JP4893531B2 - Driving support system - Google Patents

Description

  The present invention relates to a driving support system that forms an avoidance route for vehicles when they come into contact with each other.

As a prior art, when there is an obstacle on the road, there is one that determines the possibility that the vehicle can pass through the obstacle (see, for example, Patent Document 1). This is because a space frame required for passing through the vehicle is formed in the screen in front of the vehicle photographed by the image sensor, and the possibility of the vehicle passing through is determined based on the space frame. Yes. According to this conventional technology, it is possible to determine whether or not the vehicle can pass forward in a short time without getting off the vehicle, reducing the driver's fatigue due to driving and reducing the travel time to the destination. It can be performed.
Also, the sense of vehicle width relative to the vehicle (the driver driving the vehicle can grasp the size of the vehicle (especially the width of the vehicle) and determine whether there is interference with objects around the vehicle. It was very useful for a novice driver who does not have a sense) because the vehicle determines the interference between the obstacle and the vehicle on his behalf.
JP-A-8-221698

However, according to the above-described conventional technology, the vehicle is actually used so as to avoid the obstacle only by notifying the driver of the presence / absence of the obstacle and the determination result of whether or not the vehicle can pass through the obstacle. Could not be moved. Therefore, even for beginners who are unskilled in driving technology as described above, even if it is possible to obtain information that the vehicle can pass through avoiding obstacles, it is difficult to move the vehicle while avoiding other vehicles and obstacles. It was.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a driving support system that can be easily avoided from other vehicles and obstacles on a road.

According to the driving support system according to claim 1, when the own vehicle comes into contact with another vehicle, the current position and direction of the own vehicle detected by the vehicle position detecting unit, and the surroundings of the own vehicle detected by the obstacle detecting unit The vehicle makes contact with the other vehicle based on the position of the obstacle, the position information of the other vehicle received from the other vehicle via the communication means, the direction information of the other vehicle, and the position information of the obstacle around the other vehicle. There are provided avoidance route calculation means for calculating a route to be avoided and vehicle movement means for moving the host vehicle based on the avoidance route formed by the avoidance route calculation means. Thereby, when it contacts with another vehicle on a road, the avoidance from another vehicle can be easily performed by the action | operation of the vehicle moving means based on the formed avoidance path | route.
In addition, in order for the vehicle moving means to move the own vehicle based on the avoidance route formed by the avoidance route calculating means, the own vehicle is stopped and a movement instruction is given to the other vehicle via the communication means. The other vehicle is temporarily withdrawn from the avoidance route. As a result, it is possible to avoid the other vehicle and the obstacle and more easily avoid the own vehicle from contact.

According to the driving support system of claim 2, the avoidance route calculation means calculates the avoidance route by calculating a route in which the vehicle travels a predetermined distance away from the obstacle detected by the obstacle detection means. Form. Thereby, the avoidance path | route which avoids an obstruction reliably can be formed easily .

According to the driving support system of claim 3, a bumper formed of a soft material and having a built-in pressure sensor is attached to the outer periphery of the own vehicle. When the own vehicle and another vehicle come into contact with each other, the bumper Are mutually pressed and the pressure sensor detects the pressure increase, the avoidance path calculation means starts calculation of the avoidance path. Thereby, the contact of the vehicle can be reliably detected with a simple configuration, and the calculation of the avoidance path can be started.

  Hereinafter, the driving support system according to the present embodiment will be described with reference to FIGS. FIG. 1 is a block diagram showing an overall configuration of an in-vehicle travel support apparatus 1 having a navigation function mounted on each vehicle. The in-vehicle travel support device 1 includes a control device 2 mainly composed of a microcomputer, a position detector 3 for detecting the current position and direction of a vehicle (not shown), a map data input device 4, and a group of operation switches. 5, camera 6, image processing unit 7 connected to camera 6, obstacle detection sensor 8, bumper pressure sensor 9, vehicle speed sensor 10, rudder angle sensor 11, acceleration sensor 12, shift switch 13, engine speed sensor 14, Between a brake pressure sensor 15, an external memory 16, a display device 17 including a color liquid crystal display, a voice controller 18 to which a speaker 19 is connected, a voice recognition device 20 for recognizing voice input from a microphone 21, and a remote controller 23. Remote control sensor 22 for transmitting / receiving commands and the like, throttle actuator 24, shift actuator 25 Steering actuator 26, a brake actuator 27, the inter-vehicle communication device 28 for transmitting and receiving data (information) by wireless communication with another vehicle.

