JP2009075754A - Travel position determination device and travel support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel position determination device and a travel support device capable of determining a travel position of a vehicle in a lane width direction with a simple configuration.
A travel position determination device and a travel support device according to the present invention include a signal reception unit that receives a radio signal from a roadside transmitter that transmits a radio signal toward a travel lane that is a lane in which the vehicle travels. Based on the reception status of the signal receiving means, the traveling position of the vehicle with respect to the width direction of the lane can be determined. For this reason, a complicated configuration including a camera, a radar, etc. is not required, and the travel position of the vehicle in the lane width direction is determined with a simple configuration, and the vehicle travels in the center in the lane width direction based on the determination result. Can help.
[Selection] Figure 1

Description

  The present invention relates to a travel position determination device and a travel support device using the travel position determination device.

2. Description of the Related Art Conventionally, a travel route display device that can acquire information according to a travel lane of a vehicle by performing transmission / reception with respect to a roadside transmitter provided corresponding to the lane has been disclosed (for example, Patent Document 1). In addition, the travel route display device determines the travel position of the vehicle as the position of the roadside transmitter that is transmitting and receiving.
JP-A-8-86662

  By the way, many travel support devices are currently being developed to assist the vehicle traveling in the center of the lane. Since these travel support devices cause the vehicle to travel in the center of the lane, it is necessary to determine the travel position of the vehicle in the lane width direction.

  In the travel route display device described in Patent Document 1, the lane on which the vehicle is traveling is recognized based on the position of the roadside transmitter that the vehicle is transmitting and receiving. However, since the position of the roadside transmitter is handled as the traveling position of the vehicle regardless of the traveling position of the vehicle in the lane width direction, it cannot be used in the traveling support device.

  Further, as a means for determining the travel position of the vehicle in the lane width direction, the position of the road white line is recognized using a camera or a radar provided in the vehicle, and the travel position of the vehicle is determined based on the position of the road white line. There is. However, such a traveling position determination means has a problem that a complicated configuration including a camera and a radar is required.

  Therefore, an object of the present invention is to provide a travel position determination device and a travel support device that can determine the travel position of a vehicle in the lane width direction with a simple configuration.

  A traveling position determination device according to the present invention includes a signal receiving unit that is provided in a vehicle and that receives a wireless signal from a roadside transmitter that transmits a wireless signal toward a traveling lane that is a lane on which the vehicle travels, and a signal receiving unit And position determination means for determining a traveling position of the vehicle with respect to the width direction of the lane based on the reception state.

  In the travel position determination device according to the present invention, the travel position of the vehicle in the lane width direction can be determined from the reception status of the signal receiving means that receives a radio signal. Therefore, it is possible to determine the travel position of the vehicle in the lane width direction with a simple configuration without requiring a complicated configuration including a camera and a radar.

  Here, the signal receiving means is a range in which the roadside transmitter receives the adjacent lane radio signal from the adjacent roadside transmitter that transmits the adjacent lane radio signal toward the adjacent lane adjacent to the traveling lane, and the roadside transmitter transmits the radio signal. The transmission range and the adjacent transmission range in which the adjacent roadside transmitter transmits the adjacent wireless signal overlap each other, and the position determination unit overlaps the range in which the vehicle overlaps the transmission range and the adjacent transmission range. When entering the transmission range, the traveling position can be determined according to the degree of overlap between the wireless signal and the adjacent wireless signal.

  The roadside transmitter provided corresponding to the lane is difficult to accurately determine the transmission range of the radio signal, and there is an overlapping transmission range in which the transmission ranges of the roadside transmitters adjacent to each other overlap on the road of the multilane. Therefore, the travel position determination device according to the present invention receives a radio signal in the travel lane and an adjacent radio signal in the adjacent lane on a multi-lane road, and the vehicle according to the degree of overlap between the radio signal and the adjacent lane radio signal. By determining the travel position, the accuracy of travel position determination in the lane width direction can be increased.

  Moreover, a position determination means can be set as the aspect which determines with a driving | running | working position approaching the boundary line of a lane and an adjacent lane, so that an overlapping degree is high. The transmission range of the roadside transmitter is, for example, an elliptical range having a center point at the center of the traveling lane. Similarly, the adjacent transmission range of the adjacent roadside transmitter forms an elliptical range having a center point at the center of the adjacent lane. In addition, the overlapping transmission range, which is a range where the transmission range and the adjacent transmission range overlap, forms a substantially elliptical range having a center on the boundary line. For this reason, the vehicle approaches the center of the overlapping transmission range as the traveling position approaches the boundary line. Moreover, the signal receiving means provided in the vehicle receives the wireless signal and the adjacent wireless signal in an overlapping state as the distance from the center of the overlapping transmission range becomes closer. For this reason, the position determination means can determine that the vehicle is approaching the boundary line on a multi-lane road.

  Further, the radio signal and the adjacent lane radio signal are signals each having data in a frame unit, and the position determination means is based on the number of frames received by the signal receiving means from the radio signal and the adjacent lane radio signal. It can be set as the aspect which judges a duplication degree.

  When the driving position of the vehicle is approaching the boundary line, the signal receiving means receives data from the roadside transmitter corresponding to the driving lane in units of frames, and simultaneously receives data from the adjacent roadside transmitter corresponding to the adjacent lane. Receive in frames. For this reason, by determining the degree of overlap based on the number of frames received redundantly from the roadside transmitter and the adjacent roadside transmitter, the accuracy of travel position determination in the lane width direction on a multilane road is increased. Can do.

  Alternatively, the position determination unit may determine the degree of overlap based on the radio signal received by the signal reception unit and the strength of the adjacent lane radio signal received by the signal reception unit. The signal receiving means receives the radio signal from the roadside transmitter corresponding to the traveling lane when the traveling position of the vehicle approaches the boundary line, and also receives the adjacent radio signal from the adjacent roadside transmitter corresponding to the adjacent lane. Receive. Further, the strength of the radio signal and the adjacent radio signal is attenuated according to the distance from each transmitter. For this reason, by determining the degree of overlap based on the strengths of the radio signal and the adjacent radio signal, it is possible to increase the accuracy of determination of the travel position in the lane width direction on a multi-lane road.

