JP2010086269A - Vehicle identification device and drive support device using the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To identify other vehicles detected by an on-vehicle detecting means of a vehicle with other vehicles whose information are acquired by communication, with high accuracy. <P>SOLUTION: A vehicle identification device is provided with: an on-vehicle detecting means 10 which is mounted on a vehicle to detect other vehicles; a communication acquisition means 20 for acquiring information about other vehicles by communication; and an identification means 30 for identifying other vehicles detected by the on-vehicle detecting means with other vehicles whose information are acquired by the communication acquisition means. The on-vehicle detecting means 10 detects speed, size, and a positions of other vehicles. The communication acquisition means 20 acquires the speed and information on the kind of other vehicles. The identification means 30 identifies the vehicles on the basis of degree of matching between the detected speed, size, and positions and the acquired speed, size corresponding to the vehicle kind, and positions. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle identification device and a driving support device using the same, and more specifically, another vehicle detected by a sensor mounted on the host vehicle, and another vehicle that has acquired information by vehicle-to-vehicle communication or road-to-vehicle communication. And a driving support device that performs driving support by combining information on other vehicles detected by the host vehicle and information on other vehicles acquired by inter-vehicle communication or the like.

  An example of a conventional vehicle identification device is described in Patent Document 1 below. According to the technique described in Patent Document 1, the speed change of another vehicle detected by a sensor (autonomous sensor) mounted on the host vehicle is compared with the speed change of the other vehicle to be acquired acquired by inter-vehicle communication. Thus, it is determined whether or not both other vehicles are the same vehicle.

JP 2008-46873 A

  In performing driving support for avoiding a collision with another vehicle, information such as the position and speed of the other vehicle is used. Information such as the relative position of the other vehicle with respect to the host vehicle is usually detected directly with high accuracy by an in-vehicle sensor of the host vehicle, but may be acquired by vehicle-to-vehicle communication or road-to-vehicle communication. Furthermore, the information acquired by inter-vehicle communication or the like can also include information that cannot be directly detected by the in-vehicle sensor of the host vehicle, such as the state of the driver of another vehicle. In view of this, it is conceivable that information on other vehicles detected by a sensor mounted on the host vehicle and information on other vehicles to be communicated acquired by inter-vehicle communication are combined and used for driving support of the vehicle.

  However, since generally available GPS (Global Positioning System) has low position accuracy, errors are included in the position information of other vehicles acquired by inter-vehicle communication. As a result, the position of the other vehicle detected by the in-vehicle sensor of the host vehicle does not necessarily match the position of the other vehicle acquired by inter-vehicle communication. For this reason, in order to use the information of the other vehicle directly detected by the in-vehicle sensor of the own vehicle and the information of the other vehicle acquired by communication, the other vehicle directly detected by the in-vehicle sensor and the other vehicle to be communicated are used. Must be identified as the same.

  When identifying other vehicles, for example, the shortest distance between the detected position of the other vehicle directly detected by the mounted sensor of the own vehicle and the position of the other vehicle to be communicated for inter-vehicle communication is defined as the same vehicle. It is possible to identify. However, the position information acquired by communication includes an error. For this reason, if only the distance is used as a reference, different vehicles may be erroneously identified as the same vehicle. Also, when a vehicle is identified based only on the speed change of another vehicle, there is a possibility that another vehicle will be identified by mistake.

  Therefore, the present invention provides a vehicle identification device capable of accurately identifying another vehicle detected by the vehicle-mounted detection means of the own vehicle and another vehicle from which information has been acquired by communication, and the vehicle identification device. The purpose is to provide the driving assistance device used.

  In order to achieve the above object, a vehicle identification device according to the present invention is mounted on a host vehicle and detects a vehicle, a communication acquisition unit that acquires information of the other vehicle by communication, and the vehicle detection. An identification means for identifying the other vehicle detected by the means and the other vehicle whose information has been acquired by the communication acquisition means, and the in-vehicle detection means detects the speed and size of the other vehicle, The communication acquisition means acquires speed information and vehicle type information of other vehicles, and the identification means corresponds to the degree of coincidence between the detected speed and the acquired speed, and the detected size and the acquired vehicle type. It is characterized in that identification is performed based on the degree of coincidence with the size to be determined.

  Thereby, the other vehicle detected by the vehicle-mounted detection means of the own vehicle and the other vehicle from which information is acquired by communication can be identified with high accuracy.

