intervals.

Further, the controlled target vehicle 2 also uses the camera 21 and the radar 22 to obtain the speed, acceleration / deceleration, brake lamp lighting state, inter-vehicle distance from the latest preceding vehicle, and the position information of the latest preceding vehicle, as in the general vehicle 4. measure. The controlled vehicle 2 measures the vehicle data such as the speed, acceleration (front-rear direction acceleration, left-right direction acceleration), yaw rate of the own vehicle, and the position information of the own vehicle by the vehicle sensor 23. Further, the controlled vehicle 2 measures the accelerator opening degree from the accelerator 24, the brake operation amount from the brake 25, and the steering amount and winker information from the steering 26. Similar to the general vehicle 4, the controlled vehicle 2 records the position information of the nearest preceding vehicle, the position information of the own vehicle, the vehicle information of the preceding vehicle, and the vehicle information of the own vehicle in the traveling state recording unit 28. The recorded information and the vehicle ID of the own vehicle are transmitted to the control center S by the communication unit 27 by wireless communication at predetermined intervals.

Further, in the controlled vehicle 2, the communication unit 27 receives a risk reduction control signal transmitted via the communication unit (not shown) of the control center S, and the vehicle is based on the received risk reduction control signal. The control unit 29 controls the accelerator 24, the brake 25, and the steering 26.
The vehicle control unit 9 is composed of a computer having a CPU, ROM, RAM, an interface circuit, an inverter circuit, and the like.

At the control center S, the driving behavior and the vehicle position-related information transmitted from the general vehicle 4 and the controlled vehicle 2, respectively, are the position information of the latest preceding vehicle, the position information of the own vehicle, and the vehicle information of the preceding vehicle. , The vehicle information of the own vehicle and the vehicle ID of the own vehicle are collected and stored in the driving history database 101 as driving history data.

The traffic obstruction behavior extraction unit 31 uses the traffic obstruction behavior performed by the vehicle and the traffic obstruction for each vehicle from the data related to the driving behavior information mainly related to the driving behavior in the driving history data accumulated in the driving history database 101. Extract the position where the action occurred.

The vehicle risk accumulation unit 32 sets the risk of each vehicle on the road environment based on the information on the traffic obstruction behavior of each vehicle extracted by the traffic obstruction behavior extraction unit 31 and the position where the traffic obstruction behavior occurs, and the map database 103. It is set for each, and the risk of each vehicle for each road environment, which is the setting result, is accumulated in the vehicle risk database 102.
The "road environment" refers to the structural condition of the road on which the vehicle is traveling (for example, straight road, curve, tunnel, slope, intersection, etc.) and the environmental condition of the road (for example, weather, etc.). Time zone, road surface condition, surrounding landscape, etc.). Based on the information about the location where the traffic obstruction behavior occurred, the road environment where the traffic obstruction behavior occurred is judged.

In the vehicle risk determination unit 33, first, from the driving history database 101, the positions of the current controlled vehicle 2 and the vehicles around the controlled vehicle 2 (general vehicles 4 located within a predetermined range around the controlled vehicle) and the like. Get information about speed. Next, the road environment in which the controlled vehicle 2 is approaching is specified based on the position of the controlled vehicle 2 and the map database 103. Then, the risk of the surrounding vehicle matching the specified road environment is acquired from the vehicle risk database 102. Finally, the vehicle groups around the controlled vehicle 2 are specified, and the risk of each vehicle group is determined. The vehicle group is specified based on the positional relationship between surrounding vehicles and the traveling speed. In the identification of this vehicle group, it is determined whether or not the vehicle group is formed, and if it is formed, the peripheral vehicles constituting the vehicle group are determined. The risk of a vehicle group is determined based on the risks of the peripheral vehicles that make up the vehicle group.

In this way, when the vehicle risk determination unit 33 determines the risk of vehicles around the controlled vehicle 2, the vehicle risk identifies the road environment in which the controlled vehicle 2 is approaching, and determines the risk that matches the specified road environment. By acquiring from the database 102, the vehicle risk is set from the information on the traffic obstruction behavior and the information on the road environment (position information).
That is, when the vehicle risk determination unit 33 sets the risk of surrounding vehicles from the information on the traffic obstruction behavior, the vehicle risk determination unit 33 includes the information on the road environment (position information) with respect to the information on the traffic obstruction behavior.

In the risk reduction action determination unit 34, first, the risk to be taken by the controlled vehicle 2 based on the distance from the environment judgment switching point, which is the starting point of the road environment in which the controlled vehicle 2 is approaching, to the controlled vehicle 2. Identify the potential for mitigation behavior. That is, whether the first risk reduction action for reducing the risk can be selected by changing the positional relationship between the control target vehicle 2 and the general vehicle 4 according to the distance from the environment judgment switching point to the control target vehicle 2. It is determined whether to select the second risk reduction action that reduces the risk while maintaining the positional relationship between the controlled vehicle 2 and the general vehicle 4.

Here, as shown in FIG. 2A, if the controlled vehicle 2 is farther from the environmental judgment switching point B (curve approach point) than the risk reduction action reference point A, that is, the controlled vehicle 2 reduces the risk. If it exists on the front side of the action reference point A in the direction of travel, the first risk reduction action can be selected. As a result, it is possible to take positive action to reduce the risk before encountering the risk.

On the other hand, as shown in FIG. 2B, if the controlled vehicle 2 is closer to the environmental judgment switching point B than the risk reduction action reference point A, that is, the controlled vehicle 2 passes the risk reduction action reference point A. If so, select the second risk reduction action. As a result, the risk can be reduced by waiting for the implementation of positive actions to reduce the risk and moving to the position where the vehicle risk is the lowest while maintaining the positional relationship with the surrounding vehicles.

Here, the "risk reduction action reference point A" is a point that serves as a criterion for determining whether to select the first risk reduction action or the second risk reduction action, and is before the road environment changes (Fig.). In the case of 2A and FIG. 2B, it is a limit point at which the first risk reduction action can be selected before entering the curve).
Further, the "environmental judgment switching point B" is a point that serves as a reference when specifying the road environment in which the controlled vehicle 2 exists, and is a position where the road environment changes (for example, from a straight road to a curve). This environment judgment switching point B is set based on the map database 103.

Further, the risk reduction action reference point A is set at a position farther from the environment judgment switching point B in the driving state that does not satisfy the preset visual recognition condition than in the driving state that satisfies the visual recognition condition. Here, the "visual condition" is a condition that can be determined to ensure a certain level of visibility, for example, in the daytime or in fine weather. That is, a running state that does not satisfy the visibility condition is a running state with poor visibility such as at night, in rainy weather, or when fog is generated.
In the first embodiment, as shown in FIG. 3A, when the visual field condition is satisfied (good visibility), the distance from the environmental judgment switching point B to the risk reduction action reference point A is set to X meters (for example, 200 meters). ). On the other hand, as shown in FIG. 3B, when the visual field condition is not satisfied (poor visibility), the distance from the environmental judgment switching point B to the risk reduction action reference point A is preset Y (> X) meters (for example, 400). Set to (meters).

Further, the risk reduction action reference point A is set at a position farther from the environment judgment switching point B as the risk of the general vehicle 4 (preceding vehicle / preceding vehicle group) located in front of the controlled vehicle 2 increases. That is, the risk reduction action reference point A sets the distance from the environment judgment switching point B set according to the visibility to the risk reduction action reference point A according to the risk of the general vehicle 4 (preceding vehicle / preceding vehicle group). It is finally set by correction.
In the first embodiment, as shown in FIG. 4, as the risk of the general vehicle 4 (preceding vehicle / preceding vehicle group) increases, the environment judgment switching point B set according to the visibility to the risk reduction action reference point A Increase the correction distance to be added to the distance of. As a result, the higher the risk of the general vehicle 4 (preceding vehicle / preceding vehicle group) located in front of the controlled vehicle 2, the risk reduction action reference point A is set at a position farther from the environment judgment switching point B.

Then, when the risk reduction action determination unit 34 identifies the possibility of the risk reduction action to be taken by the controlled vehicle 2, the controlled vehicle 2 and the vehicle group around the controlled vehicle are within the range of the possibility. Based on the relative position, relative speed, and risk of the vehicle group, the risk reduction action of the controlled vehicle 2 is determined after grasping the current road environment in which the controlled vehicle 2 is traveling. On the other hand, if there is no risk reduction action that the controlled vehicle 2 can take in the current road environment, the surrounding road data is acquired from the map database 103, and the controlled vehicle 2 searches for a route that can reduce the risk. Traveling on this risk-reducable route is also one of the risk-reducing actions of the controlled vehicle 2.