  Moreover, the transmission condition acquisition means which acquires the transmission condition of a road survey transmitter is further provided, and a position determination means can be set as the aspect which determines a driving | running | working position based on the comparison with a transmission condition and a reception condition. The difference between the transmission state and the reception state of the radio signal is greatly influenced not only by the specifications of the transmission device and the reception device but also by the distance between the transmission device and the reception device. For example, in a lane where the roadside transmitter is installed above the center of the lane, when the vehicle is traveling off the center of the lane compared to when the vehicle is traveling in the center of the lane, Increases the distance to the transmitter. As the distance between the vehicle and the roadside transmitter increases, the signal receiving means becomes difficult to receive a radio signal. For this reason, by comparing the transmission state and the reception state of the radio signal, it is possible to increase the accuracy of the traveling position determination in the lane width direction on the single lane road.

  The transmission status acquisition means acquires the number of transmission frames that is the number of frames of the radio signal transmitted from the roadside transmitter, and the signal reception means detects the number of received frames that is the number of frames of the received radio signal, The position determination means may be configured to determine that the traveling position is farther from the center in the width direction of the traveling lane as the number of received frames is smaller than the number of transmitted frames. For example, in a lane where the roadside transmitter is installed above the center of the lane, when the vehicle is traveling off the center of the lane compared to when the vehicle is traveling in the center of the lane, Increases the distance to the transmitter. As the distance between the vehicle and the roadside transmitter increases, the signal receiving means is less likely to receive a radio signal, and therefore the number of frames that can be detected by the vehicle decreases. For this reason, it can be determined that the traveling position is farther from the center in the width direction of the traveling lane on a single lane road as the number of received frames is smaller than the number of transmission frames.

  Alternatively, the transmission status acquisition means acquires the transmission intensity that is the intensity of the radio signal transmitted from the roadside transmitter, the signal reception means detects the reception intensity that is the intensity of the received radio signal, and the position determination means The aspect in which the traveling position is determined to be farther from the center in the width direction of the traveling lane as the reception intensity is weaker than the transmission intensity can be adopted. For example, in a lane where the roadside transmitter is installed above the center of the lane, when the vehicle is traveling off the center of the lane compared to when the vehicle is traveling in the center of the lane, Increases the distance to the transmitter. The strength of the radio signal is attenuated according to the distance from the roadside transmitter. For this reason, it can be determined that the traveling position is farther from the center in the width direction of the traveling lane on a single lane road as the reception intensity is weaker than the transmission intensity.

  A travel support device according to the present invention is provided in a vehicle and supports travel of the vehicle. Based on the determination result of the travel position determination device according to any one of claims 1 to 8, The vehicle is supported so as to travel in the center in the lane width direction. In the travel support device according to the present invention, it is possible to determine the travel position in the lane width direction with a simple configuration and assist the vehicle travel in the center in the lane width direction.

  ADVANTAGE OF THE INVENTION According to this invention, the driving position determination apparatus and driving assistance device which determine the driving position of the vehicle in a lane width direction can be provided with a simple configuration.

  The travel support apparatus of the present invention receives a radio signal from a roadside transmitter that transmits a radio signal toward a lane, determines the travel position of the vehicle in the lane width direction based on the reception status of the radio signal, and Based on the determination result of the travel position of the vehicle in the width direction, assistance is provided so that the vehicle travels in the center in the lane width direction. In the following embodiments, a roadside transmitter is provided corresponding to a lane, a beacon that transmits a radio signal including data such as traffic information according to the lane, and provided for each broadcasting region. An FM multiplex broadcasting station that is a broadcasting station that broadcasts traffic-related information and the like corresponding to the above will be described.

  Hereinafter, a first embodiment of a travel support device of the present invention will be described with reference to the drawings. In the description of the drawings, the same or corresponding elements are denoted by the same reference numerals, and redundant description is omitted.

  FIG. 1 is a block configuration diagram of a travel support apparatus according to the present embodiment. As shown in FIG. 1, the travel position determination device includes a travel support ECU 1. The driving support ECU 1 includes a CPU (Central Processing Unit) that performs arithmetic processing, a ROM (Read Only Memory) and a RAM (Random Access Memory) serving as a storage unit, an input signal circuit, an output signal circuit, a power supply circuit, and the like. .

  A direction indicator sensor 2, a steering angle sensor 3, a line-of-sight recognition device 4, and a navigation system 5 are connected to the travel support ECU 1. In addition, a signal receiving device 10, a transmission status receiving device 11, and an information providing device 12 are connected to the driving support ECU 1. The travel support ECU 1 includes a support necessity determination unit 21, a road condition recognition unit 22, and a travel position determination unit 23.

  The direction indicator sensor 2 is a sensor that is provided on the direction indicator lever of the vehicle and detects the operating state of the direction indicator. The direction indicator sensor 2 transmits the detected operating state of the direction indicator as a direction indicator signal to the assistance necessity determination unit 21 in the driving assistance ECU 1. The steering angle sensor 3 is a sensor that is provided on the steering shaft of the vehicle and detects the steering angle input from the steering wheel. The steering angle sensor 3 transmits the detected steering angle as a steering signal to the assistance necessity determination unit 21 in the travel assistance ECU 1.

  The line-of-sight recognition device 4 includes a camera and an image processing device. The camera in the line-of-sight recognition device 4 is provided in the driver's seat of the vehicle and images the driver's head. The image processing apparatus in the line-of-sight recognition apparatus 4 recognizes line-of-sight information such as the direction of the driver's line of sight by processing an image of the driver's head captured by the camera. The line-of-sight recognition device 4 transmits the recognized line-of-sight information as a line-of-sight signal to the assistance necessity determination unit 21 in the driving assistance ECU 1.

  The navigation system 5 includes an information recording unit in which road map information is recorded. The navigation system 5 uses the recorded road map information and GPS (Global Positioning System) to recognize the position of the vehicle on the road map and the traveling road that is the road on which the vehicle is currently traveling. In addition, the navigation system 5 records the number of lanes, lane widths, and roadside zones in the information recording unit as road map information, and acquires the number of lanes, lane widths, and roadside zones on the recognized driving road. To do. The navigation system 5 transmits the acquired number of lanes of the traveling road, the lane width, the presence / absence of the roadside zone, and the recognized vehicle position to the assistance necessity determination unit 21 in the traveling assistance ECU 1 as a road position signal.