  The position detector 3 corresponds to the vehicle position detection means of the present invention, and includes a geomagnetic sensor 29 that detects the vehicle direction (orientation), a gyroscope 30 that detects the rotational angular velocity of the vehicle, a distance sensor 31 that detects the travel distance of the vehicle, It has a GPS receiver 32 for GPS (Global Positioning System) that detects (positions) the current position of the vehicle (own vehicle) based on the radio wave transmitted from the artificial satellite. Each of the sensors 29 to 32 has an error having a different property. For this reason, the control device 2 detects the current position, traveling direction, speed, travel distance, current time, and the like of the vehicle with high accuracy by using the detected values of the sensors 29 to 32 while interpolating. Yes. Depending on the accuracy, the position detector 3 may be configured by only a part of the sensors 29 to 32 described above. Moreover, you may use the steering angle sensor 11, the wheel sensor of each rolling wheel, etc.

  The map data input unit 4 converts road map data, landmark data, map matching data, destination data (facility database), and traffic information formed by a number of nodes and links connecting the nodes into road data. It comprises a drive device for reading data from a map data recording medium that records various data such as table data. As the map data recording medium, a large-capacity storage medium such as a DVD is generally used, but a medium such as a memory card or a hard disk device may be used.

  The operation switch group 5 which is an external operation means includes a mechanical switch provided in the vicinity of the screen of the display device 17 and a touch panel provided on the screen of the display device 17. The user uses this operation switch group 5 to change the destination of the vehicle, information necessary for searching for the destination (destination search condition), and the screen and display mode of the display device 17 (map scale change, menu display selection). Various commands for performing route search, route guidance start, current position correction, volume adjustment, etc.) can be input, and the vehicle-mounted travel support device 1 can be operated. On the other hand, the remote controller 23 is also provided with a plurality of operation switches, and various command signals are transmitted from the remote controller 23 to the control device 2 via the remote control sensor 22 by the switch operation. Note that the operation switch group 5 and the remote controller 23 can cause the control device 2 to execute the same function by any operation.

  The camera 6 corresponds to the obstacle detection means of the present invention, and although not limited to this, a normal CCD camera, CMOS camera, or the like is used. The camera 6 is attached to the side or lower part of the vehicle so that obstacles such as houses, fences, utility poles, gutters and the like installed outside the vehicle can be photographed. The camera 6 has a built-in image memory (not shown) formed mainly by a RAM or ROM, which stores and saves image data relating to the outside of the vehicle formed by the camera 6 shooting. . The image processing unit 7 is connected to the control device 2 and performs image processing based on the image data stored in the image memory to detect obstacles around the vehicle. The control device 2 that has received the processing signal from the image processing unit 7 can recognize the position of the obstacle around the vehicle.

The obstacle detection sensor 8 corresponds to the obstacle detection means of the present invention together with the camera 6 described above, and is formed by sonar or radar. The obstacle detection sensor 8 detects the position of the obstacle around the vehicle by receiving a sound wave or an electromagnetic wave reflected by the collision with the obstacle.
As shown in FIG. 13, the bumper pressure sensor 9 is built in a bumper 33 attached to the outer peripheral portion of each vehicle (own vehicle and other vehicles). The bumper 33 is attached to the front end portion and the rear end portion of the vehicle, and is formed of a flexible soft material such as urethane. Therefore, even if it comes into contact with another vehicle or an obstacle, the bumper 33 is damaged due to temporary deformation. The shock can be absorbed without doing. As shown in FIG. 14, when another vehicle comes in contact with the bumper 33, the bumper 33 is pressed to increase the internal pressure, and the pressure increase is detected by the built-in pressure sensor 9.

  The vehicle speed sensor 10 is provided on a transmission or a wheel of a vehicle (not shown) and detects the vehicle speed. The steering angle sensor 11 is attached to a steering shaft of a vehicle (not shown) and detects the steering angle of the steered wheels. The acceleration sensor 12 is attached to the vehicle body, and detects acceleration generated by acceleration and deceleration of the vehicle. The shift switch 13 detects the shift position of the vehicle transmission. The engine speed sensor 14 detects the number of revolutions per predetermined time of an engine crankshaft (not shown). The brake pressure sensor 15 detects the hydraulic pressure of a master cylinder or a disc brake (not shown) of the vehicle.

