JP2009096361A - Vehicle travel support device - Google Patents

Abstract

An object of the present invention is to provide a vehicle travel support device capable of ensuring a smooth traffic flow in an oncoming lane without hindering the oncoming vehicle from entering the own lane.
A target inter-vehicle distance acquisition unit that acquires a target inter-vehicle distance between the host vehicle and a preceding vehicle; an approach determination unit that determines whether an oncoming vehicle to the host vehicle enters the host lane; By providing the target inter-vehicle distance correcting unit 21 that corrects the target inter-vehicle distance acquired by the target inter-vehicle distance acquiring unit 12 when the approach determining unit 17 determines that the oncoming vehicle enters the own lane, the preceding vehicle M2 Even if the target inter-vehicle distance is acquired, if the approach determination unit 17 determines that the oncoming vehicle M3 enters the own lane, the own vehicle M1 does not hinder the oncoming vehicle M3 from entering the own lane. Thus, the acquired target inter-vehicle distance is corrected.
[Selection] Figure 1

Description

  The present invention relates to a vehicle travel support device that supports a travel state of a vehicle.

Conventionally, as described in Japanese Patent Application Laid-Open No. 2002-163790, for example, an oncoming vehicle turns right based on the blinking status and speed of a blinker, as described in JP 2002-163790 A, for example, It is known to prevent a collision accident with a right turn vehicle by determining whether to go straight or turning left and specifying a right turn vehicle and giving the information via a communication line.
JP 2002-163790 A

  However, in such a vehicle travel support device, for example, when applied to a vehicle that travels so as to acquire the target inter-vehicle distance from the preceding vehicle and ensure the target inter-vehicle distance, the vehicle travel support device stops or slows down. When the own vehicle stops or slows down while securing the target inter-vehicle distance in accordance with the preceding vehicle, there are cases where the approach of the oncoming vehicle to the own lane due to a right turn or a U turn may be hindered. As a result, there is a problem in that smooth traffic flow in the oncoming lane is hindered.

  The present invention has been made to solve such a problem, and provides a vehicle travel support device that can ensure a smooth traffic flow in an oncoming lane without hindering the oncoming vehicle from entering the own lane. The purpose is to provide.

  A vehicle travel support apparatus according to the present invention includes a target inter-vehicle distance acquisition unit that acquires a target inter-vehicle distance between the host vehicle and a preceding vehicle, and an approach that determines whether an oncoming vehicle with respect to the host vehicle enters the host lane. And a target inter-vehicle distance correcting unit that corrects the target inter-vehicle distance acquired by the target inter-vehicle distance acquiring unit when it is determined by the approach determining unit that the oncoming vehicle enters the own lane. .

  In this vehicle travel support device, even if the target inter-vehicle distance is acquired from the preceding vehicle, if the approach determination means determines that the oncoming vehicle enters the own lane, the own vehicle will enter the own lane of the oncoming vehicle. The acquired target inter-vehicle distance can be corrected so as not to hinder entry. This ensures a smooth traffic flow in the oncoming lane.

  In this vehicle travel support device, it is preferable that the target inter-vehicle distance correcting means corrects the target inter-vehicle distance so as to secure an approach space for the oncoming vehicle. By securing the entry space for the oncoming vehicle, it is possible to prevent the own vehicle from hindering the oncoming vehicle from entering the own lane, and to ensure a smooth traffic flow in the oncoming lane.

  In the vehicle travel support device according to the present invention, it is preferable that the target inter-vehicle distance correcting means corrects the target inter-vehicle distance so as to secure an approach space for the oncoming vehicle between the host vehicle and the preceding vehicle. When securing the entry space behind the host vehicle, the oncoming vehicle may not be able to enter the own lane depending on the behavior of the vehicle behind the host vehicle. By ensuring this, it is possible to reliably secure as much entry space as is necessary for the oncoming vehicle to enter.

  The vehicle travel support apparatus according to the present invention includes a planned arrival position acquisition unit that acquires a predicted arrival position that the host vehicle is predicted to reach when the target inter-vehicle distance is secured with the preceding vehicle, and the host vehicle reaches An approach disturbance determining means for determining whether or not the host vehicle prevents an oncoming vehicle from entering the own lane when it is assumed that the scheduled position has been reached, and the target inter-vehicle distance correcting means is an approach disturbance determining means. When it is determined that the host vehicle prevents the oncoming vehicle from entering the host lane, the target inter-vehicle distance is preferably corrected. According to this, when it is assumed that the host vehicle has reached the planned arrival position according to the target inter-vehicle distance acquired, the target inter-vehicle distance is corrected only when it is determined that the oncoming vehicle is prevented from entering the own lane. be able to. Therefore, even when the approach determining means determines that the oncoming vehicle enters the own lane, the target inter-vehicle distance is corrected if the approach obstruction determining means determines that the own vehicle does not prevent the oncoming vehicle from entering the own lane. Can be omitted, and the processing load can be reduced.

  In the vehicle travel support device according to the present invention, it is preferable that the entry determination means determine that the oncoming vehicle enters the own lane based on the blinking state of the blinker of the oncoming vehicle. According to this, since it is possible to determine the approach of the oncoming vehicle to the own lane based on the blinking state of the blinker that clearly indicates the intention of the driver of the oncoming vehicle, it is possible to improve the reliability of the determination. .

  In the vehicle travel support device according to the present invention, it is preferable that the entry determination unit determines that the oncoming vehicle enters the own lane when the space ahead of the oncoming vehicle is equal to or larger than a predetermined size. According to this, for example, when there is no vehicle ahead and there is a space of a predetermined size or more and the oncoming vehicle is slowing down or stopping in the oncoming lane, the driver of the oncoming vehicle is notified to the own lane. Therefore, even if the driver of the oncoming vehicle forgets to turn the turn signal, it can be determined whether or not the oncoming vehicle enters the own lane.

  In the vehicle travel support device according to the present invention, the approach determination unit includes a front wheel angle acquisition unit that acquires a front wheel angle of the oncoming vehicle with respect to the traveling direction of the oncoming vehicle. It is preferable to determine that the vehicle enters the own lane. According to this, because the front wheel angle acquisition means can predict the traveling direction of the oncoming vehicle depending on whether the front wheel angle of the oncoming vehicle is equal to or greater than a predetermined threshold, the driver of the oncoming vehicle forgets to turn out the blinker. Even in such a case, it can be determined whether the oncoming vehicle enters the own lane.

  In the vehicle travel support device according to the present invention, the entry determination means acquires image of the oncoming vehicle imaged from the own vehicle side, and wheel side surface extraction extracts the front wheel side face and the rear wheel side face in the image. And the front wheel angle acquisition means includes a ratio of the major axis and the minor axis of the side surface of the front wheel shown in an elliptical shape, and a ratio of the major axis and the minor axis of the side surface of the rear wheel shown in an elliptical shape. It is preferable to acquire the front wheel angle based on the above. According to this, the side surface of the front wheel and the side surface of the rear wheel in the image captured from the vehicle side are extracted from the image, and based on the ratio of the major axis and the minor axis of the elliptical shape, the front wheel and the rear wheel It is possible to obtain the degree of inclination with respect to the camera of the host vehicle. In addition, while the front wheels are tilted in the direction of travel due to steering, etc., the rear wheels move following the movement of the vehicle, so the front wheel angle is obtained by comparing the tilts of the front and rear wheels. be able to. As described above, the front wheel angle can be acquired by the ratio of the major axis and the minor axis of the side surfaces of the front wheels and the rear wheels without performing image analysis of the entire oncoming vehicle, thereby reducing the load of the entry determination process. be able to.

  In the vehicle travel support device according to the present invention, the entry determination means is horizontally aligned along the first straight line extending in the horizontal direction along the side surface of the vehicle body of the oncoming vehicle and the ground contact surface in contact with the ground in the front wheel. It is preferable to have a straight line detecting means for detecting the extended second straight line, and the front wheel angle obtaining means obtains the front wheel angle based on the angle between the first straight line and the second straight line. According to this, the direction of the vehicle body of the oncoming vehicle can be acquired by detecting the first straight line, and the direction of the front wheels can be acquired by detecting the second straight line. The front wheel angle can be acquired based on the straight line and the second straight line. Therefore, even if the front wheel has a large inclination and the side surface of the front wheel cannot be extracted from the acquired image, the front wheel angle can be acquired if the side surface of the vehicle body and the ground contact surface of the front wheel can be extracted.

  In the vehicle travel support device according to the present invention, the entry determination unit acquires an image of the oncoming vehicle imaged from the own vehicle side, and contour extraction extracts the front side contour of the oncoming vehicle from the image. Means and a side shape estimating means for estimating the shape of the side face of the front wheel shown in an ellipse form from the extracted contour of the front side of the oncoming vehicle. It is preferable to obtain the front wheel angle based on the ratio of the major axis to the minor axis of the shape. According to this, the shape of the side surface of the front wheel shown in an ellipse is estimated from the front side contour extracted in the image of the oncoming vehicle, and the ratio of the major axis to the minor axis of the ellipse is calculated. By calculating, it is possible to obtain how much the front wheels are inclined with respect to the camera of the host vehicle. In addition, by acquiring the direction of the vehicle body of the oncoming vehicle with respect to the camera from the contour of the front side of the oncoming vehicle, it is possible to acquire how much the front wheel is inclined with respect to the vehicle body, and thus the front wheel angle can be acquired. As described above, the front wheel angle can be acquired only from the front side image of the oncoming vehicle even when the side surface of the body of the oncoming vehicle cannot be extracted from the image.

