JP2011215962A - Safe driving support device, safe driving support method and computer program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a safe driving support device, a safe driving support method and a computer program, allowing a notification of strength of contact possibility inside an intersection, by estimating the course of an oncoming vehicle with high accuracy, when own vehicle crosses an opposite lane.SOLUTION: When there is an oncoming vehicle O existing when own vehicle M makes a right turn in the intersection I, the course of the oncoming vehicle O is estimated, based on a reference evaluation point which is based on the lane kind of an oncoming vehicle lane L wherein the oncoming vehicle O is traveling, an intersection distance coefficient based on an intersection distance D, a road priority coefficient based on an oncoming vehicle entry road R and an crossing road C connected in the intersection I, and a facility coefficient based on the position and facility rank of a facility F that uses the intersection I as a reference. Based on the estimated course of the oncoming vehicle O, the possibility that own vehicle M and the oncoming vehicle O coming into contact with each other inside the intersection I is evaluated, and a guidance corresponding to an evaluation result is performed.

Description

  The present invention relates to a safe driving support device, a safe driving support method, and a computer program that can estimate the course of an oncoming vehicle at an intersection.

  In recent years, when the host vehicle takes a course crossing the opposite lane at the intersection (for example, when turning right at the intersection, etc.), the position of the opposite vehicle entering the intersection is specified for each lane of the opposite lane. A vehicle information presentation device has been invented for notifying a user of a specific result.

  For example, the vehicle information presentation device described in Patent Literature 1 specifies the lane in which each oncoming vehicle is traveling when the host vehicle turns right at an intersection, and displays the position of each oncoming vehicle as an icon for each lane on the pop-up window. By doing so, the position of each oncoming vehicle is notified to the user. Therefore, the driver can grasp the presence of the following oncoming vehicle by viewing the pop-up window.

JP 2007-102492 A

  However, since the vehicle information presentation device described in Patent Document 1 presents only the position of the oncoming vehicle for each lane, when the host vehicle crosses the oncoming lane at the intersection, it grasps the level of possibility of contact with the oncoming vehicle. Can not do it. Also, depending on the driving lane of the oncoming vehicle, it is possible to go straight, turn right, or turn left, so it is unclear what route the oncoming vehicle will take within the intersection only by grasping the position of the oncoming vehicle. .

  The present invention has been made in view of the above problems, and when the host vehicle crosses the oncoming lane at the intersection, it accurately estimates the course of the oncoming vehicle and reports the level of possibility of contact within the intersection. A safe driving support apparatus, a safe driving support method, and a computer program are provided.

  A safe driving support device (1) according to claim 1 of the present invention includes an acquisition means (13) for acquiring map information and facility information including a facility rank assigned to each facility, and a current position of the host vehicle. When the current position acquisition means (13) to acquire and the own vehicle is located within a predetermined distance from the intersection and the course of the own vehicle crosses the opposite lane at the intersection, the vehicle travels on the opposite lane, Oncoming vehicle detection means (13) for detecting an oncoming vehicle traveling toward the same intersection as the own vehicle, the location of the facility based on the intersection based on the map information and the facility information, and An oncoming vehicle that estimates the course of the oncoming vehicle at the intersection based on the facility status acquisition means (13) for acquiring the facility rank of the facility, the position of the facility based on the intersection, and the facility rank of the facility Course estimation (13) Based on the course of the oncoming vehicle estimated by the oncoming vehicle course estimating means, when the host vehicle crosses the oncoming lane at the intersection, the host vehicle and the oncoming vehicle can be contacted at the intersection. It has an evaluation means (13) which calculates the evaluation degree which evaluated property, and a guidance means (13) which performs guidance according to the evaluation result of the evaluation means.

  And the safe driving support device (1) according to claim 2 is the safe driving support device according to claim 1, wherein the oncoming vehicle course estimation means (13) is a facility location based on the intersection, And based on the facility rank of the facility, for each possible direction of the oncoming vehicle at the intersection, evaluate the possibility of becoming the course of the oncoming vehicle, and based on the evaluation result for each possible direction, the intersection The course of the oncoming vehicle at is estimated.

  Further, the safe driving support device (1) according to claim 3 is the safe driving support device according to claim 1 or 2, wherein the oncoming vehicle approach road on which the oncoming vehicle travels based on the map information. Road type acquisition means (13) for acquiring the road type of the intersection road that intersects the oncoming vehicle approach road at the intersection, and the oncoming vehicle course estimation means (13) The course of the oncoming vehicle at the intersection is estimated based on the road type of the approach road and the road type of the intersection road.

  A safe driving support device (1) according to claim 4 is the safe driving support device according to any one of claims 1 to 3, wherein an oncoming vehicle distance from the intersection to the oncoming vehicle is acquired. Oncoming vehicle distance acquisition means (13), and the oncoming vehicle route estimation means (13) estimates the course of the oncoming vehicle at the intersection based on the oncoming vehicle distance.

  The safe driving support device (1) according to claim 5 is the safe driving support device according to any one of claims 1 to 4, wherein the driving lane detects a driving lane in which the oncoming vehicle is driving. Based on a detection means (13), a travel lane of the oncoming vehicle, and the map information, there is a travelable course acquisition means (13) that acquires a travelable path defined in the travel lane of the oncoming vehicle. The oncoming vehicle course estimating means (13) estimates the course of the oncoming car at the intersection based on the advancing course defined in the travel lane of the oncoming car.

  According to a sixth aspect of the present invention, there is provided a safe driving support method, an acquisition step of acquiring map information and facility information including a facility rank assigned to each facility, and a current position acquisition step of acquiring a current position of the host vehicle. When the own vehicle is located within a predetermined distance from the intersection and the course of the own vehicle crosses the opposite lane at the intersection, the vehicle travels on the opposite lane and travels toward the same intersection as the own vehicle. An oncoming vehicle detection step for detecting an oncoming vehicle, a facility status acquisition step for acquiring a facility position based on the intersection, and a facility rank of the facility based on the map information and the facility information; Based on the location of the facility relative to the intersection and the facility rank of the facility, an oncoming vehicle route estimation step for estimating the course of the oncoming vehicle at the intersection; Evaluation based on the path of the oncoming vehicle estimated by the step, when the own vehicle crosses the oncoming lane at the intersection, the evaluation degree is calculated by evaluating the possibility of contact between the own vehicle and the oncoming vehicle in the intersection And a guidance step for performing guidance according to the evaluation result of the evaluation step.

