JPWO2020235027A1 - Driving support device and driving support method - Google Patents

Abstract

It is an object of the present invention to provide a technology capable of appropriately providing driving support of a vehicle even when the preceding vehicle does not exist. The driving support device is one with the traveling lane in which the vehicle is traveling, based on the acquisition unit that acquires the vehicle position and the congestion information, and the vehicle position, the congestion information, and the map data acquired by the acquisition unit. When the surrounding lanes included in the road are congested, the probability that the moving object will jump out from the surrounding lane to the driving lane is determined for one or more points on one road, and based on the probability of one or more points. Provide driving support in vehicles.

Description

The present invention relates to a driving support device that assists driving a vehicle.

In recent years, various driving support devices have been proposed for notifying a vehicle such as a pedestrian about jumping out of the blind spot into the lane. For example, Patent Document 1 proposes a technique for predicting a risk of a pedestrian or the like jumping out based on the positional relationship between a vehicle and a preceding vehicle on the lane in which the vehicle travels, and issuing an alarm when the risk is high. ing.

Japanese Unexamined Patent Publication No. 2010-72836

However, in the technique of Patent Document 1, when the preceding vehicle does not exist, the above risk remains low even if the lane next to the lane in which the vehicle travels is congested. Therefore, in such a case, the driver of the vehicle must always pay high attention to the jumping out of pedestrians and the like, which is a burden on the driver.

Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a technique capable of appropriately providing driving support of a vehicle even when a preceding vehicle does not exist. And.

The driving support device according to the present invention is connected to a road with an acquisition unit that acquires a vehicle position and congestion information indicating lane congestion in the road, and a vehicle position and congestion information acquired by the acquisition unit. Along with the driving lane in which the vehicle is traveling, based on map data including the location of the connection portion of the connecting road and the connection portion of at least one of the connection portions of the predetermined facility connected to the road. When the surrounding lanes included in the road are congested, the probability that the moving object will jump out from the surrounding lane to the driving lane is determined for one or more points on one road, and based on the probability of one or more points. It is equipped with a control unit that assists driving in the vehicle.

According to the present invention, when the surrounding lane included in one road is congested together with the traveling lane in which the vehicle is traveling, the probability that the moving body jumps out from the surrounding lane to the traveling lane is determined on one road. Determine one or more points and provide driving support in the vehicle based on the probability of one or more points. According to such a configuration, it is possible to appropriately provide driving support for the vehicle even when the preceding vehicle does not exist.

The objects, features, embodiments and advantages of the present invention will be made clearer by the following detailed description and accompanying drawings.

It is a block diagram which shows the structure of the driving support apparatus which concerns on Embodiment 1. FIG. It is a block diagram which shows the structure of the driving support apparatus which concerns on Embodiment 2. It is a figure for demonstrating operation of the driving support apparatus which concerns on Embodiment 2. FIG. It is a figure for demonstrating operation of the driving support apparatus which concerns on Embodiment 2. FIG. It is a figure for demonstrating operation of the driving support apparatus which concerns on Embodiment 2. FIG. It is a figure for demonstrating operation of the driving support apparatus which concerns on Embodiment 2. FIG. It is a figure for demonstrating operation of the driving support apparatus which concerns on Embodiment 2. FIG. It is a figure for demonstrating operation of the driving support apparatus which concerns on Embodiment 2. FIG. It is a figure for demonstrating operation of the driving support apparatus which concerns on Embodiment 2. FIG. It is a figure for demonstrating operation of the driving support apparatus which concerns on Embodiment 2. FIG. It is a figure for demonstrating operation of the driving support apparatus which concerns on Embodiment 2. FIG. It is a flowchart which shows the operation of the driving support apparatus which concerns on Embodiment 2. It is a block diagram which shows the structure of the driving support apparatus which concerns on the modification 3 of Embodiment 2. It is a block diagram which shows the structure of the driving support apparatus which concerns on Embodiment 3. It is a figure for demonstrating operation of the driving support apparatus which concerns on Embodiment 3. FIG. It is a figure which shows the display example of the driving support apparatus which concerns on Embodiment 3. It is a figure which shows the display example of the driving support apparatus which concerns on the modification of Embodiment 3. It is a figure which shows the display example of the driving support apparatus which concerns on the modification of Embodiment 3. It is a block diagram which shows the structure of the driving support device which concerns on Embodiment 4. FIG. It is a flowchart which shows the operation of the driving support apparatus which concerns on Embodiment 4. It is a block diagram which shows the hardware composition of the driving support device which concerns on other modification. It is a block diagram which shows the hardware composition of the driving support device which concerns on other modification. It is a block diagram which shows the structure of the server which concerns on other modification. It is a block diagram which shows the structure of the communication terminal which concerns on other modification.

<Embodiment 1>
FIG. 1 is a block diagram showing a configuration of a driving support device 1 according to a first embodiment of the present invention. Hereinafter, the vehicle on which the driving support device 1 is mounted and which is the subject of attention will be described as “own vehicle”.

The driving support device 1 of FIG. 1 controls the support executing device 51 that executes the driving support of the own vehicle via wired or wireless. The support execution device 51 includes, for example, at least one of a notification device that can move with the own vehicle and an automatic operation control device that automatically drives the own vehicle. Although the support executing device 51 is provided outside the driving support device 1 in FIG. 1, the support executing device 51 is not limited to this, and may be provided in the driving support device 1.

The driving support device 1 of FIG. 1 includes an acquisition unit 11 and a control unit 12.

The acquisition unit 11 acquires the position of the own vehicle. For such a function, for example, a GNSS (Global Navigation Satellite System) receiver, various sensors of the own vehicle, and at least one of these interfaces are used.

In addition, the acquisition unit 11 acquires congestion information indicating congestion in the lane on the road. Such functions include, for example, VICS (Vehicle Information and Communication System) (registered trademark) receivers, DSRC (Dedicate Short Range Communication) receivers, cameras, various sensors that detect the surrounding conditions of the own vehicle, and these. At least one of the interfaces of is used.

The control unit 12 provides driving support for the own vehicle based on the position and congestion information of the own vehicle acquired by the acquisition unit 11 and the map data.