The risk reduction control signal generation unit 35 generates a risk reduction control signal for causing the control target vehicle 2 to perform the risk reduction action to be taken by the control target vehicle 2 determined by the risk reduction action determination unit 34. The generated risk reduction control signal is transmitted to the controlled target vehicle 2 by the communication function of the risk reduction control signal generation unit 35.

Then, as described above, the controlled target vehicle 2 receives the risk reduction control signal transmitted from the control center S by the communication unit 27. In the controlled vehicle 2, the vehicle control unit 29 controls the accelerator 24, the brake 25, and the steering 26 based on the received risk reduction control signal, and executes the risk reduction action determined by the driving support system 3.

Here, in the present embodiment, the control target vehicle 2 and surrounding vehicles (general vehicle 4) are subjected to extraction of traffic obstruction behavior, setting of vehicle / vehicle group risk, determination of risk reduction behavior, and generation of risk reduction control signal. ) Describes that the driving support controller 3 is not installed, but this embodiment does not impose any restrictions on the execution of each function.

[Procedure for extracting traffic obstruction behavior]
Next, the procedure for extracting the traffic obstructive behavior of each vehicle in the first embodiment will be described with reference to the flowchart shown in FIG. The traffic obstruction behavior extraction unit 31 in the first embodiment extracts the traffic obstruction behavior of each vehicle mainly from the information related to the driving behavior (driving behavior information) in the driving history data.

In step S101 (behavior extraction step), the driving history data is read from the driving history database 101 acquired from the general vehicle 4 and the controlled vehicle 2.

In step S102 (behavior extraction step), has the target vehicle for which traffic obstruction behavior is extracted generated a deceleration of a predetermined value or more in order to determine the presence or absence of sudden braking based on the driving history data read in step S101? Judge whether or not. If YES (deceleration occurs), the process proceeds to step S110 (action extraction step), the sudden braking flag is set to "1", and the position information where the deceleration of a predetermined value or more occurs is saved, and the step is performed. Proceed to S103. If NO (deceleration has not occurred), the process proceeds to step S103 as it is.

In step S103 (behavior extraction step), whether or not the target vehicle for which the traffic obstruction behavior is extracted generated an acceleration of a predetermined value or more in order to determine the presence or absence of sudden acceleration based on the driving history data read in step S101. To judge. In the case of YES (acceleration generation), the process proceeds to step S111 (behavior extraction step), the sudden acceleration flag is set to "1", the position information in which acceleration exceeding a predetermined value is generated is saved, and the process proceeds to step S104. move on. If NO (acceleration has not occurred), the process proceeds to step S104 as it is.

In step S104 (behavior extraction step), whether or not the target vehicle for which the traffic obstruction behavior is extracted causes sudden steering of a predetermined value or more in order to determine the presence or absence of a sudden steering wheel based on the driving history data read in step S101. To judge. If YES (sudden steering occurs), the process proceeds to step S112 (behavior extraction step), the sudden steering flag is set to "1", and the position information in which sudden steering occurs more than a predetermined value is saved, and step S105. Proceed to. If NO (sudden steering has not occurred), the process proceeds to step S105 as it is.

In step S105 (behavior extraction step), in order to determine whether or not there is a signal default (turn right or left), it is determined whether or not the target vehicle for which the traffic obstruction behavior is extracted has turned left or right without issuing a winker. If YES (no winker), proceed to step S113 (action extraction step), set the signal default (turn right / left) flag to "1", and save the position information of turning left / right without issuing a winker. Then, the process proceeds to step S106. If NO (winker implementation), the process proceeds to step S106 as it is.

In step S106 (behavior extraction step), in order to determine whether or not there is a signal default (lane change), it is determined whether or not the target vehicle for which the traffic obstruction behavior is extracted has changed lanes without issuing a winker. If YES (non-winker), proceed to step S114 (action extraction step), set the signal default (lane change) flag to "1", and save the position information of the lane change without issuing a winker. Then, the process proceeds to step S107. If NO (winker implementation), the process proceeds to step S107 as it is.

In step S107 (behavior extraction step), the distance between the vehicle and the preceding vehicle of the target vehicle for which the traffic obstruction behavior is extracted is determined in order to determine whether or not the inter-vehicle distance is not maintained (meaning that the inter-vehicle distance above a predetermined value is not maintained, the same applies hereinafter). Judge whether it is less than the specified distance. If YES (less than or equal to the predetermined inter-vehicle distance), the process proceeds to step S115 (action extraction step), the inter-vehicle non-retention flag is set to "1", the position information where the inter-vehicle non-retention has occurred is saved, and step S108. Proceed to. If NO (more than a predetermined distance between vehicles), the process proceeds to step S108 as it is.

In step S108 (behavior extraction step), in order to determine whether or not the vehicle is wobbling (laterally), it is determined whether or not the lateral displacement of the target vehicle for which the traffic obstruction behavior is extracted is equal to or greater than a predetermined distance. If YES (horizontal displacement predetermined distance or more), the process proceeds to step S116 (behavior extraction step), the vehicle wobble (horizontal) flag is set to "1", and the position information where the vehicle wobble (horizontal) has occurred is set. Save and proceed to step S109. If NO (left-right displacement less than a predetermined distance), the process proceeds to step S109 as it is.

In step S109 (behavior extraction step), in order to determine whether or not the vehicle is wobbling (vertical), it is determined whether or not the speed fluctuation of the target vehicle for which the traffic obstruction behavior is extracted is equal to or greater than a predetermined value. If YES (speed fluctuation predetermined value or more), the process proceeds to step S117 (action extraction step), the vehicle wobble (vertical) flag is set to "1", and the position information where the vehicle wobble (vertical) has occurred is set. Save and finish the process. If NO (less than the specified speed fluctuation value), the process is terminated as it is.

Here, an example of the traffic obstruction behavior flag extracted by the traffic obstruction behavior extraction unit 31 is shown in FIG. The traffic obstruction behavior extraction unit 31 extracts the types of traffic obstruction behaviors, their occurrence positions, and the presence / absence of traffic obstruction behaviors as traffic obstruction behaviors.

When extracting the traffic obstruction behavior of each vehicle, the traffic obstruction behavior extraction unit 31 includes the frequency of occurrence of the traffic obstruction behavior and the degree of risk (for example, the magnitude of deceleration in the case of sudden braking). At least one of the above may be extracted together with the above-mentioned extraction of the type of traffic obstructive behavior and the presence or absence of the traffic obstructive behavior.

Further, in the traffic obstruction behavior extraction unit 31, when there is a vehicle without communication means, the data is interpolated by the information of the vehicle without communication means measured by the sensor of the vehicle around the vehicle. You may.

[Procedure for accumulating the risk of each vehicle]
Next, the procedure for accumulating the risk of each vehicle in the first embodiment for each road environment will be described with reference to the flowcharts shown in FIGS. 6A and 6B. In the vehicle risk accumulation unit 32 in the first embodiment, the risk of each vehicle is set separately for the front-rear direction risk and the left-right direction risk based on the type of the traffic obstruction behavior extracted by the traffic obstruction behavior extraction unit 31.

In step S201, it is determined whether or not one or more traffic obstruction behavior flags set by the traffic obstruction behavior extraction unit 31 are set in the target vehicle for which the risk is set. If YES (with a flag), the process proceeds to step S202. If NO (no flag), proceed to the end and end the process.
The presence or absence of the traffic obstruction behavior flag is determined based on the data accumulated in the vehicle risk database 102.

In step S202 (risk setting step), the vehicle risk data set in the past of the target vehicle is read from the vehicle risk database 102 together with the position information where the risk has occurred, and the process proceeds to step S203.

In step S203 (risk setting step), the vehicle risk data including the position information read in step S202 is referred to as the map information in the map database 103, and the traffic obstruction behavior recorded in the read vehicle risk data is a straight line. Determine if it occurred on the road. If YES (occurs on a straight road), the process proceeds to step S204 (risk setting step), the traffic obstruction behavior is defined as “straight road risk”, and the process proceeds to step S205. If NO (not occurring on a straight road), the process proceeds to step S208.