  The vehicle travel support device according to the present invention includes a target inter-vehicle distance acquisition unit that sets a target inter-vehicle distance between the host vehicle and a preceding vehicle, and an approach region where an oncoming vehicle with respect to the host vehicle is likely to enter the host lane. An approach area determination unit that determines whether or not the vehicle is in front of the host vehicle, and a target acquired by the target inter-vehicle distance acquisition unit when the approach determination unit determines that the approach region exists in front of the host vehicle. And a target inter-vehicle distance correcting means for correcting the inter-vehicle distance.

  In this vehicle travel support device, even when the target inter-vehicle distance is acquired with respect to the preceding vehicle, the approach region determination unit determines that an approach region where the oncoming vehicle is likely to enter is ahead of the host vehicle. Corrects the target inter-vehicle distance so as to leave the approach area as an approach space for the oncoming vehicle. Therefore, when an oncoming vehicle that is about to enter the own lane travels, it is possible to prevent the entry from being hindered. As a result, even when there is no oncoming vehicle at the present time, it is possible to predict that a new oncoming vehicle will be traveling and correct the target inter-vehicle distance in advance. Smooth traffic flow in the lane can be ensured.

  In the vehicle travel support device according to the present invention, it is preferable that the approach area determination means determine based on the surrounding information of the host vehicle. According to this, it is possible to accurately determine whether or not an approach area exists by reflecting the surrounding information of the own vehicle.

  The vehicle travel support device according to the present invention includes a storage unit that stores the number of times an oncoming vehicle has entered a predetermined area of the host lane in the past, and the entry region determination unit is based on the number of entries stored in the storage unit. It is preferable to acquire the approach area. According to this, even when the surrounding information of the host vehicle is not updated, the approach area can be acquired based on the number of times the oncoming vehicle has actually entered in the past. Based on this, it is possible to secure an entry space.

  According to the present invention, it is possible to ensure a smooth traffic flow in the oncoming lane without preventing the oncoming vehicle from entering the own lane.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a preferred embodiment of a vehicle travel support device according to the present invention will be described in detail with reference to the drawings.

[First Embodiment]
First, the configuration of the vehicle travel support device 1 according to the first embodiment will be described. FIG. 1 is a diagram showing a block configuration of the vehicle travel support apparatus according to the first embodiment. As shown in FIG. 1, the vehicle travel support device 1 includes an ECU (Electronic Control Unit) 2, a vehicle speed sensor 3, an imaging unit 4, a radar 6, a travel drive unit 7, and a braking unit 8.

  The vehicle speed sensor 3 has a function of acquiring own vehicle speed information. For example, a sensor that is provided on a wheel and measures the rotation speed of the wheel is used. The vehicle speed sensor 3 has a function of outputting the acquired own vehicle speed information to the ECU 2.

  The imaging unit 4 has a function of acquiring an image ahead of the host vehicle, such as an image of the preceding vehicle M2, an image of a white line on the road, or an image obtained by capturing the oncoming vehicle M3 with respect to the host vehicle M1 from the host vehicle side. It is comprised by the CCD color camera etc. which were attached to the center of the front surface of the own vehicle M1. The imaging unit 5 has a function of outputting a captured image to the ECU 2.

  The radar 6 is provided in the front part of the host vehicle M1, and transmits a transmission wave such as a millimeter wave or a laser toward the front of the host vehicle M1, receives a reflected wave reflected by the object, and acquires it as radar information. Has the function of The radar 6 has a function of outputting radar information to the ECU 2 when it is acquired.

  The travel drive unit 7 has a function of driving the vehicle, and is composed of, for example, a throttle motor or an injector. The travel drive unit 7 operates in response to a travel drive signal from the ECU 2 and has a function of executing vehicle travel drive in accordance with the travel drive signal.

  The braking unit 8 has a function of braking the vehicle, and includes, for example, an electromagnetic valve that adjusts the brake hydraulic pressure and a pump motor that generates the brake hydraulic pressure. The braking unit 8 operates in response to a braking command signal from the ECU 2 and has a function of executing vehicle braking according to the braking command signal.

  The ECU 2 is an electronic control unit that controls the entire apparatus. The ECU 2 is mainly composed of a CPU, for example, and includes a ROM, a RAM, an input signal circuit, an output signal circuit, a power supply circuit, and the like. The ECU 2 includes a preceding vehicle detection unit 11, a target inter-vehicle distance acquisition unit 12, a host vehicle speed determination unit 13, an oncoming vehicle detection unit 14, an approach determination unit 17, a planned arrival position acquisition unit 18, an approach disturbance determination unit 19, and a target inter-vehicle distance. A distance correction unit 21 and a host vehicle speed control unit 22 are provided.

  The preceding vehicle detection unit 11 detects the presence of the preceding vehicle M2 based on the radar information input from the radar 6, and also detects the position of the preceding vehicle M2, the distance from the own vehicle M1, and the relative speed with the own vehicle M1. Has the function of Specifically, the preceding vehicle detection unit 11 detects the position of the preceding vehicle M2 from the reflection direction of the reflected wave, and detects the distance from the own vehicle M1 from the phase difference between the transmitted wave and the reflected wave. The preceding vehicle detection unit 11 detects a relative distance from the preceding vehicle M2 based on the position and distance detected this time and the position and distance detected last time. The preceding vehicle detection unit 11 has a function of outputting to the target inter-vehicle distance acquisition unit 12 when the position, distance, and relative speed of the preceding vehicle M2 are detected. The preceding vehicle detection unit 11 may detect a white line in the image input from the imaging unit 4 and detect a vehicle existing ahead in the same lane as the host vehicle M1 as the preceding vehicle M2.

  The target inter-vehicle distance acquisition unit 12 has a function of acquiring the target inter-vehicle distance between the host vehicle M1 and the preceding vehicle M2. For example, the target inter-vehicle distance acquisition unit 12 determines the target inter-vehicle distance that can safely follow the preceding vehicle M2 based on the host vehicle speed input from the vehicle speed sensor 3 and the relative speed detected by the preceding vehicle detection unit 11. get. The target inter-vehicle distance becomes shorter when the preceding vehicle M2 travels at a low speed, and becomes longer when the preceding vehicle M2 travels at a high speed. In addition, the target inter-vehicle distance acquisition unit 12 has a function of outputting to the planned arrival position acquisition unit 18, the target inter-vehicle distance correction unit 21, and the host vehicle speed control unit 22 when the target inter-vehicle distance is acquired.

  The own vehicle speed determination unit 13 has a function of determining whether or not the own vehicle speed input from the vehicle speed sensor 3 is equal to or less than a predetermined threshold value. The own vehicle speed determination unit 13 has a function of outputting a determination result to the oncoming vehicle detection unit 14.

  The oncoming vehicle detection unit 14 has a function of detecting the oncoming vehicle M3 that is stopped or slowed down in the oncoming host lane. The oncoming vehicle detection unit 14 identifies the oncoming vehicle M3 in front of the host vehicle based on the radar information input from the radar 6, and detects one that has stopped or slowed down. Whether the oncoming vehicle M3 is stopped or slowing down can be determined based on the relative speed detected by the same method as the preceding vehicle detection unit 11 and the own vehicle speed input from the vehicle speed sensor 3. In addition, the area | region outside a fixed space | interval from the white line of the both sides of the own lane, or the area | region of the both sides fixed space | interval of the straight line extended toward the advancing direction of the own vehicle M1 is set as an oncoming vehicle detection area. When the oncoming vehicle M3 detects the oncoming vehicle M3, the oncoming vehicle M3 and the speed and distance of the oncoming vehicle M3 are input to the entry determination unit 17, the entry disturbance determination unit 19, and the target inter-vehicle distance correction unit 21. Has a function to output.

  The approach determination unit 17 includes a blinker blinking state detection unit 23, a space detection unit 24, and a determination unit 26, and has a function of determining whether the oncoming vehicle M3 detected by the oncoming vehicle detection unit 14 enters the own lane. Have. The entry determination unit 17 may be, for example, when the oncoming vehicle M3 makes a right turn at an intersection, when the oncoming vehicle M3 makes a right turn when the lane faces the store entrance, or when making a U-turn. Then, it is determined whether the oncoming vehicle M3 enters the own lane.

  The blinker blinking state detection unit 23 has a function of detecting the blinking state of the blinker of the oncoming vehicle M3 detected by the oncoming vehicle detection unit 14. The blinker blinking state detection unit 23 identifies, for example, the periodic blinking of the yellow light source in the oncoming lane from the image input from the imaging unit 4, and compares the blinking number of blinks and the blinking time with a predetermined threshold value. Detect blinker blinking status. Alternatively, the blinking state of the blinker is detected by receiving information on the blinker blinking state transmitted from the oncoming vehicle M3. The blinker blinking state detection unit 23 has a function of outputting the detection result to the determination unit 26 when the blinker blinking state is detected.

  The space detection unit 24 has a function of detecting an empty space ahead of the oncoming vehicle by determining whether or not the space ahead of the oncoming vehicle M3 detected by the oncoming vehicle detection unit 14 is greater than or equal to a predetermined size. . The space detection unit 24 detects another vehicle in front of the oncoming vehicle M3 within the above-described oncoming vehicle detection area based on the radar information input from the radar 6, and determines a predetermined distance between the oncoming vehicle M3 and the other vehicle. A space having the above size is detected as an empty space. The space detection unit 24 has a function of outputting the detection result to the determination unit 26 when an empty space is detected.