Here, the map data refers to the position of at least one of the connection portion of the connecting road connected to the road and the connecting portion of the predetermined facility connected to the road (hereinafter referred to as "connection portion position"). May be noted). The road referred to here corresponds to, for example, a portion of the road network divided into a plurality of parts at an intersection or the like. Predetermined facilities include, for example, supermarkets, gyms, theme parks and the like. The map data may be, for example, map data stored in the driving support device 1 or map data acquired by the driving support device 1 from the outside of the driving support device 1.

Hereinafter, the control unit 12 will be described in detail. First, the control unit 12 determines the traveling lane in which the own vehicle is traveling based on the position of the own vehicle acquired by the acquisition unit 11 and the map data, and the surroundings included in one road together with the traveling lane. Identify the lane. Hereinafter, one road including a driving lane may be referred to as a “driving road”. The peripheral lane includes, for example, at least one of the leftmost lane and the rightmost lane of the driving road.

The control unit 12 determines whether or not the surrounding lanes are congested based on the congestion information acquired by the acquisition unit 11. Then, when the control unit 12 determines that the surrounding lane is congested, for example, a moving body such as a pedestrian, a bicycle, or another vehicle moves from the surrounding lane to the traveling lane based on the map data including the position of the connecting portion. Determine the probability of jumping out at one or more points on the road. For example, the control unit 12 increases the probability of the point as the point where the probability should be determined is closer to the position of the connecting portion. The control unit 12 may determine the probability of a single point on the roadway, or may determine the probability of a section corresponding to a plurality of continuous points on the roadway.

The control unit 12 provides driving support in the own vehicle by controlling the support execution device 51 based on the probability of one or more determined points.

As a first example, when the support executing device 51 includes a notification device, the control unit 12 performs notification control of the notification device based on the probability of one or more determined points. As a result, the notification device can notify the driver at a highly probable point.

As a second example, when the support execution device 51 includes an automatic driving control device, the control unit 12 controls the automatic driving control device based on the probability of one or more determined points. As a result, the control unit 12 can change the driving control parameters of the own vehicle used by the automatic driving control device based on the probability. For example, the control unit 12 can control the automatic braking at a point where the probability is high. can.

<Summary of Embodiment 1>
According to the driving support device 1 according to the first embodiment as described above, the surrounding lanes are congested based on the acquired position and congestion information of the own vehicle and the map data including the connection portion position. In this case, the probability that the moving body will pop out from the surrounding lane to the traveling lane is determined, and the driving support in the own vehicle is provided based on the probability. According to such a configuration, it is possible to appropriately provide driving support for the own vehicle even when the preceding vehicle does not exist.

<Embodiment 2>
FIG. 2 is a block diagram showing the configuration of the driving support device 1 according to the second embodiment of the present invention. Hereinafter, among the components according to the second embodiment, the components that are the same as or similar to the above-mentioned components are designated by the same or similar reference numerals, and different components will be mainly described.

The driving support device 1 of FIG. 2 is communicably connected to the display device 51a, the GNSS receiver 52a, the vehicle sensor 52b, and the peripheral information detection device 52c by an in-vehicle LAN (Local Area Network) or the like.

The display device 51a is included in the concept of the support execution device 51 of FIG. The display device 51a can move together with the own vehicle and displays various information to the driver. As the display device 51a, for example, a liquid crystal display device, a head-up display, or the like is used. The display device 51a may be a device fixed to the own vehicle or a device brought into the own vehicle.

The GNSS receiver 52a detects a position such as the latitude and longitude of the own vehicle. The vehicle sensor 52b detects traveling information such as the speed and acceleration of the own vehicle.

The peripheral information detection device 52c detects peripheral information related to the traffic jam information and receives the traffic jam information itself. The peripheral information detection device 52c is, for example, a VICS (registered trademark) receiver, a DSRC receiver, a detection device (for example, a camera, a millimeter wave radar, an ultrasonic sensor, and a detection device) for detecting the status of other vehicles or obstacles on a driving road. Includes at least one of) (such as laser radar).

Next, the driving support device 1 of FIG. 2 will be described. The driving support device 1 of FIG. 2 includes a position information acquisition unit 11a, a traffic jam information acquisition unit 11b, a lane identification unit 12a, a traffic jam determination unit 12b, a probability determination unit 12c, a display control unit 12d, and map data storage. A unit 13 is provided. The position information acquisition unit 11a and the traffic jam information acquisition unit 11b are included in the concept of the acquisition unit 11 in FIG. The lane identification unit 12a, the traffic congestion determination unit 12b, the probability determination unit 12c, and the display control unit 12d are included in the concept of the control unit 12 of FIG. The map data storage unit 13 stores the map data described in the first embodiment.

The position information acquisition unit 11a acquires the position of the own vehicle detected by the GNSS receiver 52a. At this time, the position information acquisition unit 11a may correct the position of the own vehicle based on the traveling information detected by the vehicle sensor 52b, or the map matching using the map data stored in the map data storage unit 13. May correct the position of the own vehicle.

The traffic jam information acquisition unit 11b acquires the traffic jam information detected by the peripheral information detection device 52c.

The lane identification unit 12a determines the traveling lane in which the own vehicle is traveling and the traveling lane based on the position of the own vehicle acquired by the position information acquisition unit 11a and the map data stored in the map data storage unit 13. Identify the surrounding lanes included in the driving road together with the lane.

The traffic jam determination unit 12b determines whether or not the surrounding lanes specified by the lane identification unit 12a are congested based on the traffic jam information acquired by the traffic jam information acquisition unit 11b. For example, when the traffic jam information is information indicating the situation of other vehicles or obstacles on the driving road, the traffic jam determination unit 12b is based on whether or not the speed of other vehicles in the surrounding lane is equal to or less than a predetermined threshold value. To determine whether the surrounding lanes are congested. Further, for example, when the traffic jam information is the information received by the VICS (registered trademark) receiver, the traffic jam determination unit 12b determines the surrounding lanes based on whether or not the information indicates the traffic jam in the surrounding lanes. Determine if there is a traffic jam.

