JP2019032573A - Driving support device, driving support program, driving support method, and driving support system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device capable of further improving the determination accuracy of an approach road in which an own vehicle enters an intersection. A driving support device includes a road alignment information acquisition unit that acquires road alignment information including information of a plurality of nodes indicating the alignment of each direction of an intersection, and information of a plurality of nodes included in the road alignment information. Of these, the distance between the intersection of the straight line connecting any two nodes and the perpendicular to the straight line passing through the current vehicle's own vehicle position and the own vehicle's position is calculated, and the calculated intersection and the own vehicle's position And, based on the road width information included in the road alignment information in any of the roads at the intersection, the approach route determination for determining the approach route in which the own vehicle enters in each route is determined. It has a part and. [Selection diagram] Fig. 2

Description

  The present invention relates to a driving support device, a driving support program, a driving support method, and a driving support system that perform driving support by determining an approach route of a vehicle entering an intersection.

  Conventionally, driving support technology in which a machine supports a driver's driving has been studied. As this type of driving support device, there is known a configuration for specifying a travel route on which the host vehicle travels in order to apply intersection information of an intersection existing ahead of the travel route on which the host vehicle travels to the host vehicle. (For example, Patent Document 1).

Japanese Patent Laid-Open No. 2015-012398

  However, the technique of Patent Document 1 only specifies that the vehicle is traveling along the travel route, and is only traveling on the road or traveling along the road outside the road. It was not possible to judge. In the technique of Patent Document 1, for example, even in the case where the host vehicle travels along a travel route in a parking lot adjacent to the travel route, there is a risk that it is erroneously determined that the vehicle is traveling along the travel route. there were.

  In order to perform driving support, it is required to further improve the accuracy of determination of an approach route in which the host vehicle enters the intersection. The configuration of Patent Document 1 is not sufficient, and further improvement is required. Yes.

  This invention is made | formed in view of such a condition, and this invention aims at improving the determination precision of the approach route into which the own vehicle approachs an intersection more.

The present invention employs the following configuration in order to solve the above problems.
That is, according to one aspect of the present invention, the driving support device of the present invention includes a road alignment information acquisition unit that acquires road alignment information including information of a plurality of nodes indicating the alignment of each route of an intersection, and the road Of the information of the plurality of nodes included in the linear information, the distance between the intersection of the straight line connecting any two nodes and the perpendicular to the straight line passing through the vehicle position of the current vehicle and the vehicle position Each route based on the calculated distance between the intersection and the vehicle position, and the road width information included in the road alignment information in an arbitrary route among the routes of the intersection. And an approach route determination unit that determines an approach route into which the host vehicle enters.

The present invention can Ru improve the determination accuracy of the approach route where the vehicle enters the intersection.

It is a system configuration figure showing the driving support system of this embodiment. It is a functional block diagram which shows the driving assistance device of this embodiment. It is a figure which shows the example of the node attribute information in the driving assistance system of this embodiment. It is explanatory drawing explaining the example of arrangement | positioning of the node contained in the node attribute information in the driving assistance system of this embodiment. It is explanatory drawing explaining the example which determines whether the own vehicle position is passing between two nodes. Explanatory drawing explaining the example which calculates the distance of the intersection of the straight line which connects the node of 2 points | pieces including the arbitrary nodes in the driving assistance system of this embodiment, and the perpendicular to the straight line passing through the own vehicle position, and the own vehicle position. It is. It is typical explanatory drawing which shows the example which determines the approach route in the driving assistance system of this embodiment. It is a flowchart which shows the driving assistance process by the driving assistance processing program in the driving assistance system of this embodiment.

  A driving support system 100 according to the present embodiment shown in FIG. 1 is used for driving support of a vehicle.

  The driving support system 100 includes a roadside device 200 and a driving support device 300. The roadside machine 200 is installed at each intersection to be driven. The driving support device 300 is, for example, a vehicle-mounted device included in a car navigation device mounted on a vehicle. The driving support device 300 may be a mobile terminal having a car navigation function.

  The roadside device 200 transmits road alignment information toward all 360 ° directions of the intersection to be driven. The vehicle driving support device 300 is configured to receive road alignment information from a radius of about 200 m to 300 m of the target intersection. The road alignment information includes information of a plurality of nodes indicating the alignment of each route of the intersection to be driven. Details of the road alignment information will be described later.

