JP2006199264A - Merge support device and merge support method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a junction supporting device and a junction supporting method for enabling a driver at an acceleration lane side to more safely make his or her own vehicle merge into a main lane than a conventional manner. <P>SOLUTION: This junction supporting device measures an acceleration lane reaching distance La from the current location of a vehicle P to the start point of an acceleration lane, and measures the traveling status of a vehicle P, and calculates a reaching time prediction speed Vp which is predicted to be owned by a vehicle P when the vehicle P reaches the start point of the acceleration lane based on the acceleration lane reaching distance La and the traveling status of its own vehicle, and announces support information corresponding to the reaching time prediction speed Vp before its own vehicle reaches the start point of the acceleration lane. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a merge support device and a merge support method.

  In the merge area where the acceleration lane and the main line merge, the driver of the vehicle traveling on the acceleration lane accelerates the own vehicle and then merges the own vehicle with the main line. In this regard, Patent Documents 1 to 3 describe techniques for assisting a vehicle traveling in an acceleration lane.

  The technique described in Patent Document 1 provides merging support in the merging area where the acceleration lane and the main lane merge and in the vicinity thereof. Specifically, this technology detects the state of the vehicle traveling in the acceleration lane and the state of other vehicles traveling on the main line, and when the vehicle joins the acceleration lane from the acceleration lane based on the detection result. The vehicle speed at the time of merging, the merging timing at which the vehicle merges from the acceleration lane to the main line, and the position of other vehicles traveling on the main line are notified to the driver of the own vehicle. Thereby, this technique can reduce the burden concerning the driver | operator of the own vehicle, and can enable the driver | operator of the own vehicle to perform merging operation smoothly.

  The technique described in Patent Document 2 provides merging support in a merging area where the accelerating lane and the main line merge. Specifically, the present technology measures the distance from the position of the own vehicle traveling in the acceleration lane to the end point of the acceleration lane, and notifies the driver of the own vehicle of this distance. Thus, the present technology can prevent the driver of the own vehicle from overlooking the distance from the position of the own vehicle to the end point of the acceleration lane.

The technique described in Patent Document 3 calculates a merge point and a merge timing when the own vehicle merges from the acceleration lane to the main line, and merges the own vehicle with the main line at the calculated merge timing and merge point.
Japanese Patent Laid-Open No. 10-105884 JP-A-6-84098 Japanese Patent Laid-Open No. 11-53685

  However, for drivers who are not good at driving (especially merged driving) (for example, elderly people or beginners of driving), driving in the acceleration lane is so difficult that there is no room to see the speedometer (Japanese road) Even if more complicated information is reported than the speedometer, such as the merger timing, the position of other vehicles, and the distance from the position of the own vehicle to the end point of the acceleration lane, It is expected that it is difficult to recognize and understand information.

  Furthermore, as a result of investigating the driving characteristics in the acceleration lane of drivers who are not good at driving, there are cases where the driver misses the merging timing and stops his vehicle on the acceleration lane. See others).

  By the way, in order for the driver on the acceleration lane side to safely join the vehicle to the main line, when the vehicle reaches the starting point of the acceleration lane, the vehicle speed is increased to a certain level, that is, reached. The target speed must be reached. In other words, the arrival target speed is a speed that the host vehicle must have when it reaches the start point of the acceleration lane in order to join the main lane from the acceleration lane. Therefore, it is expected that such a case will occur from the above survey results. When the vehicle reaches the starting point of the acceleration lane, the vehicle speed has not reached the target speed at the time of arrival. This is probably because the relative speed between the host vehicle and other vehicles traveling on the main line is greater than when the speed has reached the target speed at the time of arrival, and the merging timing is easily lost. Also, since the driver on the main line side does not want to join another vehicle that is extremely slower than the host vehicle in front of the host vehicle, the driver may forcibly accelerate the vehicle. When the speed of the own vehicle does not reach the target speed at arrival, the driver of the vehicle becomes more likely to miss the joining timing than when the speed of the own vehicle reaches the target speed at arrival.

  If the driver on the acceleration lane is an elderly person, one of the reasons for losing the merging timing is that the elderly person has a “mental speedometer” that judges his / her vehicle speed sensibly without looking at the speedometer. It has been reported that the vehicle speed will be higher than the actual vehicle speed due to increased safety awareness and psychological effects. Another cause is that the elderly have a decreased visual acuity (specifically, when the relative speed exceeds a predetermined speed (for example, 80 (km / s)), it becomes difficult to recognize the inter-vehicle distance). It is conceivable that adaptation to changes in the vehicle speed is slow, that it is not good to instantly perform “recognition / judgment / operation”, and that it is not good to do a plurality of things at the same time.

  In view of the above, in order for the driver on the acceleration lane side to join the vehicle safely within a limited distance and time from the start point to the end point of the acceleration lane, the vehicle must start from the acceleration lane. It is thought that it is necessary to calculate the predicted arrival speed predicted to be obtained when the vehicle arrives at the vehicle, and to notify the support information related to the predicted arrival speed before the vehicle reaches the start point of the acceleration lane. If it is related to the predicted speed at arrival, it will be the same level as the speedometer, so even a driver who is not good at driving can understand it, and whether the predicted speed at arrival reaches the target speed at arrival This is because it can be judged.

  In this regard, the technology described in Patent Document 1 certainly reported the vehicle speed at the time of merging before the host vehicle reached the starting point of the acceleration lane, but did not notify the predicted speed at arrival. The driver of the host vehicle cannot determine whether the predicted arrival speed reaches the arrival target speed. For this reason, the technique described in Patent Document 1 has not yet solved the above problem.

  A driver who is not good at driving is not good at doing multiple things at the same time or is troublesome, so when merging the vehicle from the acceleration lane to the main line, it is too concentrated on merging the own vehicle with the main line and giving direction instructions You may forget to turn on the indicator, or turn on the direction indicator later than usual (that is, turn on the direction indicator after determining that your vehicle can join the main line). It was. Here, the direction indicator is normally a point in time before the vehicle enters the acceleration lane, when the driver on the acceleration lane side can visually recognize the vehicle traveling on the main line, or when the vehicle is in the acceleration lane. It is considered to be turned on immediately after entering.

  If the driver on the main lane does not turn on the direction indicator, or if the driver turns on the direction indicator later than usual, the driver on the main lane will normally use the direction indicator. Since the timing for recognizing the presence of the vehicle on the acceleration lane side is delayed compared to when the vehicle is turned on, the timing for starting the operation corresponding to the vehicle on the acceleration lane side (for example, changing the lane, decelerating, etc.) is delayed. End up.

  However, the conventional technique cannot solve this problem because the turn signal is not turned on before the vehicle enters the acceleration lane. Therefore, the conventional technology also has a problem that the driver on the accelerating lane side easily misses the merging timing.

  The present invention has been made in order to solve such a conventional problem, and the main purpose thereof is to allow the driver on the acceleration lane side to join his vehicle to the main line more safely and more securely than before. A merging support apparatus and a merging support method that can be provided.

  In order to achieve the above object, the merging support apparatus according to the present invention is a merging support apparatus that performs merging support necessary for the own vehicle to merge from the acceleration lane to the main line, and the starting point of the acceleration lane from the current position of the own vehicle. The vehicle starts the acceleration lane based on the distance measurement means that measures the acceleration lane reach distance to the vehicle, the travel condition measurement means that measures the travel state of the host vehicle, and the acceleration lane reach distance and the travel state of the host vehicle. A predicted speed calculation means for calculating a predicted arrival speed predicted to have when the point is reached, and support for notifying the support information corresponding to the predicted arrival speed before the vehicle reaches the start point of the acceleration lane Information notification means.

  Further, the merging support method according to the present invention is a merging support method for performing merging support necessary for the own vehicle to merge from the acceleration lane to the main lane, and reaching the acceleration lane from the current position of the own vehicle to the start point of the acceleration lane. Based on measuring the distance, measuring the running state of the vehicle, and the acceleration lane reach distance and the traveling state of the vehicle, it is predicted that the vehicle will have when it reaches the starting point of the acceleration lane. Calculating the predicted arrival speed, and notifying the support information corresponding to the predicted arrival speed before the vehicle reaches the starting point of the acceleration lane.

  The present invention notifies the support information before the vehicle reaches the start point of the acceleration lane. Here, the support information corresponds to the predicted arrival speed, and therefore has the same content as the speedometer. Therefore, the driver of the host vehicle can recognize the support information before the host vehicle reaches the starting point of the acceleration lane, and therefore can determine whether the predicted arrival speed reaches the target speed at arrival. it can. For example, the driver of the own vehicle can determine that the predicted arrival speed does not reach the target arrival speed at the current acceleration based on the support information, and can further accelerate the own vehicle. Therefore, the merging support device can reduce the speed of the host vehicle and the relative speed of the other vehicle traveling on the main line, and can reduce the driving load applied to the driver of the host vehicle than before. Therefore, the driver of the own vehicle can join the own vehicle to the main line more safely than before. Moreover, the possibility that the own vehicle will stop on the acceleration lane can be made smaller than in the past.

(First embodiment)
Next, a first embodiment of the present invention will be described with reference to the drawings. First, an outline of join support performed by the join support apparatus according to the first embodiment will be described with reference to FIG. FIG. 1 is a plan view showing a comparison between a region where the present invention provides merging support and a region where the conventional technique mainly supports merging. Conventionally, the vehicle P mainly performs the merge support while traveling in the acceleration lane. On the other hand, the present invention provides merging support before the vehicle P reaches the start point of the acceleration lane. Reference sign Q denotes another vehicle traveling on the main line. Specifically, the present invention calculates a predicted arrival speed Vp before the vehicle P reaches the starting point of the acceleration lane, compares the predicted arrival speed Vp with the arrival target speed Vd, and Only when the target speed Vd is greater than the arrival target speed Vd, the vehicle P is supported so that the arrival predicted speed Vp reaches the arrival target speed Vd. Thus, the driver on the acceleration lane side can join the own vehicle to the main line more safely than the driver on the acceleration lane side, and the conventional driving assistance can also be used. Therefore, the present invention can provide more effective merging support than before.

  Next, the structure of the confluence | merging assistance apparatus which concerns on 1st Embodiment is demonstrated based on FIG. FIG. 2 is a block diagram illustrating a configuration of the merge support apparatus. The merging support device is mounted on the vehicle P, and includes an ETC (Electronic Toll Collection System) receiver 1, a GPS (Global Positioning System) receiver 2, a DGPS (Differential GPS) receiver 3, a map database 4, and a mobile phone. Telephone 5, car navigation 6, monitor 7, warning display unit 71, head-up display 72, speech synthesis unit 8, speaker 9, vehicle control unit 10, vibration means 19, and merging support control unit 20. The vehicle control unit 10 includes a vehicle speed sensor 11, a steering angle sensor 12, an engine control unit 13, a shift mode switch 14, a mission control unit 15, an accelerator pedal opening sensor 16, and an accelerator pedal load vibration control unit. 17 and a brake pedal opening sensor 18, and the merging support control unit 20 includes an arrival vehicle speed prediction estimation unit 21, an arrival vehicle speed determination unit 22, and various vehicle control units 23.

  The ETC receiver 1 receives the ETC signal transmitted from the toll booth when the vehicle P passes through the ETC toll booth and outputs it to the car navigation 6. Here, the toll gate identification information is included in the ETC signal.

  The GPS receiver 2 receives GPS signals from GPS satellites and outputs them to the car navigation 6. Here, the GPS signal includes GPS satellite identification information and time information when the GPS signal is transmitted.

  The DGPS receiver 3 receives the correction signal from the base station whose position is accurately known and outputs it to the car navigation 6. Here, the correction signal includes position information of the base station.

  The map database 4 stores various map data. The map data includes road line type, road width, road curvature, road gradient, road design speed, road speed limit, number of lanes, and acceleration lane length. As road line types, general roads and highways (including highways for motor vehicles and motorways, as well as freeways in the US and autobahns in Germany) are considered. The map data shows the shape of the road in three dimensions.

  The mobile phone 5 receives various signals including map data and outputs them to the car navigation 6.

  The car navigation 6 detects the current position of the vehicle P and the traveling direction of the vehicle P based on the GPS signal and the correction signal, acquires map data around the current position of the vehicle P from the map database 4 or the mobile phone 5, Based on the current position of the vehicle P, the traveling direction of the vehicle P, and the map data, the condition that the vehicle P enters the acceleration lane is determined, and the design of the main line where the vehicle P merges only when this condition is satisfied A predicted speed calculation signal related to the speed, the current position of the vehicle P, and the start position of the acceleration lane is generated and output to the arrival vehicle speed prediction estimation means 21. The car navigation 6 outputs signals given from the various vehicle control means 23 to the monitor 7, warning display unit 71, head-up display 72, and speech synthesis unit 8. The car navigation 6 also performs general route guidance. Specifically, the car navigation 6 receives an input of the destination by the driver of the vehicle P, and when the destination is input, calculates the route from the current position of the vehicle P to the destination, Neighboring map data is acquired from the map database 4 or the mobile phone 5, and a route guidance signal is generated by synthesizing the route and the map data, and is output to the monitor 7 and the voice synthesis unit 8.

  The monitor 7 is provided on the cluster lid and displays the contents of the signal given from the car navigation 6 on the screen. The warning display unit 71 is provided inside the instrument panel and displays the contents of the signal given from the car navigation 6. The head-up display 72 is provided on the windshield and displays the contents of the signal given from the car navigation 6 on the screen. The voice synthesizer 8 outputs the content of the signal given from the car navigation 6 by voice using the speaker 9.

  The vehicle speed sensor 11 measures the speed v of the host vehicle, generates a host vehicle speed signal related to the speed v of the host vehicle, and outputs it to the arrival vehicle speed prediction estimation unit 21.

  The steering angle sensor 12 measures the steering angle of the vehicle P, generates a steering angle signal related to the steering angle, and outputs it to the arrival vehicle speed prediction estimation means 21.

  The engine control unit 13 measures the engine speed of the vehicle P, generates an engine speed signal related to the engine speed, and outputs the engine speed signal to the arrival vehicle speed prediction estimation unit 21. The engine control unit 13 switches the engine characteristics to either the sport mode or the economy mode by switching the cam profile of the engine based on the control signals given from the various vehicle control means 23. Here, when the engine speed is the same, comparing the sport mode with the economy mode, the sport mode has a larger engine output and torque than the economy mode, and the economy mode has better fuel efficiency than the sport mode. Accordingly, when the engine characteristic is set to the sport mode, the driver of the vehicle P can more easily accelerate the vehicle P than when the engine characteristic is set to the economy mode. In the initial state, the engine control unit 13 sets the engine characteristic to the economy mode.

  The shift mode switch 14 receives a shift mode switching operation by the driver of the vehicle P, generates an operation signal corresponding to the shift mode switching operation, and outputs the operation signal to the mission control unit 15.