Preferably, in the present invention, the in-vehicle detection unit detects a position of another vehicle, the communication acquisition unit acquires information on a position of the other vehicle, and the identification unit further includes the detected position and The identification is performed based on the degree of coincidence with the position indicated by the acquired position information.
Thus, identification can be performed with higher accuracy by combining and identifying the speed, size, and position of other vehicles. In particular, even when the positions of a plurality of other vehicles are approaching, vehicles whose speeds and sizes do not match are excluded. As a result, it is possible to accurately identify the remaining candidate other vehicles based on the position.

  In the present invention, it is preferable that the identification unit acquires information about the detected other vehicle and information when the degree of coincidence between the detected position and the position indicated by the acquired position information is equal to or greater than a predetermined threshold. It is determined that the other vehicle is the same, and the threshold value is set higher as one or both of the detected other vehicle and one or both of the other vehicles from which information is acquired is higher.

  Thus, since the threshold value of the degree of coincidence of the positions is adjusted based on the density or the number of other vehicles, the identification is performed with higher accuracy.

  In the present invention, it is preferable that the identification unit gives the degree of coincidence between the detected position and the position indicated by the acquired position information as a function of the distance between the two positions.

  In addition, the first driving support device of the present invention acquires information including one or both of the driving operation and the driver behavior of the other vehicle through communication with the vehicle-mounted detection unit that is mounted on the host vehicle and detects the other vehicle. Communication acquiring means for performing identification of the other vehicle detected by the vehicle-mounted detecting means, the other vehicle for which information has been acquired by the communication acquiring means, and the other vehicle obtained from the vehicle-mounted detecting means. Travel control means for predicting the behavior of the other vehicle after identification based on the information and the information on the other vehicle acquired by the communication acquisition means, and controlling the travel of the host vehicle, the in-vehicle detection means Detects the speed and size of the other vehicle, the communication acquisition means acquires speed information and vehicle type information of the other vehicle, and the identification means detects the detected speed and the speed indicated by the acquired speed information. The degree of agreement with And size issued, is characterized by performing the identification on the basis of the degree of coincidence between size corresponding to vehicle type indicated by the acquired vehicle type information.

  According to the first driving support apparatus of the present invention, it is possible to accurately identify the other vehicle detected by the vehicle-mounted detection unit of the host vehicle and the other vehicle from which information has been acquired through communication. As a result, it is possible to perform appropriate driving assistance by combining information acquired by communication with accurate information such as the relative position of another vehicle detected by the in-vehicle detection means.

  In addition, the second driving support apparatus of the present invention acquires information including one or both of the driving operation and the driver behavior of the other vehicle by communication with the vehicle-mounted detection unit that is mounted on the own vehicle and detects the other vehicle. Communication acquisition means for performing identification of the other vehicle detected by the in-vehicle detection means, the other vehicle for which information has been acquired by the communication acquisition means, and the other vehicle acquired by the communication acquisition means. Based on the information, the risk determination means for determining the risk level of the other vehicle after identification, and the other vehicle that is dangerous to the driver of the own vehicle when the risk determination means determines that the risk level is high Warning means for giving an alarm, and the in-vehicle detection means detects the speed and size of the other vehicle, the communication acquisition means acquires speed information and vehicle type information of the other vehicle, and the identification means The detected speed and Degree of coincidence between the speed indicated by the speed information, and is characterized by performing a magnitude which is detected, the degree of coincidence identified on the basis of the size corresponding to the model indicated by the acquired vehicle type information.

  According to the second driving assistance apparatus of the present invention, it is possible to accurately identify the other vehicle detected by the vehicle-mounted detection unit of the host vehicle and the other vehicle from which information has been acquired through communication. For this reason, it is possible to perform appropriate driving support by combining information acquired by communication with accurate information such as the relative position of another vehicle detected by the in-vehicle detection means.

  According to the vehicle identification device and the vehicle driving support device using the vehicle identification device of the present invention, the other vehicle detected by the vehicle-mounted detection unit of the own vehicle and the other vehicle from which information is acquired by communication are accurately identified. be able to.

Embodiments of a vehicle identification device and a vehicle driving support device according to the present invention will be described below with reference to the accompanying drawings.
First, the configuration of the vehicle driving support device of the first embodiment will be described with reference to the block diagram of FIG. As shown in FIG. 1, the vehicle driving support device of the first embodiment is mounted on a host vehicle, and a vehicle acquisition unit 10 that detects another vehicle and a communication acquisition unit 20 that acquires information on the other vehicle through communication. And an identification unit 30 for identifying the other vehicle detected by the in-vehicle detection unit 10 and the other vehicle for which information has been acquired by the communication acquisition unit 20. Further, in the present embodiment, the behavior of the other vehicle after the identification by the identification unit 30 is determined based on the information on the other vehicle obtained from the in-vehicle detection unit 10 and the information on the other vehicle acquired by the communication acquisition unit 20. A travel control unit 40 is also provided as a travel control means for predicting and controlling the travel of the host vehicle.