When the congestion determination unit 12b determines that the surrounding lane is congested, the probability determination unit 12c determines the probability that the moving body will jump out of the surrounding lane to the traveling lane based on the position of the connecting portion included in the map data. Determine the section on the driving road. The determination of this probability will be described in detail later. In the following description, this probability may be referred to as "invasion probability". Further, for convenience, the intrusion probability of the portion of the traveling road corresponding to the connection portion may be described as the intrusion probability of the connection portion.

The display control unit 12d controls the display of the display device 51a based on the intrusion probability determined by the probability determination unit 12c. In the second embodiment, the display control unit 12d controls the display device 51a to display a warning when the probability of intrusion determined by the probability determination unit 12c is larger than a predetermined threshold value.

<Determination of probability>
Hereinafter, the determination of the probability of invasion by the probability determination unit 12c according to the second embodiment will be described. The determination of the probability determination unit 12c is not limited to the first to fifth examples described below, and the determination of the probability determination unit 12c is determined by the modified examples 1 to 1 of the second embodiment described later. The determination described in 4 may be used as appropriate.

<First example>
FIG. 3 is a diagram for explaining a first example of determination of intrusion probability by the probability determination unit 12c. On one side of FIG. 3, the positional relationship between the traveling road 61 and the own vehicle 62 is shown, and on the other side, the probability of intrusion P with respect to the position d in front of the own vehicle 62 on the traveling road 61 is shown. In addition, the route with which the moving body is likely to move is indicated by the broken line arrow.

In the first example, the traveling road 61 includes a traveling lane 61a in which the own vehicle 62 is traveling, a peripheral lane 61b located on the right side of the traveling lane 61a, and a sidewalk 61c. The peripheral lane 61b of the traveling road 61 is connected to the alley 63a, which is a connecting road, by a connecting portion 63a1, and the connecting portion 63a1 extends from the point d2 to the point d3. And the surrounding lane 61b is congested.

In such a first example, the probability determination unit 12c acquires the connection portion 63a1 of the alley 63a from the map data, and determines the intrusion probability P of the connection portion 63a1 to a relatively high value. The narrower the width (d2-d3) of the connecting portion 63a1, the more difficult it is for the driver of the own vehicle 62 to recognize the connecting portion 63a1. Therefore, the probability determination unit 12c may change the value of the intrusion probability P so that the narrower the width (d2-d3) of the connection portion 63a1 is, the higher the intrusion probability P of the connection portion 63a1 is.

The probability determination unit 12c determines the intrusion probability P at a point other than the connection portion 63a1 to a value lower than the intrusion probability P of the connection portion 63a1. For example, the probability determination unit 12c determines that the farther the point other than the connection portion 63a1 is from the connection portion 63a1, the lower the probability of intrusion P at that point. In the first example of FIG. 3, the intrusion probability P decreases linearly from the points d2 and d3 toward the points d1 and d4 other than the connecting portion 63a1, but the present invention is not limited to this. For example, the probability of invasion P may decrease curvilinearly, or may decrease gradually or intermittently, from the points d2 and d3 to the points d1 and d4, respectively.

As described above, in the first example, the intrusion probability P is determined based on the position of the connecting portion 63a1 in the extending direction of the traveling road 61. In the first example, the distance between the point d1 and the point d2 (d1-d2) and the distance between the point d3 and the point d4 (d3-d4) are the same constant values (for example, 5 m). Yes, but not limited to this. For example, each of the distance (d1-d2) and the distance (d3-d4) may be variables such as twice the width (d2-d3) of the connecting portion 63a1.

<Second example>
FIG. 4 is a diagram for explaining a second example of determining the probability of invasion by the probability determination unit 12c. In FIG. 4, similarly to FIG. 3, the positional relationship between the traveling road 61 and the own vehicle 62 and the intrusion probability P with respect to the position d in front of the own vehicle 62 on the traveling road 61 are shown.

In the first example of FIG. 3, the peripheral lane 61b was connected to the alley 63a, which is the connecting road, by the connecting portion 63a1. On the other hand, in the second example of FIG. 4, the traveling lane 61a, not the peripheral lane 61b, is connected to the alley 63b, which is the connecting road, by the connecting portion 63b1. The connecting portion 63b1 extends from the point d6 to the point d7.

In the second example as well, the probability determination unit 12c determines the intrusion probability P based on the position of the connecting portion 63b1 in the extending direction of the traveling road 61, as in the first example. However, with respect to the width direction of the traveling road 61, the traveling lane 61a is relatively far from the connecting portion 63a1 in the first example of FIG. 3, but the traveling lane 61a is relatively close to the connecting portion 63b1 in the second example of FIG. According to this difference, it is presumed that in the positional relationship of FIG. 4 rather than the positional relationship of FIG. 3, a moving object such as a pedestrian often crosses a portion of the traveling lane 61a closer to the connecting portion 63b1. NS.

In view of this, the distance of the second example (d5-d6) <the distance of the first example (d1-d2) and the distance of the second example (d7-d8) <the distance of the first example (d3-d4). ) May hold, the probability determination unit 12c may determine points d5 and d8 other than the connection portion 63b1. That is, when the probability determination unit 12c determines the intrusion probability P based on the position of the connection portion of the connecting road, not only where the connecting portion is in the extending direction of the traveling road 61 but also the connecting portion is in the traveling lane. The intrusion probability P may be determined in consideration of whether the vehicle is in the surrounding lane 61b or 61a. Of course, in some cases, the distance of the second example (d5-d6) = the distance of the first example (d1-d2), and the distance of the second example (d7-d8) = the distance of the first example (d3-d4). May be.

<Third example>
5 and 6 are diagrams for explaining a third example of the determination of the probability of invasion by the probability determination unit 12c. 5 and 6 show the positional relationship between the traveling road 61 and the own vehicle 62 and the like, and the probability of intrusion P with respect to the position d in front of the own vehicle 62 on the traveling road 61, as in FIG.