  The mission control unit 15 sets the shift mode to either the power mode or the economy mode based on the operation signal, and performs a shift change of the transmission according to the setting content. Specifically, when the shift mode is set to the power mode, the mission control unit 15 performs a shift change at a larger engine speed than when the shift mode is set to the economy mode. Thereby, the driver of the vehicle P can more easily accelerate the vehicle P when the shift mode is set to the power mode than when the shift mode is set to the economy mode. In the initial state, the mission control unit 15 sets the shift mode to the economy mode. The economy mode includes a mode for performing a similar shift change (for example, a snow mode). The mission control unit 15 detects the gear state of the transmission, generates a gear state signal related to the gear state of the transmission, and outputs the gear state signal to the arrival vehicle speed prediction estimation unit 21. The mission control unit 15 switches the shift mode based on control signals given from the various vehicle control means 23.

  The accelerator pedal opening sensor 16 measures the accelerator pedal opening Oa, generates an accelerator pedal opening signal related to the accelerator pedal opening Oa, and outputs the signal to the accelerator pedal load vibration control unit 17.

  The accelerator pedal load vibration control unit 17 outputs an accelerator pedal opening signal to the arrival vehicle speed prediction estimating means 21 and vibrates the accelerator pedal based on the heavy assistance vibration notification signal and the control signal given from the various vehicle control means 23. Adjust the load on the accelerator pedal. The driver of the vehicle P is more likely to step on the accelerator pedal as the load applied to the accelerator pedal is smaller, so the vehicle P is more easily accelerated.

  The brake pedal opening sensor 18 measures the opening Ob of the brake pedal, generates a brake pedal opening signal related to the opening Ob of the brake pedal, and outputs it to the arrival vehicle speed prediction estimating means 21.

  The vibration unit 19 vibrates the seat back, the seat seat surface, the seat belt, and the steering based on the notification signals given from the various vehicle control units 23.

  The arrival vehicle speed prediction estimation means 21 stores the model acceleration α, stores the arrival target speed Vd in correspondence with the main line design speed, and sets the arrival target speed Vd based on the prediction speed calculation signal. Here, the arrival target speed Vd is, for example, 70 (km / h) when the main line design speed is 120 (km / h), and when the main line design speed is 100 (km / h). When 65 (km / h) and the main line design speed is 80 (km / h), it is 63 (km / h). When the main line design speed is 60 (km / h), 60 (km / h) / H).

  The arrival vehicle speed prediction estimation means 21 is given from the car navigation 6, the vehicle speed sensor 11, the steering angle sensor 12, the engine control unit 13, the mission control unit 15, the accelerator pedal load vibration control unit 17, and the brake pedal opening sensor 18. Based on the signal and the model acceleration α, the acceleration lane arrival distance La from the vehicle P to the start position of the acceleration lane and the predicted arrival speed Vp are calculated, and the acceleration lane arrival distance La and the estimated arrival speed Vp are related. A determination signal is generated and output to the arrival vehicle speed determination means 22. Here, the model acceleration α is set when the accelerating lane is designed, and its value is 0.36 (m / s ^ 2). Hereinafter, a method for deriving the model acceleration α will be briefly described. The derivation method is described in detail in “Explanation and Operation of Road Structure Ordinance and Operation Japan Road Association”.

  It is known that the vehicle acceleration αk1 is calculated by the following equation (1).

αk1 = {g / (1 + ε)} * [{(75 * η * BHP) / (W * ν)} − μ − {(R * A) / W} * ν ^ 2] (1)
Here, g is gravitational acceleration (m / s ^ 2), η is mechanical efficiency, μ is rolling frictional resistance, A is projected area (m ^ 2), BHP is axial horsepower (PS / t), and ε is acceleration resistance. Ratio, W is the vehicle weight (kg), R is the air resistance coefficient (kg * s ^ 2 / m ^ 4), and ν is the traveling speed (m / s).

  The model acceleration α is calculated by adding the track acceleration, specifically g = 9.8, η = 0.9, μ = 0.01, A = 6.2, BHP / W = 0. 13, ε = 0.05, W = 1400, R = 0.03, and ν = 17 (m / s) (= 60 (km / h)) are substituted. Therefore, the model acceleration α is the acceleration of the track. The model acceleration α is used as the track acceleration for the following reason. That is, it is known that the acceleration lane length is calculated based on the required acceleration length for a normal truck, and by calculating the inflow probability when traveling in this acceleration section with a passenger car. ing. Accordingly, it can be said that the acceleration lane length is calculated based on the acceleration of the truck, and therefore it can be said that it is appropriate to set the model acceleration α to the acceleration of the truck.

  The arrival vehicle speed determination means 22 determines a condition that the arrival target speed Vd is larger than the arrival arrival speed Vp based on the determination signal, and only when this condition is satisfied, assistance regarding the acceleration lane arrival distance La is achieved. A signal for use is generated and output to various vehicle control means 23.

  The various vehicle control means 23 includes a luminance sensor, detects the luminance inside and around the vehicle P using the luminance sensor, and generates a control signal and a notification signal based on the luminance and a support signal. The notification signal is output to the car navigation 6, the accelerator pedal load vibration control unit 17, and the vibration unit 19, and the control signal is output to the engine control unit 13, the mission control unit 15, and the accelerator pedal load vibration control unit 17.

  Next, the procedure of the process by the confluence support apparatus according to the first embodiment will be described with reference to the flowchart shown in FIG.

  In step ST <b> 101, the vehicle speed sensor 11 measures the vehicle speed v, generates a vehicle speed signal related to the vehicle speed v, and outputs the vehicle speed signal to the arrival vehicle speed prediction estimation unit 21. The engine control unit 13 measures the engine speed, generates an engine speed signal related to the engine speed, and outputs the engine speed signal to the arrival vehicle speed prediction estimation unit 21. The mission control unit 15 generates a gear state signal related to the gear state of the transmission and outputs it to the arrival vehicle speed prediction estimating means 21.

  In step ST102, the ETC receiver 1 receives the ETC signal transmitted from the toll booth when the vehicle P passes through the ETC toll booth, and outputs it to the car navigation 6. The GPS receiver 2 receives GPS signals from GPS satellites and outputs them to the car navigation 6. The DGPS receiver 3 receives the correction signal from the base station whose position is accurately known and outputs it to the car navigation 6.

  In step ST103, the car navigation 6 detects the current position of the vehicle P and the traveling direction of the vehicle P based on the GPS signal and the correction signal, and uses the map database 4 or the cellular phone 5 as map data around the current position of the vehicle P. And the condition that the vehicle P enters the acceleration lane is determined based on the current position of the vehicle P, the traveling direction of the vehicle P, and the map data. Specifically, the car navigation 6 determines that this condition is satisfied when the road line type of the road on which the vehicle P travels is an expressway and the traveling direction of the vehicle P is toward the main line. . Here, the car navigation 6 determines that this condition is satisfied when a route is set, the route includes an acceleration lane, and the vehicle P is traveling on the route toward the acceleration lane. May be. The car navigation 6 may determine that this condition is satisfied when an ETC signal is given from the ETC receiver 1. The car navigation 6 proceeds to step ST104 when this condition is satisfied, and returns to step ST101 when the condition is not satisfied.

  In step ST <b> 104, the car navigation 6 generates a predicted speed calculation signal regarding the design speed of the main line where the vehicle P joins, the current position of the vehicle P, and the start point position of the acceleration lane, and outputs it to the arrival vehicle speed prediction estimation unit 21. To do.

  The arrival vehicle speed prediction estimation means 21 sets the arrival target speed Vd based on the predicted speed calculation signal.

  In step ST <b> 105, the arrival vehicle speed prediction estimation means 21 calculates the acceleration lane arrival distance La (m) based on the prediction speed calculation signal given from the car navigation 6, and the host vehicle speed given from the vehicle speed sensor 11. Based on the signal, the acceleration αn (m / s ^ 2) of the vehicle P is calculated. The acceleration αn is calculated by differentiating the speed v (m / s) of the vehicle P obtained from the own vehicle speed signal with respect to time, and the acceleration lane arrival distance La is the current position of the vehicle P and the start point position of the acceleration lane. Is calculated from The arrival vehicle speed prediction estimation means 21 calculates a predicted arrival speed Vp (m / s) based on the own vehicle speed signal, the acceleration lane arrival distance La, the acceleration αn, and the following equation (2). The acceleration αn may be acquired from an acceleration sensor provided in the airbag.

Vp = (v ^ 2 + 2 * αn * La) ^ 0.5 (2)
For example, when v = 13.9, αn = 0.5, and La = 100, Vp = 17.1. For reference, the time from when the vehicle P reaches the start point of the acceleration lane, that is, the acceleration lane arrival time Tb (s) is expressed by the following equation (3).

Tb = {− v ± (v ^ 2-2 * αn * La) ^ 0.5} / αn (3)
The arrival vehicle speed prediction estimation means 21 uses the own vehicle speed signal, the model acceleration α, the acceleration lane arrival distance La, and the following equation (4) when the acceleration αn cannot be obtained for some reason. A predicted arrival speed Vp is calculated.

Vp = (v ^ 2 + 2 * α * La) ^ 0.5 (4)
The arrival vehicle speed prediction estimation means 21 generates a determination signal related to the speed v of the vehicle P, the acceleration lane arrival distance La, and the arrival predicted speed Vp, and outputs the determination signal to the arrival vehicle speed determination means 22. In addition, you may make the process of step ST105 substitute for the car navigation 6. FIG. The arrival vehicle speed prediction estimating means 21 calculates a required travel distance Ln based on the speed v, acceleration αn and target speed Vd of the vehicle P, and in step ST109, the required travel distance Ln and the acceleration lane arrival distance La are calculated. May be notified using any of the monitor 7, warning display unit 71, head-up display 72, and speaker 9. Here, the required travel distance Ln is a distance that the vehicle P needs to travel before the speed v of the vehicle P reaches the arrival target speed Vd. Therefore, when the required travel distance Ln is longer than the acceleration lane reach distance La, it is necessary to further accelerate the vehicle P.

  In step ST106, the arrival vehicle speed determination means 22 compares the arrival target speed Vd with the arrival prediction speed Vp based on the determination signal, so that the arrival target speed Vd is larger than the arrival prediction speed Vp. If this condition is satisfied, the process proceeds to step ST107. If not satisfied, the process returns to step ST101.

  In step ST107, the arrival vehicle speed determination means 22 generates support signals related to the speed v of the vehicle P, the predicted arrival speed Vp, the arrival target speed Vd, and the acceleration lane arrival distance La, and various vehicle control means 23 Output to.

  The various vehicle control means 23 determines a condition that the acceleration lane arrival distance La is not less than 5 (m) and not more than 350 (m) based on the support signal, and if this condition is satisfied, the process proceeds to step ST108. If not, the process proceeds to step ST109. Note that the distance of 350 (m) is 40 (km / h) and the actual distance of 30 (s). Therefore, as the merging support for the driver who is not good at driving, the distance compared with the acceleration lane reach distance La is another. It is considered that this is a reasonable distance that allows the driver not to be strained unnecessarily for a long time while having a sufficient margin.

  In step ST108, the various vehicle control means 23 determines the condition that the acceleration lane arrival distance La is 70 (m) or less. If this condition is satisfied, the process proceeds to step ST110. Proceed to step ST109. Note that the distance of 70 (m) is 40 (km / h) and it takes substantially 6 (s), so the reaction time, recognition time, operation time, and time for accelerating the vehicle P are considered. Then, it is considered that it is a reasonable distance that the driver does not needlessly be nervous for a long time, compared to the distance compared with the acceleration lane arrival distance La.

  In step ST109 to step ST110, the joining support device performs only notification when the acceleration lane arrival distance La has a margin, and when the acceleration lane arrival distance La does not have a margin, the merging support device issues a stricter notification than step ST109. Control is performed so that the driver of the vehicle P can easily accelerate the vehicle P.

  Specifically, in step ST109, the various vehicle control means 23 uses the brightness sensor to detect the brightness of the inside of the vehicle P, and the notification content is “Soon it will be a confluence of highways. ”Let's get into!” Or “Accelerate” and a light assistance icon that alerts the driver of the vehicle P, and the output destination of the notification signal is the monitor 7, warning display section 71 and speaker 9.

  The various vehicle control means 23 sets the display size of the notification content to about 1 (degree) in the viewing angle of the driver of the vehicle P, sets the display color of the notification content to green or yellow, and displays the display brightness of the notification content and the vehicle P. The contrast ratio with respect to the inside is set to any one of 3 to 5, and the blinking interval of the notification content is set to zero (that is, no blinking).

  The various vehicle control means 23 generates a graph indicating the relationship between the current time point and the speed v of the vehicle P, and draws the value of the predicted arrival speed Vp and the target arrival speed Vd superimposed on this graph. Thus, a support graph is generated. The support graph may include the value of the speed limit on the main line. The speed limit of the main line is acquired from the map database 4 or the mobile phone 5.

  The various vehicle control means 23 sets the sound pressure of the notification content to 60 (dB), sets the sound frequency of the notification content to 500 (Hz), and sets the intermittent period to zero (that is, no intermittent). The various vehicle control means 23 may store light support character information and light support icons in advance and use the stored light support character information and light support icons as the notification content. Various vehicle control means 23 may acquire light support character information and light support icons from the mobile phone 5 or a memory stick (not shown). The same applies to heavy support character information and heavy support icons, which will be described later.

  The various vehicle control means 23 generates a light support image notification signal regarding the notification content, the support graph, the output destination of the notification signal, the display size of the notification content, the display color of the notification content, the contrast ratio, and the flashing interval of the notification content, Output to car navigation 6.

  The various vehicle control means 23 generates a light assistance voice notification signal regarding the notification content, the output destination of the notification signal, the sound pressure of the notification content, the frequency of the notification content, and the intermittent period, and outputs the light assistance voice notification signal to the car navigation 6.

  The various vehicle control means 23 sets the vibration frequency to 2 (Hz), sets the stroke displacement amount to any one of 1 to 2 (mm), generates a light support vibration notification signal regarding the vibration frequency and the stroke displacement amount, and loads the accelerator pedal load. It outputs to the vibration control part 17 and the vibration means 19.

  The car navigation 6 outputs the light assistance image notification signal to the monitor 7 and the warning display unit 71, and outputs the light assistance sound notification signal to the speech synthesis unit 8.

  Based on the light assistance image notification signal, the monitor 7 and the warning display unit 71 display the assistance graph, the light assistance character information, and the light assistance icon at a size of 1 (degrees) at the viewing angle of the driver of the vehicle P. The display color is set to green or yellow, and the contrast ratio between the display brightness and the inside of the vehicle P is set to any one of 3 to 5 (ie, without blinking).

