JP6499227B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device that supports driving of a vehicle based on intersection information related to an intersection where a plurality of roads merge.

  2. Description of the Related Art Conventionally, there is known a technique for supporting driving of a vehicle based on intersection information regarding an intersection where a plurality of roads merge.

  In Patent Document 1, for example, there is an apparatus that forms a support area based on adjacent node positions included in information received from an optical beacon type roadside apparatus, and performs driving support when the vehicle is within the support area. Proposed.

Japanese Patent Laid-Open No. 2015-200935

  By the way, in the future, in order to enable more detailed driving support, introduction of an omnidirectional radio wave transmission device or an increase in the number of road nodes (division of sample intervals) is assumed. When such infrastructure maintenance is realized, there is a possibility that the communication device on the vehicle side simultaneously receives not only information on the road on which the vehicle is traveling but also information on surrounding roads within a relatively wide range.

  For example, when a large number of node positions are received at the same time, a method of selecting the closest node position after obtaining a linear distance from the vehicle position for all the node positions can be considered. However, since the amount of calculation processing necessary for calculating the distance increases in proportion to the total number of nodes, there is a concern that the processing load of the apparatus increases.

  As described above, Patent Document 1 does not assume any countermeasures when a large number of node positions are received at the same time, and leaves sufficient room for improvement in terms of the amount of calculation processing for forming a support area. ing.

  The present invention has been made to solve the above-described problem, and is a driving support device capable of suppressing an increase in the amount of calculation processing for forming a support area even when a large number of node positions are received simultaneously. The purpose is to provide.

  A driving support device according to a first aspect of the present invention is a device that supports driving of a vehicle based on intersection information related to an intersection where a plurality of roads merge, and represents the shape of each road by connecting nodes. An information receiving unit for receiving the intersection information including the node position on the plane coordinate defined by the first axis and the second axis from a roadside device installed on the road side around the intersection; and on the plane coordinate Based on the vehicle information acquisition unit that acquires the vehicle information including the vehicle position of the vehicle, the intersection information received by the information reception unit and the vehicle information acquired by the vehicle information acquisition unit, With respect to a one-dimensional position on the first axis or the second axis, a candidate extraction unit that extracts at least one set of node pair candidates having the vehicle position between adjacent node positions, and extracted by the candidate extraction unit Previous Node pair to form a support area includes two nodes positions corresponding to a set of the candidate, and a driving support unit for performing driving support when the vehicle is in the support area.

  In this way, with respect to the one-dimensional position on the first axis or the second axis, it is possible to be separated from the own vehicle position by extracting at least one node pair candidate having the own vehicle position between adjacent node positions. It is possible to exclude node positions having high characteristics in advance, and even when a large number of node positions are received simultaneously, an increase in the amount of calculation processing for forming a support area can be suppressed.

  In addition, the driving support device evaluates the relationship of the two-dimensional position between the own vehicle position and the adjacent node position with respect to at least one set of the node pair candidates extracted by the candidate extraction unit. And a pair identifying unit that identifies one set of node pairs according to a predetermined evaluation criterion, wherein the driving support unit forms the support area corresponding to the node pair identified by the pair identifying unit and performs driving support May be. Accordingly, it is possible to perform evaluation with relatively high positional accuracy as compared with the case of evaluation at a one-dimensional position, and a support area in a more appropriate range can be formed accordingly.

  According to the driving support apparatus according to the present invention, even when a large number of node positions are received simultaneously, an increase in the amount of calculation processing for forming a support area can be suppressed.

1 is an overall configuration diagram of a driving support system in which a driving support device according to an embodiment of the present invention is incorporated. It is a figure which shows the principal part among the data structures of intersection information. It is a flowchart with which operation | movement description of the driving assistance device shown in FIG. 1 is provided. It is a figure which shows the relationship between the own vehicle position, the intersection position, and several node positions. It is a figure explaining the extraction method of a node pair candidate. It is a figure which shows the judgment result for every route. It is a figure which shows the extraction result of a node pair candidate. It is a 1st figure explaining the identification method of a node pair. It is a 2nd figure explaining the identification method of a node pair.