  The determination unit 26 has a function of determining whether the oncoming vehicle M3 enters the own lane based on the detection results input from the blinker blinking state detection unit 23 and the space detection unit 24. Further, the determination unit 26 has a function of outputting a determination result to the expected arrival position acquisition unit 18.

  The planned arrival position acquisition unit 18 has a function of acquiring the planned arrival position P that the host vehicle M1 is predicted to reach when the target inter-vehicle distance is secured with the preceding vehicle M2. The scheduled arrival position acquisition unit 18 has a function of outputting the acquired scheduled arrival position P to the approach disturbance determination unit 19.

  The approach disturbance determination unit 19 has a function of determining whether or not the own vehicle M1 prevents the oncoming vehicle M3 from entering the own lane when it is assumed that the own vehicle M1 has reached the estimated arrival position P. The approach disturbance determination unit 19 has a function of outputting a determination result to the target inter-vehicle distance correction unit 21.

  The target inter-vehicle distance correction unit 21 has a function of correcting the target inter-vehicle distance acquired by the target inter-vehicle distance acquisition unit 12 when the approach determination unit 17 determines that the oncoming vehicle M3 enters the own lane. For example, the target inter-vehicle distance correction unit 21 corrects the target inter-vehicle distance so as to secure an entry space for the oncoming vehicle M3 between the host vehicle M1 and the preceding vehicle M2. The target inter-vehicle distance correction unit 21 has a function of outputting the corrected target inter-vehicle distance to the host vehicle speed control unit 22.

  The own vehicle speed control unit 22 outputs a travel drive signal to the travel drive unit 7 so as to secure the target inter-vehicle distance acquired by the target inter-vehicle distance acquisition unit 12 or the target inter-vehicle distance corrected by the target inter-vehicle distance correction unit. By outputting a braking command signal to the braking unit 8, it has a function of controlling the host vehicle speed.

  Next, with reference to FIG. 2, operation | movement of the vehicle travel assistance apparatus 1 which concerns on 1st Embodiment is demonstrated. FIG. 2 is a flowchart showing a vehicle travel support process in the vehicle travel support device 1 according to the first embodiment.

  This process is repeatedly executed at a predetermined timing while the ECU 2 performs the follow-up control to follow the preceding vehicle M2.

  During the follow-up control, based on the inter-vehicle distance and relative speed with the preceding vehicle M2, traveling control is performed so that the host vehicle M1 travels while ensuring the target inter-vehicle distance with the preceding vehicle M2, and the preceding vehicle M2 is decelerated / Braking control is performed when stopped.

  As illustrated in FIG. 2, the vehicle travel support device 1 starts processing from detection processing for the preceding vehicle M2 (S10). The process of S10 is executed by the preceding vehicle detection unit 11 to detect the preceding vehicle M2 based on the radar information from the radar 6 and the image from the imaging unit 4, and the position of the preceding vehicle M2 and the distance from the own vehicle M1. This is a process for detecting the distance and the relative speed with the host vehicle M1. When the process of S10 ends, the process proceeds to a target inter-vehicle distance acquisition process (S12).

  The process of S12 is executed by the target inter-vehicle distance acquisition unit 12, and calculates the target inter-vehicle distance LT with the preceding vehicle M2 based on the own vehicle speed information from the vehicle speed sensor 3 and the relative speed from the preceding vehicle detection unit 11. It is a process to acquire. As a method for calculating the target inter-vehicle distance LT, an existing target inter-vehicle distance calculation method is used. For example, target inter-vehicle distance LT (m) = own vehicle speed (m / s) × 2.5 (s) −relative speed ( m / s) × 4 (s). When the process of S12 ends, the process proceeds to the own vehicle speed determination process (S14).

  The process of S <b> 14 is a process that is executed by the host vehicle speed determination unit 13 and determines whether or not the host vehicle speed is equal to or less than a preset threshold based on the host vehicle speed information from the vehicle speed sensor 3. In the process of S14, when it is determined that it is larger than the threshold value, the process proceeds to the own vehicle speed control process (S28).

  The process of S28 is executed by the host vehicle speed control unit 22 and outputs a travel drive signal to the travel drive unit 7 and brakes so as to secure the target inter-vehicle distance LT acquired in S12 with the preceding vehicle M2. This is a process for controlling the host vehicle speed by outputting a braking command signal to the unit 8. In the processing of S28, for example, the target host vehicle speed is calculated as (target host vehicle speed) = (host vehicle speed) + G {(distance to preceding vehicle)-(target inter-vehicle distance LT)}. G is a predetermined gain. When the process of S28 ends, the process of FIG. 2 ends, and the process returns to S10 again. As a result, when the host vehicle M1 is in the normal traveling state, the traveling state can be continued without being affected by the oncoming vehicle M3.

  On the other hand, in the process of S14, if it is determined that the host vehicle speed is equal to or lower than the threshold value, for example, because the host vehicle speed has decreased as the preceding vehicle M2 stops or slows down, The process proceeds to the vehicle detection process (S16). The process of S <b> 16 is a process that is executed by the oncoming vehicle detection unit 14 and detects the oncoming vehicle M <b> 3 that is stopped or slowed down in the detection area of the radar 6. If the oncoming vehicle M3 is not detected in the processing of S16, or if only the oncoming vehicle M3 traveling at a predetermined speed or more is detected, it is considered that there is no oncoming vehicle M3 entering the own lane. In order to secure the target inter-vehicle distance LT acquired in S12 with the preceding vehicle M2, the process proceeds to the own vehicle speed control process (S28).

  On the other hand, in the process of S16, when the oncoming vehicle M3 stopped or slowing down is detected, the process proceeds to the entry determination condition acquisition process (S18). The process of S18 is executed by the blinker blinking state detection unit 23 and the space detection unit 24 of the entry determination unit 17, and acquires conditions for determining whether the oncoming vehicle M3 detected in S16 enters the own lane. It is processing. When the process of S18 ends, the process proceeds to an entry determination process (S20).

  The process of S20 is executed by the determination unit 26 of the entry determination unit 17, and is a process for determining whether the oncoming vehicle M3 enters the own lane based on the entry determination condition acquired in S18. In the process of S20, when it is determined that the oncoming vehicle M3 does not enter the own lane, the process proceeds to the oncoming vehicle confirmation process (S29).

  The process of S29 is performed by the oncoming vehicle detection unit 14, and is a process of confirming whether an oncoming vehicle M3 other than the oncoming vehicle M3 that has been the target of the entry determination condition acquisition process of S16 has not been detected. . In S29, when it is confirmed that another oncoming vehicle M3 is detected, the process proceeds to the entry determination condition acquisition process again (S18), and the entry determination condition for the oncoming vehicle M3 is acquired. On the other hand, when there is no other oncoming vehicle M3 detected, the process proceeds to the own vehicle speed control process in order to secure the target inter-vehicle distance LT acquired in S12 with the preceding vehicle M2 (S28). Such processing is repeatedly executed so that the entry determination condition acquisition processing is performed for all the oncoming vehicles M3 when a plurality of oncoming vehicles M3 are detected.

  On the other hand, in the process of S20, when it is determined that the oncoming vehicle M3 enters the own lane, the process proceeds to a planned arrival position acquisition process (S22). The process of S22 is executed by the expected arrival position acquisition unit 18, and when the target inter-vehicle distance LT acquired in S12 is secured with the preceding vehicle M2, the expected arrival position P predicted to be reached by the host vehicle M1 is obtained. get. When the process of S22 ends, the process proceeds to an entry disturbance determination process (S24).

  The process of S24 is executed by the approach disturbance determination unit 19, and when it is assumed that the host vehicle M1 has reached the planned arrival position P acquired in S22, the host vehicle M1 prevents the oncoming vehicle M3 from entering the own lane. This is a process for determining whether or not. In the process of S24, when it is determined that the own vehicle M1 does not prevent the oncoming vehicle M3 from entering the own lane, the process proceeds to an oncoming vehicle confirmation process (S29). On the other hand, in the process of S24, when it is determined that the host vehicle M1 prevents the oncoming vehicle M3 from entering the host lane, the process proceeds to a target inter-vehicle distance correction process (S26).

  Here, the process of S24 will be described in detail. FIGS. 3A and 3B are views showing the positional relationship between the host vehicle M1 and the oncoming vehicle M3 when the host vehicle M1 does not interfere with the oncoming vehicle M3 entering the own lane. FIG. 4 is a diagram showing a positional relationship between the host vehicle M1 and the oncoming vehicle M3 when the host vehicle M1 obstructs the approach of the oncoming vehicle M3 to the host lane. As shown in FIG. 3, the own vehicle arrival distance L1 that is the distance from the current position of the own vehicle M1 to the planned arrival position P acquired in S22 is (own vehicle arrival distance L1) = (distance L2 to the preceding vehicle). )-(Target inter-vehicle distance LT)-(own vehicle total length L3). At this time, as shown in FIG. 3 (a), the entry disturbance determination unit 19 shows a case where the relationship of (own vehicle arrival distance L1) ≧ (distance L4 to the oncoming vehicle) holds, or as shown in FIG. 3 (b). Thus, when the relationship of (own vehicle arrival distance L1) + (own vehicle total length L3) ≦ (distance L4 to the oncoming vehicle) − (distance L5 required for entry) is satisfied, the own vehicle M1 is the expected arrival position. When it is assumed that the vehicle has reached P, it is determined that the approach of the oncoming vehicle M3 to the own lane is not obstructed. On the other hand, the approach disturbance determination unit 19 determines (distance L4 to the oncoming vehicle) − (distance L5 necessary for approach) − (total length L3 of the own vehicle) <(own vehicle arrival distance L1) <(distance L4 to the oncoming vehicle). If this relationship is established, it is determined that the oncoming vehicle M3 is prevented from entering the own lane when it is assumed that the own vehicle M1 has reached the estimated arrival position P.