In the third example as well, the probability determination unit 12c determines the intrusion probability P based on the position of the connecting portion of the connecting road on the traveling road 61, as in the first and second examples. However, the distance (d3-d6) between the connecting portions 63a1, 63b1 of the alleys 63a and 63b shown in FIG. 6 is the distance between the connecting portions 63a1, 63b1 of the alleys 63a and 63b shown in FIG. It is shorter than d3-d6). According to this difference, it is presumed that the positional relationship of FIG. 6 is more likely to cross the traveling lane 61a than the positional relationship of FIG. 5 by a moving object such as a pedestrian.

In view of this, the probability determination unit 12c increases the probability of intrusion P of the connecting portions 63a1, 63b1 as the distance (d3-d6) between the connecting portions 63a1, 63b1 of the alleys 63a and 63b becomes shorter. good. That is, the probability determination unit 12c may determine the intrusion probability P based on the distance (d3-d6) between the connection portions 63a1, 63b1 of the alleys 63a, 63b connected to both sides of the traveling road 61. ..

Further, the probability determination unit 12c has an intrusion probability P when only the alley 63a or only the alley 63b is connected to one side of the traveling road 61 as in the first example (FIG. 3) and the second example (FIG. 4). Rather, the intrusion probability P may be increased when the alley 63a and the alley 63b are connected to both sides of the traveling road 61 as in the third example (FIG. 6). Further, the shape of the graph of the intrusion probability P in FIG. 6 may correspond to the sum of the shape of the graph of the intrusion probability P in FIG. 3 and the shape of the graph of the intrusion probability P in FIG.

<4th example>
FIG. 7 is a diagram for explaining a fourth example of determination of intrusion probability by the probability determination unit 12c. In FIG. 7, similarly to FIG. 3, the positional relationship between the traveling road 61 and the own vehicle 62 and the intrusion probability P with respect to the position d in front of the own vehicle 62 on the traveling road 61 are shown.

In the fourth example as well, the probability determination unit 12c determines the intrusion probability P based on the position of the connecting portion of the connecting road on the traveling road 61, as in the first and second examples. However, in the first example of FIG. 3, the peripheral lane 61b is an oncoming lane located on the right side of the traveling lane 61a and is congested. On the other hand, in the fourth example of FIG. 7, the peripheral lane 61b is located on the left side of the traveling lane 61a, is a lane that is preferentially overtaken by the vehicle traveling in the traveling lane 61a, and is congested. According to this difference, moving objects such as pedestrians are more alert in the positional relationship in which the vehicle travels in one direction shown in FIG. 7 than in the positional relationship in which the vehicle travels in both directions shown in FIG. It is presumed that it often crosses the traveling lane 61a.

In view of this, the probability determination unit 12c determines that when the congested peripheral lane 61b is on the left side of the traveling lane 61a, the congested peripheral lane 61b is on the right side of the traveling lane 61a. The probability of invasion P may be increased. That is, the probability determination unit 12c may determine the intrusion probability P based on whether the congested peripheral lane 61b is on the left side or the right side of the traveling lane 61a.

When the peripheral lane 61b includes not only the lane that is preferentially overtaken by the vehicle in the traveling lane 61a but also the oncoming lane as shown in FIG. 8, a moving body such as a pedestrian crosses a plurality of lanes. It is presumed that this is extremely dangerous and it is unlikely that the vehicle will cross the traveling lane 61a. In view of this, that is, the probability determination unit 12c may determine the intrusion probability P based on the number of lanes on the driving road 61.

<Example 5>
9, 10 and 11 are diagrams for explaining a fifth example of the determination of the probability of intrusion by the probability determination unit 12c, and similarly to FIG. 3, the positional relationship between the traveling road 61 and the own vehicle 62 and the like, and It is a figure which shows the intrusion probability P about the traveling road 61.

In the first to fourth examples, the probability determination unit 12c determines the probability of intrusion based on the position of the connection portion of the connecting road such as an alley. In the fifth example, the probability determining unit 12c uses the position of the connecting portion of the predetermined facility connected to the road instead of the connecting portion position of the connecting road connected to the road to determine the probability of intrusion.

In FIG. 9, the traveling lane 61a of the traveling road 61 is connected to the super 64a, which is a predetermined facility, by a connecting portion 64a1, and the connecting portion 64a1 extends from the point d22 to the point d23. The positional relationship in FIG. 9 is the same as the positional relationship in which the alley 63b of the second example in FIG. 4 is replaced with the super 64a.

In such an example of FIG. 9, similarly to the second example, the probability determination unit 12c determines the intrusion probability P based on the position of the connection portion of the facility determined in advance on the driving road 61. For example, the probability determination unit 12c acquires the connection portion 64a1 of the super 64a from the map data, and determines the intrusion probability P of the connection portion 64a1 to a relatively high value. Then, the probability determination unit 12c determines the intrusion probability P at points d21, d24 other than the connection portion 64a1 to a value lower than the intrusion probability P of the connection portion 64a1.

The positional relationship of FIG. 10 is the same as the positional relationship in which the alley 63b of the third example of FIG. 6 is replaced with the super 64a. In such an example of FIG. 10, similarly to the third example, the probability determination unit 12c also determines the distance between the connecting portion 63a1 of the alley 63a connected to both sides of the driving road 61 and the connecting portion 64a1 of the super 64a. The probability of invasion P may be determined based on this.

The positional relationship of FIG. 11 is the same as the change from the first example of FIG. 3 to the fourth example of FIG. 7, that is, the position of the traveling lane 61a and the position of the surrounding lane 61b are changed, and the position of FIG. 9 is changed. Similar to what went to the relationship. In such an example of FIG. 11, similarly to the fourth example, the probability determination unit 12c determines the intrusion probability P based on whether the congested peripheral lane 61b is on the left side or the right side of the traveling lane 61a. You may.

<Operation>
FIG. 12 is a flowchart showing the operation of the driving support device 1 according to the second embodiment.

First, in step S1, the position information acquisition unit 11a acquires the position of the own vehicle, and the congestion information acquisition unit 11b acquires the congestion information.

In step S2, the lane identification unit 12a identifies the traveling lane and the surrounding lanes based on the position of the own vehicle acquired by the position information acquisition unit 11a and the map data stored in the map data storage unit 13. do.