In step S205 (risk setting step), it is determined whether or not the "straight road risk" defined in step S204 is a vehicle risk related to the front-rear direction of the vehicle. If YES (related to the front-rear direction), the process proceeds to step S206 (risk setting step) to update the "straight road front-rear direction risk" in the target vehicle. In the case of NO (relationship in the left-right direction), the process proceeds to step S207 (risk setting step) to update the "straight road left-right direction risk" in the target vehicle.
Here, in the case of sudden braking, sudden acceleration, non-holding between vehicles, and vehicle wobbling (vertical), it is determined that the vehicle risk is related to the front-rear direction of the vehicle. In addition, if the vehicle risk is sudden steering, non-compliance with the signal (turn right or left), non-compliance with the signal (change of lane), or wobbling of the vehicle (sideways), it is judged to be related to the left-right direction of the vehicle. This determination method is the same in each subsequent step.

In step S208 (risk setting step), following the determination that the traffic obstruction behavior recorded in the vehicle risk data in step S203 has not occurred on a straight road, whether the traffic obstruction behavior has occurred on a curve. Judge whether or not. If YES (occurs on a curve), the process proceeds to step S209 (risk setting step), the traffic obstruction behavior is defined as “curve risk”, and the process proceeds to step S210. If NO (not generated in the curve), the process proceeds to step S213.

In step S210 (risk setting step), it is determined whether or not the "curve risk" defined in step S209 is a vehicle risk related to the front-rear direction of the vehicle. If YES (related to the front-rear direction), the process proceeds to step S211 (risk setting step) to update the “curve front-back direction risk” in the target vehicle. In the case of NO (relationship in the left-right direction), the process proceeds to step S212 (risk setting step) to update the "curve left-right direction risk" in the target vehicle.

In step S213 (risk setting step), following the determination that the traffic obstruction behavior recorded in the vehicle risk data in step S208 has not occurred in the curve, whether or not the traffic obstruction behavior has occurred in the tunnel. To judge. If YES (occurs in a tunnel), the process proceeds to step S214 (risk setting step), the traffic obstruction behavior is defined as “tunnel risk”, and the process proceeds to step S215. If NO (not generated in the tunnel), the process proceeds to step S218.

In step S215 (risk setting step), it is determined whether or not the "tunnel risk" defined in step S214 is a vehicle risk related to the front-rear direction of the vehicle. If YES (related to the front-rear direction), the process proceeds to step S216 (risk setting step) to update the “tunnel front-back direction risk” in the target vehicle. In the case of NO (relationship in the left-right direction), the process proceeds to step S217 (risk setting step) to update the "tunnel left-right direction risk" in the target vehicle.

In step S218 (risk setting step), following the determination that the traffic obstruction behavior recorded in the vehicle risk data in step S213 has not occurred in the tunnel, is the traffic obstruction behavior generated in the slope portion? Judge whether or not. If YES (occurs in the slope portion), the process proceeds to step S219 (risk setting step), the traffic obstruction behavior is defined as “gradient portion risk”, and the process proceeds to step S220. If NO (not generated in the gradient portion), the process proceeds to step S223.

In step S220 (risk setting step), it is determined whether or not the "gradient portion risk" defined in step S219 is a vehicle risk related to the front-rear direction of the vehicle. If YES (related to the front-rear direction), the process proceeds to step S221 (risk setting step) to update the “gradient front-rear direction risk” in the target vehicle. In the case of NO (relationship in the left-right direction), the process proceeds to step S222 (risk setting step) to update the "risk in the left-right direction of the slope portion" in the target vehicle.

In step S223 (risk setting step), following the determination that the traffic obstruction behavior recorded in the vehicle risk data in step S218 has not occurred in the slope portion, whether the traffic obstruction behavior has occurred at the intersection. Judge whether or not. If YES (occurs at an intersection), the process proceeds to step S224 (risk setting step), the traffic obstruction behavior is defined as “intersection risk”, and the process proceeds to step S225. If NO (not occurring at the intersection), the process proceeds to step S228.

In step S225 (risk setting step), it is determined whether or not the "intersection risk" defined in step S224 is a vehicle risk related to the front-rear direction of the vehicle. If YES (related to the front-rear direction), the process proceeds to step S226 (risk setting step) to update the “intersection front-back direction risk” in the target vehicle. If NO (relationship to the left-right direction), the process proceeds to step S227 (risk setting step) to update the "intersection left-right direction risk" in the target vehicle.

In step S228 (risk setting step), following the determination that the traffic obstruction behavior recorded in the vehicle risk data in step S223 has not occurred at the intersection, the traffic obstruction behavior has occurred under other road environments. If there is, the traffic obstruction behavior is defined as "another environmental risk", and the process proceeds to step S229.

In step S229 (risk setting step), it is determined whether or not the "other environmental risk" defined in step S228 is a vehicle risk related to the front-rear direction of the vehicle. If YES (related to the front-rear direction), the process proceeds to step S230 (risk setting step) to update the “other environmental front-back direction risk” in the target vehicle. In the case of NO (relationship in the left-right direction), the process proceeds to step S231 (risk setting step) to update the "other environmental left-right direction risk" in the target vehicle.

In step S232 (risk setting step), the vehicle risk in any one of step S206, step S207, step S211, step S212, step S216, step S217, step S221, step S222, step S226, step S227, step S230, and step S231. Following the update of the data, the updated vehicle risk data is input to the vehicle risk database 102, the vehicle risk database 102 is updated, the process proceeds to the end, and the process ends.

In addition, in this Example 1, when setting the vehicle risk, it is only roughly divided into the vehicle front-rear direction and the vehicle left-right direction, but it is recommended to use a weighting considering the influence on the vehicle risk for each traffic obstruction behavior. It does not limit.

[Procedure for determining the risk of each vehicle]
Next, the procedure of the procedure for determining the risk of each vehicle in the first embodiment will be described with reference to the flowcharts shown in FIGS. 7A and 7B. The vehicle risk determination unit 33 in the first embodiment refers to the vehicle position of the controlled vehicle 2 with the map database 103, and identifies the road environment in which the controlled vehicle 2 exists. Then, as the vehicle risk of the peripheral vehicle (general vehicle 4 located within a predetermined range around the controlled vehicle 2), the vehicle risk that matches the specified road environment is applied. After that, the vehicle group is specified from the relative position and relative speed of each vehicle, and the risk of the vehicle group is determined from the vehicle risk of each vehicle.

In step S301, data such as the position and speed of the controlled vehicle 2 and data such as the position and speed of peripheral vehicles within a predetermined range around the controlled vehicle 2 are read from the driving history database 101.

In step S302, based on the data read in step S301, it is determined whether or not there is a general vehicle 4 existing within a predetermined time within a predetermined range around the controlled vehicle 2. If YES (with a general vehicle), the process proceeds to step S303. If NO (no general vehicle), proceed to the end and end the process.

In step S303, the position of the controlled vehicle 2 and the map database 103 are referred to, and it is determined whether or not the road environment applied to the risk determination has been switched. If YES (road environment switching), the process proceeds to step S304. If NO (continuation of road environment), proceed to the end and end the process.
Here, the "road environment applied to the risk determination" is a road environment existing in front of the controlled vehicle 2 in the traveling direction. The vehicle risk for each road environment switches at a point a predetermined distance before the point where the road environment changes (= environment judgment switching point, for example, the entry start point of a curve). That is, the risk of surrounding vehicles is set by anticipating the road environment in which the controlled vehicle 2 is scheduled to travel.

In step S304 (environmental determination step), the road environment ahead is switched, and it is determined whether or not the controlled vehicle 2 is traveling in a section to which the "straight road risk" is applied. If YES (“straight road risk” applicable section), the process proceeds to step S305, and the straight road risk data of the surrounding vehicles existing in the vicinity of the controlled vehicle 2 is read from the vehicle risk database 102. If NO (section to which "straight road risk" is not applied), the process proceeds to step S306.

In step S306 (environmental judgment step), following the determination that the controlled vehicle 2 is not traveling in the section to which the "straight road risk" is applied, the controlled vehicle 2 is traveling in the section to which the "curve risk" is applied. Determine if it exists. If YES (“curve risk” applicable section), the process proceeds to step S307, and the curve risk data of surrounding vehicles is read from the vehicle risk database 102. If NO (the section to which the “curve risk” is not applied), the process proceeds to step S308.

In step S308 (environmental judgment step), following the determination that the controlled vehicle 2 is not traveling in the section to which the "curve risk" is applied, the controlled vehicle 2 is traveling in the section to which the "tunnel risk" is applied. Judge whether or not. If YES (“tunnel risk” applicable section), the process proceeds to step S309, and the tunnel risk data of surrounding vehicles is read from the vehicle risk database 102. If NO (the section to which the “tunnel risk” is not applied), the process proceeds to step S310.