  The first beacon 6 is a roadside transmitter / receiver provided in a travel lane that is a lane in which a vehicle travels on a multi-lane road, and the second beacon 7 is adjacent to the travel lane on a multi-lane road. It is a roadside transceiver installed in the adjacent lane. The third beacon 8 is a roadside transmitter / receiver provided in a traveling lane that is a lane on which a vehicle travels on a single-lane road.

  The first beacon 6, the second beacon 7, and the third beacon 8 are performing two-way communication with the vehicle. Hereinafter, the first beacon 6, the second beacon 7, and the third beacon 8 will be described with reference to FIGS. FIG. 2 is a perspective view showing a transmission range of beacons on a multi-lane road, and FIG. 3 is a perspective view showing a transmission range of beacons on a single-lane road.

  As shown in FIG. 2, the first beacon 6 is provided 5 m or more away from the lane surface at the upper center in the width direction of the travel lane L1 that is the lane in which the vehicle M travels. A radio signal is transmitted toward the center. In addition, the second beacon 7 is provided at a distance of 5 m or more from the lane surface above the center in the width direction of the adjacent lane R1 adjacent to the travel lane L1, and is a radio signal directed to the center in the width direction of the adjacent lane R1. A certain adjacent radio signal is transmitted.

  Further, as shown in FIG. 2, the first beacon 6 transmits a radio signal in a range indicated as a transmission range A, and the second beacon 7 transmits an adjacent radio signal in a range indicated as an adjacent transmission range B. Furthermore, between the transmission range A and the adjacent transmission range B, there is an overlapping transmission range C that is a range where the transmission range A and the adjacent transmission range B overlap. The overlapping transmission range C exists around a boundary line T that is a boundary between the traveling lane L1 and the adjacent lane R1. The wireless signal transmitted by the first beacon 6 and the adjacent wireless signal transmitted by the second beacon 7 are signals having data in units of frames.

  Further, as shown in FIG. 3, the third beacon 8 is provided 5 m or more away from the lane surface at the upper center in the width direction of the travel lane L2, which is the lane on which the vehicle M travels, and the width of the travel lane L2 A single lane radio signal that is a radio signal directed toward the center of the direction is transmitted. The third beacon 8 transmits a single lane radio signal in a range indicated as a single lane transmission range D, and this single lane radio signal is a signal having data in units of frames.

  The FM multiplex broadcasting station 9 in FIG. 1 is a broadcasting station that broadcasts traffic-related information including beacon-related information such as the position, specifications, and transmission status of all beacons in the broadcast area. The FM multiplex broadcasting station 9 transmits beacon related information as a beacon related signal.

  The signal receiving device 10 is provided in the upper part of the vehicle and receives a radio signal transmitted by the first beacon 6, an adjacent radio signal transmitted by the second beacon 7, and a single lane radio signal transmitted by the third beacon 8. To do. The signal receiving device 10 transmits the received radio signal, adjacent radio signal, and single lane radio signal to the travel position determination unit 23 in the travel support ECU 1 as received signals.

  The transmission status receiving device 11 is provided in the upper part of the vehicle and receives a beacon related signal transmitted from the FM multiplex broadcasting station 9. The transmission status receiving device 11 transmits the received beacon-related signal to the travel position determination unit 23 in the travel support ECU 1.

  The assistance necessity determination unit 21 in the driving assistance ECU 1 accumulates the behavior of the steering angle and the change in the line-of-sight information when the driver has changed the lane before as the lane change data. The necessity determination part 21 for assistance is the direction indicator signal transmitted from the direction indicator sensor 2, the steering signal transmitted from the steering angle sensor 3, the line-of-sight signal transmitted from the line-of-sight recognition device 4, and the accumulated lane change data. Based on this, it is determined whether or not the vehicle is changing lanes. The support necessity determination unit 21 determines whether it is necessary to perform driving support based on the determination result of whether or not the vehicle is changing lanes, and transmits a support start signal to the road condition recognition unit 22. .

  The road situation recognition unit 22 in the travel support ECU 1 is the road on which the vehicle is currently traveling based on the road position signal transmitted from the navigation system 5 when the support start signal is transmitted from the support necessity determination unit 21. It is determined whether the traveling road is a double lane or a single lane. When it is determined that the traveling road is a double lane, the road condition recognition unit 22 transmits the position of the vehicle, the number of lanes of the traveling road, the lane width, and the presence or absence of a roadside band to the traveling position determination unit 23 as a double lane signal. Further, when it is determined that the traveling road is a single lane, the road condition recognition unit 22 transmits the vehicle position, the lane width of the traveling road, and the presence or absence of a roadside band to the traveling position determination unit 23 as a single lane signal.

  The travel position determination unit 23 in the travel support ECU 1 receives the first beacon 6 and the second beacon based on the reception signal transmitted from the signal receiving device 10 when a multi-lane signal is transmitted from the road condition recognition unit 22. 7 is determined whether or not there is an overlapping frame that is a frame received redundantly. The traveling position determination unit 23 determines whether the traveling position of the vehicle deviates from the center in the lane width direction toward the adjacent lane R1 based on the determination result of the presence or absence of overlapping frames.

  The traveling position determination unit 23 stores a vehicle width that is the width of the vehicle in advance. Further, the traveling position determination unit 23 uses a departure threshold value used for determining how far the vehicle departs from the center in the lane width direction, the lane width of the traveling road, the presence / absence of a roadside zone, and the stored vehicle width, A deviation threshold map that is a map showing the relationship is stored in advance. The traveling position determination unit 23 sets a departure threshold value using the stored departure threshold value map.

  Further, the traveling position determination unit 23 calculates the number of overlapping frames, which is the number of overlapping frames, and the traveling position of the vehicle M is determined in the traveling lane width direction based on the calculated number of overlapping frames and the set deviation threshold. The degree of deviation from the center is determined, and a warning signal or an information providing signal is transmitted to the information providing apparatus 12 based on this determination.