  The speech synthesizer 8 uses the speaker 9 to output the light support character information continuously (that is, not intermittently) with the sound pressure of 60 (dB) and the sound frequency of 500 (Hz). To do.

  The accelerator pedal load vibration control unit 17 vibrates the accelerator pedal based on the light assistance vibration notification signal with the vibration frequency set to 2 (Hz) and the stroke displacement amount set to any one of 1 to 2 (mm). .

  The vibration means 19 sets the vibration frequency of the seat back, the seat seat surface, the seat belt, and the steering to 2 (Hz) based on the light assistance vibration notification signal, and sets the stroke displacement amount to 1 to 2 (mm). ) And vibrate.

  Thereby, the driver of the vehicle P can recognize that the vehicle P must be accelerated from the current time. Thereafter, the joining support device returns to step ST101.

  In step ST110, the various vehicle control means 23 uses the brightness sensor to detect the brightness around the vehicle P, and the notification content includes a heavy support character with the content “Please accelerate immediately” and the vehicle P. A heavy support icon for instructing the driver to pay greater attention than in step ST109 is used, and the output destination of the notification signal is the head-up display 72 and the speaker 9.

  The various vehicle control means 23 sets the display size of the notification content to about 5 (degrees) at the viewing angle of the driver of the vehicle P, sets the display color of the notification content to red, the display brightness of the notification content and the surroundings of the vehicle P The contrast ratio is set to any one of 10 or more, and the blinking interval of the notification content is set to 0.5 (s). Various vehicle control means 23 generates a support graph.

  The various vehicle control means 23 sets the sound pressure of the notification content to 75 to 80 (dB), sets the audio frequency of the notification content to 1 to 2 (kHz), and sets the intermittent period to 0.1 to 0. 4 (s).

  The various vehicle control means 23 generates a heavy support image notification signal regarding the notification content, the support graph, the output destination of the notification signal, the display size of the notification content, the display color of the notification content, the contrast ratio, and the flashing interval of the notification content, Output to car navigation 6.

  The various vehicle control means 23 generates a heavy assistance voice notification signal regarding the notification content, the output destination of the notification signal, the sound pressure of the notification content, the frequency of the notification content, and the intermittent period, and outputs the signal to the car navigation 6.

  Various vehicle control means 23 sets the vibration frequency to any one of 5 to 10 (kHz), sets the stroke displacement to any one of 5 to 10 (mm), and generates a heavy support vibration notification signal regarding the vibration frequency and the stroke displacement. And output to the accelerator pedal load vibration control unit 17 and the vibration means 19.

  The car navigation 6 outputs a heavy assistance image notification signal to the head-up display 72 and outputs a heavy assistance voice notification signal to the speech synthesizer 8.

  The head-up display 72 sets the size of the support graph, the heavy support character information, and the heavy support icon based on the heavy support image notification signal to about 5 (degrees) in terms of the viewing angle of the driver of the vehicle P. These display colors are set to red, and the contrast ratio between these display luminances and the periphery of the vehicle P is set to any one of 10 or more, and displayed at intervals of 0.5 (s). That is, the head-up display 72 blinks and displays the heavy support character information and the heavy support icon.

  The voice synthesizing unit 8 uses the speaker 9 to set the heavy support character information to a sound pressure of 75 to 80 (dB), a voice frequency of 1 to 2 (kHz), and 0.1 to 0. .Sound is output at intervals of 4 (s).

  The accelerator pedal load vibration control unit 17 sets the acceleration frequency of the accelerator pedal to any one of 5 to 10 (Hz) based on the heavy assistance vibration notification signal, and sets the stroke displacement amount to any of 5 to 10 (mm). As it is, vibrate.

  The vibration unit 19 sets the vibration frequency of the seat back, the seat seat surface, the seat belt, and the steering to any one of 5 to 10 (Hz) based on the heavy assistance vibration notification signal, and determines the stroke displacement amount. Vibrate as any of 5-10 (mm).

  Thereby, the driver of the vehicle P can recognize that the vehicle P must be accelerated more quickly than in the case of step ST109.

  The various vehicle control means 23 generates a control signal for switching the engine characteristic to the sports mode based on the signals given from the engine control unit 13 and the mission control unit 15, and outputs the control signal to the engine control unit 13. A control signal for setting the shift mode to the power mode is generated and output to the mission control unit 15, and a control signal for reducing the load applied to the accelerator pedal to be smaller than that at the present time is generated to control the accelerator pedal load vibration control. To the unit 17. As other controls, it is conceivable that the engine speed is increased from the current time, the shift is decreased by one step from the current time, or the accelerator pedal stroke-throttle opening characteristic is made steeper than the current time.

  The engine control unit 13 switches the engine characteristics from the economy mode to the sport mode by switching the cam profile of the engine based on the control signal. Therefore, it becomes easier for the driver of the vehicle P to accelerate the vehicle P than at the present time.

  The mission control unit 15 switches the shift mode from the economy mode to the power mode based on the control signal. This makes it easier for the driver of the vehicle P to accelerate the vehicle P than at the present time.

  The accelerator pedal load vibration control unit 17 makes the load applied to the accelerator pedal lighter than the current time based on the control signal. This makes it easier for the driver of the vehicle P to accelerate the vehicle P than at the present time. Thereafter, the joining support device returns to step ST101.

  In step ST111, the joining support apparatus ends the process if the power is off, and returns to step ST101 if the power is on.

  In the first embodiment, the merging support apparatus performs multimodal notification on the visual, auditory, and tactile sensations of the driver of the vehicle P by image display, audio output, and vibration. One of the image display, audio output, and vibration, or any two of them may be combined to notify the driver of the vehicle P. However, for elderly people, the visual burden at the time of merging is greater than that for young people, so it is desirable to provide only audio notification. In addition, for the driver of the vehicle P, there is a possibility that the meaning of the vibration may not be understood only by vibrating the seat back or the like, so when vibrating the seat back or the like, among image display and audio output, It is desirable to notify one in combination with vibration.

  Further, in step ST110, from the viewpoint of performing stricter notification than in step ST109, in step ST109, the merging support device uses any one of image display, audio output, and vibration to inform the driver of the vehicle P. In step ST110, two or more of these may be combined and notified to the driver of the vehicle P. In this case, in step ST110, it is preferable that the joining support apparatus notifies the image display, the sound output, and the vibration in synchronization. This is because when these are synchronized, the driver of the vehicle P can easily understand the contents of the notification as compared with the case where they are not synchronized. In addition, when the car navigation 6 notifies the driver of the vehicle P by combining two or more of image display, audio output, and vibration in step ST109 and step ST110, in step ST109, these are not synchronized. In step ST110, it is desirable to synchronize them. By notifying in this way, the driver of the vehicle P clearly distinguishes the notification in step ST109 and the notification in step ST110 from the case where these are synchronized in both step ST109 and step ST110 or not synchronized. Because it can.

  As described above, in the first embodiment, the merge support apparatus notifies the support information before the vehicle P reaches the start point of the acceleration lane. Here, the support information corresponds to the predicted arrival speed Vp, and therefore has the same content as the speedometer. Therefore, the driver of the vehicle P can recognize the support information before the vehicle P reaches the start point of the acceleration lane, and therefore determines whether the predicted arrival speed Vp reaches the arrival target speed Vd. be able to. For example, based on the support information, the driver of the vehicle P can determine that the predicted arrival speed Vp does not reach the arrival target speed Vd at the current acceleration, and can further accelerate the vehicle P. Therefore, the merging support apparatus can reduce the relative speed between the speed v of the vehicle P and the vehicle Q (see FIG. 1) traveling on the main line as compared with the prior art, and the driving applied to the driver of the vehicle P than before. Since the load can be reduced, the driver of the vehicle P can join the vehicle P to the main line more safely than before. Moreover, the possibility that the vehicle P stops on the acceleration lane can be made smaller than before.

  In addition, the merging support device compares the arrival target speed Vd with the predicted arrival speed Vp and notifies the support information according to the comparison result, so that the driver of the vehicle P can calculate the arrival target speed Vd A driving operation according to the comparison with the predicted arrival speed Vp can be performed. For example, in step ST109, the light support character information and the light support icon are notified, and in step ST110, the heavy support character information and the heavy support icon are notified. Therefore, in the case of step ST109, the driver of the vehicle P performs step ST110. The vehicle P can be accelerated more slowly than in the case of.

  Further, since the merging support apparatus sets the main line design speed to the arrival target speed Vd, it is possible to perform merging support according to the main line design speed. Therefore, the merging support apparatus can perform merging support more appropriate than before.

  Further, when the host vehicle speed signal cannot be obtained, the merging support device calculates the predicted arrival speed Vp using the model acceleration α. Therefore, even if the host vehicle speed signal cannot be obtained, the merging support device It can be performed.

  Further, since the merging support apparatus notifies the support information only when the arrival target speed Vd is larger than the predicted arrival speed Vp, the merging support is performed only when the driver of the vehicle P needs the merging support. It can be performed. In addition, the merging support device can prevent the driver of the vehicle P from feeling troublesome because the support information is notified even when the driver P does not need the support information.

  Further, since the joining support device changes the state of the own vehicle to a state in which acceleration is easier than the current time point, the driver of the vehicle P can detect the vehicle when the vehicle P reaches the start point of the acceleration lane. The speed V of P can be made more than the target speed Vd at the time of arrival more reliably than before. As a result, the relative speed between the speed v of the vehicle P and the vehicle Q traveling on the main line becomes smaller than before, and the driving load applied to the driver of the vehicle P is reduced compared to the prior art. Thus, the vehicle P can be joined to the main line more safely than in the past. Moreover, the possibility that the vehicle P stops on the acceleration lane can be made smaller than before.

  In addition, when the acceleration lane arrival distance La has a margin, the merging support device only notifies the support information, and when the acceleration lane arrival distance La has no margin, the acceleration lane arrival distance La has a margin. In addition to notifying the support information with stricter contents than the case, the state of the own vehicle is changed to a state where acceleration is easier than the current time. Therefore, since the merging support device can use different support methods depending on the situation of the vehicle P, the merging support device provides more effective merging support than the conventional one while minimizing the influence on the driving operation of the driver of the vehicle P. It can be carried out.

  Further, when the acceleration lane arrival distance La is longer than 70 (m) and equal to or less than 350 (m), the merging support device assumes that the acceleration lane arrival distance La has a margin and the acceleration lane arrival distance La is 70 ( m) In the following cases, it is assumed that the acceleration lane reach distance La has no allowance, so that the confluence support can be provided so that the driver does not need to be strained for a long time while having a margin. it can.

  In addition, since the joining support device notifies the support information to any one of the visual, auditory, and tactile sensations of the driver of the vehicle P, the driver of the vehicle P uses one of these senses. , Support information can be recognized.

  In addition, the merging support device notifies the support information in a multimodal manner to two or more senses among the visual, auditory, and tactile sensations of the driver of the vehicle P. Even if any of the tactile sensations is lower than the sensation of the young person, the support information can be recognized more reliably than before.

(Second Embodiment)
Next, a merging support apparatus according to the second embodiment will be described with reference to the drawings. First, an outline of processing performed by the merging support apparatus will be described. The merging support device learns a driver corresponding driving model corresponding to the driver of the vehicle P, corrects the acceleration αn based on the driver corresponding driving model, and predicts arrival time based on the corrected acceleration αn. The speed Vp is calculated, and then the same processing as in the first embodiment is performed. Here, the driving correspondence model indicates the characteristics of the driving operation. The merging support apparatus performs such processing for the following reason. That is, as described above, the “mental speedometer” of the elderly person becomes higher than the actual speed v of the own vehicle due to the increase in safety awareness and psychological influence, so that the driver of the vehicle P is the elderly person. In this case, the accelerator pedal may not be depressed. This can happen even if the vehicle P has high performance and the acceleration speed Vp at the time of arrival has sufficient acceleration performance to reach the target speed Vd at the time of arrival. Even if the driver of the vehicle P is not an elderly person, the same problem may occur if the driver is not good at driving. On the other hand, if the driver of the vehicle P is good at driving, such a problem does not occur. Thus, since the driver corresponding driving model differs depending on the driver of the vehicle P, even if the predicted arrival speed Vp is calculated without considering the driver corresponding driving model, the predicted arrival speed Vp is equal to the vehicle P. May not be compatible with other drivers. Therefore, the joining support apparatus calculates the arrival predicted speed Vp corresponding to the driver of the vehicle P by performing the above-described processing.

  Next, the configuration of the merge support device and the outline of the processing performed by each component will be described with reference to FIG. FIG. 4 is a block diagram illustrating a configuration of the merge support apparatus. Here, only the parts that are mainly different from the first embodiment will be described.

  In the merging support apparatus, the main vehicle speed information providing unit 32, the vehicle congestion information providing unit 33, and the merging operation record learning unit 24 are provided in the components according to the first embodiment.

  The vehicle speed sensor 11, the steering angle sensor 12, the engine control unit 13, the mission control unit 15, the accelerator pedal load vibration control unit 17, and the brake pedal opening sensor 18 perform the same processing as in the first embodiment, The signal generated in the first embodiment is also output to the merging operation record learning means 24.

  The car navigation 6 performs processing similar to that of the first embodiment, generates a main line specifying signal related to the current position of the vehicle P, the traveling direction of the vehicle P, and the map data. Output to the vehicle speed information providing means 32 and the vehicle congestion information providing means 33, and the main line vehicle speed signal and the main line traffic congestion signal obtained in response thereto are displayed on the monitor 7, warning display section 71, head-up display 72, speech synthesis section 8, Output to the arrival vehicle speed prediction estimation means 21 and the merging operation record learning means 24.

  The main line vehicle speed information providing means 32 includes communication means such as an optical beacon, specifies the main line that the vehicle P will enter based on the main line specifying signal, and detects main line vehicle speed information (for example, main line speed limit, merge area) And the main line vehicle speed signal regarding the average speed of the vehicle Q (see FIG. 1) traveling in the vicinity thereof and the current speed of the vehicle Q is acquired using the communication means and is output to the car navigation 6.

  The vehicle congestion information providing unit 33 includes a communication unit such as an optical beacon, identifies the main line that the vehicle P will enter from now on the basis of the main line specifying signal, and traffic congestion information on the main line (for example, traffic congestion in the vicinity of the merge area) Main line traffic jam signals regarding presence / absence, number of vehicles Q in the vicinity of the merge area, and the number of statistical vehicles Q counted by time zone) are acquired using communication means and output to the car navigation 6. The main line vehicle speed signal and the main line traffic jam signal are transmitted from a base station (not shown).

  The merging driving record learning means 24 learns and stores a driver corresponding driving model for each driver of the vehicle P, and calculates an acceleration correction coefficient Aα based on the driver corresponding driving model corresponding to the driver of the vehicle P. Then, a correction coefficient signal relating to the acceleration correction coefficient Aα is generated and output to the arrival vehicle speed prediction estimating means 21. Specifically, the following processing is performed.