  Hereinafter, preferred embodiments of the driving support apparatus according to the present invention will be described with reference to the accompanying drawings.

[Configuration of Driving Support Device 16]
FIG. 1 is an overall configuration diagram of a driving support system 10 incorporating a driving support device 16 according to an embodiment of the present invention. The driving support system 10 is a system that supports driving of the vehicle 12, and basically includes a roadside device 14 and a driving support device 16 mounted on the vehicle 12.

  The roadside device 14 is installed on the peripheral road side of the intersection 22 where a plurality of roads 18, 19, 20, 21 join, including the road 18 on which the vehicle 12 travels. The roadside device 14 includes a vehicle detection sensor 24, an information relay determination device 26, and a roadside antenna 28.

  The vehicle detection sensor 24 is configured by a camera, for example, and detects traffic participants (including the vehicle 12) around the intersection 22. The information relay determination device 26 is a control device that collects information detected by the vehicle detection sensor 24 or light color information of the traffic light 30. The roadside antenna 28 is, for example, an omnidirectional antenna that can generate a radio wave RW based on various kinds of information that changes in real time and can transmit the radio wave RW to the outside.

  The driving support device 16 includes an information receiving unit 32, a host vehicle information acquisition unit 34, a driving support ECU 36 (electronic control unit), and an output device 38.

  The information receiving unit 32 includes a wireless communication module, and can receive a radio wave RW from the outside (for example, the roadside device 14). Thereby, the driving assistance apparatus 16 receives the information regarding the intersection 22 (hereinafter, intersection information 46; FIG. 2).

  The own vehicle information acquisition part 34 is comprised from the sensor group acquired after detecting the state of the vehicle 12 as own vehicle information. This sensor group includes, for example, a position sensor that acquires the position of the vehicle 12 (hereinafter, the own vehicle position 52) and an orientation sensor that acquires the direction of the vehicle 12 (hereinafter, the own vehicle direction).

  The driving support ECU 36 includes, for example, a processor, a memory, an input / output device, or a timer. The driving support ECU 36 can realize each function including the candidate extraction unit 40, the pair identification unit 42, and the driving support unit 44 by reading and executing the program stored in the memory.

  The output device 38 is, for example, an HMI (Human Machine Interface) device configured with a display or a speaker, and information for supporting driving of the vehicle 12 in accordance with an output command from the driving support ECU 36 (hereinafter, driving support information). ) Is output. The driving support information includes, for example, traffic information related to the intersection 22 or the traffic lights 30, as well as various types for supporting smooth driving, driving with comfort, driving friendly to the environment, or preventing traffic accidents in advance. Information.

  FIG. 2 is a diagram showing a main part of the data structure of the intersection information 46. The intersection information 46 includes [1] identification information of the intersection 22, [2] position information of the intersection 22, [3] identification information of the roads 18 to 21, [4] node identification information, [5] node position information, And [6] the traveling direction of the node.

  Here, the “node” corresponds to a road composing point indicating the shape of the roads 18 to 21. In other words, as shown in FIG. 1, the shape of each of the roads 18 to 21 (directions) is expressed by sequentially connecting a plurality of nodes (filled circles).

  The node identification information is, for example, a node number indicating a position on the upstream side (side far from the intersection 22) as a young number and a position on the downstream side (side closer to the intersection 22) as an old number. The node position information is information that can uniquely identify the node position, and is, for example, a combination of longitude and latitude. The traveling direction of a node is information indicating the direction of a vector having the node as a start point and the next node as an end point, and is, for example, a longitude deviation or a latitude deviation.

[Operation of Driving Support Device 16]
The driving support device 16 in the present embodiment is configured as described above. Next, the operation of the driving support device 16 will be described with reference to the flowchart of FIG. 3 and FIGS. 4 to 9.

  In step S <b> 1 of FIG. 3, the driving support ECU 36 determines whether the information receiving unit 32 has received the intersection information 46 from the roadside device 14. If the intersection information 46 has not been received yet (step S1: NO), the process stays at step S1 until the intersection information 46 is received. On the other hand, when the intersection information 46 is received (step S1: YES), the process proceeds to the next step S2.