  The external memory 16 is composed of a flash memory card or the like. The external memory 16 stores specific data such as route data to the destination set by the control device 2 during route guidance, route data passed by the vehicle, and the like. On the screen of the display device 17, a map around the position of the vehicle is displayed at various scales, and a current position mark (pointer) indicating the current position and the traveling direction of the vehicle is displayed superimposed on the map. In addition, a route guidance screen is displayed when route guidance to the destination is executed. Furthermore, an input screen for inputting information necessary for the user to search for the destination, searching for and setting the destination, various messages, and the like are also displayed.

  The voice recognition device 20 collates the voice input through the microphone 21 with the dictionary data for recognition stored therein, and recognizes the input voice. The voice controller 18 controls the voice recognition device 20 to output the voice recognition result to the control device 2, and the recognized voice is talkback output via the speaker 19. The sound output from the speaker 19 is a sound related to guidance, a sound related to operation explanation, a sound notifying that the anti-theft function is being operated, or the like.

  The throttle actuator 24 adjusts the throttle valve of the engine to a necessary opening degree according to a control signal transmitted from the control device 2 based on a detection value by the engine speed sensor 14, and changes the engine speed. The shift actuator 25 changes the shift position of the automatic transmission based on the control signal from the control device 2 and changes the traveling direction of the vehicle. The steering actuator 26 changes the direction of the steered wheels and changes the traveling direction of the vehicle in accordance with a control signal transmitted from the control device 2 based on the detection value by the steering angle sensor 11.

The brake actuator 27 drives a hydraulic pump (not shown) according to a control signal transmitted from the control device 2 based on a detection value by the brake pressure sensor 15 to generate a brake pressure on the disc brake, thereby The power is adjusted. The throttle actuator 24, the shift actuator 25, the steering actuator 26, and the brake actuator 27 correspond to the vehicle moving means of the present invention. These actuators are described in Japanese Patent Application Laid-Open Nos. 2005-35498, 2005-75015, 2007-168545, 2003-15741, and the like.
The inter-vehicle communication device 28 corresponds to the communication means of the present invention. For example, a DSRC (Dedicated Short Range Communication) system using a 5.8 GHz radio wave is used between the inter-vehicle communication devices 28 of other vehicles. Communicate and send / receive various information.

  The microcomputer constituting the control device 2 includes a CPU, a memory (RAM, ROM, EEPROM, flash memory, etc.), I / O, and the like, and corresponds to the avoidance path calculation means of the present invention. The control device 2 displays a road map around the current location on the screen of the display device 17 so that the vehicle can move along the guidance route by the navigation function, and displays the current location mark indicating the current position and traveling direction of the vehicle on the road. Overlay on the map. In this case, the display of the current location moves on the map as the vehicle travels, and the map is scrolled according to the position of the vehicle. At this time, map matching is performed in which the current location of the vehicle is placed on the road.

  The control device 2 also detects the current position and orientation of the host vehicle detected by the position detector 3 and the surroundings of the host vehicle detected by the camera 6 or the obstacle detection sensor 8 when the host vehicle contacts another vehicle. Based on the position of the obstacle, the current position information of the other vehicle received from the other vehicle via the inter-vehicle communication device 28, the direction information of the other vehicle, and the position information of the obstacle around the other vehicle, avoidance of the own vehicle or the other vehicle Calculate the route. The control device 2 operates the throttle actuator 24, the shift actuator 25, the steering actuator 26, and the brake actuator 27, and moves the host vehicle or other vehicles along the calculated avoidance path without the driver's operation (automatic driving). ).

  Next, a route calculation (formation) method for avoiding contact with the other vehicle by the control device 2 when the own vehicle comes into contact with the other vehicle will be described with reference to FIGS. As shown in FIG. 2, a case is assumed in which bumpers 33 are brought into contact with each other when the own vehicle 35 and another vehicle 36 cross each other on a partially narrow road 34. Obstacles 37 and 38 such as eaves or side grooves are provided at the side ends of the road 34, respectively, and the movement of the vehicles 35 and 36 is restricted by these obstacles. At the time of starting calculation of the avoidance route, the own vehicle 35 uses the position detector 3, the camera 6, the obstacle detection sensor 8, and the inter-vehicle communication device 28 to determine the position and orientation of the own vehicle 35, the position and orientation of the other vehicle 36, It is assumed that the positions of the objects 37 and 38 are recognized (described later).