  Furthermore, the computer program according to claim 7 is installed in a computer and has an acquisition function for acquiring map information and facility information including a facility rank assigned to each facility, and a current position for acquiring the current position of the host vehicle. When an acquisition function and the own vehicle is located within a predetermined distance from the intersection and the course of the own vehicle crosses the opposite lane at the intersection, the vehicle travels on the opposite lane to the same intersection as the own vehicle. Based on an oncoming vehicle detection function for detecting an oncoming vehicle traveling toward the vehicle, and the facility status acquisition for acquiring the facility position and the facility rank of the facility based on the map information and the facility information On the basis of the function, the location of the facility based on the intersection, and the facility rank of the facility, the oncoming vehicle course estimation function that estimates the course of the oncoming vehicle at the intersection, Evaluation degree that evaluates the possibility of contact between the host vehicle and the oncoming vehicle in the intersection when the host vehicle crosses the oncoming lane at the intersection based on the course of the oncoming vehicle estimated by the oncoming route estimation function An evaluation function for calculating the value and a guidance function for performing guidance according to the evaluation result of the evaluation function are executed.

  The safe driving support device according to claim 1, wherein when the host vehicle takes a course that crosses the opposite lane at the intersection, the path of the oncoming vehicle that travels toward the same intersection, Estimate based on the rank of the facility. Therefore, the safe driving support device can estimate the course of the oncoming vehicle at the intersection more accurately. Furthermore, the safe driving support device evaluates the possibility that the host vehicle and the oncoming vehicle come into contact with each other in the intersection based on the estimated course of the oncoming vehicle, and performs guidance according to the evaluation result. Therefore, the said safe driving assistance apparatus can provide useful information to a driver | operator etc. in order to avoid the contact with the oncoming vehicle at an intersection.

  The safe driving support device according to claim 2 evaluates the possibility of becoming the course of the oncoming vehicle for each direction in which the oncoming vehicle can travel at the intersection, and based on the evaluation result for each possible direction, Estimate the course. Therefore, the said safe driving assistance apparatus can perform the course estimation of the oncoming vehicle at an intersection more accurately.

  Since the safe driving support device according to claim 3 estimates the course of the oncoming vehicle at the intersection based on the road type of the oncoming vehicle approach road and the road type of the intersection road, the path estimation of the oncoming vehicle at the intersection is This can be performed with higher accuracy.

  The safe driving support apparatus according to claim 4 estimates the course of the oncoming vehicle at the intersection based on the oncoming vehicle distance from the intersection to the oncoming vehicle. For example, when the distance from the intersection is long, the oncoming vehicle may enter a facility facing the oncoming lane before entering the intersection. Therefore, the said safe driving assistance apparatus can perform a highly accurate course estimation by estimating the course of an oncoming vehicle based on an oncoming vehicle distance.

  The safe driving support apparatus according to claim 5 estimates the course of the oncoming vehicle at the intersection based on the travelable path defined in the travel lane. In general, since the driver of the oncoming vehicle is considered to drive according to the travelable direction defined in the travel lane, the safe driving support device is based on the travelable direction of the lane on which the oncoming vehicle travels. By estimating the course, it is possible to perform a more accurate course estimation.

  According to the safe driving support method of claim 6, when the own vehicle takes a course crossing the oncoming lane at the intersection, the course of the oncoming vehicle traveling toward the same intersection Since it is estimated based on the rank of the facility, the course of the oncoming vehicle at the intersection can be estimated with higher accuracy. Furthermore, according to the safe driving support method, the possibility that the host vehicle and the oncoming vehicle come into contact with each other in the intersection is evaluated based on the estimated course of the oncoming vehicle, and guidance according to the evaluation result is performed. Therefore, according to the safe driving support method, information useful for avoiding contact with the oncoming vehicle at the intersection is provided to the driver or the like.

  According to the computer program of claim 7, when the host vehicle takes a course crossing the oncoming lane at the intersection, the course of the oncoming vehicle traveling toward the same intersection is based on the intersection. Therefore, the path of the oncoming vehicle at the intersection can be estimated with higher accuracy. Further, according to the computer program, the possibility that the host vehicle and the oncoming vehicle come into contact with each other in the intersection is evaluated based on the estimated course of the oncoming vehicle, and guidance according to the evaluation result is performed. Therefore, according to the computer program, information useful for avoiding contact with an oncoming vehicle at an intersection is provided to a driver or the like.

It is the block diagram which showed the navigation apparatus which concerns on this embodiment. It is a flowchart of an oncoming vehicle course evaluation processing program. It is explanatory drawing which shows an example of the condition at the time of evaluating an oncoming vehicle course. It is a flowchart of a course estimation processing program. It is explanatory drawing which shows an example of a reference | standard evaluation score table. It is explanatory drawing which shows an example of an intersection distance coefficient table. It is explanatory drawing which shows an example of a road priority coefficient table. It is explanatory drawing which shows an example of a facility coefficient table.

  Hereinafter, a safe driving support device and the like according to the present invention will be described in detail with reference to the drawings based on an embodiment embodied in a navigation device. First, a schematic configuration of the navigation device 1 according to the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing a navigation device 1 according to this embodiment.

  As shown in FIG. 1, the navigation apparatus 1 according to the present embodiment is based on a current position detection unit 11 that detects a current position of a vehicle, a data recording unit 12 that records various data, and input information. The navigation ECU 13 that performs various arithmetic processes, the operation unit 14 that receives operations from the user, the liquid crystal display 15 that displays a map and a guide route to the destination, and voice guidance related to route guidance are output to the user. A speaker 16, a DVD drive 17 that reads a DVD that is a storage medium storing a program, and a communication module 18 that communicates with an information center such as a traffic information center.

  The navigation device 1 also includes a camera 51 for detecting an oncoming vehicle lane L on which the oncoming vehicle O travels, and a millimeter wave radar 52 for detecting surrounding vehicles that travel around the host vehicle M including the oncoming vehicle O. When the host vehicle M makes a right turn or a left turn, it is connected to a turn signal switch 53 for turning on a turn signal (not shown).