  In step S2, the own vehicle information acquisition unit 34 acquires the own vehicle information (including the own vehicle position and the own vehicle direction) at the time of reception in step S1.

  FIG. 4 is a diagram showing the relationship between the vehicle position 52, the intersection position 54, and a plurality of node positions. The horizontal axis (X axis; first axis) constituting the plane coordinate 50 corresponds to “longitude”, and the vertical axis (Y axis; second axis) corresponds to “latitude”. The definition of the plane coordinate 50 is not limited to longitude and latitude, and may be a combination of the first axis and the second axis that intersect each other.

  In the example of this figure, the eight routes 1-8 have shown the state which merges in one intersection position 54. FIG. For convenience of explanation, all the routes 1 to 8 are indicated by three node positions. Hereinafter, in common for all routes, the node at the most upstream position may be expressed as “N1”, the node at the most downstream position as “N3”, and the node at the intermediate position may be expressed as “N2”.

  The own vehicle position 52 corresponds to a position where two reference lines 56 and 58 orthogonal to each other intersect. A reference line 56 extending in the horizontal direction indicates a latitude reference position (a latitude component of the vehicle position 52). A reference line 58 extending in the vertical direction indicates a longitude reference position (longitude component of the vehicle position 52). The direction indicated by the mark of the vehicle position 52 corresponds to the vehicle direction of the vehicle 12.

  In step S3, the candidate extraction unit 40 extracts at least one set of node pair candidates 61 to 66 (FIG. 7) based on the intersection information 46 received in step S1 and the own vehicle information acquired in step S2. Specifically, the candidate extraction unit 40 selects a node pair from a number of nodes based on the relationship between the one-dimensional position on the X axis (that is, longitude) or the one-dimensional position on the Y axis (that is, latitude). Candidates 61-66 are extracted.

  For example, in the positional relationship on the longitude, [1] the longitude component of the traveling direction of the most upstream node 1 and [2] the longitude of each of the nodes 1 to 3 are sequentially considered. This extraction method will be described in detail with reference to FIGS.

  As shown in FIG. 5, on the plane coordinate 50, the own vehicle position 52 and three node positions belonging to one route (for example, route 2) are shown. Here, the longitude of the vehicle position 52 is Xv, and the longitudes of the nodes 1 to 3 are X1 to X3, respectively, and satisfy the magnitude relationship of Xv <X3 <X2 <X1. Hereinafter, the flow of determination processing for one route will be described.

[1] If the longitude component of the traveling direction of the most upstream node 1 is 0, it is determined that the determination result is “orthogonal”, and the process ends without performing subsequent size determination. If the longitude component of the traveling direction of the most upstream node 1 is positive, the search direction is set to “positive” and the process proceeds to the next size determination. If the longitude component of the traveling direction of the most upstream node 1 is negative, the search direction is set to “negative” and the process proceeds to the next size determination.

[2] When the search direction is “negative” as shown in the figure, the magnitude relationship between the longitude Xv and the longitudes X1 to X3 is sequentially determined. Specifically, if Xv> X1 is satisfied, it is determined that “outside N1”, and the size determination is terminated. Next, when Xv> X2 is satisfied, it is determined as “N1-N2”, and the size determination is terminated. Next, when Xv> X3 is satisfied, it is determined as “N2-N3”, and the size determination is terminated. When neither condition is satisfied, it is determined that “outside N3”, and the size determination is terminated.

  On the other hand, when the search direction is “positive”, the magnitude relation between the longitude Xv and the longitudes X1 to X3 is sequentially determined in the same manner as described above. However, it should be noted that all the magnitude relationships of determination are reversed (for example, Xv <X1). Thus, by performing the same determination process for all the routes 1 to 8, the determination result for each route in the “longitude” is obtained.

  Regarding the positional relationship on latitude, [1] “Latitude component” of the traveling direction of node 1 at the most upstream, and [2] Nodes 1 to 3 have the same processing procedure as in the case of longitude (FIG. 5). By sequentially considering “latitude”, a determination result for each route in “latitude” can be obtained. This extraction method is not limited to the case of m = 8 and k = 3, and can be applied to any combination of the number of routes and the number of nodes.