  Each block in the virtual line C in FIG. 1 corresponds to a processing function in an in-vehicle ECU (electric control unit). These processing functions are realized by executing a predetermined program in the ECU or by a microchip.

  The in-vehicle detection means 10 includes an in-vehicle sensor 11, a speed detection unit 12, a size detection unit 13, and a position detection unit 14. The in-vehicle sensor 11 may include a front monitoring camera and a radar device. For example, an image of another vehicle in front of the host vehicle is extracted from the captured image of the camera, and the other vehicle is detected. If a stereo camera is used, the distance from the host vehicle to another vehicle is also detected based on the viewing angle of each camera. For example, the relative distance between the host vehicle and the other vehicle is also detected from the time difference between the incident wave and the reflected wave of the radar. Further, for example, the relative speed between the host vehicle and the other vehicle is also detected from the shift amount of the wavelength of the Doppler radar.

  The speed detector 12 detects the speed of the other vehicle based on the output of the in-vehicle sensor 11. For example, the speed vector of the other vehicle is detected based on the relative speed vector between the own vehicle and the other vehicle and the vehicle speed vector of the own vehicle. Further, the vehicle speed may be detected from the amount of displacement of the position for each sampling time of another vehicle captured by a radar or the like.

  The size detection unit 13 detects the size of the other vehicle based on the output of the in-vehicle sensor 11. For example, the size of the other vehicle is detected based on the size of the other vehicle imaged by the camera (for example, the occupied area in the image) and the distance from the host vehicle to the other vehicle.

  The position detection unit 14 detects the position of another vehicle based on the output of the in-vehicle sensor 11. The relative position of the other vehicle with respect to the own vehicle is accurately obtained by the direction of the other vehicle viewed from the own vehicle and the distance from the own vehicle to the other vehicle, which are measured by, for example, a radar. However, since the position of the own vehicle obtained by GPS includes an error, the position of the other vehicle on the map data includes an error.

The communication acquisition unit 20 includes a communication unit 21, a reception information analysis unit 22, an operation information extraction unit 23, a speed information extraction unit 24, a vehicle type information extraction unit 25, and a position information extraction unit 26. Has been. The communication unit 21 may be, for example, a vehicle-to-vehicle communication unit that communicates between vehicles, a road-to-vehicle communication unit that communicates between a vehicle and a point provided along a ground base station or road, You may have both. Then, the information received by the communication means 21 is sent to the reception analysis unit 22.
In addition, it is good to transmit the information of the own vehicle of the same kind as the information received by the communication means 21 from the own vehicle to another vehicle.

  The operation information etc. extraction unit 23 extracts information including one or both of the driving operation and the driver behavior of the other vehicle to be communicated from the information sent to the reception analysis unit 22. Examples of the driving operation information include the steering angle of the steering wheel and the steering speed of the steering wheel. In addition, the information on the driver behavior includes information obtained by image analysis of the state of the driver imaged by the in-vehicle camera of the other vehicle. Specifically, for example, from the movement of the driver's head, information indicating that the driver is driving aside or from the movement of the driver's heel indicates that the driver is dozing Information.

  The speed information extraction unit 24 extracts information indicating the speed of another vehicle to be communicated. The speed of the other vehicle is obtained as a value measured by the speed sensor of the other vehicle.

  The vehicle type information extraction unit 25 extracts information indicating the vehicle type of another vehicle to be communicated. The vehicle type may be represented by, for example, a large vehicle, a medium vehicle, a small vehicle, or a two-wheeled vehicle. The vehicle type information may be included in the identification information (ID information) of each vehicle in inter-vehicle communication.

  The position information extraction unit 26 extracts information indicating the position of another vehicle to be communicated. As the position of the other vehicle, the position information acquired by the GPS of the other vehicle is preferably used as it is.