  The merging operation record learning means 24 stores, for each driver, driver data including a seat position, a left and right mirror position, a rearview mirror position, and a tilt steering position, and the seat position, left and right mirror position, and rearview mirror position. Detect the position of the tilt steering. The merging driving record learning means 24 compares the detection result with the driver data. If the driver data having the same content as the detection result is not stored, the merging driving record learning means 24 stores the detection result as new driver data, and the new driving data. When it is determined that the driver has boarded, the driver is specified, and when the driver data having the same content as the detection result is stored, the driver is specified based on the driver data and the detection result. Then, the merging operation record learning unit 24 performs the following processing for each driver of the vehicle P.

  Based on the signals given from the car navigation 6, the vehicle speed sensor 11, and the accelerator pedal load vibration control unit 17, the merging operation record learning means 24 from the predetermined learning start position to the start point of the acceleration lane for each acceleration lane. In the meantime, the accelerator pedal opening degree Oa-acceleration αn characteristic is learned and stored as a driver-compatible driving model for each predetermined distance L1. Based on this characteristic, the merging driving record learning means 24 derives (learns) and stores the following equation (5) as a driving correspondence model. Here, the learning start position is, for example, a position that is 1 (km) away from the start point of the acceleration lane, the predetermined distance L1 is, for example, 1 (m), and B and C are arbitrary coefficients.

αn = B * Oa + C (5)
The merging operation record learning means 24 calculates the current acceleration αn1 of the vehicle P based on the own vehicle speed signal given from the vehicle speed sensor 11, and the accelerator pedal opening degree signal given from the accelerator pedal load vibration control unit 17. And the acceleration αp estimated from the current opening degree Oa1 of the accelerator pedal is calculated based on the equation (5).

  The merging operation record learning unit 24 calculates an acceleration correction coefficient Aα1 based on the acceleration αn1, the acceleration αp, and the following equation (6).

Aα1 = αn1 / αp = {αn1 / (B * Oa1 + C)} (6)
For example, when the acceleration αn1 is 0.3 (m / s ^ 2) and the acceleration αp is 0.4 (m / s ^ 2), the acceleration correction coefficient Aα1 is 0.75. , The vehicle P is traveling uphill), acceleration corresponding to the accelerator pedal opening degree Oa1 is not performed.

  The merging operation record learning means 24 specifies the current acceleration lane based on the main line specifying signal given from the car navigation 6, and calculates the current acceleration lane arrival distance La1. The merging operation record learning means 24 extracts the accelerator pedal opening degree Oa-acceleration αn characteristic that corresponds to the current acceleration lane and is learned within the range of the acceleration lane arrival distance La1. For example, the merging operation record learning means 24 has learned the opening degree Oa-acceleration αn characteristic of the accelerator pedal corresponding to the current acceleration lane by 1 (km), and the acceleration lane arrival distance La1 is 0.5 ( km), a characteristic belonging to the range of 0.5 to 1 (km) is extracted from the opening degree Oa-acceleration αn characteristic of the accelerator pedal.

  The merging operation record learning unit 24 calculates the average acceleration αf within the range of the acceleration lane arrival distance La1 based on the extracted characteristics, and based on the average acceleration αf, the acceleration αp, and the following equation (7): Then, an acceleration correction coefficient Aα2 is calculated.

Aα2 = αf / αp (7)
For example, when the average acceleration αf is 0.5 (m / s ^ 2) and the acceleration αp is 0.4 (m / s ^ 2), the acceleration correction coefficient Aα2 is 1.25. Expected to be made.

  In addition, since the time lag t ′ exists between the time when the accelerator pedal is depressed and the vehicle P actually accelerates, the merging operation record learning unit 24 needs to consider this time lag t ′. Therefore, the merging driving record learning means 24 uses the own vehicle speed signal given from the vehicle speed sensor 11, the current acceleration αn1, the acceleration lane reach distance La1, and the equation (3) as a driver corresponding driving model. Acceleration lane arrival time Tb is calculated and stored, and time lag t ′ is calculated and stored as a driver-compatible driving model based on signals given from vehicle speed sensor 11 and accelerator pedal load vibration control unit 17. The merging operation record learning unit 24 calculates the acceleration correction coefficient Aα3 based on the acceleration lane arrival time Tb, the time lag t ′, and the following equation (8).

Aα3 = Tb / (Tb + t ′) (8)
For example, when the acceleration lane arrival time Tb is 7 (s) and the time lag t ′ is 0.45 (s), the acceleration correction coefficient Aα3 is 0.94. is expected. Equation (8) is derived on the basis that the vehicle P moves at a constant speed during the time lag t ′. In addition, when the acceleration lane arrival time Tb is extremely long with respect to the time lag t ′, the acceleration correction coefficient Aα3 may be ignored.

  Based on the signals given from the car navigation 6, the vehicle speed sensor 11, and the brake pedal opening sensor 18, the merging driving record learning means 24 sets the brake pedal opening Ob− as a driver corresponding operation model for each acceleration lane. Learning and storing the deceleration βn characteristic. Based on this characteristic, the merging driving record learning means 24 derives (learns) and stores the following equation (9) as a driving correspondence model. Here, D and E are arbitrary coefficients.

βn = D * Ob + E (9)
The merging operation record learning means 24 calculates the deceleration βp estimated from the current brake pedal opening Ob1 based on the accelerator pedal opening signal given from the brake pedal opening sensor 18 and the equation (9). .

  The merging operation record learning unit 24 calculates an acceleration correction coefficient Aα4 based on the acceleration αn1, the deceleration βp, and the following equation (10).

Aα4 = αn1 / βp = {αn1 / (D * Ob1 + E)} (10)
Further, the merging operation record learning means 24 needs to consider whether the merging succeeds or fails. Therefore, the merging operation record learning unit 24 acquires the notification signal and the control signal from the various vehicle control units 23, the notification signal and the control signal, the main line specifying signal given from the car navigation 6, and the vehicle congestion information providing unit. Based on the main line traffic jam signal given from 33, the driver learns whether or not the merge succeeds or fails for each acceleration lane and the presence or absence of the merge support as a driver corresponding operation model and stores it. Here, the merging operation record learning means 24 learns that the merging has failed when the vehicle P stops on the acceleration lane and the merging area is not congested, and the vehicle P stops on the accelerating lane. If it joins the main line without any traffic and the merge area is not congested, it learns that the merge was successful. Note that the merging operation record learning unit 24 does not perform learning when the vehicle P stops on the acceleration lane and the merging area is congested.

  The merging operation record learning means 24 specifies the current acceleration lane based on the main line specifying signal given from the car navigation 6, and based on the learning result corresponding to the current acceleration lane, the vehicle P has recorded this in the past. It is determined whether or not merging has succeeded in the acceleration lane and whether or not merging support has been performed in the acceleration lane in the past. Based on the determination results and the following formulas (11) to (12-1), An acceleration correction coefficient Aα5 is calculated.

Aα5 = 0.8 (when joining has failed in the past without joining support) (11)
Aα5 = 1.0 (when joining has succeeded in the past without joining support) (12)
Aα5 = 0.7 (when there is merge support and merge has failed in the past) (11-1)
Aα5 = 0.9 (when there is merge support and the merge has been successful in the past) (12-1)
The merging driving record learning means 24 detects (learns) the road gradient from the current position of the vehicle P to the starting point of the acceleration lane based on the main line specifying signal given from the car navigation 6 (learning). If the gradient is 3 (%) or less, the acceleration correction coefficient Aα6 is calculated based on the following equation (13).

Any of Aα6 = 0.6 to 0.9 (13)
Here, when the slope has a positive value, the road is uphill. The merging driving record learning means 24 learns and stores acceleration αn for each gradient as a driver corresponding driving model based on the signals given from the car navigation 6 and the vehicle speed sensor 11, and the acceleration corresponding to zero gradient. αq1 and the acceleration αq2 corresponding to the current gradient may be extracted from the learning result, and the acceleration correction coefficient Aα6 may be calculated based on the accelerations αq1 and αq2 and the following equation (14).

Aα6 = αq2 / αq1 (14)
The merging operation record learning means 24 stores the model acceleration α (see the equation (1)), and from the current position of the vehicle P to the start point of the acceleration lane based on the signals given from the car navigation 6 and the vehicle speed sensor 11. Is detected (learned) and stored as a driver-compatible driving model. The merging operation record learning unit 24 calculates the acceleration α1 based on the speed v of the vehicle P, the speed limit, the acceleration lane arrival time Tb, and the following equations (15) to (16). The speed limit varies depending on the road line type, road width, curvature, gradient, and the like.

α1 = (v + 10) / Tb (when the speed limit is shifted to 10 (km / h) lower than 60 (km / h) (corresponding to ν in equation (1))) (15)
α1 = (v−10) / Tb (when the speed limit is shifted 10 (km / h) higher than 60 (km / h) (corresponding to ν in equation (1))) (16)
The merging operation record learning unit 24 calculates an acceleration correction coefficient Aα7 based on the acceleration α1, the model acceleration α, and the following equation (17).

Aα7 = α1 / α (17)
The merging driving record learning means 24 detects the maximum steering angle based on the steering angle signal given from the steering angle sensor 12, and determines the driver of the vehicle P as a driver corresponding driving model according to the maximum steering angle. Classify as advanced, general, or poor, and store the classification results. Specifically, the better the driving, the smaller the maximum steering angle, so the merging operation record learning means 24 sets two threshold values Th1 and Th2 (Th1> Th2), and the maximum steering angle is the threshold. If the value is less than Th2, the driver of the vehicle P is classified as advanced, and if the maximum steering angle is not less than the threshold value Th2 but not more than Th1, the driver of the vehicle P is generally classified, and the maximum steering angle is the threshold value. If it is larger than Th1, the driver of the vehicle P is classified as poor. The merging operation record learning means 24 calculates an acceleration correction coefficient Aα8 based on this classification and the following equations (18) to (19).

Aα8 = 1 (when the driver of the vehicle P is classified as senior or general) (18)
Aα8 = 0.9 (when the driver of the vehicle P is classified as poor) (19)
Note that the merging operation record learning unit 24 may calculate the entropy (disturbance amount) of the steering angle, and use this entropy to classify the driver of the vehicle P as one of advanced, general, or poor. In this case, threshold values Th3 and Th4 (Th3> Th4) corresponding to entropy are set.

  The merging driving record learning unit 24 includes an input unit (not shown) and stores a general body model for each age, sex, and residential area. Here, the general body model includes human body dimensions, muscle strength, reaction time, flexibility, and the like.

  The merging driving record learning means 24 calculates an average value for each element of the general body model, compares it with the average value for each element of the general body model, and compares the result and the following formulas (20) to (21). Based on the above, the acceleration correction coefficient Aα9 is calculated and stored for each general body model.

Aα9 = 0.9 (if the elements of the general body model that are inferior to the average value occupy more than half of all the elements of the general body model, for example, elderly people) (20)
Aα9 = 1.0 (If the elements of the general body model that are inferior to the average value are less than half of all the elements of the general body model, for example, young people) (21)
The driver of the vehicle P uses his / her input means to input his / her age, gender and residential area, and the merged driving record learning means 24 uses the input age, gender and residential area to input the vehicle P A general body model corresponding to the driver is identified, and an acceleration correction coefficient Aα9 corresponding to the general body model is identified. That is, the merging driving record learning unit 24 calculates the acceleration correction coefficient Aα9 corresponding to the driver of the vehicle P.

  The merging operation record learning means 24 is provided from the car navigation 6, the vehicle speed sensor 11, the steering angle sensor 12, the engine control unit 13, the mission control unit 15, the accelerator pedal load vibration control unit 17, and the brake pedal opening sensor 18. Based on the signal, a general driving model is generated and stored. Here, the general driving model is composed of the own vehicle state, the road state, and the traffic state, and the judgment of the driver corresponding to these. The own vehicle state is, for example, the speed, acceleration, steering angle, and engine speed of the own vehicle, and the road state is, for example, the road line type, road width, curvature, and slope of the road, and the traffic state is For example, there is traffic jam. The driver's determination is any one of acceleration determination, deceleration determination, and vehicle speed maintenance determination. That is, in a certain general driving model, any one of acceleration determination, deceleration determination, and vehicle speed maintenance determination corresponds to the own vehicle state, road state, and traffic state. The own vehicle state is specified by signals given from the vehicle speed sensor 11, the steering angle sensor 12, the engine control unit 13, the mission control unit 15, the accelerator pedal load vibration control unit 17, and the brake pedal opening sensor 18, and the road state The traffic state is specified by a signal given from the car navigation 6.

  The merging operation record learning means 24 is provided from the car navigation 6, the vehicle speed sensor 11, the steering angle sensor 12, the engine control unit 13, the mission control unit 15, the accelerator pedal load vibration control unit 17, and the brake pedal opening sensor 18. Based on the signal, the current vehicle state, road state, and traffic state are detected, and a general driving model corresponding to the current vehicle state, road state, and traffic state is specified. The merging driving record learning means 24 predicts a determination that the driver will make in the future based on the specified general driving model, and the predicted driver's determination and the following equations (22-1) to (22-3) ) To calculate an acceleration correction coefficient Aα10.

Aα10 = 1.1 (when the driver is predicted to accelerate) (22-1)
Aα10 = 0.9 (when it is predicted that the driver will decelerate) (22-2)
Aα10 = 1 (when it is predicted that the driver will maintain the vehicle speed) (22-3)
Note that the merging driving record learning unit 24 may calculate the acceleration correction coefficient Aα10 using a Rockwell driving behavior model. Here, the driving behavior model of Rockwell is shown by a loop model of “recognition, judgment, operation”.

  That is, the merging operation record learning means 24 is given from the car navigation 6, the vehicle speed sensor 11, the steering angle sensor 12, the engine control unit 13, the mission control unit 15, the accelerator pedal load vibration control unit 17, and the brake pedal opening sensor 18. The driver of the vehicle P makes a determination corresponding to the current host vehicle state, road state, and traffic state based on the received signal and the driver corresponding driving model used to calculate the acceleration correction coefficient Aα8. Predict what can be done. When it is predicted that the driver of the vehicle P can make such a determination, the merging operation record learning unit 24 further predicts whether the driver of the vehicle P makes an acceleration determination or a deceleration determination. To do. When the driver of the vehicle P predicts that the driver of the vehicle P makes an acceleration determination, the merging operation record learning unit 24 sets the acceleration correction coefficient Aα10 to 1.1 and predicts that the driver of the vehicle P makes a determination of deceleration. In this case, the acceleration correction coefficient Aα10 is set to 0.9, and when it is predicted that the driver of the vehicle P cannot make a determination, the acceleration correction coefficient Aα10 is set to 1. Here, when the driver of the vehicle P is classified as “bad”, the acceleration correction coefficient Aα10 is more likely to be set to 1 than when classified as “general” or “advanced”. This is because a driver who is not good at driving tends to be delayed in recognition, judgment and operation, compared with a driver who is good at driving. Whether to perform acceleration determination or deceleration determination is predicted based on the width of the road, the curvature, the gradient, and the presence or absence of a traffic jam. For example, if the road curvature is greater than a predetermined value or the main line is congested, it is predicted that a deceleration determination will be made.