  Further, when a single lane signal is transmitted from the road condition recognition unit 22, the traveling position determination unit 23 is based on the number of frames transmitted by the third beacon 8 based on the reception signal transmitted from the signal reception device 10. A certain number of transmission frames and the number of received frames that are the number of frames received by the signal receiving apparatus 10 are acquired. The traveling position determination unit 23 determines whether or not the acquired number of transmission frames matches the number of reception frames. The traveling position determination unit 23 determines whether or not the traveling position of the vehicle may deviate from the center in the lane width direction based on the determination result of whether or not the number of transmission frames and the number of reception frames match. Judging.

  In addition, the traveling position determination unit 23 stores, as beacon data, information on beacons that have been determined to match the number of transmission frames and the number of reception frames in the past, and whether the third beacon 8 is included in the stored beacon data. Determine whether or not. The traveling position determination unit 23 determines whether or not the traveling position of the vehicle is likely to deviate from the center in the lane width direction based on the determination result of whether or not the third beacon 8 is included in the beacon data. Then, a single lane information providing signal is transmitted to the information providing device 12.

  When the information providing device 12 is provided on the instrument panel and receives a warning signal from the travel position determination unit 23, the information provision device 12 alerts the driver and receives the information provision signal from the travel position determination unit 23. In the event of a failure, information will be provided to the driver. Further, when a single lane information provision signal is transmitted from the traveling position determination unit 23, the information provision device 12 provides information on a single lane to the driver.

  The process of the driving assistance device in 1st embodiment which has the above structure is demonstrated with reference to drawings. FIG. 5 is a flowchart showing the steps of the driving support device in the first embodiment.

  First, the assistance necessity determination unit 21 in the driving assistance ECU 1 determines whether or not the vehicle M is changing lanes (S1). Here, when the vehicle is changing lanes, it is considered that the driver is not going to travel in the center of the lane, so there is no need for travel support for assisting in traveling in the center of the travel lane width direction. Therefore, it can be determined whether or not driving support is necessary by determining whether or not the lane is being changed.

  Whether the lane is being changed is determined by determining the direction indicator signal transmitted from the direction indicator sensor 2, the steering signal transmitted from the steering angle sensor 3, the line-of-sight signal transmitted from the line-of-sight recognition device 4, and the lane. Based on the change data, a predetermined lane change determination process is performed. Specifically, the support necessity determination unit 21 determines that the vehicle M is changing lanes when the direction indicator is operating or when the behavior of the steering angle and the change in the line-of-sight information match the lane change data. It is determined that Further, the support necessity determination unit 21 determines that the vehicle M is not changing the lane when the direction indicator is not in operation and the behavior of the steering angle and the change in the line-of-sight information do not match the lane change data. To do. As a result, when it is determined that the vehicle M is changing lanes, the support necessity determination unit 21 determines that there is no need for driving support and ends the processing.

  On the other hand, when it is determined that the vehicle M is not changing lanes, the support necessity determination unit 21 determines that traveling support is necessary and transmits a support start signal to the road condition recognition unit 22. The road condition recognition unit 22 in the driving support ECU 1 receives the position of the vehicle M on the road map based on the road position signal transmitted from the navigation system 5 when the support start signal is transmitted from the support necessity determination unit 21. And a traveling road that is a road on which the vehicle M is traveling. Similarly, the road condition recognition unit 22 recognizes the number of lanes, the lane width, and the presence or absence of a roadside zone on the traveling road based on the road position signal transmitted from the navigation system 5.

  The road situation recognition unit 22 determines whether the traveling road is a double lane or a single lane based on the recognized number of lanes on the traveling road (S2). When the road condition recognition unit 22 determines that the traveling road is a double lane, the road position recognition unit 22 uses the recognized position of the vehicle M, the number of lanes of the traveling road, the lane width, and the presence or absence of a roadside band as a double lane signal to the traveling position determination unit 23 Send.

  The travel position determination unit 23 in the travel support device 1 is configured to perform the first operation based on the reception signal transmitted from the signal reception device 10 when the multi-lane signal is transmitted from the road condition recognition unit 22 to the travel position determination unit 23. It is determined whether or not there is an overlapping frame that is a frame received from the beacon 6 and the second beacon 7 (S3). Here, referring to FIG. 2, the signal receiving apparatus 10 receives the radio signal and the adjacent radio signal in an overlapping manner only when the vehicle M deviates from the center in the traveling lane width direction and enters the overlapping transmission range C. When the vehicle M has not entered the overlapping transmission range C, the wireless signal and the adjacent wireless signal are not received redundantly. For this reason, it can be determined whether or not the traveling position of the vehicle M has deviated from the center in the lane width direction toward the adjacent lane R1 based on the presence or absence of the received overlapping frame. As a result, when it is determined that there is no overlapping frame, the traveling position determination unit 23 determines that the traveling position of the vehicle M has not deviated from the center in the traveling lane width direction, and ends the process.

  On the other hand, when determining that there is an overlapping frame, the traveling position determination unit 23 calculates the number of overlapping frames, which is the number of overlapping frames, based on the received signal transmitted from the signal receiving device 10 (S4). Subsequently, the traveling position determination unit 23 recognizes the lane width of the traveling road and the presence / absence of the roadside band based on the double lane signal transmitted from the road condition recognition unit 22. The traveling position determination unit 23 sets a departure threshold value based on the recognized lane width and the presence or absence of a roadside band, and the stored vehicle width and departure threshold map.

  Subsequently, the traveling position determination unit 23 determines whether or not the calculated number of overlapping frames is equal to or greater than a set departure threshold value (S5). Referring to FIG. 2, as the traveling position of the vehicle M deviates from the center in the traveling lane width direction toward the adjacent lane R1, the traveling position of the vehicle M approaches the center of the overlapping transmission range C. It becomes easy to receive the signal and the adjacent wireless signal in an overlapping manner. Since the number of overlapping frames increases as the signal receiving device 10 easily receives the radio signal and the adjacent radio signal in an overlapping manner, how much the traveling position of the vehicle M deviates from the center in the traveling lane width direction. The determination can be made based on the number of overlapping frames. As a result, when the traveling position determination unit 23 determines that the number of overlapping frames is greater than or equal to the departure threshold value, the traveling position determination unit 23 determines that the vehicle M has greatly deviated from the center in the traveling lane width direction, and informs the information providing device 12. Send a reminder signal. In addition, when the traveling position determination unit 23 determines that the number of overlapping frames is less than the departure threshold value, the traveling position determination unit 23 determines that the vehicle M is slightly deviated from the center in the traveling lane width direction, and informs the information providing device 12 of the information. Send the offer signal.