The identification unit 30 includes a speed coincidence determination unit 31, a size coincidence determination unit 32, a position coincidence determination unit 33, and a vehicle determination unit 34. The speed coincidence determination unit 31 is a degree of coincidence between the detected speed of the other vehicle detected by the speed detection unit 12 of the in-vehicle detection unit 10 and the speed indicated by the speed information extracted by the speed information extraction unit 24 of the communication acquisition unit 20. Determine. Here, for example, when the speed difference ΔV between the detected speed and the speed indicated by the speed information is within a predetermined threshold, it may be determined that the speeds match. Alternatively, the coincidence degree Mv may be obtained as a function F (ΔV) of the speed difference ΔV, and when the coincidence degree Mv is equal to or greater than a predetermined threshold (V _thresh ), it may be determined that the speeds coincide.
Any suitable function can be used as the speed difference function F (ΔV). Further, the threshold value (V _thresh ) can be set to any suitable value empirically.

The size matching degree determination unit 32 determines the size of the silhouette of the other vehicle detected by the speed detection unit 12 of the in-vehicle detection unit 10 and the vehicle type indicated by the vehicle type information extracted by the vehicle type information extraction unit 25 of the communication acquisition unit 20. The degree of coincidence with the size of the silhouette of the corresponding other vehicle is determined.
Note that the silhouette size of the other vehicle may be obtained based on the area of the other vehicle shown in the image and the distance to the other vehicle.

Here, the range of the size of the silhouette is set according to the vehicle type, and when the detected size is within the allowable range of the size corresponding to the vehicle type, it may be determined that the sizes match. Alternatively, the coincidence degree Ms may be obtained as a function F (ΔS) of the area difference ΔS, and when the coincidence degree Ms is equal to or greater than a predetermined threshold (S _thresh ), it may be determined that the speeds coincide.
Any suitable function can be used as the speed difference function F (ΔS). In addition, the threshold value (S _thresh ) can be set arbitrarily and empirically.

  The position information extraction unit 33 determines the degree of coincidence between the detection position of the other vehicle detected by the position detection unit 14 of the in-vehicle detection unit 10 and the position information extracted by the position information extraction unit 26 of the communication acquisition unit 20. . The degree of coincidence Mp between the detected position and the position indicated by the acquired position information is given as a function F (l) of the distance l between the two positions. That is, the function F (l) may be set so that the position matching degree Mp increases as the length of the linear distance l decreases.

Then, when the calculated position matching degree Mp is equal to or greater than a predetermined threshold (P _thresh ), it is determined that the positions match. However, the threshold (P _thresh ) is set higher as one or both of the density D and the number N of one or both of the detected other vehicle and the other vehicle from which information is acquired is higher.

For example, the threshold value (P _thresh ) may be given as a function of the vehicle density D as shown in the following equation (1).
(P _thresh ) = αD (1)
Here, α is an arbitrary coefficient.

Further, the threshold value (P _thresh ) may be given as a function of the number N of vehicles as shown in the following equation (2).
(P _thresh ) = βN (2)
Here, β is an arbitrary coefficient.

Further, the threshold value (P _thresh ) may be given as a function of the vehicle density D and the number of vehicles N as shown in the following equation (3).
(P _thresh ) = αD + βN (3)
Here, α and β are arbitrary coefficients.

  Here, FIG. 2A schematically shows an example in which the density of other vehicles is low and high. FIG. 2A schematically shows the positions of the two other vehicles 1 and 2 detected by the in-vehicle detection means 10 and the positions of the other vehicles A and B to be communicated in the inter-vehicle communication. . An example in the case of “sparse” where the density of other vehicles is low is shown on the left side of FIG. 2A, and an example in the case of “dense” where the density of other vehicles is high is shown on the right side of FIG. It is shown.

  In general, when the vehicles are dense (when the vehicle density is high), there is a higher possibility that incorrect matching is performed than when the vehicles are not dense. For example, when matching the other vehicles 1 and 2 with the other vehicles A and B, when the right vehicles in FIG. 2A are densely packed, the other vehicle B is replaced with the other vehicle 1 and the other vehicle. 2 is close to both of them, there is a high possibility that matching will be erroneously performed as compared with the case where the vehicles on the left side of FIG.

Accordingly, when the vehicle density is high, it is desirable to increase the threshold value (P _thresh ) for the degree of coincidence of the positions in order to tighten the conditions for determining coincidence. As a result, even when the vehicle density is high, the possibility of erroneous matching is reduced, and accurate identification is possible. On the other hand, when the vehicle density is low, it is desirable to lower the threshold value (P _thresh ) of the degree of coincidence of positions. This is because if the threshold value (P _thresh ) is always kept high, there are many cases where identification of other vehicles is not realized.