In step S310 (environmental judgment step), following the determination that the controlled vehicle 2 is not traveling in the section to which the "tunnel risk" is applied, the controlled vehicle 2 is traveling in the section to which the "gradient risk" is applied. Determine if it exists. If YES (“gradient risk” applicable section), the process proceeds to step S311, and the slope risk data of surrounding vehicles is read from the vehicle risk database 102. If NO (the section to which the “gradient risk” is not applied), the process proceeds to step S312.

In step S312 (environmental judgment step), following the determination that the controlled vehicle 2 is not traveling in the section to which the "gradient risk" is applied, the controlled vehicle 2 is traveling in the section to which the "intersection risk" is applied. Determine if it exists. If YES (“intersection risk” applicable section), the process proceeds to step S313, and the intersection risk data of surrounding vehicles is read from the vehicle risk database 102. In the case of NO (section to which "intersection risk" is not applied), the process proceeds to step S314.

In step S314 (environmental judgment step), following the determination that the controlled vehicle 2 is not traveling in the section to which the "intersection risk" is applied, the controlled vehicle 2 is traveling in the section to which the "other environmental risk" is applied. Assuming that, other environmental risk data of surrounding vehicles are read from the vehicle risk database 102.

In step S315, following the reading of the risk data in any one of step S305, step S307, step S309, step S311, step S313, and step S314, the relationship between the vehicle positions and speeds (relative position, relative speed) of the surrounding vehicles. ) To identify the vehicle group.

In step S316, the risk as a vehicle group is determined and processed based on the risk (data read in step S305 and the like), position, and speed (data read from the driving history database 101) of each vehicle constituting the vehicle group. To finish.

The highest risk among the risks of each vehicle constituting the vehicle group may be determined as the risk of the vehicle group. Further, the vehicle risk determination unit 33 determines the vehicle group and risks in the vehicle group according to the vehicle type of each peripheral vehicle of the controlled vehicle 2 (general vehicle 4 located within a predetermined range around the controlled vehicle 2). At least one of the judgments may be adjusted.

In addition, when there is little driving history data and a sufficient number of traffic obstruction behaviors for setting vehicle risk cannot be extracted, vehicles with high vehicle risk other than straight road risk are weighted to increase straight road risk. May be done.

Further, in the road environment referred to from the position of the controlled vehicle 2, when the road environment is the first to travel, a similar road environment is specified from the road environments that have been traveled in the past, and this is specified. Vehicle risk in a similar road environment may be used to set the risk of surrounding vehicles.

Further, the vehicle risk set for each road environment may be appropriately updated based on a predetermined period and mileage. In other words, in general, if driving experience is accumulated, driving skills will improve and the occurrence of traffic obstruction behavior will decrease, so it is thought that vehicle risk will gradually decrease. Therefore, an appropriate vehicle risk can be set by updating the vehicle risk as appropriate.

[Procedures for determining risk-reducing actions to be taken by controlled vehicles]
Next, the procedure for determining the risk reduction action to be taken by the controlled vehicle in the first embodiment will be described with reference to the flowcharts shown in FIGS. 8A and 8B. The risk reduction action determination unit 34 in the first embodiment limits the risk reduction action according to the position of the controlled vehicle 2 and the distance to the environment judgment switching point, and after considering this limitation, the controlled vehicle 2 and its surroundings. The risk reduction action of the controlled vehicle 2 is determined based on the relative position, the relative speed, and the risk of the vehicle group. On the other hand, if there is no risk reduction action that the controlled vehicle 2 can take on the current road on which the controlled vehicle 2 is traveling, the road data (map data of the surrounding area) of the surrounding area is acquired. , The controlled vehicle 2 searches for a route that can reduce the risk. Traveling on this risk-reducable route is also one of the risk-reducing actions of the controlled vehicle 2.
In the following description related to FIG. 8, the controlled vehicle 2 is referred to as the own vehicle, and the lane in which the controlled vehicle 2 is traveling is referred to as the own lane.

In step S400, the vehicle group exists in the vicinity of the own vehicle (for example, in the road where the own vehicle is currently traveling and within a predetermined range from the own vehicle) from the vehicle group specified by the vehicle risk determination unit 33. Determine if. If YES (with a group of vehicles), the process proceeds to step S401. If NO (no vehicle group), no risk reduction action is required and the process proceeds to the end and the process ends.

In step S401, among the vehicle groups existing in the vicinity of the own vehicle, whether or not there is a vehicle group existing in the own lane and having a high vehicle group risk, that is, whether or not there is a high risk vehicle group in the own lane. To judge. If YES (there is a high-risk vehicle group), the process proceeds to step S402. If NO (no high-risk vehicle group), no risk reduction action is required and the process proceeds to the end and the process ends.

In step S402 (action determination step), following the determination in step S401 that there is a high-risk vehicle group in the own lane, it is considered that risk reduction action may be required, and a risk reduction action reference point is set. To do.
Here, the "risk reduction action reference point" is either the position of the own vehicle and the general vehicle so that the first risk reduction action can be selected by changing the positional relationship between the own vehicle and the general vehicle to reduce the risk. It is a point that serves as a criterion for deciding whether to select a second risk reduction action that reduces risk while maintaining the relationship. That is, as shown in FIGS. 2A and 2B, this "risk reduction action reference point" can select the first risk reduction action before the road environment changes (in the case of FIG. 2, before entering the curve). It is a limit point.

In addition, the set position of this "risk reduction action reference point" changes according to whether or not a preset visual condition is satisfied and the vehicle group risk existing in front of the own vehicle.
That is, the risk reduction behavior reference point is farther from the environment judgment switching point (the starting point of the road environment in which the own vehicle is approaching) than the driving state that satisfies the visual recognition condition in the driving state that does not satisfy the preset visual condition. It is set to the position (see FIGS. 3A and 3B). In addition, the risk reduction action reference point is set at a position farther from the environment judgment switching point as the risk of the preceding vehicle (preceding vehicle group) located in front of the own vehicle increases (see FIG. 4).

In step S403 (action determination step), it is determined whether or not the position of the own vehicle is a position where the first risk reduction action for reducing the risk by changing the positional relationship between the own vehicle and the general vehicle can be selected. .. If YES (the first risk reduction action can be selected), the process proceeds to step S404. If NO (the first risk reduction action cannot be selected), the process proceeds to step S417.
Here, whether or not the first risk reduction action can be selected is determined according to the distance from the environment judgment switching point for switching the judgment of the road environment to the own vehicle. If the distance from the environment judgment switching point to the own vehicle is relatively long, that is, if the own vehicle is behind the "risk reduction action reference point" set in step S402, the first risk Make reduction actions selectable. On the other hand, when the distance from the environmental judgment switching point to the own vehicle is relatively short, that is, when the own vehicle exists in front of the "risk reduction action reference point" set in step S402, the first The risk reduction action cannot be selected, and the second risk reduction action that reduces the risk while maintaining the positional relationship between the own vehicle and the general vehicle is selected.

In step S404 (action determination step), following the determination that the first risk reduction action can be selected, a vehicle having a high risk in front of the own lane (here, the front of the own vehicle is simply referred to as the front). There is a group, and it is determined whether the speed of the own vehicle is slower than the group of vehicles in front. If YES (with high-risk vehicle group ahead / slow vehicle speed), the process proceeds to step S405, and if NO (with high-risk vehicle group ahead / fast vehicle speed), the process proceeds to step S408.

In step S405 (action determination step / signal generation step), there is a high-risk vehicle group behind the own lane (here, the rear of the own vehicle is simply referred to as the rear), and the speed of the rear vehicle group. Determine if is slower than your vehicle. If YES (there is a high-risk vehicle group behind / the vehicle speed is slow), the risk reduction action is not required and the process proceeds to the end and the process ends. If NO (there is a high-risk vehicle group behind / the vehicle group speed is fast), the process proceeds to step S406.

In step S406 (action determination step), when it is determined in step S405 that there is a high-risk vehicle group behind the own lane and the speed of the rear vehicle group is faster than the own vehicle, the vehicle behind the own vehicle The group determines whether avoidance is possible at speeds below the speed limit on the road. If YES (avoidable), the process proceeds to step S407 (action determination step / signal generation step), the speed of the own vehicle is adjusted, and the risk reduction action for maintaining the distance from the rear vehicle group is determined. Proceed to the end and end the process. If NO (unavoidable), the process proceeds to step S410.
Here, the "speed limit" means the maximum speed that does not violate the law.