  Returning to FIG. 2, the process of S26 is executed by the target inter-vehicle distance correcting unit 21, and the target inter-vehicle distance acquired in S12 so as to secure the entry space of the oncoming vehicle M3 between the host vehicle M1 and the preceding vehicle M2. This is a process for correcting LT. FIG. 5 is a diagram showing the positional relationship between the host vehicle M1 and the oncoming vehicle M3 after correcting the target inter-vehicle distance. As shown in FIG. 5, in the processing of S26, the target inter-vehicle distance LT is (corrected target inter-vehicle distance). Distance LT ′) = (target inter-vehicle distance LT) + (distance L5 required for approach) is corrected. When the process of S26 ends, the process proceeds to the own vehicle speed control process (S28). In S28, the target host vehicle speed is calculated as (target host vehicle speed) = (host vehicle speed) + G {(distance L2 with preceding vehicle) − (corrected target inter-vehicle distance LT ′)}. When the process of S28 ends, the process of FIG. 2 ends, and the process returns to S10 again.

  Next, operation | movement of the approach determination condition acquisition process (S18) of the vehicle travel assistance apparatus 1 which concerns on 1st Embodiment is demonstrated. FIG. 6 is a flowchart showing an entry determination condition acquisition process in the vehicle travel support apparatus according to the first embodiment.

  The entry determination condition acquisition process is executed by the entry determination unit 17. First, this process starts from a blinker blinking state detection process (S30).

  The process of S30 is a process that is executed by the blinker blinking state detection unit 23 and detects the blinking state of the blinker of the oncoming vehicle M3 detected in S16. When the process of S30 ends, the process proceeds to the forward vehicle detection process (S32).

  The process of S32 is a process that is executed by the space detection unit 24 and detects another vehicle that is in front of the oncoming vehicle M3. When the processing of S32 ends, the process proceeds to space detection processing (S34). The process of S34 is a process which is performed by the space detection unit 24 and detects a space between the oncoming vehicle M3 and the other vehicle detected in S32. In S34, when the distance between the oncoming vehicle M3 and the other vehicle is equal to or greater than a preset threshold value, it is detected as an empty space. Also, when no other vehicle is detected, it is detected as an empty space.

  Through the above processing, from the detection results of S30 to S32, “whether the blinker of the oncoming vehicle M3 is in a blinking state” and “whether there is an empty space ahead of the oncoming vehicle M3” are acquired as the entry determination conditions. can do. When the entry determination condition acquisition process ends, the process proceeds to an entry determination process (S20), and the determination unit 26 of the entry determination unit 17 determines whether the oncoming vehicle M3 enters the own lane based on the entry determination condition. The determination may determine that the oncoming vehicle M3 enters when the turn signal of the oncoming vehicle M3 is blinking and there is an empty space ahead of the oncoming vehicle M3. In this case, the reliability of the determination is improved. Can be made. Further, it may be determined that the oncoming vehicle M3 enters only when either one of the conditions is satisfied.

  As described above, according to the vehicle travel support device 1 according to the first embodiment, even if the target inter-vehicle distance is acquired with the preceding vehicle M2, the oncoming vehicle M3 enters the own lane by the approach determination unit 17. If it is determined, the acquired target inter-vehicle distance can be corrected so that the own vehicle M1 does not hinder the oncoming vehicle M3 from entering the own lane. This ensures a smooth traffic flow in the oncoming lane.

  Further, according to the vehicle travel support device 1 according to the first embodiment, the target inter-vehicle distance correction unit 21 corrects the target inter-vehicle distance so as to secure the entry space for the oncoming vehicle M3, so that the host vehicle M1 is opposed. It is possible to prevent the vehicle M3 from entering the own lane, and to ensure a smooth traffic flow in the oncoming lane.

  Further, according to the vehicle travel support device 1 according to the first embodiment, when an entry space is secured on the rear side of the host vehicle M1, depending on the behavior of the vehicle existing behind the host vehicle M1, the oncoming vehicle M3 is changed. Although it may not be possible to enter the own lane, the target inter-vehicle distance correcting unit 21 corrects the target inter-vehicle distance to secure an approach space in front of the own vehicle M1, so that the oncoming vehicle M3 enters. It is possible to secure as much entry space as necessary.

  Further, according to the vehicle travel support device 1 according to the first embodiment, when it is assumed that the host vehicle M1 has reached the planned arrival position P according to the target inter-vehicle distance acquired, the oncoming vehicle M3 enters the host lane. The target inter-vehicle distance can be corrected only when it is determined that the vehicle will be hindered. Therefore, even when the approach determining unit 17 determines that the oncoming vehicle M3 enters the own lane, the approach obstruction determining unit 19 determines that the own vehicle M1 does not prevent the oncoming vehicle M3 from entering the own lane. The correction of the target inter-vehicle distance can be omitted, and the processing load can be reduced.

  Moreover, according to the vehicle travel support device 1 according to the first embodiment, the approach determination unit 17 determines the own lane of the oncoming vehicle M3 based on the blinking state of the blinker that clearly indicates the intention of the driver of the oncoming vehicle M3. Since the approach to the vehicle can be determined, the certainty of the determination can be improved.

  Further, according to the vehicle travel support device 1 according to the first embodiment, the approach determination unit 17 determines that the oncoming vehicle M3 enters the own lane when the space ahead of the oncoming vehicle M3 is equal to or larger than a predetermined size. Therefore, for example, when there is no vehicle ahead and there is a space of a predetermined size or larger, and the oncoming vehicle M3 is slowing down or stopped in the oncoming lane, the driver of the oncoming vehicle M3 is told. Since it can be considered that there is an intention to enter the own lane, it is possible to determine whether or not the oncoming vehicle M3 enters the own lane even when the driver of the oncoming vehicle M3 forgets to turn the turn signal.

[Second Embodiment]
Next, the configuration of the vehicle travel support apparatus according to the second embodiment will be described. The vehicle travel support apparatus 30 according to the second embodiment is mainly different from the vehicle travel support apparatus 1 according to the first embodiment in that the configuration of the entry determination unit and the operation of the entry determination condition acquisition process are different.

  FIG. 7 is a diagram illustrating a block configuration of the vehicle travel support apparatus according to the second embodiment. As shown in FIG. 7, the entry determination unit 31 includes an image acquisition unit 32, a wheel side surface extraction unit 33, a straight line detection unit 34, a contour extraction unit 36, a side surface shape estimation unit 37, a front wheel angle acquisition unit 38, and a determination unit 39. I have. The configuration other than the entry determination unit 31 is the same as that of the vehicle travel support device 1 according to the first embodiment.

  The image acquisition unit 32 has a function of acquiring an image of the oncoming vehicle M3 captured by the imaging unit 4 from the own vehicle M1 side. The image acquisition unit 32 has a function of outputting the acquired image of the oncoming vehicle M3 to the wheel side surface extraction unit 33, the contour extraction unit 36, the side surface shape estimation unit 37, and the front wheel angle acquisition unit 38.

  The wheel side surface extraction unit 33 has a function of extracting the side surface 101 of the front wheel 100 and the side surface 103 of the rear wheel 102 of the oncoming vehicle M3 from the image acquired by the image acquisition unit 32. In the image, the side surface 101 of the front wheel 100 and the side surface 103 of the rear wheel 102 are shown in an elliptical shape (see FIG. 10A). For example, the edge is extracted from the image, and the line segment connection relation and the edge gradient are used. The elliptical shape can be extracted. The wheel side surface extraction unit 33 has a function of outputting the extracted side surface 101 of the front wheel 100 and the side surface 103 of the rear wheel 102 to the front wheel angle acquisition unit 38.

  The straight line detection unit 34 extends in a horizontal direction along a straight line (first straight line) 106 that extends in the horizontal direction along the vehicle body side surface 104 of the oncoming vehicle M3 and a ground contact surface 107 that contacts the ground in the front wheel 100. The function of detecting a straight line (second straight line) 108 to be detected (FIG. 12). Each of the straight lines 106 and 108 is detected by, for example, a Hough transform using the coordinate values of the laser radar point sequence. The straight line detection unit 34 has a function of outputting the straight lines 106 and 108 to the front wheel angle acquisition unit 38 when detected.

  The contour extracting unit 36 has a function of extracting the contour 110 on the front side of the oncoming vehicle M3 from the image acquired by the image acquiring unit 32 (see FIG. 10C). The contour 110 on the front side of the oncoming vehicle M3 can be obtained by edge extraction, for example. The contour extracting unit 36 has a function of outputting the contour 110 to the side surface shape estimating unit 37 and the front wheel angle acquiring unit 38 when the contour 110 is extracted.