  The vehicle density may be obtained, for example, by dividing the number of other vehicles within a predetermined range detected by the in-vehicle detection means 10 by the area of the predetermined range. Alternatively, among a plurality of other vehicles detected by the in-vehicle detection means 10, the number of vehicles within a predetermined distance range from one other vehicle to be matched is divided by the area within the predetermined distance range. You may ask for it. In that case, a different vehicle density value is calculated for each other vehicle. Further, the number of other vehicles may be the number of other vehicles detected by the in-vehicle detection means 10, or in the case of inter-vehicle communication, the number of other vehicles whose information has been acquired by the communication acquisition means. It may be the number of other vehicles that have become communication targets, or the total of both.

  Further, FIG. 2B schematically shows an example in which the number of other vehicles is small and large. On the left side of FIG. 2 (b), as an example of the case where the number of other vehicles is small, the two other vehicles 1 and 2 are detected by the in-vehicle detection means 10, and the two communication targets for inter-vehicle communication are displayed. Other vehicles A and B are schematically shown. Also, on the right side of FIG. 2 (b), as an example when the number of other vehicles is large, there are three other vehicles 1 to 3 detected by the in-vehicle detection means 10 and three communication targets for inter-vehicle communication. Other vehicles A to C are schematically shown.

  In general, even when the vehicle density is equal, there is a higher possibility that incorrect matching is performed when the number of vehicles is large than when the number of vehicles is small. For example, in the case of the left side of FIG. 2B, there are only two candidates of other vehicles A and B corresponding to the detected other vehicle 1. On the other hand, in the case of the right side of FIG. 2B, there are three other vehicles A to C corresponding to the detected other vehicle 1. For this reason, as the number of matching candidates increases, there is a higher possibility that matching will be erroneously performed.

Therefore, when the number of vehicles is large, it is desirable to increase the threshold value (P _thresh ) for the degree of coincidence of positions in order to tighten the conditions for determining coincidence. As a result, even if the number of vehicles is large, the possibility that matching is erroneously performed is reduced, and accurate identification becomes possible. On the other hand, when the number of vehicles is small, it is desirable to lower the threshold value (P _thresh ) for the degree of matching of positions. This is because if the threshold value (P _thresh ) is always kept high, there are many cases where identification of other vehicles is not realized.

  The number of other vehicles may be the number of other vehicles detected by the in-vehicle detection means 10, or the number of other vehicles whose information is acquired by the communication acquisition means, that is, in the case of inter-vehicle communication. The number of other vehicles that are communication targets may be used, or the total number of both vehicles may be used.

The vehicle determination unit 34 narrows down identification candidates based on the degree of coincidence of speed and the degree of coincidence of magnitude, and then performs final identification based on the degree of coincidence of positions by the position coincidence degree determination unit 33.
In addition, about each other vehicle detected by the vehicle-mounted detection means 10, you may narrow down and identify a candidate from the other vehicles from which the information was acquired by the communication acquisition means 20, and information is acquired by the communication acquisition means 20. The obtained individual other vehicles may be identified by narrowing down candidates from the other vehicles detected by the in-vehicle detection means 10.

  Then, based on the information on the other vehicle obtained from the in-vehicle detection means 10 and the information on the other vehicle sent from the operation information etc. extracting unit 23, the travel control unit 40 determines the behavior of the other vehicle after the identification. Predict and control the running of the vehicle. For traveling control, any conventionally known suitable technique can be used.

Next, with reference to the flowchart of FIG. 3, the operation example of the vehicle identification device of this invention is demonstrated.
First, the communication acquisition means 20 acquires the vehicle information of another vehicle by vehicle-to-vehicle communication or road-to-vehicle communication (S1). Here, as shown in Table 1 below, vehicle information of the vehicles A to C is acquired. The vehicle information includes vehicle ID for identifying each vehicle, vehicle speed, position, steering angle as vehicle operation information, and data indicating driver behavior.

  The vehicle ID includes information on the vehicle type of the other vehicle. Vehicle speed data and steering angle data are detected by a vehicle speed sensor and a steering angle sensor of another vehicle, respectively. The position data is measured by the GPS of another vehicle. In addition, the driver behavior data includes, for example, information when the driver has fallen asleep due to an in-vehicle camera mounted on another vehicle. Moreover, when the driver's side-by-side driving is detected by the in-vehicle camera, the information is included.

Next, the vehicle-mounted detection means 10 detects another vehicle (S2).
Here, as shown in FIG. 4, three other vehicles of vehicles 1 to 3 are detected. FIG. 4 is a schematic diagram showing a state in which the front is seen through the windshield F from the driver's seat of the own vehicle. When detecting other vehicles, the vehicle speed, position, and size of the vehicle are detected for each vehicle.