  Below, each component which comprises the navigation apparatus 1 is demonstrated in order. The current position detection unit 11 includes a GPS 21, a vehicle speed sensor 22, a steering sensor 23, a gyro sensor 24, an altimeter (not shown), and the like, and detects a current vehicle position, direction, vehicle traveling speed, and the like. Here, in particular, the vehicle speed sensor 22 is a sensor for detecting a moving distance and a vehicle speed of the vehicle, generates a pulse according to the rotation of the wheel of the vehicle, and outputs a pulse signal to the navigation ECU 13. And navigation ECU13 calculates the rotational speed and moving distance of a wheel by counting the generated pulse. Note that the navigation device 1 does not have to include all of the four types of sensors, and the navigation device 1 may include only one or more of these types of sensors.

  The data recording unit 12 includes an external storage device and a hard disk (not shown) as a recording medium, and a recording head (not shown) that is a driver for reading and writing predetermined data to the hard disk. The hard disk records a map information DB 31, a reference evaluation point table 32, an intersection distance coefficient table 33, a road priority coefficient table 34, and a facility coefficient table 35.

  Here, the map information DB 31 records various map data necessary for route guidance, traffic information guidance, and map display. Specifically, the map data includes link data relating to road (link) shapes, node data relating to node points, POI data which is information relating to points such as facilities, intersection data relating to each intersection, search data for searching for routes, It is composed of search data for searching points, image drawing data for drawing images such as maps, roads, traffic information and the like on the liquid crystal display 15. The link data includes a position of each traveling lane on the road connected to the intersection I and a travelable route defined for each traveling lane and indicated by a road marking or the like. Further, the POI data includes a facility rank based on the facility size, time, day of the week, etc. in association with each facility. The map information DB 31 is updated based on update data distributed from a map distribution center or the like and update data provided via a storage medium (for example, a DVD or a memory card).

  The reference evaluation point table 32 is a table (see FIG. 5) in which an evaluation point serving as a reference in estimating the course of the oncoming vehicle O is associated with the lane type of the oncoming vehicle lane L on which the oncoming vehicle O travels. Yes, and is referred to when a course estimation process (S6) described later is executed. The intersection distance coefficient table 33 is a table (see FIG. 6) in which the distance from the oncoming vehicle O to the intersection I (hereinafter referred to as the intersection distance D) and the intersection distance coefficient Wl are associated with each other, and a route estimation process (S6) described later. Referenced when executing. The road priority coefficient table 34 is a table in which the intersection distance coefficient Wl is associated with the combination of the type of the oncoming vehicle approach road R connected to the intersection I and the type of the intersection road C (see FIG. 7). Reference is made when the course estimation process (S6) described later is executed. The facility coefficient table 35 is a table in which the facility coefficient Wp is associated with the facility rank (see FIG. 8), and is referred to when a course estimation process (S6) described later is executed. The contents of the reference evaluation score table 32 to the facility coefficient table 35 will be described in detail later with reference to the drawings.

  On the other hand, the navigation ECU (Electronic Control Unit) 13 performs a guide route setting process for setting a guide route from the current position to the destination when a destination is selected, and an oncoming vehicle course evaluation process (see FIG. 2). This is an electronic control unit that performs overall control of the navigation device 1 (see FIG. 6). The navigation ECU 13 is a CPU 41 as an arithmetic device and a control device, and a RAM 42 that is used as a working memory when the CPU 41 performs various arithmetic processes, and stores route data when a route is searched, In addition to the control program, an internal storage device such as a ROM 43 in which an oncoming vehicle course evaluation processing program (see FIG. 2), which will be described later, is recorded, and a flash memory 44 that stores a program read from the ROM 43 is provided.

  The operation unit 14 is operated when inputting a departure point as a travel start point and a destination as a travel end point, and includes a plurality of operation switches (not shown) such as various keys and buttons. Then, the navigation ECU 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches. In addition, it can also be comprised by the touchscreen provided in the front surface of the liquid crystal display 15.

  The liquid crystal display 15 includes a map image including a road, traffic information, operation guidance, operation menu, key guidance, guidance route from the departure point to the destination, guidance information along the guidance route, news, weather forecast, time, Mail, TV programs, etc. are displayed. The liquid crystal display 15 displays a screen corresponding to a guidance level, which will be described later, based on an oncoming vehicle course evaluation processing program (see FIG. 2).

  The speaker 16 outputs voice guidance for guiding traveling along the guidance route based on an instruction from the navigation ECU 13 and guidance voice for traffic information.

  The DVD drive 17 is a drive that can read data recorded on a recording medium such as a DVD or a CD. Then, the map information DB 31 is updated based on the read data.

  The communication module 18 receives traffic information including traffic information, regulation information, traffic accident information, and the like transmitted from a traffic information center such as a VICS (registered trademark: Vehicle Information and Communication System) center or a probe center. For example, a mobile phone or a DCM corresponds to the communication device.

  The camera 51 uses a solid-state image sensor such as a CCD, for example, and images the road surface ahead of the road on which the host vehicle M is traveling. Therefore, the navigation ECU 13 can specify the traveling lane of the oncoming vehicle on the road connected to the intersection I based on the image information of the lane boundary included in the video imaged by the camera 51. Note that the driving lane specifying technique using the camera 51 is a well-known technique and will not be described in detail.

  The millimeter wave radar 52 emits a millimeter wave of a predetermined frequency and receives a reflected wave reflected by the object, so that based on the propagation time of the millimeter wave and the frequency difference caused by the Doppler effect, The relative speed with the own vehicle M is detected. The millimeter wave radar 52 is disposed at the front and at the four corners of the host vehicle M, and transmits ultrasonic waves toward the outside of the host vehicle M. Therefore, the navigation ECU 13 can detect the presence or absence of other vehicles (that is, surrounding vehicles including the oncoming vehicle O) located near the own vehicle M in the vicinity of the intersection I by the millimeter wave radar 52. The positions and distances of the surrounding vehicles based on the vehicle M can be specified.

  The turn signal switch 53 is operated when the host vehicle M makes a right turn, a left turn, or the like, and turns on a turn signal (not shown) provided in the host vehicle M. The navigation ECU 13 specifies the course of the host vehicle M at the intersection I based on the operation signal of the turn signal switch 53.

  Next, the oncoming vehicle course evaluation processing program executed in the navigation device 1 will be described in detail with reference to FIG. The oncoming vehicle course evaluation processing program is repeatedly executed by the CPU 41 at predetermined intervals. FIG. 2 is a flowchart of the oncoming vehicle course evaluation processing program according to the present embodiment.