  When the information providing device 12 receives the alert signal from the travel position determination unit 23, the information provider 12 alerts the driver (S6). Moreover, the information provision apparatus 12 provides information with respect to a driver, when the information provision signal is transmitted from the traveling position determination part 23 (S7).

  Here, Table 1 shown below is a table showing auditory stimuli and visual stimuli given to the driver at the time of alerting, information provision, and single-lane information provision performed by the information provision device 12, and FIG. It is an icon used by the information providing device 12 for alerting, providing information, and providing information on a single lane. The information providing device 12 emits a warning sound as an auditory stimulus and displays the icon shown in FIG. 4 on the instrument panel as a visual stimulus.

  As shown in Table 1, the information providing device 12 displays an icon on the instrument panel and issues a warning sound in the vehicle when alerting that the vehicle M is greatly deviated from the center in the traveling lane width direction. It emits as a continuous sound. Further, when providing information that the vehicle M is slightly deviated from the center in the traveling lane width direction, the information providing device 12 displays an icon on the instrument panel and emits a warning sound as a single sound in the vehicle. In addition, the information providing apparatus 12 does not emit a warning sound and does not display an icon during normal times.

  As described above, in the driving support device according to the present embodiment, the vehicle in the lane width direction is based on the number of overlapping frames that is the number of frames received from the first beacon 6 and the second beacon 7 in an overlapping manner. By determining the traveling position of M, it is possible to assist the vehicle M traveling in the center of the traveling lane width direction on a multi-lane road.

  In step S2, when the road situation recognition unit 22 determines that the traveling road is a single lane, the road situation recognition unit 22 recognizes the position of the recognized vehicle M, the number of lanes of the traveling road, the lane width, and the roadside band. The presence / absence is transmitted as a single lane signal to the traveling position determination unit 23.

  When a single lane signal is transmitted from the road condition recognition unit 22, the traveling position determination unit 23 acquires the position of the vehicle M on the road map based on the road position signal transmitted from the navigation system 5. The traveling position determination unit 23 identifies the third beacon 8 that is closest to the vehicle M based on the acquired position of the vehicle M on the road map and the beacon related signal transmitted from the transmission status receiving device 11. Then, the number of transmission frames that is the number of frames transmitted by the specified third beacon 8 is acquired.

  Further, the traveling position determination unit 23 detects the number of received frames that is the number of frames received by the signal receiving device 10 based on the received signal transmitted from the signal receiving device 10. The traveling position determination unit 23 compares the acquired number of transmission frames with the detected number of received frames (S8).

  Subsequently, the traveling position determination unit 23 determines whether or not the number of transmission frames matches the number of reception frames (S9). Here, the third beacon 8 transmits a single lane radio signal toward the center in the width direction of the travel lane L2. For this reason, a single-lane radio signal having data in frame units is easier to receive as the travel position of the vehicle M is closer to the center in the travel lane width direction, and is received as the travel position of the vehicle M is farther from the center in the travel lane width direction. Hard to do. Therefore, the determination as to whether or not the traveling position of the vehicle M may deviate from the center in the traveling lane width direction can be made based on whether or not the number of transmission frames matches the number of reception frames. As a result, when the traveling position determination unit 23 determines that the number of transmitted frames and the number of received frames match, the information about the third beacon 8 is accumulated in the beacon data, and the vehicle M is centered in the traveling lane width direction. It is determined that there is no deviation and the process is terminated. Note that the determination that the number of transmission frames and the number of reception frames match is not limited to the perfect match between the number of transmission frames and the number of reception frames. For example, if the difference between the number of transmitted frames and the number of received frames is within 5% of the number of transmitted frames, it is determined that the number of transmitted frames and the number of received frames match.

  On the other hand, when it determines with the number of transmission frames and the number of receiving frames not matching, the driving | running | working position determination part 23 determines whether the 3rd beacon 8 is contained in the accumulated beacon data (S10). Here, as a cause of the mismatch between the number of transmission frames and the number of reception frames, there is a transmission state abnormality of the third beacon 8 in addition to the traveling position of the vehicle M. If the third beacon 8 is included in the beacon data, the transmission state of the third beacon 8 is highly likely not to be abnormal. If the third beacon 8 is not included in the beacon data, the transmission state of the third beacon 8 is abnormal. It is unknown. For this reason, when the traveling position determination unit 23 determines that the third beacon 8 is not included in the beacon data, the traveling position determination unit 23 determines that the cause of the mismatch between the number of transmission frames and the number of reception frames is unknown, and ends the process. To do.

  On the other hand, when the traveling position determination unit 23 determines that the third beacon 8 is included in the beacon data, the traveling position determination unit 23 determines that the cause of the mismatch between the number of transmission frames and the number of reception frames is the traveling position of the vehicle M. When the transmission frame number does not match the reception frame number and the cause of the mismatch is the traveling position of the vehicle M, the traveling position of the vehicle M deviates from the center in the traveling lane width direction so that it becomes difficult to receive the single lane radio signal. There is a high possibility. Therefore, when the traveling position determination unit 23 determines that the number of transmitted frames and the number of received frames do not match and determines that the cause of the mismatch is the traveling position of the vehicle M, the vehicle M deviates from the center of the lane. A single lane information providing signal is transmitted to the information providing apparatus 12 by determining that there is a high possibility of being in the vehicle.

  When the single lane information providing signal is transmitted from the traveling position determination unit 23, the information providing device 12 provides single lane information to the driver (S11). In addition, as shown in Table 1, the information providing device 12 displays the icon shown in FIG. 4 on the instrument panel when providing information on when the vehicle M is deviating from the center of the lane. To do.