  In addition, the process of step S1 and the process of step S2 may be performed by changing the order, or may be performed in parallel.

(S3)
Next, the degree of coincidence Mv between the detected speed of the other vehicle detected by the in-vehicle detection means 10 and the speed indicated by the speed information extracted by the communication acquisition means 20 is determined. Here, for each of the vehicles A to C to be communicated between vehicles, another vehicle having a speed coincidence Mv greater than or equal to a predetermined threshold (V _thresh ) is extracted from the detected vehicles 1 to 3 ( S3).

  As described above, the accuracy of vehicle identification is improved by narrowing down candidates based on the degree of coincidence Mv of speeds before identifying the vehicle by position. For example, when the vehicle 3 on the overtaking lane overtakes the vehicle 1 on the traveling lane, the vehicle 3 is located immediately beside the vehicle 1 at the time of sampling shown in FIG. In such a case, it may be difficult to accurately distinguish both of them only with position information including an error caused by GPS. As a result, the place to be identified as the vehicle 1 may be mistakenly identified as the vehicle 3, or the opposite may be performed.

  However, the vehicle speed of the vehicle 3 that normally passes the vehicle 1 is larger than the vehicle speed of the vehicle 1. For this reason, the vehicle speed of the vehicle 1 and the vehicle speed of the vehicle 3 are greatly different. Therefore, by determining the speed coincidence Mv, either the vehicle 1 or the vehicle 3 is excluded from candidates in advance. This improves the accuracy of identification.

  In addition, in the vehicle identification, an example in which candidates are extracted from the vehicles 1 to 3 for each of the vehicles A to C will be described. However, candidates for each of the vehicles 1 to 3 are extracted from the vehicles A to C. You may make it do.

If one or more other vehicles are extracted for each of the vehicles A to C (“Yes” in S4), then the size of the other vehicle detected by the in-vehicle detection means 10 and communication acquisition The degree of coincidence Ms with the size corresponding to the vehicle type indicated by the vehicle type information extracted by the means 20 is determined. Here, for each of the vehicles A to C to be communicated in the inter-vehicle communication, among the vehicles 1 to 3 detected, the matching degree Ms of the magnitudes of the vehicles having the same speed is set to a predetermined threshold (S _thresh ) or more other vehicles are extracted (S5).
In addition, you may perform the process of step S3, and the process of step S5, changing order.

  As described above, the accuracy of vehicle identification is further improved by further narrowing down candidates based on the degree of coincidence Ms before performing vehicle identification by position. For example, when a large bus and a motorcycle are running in parallel in front of the vehicle, it may be difficult to accurately distinguish the two using only position information including an error caused by GPS. As a result, a place to be identified as a large bus may be mistakenly identified as a motorcycle or vice versa.

  However, usually, large buses and motorcycles have different vehicle types, and the area occupied by the silhouette in the image of the front monitoring camera is also greatly different. Therefore, by determining the magnitude matching degree Ms, either the large bus or the motorcycle is excluded from the candidates in advance. This further improves the accuracy of identification.

When one or more other vehicles are extracted for each of the vehicles A to C (in the case of “Yes” in S6), the position threshold value (P _thresh ) is subsequently determined based on the density and the number of vehicles. Calculate and set (S7).
The position threshold value (P _thresh ) may be different for each of the vehicles A to C, or may be common.

Subsequently, the degree of coincidence Mp between the position of the other vehicle detected by the in-vehicle detection means 10 and the position indicated by the position information extracted by the communication acquisition means 20 is determined. Here, for each of the vehicles A to C to be communicated between vehicles, among the detected vehicles 1 to 3, the position matching degree Mp is selected from among the vehicles having the same speed and size. _Pthresh ) or more other vehicles are extracted (S8).

Then, for each of the vehicles A to C, when one vehicle is extracted from the vehicles 1 to 3 (in the case of “Yes” in S9), the other vehicles are regarded as corresponding ones. Confirm (S10).
In the example shown in FIG. 5, vehicle A is identified as vehicle 3, vehicle B is identified as vehicle 1, and vehicle C is identified as vehicle 2.

  On the other hand, when two or more vehicles are extracted for each of the vehicles A to C, the process ends without determining the same vehicle (S11).