  A route means each road constituting an intersection. For example, the intersection of a crossroad is comprised of four directions. On the road with the center line (center line), one road is combined with the road where the vehicle flows in (the inflow route) and the road where the vehicle flows out (the outflow route). Road.

  The inflow route means a road on the side where the vehicle flows into the intersection. Further, the outflow direction means a road on the side where the vehicle flows out from the intersection. For example, an intersection of crossroads constituted by four routes that are not one-way traffic is constituted by four inflow routes and four outflow routes.

  The approach route means a road on which the vehicle is actually traveling toward the intersection among the inflow routes. For example, in the case where the own vehicle travels on an arbitrary inflow route among the routes constituting the intersection, the inflow route becomes the approach route.

  The driving support device 300 mounted on the vehicle performs driving support by determining which inflow route of the intersection is based on the road alignment information transmitted from the roadside device 200.

  Next, an example of the function of the driving support apparatus 300 of this embodiment will be described. FIG. 2 is a functional block diagram showing the driving support device 300 of this embodiment.

  The driving support apparatus 300 functions in the following functional configuration, that is, a configuration including the own vehicle position information generation unit 400, the wireless communication unit 500, the approach route determination unit 600, and the application unit 700.

  The own vehicle position information generation unit 400 includes a storage unit 401, a position detection unit 402, and a map matching unit 403. The position detection unit 402 is connected to the sensor 800. Sensor 800 includes a GPS receiver 811, a vehicle speed sensor 812, and an orientation sensor 813.

  The storage unit 401 is configured as an arbitrary storage device such as a flash memory, and stores various types of information. For example, the storage unit 401 stores various programs executed by the driving support device 300. The storage unit 401 stores map information necessary for the driving support device 300 to perform map matching processing and navigation. The map information includes graphic information representing the position and shape of a road that actually exists, and information such as road signs and traffic lights indicating road information associated with the graphic information. Graphic information includes information on road location and shape, road type (highways, national roads, etc.), background (parks, buildings, etc.), regulations (one-way, etc.), and point names (intersections, ICs, etc.) including.

  The driving support device 300 is configured to perform navigation based on the map information stored in the storage unit 401, current position information indicating the current position, and destination information indicating the destination. .

  The position detection unit 402 detects the current position of the vehicle based on the sensor 800. Specifically, the position detection unit 402 detects the current position of the vehicle based on information of the sensor 800 including position information of the GPS receiver 811, vehicle speed information of the vehicle speed sensor 812, direction information of the direction sensor 813, and the like. . The current position of the vehicle is represented by latitude and longitude. The position detection unit 402 acquires a signal from the sensor 800 at regular intervals, but can also acquire a signal from the sensor 800 at regular intervals. The position detection unit 402 sends the detected position information of the current position of the vehicle to the map matching unit 403.

  The map matching unit 403 performs map matching processing for estimating the current position of the vehicle based on the information on the current position of the vehicle detected by the position detection unit 402 and the map information stored in the storage unit 401. The map matching unit 403 performs map matching processing at regular intervals. If the current position of the vehicle detected by the position detection unit 402 is not on the map road, the map matching unit 403 performs a process of arranging the current position of the vehicle on the map road. The map matching unit 403 is not limited to the configuration that performs the map matching process at regular intervals, and may perform the map matching process at regular intervals.

  The map matching unit 403 determines whether or not the detected current position of the vehicle is located on the road of the map data. When the current location of the vehicle is not located on the road, the map matching unit 403 estimates the location on the road near the detected current location of the vehicle as the current location of the vehicle. If the current location of the vehicle is located on the road, the map matching unit 403 estimates the detected current location of the vehicle as the current location of the vehicle. The map matching unit 403 estimates the road near the current position as the current position of the vehicle when the current position of the vehicle is not located on the road, but is not limited thereto. For example, the map matching unit 403 is electrically connected to the vehicle speed sensor 812 and the like via the position detection unit so that vehicle speed information and the like can be obtained. Based on the GPS receiver 811, the vehicle speed sensor 812, and the direction sensor 813, the position detection unit 402 generates position information. The map matching unit 403 corrects the generated position information using the map information from the storage unit 401. Thereby, highly accurate position information can be generated. The map matching unit 403 sends information on the estimated current position of the vehicle to the approach route determination unit 600 and the application unit 700.