  The oncoming vehicle course evaluation processing program determines the course of the oncoming vehicle O traveling on the oncoming lane when the host vehicle M approaches the vicinity of the intersection I and makes a right turn at the intersection I (that is, crossing the oncoming lane). This is a program for estimating and evaluating the possibility of contact with the oncoming vehicle O.

  As shown in FIG. 2, in the oncoming vehicle course evaluation processing program, first, in S <b> 1, the CPU 41 obtains own vehicle position information indicating the current position of the own vehicle M by the current position detection unit 11. The own vehicle position information is composed of an X coordinate and a Y coordinate indicating the current position of the own vehicle. After acquiring the own vehicle position information, the CPU 41 shifts the process to S2.

  In S2, the CPU 41 determines whether or not the distance between the host vehicle M and the intersection I is equal to or less than a predetermined value. That is, the CPU 41 determines whether or not the host vehicle M is located around the intersection I. Specifically, the CPU 41 calculates the distance between the intersection I and the own vehicle M that are closest to the traveling direction of the own vehicle M, based on the own vehicle position information, the map data of the map information DB 31, and the intersection data. It is determined whether the calculated distance is equal to or less than a predetermined value. When the distance between the host vehicle M and the intersection I is equal to or smaller than the predetermined value (S2: YES), the CPU 41 shifts the process to S3. On the other hand, when the distance between the host vehicle M and the intersection I is larger than the predetermined value (S2: NO), the CPU 41 ends the oncoming vehicle course evaluation processing program as it is.

  In S <b> 3, the CPU 41 acquires surrounding vehicle information by the millimeter wave radar 52. The surrounding vehicle information indicates the position of another vehicle (that is, the surrounding vehicle) located around the own vehicle M and the distance to the surrounding vehicle based on the own vehicle M. Therefore, the surrounding vehicle information can also include information on the oncoming vehicle O (see FIG. 3) traveling in the oncoming lane toward the same intersection I as the host vehicle M. After acquiring the surrounding vehicle information, the CPU 41 shifts the process to S4.

  In S4, the CPU 41 determines whether or not the course of the host vehicle M at the intersection I is a right turn based on the operation signal of the turn signal switch 53. That is, the CPU 41 determines whether or not the host vehicle M takes a course crossing the opposite lane at the intersection I. When the course of the own vehicle M is a right turn (S4: YES), the CPU 41 shifts the process to S5. On the other hand, when the route of the host vehicle M is not a right turn (S4: NO), the CPU 41 ends the oncoming vehicle route evaluation processing program as it is.

  In S5, the CPU 41 determines whether or not there is an oncoming vehicle O traveling in the oncoming lane connected to the intersection I based on the detection result of the millimeter wave radar 52 and the surrounding vehicle information acquired in S3. When the oncoming vehicle O exists (S5: YES), CPU41 transfers a process to S6. On the other hand, when the oncoming vehicle O does not exist (S5: NO), the CPU 41 ends the oncoming vehicle course evaluation processing program as it is.

  Here, the following processes of S6 to S9 are repeatedly executed for the number of oncoming vehicles O detected in S5. That is, the CPU 41 performs the processes of S6 to S9 for each oncoming vehicle O. For example, in the case illustrated in FIG. 3, since there are two oncoming vehicles O, the CPU 41 performs the processes of S <b> 6 to S <b> 9 for each oncoming vehicle O.

  In S6, the CPU 41 executes a course estimation process. In the course estimation process (S6), the CPU 41 executes a course estimation process program (see FIG. 4), which will be described later, for each direction in which the oncoming vehicle O can travel at the intersection I (for example, straight ahead, right turn, left turn), By evaluating the possibility of becoming the course of the oncoming vehicle O, the course of the oncoming vehicle O is estimated.

  Here, the course estimation processing program executed in S6 will be described in detail with reference to FIG. FIG. 4 is a flowchart of the course estimation processing program. In the course estimation process (S6), the CPU 41 first acquires an oncoming vehicle lane position by performing an image recognition process on the captured image of the camera 51. Specifically, the CPU 41 detects the lane markings that divide the oncoming vehicle lane L by performing image recognition processing on the captured image of the camera 51. Here, since the arrangement position of the camera 51 and the imaging range are known values, the CPU 41 can specify the position of the oncoming vehicle lane L with reference to the host vehicle M. Therefore, the CPU 41 specifies the position of the oncoming vehicle lane L based on the own vehicle position information acquired in S1. And CPU41 extracts the oncoming vehicle information which shows the position and distance of one oncoming vehicle O from the periphery vehicle information acquired by S2. Based on the oncoming vehicle information and the position of the specified oncoming vehicle lane L, the CPU 41 can specify the oncoming vehicle lane L on which the oncoming vehicle (hereinafter, estimation target vehicle) indicated by the oncoming vehicle information travels. After specifying the position of the oncoming vehicle lane L, the CPU 41 proceeds to S22.

  In S22, the CPU 41 sets a reference evaluation point Pd related to the course estimation of one oncoming vehicle O. Specifically, the CPU 41 specifies the lane type of the oncoming vehicle lane L based on the position of the oncoming vehicle lane L where the estimation target vehicle travels and the link data stored in the map information DB 31. Here, the lane type is defined for the oncoming vehicle lane L, and means a type of travelable route indicated by a road marking or the like. For example, the oncoming vehicle lane L on the right side in FIG. 3 is “lane type: straight ahead / left turn”, and the oncoming vehicle lane L on the left side in FIG. 3 is “lane type: right turn”.

  Then, based on the identified lane type and the reference evaluation point table 32 (see FIG. 5), the CPU 41 sets the reference evaluation point Pd used for the route estimation of the estimation target vehicle to “straight ahead”, “right turn”, “left turn”. Set for each direction of travel. As shown in FIG. 5, the reference evaluation point table 32 associates reference evaluation points Pd (that is, straight evaluation points Pds, right turn evaluation points Pdr, left turn evaluation points Pdl) with the lane types of the oncoming vehicle lane L. Configured. Therefore, if the lane type of the oncoming vehicle lane L on which the estimation target vehicle travels is specified, the CPU 41 can set the reference evaluation point Pd by referring to the reference evaluation point table 32.