  The vehicle-mounted detection means 10 obtains the other vehicles 1 to 3 detected by the vehicle-mounted detection means 10 and the other vehicles A to C whose information has been acquired by the communication acquisition means 20 only after being accurately identified. In addition, the information on other vehicles and the information on other vehicles obtained by communication such as inter-vehicle communication can be combined and used for driving support of the own vehicle.

  Here, with reference to FIG. 6, an example of driving assistance on the premise of confirmation of identification of another vehicle will be described. FIG. 6 is a schematic diagram showing a front view of the driver's seat through the windshield F.

  As shown in FIG. 6, the vehicle-mounted detection means 10 detects that the vehicle 2 (vehicle C) is traveling in front of the lane adjacent to the left of the traveling lane of the host vehicle. In the information received from the vehicle C (vehicle 2) by inter-vehicle communication, it is assumed that the steering angle data indicates that the vehicle C greatly turns the steering wheel to the right. In such a case, the traveling control unit 40 predicts that the vehicle C will interrupt the front of the host vehicle as indicated by an arrow A in FIG. Then, when it is predicted that the collision between the host vehicle and the vehicle C is high, the traveling control unit 40 performs a traveling control for changing the lane to the left lane in order to prevent the collision. In FIG. 6, it shows typically by the guidance direction arrow B of the own vehicle.

  As described above, by combining the information on the other vehicle detected by the sensor mounted on the host vehicle and the information on the other vehicle to be acquired acquired by the inter-vehicle communication, it is used for driving support of the vehicle, and thus more appropriate. Driving assistance is possible. For example, when the vehicle C suddenly changes lanes without taking out the turn signal, information on the steering angle of the lane C is obtained by inter-vehicle communication earlier than when the lane change of the vehicle C is detected by the in-vehicle sensor. For this reason, traveling control for collision avoidance can be performed earlier.

Next, a second embodiment of the driving support device of the present invention will be described.
First, with reference to the block diagram of FIG. 7, the structure of the driving assistance device of 2nd Embodiment is demonstrated. As shown in FIG. 7, the driving support device of the second embodiment is different from the driving control device 40 shown in FIG. 1 except that a risk determination unit 50 and an alarm unit 60 are provided. The configuration is the same as that of the first embodiment described above. For this reason, the detailed description of the same components as those in the first embodiment is omitted.

  Here, with reference to the flowchart of FIG. 8, the alarm process by the risk determination part 50 and the alarm means 60 is demonstrated.

  In the driving support device of the second embodiment, the risk level determination unit 50 determines the risk level of the other vehicle after identification based on the information of the other vehicle acquired by the communication acquisition unit 20 (S81). Here, for example, when the driver behavior information received from the vehicle A (vehicle 3) includes information on the driver falling asleep or driving the driver's side-by-side driving, the risk determination unit 50 determines that the vehicle A It is determined that the risk level is high.

  In addition, as for the information on drowsy driving or side-by-side driving, it may be possible to transmit the result determined to be dozing driving or the like in other vehicles, Alternatively, the data of the frequency of looking aside may be received by the own vehicle, and a drowsy driving or a side looking driving may be determined in the own vehicle. In addition, it is desirable to use other vehicle information obtained from the in-vehicle detection means 10 for the determination of the risk level. For example, the determination of the degree of risk may be different depending on whether a vehicle with a high degree of risk is positioned in front of the host vehicle or on the side.

When the risk determination means 50 determines that the risk is high, the alarm means 60 identifies another dangerous vehicle and gives an alarm to the driver of the host vehicle (S82).
Here, FIG. 9 shows an example of alarm display. In the example shown in FIG. 9, a warning display frame W is projected on the windshield as a wind display so as to be superimposed on the vehicle A seen from the windshield as seen by the driver.
The warning may be displayed by displaying the image shown in FIG. 7 on the navigation screen.

  Thus, the driver can easily recognize the vehicle A having a high degree of danger by specifying another vehicle having a high risk and giving an alarm. As a result, attention is drawn to vehicles with a high degree of danger, and safety is improved.

  In each embodiment mentioned above, although the example which constituted the present invention on specific conditions was explained, the present invention can perform various change and combination, and is not limited to this. For example, in the above-described embodiment, another vehicle in front of the host vehicle is detected and another example has been described. However, other vehicles may be detected from the rear, side, or all around the host vehicle.