  The side surface shape estimation unit 37 has a function of estimating the shape of the side surface 101 of the front wheel 100 shown as an ellipse from the front side contour 110 of the oncoming vehicle M3 extracted by the contour extraction unit 36. As for the side shape of the front wheel, for example, the ellipse component 111 on the side surface of the front wheel in the contour 110 on the front side of the oncoming vehicle M3 is extracted from the connection relationship and the edge gradient of the line segment (see FIG. 10C). And the side surface shape of the front wheel 100 is estimated by substituting the coordinate of the point which comprises the extracted ellipse component 111 to a predetermined formula. The side surface shape estimation unit 37 has a function of outputting to the front wheel angle acquisition unit 38 when the side surface shape of the front wheel 100 is estimated.

  The front wheel angle acquisition unit 38 has a function of acquiring the front wheel angle of the oncoming vehicle M3 with respect to the traveling direction of the oncoming vehicle M3. The front wheel angle is an angle indicated by ξ in FIG. 8, and the elliptical shape of the side surface 101 of the front wheel 100 and the side surface 103 of the rear wheel 102 extracted by the wheel side surface extraction unit 33 or the straight line 106 detected by the straight line detection unit 34. , 108 and the side surface shape of the front wheel 100 estimated by the side surface shape estimation unit 37. Further, the front wheel angle acquisition unit 38 has a function of outputting the acquired front wheel angle to the determination unit 39.

  The determination unit 39 has a function of determining whether the oncoming vehicle M3 enters the own lane based on the front wheel angle input from the front wheel angle acquisition unit 38. For example, the front wheel angle is compared with a predetermined threshold, and if it is equal to or greater than the threshold, it is determined to enter, and if it is smaller than the threshold, it is determined not to enter. The determination unit 39 has a function of outputting a determination result to the expected arrival position acquisition unit 18.

  Next, with reference to FIG. 9, operation | movement of the approach determination condition acquisition process of the vehicle travel assistance apparatus 30 which concerns on 2nd Embodiment is demonstrated. FIG. 9 is a flowchart showing an entry determination condition acquisition process in the vehicle travel support apparatus according to the second embodiment. In the second embodiment, the same processing as in the first embodiment is performed in S10 to S16 before the entry determination condition acquisition processing.

  The entry determination condition acquisition process is executed by the entry determination unit 31. First, this process starts from an image acquisition process (S40).

  The process of S40 is a process that is executed by the image acquisition unit 32 and acquires an image for acquiring the image of the oncoming vehicle M3 captured by the imaging unit 4 from the own vehicle M1 side. Here, FIG. 10 is a view showing an image of the oncoming vehicle M3, where (a) shows an image showing the side surface 101 of the front wheel 100 and the side surface 103 of the rear wheel 102, and (b) shows the vehicle body side surface 104. The side surface 101 of the front wheel 100 is not shown, and (c) is an image in which only the front surface is shown without showing the vehicle body side surface 104. In S40, any one of the images in FIGS. 10A, 10B, and 10C is acquired. When the processing of S40 ends, the process proceeds to wheel side surface extraction processing (S42).

  The process of S42 is a process executed by the wheel side surface extraction unit 33 and extracts the side surface 101 of the front wheel 100 and the side surface 103 of the rear wheel 102 of the oncoming vehicle M3 from the image acquired in S40. When the image acquired in S40 is FIG. 10A, the side surface 101 of the front wheel 100 and the side surface 103 of the rear wheel 102 are shown in an elliptical shape in the image, and these elliptical shapes are extracted. When the side surface 101 of the front wheel 100 is extracted in S42, the process proceeds to the ratio calculation process (S44). In addition, when the image acquired by S40 is FIG.10 (b), (c), since the side surface 101 of the front wheel 100 is not shown and it cannot extract, it transfers to a vehicle body straight line detection process (S50). Even if the side surface 101 of the front wheel 100 is shown in the image, if it is not shown sufficiently to be extracted, the process similarly proceeds to the vehicle body straight line detection process.

  The process of S44 is executed by the front wheel angle acquisition unit 38, and the major axis and the minor axis of the elliptical shape of the side surface 101 of the front wheel 100 and the side surface 103 of the rear wheel 102 extracted in S42 are measured, and the ratio is calculated. It is. As shown in FIG. 10 (a), the lengths of the major and minor axes of the elliptical shape on the front wheel 100 side are Llf and Lsf, and the lengths of the major and minor axes of the elliptical shape on the rear wheel 102 side are Lllr, Assuming Lsr, the ratio on the front wheel 100 side is expressed as αf = Lsf / Llf, and the ratio on the rear wheel 102 side is expressed as αr = Lsr / Llr. When the processing of S44 is completed, the routine proceeds to front wheel angle acquisition processing (S46).

The process of S46 is executed by the front wheel angle acquisition unit 38, and acquires the front wheel angle ξ based on the ratio αf on the front wheel 100 side and the ratio αr on the rear wheel 102 side calculated in S44. As shown in FIG. 11, the angle θr formed by the reference line B1 orthogonal to the straight line extending from the imaging unit 4 toward the rear wheel 102 and the side surface 103 of the rear wheel 102 is calculated by θr = cos ⁻¹ (αr). Is done. The angle .theta.f formed between the side surface 101 of the base line B2 and the front wheel 100 which is perpendicular to the straight line that extends to the front wheels 100 from the imaging unit 4 is calculated by θf = ^{cos -1} (αf). Therefore, the front wheel angle ξ is obtained by ξ≈θf−θr. When the processing of S46 is completed, the routine proceeds to front wheel angle determination processing (S48).

  On the other hand, the process of S50 is a process that is executed by the straight line detection unit 34 and detects a straight line 106 that extends in the horizontal direction along the vehicle body side surface 104 of the oncoming vehicle M3. When the image acquired in S40 is FIG. 10B, as shown in FIG. 12, the longest straight line in the point sequence D of the laser radar R from the radar 6 of the host vehicle M1 is the straight line on the side surface 104 of the vehicle body. It detects that it is 106. When the process of S50 ends, the process proceeds to a front wheel straight line detection process (S52). In the case where the image acquired in S40 is FIG. 10C, the vehicle body side face 104 is not shown and the straight line 106 cannot be detected, so the process proceeds to the contour extraction process (S56). Even if the vehicle body side surface 104 is shown, if the line 106 is not sufficiently shown to be detected, the process similarly proceeds to the contour extraction process.

  The process of S52 is executed by the straight line detection unit 34, and is a process of detecting a straight line 108 extending in the horizontal direction along the ground contact surface 107 in contact with the ground in the front wheel 100. A point sequence deviated from the straight line 106 on the vehicle side surface 104 in the point sequence D of the laser radar R is detected as a straight line 108 along the ground contact surface 107 of the front wheel 100. When the process of S52 ends. The process proceeds to the front wheel angle acquisition process (S54).

  The processing in S54 is executed by the front wheel angle acquisition unit 38, and based on the straight line 106 of the vehicle body side surface 104 of the oncoming vehicle M3 acquired in S50 and the straight line 108 of the ground contact surface 107 of the front wheel 100 acquired in S52. It is a process to acquire. As shown in FIG. 12, when a straight line 109 orthogonal to the straight line 108 along the front wheel 100 is calculated, the front wheel angle ξ is obtained by an angle θt formed by the straight line 109 and the straight line 106 of the vehicle body side surface 104. When the processing of S54 is completed, the routine proceeds to front wheel angle determination processing (S48).

  On the other hand, the process of S56 is executed by the contour extraction unit 36, and is a process of extracting the front-side contour 110 of the oncoming vehicle M3 from the image acquired in S40. The contour 110 is a portion indicated by a thick line in FIG. When the process of S56 is completed, the process proceeds to the side shape estimation process (S58).

  The process of S58 is a process that is executed by the side surface shape estimation unit 37 and estimates the shape of the side surface 101 of the front wheel 100 shown in an elliptical shape from the contour 110 on the front side of the oncoming vehicle M3 extracted in S56. As shown in FIG. 10C, the front side contour 110 of the oncoming vehicle M <b> 3 includes an elliptical component 111 formed by the edge of the side surface 101 of the front wheel 100. By substituting the coordinates (x, y) of the points constituting this elliptical component 111 into the equation (1), the elliptical shape is estimated by the method of least squares.

A · x ² + B · x · y + C · y ² + D · x + E · y + F = 0 (1)

  In particular, in the case of the front wheel, it can be considered that there is no inclination of the ellipse, so that it can be substituted into the equation (2).

A · (x−a) ² + C · (y−b) ² = R ² (2)

  When the process of S58 ends, the process proceeds to a ratio calculation process (S60).

  The process of S60 is a process that is executed by the front wheel angle acquisition unit 38 and calculates the ratio between the major axis and the minor axis of the elliptical shape estimated in S58. In S60, the length of the major axis of the ellipse estimated in S58 is represented as A, and the length of the minor axis is represented as C. Therefore, the ratio β = C / A is calculated. When the processing of S60 is completed, the routine proceeds to front wheel angle acquisition processing (S62).

The process of S62 is a process that is executed by the front wheel angle acquisition unit 38 and acquires the front wheel angle ξ based on the ratio β calculated in S60. Here, when the vehicle body side surface 104 of the oncoming vehicle M3 cannot be detected from the image, it is a case where the traveling direction of the oncoming vehicle M3 is directed toward the own vehicle M1, and therefore the front wheel angle ξ is as shown in FIG. It is acquired by the angle formed by the vehicle body side surface 104 of the oncoming vehicle M3 and the front wheel 100. Therefore, the front wheel angle ξ is obtained by ξ = sin ⁻¹ (β). When the process of S62 ends, the process proceeds to a front wheel angle determination process (S48).