  When both the bumpers 33 are compressed by the contact of the vehicles 35 and 36 and the internal pressure sensor 9 detects the pressure increase in the pressed bumper 33, the control device 2 calculates the avoidance route of the own vehicle 35. Start. First, a left buffer band 39 having a predetermined width D is uniformly formed from the obstacle 37 located at the left end of the road 34 toward the center of the road 34 (shown in FIG. 3). As shown in FIG. 4, the left buffer band 39 has a predetermined width D uniformly from the approximated curve 40 after approximating the surface shape to the smooth curve 40 when the surface of the obstacle 37 is uneven. It is good to form.

  After the left buffer band 39 is formed, a point located at a predetermined distance WL / 2 from the right edge of the left buffer band 39 toward the center of the road 34 is connected to form the vehicle center line 41. (Shown in FIG. 5). A distance WL / 2 between the left side buffer zone 39 and the own vehicle center line 41 is equal to ½ of the vehicle width WL of the own vehicle 35. Next, the vehicle outline line 42 is formed by connecting points located at a predetermined distance WL / 2 uniformly from the vehicle center line 41 toward the center of the road 34 (see FIG. 5).

  Specifically, after the tangent line 43 is formed on the right edge of the left buffer band 39, a vertical line 44 is provided with respect to the tangent line 43, and a point at a distance of WL / 2 from the intersection with the tangent line 43 on the vertical line 44 is defined. The connected vehicle is the center line 41 of the own vehicle, and further, the one connecting the points at a distance of WL / 2 is defined as the own vehicle outline 42 (shown in FIG. 6). Further, after the formation of the own vehicle center line 41 and the own vehicle outline 42, the own vehicle buffer zone 45 having a predetermined width D / 2 is uniformly formed from the own vehicle outline 42 toward the center of the road 34 ( FIG. 7 shows).

  Further, in the same manner as described above, the right buffer band 46, the other vehicle center line 47, the other vehicle outline 48 and the other vehicle buffer band 49 are also provided on the obstacle 38 side located at the right end of the road 34. Is formed as shown in FIGS. Thereby, the avoidance path | route of the own vehicle 35 and the other vehicle 36 by the control apparatus 2 is completed. In forming the avoidance path, the left buffer band 39 described above is a margin interval for avoiding contact between the own vehicle 35 and the obstacle 37, and the right buffer band 46 is provided between the other vehicle 36 and the obstacle 38. A margin interval for avoiding the contact of the vehicle, the own vehicle buffer zone 45 and the other vehicle buffer zone 49 are margin intervals for avoiding contact between the own vehicle 35 and the other vehicle 36.

  8 and 9, the own vehicle 35 places the center 50 of the vehicle on the own vehicle center line 41 and moves between the left buffer zone 39 and the own vehicle buffer zone 45 on the road 34. The controller 2 is automatically operated. Further, the other vehicle 36 places the center 51 of the vehicle on the other vehicle center line 47 and moves to the other vehicle 36 so as to move between the right buffer zone 46 and the other vehicle buffer zone 49 on the road 34. It is controlled by the control device 2 of the on-vehicle travel support device 1 installed. Thus, the avoidance route for the own vehicle 35 is caused to travel the vehicle 35 away from the obstacle 37 by a predetermined distance D, and the avoidance route for the other vehicle 36 is the distance from the obstacle 38 to the other vehicle 36. The vehicle is made to travel away by a predetermined distance D.

  Next, a contact avoidance method between the host vehicle 35 and the other vehicle 36 by the control device 2 of the host vehicle 35 will be described with reference to FIGS. 8 to 12, 15, and 16. The in-vehicle travel support device 1 according to the present embodiment is mounted on both the own vehicle 35 and the other vehicle 36. First, in step S101 shown in FIG. 15, when the bumper pressure sensor 9 detects the pressure increase in the bumper 33, it is determined that the bumper 33 of the host vehicle 35 is in contact with another object (shown in FIG. 2). The control device 2 of the host vehicle 35 controls the throttle actuator 24 and the brake actuator 27 to stop the host vehicle 35 (step S102). At this time, if the other party in contact is the other vehicle 36, the other vehicle 36 is also stopped by the control device 2 of the other vehicle 36. In step S101, when it is not determined that the bumper 33 of the own vehicle 35 has come into contact, the present control routine ends.