The wireless communication unit 500 receives the road alignment information transmitted from the roadside device 200 via the antenna 511. The wireless communication unit 500 sends the received road alignment information to the road alignment information acquisition unit 601.

  The approach route determination unit 600 includes a road alignment information acquisition unit 601 and an approach route determination unit 602.

  The road alignment information acquisition unit 601 acquires road alignment information. The road alignment information includes information on a plurality of nodes. The road alignment information indicates the alignment of each route at the intersection based on information of a plurality of nodes. The alignment of a route is the shape of a route connecting a plurality of nodes arranged so as to indicate the road shape.

  The road alignment information includes information on each route flowing into the intersection (hereinafter referred to as “inflow route information”). The road alignment information includes node attribute information for each inflow route information. The road alignment information includes, for example, four inflow route information corresponding to the four routes constituting the cross road when the intersection to be driven is a cross road. In other words, the road alignment information includes m pieces of node attribute information corresponding to the m pieces of inflow route information.

  Hereinafter, the node attribute information included in the road alignment information will be described with reference to FIG. FIG. 3 shows an example of node attribute information included in one inflow route information.

  The node attribute information includes information including node coordinate information, traveling direction information, and inflow lane number information for every n node IDs. In FIG. 3, n nodes are displayed as node 1 to node n.

  The node ID is a unique number that identifies each of n nodes. The nodes 1 to n are set up to a range of about 200 m from the intersection at a predetermined interval from the roadside machine 200 installed at the intersection to be driven. The node coordinate information is information for specifying the node position in each node ID. The node coordinate information stores latitude and longitude information. The traveling azimuth information stores information on an absolute angle with true north as 0 degrees, with the azimuth connecting an arbitrary node and the next node in the intersection direction with a straight line. In the information on the number of inflow lanes, information indicating the number of lanes at the node position is stored.

  FIG. 4 is a diagram illustrating an arrangement example of n nodes (n = 7 in the present embodiment) included in the node attribute information. As shown in FIG. 4, the nodes 1 to 7 corresponding to the node IDs of the node attribute information are arranged with an interval of about 30 m for each inflow route. In the present embodiment, the nodes 1 to 7 are arranged up to a predetermined range of about 200 m centering on the intersection 1000 to be driven. Further, each of the nodes 1 to 7 is arranged at the approximate center in the width direction of the route as described in “5.8 GHz band / 700 MHz band wireless DSSS communication application (light / radio wave experiment) standard”. The road alignment information acquisition unit 601 sends the acquired road alignment information to the approach route determination unit 602.

  The approach route determination unit 602 acquires the current position of the host vehicle estimated by the map matching unit 403 as host vehicle position information indicating the host vehicle position. Then, the approach route determination unit 602 determines whether or not the vehicle position is passing between two nodes including an arbitrary node.

  The determination of whether or not the vehicle position 1100 is passing between two nodes (node n-1, node n) including an arbitrary node will be described with reference to FIG. FIG. 5 is a diagram illustrating an example in which it is determined whether or not the vehicle position 1100 is passing between two nodes n−1 and n.

The approach route determination unit 602 refers to the node coordinate information based on the node attribute information of FIG. 3 and has two nodes (node n−1, node n) in order from the node 1 to n in the order closer to the vehicle position. To extract. In the present embodiment, the approach route determination unit 602 extracts a node n−1 (first node) and a node n (second node) as two nodes in order close to the own vehicle position 1100.

  The approach route determination unit 602 determines whether or not the angle θα formed by the straight line L1 connecting the node n-1 and the vehicle position 1100 and the straight line L2 connecting the node n-1 and the node n is smaller than 90 degrees. Determine. Further, the approach route determination unit 602 determines whether or not the angle θβ formed by the straight line L3 connecting the vehicle position 1100 and the node n and the straight line L2 connecting the node n and the node n−1 is smaller than 90 degrees. Determine. In the example of FIG. 5, the straight line L1, the straight line L2, and the straight line L3 are indicated by solid lines, and other auxiliary lines are indicated by broken lines.