In step S3, the traffic jam determination unit 12b determines whether or not the surrounding lanes specified by the lane identification unit 12a are congested based on the traffic jam information acquired by the traffic jam information acquisition unit 11b. If it is determined that the surrounding lane is congested, the process proceeds to step S4, and if it is determined that the surrounding lane is not congested, the process returns to step S1.

In step S4, the probability determination unit 12c determines the probability of the moving body jumping out from the surrounding lane to the traveling lane for the section on the traveling road based on the position of the connecting portion included in the map data.

In step S5, the display control unit 12d determines whether or not the intrusion probability determined by the probability determination unit 12c is larger than a predetermined threshold value. If it is determined that the intrusion probability is greater than the threshold value, the process proceeds to step S6, and if it is determined that the intrusion probability is equal to or less than the threshold value, the process returns to step S1.

In step S6, the display control unit 12d controls the display device 51a to display a warning. By this control, the display device 51a displays a warning. After that, the operation of FIG. 12 ends.

<Summary of Embodiment 2>
According to the driving support device 1 according to the second embodiment as described above, since the intrusion probability is determined as in the first to fifth examples described above, the intrusion probability can be optimized. Further, according to the second embodiment, when the probability of intrusion is larger than a predetermined threshold value, the display device 51a is controlled to display a warning, so that the burden on the driver's operation can be reduced.

<Modification 1 of Embodiment 2>
When the peripheral information detection device 52c is configured to include the above-mentioned detection device that detects the vicinity of the own vehicle, the traffic jam information acquisition unit 11b may be used as a traffic jam in a portion of the peripheral lane corresponding to the connection portion, for example. The positions of the vehicle B4 and the vehicle B5 of 3 may be acquired. Then, the probability determination unit 12c may determine the probability of intrusion based on the positions of the vehicle B4 and the vehicle B5 acquired by the peripheral information detection device 52c.

Further, when the distance between the vehicle B4 and the connecting portion 63a1 (distance on the vehicle B4 side) is smaller than the distance between the vehicle B5 and the connecting portion 63a1 (distance on the vehicle B5 side), a pedestrian or the like It is presumed that the moving body of the vehicle often crosses the traveling lane 61a near the vehicle B5. On the other hand, when the distance on the vehicle B4 side is larger than the distance on the vehicle B5 side, it is presumed that a moving object such as a pedestrian often crosses the traveling lane 61a near the vehicle B4.

In view of this, when the distance on the vehicle B4 side is smaller than the distance on the vehicle B5 side, the probability determination unit 12c has the point d1 so that the distance (d3-d4) <distance (d1-d2) holds. , D4 may be determined. On the other hand, when the distance on the vehicle B4 side is larger than the distance on the vehicle B5 side, the probability determination unit 12c determines the points d1 and d4 so that the distance (d3-d4)> the distance (d1-d2) holds. You may.

According to the driving support device 1 according to the present modification 1 as described above, the probability of intrusion can be optimized.

<Modification 2 of Embodiment 2>
The map data may include the structure of the road. Then, the probability determination unit 12c may determine the probability of intrusion based on the structure of the traveling road.

For example, when the structure of the road includes whether or not the road has a curve and the driving road of the map data has a curve, the probability determination unit 12c is the section of the traveling road where the curve exists. The probability of intrusion may be increased. For example, if the structure of the road includes whether or not the number of sidewalks included in the road is reduced, and the number of sidewalks included in the driving road of the map data is reduced, the probability determination unit 12c is concerned. The probability of intrusion may be increased at points on the road where the number of sidewalks decreases.

The map data may also include the attributes and structure of the connecting road. Then, the probability determination unit 12c may determine the probability of intrusion based on the attributes and structure of the connecting road.

For example, if the attribute of the connecting road includes whether or not the connecting road is connected to a kindergarten or an elementary school, and the connecting road of the map data is connected to a kindergarten or an elementary school, the probability determination unit 12c May increase the probability of intrusion of the connecting road.

For example, when the structure of the connecting road includes a connecting angle between the connecting road and the road, the probability determining unit 12c may determine the intrusion probability of the connecting road based on the connecting angle. Specifically, when the alley 63a in FIG. 3 is connected to the driving road 61 in a state of extending from the lower right to the upper left, a moving body such as a pedestrian travels from the lower side of the connecting portion 63a1. It is presumed that the traveling lane 61a is often crossed from above the connecting portion 63a1 rather than crossing the lane 61a. In such a case, the probability determination unit 12c may determine the points d1 and d4 so that the distance (d3-d4)> the distance (d1-d2) holds.

The map data may also include predetermined facility attributes. Then, the probability determination unit 12c may determine the probability of invasion based on the predetermined attributes of the facility.

For example, when the predetermined facility attributes include kindergarten, elementary school, and junior high school, the probability determination unit 12c determines the probability of invasion such that kindergarten invasion probability> elementary school invasion probability> junior high school invasion probability. You may.

According to the driving support device 1 according to the present modification 2 as described above, the probability of intrusion can be optimized.

<Modification 3 of Embodiment 2>
FIG. 13 is a block diagram showing the configuration of the driving support device 1 according to the third modification. The configuration of the driving support device 1 in FIG. 13 is the same as the configuration in which the driving information acquisition unit 11c is added to the configuration of the driving support device 1 in FIG. The traveling information acquisition unit 11c is included in the concept of the acquisition unit 11 in FIG.

The traveling information acquisition unit 11c acquires traveling information including at least one of the date and time when the own vehicle is traveling and the weather at the position where the own vehicle is traveling. For the travel information acquisition unit 11c, for example, a timer, a communication device that can connect to the Internet, and the like are used.

The probability determination unit 12c may determine the probability of intrusion based on the travel information acquired by the travel information acquisition unit 11c. For example, when the date and time included in the travel information is a time zone for returning home such as in the evening, the probability determination unit 12c may increase the probability of intrusion as a whole. For example, when the weather included in the travel information is rain, snow, fog, or the like, the probability determination unit 12c may increase the probability of intrusion as a whole.

According to the driving support device 1 according to the present modification 3 as described above, the probability of intrusion can be optimized.