  Thus, in the driving support device according to the present embodiment, the vehicle in the lane width direction is based on the comparison result between the number of frames transmitted by the third beacon 8 and the number of frames received by the signal receiving device 10. By determining the travel position of M, it is possible to assist the vehicle to travel in the center in the lane width direction on a single lane road.

  Next, a second embodiment of the driving support apparatus according to the present invention will be described with reference to the drawings. The second embodiment is different from the first embodiment in that the strength of the radio signal is used instead of the number of frames as a determination criterion for the traveling position of the vehicle M in the traveling position determination unit 23. Moreover, the block block diagram of the driving assistance device in 2nd embodiment is shown by FIG. 1 similarly to 1st embodiment. The configuration other than the travel position determination unit 23 is the same as the configuration of the first embodiment.

  Whether or not the traveling position determination unit 23 in the second embodiment has received the adjacent radio signal based on the reception signal transmitted from the signal receiving device 10 when the multi-lane signal is transmitted from the road condition recognition unit 22. It is determined whether or not the traveling position of the vehicle M has deviated from the center in the lane width direction toward the adjacent lane R1 based on the determination result of whether or not the adjacent radio signal has been received.

  In addition, the traveling position determination unit 23 detects the strength of the received wireless signal and the adjacent wireless signal based on the received signal transmitted from the signal receiving device 10, and determines the detected wireless signal strength and the adjacent wireless signal strength. A signal intensity difference that is a difference between the two is calculated. The traveling position determination unit 23 sets a departure threshold value using a departure threshold map.

  The traveling position determination unit 23 determines how much the traveling position of the vehicle M deviates from the center in the traveling lane width direction based on the calculated signal strength difference and the set departure threshold value. An alerting signal or an information providing signal is transmitted to the information providing apparatus 12.

  When a single lane signal is transmitted from the road condition recognition unit 22, the traveling position determination unit 23 transmits a single lane radio signal transmitted by the third beacon 8 based on the beacon related signal transmitted from the transmission condition receiving device 11. Is obtained, and an allowable strength threshold value is set by subtracting a predetermined value based on the obtained transmission signal strength. The allowable strength threshold value is a threshold value used for determining how much the vehicle M deviates from the center in the traveling lane width direction with respect to the received signal strength. The traveling position determination unit 23 detects the received signal strength that is the strength of the received single-lane radio signal based on the received signal transmitted from the signal receiving device 10.

  The traveling position determination unit 23 determines whether or not the detected received signal strength is equal to or greater than a set allowable strength threshold value. The travel position determination unit 23 determines whether or not the travel position of the vehicle M may deviate from the center in the lane width direction based on the determination result of whether or not the received signal strength is greater than or equal to the allowable strength threshold value. Determine whether.

  In addition, the traveling position determination unit 23 accumulates beacons that have been determined in the past that the received signal strength is equal to or greater than the allowable strength threshold as beacon data, and whether or not the third beacon 8 is included in the beacon data. Determine. The traveling position determination unit 23 determines whether or not the traveling position of the vehicle M is likely to deviate from the center in the lane width direction based on the determination result of whether or not the third beacon 8 is included in the beacon data. The single lane information providing signal is transmitted to the information providing device 12.

  Hereinafter, the process of the driving assistance apparatus in 2nd embodiment is demonstrated with reference to FIG. FIG. 6 is a flowchart showing the steps of the driving support device in the second embodiment.

  As shown in FIG. 6, the assistance necessity determination unit 21 in the driving assistance ECU 1 determines whether or not the vehicle M is changing lanes (S21). If it is determined that the vehicle M is changing lanes, the support necessity determination unit 21 ends the process. If it is determined that the vehicle M is not changing lanes, a support start signal is transmitted to the road condition recognition unit 22. To do. When the assistance start signal is transmitted from the assistance necessity determination unit 21, the road condition recognition unit 22 in the traveling assistance ECU 1 determines whether the traveling road is a double lane or a single lane (S 22). When the road condition recognition unit 22 determines that the travel road is a double lane, the road condition recognition unit 22 transmits a double lane signal to the travel position determination unit 23.

  When the double lane signal is transmitted from the road condition recognition unit 22, the travel position determination unit 23 in the travel support ECU 1 determines whether or not the adjacent radio signal has been received based on the reception signal transmitted from the signal reception device 10. A determination is made (S23). Referring to FIG. 2, the adjacent radio signal can be received only when the vehicle M deviates from the center in the traveling lane width direction and enters the overlapping transmission range C, and the vehicle M does not enter the overlapping transmission range C. If it is not received. Therefore, whether or not the traveling position of the vehicle M deviates from the center in the traveling lane width direction toward the adjacent lane R1 can be determined based on whether or not the adjacent radio signal is received. As a result, when it is determined that the adjacent wireless signal has not been received, the traveling position determination unit 23 determines that the traveling position of the vehicle M has not deviated from the center in the traveling lane width direction toward the adjacent lane R1. finish.

  On the other hand, when it determines with the traveling position determination part 23 having received the adjacent radio signal, based on the received signal transmitted from the signal receiving apparatus 10, a radio signal and an adjacent radio signal are received from the received radio signal and the adjacent radio signal. Detecting the intensity of. The traveling position determination unit 23 calculates a signal strength difference from the detected wireless signal strength and adjacent wireless signal strength (S24).

  Further, the traveling position determination unit 23 sets a departure threshold value based on the double lane signal and the departure threshold map transmitted from the road condition recognition unit 22. The traveling position determination unit 23 determines whether or not the calculated signal strength difference is equal to or greater than a set departure threshold value (S25).

  Here, referring to FIG. 2, the first beacon 6 is provided in the upper center of the traveling lane L1 in the width direction, and the second beacon 7 is provided in the upper center of the adjacent lane R1 in the width direction. ing. For this reason, the distance between the vehicle M and the first beacon 6 and the distance between the vehicle M and the second beacon 7 as the traveling position of the vehicle M deviates from the center of the traveling lane width direction and approaches the adjacent lane R1. The difference with the distance between becomes small. In addition, since the strengths of the radio signal and the adjacent radio signal decrease in accordance with the distance between transmission and reception, the determination of how far the traveling position of the vehicle M deviates from the center in the traveling lane width direction is based on the strength of the radio signal. This can be done by a signal strength difference that is a difference from the strength of the adjacent radio signal. As a result, when the traveling position determination unit 23 determines that the signal strength difference is equal to or greater than the departure threshold value, the traveling position determination unit 23 determines that the vehicle M has greatly deviated from the center in the traveling lane width direction, and informs the information providing device 12. Send a reminder signal.