In step S408 (action determination step), when it is determined in step S404 that there is a high-risk vehicle group in front of the own vehicle and the speed of the own vehicle is faster than the vehicle group in front, the risk is behind the own lane. There is a group of vehicles with a high speed, and it is judged whether the speed of the vehicle group behind is slower than the own vehicle. If YES (there is a high-risk vehicle group behind / the vehicle group speed is slow), the process proceeds to step S409 (action determination step / signal generation step) to determine the risk reduction action for maintaining the distance between the vehicle and the vehicle in front. Proceed to the end and end the process. If NO (there is a high-risk vehicle group behind / the vehicle group speed is fast), the process proceeds to step S410.

In step S410 (action determination step), when it is determined in step S406 that the rear vehicle group is unavoidable, or in step S408, there is a high-risk vehicle group behind the own lane, and the rear vehicle group When it is determined that the speed is faster than the own vehicle, it is determined whether or not there is a lane in which a high-risk vehicle group does not approach other lanes. If YES (with lanes), the process proceeds to step S411 (action determination step), and it is determined whether or not the surrounding high-risk vehicle group is unavoidable at a speed equal to or lower than the speed limit. If YES (unavoidable), proceed to step S412 (action determination step / signal generation step), determine a risk reduction action to change lanes to a lane that does not approach a high-risk vehicle group, and proceed to the end. Ends the process with. In the case of NO (avoidable), the process proceeds to step S413 (action determination step / signal generation step), the lane is changed to a lane that is not close to the high-risk vehicle group, and the speed is adjusted to adjust the speed. Determine the risk-reducing action to avoid, proceed to the end and end the process.

On the other hand, if NO is determined in step S410 (when there is no lane in which a high-risk vehicle group does not approach other lanes), the process proceeds to step S414 (action decision step), and the map database 103 shows the self. Read the link data around the vehicle. Then, the process proceeds to step S415 (action determination step), and it is determined whether or not there is a route around the own vehicle that can avoid the high-risk vehicle group by using the read link data around the own vehicle. If YES (with avoidance route), the process proceeds to step S416 (action determination step / signal generation step), and a risk reduction action is determined to change the travel route of the own vehicle to a route that is not close to the high-risk vehicle group. Then proceed to the end and end the process. If NO (no avoidance route), the process proceeds to step S417.

In step S417 (action determination step / signal generation step), it is determined in step S403 that the first risk reduction action cannot be selected, that is, it is determined that the second risk reduction action is selected, or there is no avoidance route in step S415. Following the judgment, move to the position with the lowest risk while maintaining the positional relationship with general vehicles existing around the own vehicle, and maintain the running state of the own vehicle at the speed with the lowest risk. Determine the risk-reducing action to take, proceed to the end and end the process.

Next, the actions in the driving support system of Example 1 are described as "specific examples of risk reduction behavior", "configuration and problem of driving support system of comparative example", "risk setting accuracy improvement action", and "risk reduction action classification action". Will be explained separately.

[Specific examples of risk reduction behavior]
10A to 12E are diagrams showing risk reduction behavior of a controlled vehicle on a road having three lanes on each side. The specific examples of the risk reduction behaviors shown in FIGS. 10A to 12E are slightly different from the risk reduction behaviors determined by the determination procedure shown as an example in FIGS. 8A and 8B.

In the determination procedure of the risk reduction action shown in FIGS. 10A to 12E, the relative position, relative speed, and relative speed of the controlled vehicle and the vehicle group around the controlled vehicle are as in the determination procedure shown as an example in FIG. Based on the risk of the vehicle group, the risk reduction action of the controlled vehicle on the current road on which the controlled vehicle is traveling is determined. If there is no risk reduction action that the controlled vehicle can take on the current road on which the controlled vehicle is traveling, the surrounding road data (map data of the surrounding link data) is acquired and the controlled vehicle is at risk. Search for routes that can be reduced. Traveling on this risk-reducable route is also one of the risk-reducing actions of the controlled vehicle. In the following description related to FIGS. 10A to 12E, the controlled vehicle is referred to as the own vehicle, and the lane in which the controlled vehicle is traveling is referred to as the own lane, as in the explanation of FIG.

As the positional relationship between the high-risk vehicle group and the own vehicle on the road, the following three patterns are assumed as the positional relationship that requires risk reduction action.
(1) Pattern 1: High-risk vehicles exist only in the own lane.
(2) Pattern 2: High-risk vehicles exist in two lanes around the vehicle (own lane and one other lane). (There is one lane in which there is no high-risk vehicle group)
(3) Pattern 3: High-risk vehicles exist in 3 lanes (all lanes) around the vehicle. (No lanes without high-risk vehicles)

The following options can be considered as risk reduction actions for each pattern.
(1) Risk reduction behavior for pattern 1: Depending on the situation, "securing a high-risk vehicle group and distance" or "changing lanes".
(2) Risk reduction behavior for pattern 2: Depending on the situation, withdraw from the high-risk vehicle group by "securing the distance between the high-risk vehicle group", "lane change", or "passing" or "passing".
(3) Risk reduction behavior for pattern 3: Depending on the situation, "securing a high-risk vehicle group and a vehicle", "lane change", or "route change to another route".

10A to 10D show the risk reduction behavior in pattern 1, FIGS. 11A to 11F show the risk reduction behavior in pattern 2, and FIGS. 12A to 12E show the risk reduction behavior in pattern 3. This is an example of a road with three lanes on each side (lanes 71, 72, 73), and the size of the circle whose outer frame is a solid line indicates the level of risk of each vehicle.

In FIG. 10A, there is a high-risk vehicle group 61 in front of the own lane 71 (here, the front of the own vehicle is simply referred to as the front), and there is a space behind the own lane 71, or there is a risk. There are no expensive vehicles. In this case, the risk reduction action of the own vehicle 51 is "adjust the speed as necessary to secure the distance from the vehicle group 61 having a high risk ahead".

FIG. 10B shows a situation in which a high-risk vehicle group 61 is in front of the own lane 71, and there is no space behind the own lane 71, or there is a high-risk vehicle 52. In this case, the risk reduction action of the own vehicle 51 is "change lane to lane 72 that does not approach the high-risk vehicle group 61".

In FIG. 10C, a high-risk vehicle group 62 approaches from behind the own lane 71 (here, the rear of the own vehicle is simply referred to as the rear), and the own vehicle 51 is a high-risk vehicle within the speed limit. It is a situation in which it is possible to maintain a certain distance between the group 62 and a certain number of vehicles (a predetermined distance or more). In this case, the risk reduction action of the own vehicle 51 is "adjust the speed and secure the distance between the vehicle group 62 and the vehicle group 62 having a high risk behind". The speed limit here also means the maximum speed that does not violate the law, as described in FIG.

FIG. 10D shows a situation in which a high-risk vehicle group 62 approaches from behind the own lane 71, and the own vehicle 51 cannot maintain a certain distance from the high-risk vehicle group 62 within the speed limit. In this case, the risk reduction action of the own vehicle 51 is "change lane to lane 72 that does not approach the high-risk vehicle group 62".

In FIG. 11A, there are high-risk vehicle groups 61 and 63 in front of the two lanes around the own vehicle 51 (own lane 71 and another one lane 73), and there is space behind the own lane 71 or the risk is high. There are no vehicles. In this case, the risk reduction action of the own vehicle 51 is "adjust the speed as necessary to secure the distance between the vehicle group 61 and 63 having a high risk ahead".

In FIG. 11B, there are high-risk vehicle groups 61 and 63 in front of the two lanes around the own vehicle 51 (own lane 71 and another one lane 73), and there is no space behind the own lane 71 or the risk is high. There is a vehicle 52. In this case, the risk reduction action of the own vehicle 51 is "change lane to lane 72 that does not approach the high-risk vehicle groups 61 and 63".

In FIG. 11C, high-risk vehicle groups 62 and 64 approach from behind the two lanes around the own vehicle 51 (own lane 71 and the other one lane 72), and the own vehicle 51 is within the speed limit and has a high risk. It is a situation where it is possible to maintain a certain distance between vehicles of 62,64. In this case, the risk reduction action of the own vehicle 51 is "adjust the speed and secure the distance between the vehicle group 62 and 64 having a high risk behind".