  In the reference evaluation point table 32 (see FIG. 5), a high numerical value is defined for the reference evaluation point Pd that matches the advanceable path related to the lane type, and the reference evaluation point Pd that does not match the advanceable path. For, a low number is prescribed. For example, for “lane type: straight / left turn”, the straight evaluation point Pds is defined as “5” and the left turn evaluation point Pdl is defined as “4”, but the right turn evaluation point Pdr is defined as “1”. It is prescribed. Therefore, in FIG. 3, when the oncoming vehicle O traveling on the right oncoming vehicle lane L is an estimation target vehicle, the reference evaluation points Pd related to the estimation target vehicle are “straight evaluation point Pds: 5”, “right turn evaluation”. “Point Pdr: 1” and “Left-turn evaluation point Pdl: 4” are set. After setting the reference evaluation point Pd of the estimation target vehicle based on the lane type of the oncoming vehicle lane L, the CPU 41 proceeds to S23.

  In S23, the CPU 41 sets the intersection distance coefficient Wl based on the oncoming vehicle information of the estimation target vehicle, the intersection data in the map information DB 31, and the intersection distance coefficient table 33 (see FIG. 6). Specifically, the CPU 41 first calculates the intersection distance D (see FIG. 3) based on the position indicated by the oncoming vehicle information of the estimation target vehicle and the position of the intersection I indicated by the intersection data. Then, the CPU 41 sets an intersection distance coefficient Wl related to the estimation target vehicle based on the intersection distance D and the intersection distance coefficient table 33.

  As shown in FIG. 6, the intersection distance coefficient table 33 is configured by associating the intersection distance coefficient W1 with the intersection distance D. Therefore, if the intersection distance D is specified, the CPU 41 can set the intersection distance coefficient Wl related to the estimation target vehicle based on the intersection distance coefficient table 33. For example, in FIG. 3, when the intersection distance D of the oncoming vehicle O traveling on the right oncoming vehicle lane L is 15 m, the intersection distance coefficient Wl related to the estimation target vehicle is set to “1”. In the intersection distance coefficient table 33, the intersection distance coefficient W1 is defined to be smaller as the intersection distance D is longer. This is because, when the intersection distance D is long, before reaching the intersection I, the lane change or entrance to the facility facing the opposite lane may be performed. After setting the intersection distance coefficient Wl, the CPU 41 proceeds to S24.

  In S24, the CPU 41 sets the road type of the oncoming vehicle approaching road R on which the estimation target vehicle travels, the road type of the crossing road C connected to the oncoming vehicle approaching road R at the intersection I, and the road priority coefficient table 34. Based on the above, a road priority coefficient Wr related to the estimation target vehicle is set. Specifically, the CPU 41 refers to the map information DB 31 and acquires the road type of the oncoming vehicle approach road R and the road type of the intersection road C. In the present embodiment, four types of “motorway”, “main road”, “general road”, and “narrow street” are defined as road types. Then, the CPU 41 specifies the road priority coefficient Wr related to the estimation target vehicle based on the acquired road types of the oncoming vehicle approach road R and the intersection road C and the road priority coefficient table 34.

  As shown in FIG. 7, the road priority coefficient Wr includes a straight traveling evaluation coefficient Wrs, a right turn evaluation coefficient Wrr, and a left turn evaluation coefficient Wrl. FIG. 7A shows the road priority coefficient table 34 used when setting the straight evaluation coefficient Wrs, and FIG. 7B shows the setting of the right turn evaluation coefficient Wrr and the left turn evaluation coefficient Wrl. A road priority coefficient table 34 used in FIG. In any case, in the road priority coefficient table 34, when the priority of the intersection road C is lower than the priority of the oncoming vehicle approach road R, the road priority coefficient Wr is set to a value larger than “1”. . On the other hand, when the priority of the intersection road C is higher than the priority of the oncoming vehicle approach road R, the road priority coefficient Wr is set to a value smaller than “1”. After identifying the road priority coefficient Wr related to the estimation target vehicle based on the road priority coefficient table 34, the CPU 41 proceeds to S25.

  In S <b> 25, the CPU 41 sets the facility coefficient Wp based on the location of the facility based on the intersection I, the facility rank of the facility, and the facility coefficient table 35. Specifically, the CPU 41 specifies the facility F within a predetermined range from the intersection I based on the intersection data in the map information DB 31 and the POI data, and specifies the position of the facility F with reference to the intersection I. . Then, the CPU 41 acquires the facility rank of the specified facility F based on the POI data. As described above, the facility rank is defined based on the scale of the facility and the like, and as shown in FIG. 8, there are five types of “facility rank S” to “no facility”. The facility rank is a higher-level facility rank as the degree of population concentration is higher. For example, a large shopping mall and a complex station are set to “facility rank S”. Thereafter, the CPU 41 sets a facility coefficient Wp related to the estimation target vehicle based on the facility rank of the identified facility F and the facility coefficient table 35.

  As shown in FIG. 8, the facility coefficient table 35 is configured by associating the facility coefficient Wp with each facility rank. In the facility coefficient table 35, the higher the degree of population concentration (that is, the higher the facility rank), the larger the facility coefficient Wp is. If there is no facility, the facility coefficient Wp is a small value. Is set. Therefore, if the facility rank of the facility F is specified, the CPU 41 can set the facility coefficient Wp related to the estimation target vehicle. After setting the facility coefficient Wp related to the estimation target vehicle, the CPU 41 proceeds to S26.

  The facility coefficient Wp includes a straight traveling facility coefficient Wps, a right turn facility coefficient Wpr, and a left turn facility coefficient Wpl. The straight traveling facility coefficient Wps means the facility coefficient Wp with respect to the straight traveling direction of the estimation target vehicle with the intersection I as a reference. The right turn facility coefficient Wpr means the facility coefficient Wp with respect to the right turn direction of the estimation target vehicle with respect to the intersection I, and the left turn facility coefficient Wpl means the facility coefficient Wp with respect to the left turn direction of the estimation target vehicle with respect to the intersection I. To do. The position of the facility F based on the intersection I described above is taken into account when setting the straight traveling facility coefficient Wps, the right turn facility coefficient Wpr, and the left turn facility coefficient Wpl.