  On the other hand, when the traveling position determination unit 23 determines that the signal strength difference is less than the departure threshold value, the traveling position determination unit 23 determines that the vehicle M is slightly deviated from the center in the traveling lane width direction, and informs the information providing device 12 of the information. Send the offer signal. When the information providing device 12 receives the alert signal from the travel position determination unit 23, the information provider 12 alerts the driver (S26). Moreover, the information provision apparatus 12 provides information with respect to a driver, when the information provision signal is transmitted from the traveling position determination part 23 (S27).

  As described above, the travel support device according to the second embodiment determines the travel position of the vehicle M in the lane width direction based on the strengths of the radio signal and the adjacent radio signal, so that the lane width on the multi-lane road Assist in driving in the middle of the direction.

  In step S22, when the road condition recognition unit 22 determines that the travel road is a single lane, the road condition recognition unit 22 transmits a single lane signal to the travel position determination unit 23. When the single lane signal is transmitted from the road condition recognition unit 22, the traveling position determination unit 23 is based on the road position signal transmitted from the navigation system 5 and the beacon related signal transmitted from the transmission condition receiving device 11. The transmission signal strength which is the strength of the single lane radio signal transmitted by the third beacon 8 is acquired, and an allowable strength threshold is set. Subsequently, the traveling position determination unit 23 detects the received signal strength, which is the strength of the received single lane radio signal, based on the received signal transmitted from the signal receiving device 10 (S28).

  The traveling position determination unit 23 determines whether or not the detected received signal intensity is equal to or greater than a set allowable intensity threshold value (S29). Here, referring to FIG. 3, since the third beacon 8 is provided at the upper center in the width direction of the travel lane L2, the vehicle M increases as the travel position of the vehicle M deviates from the center in the travel lane width direction. And the distance between the third beacon 8 increases. In addition, since the intensity of the single lane radio signal decreases in accordance with the distance between transmission and reception, whether or not the traveling position of the vehicle M may deviate from the center in the traveling lane width direction is determined based on the received single lane radio signal. It can be determined on the basis of the intensity. As a result, when the traveling position determination unit 23 determines that the detected received signal strength is equal to or higher than the set allowable strength, the traveling position determination unit 23 accumulates information on the third beacon 8 in the beacon data, and the vehicle M is in the traveling lane width direction. It is determined that there is a high possibility that it has not deviated from the center of the process, and the process is terminated.

  On the other hand, when it is determined that the received signal strength is less than the allowable strength, the traveling position determination unit 23 determines whether or not the specified third beacon 8 is included in the beacon data (S30). As a cause of the received signal strength being less than the allowable strength, there is an abnormality in the transmission state of the third beacon 8 in addition to the traveling position of the vehicle M. If the third beacon 8 is included in the beacon data, the transmission state of the third beacon 8 is likely not abnormal. For this reason, whether or not the cause that the received signal strength is less than the allowable strength is the traveling position of the vehicle M can be determined by whether or not the third beacon 8 is included in the beacon data that is a past record. it can. As a result, when the traveling position determination unit 23 determines that the third beacon 8 is not included in the beacon data, the traveling position determination unit 23 determines that the cause of the received signal strength being less than the allowable strength is unknown and ends the process.

  On the other hand, when the traveling position determination unit 23 determines that the specified third beacon 8 is included in the beacon data, the traveling position determination unit 23 determines that the cause of the received signal strength being less than the allowable strength is the traveling position of the vehicle M. When the received signal strength is less than the allowable strength and the cause of the received signal strength being less than the allowable strength is the travel position of the vehicle M, the travel position of the vehicle M is far from the third beacon 8 and the travel lane width There is a high probability that the center of the direction has deviated. Therefore, when the traveling position determination unit 23 determines that the received signal strength is less than the allowable strength and determines that the cause of the received signal strength being less than the allowable strength is the traveling position of the vehicle M, the vehicle M is in the traveling lane. A single lane information provision signal is transmitted to the information provision device 12 by determining that there is a high possibility of deviating from the center. When the information providing apparatus 12 receives a single lane information providing signal from the traveling position determination unit 23, the information providing apparatus 12 provides information to the driver at the time of single lane (S31).

  As described above, the travel support device according to the present embodiment travels the vehicle M in the lane width direction based on the comparison result between the strength of the radio signal transmitted by the beacon and the strength of the radio signal received by the signal receiving device 10. By determining the position, it is possible to assist driving on the center of the lane width direction on a single-lane road.

  In addition, the driving support device according to the present embodiment, like the first embodiment, the vehicle M in the lane width direction based on the reception status of the signal receiving device 10 that receives the radio signal transmitted from the beacon. By determining the travel position, it is possible to support traveling in the center in the lane width direction with a simple configuration.

  By the way, in the first and second embodiments, the third beacon 8 provided on the single lane road is provided in the upper center of the lane width direction. The present invention can also be used for a beacon provided above a recommended route that is a recommended route for the vehicle M. Hereinafter, a beacon provided above the recommended route will be described with reference to FIG.

  FIG. 7 is a perspective view showing a transmission range of a beacon on a single lane road having a recommended route. In FIG. 7, a central imaginary line H is shown as a virtual line indicating the center in the width direction of the traveling lane L3 along with the traveling lane L3 that is the lane in which the vehicle M travels. The fourth beacon 13 shown in FIG. 7 is separated from the lane surface by 5 m or more above the recommended route S that is a virtual line indicating a recommended route recommended as the route of the vehicle M without intersecting the central imaginary line H. A wireless signal is transmitted toward a recommended route S that is provided and located directly below. The fourth beacon 13 transmits a radio signal in the range indicated by the transmission range E.

  Next, a process in the case where the travel support device in the first embodiment is used for the fourth beacon 13 will be described. First, the traveling position determination unit 23 in the first embodiment acquires the number of transmission frames that is the number of frames transmitted by the fourth beacon 13 and the number of received frames that is the number of received frames.