In FIG. 11D, high-risk vehicle groups 62 and 64 approach from behind the two lanes around the own vehicle 51 (own lane 71 and the other one lane 72), and the own vehicle 51 is within the speed limit and has a high risk. It is a situation in which it is not possible to maintain a certain distance between the vehicle group 62 or the vehicle group 64. In this case, the risk reduction action of the own vehicle 51 is "change lane to lane 73 that does not approach the high-risk vehicle groups 62 and 64".

In FIG. 11E, there are high-risk vehicle groups 61 and 63 in front of the two lanes around the own vehicle 51 (own lane 71 and the other one lane 73), and there is no space behind the own lane 71 or the risk is high. There is a vehicle 52, and the high-risk vehicle groups 61 and 63 are in a situation where the speed is slower than a certain level or more as compared with the own vehicle 51. In this case, the risk reduction action of the own vehicle 51 is "change lane to lane 72 without high-risk vehicle group 61,63 and overtake high-risk vehicle group 61,63".

In FIG. 11F, high-risk vehicle groups 62 and 64 approach from behind the two lanes around the own vehicle 51 (own lane 71 and the other one lane 73), and the own vehicle 51 is within the speed limit and has a high risk. It is not possible to maintain a certain distance between the 62 or the vehicle group 64 and the vehicle group 64 (the high-risk vehicle groups 62 and 64 have a speed higher than the own vehicle 51). In this case, as a risk reduction action of the own vehicle 51, "change lane to lane 73 without high-risk vehicle group 62,64, decelerate as necessary, and overtake to high-risk vehicle group 62,64. ".

FIG. 12A shows a high-risk vehicle group 61,63,65 in front of the three lanes around the own vehicle 51 (all lanes 71 to 73), and a vehicle having a space behind the own lane 71 or a high-risk vehicle. There is no situation. In this case, the risk reduction action of the own vehicle 51 is "adjust the speed as necessary to secure the distance between the vehicle group 61, 63, 65 and the vehicle group having a high risk in front".

In FIG. 12B, there are high-risk vehicle groups 61,63,65 in front of the three lanes around the own vehicle 51 (all lanes 71 to 73), and there is no space behind the own lane 71, or a high-risk vehicle. There are 52. In this case, as a risk reduction action of the own vehicle 51, "the lane is changed to the lane 72 where there is no space behind or there is no high-risk vehicle 52, the speed is adjusted as necessary, and the vehicle group 61 with high risk in front is 61. Securing the distance between the vehicle and 63,65. "

In FIG. 12C, high-risk vehicle groups 62,64,66 approach from behind the three lanes around the own vehicle 51 (all lanes 71 to 73), and the own vehicle 51 is within the speed limit and the high-risk vehicle group 62. It is a situation where it is possible to maintain a certain distance between vehicles, 64,66. In this case, the risk reduction action of the own vehicle 51 is "adjust the speed and secure the distance between the vehicle group 62,64,66 having a high risk behind".

In FIG. 12D, high-risk vehicle groups 62,64,66 approach from behind the three lanes around the own vehicle 51 (all lanes 71 to 73), and the own vehicle 51 is within the speed limit and the high-risk vehicle group 62. There is an alternative route 80 that cannot maintain a certain distance between vehicles of 64,66 and can reduce the risk. In this case, the risk reduction action of the own vehicle 51 is "change the route to the alternative route 80 that does not approach the high-risk vehicle group 62,64,66".

In FIG. 12E, there are high-risk vehicle groups 61,63,65 in front of the three lanes around the own vehicle 51 (all lanes 71 to 73), and there is no space or all behind all lanes 71 to 73. There are high-risk vehicles 52,53,54 in lanes 71 to 73, and the high-risk vehicle group 61,63,65 is slower than the own vehicle 51 by a certain speed or more and can reduce the risk. There is an alternative route 80. In this case, the risk reduction action of the own vehicle 51 is "change the route to the alternative route 80 that does not approach the high-risk vehicle group 61, 63, 65".

Here, it is conceivable that a plurality of people drive one vehicle. Therefore, for example, based on the driving characteristics (desired speed, stability of vehicle speed, average acceleration / deceleration, etc.) obtained from the driving history data, the difference between the drivers in the same vehicle is extracted, and the risk in the same vehicle is set for each driver. , Risk reduction actions may be determined. Specifically, the traffic obstruction behavior extraction unit 31 extracts the difference between drivers in the same vehicle based on the driving history data, and extracts the traffic obstruction behavior in the same vehicle for each driver. In the vehicle risk accumulation unit 32, the risk in the same vehicle is set for each driver. In the vehicle risk determination unit 33, the risk of the vehicle group including the vehicle for which the risk is set for each driver is set by using the risk of the vehicle corresponding to the current driver, and the risk of the set vehicle group is used. The risk reduction action decision unit 34 determines the risk reduction action.

[Configuration and issues of driving support system in comparative example]
As described above, by extracting the traffic obstruction behavior of the general vehicle 4 based on the acquired driving history of the general vehicle 4, the traffic obstruction behavior manifests the potential vehicle risk of the general vehicle 4. It can be detected before it becomes a vehicle. Therefore, even for this unexplained traffic obstruction behavior, it is possible to control the controlled vehicle 2 to perform the risk reduction behavior.

However, the possibility of this traffic obstructive behavior strongly depends on the road environment (structural and environmental conditions of the road) on which the vehicle is traveling. Therefore, if the vehicle risk is set uniformly regardless of the road environment in which the vehicle is traveling, the vehicle risk cannot be set appropriately even if the vehicle originally has a potential risk. Cases occur.

That is, in the case of a vehicle having a low vehicle risk on a straight road and a high vehicle risk on a curve, if a uniform vehicle risk is applied everywhere, the surrounding vehicles (vehicle group) existing around the controlled vehicle Vehicle risk cannot be grasped accurately. As a result, there is a risk that appropriate control for causing the controlled vehicle to perform risk reduction behavior cannot be performed.

[Risk setting accuracy improvement effect]
In the driving support system 3 of the first embodiment, as shown in FIG. 6, when the vehicle risk storage unit 32 stores the vehicle risk of the general vehicle 4 in the vehicle risk database 102, the traffic obstruction behavior recorded in the vehicle risk data Based on the position where the traffic obstruction occurred, the road environment where the traffic obstruction behavior occurred is judged. Then, the vehicle risk of the general vehicle 4 is set for each road environment. Then, as shown in FIG. 7, when the vehicle risk determination unit 33 sets the vehicle risk of the peripheral vehicles existing around the controlled vehicle 2, the road environment is specified and specified from the position of the controlled vehicle 2. The vehicle risk that matches the road environment is extracted from the vehicle risk database 102, and the vehicle risk of surrounding vehicles is determined.
Then, the risk reduction action of the controlled vehicle 2 is determined by using the vehicle risk determined in this way.

That is, the risk reduction action of the controlled vehicle 2 is determined by using the risk of the general vehicle 4 set for each road environment and the information of the road environment in which the controlled vehicle 2 exists. Therefore, when determining the risk of a peripheral vehicle when determining the risk reduction behavior, information (position information) regarding the road environment determined from the position of the controlled vehicle 2 is provided with respect to the information regarding the traffic obstruction behavior of the peripheral vehicle. Including.

As a result, the risk of the peripheral vehicle can be specified for each road environment, and the risk of the peripheral vehicle can be set according to the road environment in which the controlled vehicle 2 is actually traveling. Therefore, it is possible to accurately grasp the possibility (potential risk) of traffic obstruction behavior that has not been manifested. As a result, it is possible to enable appropriate control for the controlled vehicle to perform the risk reduction behavior before the traffic obstruction behavior becomes apparent, and it is possible to reduce the control target vehicle 2 from being involved in the risk.

[Risk reduction behavior classification effect]
In the driving support system 3 of the first embodiment, as shown in FIGS. 2A, 2B and 8, the control target vehicle 2 and the control target vehicle 2 are determined according to the distance from the environment judgment switching point for switching the judgment of the road environment to the control target vehicle 2. The first risk reduction action to reduce the vehicle risk by changing the positional relationship with the general vehicle 4 can be selected, or the vehicle risk is reduced while maintaining the positional relationship between the controlled vehicle 2 and the general vehicle 4. 2 Decide whether to choose risk reduction behavior.

That is, when there is a high-risk vehicle or vehicle group around the controlled vehicle (own vehicle in FIG. 8), if the controlled vehicle exists at a position away from the environment judgment switching point, the controlled vehicle is controlled. Assuming that there is sufficient time and distance to reach the target road environment in front of the vehicle, it is possible to actively select risk reduction actions to move away from the risks of surrounding vehicles. On the other hand, even when a high-risk vehicle or vehicle group exists around the controlled vehicle (own vehicle in FIG. 8), when the controlled vehicle exists at a position close to the environment judgment switching point, Assuming that the time and distance required to reach the target road environment in front of the controlled vehicle is short, the vehicle moves to a position where the risk can be reduced most in the current vehicle positional relationship and maintains that state.