  As shown in FIGS. 6 and 7, determination results of “longitude” and “latitude” in the routes 1 to 8 are obtained. Here, only the node pair corresponding to “N1-N2” or “N2-N3” is extracted. For example, nodes 2 and 3 (latitude) in “Route 4” are extracted as node pair candidates 61. Nodes 2 and 3 (latitude) in “Route 5” are extracted as node pair candidates 62.

  Nodes 1 and 2 (longitude) in “Route 6” are extracted as node pair candidates 63. Nodes 2 and 3 (latitude) in “Route 6” are extracted as node pair candidates 64. Nodes 2 and 3 (longitude) in “Route 7” are extracted as node pair candidates 65. Nodes 1 and 2 (longitude) in “Route 8” are extracted as node pair candidates 66.

  As understood from FIG. 7, only the node pair in which the line segment connecting adjacent nodes and the reference line 56 (or the reference line 58) intersect is extracted from the 24 nodes.

  In step S4, the pair specifying unit 42 specifies one set from the node pair candidates 61 to 66 extracted in step S3. Here, the pair identification unit 42 evaluates the relationship of the two-dimensional position between the own vehicle position 52 and the adjacent node position with respect to the node pair candidates 61 to 66, and sets one node pair according to a predetermined evaluation criterion. (Hereinafter, specific node pair 70) is specified.

  Specifically, the pair identification unit 42 [1] Does the vehicle direction match within the allowable range with respect to the direction of the line segment formed by the node pair candidates 61 to 66 (for example, the angle difference is within 30 degrees)? [2] It is determined whether or not the vehicle position 52 is in the determination area 68 corresponding to the node pair candidates 61 to 66, respectively. The order in which the determination is performed may be reversed (the order of [1] determination of the vehicle position 52 and [2] determination of the vehicle direction).

  As shown in FIG. 8, each determination region 68 has a rectangular shape extending in the direction of a straight line connecting adjacent nodes. The length in the width direction of the rectangle is 2 W, and the length in the extending direction is (D + 2L). Here, W and L are arbitrary positive values, and D is a distance between two nodes. It should be noted that the values of W and L may both be constants, or may be variables that are variable according to the traveling state (for example, vehicle speed) of the vehicle 12.

  As shown in FIG. 9, all of the node pair candidates 61, 62, 65, and 66 are evaluated as “non-conforming” because the angular difference is outside the allowable range. Next, the node pair candidate 64 is evaluated as “non-conforming” because the vehicle position 52 is outside the determination region 68. On the other hand, the node pair candidate 63 is evaluated as “adapted” (that is, the specific node pair 70) because the angle difference is within the allowable range and the vehicle position 52 is within the determination region 68.

  Note that the node pair evaluation method is not limited to the above example, and any method or standard may be adopted as long as the relationship between the two-dimensional position between the own vehicle position 52 and the adjacent node position can be appropriately evaluated. May be.

  In step S5, the driving support unit 44 forms a support area 72 (FIG. 1) corresponding to the specific node pair 70 specified in step S4. The support area 72 only needs to include the two node positions of the specific node pair 70, and may have the same or different shape as the determination area 68 of FIG.

  In step S6, the driving support unit 44 determines whether or not the vehicle 12 is in the support area 72 formed in step S5. When it is determined that there is no vehicle 12 (step S6: NO), it is considered that driving assistance is unnecessary or driving assistance is unnecessary, and the process returns to step S1, and thereafter the operations of steps S1 to S6 are repeated. On the other hand, when it is determined that the vehicle 12 is present (step S6: YES), the process proceeds to the next step S7.

  In step S <b> 7, the driving support unit 44 performs driving support for the vehicle 12 according to the support area 72. Specifically, the driving support unit 44 supplies an output signal indicating driving support information to the output device 38, so that the output device 38 provides driving support information to the vehicle 12 or a passenger of the vehicle 12. Output.

  For example, the output device 38 provides the driver of the vehicle 12 with information (for example, an image display for alerting and outputting a voice message) that allows the driver to recognize the traffic situation related to the road 18 by audiovisual sense. Thereby, the driving assistance device 16 can perform driving assistance of the vehicle 12.