<Modification 4 of Embodiment 2>
When the peripheral information detection device 52c is configured to include the detection device, the traffic jam information acquisition unit 11b may acquire a moving body existing in a traffic jam peripheral lane. As such a moving body, for example, a pedestrian who is watching the situation while trying to pass through a traveling lane from a congested peripheral lane is assumed. The probability determination unit 12c may determine the probability of intrusion based on whether or not the traffic jam information acquisition unit 11b has acquired the moving object. For example, the probability determination unit 12c may increase the probability of intrusion when the traffic jam information acquisition unit 11b acquires a moving object.

According to the driving support device 1 according to the present modification 4 as described above, the probability of intrusion can be optimized.

<Embodiment 3>
FIG. 14 is a block diagram showing the configuration of the driving support device 1 according to the third embodiment of the present invention. In the configuration of the driving support device 1 of FIG. 14, a head-up display 51b is used as the display device 51a of the driving support device 1 of FIG. Hereinafter, among the components according to the third embodiment, the same or similar components as those described above will be designated by the same or similar reference numerals, and different components will be mainly described.

The head-up display 51b according to the third embodiment can display one or more virtual images visually recognized from the driver's seat of the own vehicle overlaid on the scenery outside the own vehicle. That is, the head-up display 51b can display a virtual virtual image that can be seen by the driver of the own vehicle as if it actually exists in a three-dimensional space in the real world. The position of the virtual image is a position in the three-dimensional coordinate space with the specific position of the own vehicle (for example, the driver's seat or the windshield) as a reference such as the origin. When the three-dimensional coordinate space is a polar coordinate space, the position of the virtual image is defined by, for example, the direction of the virtual image, which is the direction of the virtual image, and the virtual image distance, which is the distance to the virtual image. In the following description, the virtual image displayed by the head-up display 51b may be referred to as an object.

FIG. 15 is a diagram for explaining display control of the display control unit 12d according to the third embodiment, and FIG. 16 is a diagram showing a display example of the display device 51a performed in the case of FIG.

In the third embodiment, in the map data, the attribute of the moving body is associated with the connecting portion. The attributes of the moving body indicate, for example, any of pedestrians, bicycles and other vehicles. For example, in the example of FIG. 15, "pedestrian" is associated with the connecting portion 63a1 as an attribute of the moving body, and "another vehicle" is associated with the connecting portion 63b1 as an attribute of the moving body.

The display control unit 12d finds a point on the driving road where the probability of intrusion is larger than the threshold value. In the example of FIG. 15, the display control unit 12d obtains a section from the point d41 to the point d42 and a section from the point d43 to the point d44 on the traveling road where the intrusion probability P is larger than the threshold value th. Hereinafter, the display control for the section from the point d41 to the point d42 will be described, but the display control for the section from the point d43 to the point d44 is the same as the following description.

The display control unit 12d obtains a connection portion close to the point determined by comparison with the threshold value, and displays the attribute of the moving body corresponding to the connection portion on the head-up display 51b. In the example of FIG. 15, the display control unit 12d obtains the connection portion 63a1 close to the section from the obtained point d41 to the point d42, and displays the “pedestrian” associated with the connection portion 63a1 on the head-up display 51b. As a result, as shown in FIG. 16, the head-up display 51b displays an object 67a that shows a pedestrian in a deformed manner.

Further, the display control unit 12d obtains a connection portion close to the point determined by comparison with the threshold value, and causes the head-up display 51b to display at least one of the connecting road and the facility at the position of the connection portion. In the example of FIG. 15, the display control unit 12d obtains the connection portion 63a1 close to the section from the obtained point d41 to the point d42, and displays the characters indicating the alley 63a at the position of the connection portion 63a1 on the head-up display 51b. At this time, the display control unit 12d also displays the graphic object of the alley 63a on the head-up display 51b. As a result, as shown in FIG. 16, the head-up display 51b displays a character object 67b that calls attention to the alley and an object 67c that is a graphic of the alley.

The display control unit 12d puts the object on the head-up display 51b at a real point seen from the driver's seat of the own vehicle and corresponding to a point on the driving road where the probability of intrusion is larger than the threshold value. Display it. As a result, as shown in FIG. 16, the head-up display 51b displays the objects 67a, 67b, 67c in the actual range corresponding to the range from the point d41 to the point d42. When performing this display, both the distance and the direction of the virtual image of the objects 67a, 67b, 67c may be controlled, or only the direction of the virtual image of the objects 67a, 67b, 67c may be controlled.

<Summary of Embodiment 3>
According to the driving support device 1 according to the third embodiment as described above, a point on the driving road where the probability of intrusion is larger than the threshold value is obtained, a connection portion close to the point is obtained, and the movement corresponding to the connection portion is obtained. Display body attributes on the head-up display. With such a configuration, the driver can grasp in advance what kind of moving object will pop out.

Further, according to the third embodiment, a point on the driving road where the probability of intrusion is larger than the threshold value is obtained, a connecting portion close to the point is obtained, and at least one of the connecting road and the facility at the position of the connecting portion is determined. Display on the head-up display. According to such a configuration, the driver can grasp in advance whether the cause of the moving object popping out is the connecting road or the facility.

Further, according to the third embodiment, the object is head-up displayed at a real point seen from the driver's seat of the own vehicle and corresponding to a point on the driving road where the probability of intrusion is larger than the threshold value. It is displayed on 51b. With such a configuration, the driver can know in advance from where the moving body will pop out.

<Modified Example of Embodiment 3>
As shown in FIGS. 17 and 18, the display control unit 12d is a real point seen from the driver's seat of the own vehicle, and is a real point corresponding to a point on the driving road where the probability of intrusion is larger than the threshold value. , An object showing the probability of intrusion may be displayed on the head-up display 51b. FIG. 17 shows that the larger the number of arc-shaped objects 68a, the greater the probability of intrusion, and FIG. 18 shows that the larger the length of the arrow-shaped objects 68b, the greater the probability of intrusion.