  The process of S48 is a process that is executed by the determination unit 39 and determines whether or not the front wheel angle ξ acquired in S46, S54, or S60 is greater than or equal to a predetermined threshold value. The result is acquired as the entry determination condition, and the process proceeds to the entry determination process (S20, see FIG. 2). In the process of S20, when the entry determination condition that “the front wheel angle ξ is greater than or equal to the threshold” is acquired, it is determined that the oncoming vehicle M3 enters the own lane. On the other hand, when the entry determination condition that “the front wheel angle ξ is smaller than the threshold value” is acquired, it is determined that the oncoming vehicle M3 does not enter the own lane.

  In the second embodiment, the same process as in the first embodiment is performed in S22 to S29 after the entry determination process.

  As described above, according to the vehicle travel support device 30 according to the second embodiment, the progress of the oncoming vehicle M3 depends on whether or not the front wheel angle ξ of the oncoming vehicle M3 is greater than or equal to the predetermined threshold in the front wheel angle acquisition unit 38. Since the direction can be predicted, it is possible to determine whether or not the oncoming vehicle M3 enters the own lane even when the driver of the oncoming vehicle M3 forgets to turn the turn signal.

  Further, according to the vehicle travel support device 30 according to the second embodiment, the side surface 101 of the front wheel 100 and the side surface 103 of the rear wheel 102 in the image captured from the host vehicle M1 side are extracted from the image, and their ellipses are extracted. Based on the ratio of the major axis to the minor axis of the shape, it is possible to acquire how much the front wheel 100 and the rear wheel 102 are inclined with respect to the imaging unit 4 and the like. Further, while the front wheel 100 is tilted in the traveling direction by steering the steering wheel or the like, the rear wheel 102 moves following the movement of the vehicle. Therefore, by comparing the inclination of the front wheel 100 and the rear wheel 102, The angle ξ can be obtained. As described above, the front wheel angle ξ can be obtained from the ratio of the major axis to the minor axis of each side surface of the front wheel 100 and the rear wheel 102 without performing image analysis of the entire oncoming vehicle, so the load of the entry determination process is reduced. Can be reduced.

  Further, according to the vehicle travel support device 30 according to the second embodiment, the direction of the vehicle body of the oncoming vehicle M3 can be acquired by detecting the straight line 106, and the front wheel 100 can be detected by detecting the straight line 108. Since the direction can be acquired, the front wheel angle ξ can be acquired based on the straight lines 106 and 108. Therefore, even when the front wheel 100 has a large inclination and the side surface 101 of the front wheel 100 cannot be extracted in the acquired image, the front wheel angle ξ can be acquired if the vehicle body side surface 104 and the ground contact surface 107 of the front wheel 100 can be extracted.

  Further, according to the vehicle travel support device 30 according to the second embodiment, the shape of the side surface of the front wheel shown in an elliptical shape is estimated from the contour of the front side of the oncoming vehicle extracted in the oncoming vehicle image, By calculating the ratio between the major axis and the minor axis of the elliptical shape, it is possible to obtain how much the front wheels are inclined with respect to the camera of the host vehicle. In addition, by acquiring the direction of the vehicle body of the oncoming vehicle with respect to the camera from the contour of the front side of the oncoming vehicle, it is possible to acquire how much the front wheel is inclined with respect to the vehicle body, and thus the front wheel angle can be acquired. As described above, the front wheel angle can be acquired only from the front side image of the oncoming vehicle even when the side surface of the body of the oncoming vehicle cannot be extracted from the image.

[Third Embodiment]
Next, the configuration of the vehicle travel support apparatus according to the third embodiment will be described.

  FIG. 14 is a diagram illustrating a block configuration of a vehicle travel support device 50 according to the third embodiment. As shown in FIG. 14, the vehicle travel support device 1 includes an ECU 2, a vehicle speed sensor 3, an imaging unit 4, a radar 6, a GPS (Global Positioning System) 51, a travel drive unit 7, and a braking unit 8.

  The ECU 2 also includes a preceding vehicle detection unit 11, a target inter-vehicle distance acquisition unit 12, a host vehicle speed determination unit 13, an absolute position acquisition unit 52, a storage unit 53, a search unit 54, an approach area determination unit 56, and a planned arrival position acquisition unit. 18, an overlap determination unit 57, a target inter-vehicle distance correction unit 58, and a host vehicle speed control unit 22.

  The GPS 51 has a function of detecting the absolute position of the host vehicle M1. For example, the GPS 51 receives a signal transmitted from an artificial satellite and calculates the time difference between arrival of the signal to determine the latitude and longitude of the host vehicle M1. To detect. The GPS 51 has a function of outputting the detected absolute position information to the absolute position acquisition unit 52.

  The absolute position acquisition unit 52 has a function of acquiring the absolute position of the host vehicle M1 based on the absolute position information of the GPS 51 and a function of outputting the absolute position of the host vehicle M1 to the search unit 54.

  The memory | storage part 53 has the function to memorize | store the information acquired beforehand, for example, while memorize | stores map data, the area | region which has many crossings of vehicles, a U-turn, or the area | region which faces a store entrance For example, the position in the map of the approach area A where the oncoming vehicle M3 is likely to enter the own lane can be stored. The storage unit 53 has a function of outputting map data and approach area information to the search unit 54.

  The search unit 54 has a function of acquiring the position of the approach area A around the host vehicle M1 by searching the map data and the approach area position information output from the storage unit 53. The search unit 54 acquires, for example, the absolute position information of the host vehicle M1 from the absolute position acquisition unit 52, searches for the position in the map where the absolute position of the host vehicle M1 corresponds, and the surrounding entry area. The position information is searched to acquire the position of the approach area A around the host vehicle M1. In addition, the search unit 54 has a function of outputting the search result to the approach area determination unit 56.

  Based on the search result output from the search unit 54, the approach area determination unit 56 determines whether or not the approach area A where the oncoming vehicle M3 is likely to enter the own lane exists ahead of the own vehicle M1. It has the function to do. Further, the entry area determination unit 56 has a function of outputting the determination result to the overlap determination unit 57.

  The overlap determination unit 57 determines whether or not the expected arrival position P of the host vehicle M1 overlaps the approach region A when the approach region determination unit 56 determines that the approach region A exists in front of the host vehicle M1. It has the function to do. The overlap determination unit 57 acquires, for example, the approach area A that is the object of determination by the approach area determination unit 56, acquires the expected arrival position P from the expected arrival position acquisition unit 18, and whether or not they overlap. Determine. In addition, the overlap determination unit 57 outputs the determination result to the target inter-vehicle distance correction unit 58.

  The target inter-vehicle distance correcting unit 58 determines that the approach region A is present in front of the host vehicle M1 by the approach region determining unit 56, and the planned arrival position P is determined to overlap the approach region A by the overlap determining unit 57. The target inter-vehicle distance acquisition unit 12 has a function of correcting the target inter-vehicle distance LT. For example, the target inter-vehicle distance correction unit 58 corrects the target inter-vehicle distance LT so that the host vehicle M1 secures the entry area A as an entry space. The target inter-vehicle distance correction unit 58 has a function of outputting the corrected target inter-vehicle distance LT ′ to the host vehicle speed control unit 22.

  The vehicle speed sensor 3, the imaging unit 4, the radar 6, the traveling drive unit 7, the braking unit 8, the preceding vehicle detection unit 11, the target inter-vehicle distance acquisition unit 12, the host vehicle speed determination unit 13, the planned arrival position acquisition unit 18, and The own vehicle speed control unit 22 has the same function as that of the vehicle travel support device 1 according to the first embodiment.

  Next, with reference to FIG. 15, operation | movement of the vehicle travel assistance apparatus 50 which concerns on 3rd Embodiment is demonstrated. FIG. 15 is a flowchart showing a vehicle travel support process in the vehicle travel support device 50 according to the second embodiment.

  As shown in FIG. 15, the vehicle travel support device 50 performs the same processing as the vehicle travel support processing in the vehicle travel support device 1 of the first embodiment from S10 to S14 (see FIG. 2). If it is determined in S14 that the host vehicle speed is equal to or less than the threshold value, the process proceeds to the absolute position acquisition process (S80).

  The process of S80 is executed by the absolute position acquisition unit 52, and acquires the absolute position of the host vehicle M1 based on the absolute position information from the GPS 51. When the process of S80 ends, the process proceeds to an entry area search process (S82).

  The process of S82 is executed by the search unit 54, and the map data and the approach area position information input from the storage unit 53 are searched based on the absolute position of the host vehicle M1 acquired by the process of S80, and the vicinity of the host vehicle M1 It is a process which acquires the position of the approach area | region A. When the process of S82 ends, the process proceeds to an entry area determination process (S84).

  The process of S84 is a process that is executed by the approach area determination unit 56 and determines whether or not the approach area A acquired in S82 is in front of the host vehicle M1. For example, as shown in FIG. 16, when the approach area A exists between the host vehicle M1 and the preceding vehicle M2, it is determined that “the approach area A exists in front of the host vehicle M1”. If it is determined in step S84 that the vehicle does not exist, the process proceeds to the host vehicle speed control process (S28). In S28, the same processing as the own vehicle speed control processing (S28, see FIG. 2) in the first embodiment is performed.