  When the angle θα and the angle θβ are smaller than 90 degrees, the approach route determination unit 602 is passing the own vehicle position 1100 between the two nodes n-1 and n as the determination target. Is determined. On the other hand, when either the angle θα or the angle θβ is 90 degrees or more, the approach route determination unit 602 determines the position of the vehicle between the two nodes n−1 and n as the determination target. It is determined that 1100 is not passing.

  Among a plurality of node information included in the node attribute information of the road alignment information, the vehicle passes through a straight line L2 connecting two nodes (node n-1, node n) including an arbitrary node n-1 and the vehicle position 1100. An example of calculating the distance R between the intersection point P with the perpendicular to the straight line L2 and the own vehicle position 1100 will be described with reference to FIG. FIG. 6 shows two points of node n-1 including an arbitrary node n-1 and a line L2 connecting the node n and an intersection P of a perpendicular to the straight line L2 passing through the vehicle position 1100 and the vehicle position 1100. It is a figure which shows the example which calculates the distance R.

  The approach route determination unit 602 acquires the travel direction θb (n−1) at the node n−1 based on the travel direction information of the node attribute information in FIG. 3. The traveling direction θb (n−1) is an angle between two nodes n−1 and a straight line L2 connecting the nodes n and a line L4 indicating true north.

  The approach route determination unit 602 acquires the coordinates (ax (n−1), ay (n−1)) at the node n−1 based on the node coordinate information of the node attribute information in FIG. 3. Further, the approach route determination unit 602 acquires own vehicle position coordinates (dx, dy) indicating the coordinates of the own vehicle position based on the own vehicle position information shown in FIG.

  The approach route determination unit 602 uses the acquired coordinates (ax (n-1), ay (n-1)) of the arbitrary node n-1 and the vehicle position coordinates (dx, dy) as a trigonometric function. Based on this, the vehicle's angle θmn is calculated.

  The approach route determination unit 602 uses the acquired coordinates of the node n−1 (ax (n−1), ay (n−1)) and the coordinates of the own vehicle (dx, dy) to the three square theorem. Based on this, the distance L between the node n-1 and the vehicle position 1100 is calculated.

Then, the approach route determination unit 602 uses an angle θs obtained by adding the obtained traveling angle θb (n−1) and the calculated angle θmn at an arbitrary node n−1, and an expression using the distance L. Based on 1, the distance R from the center of the lane of the inflow route to the vehicle position is calculated.
R = L × sin θs (Formula 1)

The approach route determination unit 602 determines the approach route based on the calculated distance R and information on the road width in an arbitrary inflow route among the routes of the driving support target intersection. The approach route determination unit 602 calculates road width information of the inflow route based on the information on the number of lanes of the inflow route at an arbitrary node included in the node attribute information of FIG. Then, the approach route determination unit 602 determines the approach route according to whether or not the calculated distance R between the intersection P and the vehicle position 1100 is included in the road width of the inflow route. That is, when the distance R from the center of the lane of the inflow route to the vehicle position is within the road width of the arbitrarily selected inflow route, the approach route determination unit 602 determines the selected inflow route. It is determined that the vehicle is on the approaching route. The approach route determination unit 602 sends information on the approach route on which the vehicle is traveling to the application unit 700.

  An example of determining the approach route will be described with reference to FIG. FIG. 7 is a diagram illustrating an example of determining an approach route.

  The approach route determination unit 602 determines the distance R from the center of the lane of the inflow route to the vehicle position based on the information on the number N of inflow lanes of the approach route at an arbitrary node n−1 included in the road alignment information. It is determined whether it is within the distance from the center of the lane of the route to the end of the route. The distance from the center of the lane of the inflow route to the end of the inflow route is calculated by a distance that is half the road width Wm. W1 indicates the width of one lane (hereinafter referred to as “one lane width”) in the road width Wm of the inflow route. In the present embodiment, the one lane width W1 is set to 3 m, for example.

  The approach route determination unit 602 acquires information on the number N of inflow lanes at an arbitrary node based on the node attribute information of FIG.