  In S26, the CPU 41 calculates the overall evaluation point P of the estimation target vehicle based on the reference evaluation point Pd, the intersection distance coefficient Wl, the road priority coefficient Wr, and the facility coefficient Wp set in S22 to S25. The overall evaluation point P of the estimation target vehicle is calculated for each direction in which the estimation target vehicle can travel (ie, straight ahead, right turn, left turn). Here, the straight advance comprehensive evaluation point Ps is an overall evaluation point P when the advancing direction is set to go straight, and includes a straight advance evaluation point Pds, an intersection distance coefficient Wl, a straight advance evaluation coefficient Wrs, and a straight travel facility coefficient Wps. Calculated by multiplication. The right turn comprehensive evaluation point Pr is the total evaluation point P when the advancing direction is a right turn, and is multiplied by the right turn evaluation point Pdr, the intersection distance coefficient Wl, the right turn evaluation coefficient Wrr, and the right turn facility coefficient Wpr. It is calculated by doing. The left turn comprehensive evaluation point P1 is an overall evaluation point P when the turnable direction is a left turn, and is multiplied by the left turn evaluation point Pdl, the intersection distance coefficient Wl, the left turn evaluation coefficient Wrl, and the left turn facility coefficient Wpl. It is calculated by doing.

  After calculating the straight advance overall evaluation point Ps, the right turn overall evaluation point Pr, and the left turn overall evaluation point Pl, the CPU 41 shows the highest numerical value among the straight advance overall evaluation point Ps, the right turn overall evaluation point Pr, and the left turn overall evaluation point Pl. The travelable direction is selected as the estimated course of the estimation target vehicle. After selecting the estimated course of the estimation target vehicle, the CPU 41 ends the course estimation processing program and shifts the processing to S7 of the oncoming vehicle course evaluation processing program (see FIG. 2).

  Here, returning to FIG. 2 again, processing contents of the oncoming vehicle course evaluation processing program after the course estimation process (S6) will be described. In S7, the CPU 41 selects whether or not the estimation target vehicle corresponds to the guidance target vehicle. Here, the guidance target vehicle is a vehicle requiring attention because it may contact the host vehicle M in a predetermined area within the intersection I (hereinafter referred to as a contact determination target area A) as a result of estimating the course of the oncoming vehicle O. Means. Specifically, the CPU 41 first, in the intersection I, a portion on the right side of the host vehicle M with a line connecting the center line of the traveling road of the host vehicle M and the center line of the oncoming vehicle approach road R as a boundary, Set to the contact determination target area A. Then, the CPU 41 calculates the traveling speed of the estimation target vehicle based on the detection result of the millimeter wave radar 52, and based on the estimated course of the estimation target vehicle estimated in S6 and the traveling speed of the estimation target vehicle. A target vehicle passage period in which the vehicle passes through the contact determination target region A is calculated. Further, the CPU 41 calculates the own vehicle passing period during which the own vehicle M passes through the contact determination target area A based on the traveling speed when the own vehicle M makes a right turn. Then, the CPU 41 determines whether or not there is an overlapping period between the own vehicle passing period and the target vehicle passing period, and when there is an overlapping period, selects the estimation target vehicle as a guidance target vehicle. On the other hand, when there is no overlapping period, the CPU 41 ends the process without selecting the estimation target vehicle as a guidance target vehicle.

  The traveling speed when the host vehicle M turns right is stored in the flash memory 44, and is updated whenever the host vehicle M makes a right turn.

  In S8, the CPU 41 determines whether the estimation target vehicle corresponds to the guidance target vehicle based on the selection result in S8. When it corresponds to a guidance object vehicle (S8: YES), CPU41 transfers a process to S9. On the other hand, when the estimation target vehicle does not correspond to the guidance target vehicle (S8: NO), the CPU 41 shifts the process to S9.

  In S9, CPU41 sets the guidance level regarding a guidance object vehicle based on the estimated course which concerns on the said guidance object vehicle, and the comprehensive evaluation score P. FIG. Hereinafter, setting of the guidance level when the estimated course of the guidance target vehicle is “straight ahead”, “right turn”, and “left turn” will be described.

  First, when the estimated course of the guidance target vehicle is straight, the CPU 41 sets the guidance level of the guidance target vehicle based on the straight advance overall evaluation point Ps of the guidance target vehicle. Specifically, when the straight travel comprehensive evaluation score Ps is less than a reference value a (for example, a = 5), the CPU 41 sets the guidance level of the guidance target vehicle to “1”. When the straight travel comprehensive evaluation point Ps is equal to or greater than the reference value a and less than the reference value b (for example, b = 8), the CPU 41 sets the guidance level of the guidance target vehicle to “2”. When the straight travel comprehensive evaluation point Ps is equal to or greater than the reference value b, the CPU 41 sets the guidance level of the guidance target vehicle to “3”. Note that if the traveling speed of the host vehicle M based on the detection result of the vehicle speed sensor 22 is a predetermined value (for example, 20 km / h) or less, the CPU 41 guides even if the straight overall evaluation point Ps is the reference value b or more. The guidance level of the target vehicle is set to “2”. When the traveling speed of the host vehicle M is equal to or less than the predetermined value, it is estimated that the host vehicle M is traveling at a slow speed to stop or is in a state where it can be stopped immediately. In this case, guidance based on “guidance level: 2” (“output content: alerting” described later) is sufficient without performing guidance based on “guidance level: 3” (“output content: warning” described later). This is because it can contribute to safe driving of the host vehicle M.

  Next, a case where the estimated course of the guidance target vehicle is a right turn will be described. In this case, the CPU 41 sets the guidance level of the guidance target vehicle based on the total right turn evaluation point Pr of the guidance target vehicle. Here, since the estimated course of the guidance target vehicle is a right turn and the own vehicle M is also going to make a right turn, it can be said that the possibility that the own vehicle M and the guidance target vehicle are in contact in the contact determination target area A is low. Therefore, the CPU 41 sets the guidance level of the guidance target vehicle in this case to “1”.

  Next, a case where the estimated route of the guidance target vehicle is a left turn will be described. In this case, the CPU 41 sets the guidance level of the guidance target vehicle based on the left turn comprehensive evaluation point Pl of the guidance target vehicle. Specifically, when the left turn total evaluation score Pl is less than a reference value c (for example, c = 8), the CPU 41 sets the guidance level of the guidance target vehicle to “1”. When the left turn total evaluation score Pl is equal to or greater than the reference value c, the CPU 41 sets the guidance level of the guidance target vehicle to “2”.