  The merging operation record learning unit 24 calculates the acceleration correction coefficient Aα11 based on the acceleration correction coefficients Aα9 and Aα10 and the following equation (22).

Aα11 = Aα9 * Aα10 (22)
The merging operation record learning means 24 calculates the acceleration correction coefficient Aα by multiplying the calculated ones of the acceleration correction coefficients Aα1 to Aα8 and Aα11, and generates a correction coefficient signal related to the acceleration correction coefficient Aα. It outputs to the arrival vehicle speed prediction estimation means 21.

  Therefore, the merging driving record learning unit 24 calculates the acceleration correction coefficient Aα based on the general body model and the general driving model corresponding to the driver of the vehicle P in addition to the driver corresponding driving model corresponding to the driver of the vehicle P. Will be calculated.

  The arrival vehicle speed prediction estimation means 21 stores the model acceleration α, and sets the arrival target speed Vd based on the predicted speed calculation signal, the main line vehicle speed information, and the main line traffic jam signal. Specifically, the arrival vehicle speed prediction estimating means 21 sets the average speed as the arrival target speed Vd when the speed limit of the main line is equal to or higher than the average speed of the vehicle Q (see FIG. 1) traveling on the main line, and limits the main line. When the speed is less than the average speed, the speed limit is set to the arrival target speed Vd. The arrival vehicle speed prediction estimation means 21 further reduces the arrival target speed Vd by 5 (km / h) when the merging area or its vicinity is congested. For example, when the main line speed limit is 80 (km / h) and the average speed is 70 (km / h), the arrival target speed Vd is 70 (km / h). Further, if the merging area or its vicinity is congested, the arrival target speed Vd is 65 (km / h). The arrival vehicle speed prediction estimating means 21 is more likely to succeed in merging as the relative speed between the speed v of the vehicle P and the speed of the vehicle Q traveling on the main line is smaller. The text information such as “There is a possibility that the vehicle speed is higher than the vehicle traveling on the main line. Please pay attention to the vehicle speed” is displayed on the monitor 7, the warning display unit 71, the head-up display 72, and the speaker 9. You may alert | report using either. Further, the accelerator pedal may be vibrated.

  The arrival vehicle speed prediction estimation means 21 includes a car navigation 6, a vehicle speed sensor 11, a steering angle sensor 12, an engine control unit 13, a mission control unit 15, an accelerator pedal load vibration control unit 17, a brake pedal opening sensor 18, and a merging operation record. Based on the signal given from the learning means 24 and the model acceleration α, an acceleration lane arrival distance La from the vehicle P to the start position of the acceleration lane and a predicted arrival speed Vp are calculated, and the acceleration lane arrival distance La is calculated. Then, a determination signal related to the predicted arrival speed Vp is generated and output to the arrival vehicle speed determination means 22.

  Next, the procedure of the process performed by the merging support apparatus will be described. The process by the merge support device includes an acceleration correction coefficient calculation process and a merge support process. First, the acceleration correction coefficient calculation process will be described.

  The vehicle speed sensor 11, the steering angle sensor 12, the engine control unit 13, the mission control unit 15, the accelerator pedal load vibration control unit 17, and the brake pedal opening sensor 18 record the signals generated in the first embodiment as merging operation records. Output to the learning means 24.

  The GPS receiver 2 receives GPS signals from GPS satellites and outputs them to the car navigation 6. The DGPS receiver 3 receives the correction signal from the base station whose position is accurately known and outputs it to the car navigation 6.

  The car navigation 6 detects the current position of the vehicle P and the traveling direction of the vehicle P based on the GPS signal and the correction signal, and acquires map data around the current position of the vehicle P from the map database 4 or the mobile phone 5.

  The car navigation 6 generates a main line specifying signal related to the current position of the vehicle P, the traveling direction of the vehicle P, and map data, and outputs the signal to the merging operation record learning unit 24, the main line vehicle speed information providing unit 32, and the vehicle congestion information providing unit 33. To do.

  Based on the main line specifying signal, the main line vehicle speed information providing unit 32 specifies the main line that the vehicle P will enter, acquires the main line vehicle speed signal related to the main line vehicle speed information using the communication unit, and outputs it to the car navigation 6 To do.

  Based on the main line specifying signal, the vehicle congestion information providing unit 33 specifies the main line that the vehicle P will enter, acquires the main line traffic signal related to the traffic information on the main line using the communication unit, and outputs it to the car navigation 6 To do.

  The car navigation 6 outputs the main line vehicle speed signal and the main line traffic jam signal to the monitor 7, warning display unit 71, head-up display 72, voice synthesis unit 8, and merging operation record learning unit 24. Thereby, the monitor 7, the warning display part 71, the head-up display 72, and the speaker 9 can alert | report a main line vehicle speed signal and a main line traffic congestion signal.

  The merging operation record learning means 24 detects the seat position, the left and right mirror positions, the rearview mirror position, and the tilt steering position. The merging driving record learning means 24 compares the detection result with the driver data. If the driver data having the same content as the detection result is not stored, the merging driving record learning means 24 stores the detection result as new driver data, and the new driving data. When it is determined that the driver has boarded, the driver is specified, and when the driver data having the same content as the detection result is stored, the driver is specified based on the driver data and the detection result.

  The merging driving record learning means 24 learns and stores a driver corresponding driving model for each driver of the vehicle P, specifies a general body model corresponding to the driver of the vehicle P, and corresponds to a road condition around the vehicle P. A general driving model corresponding to the driver of the vehicle P, a general body model corresponding to the driver of the vehicle P, and a general driving model corresponding to the road conditions around the vehicle P. Based on this, an acceleration correction coefficient Aα is calculated.

  The merging operation record learning unit 24 generates an acceleration correction coefficient signal related to the acceleration correction coefficient Aα and outputs the acceleration correction coefficient signal to the arrival vehicle speed prediction estimation unit 21.

  Next, the merge support process will be described with reference to FIG. FIG. 5 is a flowchart illustrating a processing procedure performed by the merging support apparatus.

  In step ST201 to step ST203, the merge support apparatus performs the following process in addition to performing the same process as step ST101 to step ST103 shown in FIG.

  That is, the car navigation 6 performs processing similar to that of the first embodiment, generates a main line specifying signal related to the current position of the vehicle P, the traveling direction of the vehicle P, and map data, and supplies main line vehicle speed information providing means 32. And output to the vehicle congestion information providing means 33.

  Based on the main line specifying signal, the main line vehicle speed information providing unit 32 specifies the main line that the vehicle P will enter, acquires the main line vehicle speed signal related to the main line vehicle speed information using the communication unit, and outputs it to the car navigation 6 To do.

  Based on the main line specifying signal, the vehicle congestion information providing unit 33 specifies the main line that the vehicle P will enter, acquires the main line traffic signal related to the traffic information on the main line using the communication unit, and outputs it to the car navigation 6 To do.

  The car navigation 6 outputs the main line vehicle speed signal and the main line traffic jam signal to the monitor 7, warning display unit 71, head-up display 72, speech synthesis unit 8, and arrival vehicle speed prediction estimation means 21. Thereby, the monitor 7, the warning display part 71, the head-up display 72, and the speaker 9 can alert | report a main line vehicle speed signal and a main line traffic congestion signal.

  In step ST204, the car navigation 6 generates a predicted speed calculation signal related to the design speed of the main line where the vehicle P merges, the current position of the vehicle P, and the start point position of the acceleration lane, and outputs the signal to the arrival vehicle speed prediction estimation means 21. To do.

  The arrival vehicle speed prediction estimation means 21 sets the arrival target speed Vd based on the predicted speed calculation signal, the main line vehicle speed information, and the main line traffic jam signal. Specifically, the arrival vehicle speed prediction estimating means 21 sets the average speed as the arrival target speed Vd when the speed limit of the main line is equal to or higher than the average speed of the vehicle Q (see FIG. 1) traveling on the main line, and limits the main line. When the speed is less than the average speed, the speed limit is set to the arrival target speed Vd.

  In step ST <b> 205, the arrival vehicle speed prediction estimation unit 21 calculates the acceleration lane arrival distance La (m) based on the prediction speed calculation signal given from the car navigation 6, and the host vehicle speed given from the vehicle speed sensor 11. Based on the signal, the acceleration αn (m / s ^ 2) of the vehicle P is calculated.

  The arrival vehicle speed prediction estimating means 21 is based on the acceleration correction coefficient signal, the own vehicle speed signal, the acceleration lane arrival distance La, the acceleration αn, and the estimated arrival speed Vp (m / s) is calculated.

Vp = (v ^ 2 + 2 * Aα * αn * La) ^ 0.5 (2 ′)
For example, when v = 13.9, αn = 0.5, La = 100, and Aα = 0.9, Vp = 15.4.

  When the acceleration αn of the vehicle P cannot be obtained for some reason or when the acceleration correction coefficient Aα cannot be obtained for some reason, the arrival vehicle speed prediction estimation means 21 calculates the model acceleration α, the acceleration lane arrival distance La, and the formula (4) is used to calculate the predicted arrival speed Vp.

  The arrival vehicle speed prediction estimation means 21 generates a determination signal related to the speed v of the vehicle P, the acceleration lane arrival distance La, and the arrival predicted speed Vp, and outputs the determination signal to the arrival vehicle speed determination means 22. In addition, you may make the process of step ST205 substitute for the car navigation 6. FIG. The arrival vehicle speed prediction estimation means 21 calculates the required travel distance Ln based on the speed v, acceleration αn and arrival target speed Vd of the vehicle P, and in step ST209, the required travel distance Ln and the acceleration lane arrival distance La. May be notified using any of the monitor 7, warning display unit 71, head-up display 72, and speaker 9.

  In step ST206 to step ST207, the merging support apparatus performs the same processing as step ST106 to step ST107.

  In step ST208, the various vehicle control means 23 determines a condition that the acceleration lane arrival distance La is 85 (m) or less, and if this condition is satisfied, the process proceeds to step ST210. It progresses to step ST209. In the first embodiment, the distance compared with the acceleration lane arrival distance La is 70 (m), but in the second embodiment, the distance is 85 (m). This is due to the following reason. That is, in the second embodiment, as will be described later, the merging support device determines that (specifically, Since the control content) is notified, it is necessary to increase the distance compared with the acceleration lane arrival distance La accordingly. And when the speed v of the vehicle P becomes 40 (km / h), it will advance 11-22 (m) in 1-2 (s). Therefore, the distance compared with the acceleration lane arrival distance La is set to 85 (m). It should be noted that 1-2 (s) is considered to be a sufficient time for recognizing the content of the notification, considering the reaction time and operation time of the driver of the vehicle P.

  In step ST209, the various vehicle control means 23 detects the internal brightness of the vehicle P using the brightness sensor, and the notification content is “Soon, it will be a confluence of highways. Let's enter the acceleration lane at a sufficient vehicle speed! ”Or“ Please accelerate ”and a light support icon to alert the driver of the vehicle P, and the output destination of the notification signal is the monitor 7, warning display unit 71 and speaker 9. To do.

  The various vehicle control means 23 sets the display size of the notification content to about 1 (degree) in the viewing angle of the driver of the vehicle P, sets the display color of the notification content to green or yellow, and displays the display brightness of the notification content and the vehicle P. The contrast ratio with respect to the inside is set to any one of 3 to 5, and the blinking interval of the notification content is set to zero (that is, no blinking).

  The various vehicle control means 23 generates a graph indicating the relationship between the current time point and the speed v of the vehicle P, and draws the value of the predicted arrival speed Vp and the target arrival speed Vd superimposed on this graph. Thus, a support graph is generated. The support graph may include the value of the speed limit on the main line. The speed limit of the main line is acquired from the mobile phone 5.

  The various vehicle control means 23 sets the sound pressure of the notification content to 60 (dB), sets the sound frequency of the notification content to 500 (Hz), and sets the intermittent period to zero (that is, no intermittent). The various vehicle control means 23 may store light support character information and light support icons in advance and use the stored light support character information and light support icons as the notification content. Various vehicle control means 23 may acquire light support character information and light support icons from the mobile phone 5 or a memory stick (not shown). The same applies to heavy support character information and heavy support icons, which will be described later.

  The various vehicle control means 23 generates a light support image notification signal regarding the notification content, the support graph, the output destination of the notification signal, the display size of the notification content, the display color of the notification content, the contrast ratio, and the flashing interval of the notification content, Output to car navigation 6.

  The various vehicle control means 23 generates a light assistance voice notification signal regarding the notification content, the output destination of the notification signal, the sound pressure of the notification content, the frequency of the notification content, and the intermittent period, and outputs the light assistance voice notification signal to the car navigation 6.

  The various vehicle control means 23 sets the vibration frequency to 2 (Hz), sets the stroke displacement amount to any one of 1 to 2 (mm), generates a light support vibration notification signal regarding the vibration frequency and the stroke displacement amount, and loads the accelerator pedal load. It outputs to the vibration control part 17 and the vibration means 19.

  The car navigation 6 outputs the light assistance image notification signal to the monitor 7 and the warning display unit 71, and outputs the light assistance sound notification signal to the speech synthesis unit 8.

  Based on the light assistance image notification signal, the monitor 7 and the warning display unit 71 display the assistance graph, the light assistance character information, and the light assistance icon at a size of 1 (degrees) at the viewing angle of the driver of the vehicle P. The display color is set to green or yellow, and the contrast ratio between the display brightness and the inside of the vehicle P is set to any one of 3 to 5 (ie, without blinking).

  The speech synthesizer 8 uses the speaker 9 to output the light support character information continuously (that is, not intermittently) with the sound pressure of 60 (dB) and the sound frequency of 500 (Hz). To do.

  The accelerator pedal load vibration control unit 17 vibrates the accelerator pedal based on the light assistance vibration notification signal with the vibration frequency set to 2 (Hz) and the stroke displacement amount set to any one of 1 to 2 (mm). .

  The vibration means 19 sets the vibration frequency of the seat back, the seat seat surface, the seat belt, and the steering to 2 (Hz) based on the light assistance vibration notification signal, and sets the stroke displacement amount to 1 to 2 (mm). ) And vibrate.

  Thereby, the driver of the vehicle P can recognize that the vehicle P must be accelerated from the current time. Thereafter, the joining support device returns to step ST201.