  On the other hand, in the process of S84, when it is determined that “the approach area A is present in front of the host vehicle M1”, the process proceeds to the expected arrival position acquisition process (S22). The process of S22 is the same as that in the first embodiment. When the process of S22 ends, the process proceeds to a duplication determination process (S86).

  The process of S86 is a process that is executed by the overlap determination unit 57 and determines whether or not the planned arrival position P of the host vehicle M1 overlaps the approach area A that is the target of the determination of S84. In the process of S86, if it is determined that the estimated arrival position P does not overlap with the approach area A, the process proceeds to the own vehicle speed control process in order to secure the target inter-vehicle distance LT acquired in S12 with the preceding vehicle M2. (S28). On the other hand, in the process of S86, when it is determined that the estimated arrival position P overlaps with the approach area A, the process proceeds to the target inter-vehicle distance correction process (S88).

  Here, the process of S86 will be described in detail. FIGS. 16A and 16B are diagrams showing the positional relationship when the estimated arrival position P does not overlap with the approach area A. FIG. FIGS. 17A and 17B are diagrams showing the positional relationship when the estimated arrival position P overlaps with the approach area A. FIG. As shown in FIG. 16, the host vehicle front end distance L6, which is the distance from the position of the front end of the host vehicle M1 to the current position of the host vehicle M1 when the host vehicle M1 stops at the expected arrival position P acquired in S20, , (Own vehicle front end distance L6) = (distance L2 to preceding vehicle) − (target inter-vehicle distance LT), and the distance from the rear end of the own vehicle M1 to the current position of the own vehicle M1 The end distance L7 is calculated as (own vehicle rear end distance L7) = (distance L2 to the preceding vehicle) − (target inter-vehicle distance LT) − (own vehicle total length L3). At this time, as shown in FIG. 16 (a), the overlap determination unit 57 determines that the relationship of (own vehicle rear end distance L7) ≧ (entrance region farthest distance L8) holds, or FIG. 16 (b). As shown, when the relationship of (own vehicle front end distance L6) ≦ (entrance region nearest neighbor distance L9) holds, it is determined that the expected arrival position P of the own vehicle M1 does not overlap with the approach region A. On the other hand, when the relationship of (own vehicle rear end distance L7) <(approach area farthest distance L8) and (own vehicle front end distance L6)> (approach area nearest neighbor distance L9) holds. It is determined that the expected arrival position P of the host vehicle M1 overlaps with the approach area A.

  The process of S88 is a process that is executed by the target inter-vehicle distance correction unit 58 and corrects the target inter-vehicle distance LT acquired in S12 so that the host vehicle M1 secures the entry area A as an entry space. FIG. 18 is a diagram showing the positional relationship between the host vehicle M1 and the approach area A after correcting the target inter-vehicle distance LT. As shown in FIG. 18, in the process of S88, the target inter-vehicle distance LT is (corrected target distance LT). Inter-vehicle distance LT ′) = (distance L2 to the preceding vehicle) − (entrance region nearest neighbor distance L9). When the process of S88 ends, the process proceeds to the own vehicle speed control process (S28). In S28, the same processing as the host vehicle speed control processing in the first embodiment is performed. When the process of S28 ends, the process of FIG. 15 ends, and the process returns to S10 again.

  As described above, according to the vehicle travel support device 50 according to the third embodiment, even if the target inter-vehicle distance LT is acquired with the preceding vehicle, the oncoming vehicle M3 can enter by the entry region determination unit 56. When it is determined that a highly enterable area A exists in front of the host vehicle M1, the target inter-vehicle distance LT is corrected so as to leave the approach area A as an approach space for the oncoming vehicle M3. Therefore, when the oncoming vehicle M3 that is about to enter the own lane travels, it is possible to prevent the entry from being hindered. As a result, even if the oncoming vehicle M3 does not exist at the present time, it is possible to predict that the new oncoming vehicle M3 will travel and correct the target inter-vehicle distance LT in advance. Therefore, a smooth traffic flow in the oncoming lane can be ensured.

  In addition, according to the vehicle travel support device 50 according to the third embodiment, the approach area determination unit 56 makes a determination based on the peripheral information of the host vehicle M1, so that the approach information is reflected by reflecting the peripheral information of the host vehicle M1. It is possible to accurately determine whether or not a region exists.

[Fourth Embodiment]
Next, the configuration of the vehicle travel support device 60 according to the fourth embodiment will be described. The vehicle travel support device 60 according to the fourth embodiment is mainly different from the vehicle travel support device 50 according to the third embodiment in that the method of acquiring the approach area A is different.

  FIG. 19 is a block diagram illustrating a vehicle travel support apparatus according to the fourth embodiment. As shown in FIG. 19, the vehicle travel support device 60 includes an ECU 2, a vehicle speed sensor 3, an imaging unit 4, a radar 6, a GPS 51, a travel drive unit 7, a braking unit 8, and a transmission / reception unit 61 in the host vehicle M <b> 1. Yes. Furthermore, the vehicle travel support device 60 includes an external device 70 having a transmission / reception unit 71, a storage unit 72, and a search unit 73 outside the host vehicle M1.

  The ECU 2 also includes a preceding vehicle detection unit 11, a target inter-vehicle distance acquisition unit 12, a host vehicle speed determination unit 13, an absolute position acquisition unit 52, an approach area determination unit 62, a planned arrival position acquisition unit 18, an overlap determination unit 57, a target An inter-vehicle distance correction unit 58 and a host vehicle speed control unit 22 are provided.

  The transmission / reception units 61 and 71 in the host vehicle M1 and the external device 70 have a function of transmitting / receiving information to / from each other.

  The storage unit 72 has a function of storing information acquired in advance. For example, the storage unit 72 stores map data, and a plurality of vehicles including the host vehicle M1 turn right in the past at a predetermined location in the map. Information on how many times the U-turn has been made, that is, the number of times of entry can be stored. The storage unit 72 has a function of outputting map data and the number of times of entry to the search unit 73.

  The search unit 73 acquires the absolute position input from the absolute position acquisition unit 52 via the transmission / reception unit 71, sets a determination area of a predetermined size between the host vehicle M <b> 1 and the preceding vehicle M <b> 2, from the storage unit 72. By searching the input map data and the number of times of entry, it has a function of acquiring the number of times the vehicle has entered the judgment area in the past. The search unit 73 has a function of outputting the position of the determination region and the search result to the entry region determination unit 56 via the transmission / reception units 61 and 71.

  Based on the search result output from the search unit 73, the approach region determination unit 62 determines whether or not the approach region A where the oncoming vehicle M3 is likely to enter the own lane exists ahead of the host vehicle M1. It has the function to do. Specifically, when the number of past vehicle entries in the determination region input from the search unit 73 exceeds a predetermined threshold, the determination region is acquired as the entry region A, and “in front of the host vehicle M1” It is determined that there is an approach area A ". Further, the entry area determination unit 62 has a function of outputting the determination result to the overlap determination unit 57.

  The vehicle speed sensor 3, the imaging unit 4, the radar 6, the GPS 51, the travel drive unit 7, the braking unit 8, the preceding vehicle detection unit 11, the target inter-vehicle distance acquisition unit 12, the host vehicle speed determination unit 13, the absolute position acquisition unit 52, The estimated arrival position acquisition unit 18, the overlap determination unit 57, the target inter-vehicle distance correction unit 58, and the host vehicle speed control unit 22 have the same functions as those of the vehicle travel support device 50 according to the third embodiment.

  Next, with reference to FIG. 20, operation | movement of the vehicle travel assistance apparatus 60 which concerns on 4th Embodiment is demonstrated. FIG. 20 is a flowchart illustrating a vehicle travel support process in the vehicle travel support device according to the fourth embodiment.

  As shown in FIG. 20, the vehicle travel support apparatus according to the fourth embodiment performs the same processing as that of the vehicle travel support apparatus 50 according to the third embodiment from S10 to S14 and S80 (FIG. 20). 15). If the absolute position of the host vehicle M1 is acquired in S80, the process proceeds to the approach number search process (S100).

  The process of S100 is executed by the search unit 73, and a determination area of a predetermined size is set between the own vehicle M1 and the preceding vehicle M2 based on the absolute position of the own vehicle M1 acquired by the process of S80, and the determination area It is the process which searches and acquires the frequency | count that the vehicle approached in the past. For example, a plurality of determination areas are set by dividing an area between the host vehicle M1 and the preceding vehicle M2 into a predetermined size. Then, the number of times of entry into the determination area is obtained by searching how many vehicles have entered the past in each determination area. When the process of S100 ends, the process proceeds to an entry area determination process (S102).

  The process of S102 is executed by the approach area determination unit 62, and the approach area A is located ahead of the host vehicle M1 depending on whether or not the determination area set in S100 is the approach area A where the oncoming vehicle M3 is likely to enter. This is a process for determining whether or not it exists. For example, it is determined for all the determination areas whether the past number of times of entry in the determination area set in S100 exceeds a predetermined threshold. If any of the determination areas exceeds the threshold, the determination area is While acquiring as approach area A, it determines with "entrance area A exists ahead of the own vehicle M1." If it is determined in step S102 that the vehicle does not exist, the process proceeds to the host vehicle speed control process (S28). On the other hand, if it is determined that it exists, the process proceeds to duplication determination processing (S86).