  Next, via the inter-vehicle communication device 28, information indicating that “the vehicle has made contact. Since the vehicle has calculated an avoidance route, please reply if there is a vehicle in contact with the vehicle”. A call is made (step S103). The information transmission is preferably performed with the ID number of the vehicle 35 attached. On the other hand, when there is a reply from the other vehicle 36 together with the ID number of the own vehicle 35 that “the own vehicle (the other vehicle 36) is in contact. In step S104), the position detector 3 detects the position and orientation of the host vehicle 35, and the camera 6 or the obstacle detection sensor 8 detects the positions of obstacles around the host vehicle 35 (step S105). At this time, the position of the other vehicle 36 is also detected in the other vehicle 36 in the same manner, and the own vehicle 35 requests the information on the position, etc. from the other vehicle 36 by the inter-vehicle communication device 28. The control device 2 of the other vehicle 36 transmits information via the inter-vehicle communication device 28 (step S106). The information related to the other vehicle 36 includes at least the position and orientation of the other vehicle 36, the position of the obstacle around the other vehicle 36, the vehicle width WR of the other vehicle, and the minimum turning radius of the other vehicle.

  Next, the detected position and orientation of the own vehicle 35, the positions of obstacles around the own vehicle 35, the vehicle width WL and the minimum turning radius of the own vehicle 35 stored in the control device 2 from the beginning, the received other vehicle Based on the position and orientation of 36, the position of obstacles around the other vehicle 36, the vehicle width WR and the minimum turning radius of the other vehicle, the control device 2 determines the contact between the own vehicle 35 and the other vehicle 36 as described above. An avoidance route on the road 34 to avoid is calculated (step S107).

  When the calculated avoidance route is as shown in FIG. 8, the vehicle 35 and the obstacle 37 are not located at all positions on the avoidance route of the own vehicle 35 and the other vehicle 36. The left buffer band 39 is interposed, the right buffer band 46 is interposed between the other vehicle 36 and the obstacle 38, and the own vehicle buffer zone 45 and the other vehicle are interposed between the own vehicle 35 and the other vehicle 36. The buffer band 49 is sufficiently secured (a slight gap exists between the own vehicle buffer band 45 and the other vehicle buffer band 49). Therefore, it is determined that the own vehicle 35 and the other vehicle 36 can cross the avoidance route (step S108). The control device 2 returns the position of the host vehicle 35 to the avoidance route by the automatic driving described above, and instructs the other vehicle 36 to return the position via the inter-vehicle communication device 28 (step S109). ). After the own vehicle 35 and the other vehicle 36 are moved back from the positions where they contact each other (shown in FIG. 2) (shown in FIG. 8), the control device 2 advances the own vehicle 35 on the avoidance path by automatic driving, The other vehicle 36 is instructed to move forward via the inter-vehicle communication device 28 (step S110).

  With the movement of the host vehicle 35 and the other vehicle 36, whether or not the host vehicle 35 or the other vehicle 36 approaches the obstacles 37, 38 or whether the host vehicle 35 and the other vehicle 36 approach each other in step S111. Is determined. When it is determined that the own vehicle 35 or the other vehicle 36 does not approach the obstacles 37 and 38 and the own vehicle 35 and the other vehicle 36 are not approaching each other, the own vehicle 35 and the other vehicle 36 are determined in step S112. It is determined whether or not contact avoidance has been completed. When it is determined that the contact avoidance has been completed (shown in FIG. 9), this control flowchart ends. If it is determined that the contact avoidance is not completed, the process returns to step S110, and the forward movement of the host vehicle 35 and the other vehicle 36 is continued.

  In step S111, when it is determined that the own vehicle 35 or the other vehicle 36 approaches the obstacles 37, 38, or the own vehicle 35 and the other vehicle 36 approach each other, the throttle actuator 24 and the brake of the own vehicle 35 are determined. The actuator 27 is controlled to stop the host vehicle 35 and to stop the other vehicle 36 via the inter-vehicle communication device 28 (step S113). Thereafter, the process returns to step S105, and the position of the host vehicle 35 is detected again to calculate the avoidance route.

  In step S108 described above, if it is determined that the vehicle 35 and the other vehicle 36 cannot be misplaced based on the calculated avoidance route, the process proceeds to step S114, and whether or not the vehicle 35 can be moved backward is determined. Determined. As shown in FIG. 10, in the calculation of the avoidance route, if the left buffer band 39 is secured between the own vehicle 35 and the obstacle 37 and the right buffer band 46 is secured between the other vehicle 36 and the obstacle 38. In the place where the other vehicle 36 is located on the road 34 (upward from the center of FIG. 10), when the own vehicle buffer zone 45 and the other vehicle buffer zone 49 overlap, or avoiding the own vehicle 35 If the route and the avoidance route of the other vehicle 36 overlap, there is a high possibility that the host vehicle 35 and the other vehicle 36 will come into contact with each other if they advance simultaneously.