  In step ST210, the various vehicle control means 23 generates an acceleration support signal related to an acceleration support character of the content of the control of the vehicle P, for example, the content of "the shift is now lowered by one stage and the engine characteristic is set to the sports mode". It outputs to the navigation 6, the accelerator pedal load vibration control part 17, and the vibration means 19.

  The various vehicle control means 23 uses the brightness sensor to detect the brightness around the vehicle P, and notifies the driver of the vehicle P of the content of the notification, the heavy support character with the content “please accelerate immediately” and the driver. It is assumed that the icon is a heavy support icon for calling attention larger than ST209, and the output destination of the notification signal is the head-up display 72 and the speaker 9.

  The various vehicle control means 23 sets the display size of the notification content to about 5 (degrees) at the viewing angle of the driver of the vehicle P, sets the display color of the notification content to red, the display brightness of the notification content and the surroundings of the vehicle P The contrast ratio is set to any one of 10 or more, and the blinking interval of the notification content is set to 0.5 (s). Various vehicle control means 23 generates a support graph.

  The various vehicle control means 23 sets the sound pressure of the notification content to 75 to 80 (dB), sets the audio frequency of the notification content to 1 to 2 (kHz), and sets the intermittent period to 0.1 to 0. 4 (s).

  The various vehicle control means 23 generates a heavy support image notification signal regarding the notification content, the support graph, the output destination of the notification signal, the display size of the notification content, the display color of the notification content, the contrast ratio, and the flashing interval of the notification content, 1 to 2 (s) after the acceleration support signal is output to the car navigation 6, it is output to the car navigation 6.

  The various vehicle control means 23 generates a heavy support voice notification signal regarding the notification content, the output destination of the notification signal, the sound pressure of the notification content, the frequency of the notification content, and the intermittent period, and outputs the acceleration support signal to the car navigation 6. After 1 to 2 (s), the data is output to the car navigation 6.

  Various vehicle control means 23 sets the vibration frequency to any one of 5 to 10 (kHz), sets the stroke displacement to any one of 5 to 10 (mm), and generates a heavy support vibration notification signal regarding the vibration frequency and the stroke displacement. Then, after the acceleration support signal is output to the car navigation 6, it is output to the accelerator pedal load vibration control unit 17 and the vibration means 19 after 1 to 2 (s).

  The car navigation 6 outputs the acceleration support signal and the heavy assistance image notification signal to the head-up display 72 at the timing when these signals are received, and receives the acceleration support signal and the heavy assistance voice notification signal as these signals. Are output to the speech synthesizer 8 respectively. That is, the car navigation 6 outputs an acceleration support signal, and outputs a heavy support image notification signal and a heavy support voice notification signal when 1 to 2 (s) has passed thereafter.

  Therefore, the head-up display 72 displays the content of the acceleration support signal, and when 1 to 2 (s) has passed thereafter, the support graph, the heavy support character information, and the heavy support are based on the heavy support image notification signal. The icons have a size of about 5 (degrees) in view angle of the driver of the vehicle P, their display color is red, and the contrast ratio between the display brightness and the periphery of the vehicle P is any of 10 or more. As a matter of fact, it is displayed at intervals of 0.5 (s). That is, the head-up display 72 blinks and displays the heavy support character information and the heavy support icon.

  The voice synthesizer 8 uses the speaker 9 to output the contents of the acceleration support signal as voice, and when 1 to 2 (s) has passed thereafter, the voice synthesis unit 8 converts the heavy support character information based on the heavy support voice notification signal. The sound pressure is set to any one of 75 to 80 (dB), the sound frequency is set to 1 to 2 (kHz), and sound is output at intervals of 0.1 to 0.4 (s).

  The accelerator pedal load vibration control unit 17 vibrates the accelerator pedal when the acceleration support signal is given, and after 1-2 (s) has elapsed, the accelerator pedal is changed based on the heavy support vibration notification signal. The vibration frequency is set to any one of 5 to 10 (Hz), and the stroke displacement is set to any one of 5 to 10 (mm).

  The vibration means 19 vibrates the seat back, the seat seat surface, the seat belt, and the steering when the acceleration support signal is given, and then, based on the heavy support vibration notification signal when 1 to 2 (s) has elapsed thereafter. The seat back, the seat seat surface, the seat belt, and the steering are vibrated with their vibration frequencies set to any one of 5 to 10 (Hz) and their stroke displacements set to any one of 5 to 10 (mm). Let

  Various vehicle control means 23 generate | occur | produces the control signal to switch an engine characteristic to sports mode based on the signal given from the engine control part 13 and the mission control part 15, and after the notification of control content was made | formed After 1 to 2 (s), output to the engine control unit 13, generate a control signal to set the shift mode to the power mode, output to the mission control unit 15, the load applied to the accelerator pedal than the current time A control signal for reducing the size is generated and output to the accelerator pedal load vibration control unit 17. As other controls, it is conceivable that the engine speed is increased from the current time, the shift is decreased by one step from the current time, or the accelerator pedal stroke-throttle opening characteristic is made steeper than the current time.

  Therefore, the engine control unit 13 switches the engine characteristics from the economy mode to the sport mode by switching the cam profile of the engine based on the control signal 1-2 (s) after the notification of the control content. . Therefore, it becomes easier for the driver of the vehicle P to accelerate the vehicle P than at the present time.

  The mission control unit 15 switches the shift mode from the economy mode to the power mode based on the control signal 1-2 (s) after the notification of the control content. This makes it easier for the driver of the vehicle P to accelerate the vehicle P than at the present time.

  The accelerator pedal load vibration control unit 17 makes the load applied to the accelerator pedal lighter than the present time based on the control signal 1-2 (s) after the notification of the control contents. This makes it easier for the driver of the vehicle P to accelerate the vehicle P than at the present time. Thereafter, the joining support device returns to step ST201.

  Thereby, the driver of the vehicle P can grasp the control content of the vehicle P before the control of the vehicle P is started. Further, the driver of the vehicle P can recognize that the vehicle P must be accelerated more quickly than in the case of step ST209.

  In step ST211, the joining support apparatus performs the same process as in step ST111. In the second embodiment, the merging support apparatus performs multimodal notification on the visual, auditory, and tactile sensations of the driver of the vehicle P by image display, audio output, and vibration. One of the image display, audio output, and vibration, or any two of them may be combined to notify the driver of the vehicle P. However, for elderly people, the visual burden at the time of merging is greater than that for young people, so it is desirable to provide only audio notification. In addition, for the driver of the vehicle P, there is a possibility that the meaning of the vibration may not be understood only by vibrating the seat back or the like, so when vibrating the seat back or the like, among image display and audio output, It is desirable to notify one in combination with vibration.

  Further, in step ST210, from the viewpoint of performing stricter notification than in step ST209, in step ST209, the merging support apparatus notifies the driver of the vehicle P using any one of image display, audio output, and vibration. In step ST210, two or more of these may be combined and notified to the driver of the vehicle P. In this case, in step ST210, it is preferable that the joining support apparatus notifies the image display, the sound output, and the vibration in synchronization. This is because when these are synchronized, the driver of the vehicle P can easily understand the contents of the notification as compared with the case where they are not synchronized. In addition, when the car navigation 6 notifies the driver of the vehicle P by combining two or more of image display, audio output, and vibration in step ST209 and step ST210, in step ST209, these are not synchronized. In step ST210, it is desirable to synchronize them. By notifying in this way, the driver of the vehicle P clearly distinguishes the notification in step ST209 and the notification in step ST210 from the case where these are synchronized in both step ST209 and step ST210 or not synchronized. Because it can.

  Note that the merging support device has a failure example in the past based on the driver corresponding driving model corresponding to the driver of the vehicle P and the current acceleration lane among the driver corresponding driving models related to the success example and the failure example of the merging. If there is a failure example in the past, the same processing as step ST210 may be performed in step ST209. Thereby, the joining support device can join the vehicle P to the main line more reliably than in the case where the assistance lighter than step ST210 is performed in step ST209.

  As described above, in the second embodiment, the merging support apparatus sets the arrival target speed Vd based on the speed limit of the main line and the average speed of the vehicle Q traveling on the main line. A realistic and highly accurate determination of the road environment can be performed as compared with the case of the design speed. Specifically, the merging support apparatus can set the target speed Vd at arrival which is realistic and more accurate than the case where the target speed Vd at arrival is set as the design speed, and can perform accurate merging support. it can.

  In addition, since the merging support apparatus sets the arrival target speed Vd based on the main line traffic information (specifically, traffic jam information), it is more realistic than the case where the arrival target speed Vd is set as the design speed. In addition, the arrival target speed Vd with high accuracy can be set, and accurate merging support can be performed.

  In addition, the merging support device notifies that before the vehicle control unit 10 is activated (specifically, the vehicle P is in a state in which it is easier to accelerate than the current time) 1-2 (s). It is possible to perform safer and more comfortable merging support without causing the driver of the vehicle P to be awakened by a sudden change in the own vehicle characteristics, compared to a case where such prior notification is not performed.

  The merging support apparatus learns and stores a driver-compatible driving model for each driver of the vehicle P, calculates an acceleration correction coefficient Aα using a driver-compatible driving model corresponding to the driver of the vehicle P, A predicted arrival speed Vp is calculated using the acceleration correction coefficient Aα. Therefore, the merging support apparatus can perform merging support suitable for the driver of the vehicle P, and therefore can perform merging support more accurately than in the past.

  In addition, since the driver-compatible driving model includes the success example and the failure example of the merge, the merge support device can perform the merge support that matches the successful example and the failed example of the merge.

  Further, the merging support device identifies a general body model corresponding to the driver of the vehicle P, identifies a general driving model corresponding to a road condition around the vehicle P, and based on the identified general body model and the general driving model. Thus, the acceleration correction coefficient Aα is calculated, and the predicted arrival speed Vp is calculated using the acceleration correction coefficient Aα. Therefore, the merging support apparatus can perform merging support according to the driver of the vehicle P and the road conditions around the vehicle P, and can prevent erroneous determination of the system in advance.

  Furthermore, in the first and second embodiments, the following effects are also obtained. In other words, a driver who is not good at driving can recognize the lack of acceleration, which is one of the causes of poor driving, and thus can improve the driving ability at the time of merging than before.

  In addition, when the driver of the vehicle P is an elderly person, the moving vision is lower than that of the younger person, but the merging support device determines the speed v of the vehicle P at the time of merging and the speed of the vehicle Q traveling on the main line. Since the merge support is performed so that the relative speed of the vehicle is smaller than that of the conventional vehicle, the driver of the own vehicle can more easily see the vehicle Q than the conventional vehicle.

  Since the driver of the vehicle P can prepare for merging before the accelerating lane more than before, the driver can afford a visual action and driving operation (acceleration / deceleration, steering) for merging on the accelerating lane.

  Conventionally, the merge support is mainly performed when the vehicle P travels on the acceleration lane, but the merge support device performs the merge support before the vehicle P reaches the acceleration lane. Can assist assistive technology. Therefore, by combining the merging support device and the conventional technique, it is possible to perform merging support in a better direction than before with respect to a series of driving operations necessary for merging.

  Further, since the joining support device makes the vehicle P easier to accelerate than the current time, the driver of the vehicle P can perform acceleration on the acceleration lane more easily than before.

(Third embodiment)
Next, a merging support apparatus according to a third embodiment will be described based on the drawings. First, based on FIG. 6, the outline | summary of the process which a merging assistance apparatus performs is demonstrated. FIG. 6 is a plan view showing an outline of the join support performed by the join support apparatus. P, Q1, and Q2 are vehicles. When the joining support device can visually recognize a vehicle in which the driver of the vehicle P travels on the main line (particularly, the vehicle Q2 that travels on the main line adjacent to the acceleration lane) before the vehicle P enters the acceleration lane. At the predicted time, the direction indicator 36 is turned on. In other words, the merging support device learns a driver-compatible driving model corresponding to the driver of the vehicle P, corrects the acceleration αn based on the driver-compatible driving model, and arrives based on the corrected acceleration αn. The hourly predicted speed Vp is calculated. The merging support device calculates the visible distance Lb, calculates the direction indicator operation start time Ta when the operation of the direction indicator 36 is started based on the predicted arrival speed Vp and the visible distance Lb, When the acceleration lane arrival time Tb becomes equal to or shorter than the direction indicator operation start time Ta, the direction indicator 36 (here, the right turn signal 36b) is turned on. Here, the visible distance Lb is the distance from the vehicle P entering the start point of the acceleration lane to the start point of the acceleration lane, where the driver of the vehicle P travels the vehicle Q2 traveling on the main line adjacent to the acceleration lane. It means the distance that can be seen. The visually recognizable distance Lb is, for example, based on the driver's viewing angle and the road shape around the merged portion, assuming that the driver of the vehicle P tilts his neck from the front to the main line direction by about 90 degrees. Calculated. Note that the length of the visually recognizable distance Lb is set to 60 (m) or more in the rules regarding road design.

  Thereby, the merging support apparatus can turn on the direction indicator 36 at a normal timing. The merging support apparatus performs such processing for the following reason. That is, as described above, a driver who is not good at driving is not good at doing a plurality of things at the same time or troublesome, so when merging the own vehicle from the acceleration lane to the main line, There is a case where the user concentrates too much and forgets to turn on the direction indicator 36, or the turn-on operation of the direction indicator 36 is delayed more than usual. In view of such a phenomenon, if the direction indicator 36 is automatically turned on before the vehicle P reaches the accelerating lane, it can be said that it is easier for a driver who is not good at driving to perform a merging operation than before. .

  If the driver on the main line (specifically, the driver of the vehicle Q2) turns on the direction indicator 36 at a normal timing, the driver on the acceleration lane side turns the direction indicator 36 on the driver. Since the presence of the vehicle P can be recognized earlier than when the turn-on operation of the direction indicator 36 is delayed more than usual, the driving according to the vehicle on the acceleration lane side (for example, the lane) Can be started quickly. Thereby, the driver | operator of the vehicle P can join the vehicle P to a main line safely and more reliably than before.

  Next, the configuration of the merging support apparatus and the outline of the processing performed by each component will be described with reference to FIG. FIG. 7 is a block diagram illustrating a configuration of the merge support apparatus. Here, only the portions that are mainly different from the second embodiment will be described.

  The merging support device includes, in the components according to the second embodiment, a direction indicator operation start time calculating unit 25, a direction indicator automatic control unit 26, a direction indicator control unit 34, a switch 35, a direction indicator 36, An in-meter display means 37 and a direction indicator operation lever 91 are provided. The direction indicator 36 includes a left turn signal 36a and a right turn signal 36b.

  The vehicle speed sensor 11, the steering angle sensor 12, the engine control unit 13, the mission control unit 15, the accelerator pedal load vibration control unit 17, and the brake pedal opening sensor 18 perform the same processing as in the second embodiment, The signal generated in the first embodiment is also output to the direction indicator operation start time calculation means 25.