  As described above, the processes in S6 to S9 are repeatedly executed for the number of oncoming vehicles O detected in S5. Therefore, when there is another oncoming vehicle O, the CPU 41 performs the processes of S6 to S9 for the other oncoming vehicle O. When no other oncoming vehicle O exists, the CPU 41 proceeds to S10.

  In S10, CPU41 specifies the output content based on the guidance level of the guidance object vehicle set in S9. Specifically, when the guidance level is “1”, the CPU 41 sets the output content to “information provision”, and when the guidance level is “2”, the CPU 41 sets the output content to “notice”. To do. When the guidance level is “3”, the CPU 41 sets the output content to “alarm”. If there are a plurality of guidance target vehicles, the CPU 41 sets the output content based on the highest guidance level. After setting the output contents, the CPU 41 proceeds to S11.

  In S11, the CPU 41 performs a notification based on the guidance level set in S9 and the output content set in S10 using the liquid crystal display 15 or the like. More specifically, when the guidance level is “3” and the output content is “alarm”, the CPU 41 and the estimated course related to the guidance target vehicle and the “possible contact with the oncoming vehicle are dangerous. A warning message “Yes” is displayed on the liquid crystal display 15, and the warning message is output by voice through the speaker 16. Then, when the guidance level is “2” and the output content is “attention alert”, the CPU 41 does not perform audio output by the speaker 16 and relates to the contact between the estimated course related to the guidance target vehicle and the oncoming vehicle. A warning message (for example, “An oncoming vehicle is approaching. Please drive with caution”) is displayed on the liquid crystal display 15 to call attention. Finally, when the guidance level is “1” and the output content is “information provision”, the CPU 41 does not output the voice by the speaker 16 and the message on the liquid crystal display 15, and outputs the message to the guidance target vehicle. Only the estimated course is displayed on the liquid crystal display 15. Note that, as described above, when there are a plurality of guidance target vehicles, the CPU 41 performs notification with the output content based on the highest guidance level. After the notification based on the guidance level and the output content, the CPU 41 ends the oncoming vehicle course evaluation processing program.

  As described above, in the navigation device 1 according to the present embodiment, the vehicle charging support method by the navigation device 1 and the computer program executed by the navigation device 1 (hereinafter referred to as the navigation device 1 or the like) When taking a course crossing the oncoming lane at the intersection I (S4: YES), the course of the oncoming vehicle O is estimated based on the position of the facility F with respect to the intersection I and the facility rank (S6). Therefore, according to the navigation device 1, the course of the oncoming vehicle O at the intersection I can be estimated with higher accuracy. Further, according to the navigation device 1 or the like, the possibility that the host vehicle M and the oncoming vehicle O are in contact with each other within the intersection I is evaluated based on the estimated course of the oncoming vehicle O (S7 to S9). Guidance according to is performed (S10). Therefore, according to the navigation device 1 or the like, information useful for avoiding contact with the oncoming vehicle O at the intersection I can be provided to the driver or the like.

  According to the navigation device 1 and the like, the possibility of becoming the course of the oncoming vehicle is evaluated for each possible direction of the oncoming vehicle O at the intersection I (ie, straight, right turn, left turn), and the evaluation result for each possible direction The course of the oncoming vehicle O at the intersection I is estimated on the basis of the straight advance overall evaluation point Ps, the right turn overall evaluation point Pr, and the left turn overall evaluation point Pl (S26). Therefore, according to the navigation device 1 or the like, the route estimation of the oncoming vehicle O at the intersection I can be performed with higher accuracy.

  Further, according to the navigation device 1 or the like, the course of the oncoming vehicle O at the intersection I is estimated based on the road type of the oncoming vehicle approach road R and the road type of the intersection road C (S24, S26). The course of the oncoming vehicle O at the intersection I can be estimated with higher accuracy.

  And according to the said navigation apparatus 1 etc., the course of the oncoming vehicle O in the intersection I is estimated based on the intersection distance D from the intersection I to the oncoming vehicle O (S23, S26). For example, when the distance from the intersection I is long, before entering the intersection I, the oncoming vehicle O may enter the facility F facing the oncoming lane. Therefore, according to the navigation device 1, the route of the oncoming vehicle O can be estimated based on the intersection distance D, so that the route can be estimated with higher accuracy.

  Furthermore, according to the navigation device 1 or the like, the course of the oncoming vehicle O at the intersection I is estimated based on the possible course defined in the oncoming vehicle lane L (S22, S26). In general, since it is considered that the driver of the oncoming vehicle O drives according to the travelable direction defined in the oncoming vehicle lane L, according to the navigation device 1 or the like, the advance of the oncoming vehicle lane L on which the oncoming vehicle O travels. By estimating the course of the oncoming vehicle O based on the possible directions, a more accurate course estimation can be performed.

  Although the present invention has been described based on the embodiments, the present invention is not limited to the above-described embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. For example, in the present embodiment, the embodiment is based on left-hand traffic, but is not limited to this mode, and can be based on right-hand traffic. In this case, this can be dealt with by switching “right turn” and “left turn” in the present embodiment.

  The reference evaluation point table 32, the intersection distance coefficient table 33, the road priority coefficient table 34, and the facility coefficient table 35 in the present embodiment are merely examples, and the numerical values are not limited to the above embodiment. For example, it is good also as a structure which can set the numerical value of said each table with respect to each intersection I. FIG.

  Furthermore, in this embodiment, in S26, the course of the estimation target vehicle is specified as one by comparing the straight straight comprehensive evaluation point Ps, the right turn comprehensive evaluation point Pr, and the left turn comprehensive evaluation point Pl. It is not limited. For example, the straight travel comprehensive evaluation point Ps, the right turn comprehensive evaluation point Pr, and the left turn comprehensive evaluation point Pl are calculated, and the guidance level of straight travel, right turn, and left turn is specified, and then the course of the estimation target vehicle is specified. It is also possible to configure.

  Moreover, in estimating the course of the oncoming vehicle O, the facility coefficient table 35 stored in the data recording unit 12 is used. However, the facility coefficient table 35 is not limited to the aspect according to the above-described embodiment. Absent. In other words, it is possible to update the contents of the facility coefficient table 35 by accessing the probe center or the like via the communication module 18.