It is a block diagram explaining the composition of the driving support device of vehicles of a 1st embodiment of the present invention. (A) shows a case where the density of other vehicles is high and a low case, and (b) shows a case where the number of other vehicles is large and a small number. It is a flowchart explaining the identification process in embodiment. It is a schematic diagram of the other vehicle detected by the vehicle-mounted detection means. It is a schematic diagram which shows a response | compatibility with the other vehicle detected by the vehicle-mounted detection means, and the other vehicle from which information was acquired by the communication acquisition means. It is an organization chart showing an example of travel control in a 1st embodiment. It is a block diagram explaining the structure of the driving assistance device of the vehicle of 2nd Embodiment of this invention. It is a flowchart explaining the alarm process in 2nd Embodiment. It is a schematic diagram which shows the example of an alarm in 2nd implementation liquid.

Explanation of symbols

1, 2, 3 Other vehicles 10 On-vehicle detection means 11 On-vehicle sensor 12 Speed detection section 13 Size detection section 14 Position detection section 20 Communication acquisition means 21 Communication means 22 Received information analysis section 23 Operation information etc. extraction section 24 Speed information extraction section 25 vehicle type information extraction unit 26 position information extraction unit 30 identification unit 31 speed coincidence degree determination unit 32 size coincidence degree determination unit 33 position coincidence degree determination unit 34 vehicle determination unit 40 travel control unit 50 risk degree determination unit 60 alarm unit

Claims (6)

On-vehicle detection means mounted on the host vehicle for detecting other vehicles,
Communication acquisition means for acquiring information of other vehicles by communication;
An identification unit for identifying the other vehicle detected by the vehicle-mounted detection unit and the other vehicle for which information is acquired by the communication acquisition unit;
With
The on-vehicle detection means detects the speed and size of another vehicle,
The communication acquisition means acquires speed information and vehicle type information of other vehicles,
The identification unit is identified based on the degree of coincidence between the detected speed and the speed indicated by the acquired speed information, and the degree of coincidence between the detected size and the magnitude corresponding to the vehicle type indicated by the acquired vehicle type information. A vehicle identification device characterized by: The on-vehicle detection means detects the position of another vehicle,
The communication acquisition means acquires position information of other vehicles,
The vehicle identification device according to claim 1, wherein the identification unit further performs identification based on a degree of coincidence between the detected position and the position indicated by the acquired position information. The identification unit determines that the detected other vehicle and the other vehicle from which the information is acquired are the same when the degree of coincidence between the detected position and the position indicated by the acquired position information is equal to or greater than a predetermined threshold. And
3. The vehicle identification according to claim 2, wherein the threshold value is set higher as one or both of the detected other vehicle and the other vehicle from which information is acquired has higher density or number. apparatus.   4. The vehicle identification device according to claim 2, wherein the identification unit gives a degree of coincidence between the detected position and the position indicated by the acquired position information as a function of a distance between the two positions. On-vehicle detection means mounted on the host vehicle for detecting other vehicles,
A communication acquisition means for acquiring information including one or both of a driving operation and a driver behavior of another vehicle by communication;
An identification unit for identifying the other vehicle detected by the vehicle-mounted detection unit and the other vehicle for which information is acquired by the communication acquisition unit;
Travel that predicts the behavior of the other vehicle after identification based on the information on the other vehicle obtained from the in-vehicle detection unit and the information on the other vehicle acquired by the communication acquisition unit, and controls the travel of the host vehicle Control means,
The on-vehicle detection means detects the speed and size of another vehicle,
The communication acquisition means acquires speed information and vehicle type information of other vehicles,
The identification means is based on the degree of coincidence between the detected speed and the speed indicated by the acquired speed information, and the degree of coincidence between the detected size and the size corresponding to the vehicle type indicated by the acquired vehicle type information. Identify
A vehicle driving support device characterized by the above. On-vehicle detection means mounted on the host vehicle for detecting other vehicles,
A communication acquisition means for acquiring information including one or both of a driving operation and a driver behavior of another vehicle by communication;
An identification unit for identifying the other vehicle detected by the vehicle-mounted detection unit and the other vehicle for which information is acquired by the communication acquisition unit;
A risk determination means for determining the risk of the other vehicle after identification based on the information of the other vehicle acquired by the communication acquisition means;
Alarm means for identifying and warning other vehicles dangerous to the driver of the host vehicle when the risk determination means determines that the risk is high,
The on-vehicle detection means detects the speed and size of another vehicle,
The communication acquisition means acquires speed information and vehicle type information of other vehicles,
The identification means is based on the degree of coincidence between the detected speed and the speed indicated by the acquired speed information, and the degree of coincidence between the detected size and the size corresponding to the vehicle type indicated by the acquired vehicle type information. Identify
A vehicle driving support device characterized by the above.

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