[Effects of the driving support device 16]
As described above, the driving support device 16 provides driving support for the vehicle 12 based on the intersection information 46 regarding the intersection 22 where the plurality of roads 18 to 21 merge, and [1] the shape of each road 18 to 21 is changed to a node. The intersection information 46 including the node position on the plane coordinate 50 defined by the first axis (X axis) and the second axis (Y axis) is expressed on the road side around the intersection 22. An information receiving unit 32 that receives from the roadside device 14, [2] a vehicle information acquisition unit 34 that acquires vehicle information including the vehicle position 52 on the plane coordinates 50, and [3] received intersection information 46. Based on the acquired vehicle information, a node pair candidate 61 having a vehicle position 52 between adjacent node positions with respect to a one-dimensional position on the X axis (first axis) or the Y axis (second axis). Candidates to extract at least one set of ~ 66 Unit 40 and [4] a support area 72 including two node positions corresponding to one set (specific node pair 70) of the extracted node pair candidates 61 to 66, and the vehicle 12 is in the support area 72. A driving support unit 44 that performs driving support in some cases.

  In this way, with respect to the one-dimensional position on the X axis or the Y axis, at least one set of node pair candidates 61 to 66 having the own vehicle position 52 between adjacent node positions is separated from the own vehicle position 52. It is possible to exclude node positions that are likely to be in advance, and even when a large number of node positions are received at the same time, an increase in the amount of calculation processing for forming the support area 72 can be suppressed.

  Further, the driving support device 16 evaluates the relationship of the two-dimensional position between the own vehicle position 52 and the adjacent node position with respect to [5] at least one set of node pair candidates 61 to 66, and performs a predetermined evaluation. A pair identifying unit 42 that identifies the specific node pair 70 according to the reference may be further provided. [6] The driving support unit 44 may form a support area 72 corresponding to the specific node pair 70 to perform driving support.

  Accordingly, it is possible to perform evaluation with relatively high positional accuracy as compared with the case of evaluation at a one-dimensional position, and it is possible to form the support area 72 in a more appropriate range.

[Supplement]
In addition, this invention is not limited to embodiment mentioned above, Of course, it can change freely in the range which does not deviate from the main point of this invention. Or you may combine each structure arbitrarily in the range which does not produce technical contradiction.

DESCRIPTION OF SYMBOLS 10 ... Driving assistance system 12 ... Vehicle 14 ... Roadside device 16 ... Driving assistance device 18-21 ... Road 22 ... Intersection 32 ... Information receiving part 34 ... Own vehicle information acquisition part 38 ... Output device 40 ... Candidate extraction part 42 ... Pair specification Unit 44 ... Driving support unit 46 ... Intersection information 50 ... Plane coordinates 52 ... Own vehicle position 56, 58 ... Reference lines 61 to 66 ... Node pair candidates 68 ... Determination area 70 ... Specific node pair 72 ... Support area

Claims (2)

A driving support device that supports driving of a vehicle based on intersection information about an intersection where a plurality of roads merges,
The intersection information including the node position on the plane coordinates defined by the first axis and the second axis when the shape of each road is expressed by connecting the nodes is installed on the side of the road around the intersection. An information receiver that receives from the roadside device;
A vehicle information acquisition unit for acquiring vehicle information including the vehicle position on the plane coordinates;
Based on the intersection information received by the information receiving unit and the host vehicle information acquired by the host vehicle information acquiring unit, adjacent nodes on the first axis or the second axis on the second axis A candidate extraction unit for extracting at least one set of node pair candidates having the vehicle position between positions;
A driving support unit that forms a support area including two node positions corresponding to one set of the node pair candidates extracted by the candidate extraction unit, and performs driving support when the vehicle is in the support area When,
A driving support apparatus comprising: The driving support device according to claim 1,
With respect to at least one set of node pair candidates extracted by the candidate extraction unit, a relationship between two-dimensional positions between the own vehicle position and the adjacent node positions is evaluated, and one set is determined according to a predetermined evaluation criterion. A pair identification unit for identifying a node pair of
The driving support device forms the support area corresponding to the node pair specified by the pair specifying unit and performs driving support.

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