In the examples of FIGS. 17 and 18, the traffic jam information acquisition unit 11b determines the position of each vehicle on the peripheral lane, that is, the vehicle B4 and the vehicle of FIG. The position like B5 is acquired, and the display control unit 12d displays the objects 68a and 68b between the vehicles. However, if the object showing the probability of intrusion can be displayed on the head-up display 51b, the display is not limited to those shown in FIGS. 17 and 18.

<Embodiment 4>
FIG. 19 is a block diagram showing the configuration of the driving support device 1 according to the fourth embodiment of the present invention. Hereinafter, among the components according to the fourth embodiment, the same or similar components as those described above will be designated by the same or similar reference numerals, and different components will be mainly described.

The driving support device 1 of FIG. 19 is connected to the automatic driving control device 51c instead of the display device 51a of FIG. Further, the driving support device 1 of FIG. 19 includes a parameter adjusting unit 12e instead of the display control unit 12d of FIG. The automatic operation control device 51c is included in the concept of the support execution device 51 of FIG. 1, and the parameter adjustment unit 12e is included in the concept of the control unit 12 of FIG.

The automatic driving control device 51c changes the traveling control parameters for controlling the traveling of the own vehicle. The traveling of the own vehicle referred to here may be traveling by a driver who has been assisted in driving, or may be traveling by automatic driving.

The parameter adjusting unit 12e controls the traveling of the own vehicle by adjusting the traveling control parameters of the automatic driving control device 51c based on the intrusion probability determined by the probability determining unit 12c. For example, the parameter adjusting unit 12e controls so that the automatic braking is immediately applied at a point where the probability of intrusion is high.

<Operation>
FIG. 20 is a flowchart showing the operation of the driving support device 1 according to the fourth embodiment. The operation of FIG. 20 is the same as the operation of changing step S6 of FIG. 12 to step S7. In step S7, the parameter adjusting unit 12e controls the traveling of the own vehicle by adjusting the traveling control parameters of the automatic driving control device 51c. After that, the operation of FIG. 20 ends.

<Summary of Embodiment 4>
According to the driving support device 1 according to the fourth embodiment as described above, since the traveling control of the own vehicle is performed based on the probability of intrusion, the driving burden on the driver can be reduced.

<Other variants>
The acquisition unit 11 and the control unit 12 of FIG. 1 described above are hereinafter referred to as “acquisition unit 11 and the like”. The acquisition unit 11 and the like are realized by the processing circuit 81 shown in FIG. That is, the processing circuit 81 has an acquisition unit 11 that acquires the vehicle position and congestion information, a vehicle position and congestion information acquired by the acquisition unit 11, a connection portion of a connecting road connected to the road, and a connection portion. , A moving vehicle from the surrounding lane to the driving lane when the surrounding lane is congested, based on map data including the location of at least one of the connection parts of the predetermined facility connected to the road. A control unit 12 is provided, which determines the probability that the vehicle will pop out at one or more points on the driving road, and provides driving support in the vehicle based on the probability of the one or more points. Dedicated hardware may be applied to the processing circuit 81, or a processor that executes a program stored in the memory may be applied. Examples of the processor include a central processing unit, a processing unit, an arithmetic unit, a microprocessor, a microcomputer, a DSP (Digital Signal Processor), and the like.

When the processing circuit 81 is dedicated hardware, the processing circuit 81 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), or an FPGA (Field Programmable Gate). Array), or a combination of these. Each of the functions of each part such as the acquisition unit 11 may be realized by a circuit in which processing circuits are dispersed, or the functions of each part may be collectively realized by one processing circuit.

When the processing circuit 81 is a processor, the functions of the acquisition unit 11 and the like are realized by combining with software and the like. The software and the like correspond to, for example, software, firmware, or software and firmware. Software and the like are described as programs and stored in memory. As shown in FIG. 22, the processor 82 applied to the processing circuit 81 realizes the functions of each part by reading and executing the program stored in the memory 83. That is, when the driving support device 1 is executed by the processing circuit 81, the step of acquiring the vehicle position and the congestion information, the acquired vehicle position and the congestion information, and the connecting road connected to the road. From the surrounding lane when the surrounding lane is congested, based on the map data including the location of at least one of the connecting parts of the connection part of the facility connected to the road and the connection part of the predetermined facility connected to the road. As a result, the step of determining the probability that the moving object will jump out into the driving lane for one or more points on the driving road and providing driving support in the vehicle based on the probability of one or more points will be executed. A memory 83 for storing a program is provided. In other words, it can be said that this program causes the computer to execute the procedure or method of the acquisition unit 11 or the like. Here, the memory 83 is a non-volatile or non-volatile memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable Read Only Memory), and an EEPROM (Electrically Erasable Programmable Read Only Memory). Volatile semiconductor memory, HDD (Hard Disk Drive), magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc), its drive device, etc., or any storage medium used in the future. You may.

The configuration in which each function of the acquisition unit 11 and the like is realized by either hardware or software has been described above. However, the present invention is not limited to this, and a configuration may be configured in which a part of the acquisition unit 11 or the like is realized by dedicated hardware and another part is realized by software or the like. For example, the acquisition unit 11 realizes its function by a processing circuit 81 as dedicated hardware, an interface, a receiver, and the like, and other than that, the processing circuit 81 as a processor 82 reads a program stored in the memory 83. It is possible to realize the function by executing it.

As described above, the processing circuit 81 can realize each of the above-mentioned functions by hardware, software, or a combination thereof.

Further, the driving support device 1 described above includes a vehicle device such as a PND (Portable Navigation Device), a navigation device, and a DMS (Driver Monitoring System) device, and a communication terminal including a mobile terminal such as a mobile phone, a smartphone, and a tablet. It can also be applied to a driving support system constructed as a system by appropriately combining a server and an application function installed in at least one of a vehicle device and a communication terminal. In this case, each function or each component of the driving support device 1 described above may be dispersedly arranged in each device for constructing the system, or may be centrally arranged in any of the devices. good.

FIG. 23 is a block diagram showing the configuration of the server 91 according to this modification. The server 91 of FIG. 23 includes a communication unit 91a and a control unit 91b, and can perform wireless communication with the vehicle device 93 of the vehicle 92.