As a result, the control target vehicle can select an appropriate risk reduction action according to the position, and more appropriate control for causing the control target vehicle to perform the risk reduction action becomes possible.

Further, in the first embodiment, when setting a "risk reduction action reference point" and deciding whether to select the first risk reduction action or the second risk reduction action, this "risk reduction action standard" is used. Judgment is made based on the positional relationship between the "point" and the vehicle to be controlled.

Here, this "risk reduction action reference point" is the start of the environmental judgment switching point (the start of the road environment in which the own vehicle is approaching) in the driving state that does not satisfy the preset visual condition, rather than the driving state that satisfies the visual condition. It is set at a position away from the point) (see FIGS. 3A and 3B).
Therefore, in a driving state that does not satisfy the visual condition (a state with poor visibility such as at night or in the rain), the "risk reduction action reference point" is set at a position relatively far from the environmental judgment switching point.

As a result, in the traveling state where the visibility is poor, the area for selecting the second risk reduction action is expanded as compared with the case where the visibility is good. As a result, when deciding the risk reduction action, it is possible to select an appropriate action according to the state of visibility.

Further, in the first embodiment, the "risk reduction action reference point" is set to a position farther from the environment judgment switching point as the vehicle risk of the preceding vehicle (preceding vehicle group) located in front of the own vehicle is higher ( (See FIG. 4).
Therefore, the higher the vehicle risk of the preceding vehicle (preceding vehicle group), the farther the "risk reduction action reference point" is set from the environmental judgment switching point.

As a result, when the vehicle risk of the preceding vehicle (preceding vehicle group) is high, the area for selecting the second risk reduction action is expanded as compared with the case where the vehicle risk of the preceding vehicle (preceding vehicle group) is low. As a result, when deciding the risk reduction action, it is possible to select an appropriate action according to the risk of the preceding vehicle (preceding vehicle group).

Next, the effect will be described.
In the driving support method and the driving support system of the first embodiment, the effects listed below can be obtained.

(1) A driving support method for providing driving support for the controlled vehicle 2 with a controller (driving support controller 3) provided in the driving support system 100 and capable of exchanging information by communication.
Based on the driving history of the general vehicle 4 other than the controlled vehicle 2 acquired from the driving history database 101, the past traffic obstruction behavior information of the general vehicle 4 and the position information where the traffic obstruction behavior occurred are extracted. Action extraction steps (steps S101 to S117) and
Based on the past traffic obstruction behavior information of the general vehicle 4 extracted in the action extraction step (steps S101 to S117) and the position information where the traffic obstruction behavior occurred, the risk of the general vehicle 4 is determined. , The risk setting step (steps S202 to S232) set for each road environment determined from the position where the traffic obstruction behavior occurred, and
An environment specifying step (steps S304, S306, S308, S310, S312) for specifying the road environment in which the controlled vehicle 2 exists based on the position information of the controlled vehicle 2.
The position information of the controlled vehicle 2, the position information of the general vehicle 4, the risk of the general vehicle 4 set for each road environment set in the risk setting steps (steps S202 to S232), and the environment. Action determination to determine the risk reduction action of the controlled vehicle 2 by using the information of the road environment in which the controlled vehicle 2 is present identified in the determination step (steps S304, S306, S308, S310, S312). Steps (steps S402 to S417) and
A signal generation step (step S405, S407, S409, S412, S413,) for generating a risk reduction control signal for causing the controlled target vehicle 2 to perform the risk reduction action determined in the action determination step (steps S402 to S417). S416, S417) and
It was configured to have.
As a result, the risk of the general vehicle is set for each road environment from the past traffic obstruction behavior information of the general vehicle extracted based on the driving history of the general vehicle and the occurrence position information thereof. Then, the risk reduction action of the controlled vehicle is determined by using the risk of the general vehicle set for each road environment and the information of the road environment in which the controlled vehicle exists. That is, the risk of the general vehicle 4 can be set based on the information on the traffic obstruction behavior and the information on the road environment, and the risk of the general vehicle 4 corresponds to the road environment in which the controlled vehicle 2 exists. Can be. As a result, the risk of the general vehicle 4 can be accurately grasped, and appropriate control for causing the controlled vehicle to perform the risk reduction action becomes possible.

(2) In the action determination step (steps S402 to S417), the reference for identifying the road environment in which the controlled vehicle 2 exists in the environment identification step (steps S304, S306, S308, S310, S312) The first risk of reducing the risk of the controlled vehicle 2 by changing the positional relationship between the controlled vehicle 2 and the general vehicle 4 according to the distance from the environmental judgment switching point B to the controlled vehicle 2. A configuration for determining whether to select the reduction action or to select the second risk reduction action that reduces the risk of the control target vehicle 2 while maintaining the positional relationship between the control target vehicle 2 and the general vehicle 4. And said.
As a result, in addition to the effect of (1), an appropriate risk reduction action can be selected according to the position of the controlled vehicle 2, and more appropriate control for causing the controlled vehicle to perform the risk reduction action is possible. And.

(3) In the action determination step (steps S402 to S417), a criterion for determining whether to select the first risk reduction action or the second risk reduction action when the preset visual conditions are not satisfied. The risk reduction action reference point A is set to a position farther from the environment judgment switching point B than when the visual condition is satisfied.
As a result, in addition to the effect of (2), when determining the risk reduction action, it is possible to select an appropriate action according to the state of visibility.

(4) In the action determination step (steps S402 to S417), the higher the risk of the general vehicle 4 located in front of the controlled vehicle, the more the first risk reduction action can be selected or the second risk reduction. The risk reduction action reference point A, which is the criterion for determining whether to select an action, is set at a position away from the environmental judgment switching point B. As a result, in addition to the effect of (2), when determining the risk reduction action, Appropriate actions can be selected according to the high risk of the preceding general vehicle 4.

(5) A driving support system 3 having a controller (driving support controller 3) capable of exchanging information by communication and providing driving support for the controlled vehicle 2.
The controller (driving support controller 3) is
Based on the driving history of the general vehicle 4 other than the controlled vehicle 2 acquired from the driving history database 101, the past traffic obstruction behavior information of the general vehicle 4 and the position information where the traffic obstruction behavior occurred are extracted. And
A vehicle risk setting unit (vehicle risk accumulation unit 32) that sets the risk of the general vehicle 4 for each road environment determined from the position where the traffic obstruction behavior occurs based on the traffic obstruction behavior information and the position information. )When,
Based on the position information of the controlled vehicle 2, the road environment in which the controlled vehicle 2 exists is specified.
The position information of the controlled vehicle 2, the position information of the general vehicle 4, the risk of the general vehicle 4 set for each road environment, and the information of the road environment in which the controlled vehicle 2 exists are provided. It is used to determine the risk reduction behavior of the controlled vehicle 2.
The risk reduction control signal for causing the control target vehicle 2 to perform the risk reduction action is generated.
As a result, the risk of the general vehicle 4 is set for each road environment from the past traffic obstruction behavior information of the general vehicle 4 extracted based on the driving history of the general vehicle 4 and the occurrence position information thereof. Then, the risk reduction action of the controlled vehicle 2 is determined by using the risk of the general vehicle 4 set for each road environment and the information of the road environment in which the controlled vehicle 2 exists. That is, the risk of the general vehicle 4 can be set based on the information on the traffic obstruction behavior and the information on the road environment, and the risk of the general vehicle 4 corresponds to the road environment in which the controlled vehicle 2 exists. Can be. As a result, the risk of the general vehicle 4 can be accurately grasped, and appropriate control for causing the controlled vehicle to perform the risk reduction action becomes possible.

(Example 2)
Next, Example 2 to which the present invention is applied will be described together with FIG. 13, which is a block diagram thereof. The major difference between the driving support system 100a of the second embodiment and the first embodiment is that the driving support controller 3a of the second embodiment and each database are provided in the controlled vehicle 2a. The configuration itself of the driving support system 100a is the same as that of the driving support system 100 of the first embodiment.