  The car navigation 6 performs the same processing as in the second embodiment, and also uses the signals generated in the first and second embodiments to calculate the direction indicator operation start time calculation means 25 and the direction indicator automatic control means 26. Also output.

  The merging operation record learning means 24 performs the same processing as in the second embodiment, generates an acceleration lane arrival time signal related to the acceleration lane arrival time Tb, and outputs it to the direction indicator automatic control means 26.

  The arrival vehicle speed prediction estimation means 21 performs the same processing as that of the second embodiment, generates a direction indicator operation start time calculation signal related to the acceleration lane arrival distance La and the arrival predicted speed Vp, and the direction indicator Output to the operation start time calculation means 25.

  The driver of the vehicle P uses the direction indicator operation lever 91 to turn on and off the left turn signal 36a and the right turn signal 36b. That is, when the direction indicator operation lever 91 is turned on by the driver of the vehicle P with respect to the left turn signal 36a, the left turn signal on signal is sent to the direction indicator operation start time calculating means 25, the direction indicator automatic control means. 26 and the direction indicator control unit 34, and when the driver of the vehicle P turns on the right winker 36b, the right winker on signal is sent to the direction indicator operation start time calculating means 25, the direction indicator automatic When it is output to the control means 26 and the direction indicator control section 34 and turned off by the driver of the vehicle P, the turn signal off signal is sent to the direction indicator operation start time calculating means 25, the direction indicator automatic control means 26, and the direction. It outputs to the indicator control part 34.

  The direction indicator operation start time calculating unit 25 calculates the direction indicator operation start time Ta based on the signal given to the direction indicator operation start time calculating unit 25.

  The direction indicator operation start time calculation unit 25 generates and stores a direction indicator operation model based on the signal given to the direction indicator operation start time calculation unit 25. The direction indicator operation model is composed of the own vehicle state, the road state, and the traffic state, and presence / absence of the corresponding direction indicator operation.

  The direction indicator operation start time calculation unit 25 calculates a direction indicator operation model corresponding to the current vehicle state, road state, and traffic state based on the signal given to the direction indicator operation start time calculation unit 25. Based on the specified direction indicator operation model, the condition that the driver of the vehicle P has operated the direction indicator 36 in the past in the same state as the current state is determined. The direction indicator operation start time calculation means 25 shortens the currently calculated direction indicator operation start time Ta by 1 (s) when this condition is satisfied, and calculates this time when this condition is not satisfied. The direction indicator operation start time Ta is increased by 0.5 (s).

  The direction indicator operation start time calculating unit 25 generates a direction indicator operation start time signal related to the direction indicator operation start time Ta and outputs the signal to the direction indicator automatic control unit 26.

  The direction indicator automatic control means 26 operates only when an automatic control ON signal is given from the switch 35, and is based on the signals given from the direction indicator operation start time calculating means 25 and the merging operation record learning means 24. The condition that the acceleration lane arrival time Tb is equal to or shorter than the direction indicator operation start time Ta is determined, and the left winker on signal or the right winker on signal is output to the direction indicator controller 34 only when this condition is satisfied.

  The direction indicator automatic control means 26 predicts that the vehicle P has started traveling on the main line based on the signal given from the car navigation 6 and outputs a turn signal off signal to the direction indicator control unit 34. The direction indicator automatic control means 26 outputs a blinker off signal, and then outputs a hazard on signal to the direction indicator control unit 34. After 2 (s) has elapsed from this point, the hazard off signal is output to the direction indicator control unit 34. Output to.

  The direction indicator control unit 34 turns on the left turn signal 36a when the left turn signal on signal is given from the turn indicator operation lever 91 or the turn indicator automatic control means 26, and when the right turn signal on signal is given. The right turn signal 36b is turned on, and when the turn signal off signal is given, the blinking turn signal is turned off. The direction indicator control unit 34 turns on the left turn signal 36a and the right turn signal 36b when a hazard on signal is given, and turns off these turn signals when a hazard off signal is given. The direction indicator control unit 34 displays the operation content on the in-meter display means 37 when the left turn signal 36a or the right turn signal 36b is operated. However, when the left turn signal 36a or the right turn signal 36b is operated based on a signal given from the direction indicator automatic control means 26, the operation content is displayed in the meter after the vehicle P starts traveling on the main line. 37.

  The driver of the vehicle P uses the switch 35 to turn on and off the direction indicator automatic control means 26. That is, the switch 35 outputs an automatic control ON signal to the direction indicator automatic control unit 26 only when the turn operation is performed on the direction indicator automatic control unit 26.

  The in-meter display means 37 is provided on the instrument panel of the vehicle P, and displays the operation content of the left turn signal 36a or the right turn signal 36b.

  Next, processing performed by the merge support apparatus will be described with reference to the flowcharts shown in FIGS. Note that the merging support apparatus performs the same processing as in the second embodiment, and in parallel with this, performs the following processing.

  In step ST301, the joining support device proceeds to step ST302 when the switch 35 is turned on, and otherwise returns to step ST301.

  In step ST302 to step ST304, the joining support apparatus performs the following processing in addition to performing the same processing as in steps ST101 to ST103 shown in FIG. That is, the vehicle speed sensor 11, the steering angle sensor 12, the engine control unit 13, the mission control unit 15, the accelerator pedal load vibration control unit 17, and the brake pedal opening sensor 18 use the signals generated in the first embodiment as directions. Also output to the indicator operation start time calculation means 25. The car navigation 6 outputs the signals generated in the first and second embodiments to the direction indicator operation start time calculation unit 25 and the direction indicator automatic control unit 26. The merging operation record learning means 24 generates an acceleration lane arrival time signal related to the acceleration lane arrival time Tb, and outputs it to the direction indicator automatic control means 26.

  In step ST305, the arrival vehicle speed prediction estimating means 21 performs the same processing as in steps ST104 to ST105 shown in FIG. 3 and generates a direction indicator operation start time calculation signal related to the predicted arrival speed Vp to indicate the direction. To the instrument operation start time calculation means 25.

  The direction indicator operation start time calculating means 25 calculates the visible distance Lb based on the signal given to the direction indicator operation start time calculating means 25, and the visible distance Lb and the following expressions (23) to (23) to Based on (31), the direction indicator operation start time Ta is calculated.

Ta = Lb / Vp * (1.0 + Bα1 + Bα2 +... Bα4) (23)
Bα1 = 0 (when acceleration lane length is 300 (m) or longer) (24)
Bα1 = 0.1 (when acceleration lane length is less than 300 m) (25)
Bα2 = 0 (when the number of lanes on the main line is 3 or more) (26)
Bα2 = 0.1 (when the number of lanes on the main line is less than 3) (27)
Bα3 = 0 (when the speed limit of the main line is less than 80 (km / h)) (28)
Bα3 = 0.1 (when the speed limit of the main line is 80 (km / h) or more) (29)
Bα4 = 0 (when main line is congested)… (30)
Bα4 = 0.1 (when the main line is not congested) (31)
For example, when Lb = 60 (m), Vp = 40 (km / h), and Bα1 to Bα4 = 0, Ta = 5.4 (s). This is considered to be a reasonable distance that eliminates unnecessary strain on the driver for a long time, taking into account the driver's vehicle behavior and response time to display, recognition time, operation time, and time to accelerate the vehicle P. It is done.

  The acceleration lane length, the number of main lanes, the main speed limit, and whether or not the main line is congested are specified by a signal given from the car navigation 6. In Expression (23), Vp may be a target speed Vd at the time of arrival. The visually recognizable distance Lb may be set in advance as a value of 60 (m) or more.

  The direction indicator operation start time calculation unit 25 calculates a direction indicator operation model corresponding to the current vehicle state, road state, and traffic state based on the signal given to the direction indicator operation start time calculation unit 25. Based on the specified direction indicator operation model, the condition that the driver of the vehicle P has operated the direction indicator 36 in the past in the same state as the current state is determined. The direction indicator operation start time calculation means 25 shortens the currently calculated direction indicator operation start time Ta by 1 (s) when this condition is satisfied, and calculates this time when this condition is not satisfied. The direction indicator operation start time Ta is increased by 0.5 (s).

  In step ST306, when the left turn signal 36a or the right turn signal 36b is turned on by the driver of the vehicle P, the joining support device proceeds to step ST309, and both the left turn signal 36a and the right turn signal 36b are turned on. If not, the process proceeds to step ST307.

  In step ST307, the direction indicator automatic control means 26 determines that the acceleration lane arrival time Tb is the direction indicator operation start time based on the signals given from the direction indicator operation start time calculation means 25 and the merging operation record learning means 24. The condition that it is equal to or lower than Ta is determined, and if this condition is satisfied, the process proceeds to step ST308, and if this condition is not satisfied, the process returns to step ST301.

  In step ST308, the direction indicator automatic control means 26 determines which one of the left turn signal 36a and the right turn signal 36b is to be turned on based on the signal given from the car navigation 6, and the determination result. Based on the above, the left winker on signal or the right winker on signal is output to the direction indicator controller 34.

  The direction indicator controller 34 turns on the left turn signal 36a when the left turn signal on signal is given from the turn indicator automatic control means 26, and turns on the right turn signal 36b when the right turn signal on signal is given. Turn on. Thereby, the direction indicator 36 is automatically operated. Thereafter, the joining support apparatus proceeds to step ST309. In addition, the direction indicator control unit 34 does not display the operation content of the left winker 36a and the right winker 36b on the in-meter display unit 37 while the processes of Step ST308 to Step ST315 are performed.

  In step ST309, if the left turn signal 36a or the right turn signal 36b is turned on by the driver of the vehicle P, the joining support device proceeds to step ST317, and both the left turn signal 36a and the right turn signal 36b are turned on. If not, the process proceeds to step ST310.

  In step ST317 to step ST318, the merge support apparatus performs the following process in addition to performing the same process as steps ST302 to 303 shown in FIG. The direction indicator control unit 34 displays the operation content of the left turn signal 36 a and the right turn signal 36 b on the in-meter display means 37. The direction indicator operation start time calculation unit 25 generates and stores a direction indicator operation model based on the signal given to the direction indicator operation start time calculation unit 25. The direction indicator operation model generated here is composed of the own vehicle state, the road state, and the traffic state, and data indicating the presence of the direction indicator operation. Thereafter, the joining support device ends this process.

  In step ST310, when the turn signal automatic control means 26 turns on the left turn signal 36a or the right turn signal 36b, the joining support apparatus proceeds to step ST311, and both the left turn signal 36a and the right turn signal 36b are turned on. If not, the process ends.

  In steps ST311 to ST312, the merge support apparatus performs the following process in addition to performing the same process as steps ST302 to 303 shown in FIG. The direction indicator operation start time calculation unit 25 generates and stores a direction indicator operation model based on the signal given to the direction indicator operation start time calculation unit 25. The direction indicator operation model generated here is composed of the own vehicle state, the road state, and the traffic state, and data indicating no direction indicator operation.

  In step ST313, the direction indicator automatic control means 26 determines the condition that the vehicle P has entered the acceleration lane based on the signal given from the car navigation 6, and if this condition is satisfied, step ST314 If this condition is not satisfied, the process returns to step ST309. The direction indicator automatic control means 26 receives a magnetic marker nail point marker signal installed on the infrastructure side, a near-infrared signal or a radio signal used in the VICS information service, and based on the received signal. The process in step ST313 may be performed.

  In step ST314, the direction indicator automatic control means 26 determines the condition that the distance from the start point of the acceleration lane to the vehicle P is longer than the acceleration lane length based on the signal given from the car navigation 6, and this condition If this condition is satisfied, the process proceeds to step ST315. If this condition is not satisfied, the process returns to step ST309.

  In step ST315, the direction indicator automatic control means 26 determines a condition that a predetermined margin condition is satisfied, and if this condition is satisfied, predicts that the vehicle P has started running on the main line, step ST315. Proceeding to ST316, if this condition is not satisfied, it is predicted that the vehicle P is still traveling in the acceleration lane, and the process returns to step ST309. Here, the margin condition may be a condition that about 1 (s) has elapsed since the start of the processing of step ST315, or a condition that the vehicle P has traveled about 10 (%) of the acceleration lane length.

  In step ST316, the direction indicator control unit 34 displays the operation content of the left turn signal 36a and the right turn signal 36b and the content that alerts the driver on the in-meter display means 37. Specifically, the direction indicator control unit 34 indicates in the meter that “the direction indicator has not been issued at the previous merge. This time, it was handled automatically. It is displayed on the display means 37. In addition, the direction indicator control part 34 may alert | report this content with an audio | voice.

  The turn indicator automatic control means 26 outputs a turn signal off signal to the turn indicator control unit 34, and the turn indicator control unit 34 turns off the blinking turn signal based on the turn signal off signal. The direction indicator automatic control means 26 outputs a hazard on signal to the direction indicator control unit 34 after 2 (s) has passed since the turn signal off signal is output, and the direction indicator control unit 34 outputs the hazard on signal. Based on this, the left turn signal 36a and the right turn signal 36b are turned on. That is, the direction indicator control unit 34 turns on the hazard. The direction indicator automatic control means 26 outputs the hazard off signal to the direction indicator control unit 34 after 3 (s) has passed since the hazard on signal was output, and the direction indicator control unit 34 converts the hazard off signal into the hazard off signal. Based on this, the left turn signal 36a and the right turn signal 36b are turned off. That is, the direction indicator control unit 34 turns off the hazard. Note that the time during which the hazard is turned on can be changed as appropriate. For example, the time during which the hazard is turned on is 3 (s) when the acceleration lane is 300 (m) or more, and 2 (s) when the acceleration lane is less than 300 (m). When the main line is congested, 3 (s) may be set, and when the main line is not congested, 2 (s) may be set. When there is no following vehicle, the hazard may not be turned on. Thereafter, the joining support device ends this process.

  As described above, in the third embodiment, the merging support device turns on the direction indicator 36 at a normal timing before the vehicle P reaches the start point of the acceleration lane, and the vehicle P travels on the main line. When started, the turn indicator 36 can be turned off, so that the driver of the vehicle P can perform the merge operation more easily than before. If the driver on the main line (specifically, the driver of the vehicle Q2) turns on the direction indicator 36 at a normal timing, the driver on the acceleration lane side turns the direction indicator 36 on the driver. Since the presence of the vehicle P can be recognized earlier than when the turn-on operation of the direction indicator 36 is delayed more than usual, the driving according to the vehicle on the acceleration lane side (for example, the lane) Can be started quickly. Therefore, the driver of the vehicle P can join the vehicle P to the main line more safely and reliably than before.

  Further, the merging support device calculates the direction indicator operation start time Ta by dividing the visible distance Lb by the predicted arrival speed Vp, and the acceleration lane arrival time Tb becomes equal to or less than the direction indicator operation start time Ta. In this case, since the direction indicator of the own vehicle is turned on, the direction indicator 36 can be operated according to the characteristics of the driver.