The communication unit 91a, which is an acquisition unit, receives the position of the vehicle 92 acquired by the vehicle device 93 and the congestion information acquired by the other server by performing wireless communication with the vehicle device 93 and another server. ..

The control unit 91b has the same function as the control unit 12 of FIG. 1 when a processor (not shown) of the server 91 or the like executes a program stored in a memory (not shown) of the server 91. That is, the control unit 91b includes the position and congestion information of the vehicle 92 received by the communication unit 91a, the connection portion of the connecting road connected to the road, and the connection portion of the predetermined facility connected to the road. Based on map data including the position of at least one of the connecting parts, the probability that a moving object will jump out from the surrounding lane to the driving lane when the surrounding lane is congested is determined for one or more points on the driving road. Then, a control signal for providing driving assistance in the vehicle is generated based on the probability of one or more points. Then, the communication unit 91a transmits the control signal generated by the control unit 91b to the vehicle device 93. According to the server 91 configured in this way, the same effect as that of the driving support device 1 described in the first embodiment can be obtained.

FIG. 24 is a block diagram showing the configuration of the communication terminal 96 according to this modification. The communication terminal 96 of FIG. 24 includes a communication unit 96a similar to the communication unit 91a and a control unit 96b similar to the control unit 91b, and can perform wireless communication with the vehicle device 98 of the vehicle 97. ing. The communication terminal 96 is, for example, a mobile terminal such as a mobile phone, a smartphone, or a tablet carried by the driver of the vehicle 97. According to the communication terminal 96 configured in this way, the same effect as that of the driving support device 1 described in the first embodiment can be obtained.

In the present invention, each embodiment and each modification can be freely combined, and each embodiment and each modification can be appropriately modified or omitted within the scope of the invention.

Although the present invention has been described in detail, the above description is exemplary in all embodiments and the present invention is not limited thereto. It is understood that innumerable variations not illustrated can be assumed without departing from the scope of the present invention.

1 Driving support device, 11 acquisition unit, 12 control unit, 51a display device, 51b head-up display, 61 driving road, 61a driving lane, 61b peripheral lane, 62 own vehicle, 63a, 63b alley, 63a1, 63b1,64a1 connection part , 64a super, 67a, 67b, 67c, 68a, 68b objects.

Claims (19)

An acquisition unit that acquires the position of the vehicle and congestion information indicating congestion in the lane on the road,
At least one of the vehicle position and the congestion information acquired by the acquisition unit, the connection portion of the connecting road connected to the road, and the connection portion of the predetermined facility connected to the road. Based on the map data including the position of, when the peripheral lane included in one road is congested together with the traveling lane in which the vehicle is traveling, the moving body jumps out from the peripheral lane to the traveling lane. A driving support device including a control unit that determines a probability of one or more points on the one road and provides driving support in the vehicle based on the probability of the one or more points. The driving support device according to claim 1.
The driving support is a driving support device including notification control of a notification device that can move with the vehicle. The driving support device according to claim 1.
The driving support is a driving support device including driving control of the vehicle. The driving support device according to claim 1.
The control unit
A driving support device that determines the probability based on traffic congestion in a portion of the surrounding lane corresponding to the connecting portion. The driving support device according to claim 1.
The control unit
A driving support device that determines the probability based on whether the surrounding lane that is congested is on the left side or the right side of the traveling lane. The driving support device according to claim 1.
The map data includes at least one of the attributes and structures of the connecting road.
The control unit
A driving assistance device that determines the probability based on at least one of the attributes and the structure. The driving support device according to claim 1.
The control unit
A driving support device that determines the probability based on the distance between the connecting portions of the connecting road connected to both sides of the one road. The driving support device according to claim 2.
The notification device includes a display device and includes a display device.
The control unit
A driving support device that controls the display device to display a warning when the probability is larger than a predetermined threshold value. The driving support device according to claim 8.
The display device is a driving support device including a head-up display. The driving support device according to claim 9.
The attributes of the moving body are associated with the connecting portion,
The control unit
The point on the one road whose probability is larger than the threshold value is obtained, the connection portion close to the point is obtained, and the attribute of the moving body corresponding to the connection portion is displayed on the head-up display. Driving support device. The driving support device according to claim 9.
The control unit
The point on the one road whose probability is larger than the threshold value is obtained, the connection portion close to the point is obtained, and at least one of the connection road and the facility at the position of the connection portion is determined by the head. A driving support device that is displayed on the up display. The driving support device according to claim 11.
The control unit
A driving support device for displaying at least one object of the connecting road and the facility at the position of the obtained connecting portion on the head-up display. The driving support device according to claim 9.
The control unit
Driving in which an object is displayed on the head-up display at a real point seen from the driver's seat of the vehicle and corresponding to the point on the one road whose probability is larger than the threshold value. Support device. The driving support device according to claim 13.
The object is a driving support device indicating the magnitude of the probability. The driving support device according to claim 1.
The map data includes the structure of the road.
The control unit
A driving support device that determines the probability based on the structure of the one road. The driving support device according to claim 1.
The acquisition unit
Acquire more moving objects in the surrounding lanes that are congested,
The control unit
A driving support device that determines the probability based on whether or not the acquisition unit has acquired the moving body. The driving support device according to claim 1.
The map data includes the attributes of the facility.
The control unit
A driving support device that determines the probability based on the attributes. The driving support device according to claim 1.
The acquisition unit
Further acquiring travel information including at least one of the date and time when the vehicle is traveling and the weather at the position where the vehicle is traveling is obtained.
The control unit
A driving support device that determines the probability based on the driving information. Obtain the position of the vehicle and the traffic jam information indicating the traffic jam in the lane on the road,
The acquired position of the vehicle and the congestion information, the connection portion of the connecting road connected to the road, and the position of at least one connection portion of the connection portion of the predetermined facility connected to the road are included. Based on the map data, the probability that the moving body will jump out from the peripheral lane to the traveling lane when the surrounding lane included in one road is congested together with the traveling lane in which the vehicle is traveling is described above. A driving support method for determining one or more points on one road and providing driving support for the vehicle based on the probability of the one or more points.

Images