  In S28, the same processing as the host vehicle speed control processing in the first embodiment is performed. Further, after S86, the same processing as in the third embodiment is performed. When the process of S28 ends, the process of FIG. 20 ends, and the process returns to S10 again.

  As described above, according to the vehicle travel support device according to the third embodiment, even when the surrounding information of the host vehicle M1 is not updated, the number of times the oncoming vehicle M3 has actually entered the past is also measured. Since the entry area A can be acquired, the entry space can be secured based on the latest traffic information.

  The present invention is not limited to the embodiment described above.

  For example, in the vehicle travel support device 50 according to the third embodiment, the storage unit and the search unit are included in the vehicle, but in the external device as in the vehicle travel support device 60 according to the fourth embodiment. You may prepare for. Moreover, the vehicle travel support device 60 according to the fourth embodiment may also include a storage unit and a search unit in the vehicle.

  When the target inter-vehicle distance is acquired, the target inter-vehicle distance is automatically secured by the own vehicle speed control process, but the target inter-vehicle distance may be secured by a manual operation by the driver.

  In the approach determination condition acquisition process of the vehicle travel support process shown in FIG. 2, the entry determination condition is acquired based on the blinker blinking state and the front wheel angle. Or the like may be acquired as the entry determination condition. Moreover, you may determine these approach determination conditions independently, and may determine in combination.

It is a block block diagram of the vehicle travel assistance apparatus which concerns on 1st Embodiment. It is a flowchart which shows the vehicle travel assistance process in the vehicle travel assistance apparatus 1 which concerns on 1st Embodiment. It is a figure which shows the example of the positional relationship of the own vehicle and an oncoming vehicle when the own vehicle does not obstruct the approach to the own lane of an oncoming vehicle. It is a figure which shows the positional relationship of the own vehicle and an oncoming vehicle in case an own vehicle obstructs approach to the own lane of an oncoming vehicle. It is the figure which showed the positional relationship of the own vehicle and the oncoming vehicle after correcting the target inter-vehicle distance. It is a flowchart which shows the approach determination condition acquisition process in the vehicle travel assistance apparatus which concerns on 1st Embodiment. It is a block block diagram of the vehicle travel assistance apparatus which concerns on 2nd Embodiment. It is a figure which shows the definition of the front-wheel angle of an oncoming vehicle. It is a flowchart which shows the approach determination condition acquisition process in the vehicle travel assistance apparatus which concerns on 2nd Embodiment. It is a figure which shows the image of an oncoming vehicle, (a) is an image in which the side surface of a front wheel and the side surface of a rear wheel are shown, (b) is an image in which the side surface of a vehicle body is shown, and the side surface of a front wheel is not shown, (c) Is an image in which only the front side is shown without showing the side of the vehicle body. It is a figure which shows the front-wheel angle acquisition method when the side surface of a front wheel has been extracted in the image. It is a figure which shows the front-wheel angle acquisition method at the time of detecting the straight line of a vehicle body side surface. It is a figure which shows the front-wheel angle acquisition method when the straight line of a vehicle body side surface cannot be detected. It is a block block diagram of the vehicle travel assistance apparatus which concerns on 3rd Embodiment. It is a flowchart which shows the vehicle travel assistance process in the vehicle travel assistance apparatus which concerns on 3rd Embodiment. It is a figure which shows the example of the positional relationship when an arrival scheduled position does not overlap with an approach area | region. It is a figure which shows the example of the positional relationship in case an arrival scheduled position overlaps with an approach area | region. It is the figure which showed the positional relationship of the own vehicle and approach area after correcting the target inter-vehicle distance. It is a block block diagram of the vehicle travel assistance apparatus which concerns on 4th Embodiment. It is a flowchart which shows the vehicle travel assistance process in the vehicle travel assistance apparatus which concerns on 4th Embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1,30,50,60 ... Vehicle travel support apparatus, 12 ... Target inter-vehicle distance acquisition part (target inter-vehicle distance acquisition means), 17, 31 ... Approach determination part (entry determination means), 18 ... Expected arrival position acquisition part (arrival) (Scheduled position acquisition means), 19 ... entry disturbance determination section (entrance disturbance determination means), 21, 58 ... target inter-vehicle distance correction section (target inter-vehicle distance correction means), 32 ... image acquisition section (image acquisition means), 33 ... wheels Side surface extraction unit (wheel side surface extraction unit), 34 ... straight line detection unit (straight line detection unit), 36 ... contour extraction unit (contour extraction unit), 37 ... side surface shape estimation unit (side surface shape estimation unit), 38 ... front wheel angle acquisition Part (front wheel angle acquisition means), 53, 72 ... storage part (storage means), 56, 62 ... approach area determination part (entrance area determination means), 104 ... vehicle body side face, 106 ... straight line (first straight line), 107 ... ground plane, 108 ... straight line (second Straight line)

Claims (13)

Target inter-vehicle distance acquisition means for acquiring the target inter-vehicle distance between the host vehicle and the preceding vehicle;
Entry determination means for determining whether an oncoming vehicle for the host vehicle enters the host lane;
A target inter-vehicle distance correction unit that corrects the target inter-vehicle distance acquired by the target inter-vehicle distance acquisition unit when the on-coming determination unit determines that the oncoming vehicle enters the own lane;
A vehicle travel support apparatus comprising:   2. The vehicle travel support device according to claim 1, wherein the target inter-vehicle distance correcting means corrects the target inter-vehicle distance so as to secure an approach space for the oncoming vehicle.   3. The vehicle travel support according to claim 2, wherein the target inter-vehicle distance correcting means corrects the target inter-vehicle distance so as to secure an approach space for the oncoming vehicle between the host vehicle and the preceding vehicle. apparatus. When the target inter-vehicle distance is secured with the preceding vehicle, a planned arrival position acquisition unit that acquires a predicted arrival position predicted to be reached by the host vehicle;
When it is assumed that the host vehicle has reached the planned arrival position, an approach obstruction determination unit that determines whether the host vehicle prevents the oncoming vehicle from entering the host lane;
With
The target inter-vehicle distance correcting means corrects the target inter-vehicle distance when the host vehicle determining unit determines that the host vehicle prevents the oncoming vehicle from entering the host lane. Item 4. The vehicle travel support device according to any one of Items 1 to 3.   5. The vehicle travel support according to claim 1, wherein the entry determination unit determines that the oncoming vehicle enters the own lane based on a blinking state of the blinker of the oncoming vehicle. apparatus.   The said approach determination means determines that the said oncoming vehicle approachs into the said own lane, when the space ahead of the said oncoming vehicle is more than predetermined | prescribed area, The one of Claims 1-5 characterized by the above-mentioned. The vehicle travel support device according to claim. The entry determination means includes front wheel angle acquisition means for acquiring a front wheel angle of the oncoming vehicle with respect to a traveling direction of the oncoming vehicle,
The vehicle travel support apparatus according to any one of claims 1 to 6, wherein when the front wheel angle is equal to or greater than a predetermined threshold, the oncoming vehicle is determined to enter the own lane. The entry determination means is an image acquisition means for acquiring an image of the oncoming vehicle imaged from the own vehicle side;
Wheel side surface extracting means for extracting the side surface of the front wheel and the side surface of the rear wheel in the image,
The front wheel angle acquisition means is based on the ratio of the major axis and the minor axis of the side surface of the front wheel shown in an ellipse and the ratio of the major axis and the minor axis of the side surface of the rear wheel shown in an ellipse. The vehicle travel support apparatus according to claim 7, wherein a front wheel angle is acquired. The entry determining means includes a first straight line extending in a horizontal direction along a side surface of a vehicle body of the oncoming vehicle, and a second straight line extending in a horizontal direction along a ground contact surface in contact with the ground in the front wheel. Straight line detecting means for detecting
9. The vehicle travel support device according to claim 7, wherein the front wheel angle acquisition unit acquires the front wheel angle based on an angle between the first straight line and the second straight line. The entry determination means is an image acquisition means for acquiring an image of the oncoming vehicle imaged from the own vehicle side;
Contour extracting means for extracting a front-side contour of the oncoming vehicle from the image;
Side surface shape estimation means for estimating the shape of the side surface of the front wheel shown in an ellipse from the extracted contour on the front surface side of the oncoming vehicle,
With
The said front wheel angle acquisition means acquires the said front wheel angle based on the ratio of the major axis of the side shape of the said front wheel estimated, and a short axis, The any one of Claims 7-9 characterized by the above-mentioned. Vehicle travel support device. Target inter-vehicle distance acquisition means for setting the target inter-vehicle distance between the host vehicle and the preceding vehicle;
An approach area determination means for determining whether or not an approach area where an oncoming vehicle with respect to the host vehicle is likely to enter the lane is present in front of the host vehicle;
A target inter-vehicle distance correcting unit that corrects the target inter-vehicle distance acquired by the target inter-vehicle distance acquiring unit when the approach determining unit determines that the approach area exists in front of the host vehicle;
A vehicle travel support apparatus comprising:   12. The vehicle travel support apparatus according to claim 11, wherein the approach area determination means determines based on surrounding information of the host vehicle. A storage unit for storing the number of times the oncoming vehicle has entered the past in a predetermined area in the own lane;
The vehicle travel support apparatus according to claim 11 or 12, wherein the approach area determination unit acquires the approach area based on the number of times of entry stored in the storage unit.

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