  On the other hand, in the place where the own vehicle 35 is located (lower side in FIG. 10), the own vehicle buffer zone 45 and the other vehicle buffer zone 49 are formed with a sufficient interval, and the own vehicle 35 can be moved backward. Determination is made (step S114). In this case, in order to move the other vehicle 36 forward based on the avoidance route formed by the control device 2, the own vehicle 35 is moved backward by automatic driving in order to temporarily retract the own vehicle 35 from the avoidance route of the other vehicle 36. At the same time, a stop instruction is given to the other vehicle 36 via the inter-vehicle communication device 28 (step S117).

  In step S118, if it is determined by the camera 6 or the obstacle detection sensor 8 that the host vehicle 35 has approached the obstacle 37 during reverse, the process proceeds to step S113, and the host vehicle 35 and the other vehicle 36 are stopped. Thereafter, the process returns to step S105, and the process starts again from the detection of the position and orientation of the own vehicle 35 and the obstacle 37. If it is not determined in step S118 that the vehicle 35 has approached the obstacle 37, based on the detection result of the position detector 3, the vehicle 35 does not overlap the vehicle buffer zone 45 and the other vehicle buffer zone 49. It is determined whether or not the backward movement is completed (step S119). If it is determined that the backward movement of the host vehicle 35 has not been completed, the process returns to step S117, and the backward movement of the host vehicle 35 is continued. If it is determined that the backward movement of the host vehicle 35 is completed, an instruction to move forward to the other vehicle 36 is given via the inter-vehicle communication device 28 (step S120, shown in FIG. 10).

  In step S121, if it is determined that information indicating that the other vehicle 36 has approached the own vehicle 35 or the obstacle 38 during forward traveling is received via the inter-vehicle communication device 28, the process proceeds to step S113 and the other vehicle 36 is moved. After stopping, the process returns to step S105, and the calculation of the avoidance route is performed again as in the case described above. If it is not determined in step S121 that the other vehicle 36 has approached the obstacle 38 or the like, the other vehicle 36 has reached the place where the own vehicle buffer zone 45 and the other vehicle buffer zone 49 do not overlap via the inter-vehicle communication device 28. It moves and it is determined whether the contact avoidance with the own vehicle 35 and the other vehicle 36 was completed (step S122). If it is determined that contact avoidance between the host vehicle 35 and the other vehicle 36 is not completed, the process returns to step S120, and the other vehicle 36 continues to advance. When it is determined that the contact avoidance between the own vehicle 35 and the other vehicle 36 has been completed, this control flowchart ends.

  On the other hand, when it is determined in step S114 that the own vehicle 35 cannot be moved backward, the process proceeds to step S115, and it is determined whether or not the other vehicle 36 can be moved backward. As shown in FIG. 11, in the calculation of the avoidance route, if the left buffer band 39 is secured between the own vehicle 35 and the obstacle 37 and the right buffer band 46 is secured between the other vehicle 36 and the obstacle 38. In the place where the own vehicle 35 is located on the road 34 (downward from the center of FIG. 11), the own vehicle buffer zone 45 and the other vehicle buffer zone 49 overlap, or the own vehicle 35 is avoided. If the route and the avoidance route of the other vehicle 36 overlap, there is a high possibility that the host vehicle 35 and the other vehicle 36 will come into contact with each other if they advance simultaneously.

  On the other hand, in the place where the other vehicle 36 is located (upward in FIG. 11), the own vehicle buffer zone 45 and the other vehicle buffer zone 49 are formed with a sufficient distance therebetween, so that the other vehicle 36 can move backward. Determination is made (step S115). In this case, in order to move the own vehicle 35 forward based on the avoidance route formed by the control device 2, the own vehicle 35 is stopped in order to temporarily retract the other vehicle 36 from the avoidance route of the own vehicle 35. A reverse instruction is given to the other vehicle 36 via the communication device 28 (step S123). Thereafter, when it is determined that the reverse of the other vehicle 36 has been completed (step S125), the host vehicle 35 is advanced (step S126). In this case, in contrast to the case described above, the vehicle 35 and the other vehicle 36 are replaced with the vehicle to be moved backward and the vehicle to be moved forward, and thus detailed description thereof is omitted.