  Subsequently, the traveling position determination unit 23 determines whether or not the acquired number of transmission frames matches the number of reception frames. Here, the fourth beacon 13 transmits a radio signal toward the recommended route S. For this reason, the radio signal of the fourth beacon 13 is easier to receive as the travel position of the vehicle M is closer to the recommended route S, and is less likely to be received as the travel position of the vehicle M is farther from the recommended route S. Thereby, it can be determined whether or not the traveling position of the vehicle M may deviate from the recommended route S depending on whether or not the number of transmission frames matches the number of reception frames. As a result, when the traveling position determination unit 23 determines that the number of transmitted frames and the number of received frames match, the fourth beacon 13 is accumulated in the beacon data, and the vehicle M has not deviated from the recommended route S. Determine and end the process.

  On the other hand, the traveling position determination unit 23 determines whether or not the fourth beacon 13 is included in the beacon data when it is determined that the number of transmission frames does not match the number of reception frames. As a result, if the traveling position determination unit 23 determines that the fourth beacon 13 is not included in the beacon data, the traveling position determination unit 23 determines that the cause of the mismatch between the number of transmitted frames and the number of received frames is unknown, and ends the process. To do. In addition, when the traveling position determination unit 23 determines that the fourth beacon 13 is included in the beacon data, the traveling position determination unit 23 determines that the possibility that the vehicle M has deviated from the recommended traveling line S is high. A line information provision signal is transmitted.

  As described above, the driving support device of the present invention is used for the fourth beacon 13 to determine whether or not the vehicle M has deviated from the recommended route S and to travel along the recommended route S. Can help. In addition, a beacon corresponding to the recommended route such as the fourth beacon 13 is installed on a narrow road where it is difficult to pass the oncoming vehicle, and the driving support device according to the present invention is used to provide the oncoming vehicle to the driver. It is possible to support driving on an appropriate route in consideration of the difference between

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, whether or not the driving support necessity determination unit 21 of the first and second embodiments determines whether driving support is necessary is during lane change, and whether or not the vehicle is traveling rapidly, during deceleration, or during a curve. It can also be set as the aspect performed based on this determination result.

  When the vehicle is suddenly accelerating, rapidly decelerating, or driving on a curve, the driver is aware of the vehicle's travel position, so there is no need to assist the vehicle traveling in the center of the travel lane width direction. . For this reason, when the vehicle is provided with an acceleration sensor or a yaw rate sensor, it is determined whether the vehicle is rapidly accelerating, decelerating, or traveling on a curve, and whether or not traveling support is required based on the determination result. By determining whether or not, unnecessary driving support can be suitably prevented.

It is a block block diagram of a driving assistance device. It is a perspective view which shows the transmission range of the beacon in the road of a double lane. It is a perspective view which shows the transmission range of the beacon in the road of a single lane. It is an icon used when the information providing device alerts, provides information, or provides information on a single lane. It is a flowchart which shows the process of the driving assistance device in 1st embodiment. It is a flowchart which shows the process of the driving assistance device in 2nd embodiment. It is a perspective view which shows the transmission range of the beacon in the single lane road which has a recommended course.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance ECU, 2 ... Direction indicator sensor, 3 ... Steering angle sensor, 4 ... Gaze recognition device, 5 ... Navigation system, 6 ... 1st beacon, 7 ... 2nd beacon, 8 ... 3rd beacon , 9... FM multiplex broadcasting station, 10... Signal receiving device, 11... Transmission status receiving device, 12.

Claims (9)

A signal receiving means for receiving the radio signal from a roadside transmitter that is provided in the vehicle and transmits a radio signal toward a travel lane that is a lane in which the vehicle travels;
Position determining means for determining the traveling position of the vehicle with respect to the width direction of the traveling lane based on the reception status of the signal receiving means;
A travel position determination device comprising: The signal receiving means receives the adjacent lane radio signal from an adjacent roadside transmitter that transmits an adjacent lane radio signal toward an adjacent lane adjacent to the traveling lane,
The transmission range in which the roadside transmitter transmits the radio signal and the adjacent transmission range in which the adjacent roadside transmitter transmits the adjacent radio signal overlap each other.
When the vehicle enters an overlapping transmission range in which the transmission range and the adjacent transmission range overlap, the position determination unit performs the traveling according to the degree of overlap between the radio signal and the adjacent radio signal. The traveling position determination device according to claim 1, wherein the position is determined.   The travel position determination device according to claim 2, wherein the position determination unit determines that the travel position is closer to a boundary line between the travel lane and the adjacent lane as the degree of overlap is higher. The radio signal and the adjacent lane radio signal are signals having data in units of frames,
4. The travel position determination according to claim 2, wherein the position determination unit determines the degree of overlap based on the number of frames received by the signal reception unit from the radio signal and the adjacent lane radio signal. apparatus.   The travel according to claim 2 or 3, wherein the position determination means determines the degree of overlap based on the radio signal received by the signal reception means and the intensity of the adjacent lane radio signal received by the signal reception means. Position determination device. Further comprising transmission status acquisition means for acquiring the transmission status of the road survey transmitter,
The travel position determination device according to claim 1, wherein the position determination unit determines the travel position based on a comparison between the transmission status and the reception status. The transmission status acquisition means acquires a transmission frame number that is the number of frames of a radio signal transmitted from the roadside transmitter,
The signal receiving means detects the number of received frames, which is the number of received radio signal frames,
The travel position determination device according to claim 6, wherein the position determination unit determines that the travel position is farther from the center in the width direction of the travel lane as the number of received frames is smaller than the number of transmission frames. The transmission status acquisition means acquires a transmission strength that is a strength of a radio signal transmitted from the roadside transmitter,
The signal receiving means detects a received intensity which is an intensity of a received radio signal;
The travel position determination device according to claim 6, wherein the position determination unit determines that the travel position is farther from the center in the width direction of the travel lane as the reception intensity is weaker than the transmission intensity. In the travel support device provided in the vehicle and supporting the travel of the vehicle,
A travel support device that assists the vehicle to travel in the center in the lane width direction based on the determination result of the travel position determination device according to any one of claims 1 to 8.

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