The road width Wm of the route is calculated by (number of inflow lanes N × 1 lane width W1). Therefore, the approach route determination unit 602 uses Equation 2 using the acquired number N of inflow lanes in one arbitrary node, one lane width W1, and the calculated distance R from the center of the lane of the inflow route to the vehicle position. Based on
| Distance R | ≦ (Number of inflow lanes N × 1 lane width W1) / 2 (Formula 2)
It is determined whether or not the above is satisfied.

For example,
Distance R is 4.0m
The number of inflow lanes c (n-1) at node n-1 is 3
1 lane width W1 is 3.0m
Think about the case. In this case, substituting each value into Equation 2,
4.0 ≦ (3 × 3.0) ÷ 2
Thus, Expression 2 is satisfied. In this case, the approach route determination unit 602 determines that the vehicle position is included in the road width of the approach route. As a result, the approach route determination unit 602 determines that the selected route is the approach route.

On the other hand, for example, the distance R is 5.0 m.
The number of inflow lanes c (n-1) at node n-1 is 3
1 lane width W1 is 3.0m
Think about the case. In this case, substituting each value into Equation 2,
5.0> (3 × 3.0) ÷ 2
And Equation 2 is not satisfied. In this case, the approach route determination unit 602 determines that the vehicle position is not included in the road width of the approach route. As a result, the approach route determination unit 602 determines that the own vehicle is not on the road.

  In the present embodiment, the 1-lane width W1 is set to 3 m, but can be arbitrarily set by the user in a range of 4 to 2.75 m, for example. Further, the driving assistance device 300 can change the one-lane width W1 depending on whether the road is a main road or a general road other than the main road.

The application unit 700 performs various types of driving support based on the information on the approach route of the host vehicle sent from the approach route determination unit 602, the information on the current position of the host vehicle sent from the map matching unit 403, and the like. Run the application.

  The application that performs driving support executed by the application unit 700 includes an application that controls V2X (vehicle to X), an application that controls congestion reduction, an application that controls pedestrian support, and the like.

  Applications in which the application unit 700 performs driving support by V2X control include applications that perform green wave driving support, red signal deceleration support, right turn collision prevention support, left turn collision prevention support, and the like.

For example, the application unit 700 executes an application for supporting the passing of an intersection of green waves, and implements the passing support of an intersection according to a recommended speed instruction to reduce the CO ₂ emission amount. For example, the application unit 700 executes an application for red signal deceleration support, gives a deceleration instruction for overlooking the red signal, and suppresses approach to an intersection. For example, the application unit 700 executes an application for preventing collision at the time of right turn, notifies the presence of an oncoming vehicle when turning right at the intersection, and suppresses a collision accident. The application unit 700, for example, executes an application for preventing collision at the time of turning left, notifies the approach of the motorcycle from behind when turning left at the intersection, and suppresses a collision accident.

  The display 900 is formed integrally with a touch panel that receives a user's touch operation. The display 900 performs driving support by displaying information necessary for performing various driving support based on an application executed by the application unit 700.

  Next, driving support processing by the driving support device 300 according to the present embodiment will be described. When the driving assistance device 300 receives an instruction to start driving assistance, the following driving assistance processing is started. FIG. 8 is a flowchart illustrating an example of the driving support processing by the driving support processing program.

  First, the road alignment information acquisition unit 601 determines whether or not the road alignment information transmitted from the roadside machine 200 installed at the intersection 1000 to be driven is acquired (step S11). If the road alignment information has not been acquired (NO in step S11), the process in step S11 is repeatedly executed, and the process enters a standby state.

  On the other hand, when the road alignment information is acquired, the approach route determination unit 602 selects the first route (step S12). In this process, the approach route determination unit 602 selects one route based on the information on the inflow route flowing into the driving support target intersection 1000 included in the acquired road alignment information.

  The approach route determination unit 602 acquires the vehicle position based on the current position of the vehicle estimated by the map matching unit 403 (step S13). In this process, the current position of the host vehicle estimated by map matching by the map matching unit 403 is acquired as the host vehicle position.