  If it is determined in step S115 that the other vehicle 36 cannot be moved backward, the process proceeds to step S116, and it is impossible to avoid contact with the driver of the host vehicle 35 by the display device 17 or in addition to the speaker 19. Notify that. Further, the inter-vehicle communication device 28 notifies the other vehicle 36 that contact avoidance is impossible. As shown in FIG. 12, in the calculation of the avoidance route, if the left buffer band 39 is secured between the own vehicle 35 and the obstacle 37 and the right buffer band 46 is secured between the other vehicle 36 and the obstacle 38. When the host vehicle buffer zone 45 and the other vehicle buffer zone 49 overlap over the entire area on the road 34, contact between the host vehicle 35 and the other vehicle 36 cannot be avoided. In this case, the driver of each of the own vehicle 35 and the other vehicle 36 operates to avoid contact between the vehicles 35 and 36.

  In step S104 described above, when a reply from the other vehicle 36 is not received, it is considered that the vehicle 35 alone has touched the obstacle 37 or the like. In this case, the process proceeds to step S201 (shown in FIG. 16), where the position detector 3 detects the position and orientation of the host vehicle 35, and the camera 6 or the obstacle detection sensor 8 detects the position of surrounding obstacles. Then, based on the detected position and orientation of the own vehicle 35, the positions of obstacles around the own vehicle 35, the vehicle width WL and the minimum turning radius of the own vehicle 35 stored in the control device 2 from the beginning, the own vehicle 35 The avoidance route of the vehicle 35 alone on the road 34 for avoiding contact with the obstacle 37 and the like is calculated (step S202).

  Next, based on the calculation result of the avoidance route, it is determined whether or not contact avoidance is possible (step S203). If it is determined in the calculation of the avoidance route that the left buffer zone 39 is secured between the own vehicle 35 and the obstacle 37, it is determined that a sufficient buffer zone cannot be taken between the own vehicle 35 and another obstacle. Proceeding to S208, the display device 17 or additionally the speaker 19 notifies the driver of the vehicle 35 that contact avoidance is impossible (step S208).

  On the other hand, if it is determined that a sufficient buffer band can be secured between the vehicle 35 and other obstacles even if the left buffer band 39 is secured between the vehicle 35 and the obstacle 37, the calculation is performed. Based on the avoidance route, the movement of the vehicle 35 by the automatic driving is started (step S204). Thereafter, in step S205, when the camera 6 or the obstacle detection sensor 8 determines that the own vehicle 35 has approached the obstacle 37 or the like during movement, the process proceeds to step S207 and the own vehicle 35 is stopped. Then, the process returns to step S201 and starts again from the detection of the position and orientation of the own vehicle 35 and the obstacle 37. In step S205, if it is not determined that the vehicle 35 has approached the obstacle 37 or the like, whether or not the vehicle 35 has left the obstacle 37 or the like and contact avoidance has been completed based on the detection result of the position detector 3 or not. Is determined (step S206). If it is determined that the contact avoidance of the own vehicle 35 is not completed, the process returns to step S204, and the movement of the own vehicle 35 is continued. If it is determined that the contact avoidance of the host vehicle 35 has been completed, the control flowchart ends.

  According to this embodiment, when the own vehicle 35 comes into contact with the other vehicle 36, the current position of the own vehicle 35, the direction of the own vehicle 35, the position of the obstacle 37 around the own vehicle 35, and the reception from the other vehicle 36. Based on the current position information of the other vehicle 36, the direction information of the other vehicle 36, and the position information of the obstacle 38 around the other vehicle 36, a route for the host vehicle 35 to avoid contact with the other vehicle is calculated and formed. The own vehicle 35 is moved based on the avoided route. Thereby, when it contacts with the other vehicle 36 on the road 34, the avoidance from the other vehicle 36 can be easily performed by the movement of the own vehicle 35 based on the formed avoidance route.

Further, the control device 2 calculates a route in which the host vehicle 35 and the other vehicle 36 travel away from the obstacles 37 and 38 detected by the camera 6 or the obstacle detection sensor 8 by a predetermined distance D. Thus, an avoidance path is formed. Thereby, the avoidance path | route which avoids the obstructions 37 and 38 reliably can be formed easily.
Further, when the host vehicle 35 is moved based on the avoidance route formed by the control device 2, the other vehicle 36 is instructed to move via the inter-vehicle communication device 28, and the other vehicle 36 is moved from the avoidance route of the host vehicle 35. Retreat to temporarily save. Thereby, the other vehicle 36 and the obstacles 37 and 38 can be avoided, and the own vehicle 35 can be more easily avoided from contact.