That is, the difference in the operation of the driving support system 100a of the second embodiment from the first embodiment is that the driving history data of the general vehicle 4 is transmitted via the communication unit 27 in the vehicle-to-vehicle communication between the general vehicle 4 and the controlled vehicle 2a. That's what you're getting. Further, the driving history data of the controlled vehicle 2a is directly obtained from the traveling state recording unit 28, and the risk reduction control signal is directly supplied from the risk reduction control signal generation unit 35 to the vehicle control unit 29. , Different from Example 1. Other operations of the driving support system 100a of the second embodiment are the same as those of the first embodiment. The configuration and operation of the general vehicle 4 are the same as those in the first embodiment.

In the driving support system 100a of the second embodiment, since the driving support controller 3a and the databases 101 to 103 are provided in the controlled vehicle 2a, the risk reduction for causing the controlled vehicle 2a to execute the risk reduction action. The control signal can be more reliably supplied to the vehicle control unit 29. Then, the controlled vehicle 2a of the second embodiment can more reliably execute the risk reduction action based on the risk reduction control signal.

(Example 3)
Next, Example 3 to which the present invention is applied will be described together with FIG. 14, which is a block diagram thereof. The difference from the first embodiment of the driving support system 100b of the third embodiment is that the driving support controller 3b and each database of the third embodiment are mounted on a server placed on the Internet, so-called cloud server C. .. Each component and operation of the driving support system 100b of the third embodiment is the same as that of the first embodiment.

The driving support system 100b of the third embodiment is formed by mounting the driving support controller 3b and the databases 101 to 103 on the cloud server C. Therefore, instead of placing each functional component of the driving support controller 3b on one server, it is possible to place each functional component on a different server suitable for its operation, further increasing the degree of freedom in design. Can be done.

Although the driving support method and the driving support system of the present invention have been described above based on the first to third embodiments, the specific configuration is not limited to these examples and is within the scope of claims. As long as the gist of the invention according to each of the above claims is not deviated, design changes and additions are permitted.

In the driving support system 3 of the first embodiment, when the controlled vehicle 2 receives the risk reduction control signal from the driving support system 3, the vehicle control unit 29 uses the accelerator 24 and the brake 25 based on the received risk reduction control signal. , An example of controlling the steering 26 is shown. However, the present invention is not limited to this, and when the controlled vehicle 2 receives the risk reduction control signal, a warning prompting the driver to take the risk reduction action or displaying the risk reduction action may be given.

Further, in the first embodiment, an example is shown in which the position of the risk reduction action reference point A is set according to the visibility and the magnitude of the risk of the preceding vehicle. However, the present invention is not limited to this, and the setting may be made according to either the visibility or the risk of the preceding vehicle.
When setting the risk reduction action reference point A according to the risk of the preceding vehicle, for example, a reference distance from the environmental judgment switching point B is determined in advance, and this reference distance is corrected by the magnitude of the risk of the preceding vehicle. Alternatively, the distance from the environmental judgment switching point B according to the risk of the preceding vehicle to the risk reduction action reference point A may be determined in advance.

Further, for example, when the traffic obstruction behavior extraction unit 31 extracts the traffic obstruction behavior of each vehicle, the frequency of occurrence of the traffic obstruction behavior and the degree of risk (for example, the magnitude of deceleration in the case of sudden braking) are determined. At least one of the above may be extracted together with the extraction of the presence or absence of traffic obstruction behavior. In this case, it is possible to set a risk that reflects more detailed elements of traffic obstruction behavior, and it is possible to determine risk reduction behavior based on that risk.

In addition, the traffic obstruction behavior extraction unit 31 extracts the difference between drivers in the same vehicle based on the driving history data, and the vehicle risk accumulation unit 32 sets the risk in the same vehicle for each driver and determines the risk reduction action. The risk mitigation action may be determined in section 34. In this case, it is possible to determine the risk reduction action corresponding to the risk for each driver even for the same vehicle.

In addition, the vehicle risk accumulating unit 32 may set the vehicle risk for each road attribute (general road, expressway, trunk road, national road, prefectural road, road width, number of lanes, etc.). In this case, it is possible to determine the risk reduction action that reflects the difference in risk for each road attribute.

Further, the vehicle risk determination unit 33 determines the vehicle group and determines the risk in the vehicle group according to the vehicle type of the peripheral vehicle of the controlled vehicle 2 (general vehicle 4 located within a predetermined range around the controlled vehicle 2). You may want to adjust at least one of the settings. In this case, it is possible to determine the risk reduction action that reflects the difference in the vehicle types of the surrounding vehicles.

100 Driving support system 2 Controlled vehicle S Control center 3 Driving support controller (controller)
4 General vehicle 31 Traffic obstruction behavior extraction unit 32 Vehicle risk accumulation unit (Vehicle risk setting unit)
33 Vehicle Risk Judgment Department (Road Environment Judgment Department)
34 Risk reduction action decision unit 35 Risk reduction control signal generation unit (control signal generation unit)
101 Driving history database 102 Vehicle risk database 103 Map database

Claims (4)

It is a driving support method that is installed in the driving support system and supports the driving of the controlled vehicle by a controller that can exchange information by communication.
Action extraction that extracts information on past traffic obstruction behavior of the general vehicle and position information on which the traffic obstruction behavior occurred based on the driving history of general vehicles other than the controlled vehicle acquired from the driving history database. Steps and
Based on the information on the past traffic obstruction behavior of the general vehicle extracted in the action extraction step and the position information on which the traffic obstruction behavior occurred, the traffic obstruction behavior causes the risk of the general vehicle. Risk setting steps to be set for each road environment judged from the position
An environment specifying step for specifying the road environment in which the controlled vehicle exists based on the position information of the controlled vehicle, and
The position information of the controlled vehicle, the position information of the general vehicle, the risk of the general vehicle set for each road environment set in the risk setting step, and the control target specified in the environment specifying step. An action determination step for determining a risk reduction action of the controlled vehicle using information on the road environment in which the vehicle exists, and
A signal generation step for generating a risk reduction control signal for causing the controlled vehicle to perform the risk reduction action determined in the action determination step, and a signal generation step.
Have,
In the action determination step, a lane that does not approach the general vehicle having a high risk is set according to the distance from the environment judgment switching point, which is a reference when identifying the road environment in which the controlled vehicle exists, to the controlled vehicle. Either make it possible to select the first risk reduction action that reduces the risk of the controlled vehicle by changing lanes, or wait for the implementation of the lane change and move to a position where the risk can be reduced in the current vehicle positional relationship. A driving support method comprising moving to determine whether to select a second risk reduction action that reduces the risk of the controlled vehicle. In the driving support method according to claim 1,
In the action determination step, when the preset visual conditions are not satisfied, the risk reduction action reference point that serves as a criterion for determining whether to select the first risk reduction action or the second risk reduction action is set. A driving support method characterized in that it is set at a position farther from the environment judgment switching point than when the visual condition is satisfied. In the driving support method according to claim 1 or 2.
In the action determination step, the higher the risk of the general vehicle located in front of the controlled vehicle, the more it becomes a criterion for determining whether the first risk reduction action can be selected or the second risk reduction action is selected. A driving support method characterized in that a risk reduction action reference point is set at a position away from the environmental judgment switching point. It is a driving support system that has a controller that can exchange information by communication and provides driving support for the controlled vehicle.
The controller
Based on the driving history of general vehicles other than the controlled vehicle acquired from the driving history database , information on past traffic obstruction behavior of the general vehicle and position information on which the traffic obstruction behavior occurred are extracted.
Based on the information on the past traffic obstruction behavior of the general vehicle and the position information on which the traffic obstruction behavior occurred, the risk of the general vehicle is determined for each road environment determined from the position where the traffic obstruction behavior occurred. Set,
Based on the position information of the controlled vehicle, the road environment in which the controlled vehicle exists is specified.
The position information of the controlled vehicle, the position information of the general vehicle, the risk of the general vehicle set for each road environment, and the information of the road environment in which the controlled vehicle exists are used to describe the above. Determine the risk reduction behavior of the controlled vehicle,
A risk reduction control signal for causing the controlled vehicle to perform the risk reduction action is generated.
When deciding the risk reduction action, approach the general vehicle having a high risk according to the distance from the environment judgment switching point, which is a reference when identifying the road environment in which the controlled vehicle exists, to the controlled vehicle. It is possible to select the first risk reduction action that reduces the risk of the controlled vehicle by changing lanes to a non-lane change, or to wait for the implementation of the lane change and reduce the risk in the current vehicle positional relationship. A driving support system characterized in that it determines whether to select a second risk reduction action that reduces the risk of the controlled vehicle by moving to a suitable position.