  And it is also possible to change the facility rank associated with the facility F according to a predetermined time zone, day of the week, and date. For example, it is possible to increase the facility rank for a company in a commuting time zone. Moreover, about leisure facilities (for example, amusement park etc.), a facility rank may be raised on a public holiday and a facility rank may be lowered on weekdays. Further, in the case of a leisure facility, it is possible to further increase the facility rank at the entrance start time on public holidays and to decrease the facility rank at the end time. The facility rank is set by collecting the number of vehicles entering / leaving for each facility F by a probe center or the like and statistically processing the collected vehicles.

  It is also possible to configure so that the distance from the intersection I to the facility F is taken into account when performing the course estimation based on the facility coefficient table 35. For example, as in this embodiment, after specifying the facility coefficient Wp based on the facility rank, it is also possible to multiply the coefficient related to the distance from the intersection I to the facility F. In this case, the coefficient related to the distance from the intersection I to the facility F indicates a smaller value as the distance is longer, and a larger value as the distance is shorter. In this regard, the facility coefficient table 35 may be stored in the data recording unit 12 by multiplying the facility coefficient Wp by a coefficient related to the distance from the intersection I to the facility F.

  Further, when the route is estimated based on the facility coefficient table 35, whether or not the facility F faces the lane in which the oncoming vehicle O travels after passing the intersection I is added as the position of the facility F from the intersection I. May be. This is because whether the facility F is located along the traveling lane of the vehicle or whether the facility F is located on the opposite lane side with respect to the traveling lane greatly affects the entrance to the facility F.

1 Navigation device 13 Navigation ECU
41 CPU
42 RAM
43 ROM

Claims (7)

An acquisition means for acquiring map information and facility information including a facility rank assigned to each facility;
Current position acquisition means for acquiring the current position of the host vehicle;
When the own vehicle is located within a predetermined distance from the intersection and the course of the own vehicle crosses the opposite lane at the intersection, the vehicle travels on the opposite lane and travels toward the same intersection as the own vehicle. An oncoming vehicle detection means for detecting an oncoming vehicle;
Based on the map information and the facility information, the location of the facility based on the intersection, and the facility status acquisition means for acquiring the facility rank of the facility,
Oncoming vehicle course estimation means for estimating the course of the oncoming vehicle at the intersection based on the location of the facility with respect to the intersection and the facility rank of the facility;
Evaluation that evaluates the possibility of contact between the host vehicle and the oncoming vehicle in the intersection when the host vehicle crosses the oncoming lane at the intersection based on the course of the oncoming vehicle estimated by the oncoming vehicle course estimating means An evaluation means for calculating the degree,
A safe driving support apparatus, comprising: guidance means for performing guidance according to an evaluation result of the evaluation means. The safe driving support device according to claim 1,
The oncoming vehicle course estimation means includes
Based on the location of the facility based on the intersection and the facility rank of the facility, for each possible direction of the oncoming vehicle at the intersection, evaluate the possibility of becoming the course of the oncoming vehicle,
A safe driving support device that estimates a course of the oncoming vehicle at the intersection based on an evaluation result for each advancing direction. A safe driving support device according to claim 1 or claim 2,
Based on the map information, road type acquisition means for acquiring a road type of an oncoming vehicle approach road on which the oncoming vehicle travels, and a road type of an intersection road that intersects the oncoming vehicle entrance road at the intersection,
The oncoming vehicle course estimation means includes
A safe driving support device that estimates a course of the oncoming vehicle at the intersection based on a road type of the oncoming vehicle approach road and a road type of the intersection road. A safe driving support device according to any one of claims 1 to 3,
Oncoming vehicle distance acquisition means for acquiring the oncoming vehicle distance from the intersection to the oncoming vehicle,
The oncoming vehicle course estimation means includes
A safe driving support device that estimates a course of the oncoming vehicle at the intersection based on the oncoming vehicle distance. A safe driving support device according to any one of claims 1 to 4,
Traveling lane detection means for detecting a traveling lane in which the oncoming vehicle travels;
Based on the traveling lane of the oncoming vehicle and the map information, the vehicle has a travelable route acquisition means for acquiring a travelable route defined in the traveling lane of the oncoming vehicle,
The oncoming vehicle course estimation means includes
A safe driving support device that estimates a path of the oncoming vehicle at the intersection based on a travelable path defined in a travel lane of the oncoming vehicle. An acquisition step of acquiring map information and facility information including a facility rank assigned to each facility;
A current position acquisition step for acquiring the current position of the host vehicle;
When the own vehicle is located within a predetermined distance from the intersection and the course of the own vehicle crosses the opposite lane at the intersection, the vehicle travels on the opposite lane and travels toward the same intersection as the own vehicle. An oncoming vehicle detection step for detecting an oncoming vehicle;
Based on the map information and the facility information, the location of the facility based on the intersection, and the facility status acquisition step for acquiring the facility rank of the facility,
Oncoming vehicle course estimation step for estimating the course of the oncoming vehicle at the intersection based on the location of the facility based on the intersection and the facility rank of the facility;
Evaluation that evaluates the possibility of contact between the host vehicle and the oncoming vehicle in the intersection when the host vehicle crosses the oncoming lane at the intersection based on the course of the oncoming vehicle estimated in the oncoming vehicle course estimation step An evaluation step to calculate the degree,
A safe driving support method comprising: a guidance step for performing guidance according to an evaluation result of the evaluation step. On the computer,
An acquisition function for acquiring map information and facility information including a facility rank assigned to each facility;
A current position acquisition function for acquiring the current position of the vehicle;
When the own vehicle is located within a predetermined distance from the intersection and the course of the own vehicle crosses the opposite lane at the intersection, the vehicle travels on the opposite lane and travels toward the same intersection as the own vehicle. An oncoming vehicle detection function for detecting an oncoming vehicle;
Based on the map information and the facility information, the location of the facility based on the intersection, and the facility status acquisition function for acquiring the facility rank of the facility,
Oncoming vehicle course estimation function for estimating the course of the oncoming vehicle at the intersection based on the location of the facility based on the intersection and the facility rank of the facility;
Evaluation that evaluates the possibility of contact between the host vehicle and the oncoming vehicle in the intersection when the host vehicle crosses the oncoming lane at the intersection based on the course of the oncoming vehicle estimated by the oncoming vehicle course estimation function An evaluation function to calculate the degree,
A computer program for executing a guidance function for performing guidance according to an evaluation result of the evaluation function.

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