  Further, a bumper 33 formed of a soft material and including the pressure sensor 9 is attached to the outer peripheral surfaces of the own vehicle 35 and the other vehicle 36. When the own vehicle 35 and the other vehicle 36 come into contact with each other, the bumper 33 Are pressed together and the pressure sensor 9 detects the pressure increase, the control device 2 calculates the avoidance path. Thereby, the contact of the vehicles 35 and 36 can be reliably detected with a simple configuration, and the calculation of the avoidance route can be started.

<Other embodiments>
The present invention is not limited to the above-described embodiments, and can be modified or expanded as follows.
Regarding the calculation method of the route for avoiding contact between the own vehicle 35 and the other vehicle 36 or the obstacles 37 and 38, the own vehicle 35 travels in the center in the width direction on the road 34 sandwiched between the obstacles 37 and 38. Thus, a method of forming a path or other methods may be used.
As shown in FIGS. 8 and 9, when both the own vehicle 35 and the other vehicle 36 move forward and make a mistake, the other vehicle 36 may be moved forward by the operation of the driver.
You may make it detect that the own vehicle 35 and the other vehicle 36 contacted by the method of detecting the impact (acceleration) which generate | occur | produces in the own vehicle 35 by contact, or other methods.

The block diagram which shows the structure of the vehicle-mounted driving assistance apparatus by this embodiment. A plan view showing where your vehicle and other vehicles have come into contact Top view showing where the left buffer zone is formed on the road 3 is an enlarged view of the main part of FIG. The top view which showed the place where the own car center line and the own car outline were formed on the road The principal part enlarged view of FIG. 5 for demonstrating the method of forming the own vehicle center line and the own vehicle outline Plan view showing where the vehicle buffer zone is formed on the road Plan view showing the state before the vehicle and other vehicles cross each other based on the avoidance route The top view which showed the state after the own vehicle and other vehicles crossed A plan view showing the vehicle once retracted before moving another vehicle forward A plan view showing the other vehicle once retracted before moving its own vehicle forward Plan view showing where a crossing is impossible based on the calculated avoidance route Plan view showing the pressure sensor built in the bumper The top view which showed the place where the bumper shown in FIG. 13 contacted the bumper of the other vehicle Main control flowchart of in-vehicle travel support device by control device Sub-control flowchart for in-vehicle travel support device

Explanation of symbols

  In the drawings, 1 is an in-vehicle travel support device, 2 is a control device (avoidance route calculation means), 3 is a position detector (vehicle position detection means), 6 is a camera (obstacle detection means), and 8 is an obstacle detection sensor ( Obstacle detection means), 9 is a bumper pressure sensor, 24 is a throttle actuator (vehicle movement means), 25 is a shift actuator (vehicle movement means), 26 is a steering actuator (vehicle movement means), and 27 is a brake actuator (vehicle movement means). ), 28 is an inter-vehicle communication device (communication means), 33 is a bumper, 35 is a host vehicle, 36 is another vehicle, and 37 and 38 are obstacles.

Claims (3)

Each vehicle
Vehicle position detection means for detecting the current position and direction of the vehicle;
Obstacle detection means for detecting the position of obstacles around the vehicle;
A communication means for transmitting and receiving to and from other vehicles around the vehicle;
When the own vehicle comes into contact with another vehicle, the current position and direction of the own vehicle detected by the vehicle position detecting unit, the position of the obstacle around the own vehicle detected by the obstacle detecting unit, and the communication unit An avoidance route that calculates a route for the host vehicle to avoid contact with the other vehicle based on the current position information of the other vehicle, the direction information of the other vehicle, and the position information of obstacles around the other vehicle via Computing means;
Vehicle moving means for moving the host vehicle based on the avoidance path formed by the avoidance path calculation means ;
In order for the vehicle moving means to move the own vehicle based on the avoidance route formed by the avoidance route calculating means, the own vehicle is stopped and a movement instruction is given to another vehicle via the communication means, A travel support system that temporarily retracts another vehicle from the avoidance route of the host vehicle .   The avoidance route calculation means forms the avoidance route by calculating a route in which the vehicle travels a predetermined distance away from the obstacle detected by the obstacle detection means. The driving support system according to claim 1. A bumper that is made of a soft material and has a built-in pressure sensor is attached to the outer periphery of the host vehicle. When the host vehicle and another vehicle come into contact with each other, the bumper is pressed and the pressure sensor detects a pressure increase. 3. The driving support system according to claim 1 , wherein the avoidance route calculation means starts calculation of the avoidance route .

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