  Further, since the driver of the vehicle P can switch on / off of the automatic operation of the direction indicator 36 by operating the switch 35, the merging support apparatus determines whether or not to perform the automatic operation of the direction indicator 36. The driver's intention can be reflected.

  In addition, since the merging support apparatus automatically operates the direction indicator 36 only when the driver of the vehicle P does not operate the direction indicator 36, the driver is temporarily given the driver's intention as the highest priority. However, driving assistance can be performed inconspicuously only when the direction indicator 36 is not operated. Thereby, the merging support apparatus can perform driving support in consideration of the driver's feelings.

  Further, the merging support device generates and stores a direction indicator operation model, and automatically operates the direction indicator 36 based on the direction indicator operation model, so that it is possible to provide driving assistance that matches the characteristics of the driver. it can. That is, the merging support device shortens the direction indicator operation start time Ta calculated by the equations (23) to (31) by 1 (s) when the driver has previously operated the direction indicator 36. Therefore, the operation timing of the direction indicator 36 can be delayed as compared with the case where the direction indicator operation start time Ta calculated by the equations (23) to (31) is not changed. Therefore, the merging support device can prevent the automatic operation from preceding the driver's operation, and can prevent the driver from being bothered. When the driver has not operated the direction indicator 36 before, the merging support device sets the direction indicator operation start time Ta calculated by the equations (23) to (31) to 0.5 (s). Since the length is increased, the operation timing of the direction indicator 36 can be advanced as compared with the case where the direction indicator operation start time Ta calculated by the equations (23) to (31) is not changed. Therefore, the merging support apparatus can concentrate on the driving operation other than the operation of the direction indicator 36 as compared with the case where the direction indicator operation start time Ta calculated by the equations (23) to (31) is not changed. The time can be lengthened. The direction indicator operation model may be a relationship between the own vehicle state, the road state, the traffic state, and the success or failure of the merge. When the merge is successful in the previous operation, the direction indicator operation start time Ta calculated by the formulas (23) to (31) is shortened by 1 (s), and the merge fails in the previous operation (for example, When the vehicle P stops on the acceleration lane), the direction indicator operation start time Ta calculated by the equations (23) to (31) is increased by 0.5 (s).

  Further, since the joining support device calculates the visible distance Lb based on the signal given from the car navigation 6, the visible distance Lb and the direction indicator operation start time Ta corresponding to the situation around the vehicle P are calculated. Can be calculated.

  In addition, the merging support device calculates the direction indicator operation start time Ta using the predicted arrival speed Vp. Here, since this predicted arrival speed Vp reflects the driver corresponding driving model, the general driving model, and the general body model, the merging support device uses the direction indicator operation start time Ta reflecting these models. Can be calculated.

  Further, since the merging support device calculates the direction indicator operation start time Ta based on the equations (23) to (31), the accelerating lane length, the number of main lanes, the main line speed limit, and the main line congestion state are calculated. Accordingly, the direction indicator operation start time Ta can be calculated.

  Further, since the merging support apparatus does not display the operation content of the direction indicator 36 on the in-meter display means 37 until the vehicle P is predicted to start traveling on the main line, the driver of the vehicle P joins. It is possible to prevent the dependence on the support device.

  Further, since the merging support device displays the operation content of the direction indicator 36 on the in-meter display means 37 at the time when the vehicle P is predicted to start traveling on the main line, the merging support device is displayed to the driver of the vehicle P. It is possible to prevent the driver of the vehicle P from relying on the merging support device while notifying the existence of the vehicle.

(First modification)
Next, a first modification of the third embodiment will be described. In this modification, the direction indicator control unit 34 displays the operation content of the direction indicator 36 on the in-meter display means 37 even when the direction indicator 36 is automatically operated. Thereby, the merging support apparatus can inform the driver of the vehicle P of the timing for operating the direction indicator 36, and the driver of the vehicle P can learn the timing for operating the direction indicator 36. It is possible to learn preparations and attitudes necessary for the merge operation, and to learn how much of one's own driving ability should be used for the merge operation.

(Second modification)
Next, a second modification of the third embodiment will be described. In the present modification, the merging support apparatus displays in-meter display means that the direction indicator 36 has been operated before the automatic operation is performed when the driver operates the direction indicator 36 at the time of step ST306. 37, and when the driver operates the direction indicator 36 at the time of step ST317 or step ST318, the fact that the direction indicator 36 has been operated after the automatic operation has been performed, and the automatic operation has started. An interval between the detected time point and the time point when the driver operates the direction indicator 36 is displayed on the in-meter display means 37. Thus, the driver can grasp that the direction indicator 36 can be operated as usual in the former case, and the normal operation timing and the self operation timing in the latter case. It is possible to grasp that the deviation has occurred and the gap interval.

(Third Modification)
Next, a third modification of the third embodiment will be described. In this modification, the merging support device automatically performs the other operation when the driver performs only one of the on / off operations of the direction indicator 36. Thereby, the merging support apparatus according to this modification can perform the on / off operation of the direction indicator 36 more reliably than the merging support apparatus described above.

  Needless to say, this embodiment may be changed without departing from the spirit of the present invention. For example, the first to third embodiments may be combined. The speaker 9 may be a buzzer.

It is a block diagram which shows an example of a merge assistance area | region. It is a block diagram which shows an example of a confluence | merging assistance apparatus. It is a flowchart which shows the procedure of the process by a confluence | merging assistance apparatus. It is a block diagram which shows an example of a confluence | merging assistance apparatus. It is a flowchart which shows the procedure of the process by a confluence | merging assistance apparatus. It is a block diagram which shows an example of a merge assistance area | region. It is a block diagram which shows an example of a confluence | merging assistance apparatus. It is a flowchart which shows the procedure of the process by a confluence | merging assistance apparatus. It is a flowchart which shows the procedure of the process by a confluence | merging assistance apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... ETC receiver 2 ... GPS receiver 3 ... DGPS receiver 4 ... Map database 5 ... Cell-phone 6 ... Car navigation 7 ... Monitor 8 ... Voice synthesis part 9 ... Speaker 10 ... Vehicle control part 11 ... Vehicle speed sensor 12 ... Steering Angle sensor 13 ... Engine control unit 14 ... Shift mode changeover switch 15 ... Mission control unit 16 ... Accelerator pedal opening sensor 17 ... Accelerator pedal load vibration control unit 18 ... Brake pedal opening sensor 19 ... Vibration means 20 ... Confluence support control unit DESCRIPTION OF SYMBOLS 21 ... Arrival vehicle speed prediction estimation means 22 ... Arrival vehicle speed determination means 23 ... Various vehicle control means 24 ... Confluence driving record learning means 32 ... Main line vehicle speed information provision means 33 ... Vehicle congestion information provision means 71 ... Warning display part 72 ... Head up display

Claims (28)

In the merging support device that performs the merging support necessary for the own vehicle to merge from the acceleration lane to the main line,
Distance measuring means for measuring the acceleration lane arrival distance from the current position of the own vehicle to the start point of the acceleration lane;
Traveling state measuring means for measuring the traveling state of the own vehicle;
Based on the acceleration lane reach distance and the traveling state of the host vehicle, a predicted speed calculation unit that calculates a predicted predicted speed at arrival when the host vehicle reaches the start point of the acceleration lane;
A merging support apparatus comprising: support information notification means for notifying the support information corresponding to the predicted arrival speed before the vehicle reaches the start point of the acceleration lane. In the merging support device according to claim 1,
Target speed setting means for setting a target speed upon arrival that the host vehicle needs to have when the host vehicle reaches the start point of the acceleration lane in order for the host vehicle to merge from the acceleration lane to the main line;
Comparison means for comparing the target speed at arrival and the predicted speed at arrival,
The support information is a merge support device corresponding to the result of the comparison. In the merging support device according to claim 2,
The target speed setting means is a merging support device for setting the design speed of the main line to the target speed at arrival. In the merging support device according to claim 2,
Main line vehicle speed information providing means for acquiring speed limit information of the main line and average speed information of other vehicles traveling on the main line,
The target speed setting means is a merging support apparatus that sets the target speed upon arrival based on the speed limit information and the average speed information. In the merging support device according to claim 2,
Vehicle congestion information providing means for obtaining traffic information of the main line,
The target speed setting means is a merging support device that sets the target speed at arrival based on the traffic information. In the merging support device according to any one of claims 2 to 5,
The predicted speed calculation means is a merging support apparatus that calculates a predicted speed at arrival based on a model acceleration set at the time of designing the acceleration lane. In the merging support device according to any one of claims 2 to 6,
A driving history of a driver of the own vehicle is recorded, and a driving correspondence learning model learning means for learning a driving correspondence model based on the driving history is provided,
The predicted speed calculation means is a merging support device that calculates the predicted speed at arrival based on the driver-compatible driving model. In the merging support device according to claim 7,
The driver corresponding driving model is a merging support apparatus including a success example and a failure example of the merging. In the merging support device according to any one of claims 2 to 8,
Model storage means for storing a general body model and a general driving model,
The predicted speed calculation means identifies a general body model and a general driving model corresponding to the driver of the host vehicle, and calculates the predicted predicted speed at arrival based on the specified general body model and the general driving model. apparatus. In the confluence | merging assistance apparatus of any one of Claims 2-9,
Reaching vehicle speed determination means for determining a support start condition that the target speed at arrival is larger than the predicted speed at arrival;
The support information notification unit is a joining support device that notifies the support information only when the support start condition is satisfied. The merging support device according to claim 10,
A merging support apparatus comprising vehicle control means for changing the state of the host vehicle to a state where acceleration is easier than in the current state. In the merging support device according to claim 11,
When the acceleration lane reach distance is within a preset first reference distance and the support start condition is satisfied, the support information notification unit of the support information notification unit and the vehicle control unit Only works
When the acceleration lane reaching distance is within a preset second reference distance and the support start condition is satisfied, the vehicle control means is activated,
The first reference distance is a merging support device that is longer than the second reference distance. In the merging support apparatus according to claim 12,
The merging support apparatus, wherein the first reference distance is substantially 350 (m), and the second reference distance is substantially 70 (m). In the merging support device according to any one of claims 11 to 13,
The support information notifying unit is a joining support device that notifies that the vehicle control unit is activated before a first predetermined time when the vehicle control unit is activated. In the merge assistance apparatus of any one of Claims 1-14,
The support information notification unit is a joining support device that notifies the support information to any one of a visual sense, an auditory sense, and a tactile sense of a driver of the own vehicle. In the merging support device according to claim 15,
The support information notification means is a merging support device that notifies the support information in a multimodal manner to two or more senses among the sense of sight, hearing, and touch of the driver of the vehicle. In the confluence | merging assistance apparatus of any one of Claims 1-16,
The direction in which the direction indicator of the host vehicle is turned on when the driver of the vehicle is predicted to be able to see other vehicles traveling on the main line before the host vehicle enters the acceleration lane. A merging support device comprising automatic indicator operation means. The merge support device according to claim 17, wherein
Acceleration lane arrival time calculating means for calculating an acceleration lane arrival time from the current time point to the time when the host vehicle reaches the start point of the acceleration lane based on the acceleration lane arrival distance and the traveling state of the host vehicle When,
A viewable distance for calculating a viewable distance by which a driver of the own vehicle can visually recognize another vehicle traveling on the main line among the distances from the own vehicle entering the start point of the acceleration lane to the start point of the acceleration lane A calculation means;
A direction indicator operation start time calculating means for calculating a direction indicator operation start time by dividing the visible distance by the predicted arrival speed, and
The direction indicator automatic operation means is a merging support device that turns on the direction indicator of the host vehicle when the acceleration lane arrival time becomes equal to or shorter than the direction indicator operation start time. The merging support apparatus according to claim 18,
The turn indicator automatic operation means is a merging support device that turns off the turn indicator of the host vehicle when the host vehicle is predicted to start traveling on the main line. In the merging support device according to claim 18 or 19,
Road shape acquisition means for acquiring road shape information related to the road shape around the acceleration lane,
The viewable distance calculating means is a merging support device that calculates the viewable distance based on the road shape information. In the merging support device according to any one of claims 18 to 20,
Vehicle congestion information providing means for obtaining traffic information of the main line,
The direction indicator operation start time calculation means is a merging support device that calculates the direction indicator operation start time based on the traffic information of the main line. In the merging support device according to any one of claims 18 to 21,
Provided with automatic control switching operation means that can be turned on and off by the driver of the vehicle,
The direction indicator automatic operation means operates when the automatic control switching operation means is turned on, and stops when the automatic control switching operation means is turned off. In the merging support apparatus according to any one of claims 18 to 22,
The direction indicator automatic operation means is a merging support device that performs the predetermined operation only when the driver of the own vehicle does not perform the predetermined operation on the direction indicator of the own vehicle. In the merging support device according to any one of claims 18 to 23,
Manual operation presence / absence determining means for determining a manual operation condition that the driver of the own vehicle has turned on the direction indicator of the own vehicle;
The direction indicator operation start time calculating means shortens the direction indicator operation start time calculated this time by a second predetermined time when the manual operation condition is satisfied in the previous process, When the manual operation condition is not satisfied, the merging support device for increasing the direction indicator operation start time calculated this time for a third predetermined time. In the merging support device according to claim 24,
When the driver of the host vehicle turns on the turn indicator of the host vehicle before the turn indicator automatic operation means turns on the turn indicator, or the turn indicator automatic operation means moves the turn indicator When the driver of the own vehicle turns on the direction indicator of the own vehicle after turning on the vehicle, a merging support device is provided with operation state notifying means for notifying the driver of the own vehicle to that effect. In the confluence | merging assistance apparatus of any one of Claims 18-25,
When the driver of the host vehicle operates the direction indicator of the host vehicle, the operating state of the direction indicator is notified to the driver of the host vehicle, and when the direction indicator automatic operation means operates, A merging support apparatus comprising operation state notifying means for stopping notification of an operation state of the direction indicator. The merging support apparatus according to claim 26,
The operation state notifying means indicates that when the direction indicator automatic operation means is operated, the direction indicator automatic operation means is operated at the time when the host vehicle is predicted to start traveling on the main line. A merging support device that informs the driver of the vehicle. In the merging support method for providing merging support necessary for the own vehicle to merge from the acceleration lane to the main line,
Measuring the acceleration lane reach from the current position of the vehicle to the start point of the acceleration lane;
Measuring the running state of the vehicle,
Based on the acceleration lane reach distance and the traveling state of the host vehicle, calculating a predicted arrival speed predicted to be possessed when the host vehicle reaches the start point of the acceleration lane;
A merging support method comprising: notifying the support information corresponding to the predicted arrival speed before the vehicle reaches the start point of the acceleration lane.

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