  Based on the node coordinate information in the node attribute information included in the road alignment information acquired in step S11, the approach route determination unit 602 determines 2 out of the nodes 1 to n in the order closer to the own vehicle position acquired in step S13. A point node is extracted (step S14). In this embodiment, the approach route determination unit 602 extracts the node n−1 and the node n as the nodes in the order close to the own vehicle position.

  The approach route determination unit 602 determines whether or not an angle θα formed by a straight line connecting the vehicle position and the node n−1 and a straight line connecting the node n−1 and the node n is smaller than 90 degrees ( Step S15). When the angle θα is smaller than 90 degrees (YES in step S15), the approach route determination unit 602 generates a straight line connecting the vehicle position and the node n and a straight line connecting the node n and the node n−1. It is determined whether or not the formed angle θβ is smaller than 90 degrees (step S16). When the angle θβ is smaller than 90 degrees (YES in step S15), the approach route determination unit 602 determines that the vehicle is passing between the two nodes n-1 and n extracted in step S14. (Step S19).

  The approach route determination unit 602 calculates the distance R between the vehicle position in the vertical direction with respect to the straight line connecting the two nodes n-1 and n extracted in step S14 (step S19).

The approach route determination unit 602 acquires information on the number of inflow lanes at the node n−1 based on the road alignment information acquired in step S11. And the approach route determination part 602 uses the inflow lane number N in node n-1, 1 lane width W1, and the distance R calculated by step S19,
| Distance R | ≦ (Number of inflow lanes N × 1 lane width W1) / 2
It is determined whether or not the following equation is satisfied (step S20). If the distance R does not satisfy the above equation (NO in step S20), that is, if the vehicle position does not exist within the road width Wm of the inflow route, the process proceeds to step S22. On the other hand, when the distance R satisfies the above equation (YES in step S20), that is, when the vehicle position is within the road width Wm of the inflow route, the approach route determination unit 602 determines whether the vehicle is located in step S12. The route selected in (5) is determined as the approach route (step S21).

  Thereby, the determination accuracy of the approach route where the own vehicle enters the intersection can be improved. And more accurate driving assistance can be performed using the determination result of this highly accurate approach route. When this process ends, the driving support process ends.

  When the angle θα or the angle θβ is 90 degrees or more (NO in step S15 or NO in step S16), the approach route determination unit 602 places the vehicle between the extracted two nodes n-1 and n. Is determined not to be passing (step S18). When this process ends, the process proceeds to step S22.

  In step S22, the approach route determination unit 602 determines whether there is another route. In this process, the approach route determination unit 602 determines whether there is a route that has not yet been selected from the information of each inflow route included in the road alignment information acquired in step S11. When another route exists (YES in step S22), the approach route determination unit 602 selects another route (step S23). When this process ends, the process returns to step S13, and the processes of steps S13 to S24 are repeatedly executed.

  When there is no other route (NO in step S22), the approach route determination unit 602 determines that the vehicle is not on the road (step S24). If it is determined that the host vehicle is not on the road, driving assistance for approaching the intersection is not necessary, and the driving assistance process ends. Thus, when it is determined that the vehicle is not on the road based on the highly accurate approach route result, the driving support can be terminated. In addition, the roadside machine 200 of this embodiment has a control part and a communication part. The control unit of the roadside machine 200 can control the communication unit of the roadside machine 200 and transmit the road alignment information stored in the roadside machine 200, but is not limited thereto. For example, the roadside device 200 can transmit road alignment information received from an external server.

In addition, the driving support apparatus 300 according to the present embodiment includes a control unit, a temporary storage unit, a storage unit, and a wireless communication unit. The control unit executes the program read into the storage unit. The position detection unit 402, the map matching unit 403, the wireless communication unit 500, the road linear information acquisition unit 601, the approach route determination unit 602, and the application unit 700 according to the present embodiment are included in the control unit of the driving support device 300. The storage unit 401 of this embodiment is included in the storage unit of the driving support device 300. The temporary storage unit is a working area for developing programs and various data read from the storage unit. Each part such as a control unit, a temporary storage unit, a storage unit, and a wireless communication unit is connected to each other.

  As described above, in the driving support device 300 according to the present embodiment, among the information on the plurality of nodes included in the road alignment information transmitted from the roadside device 200, the straight line connecting two nodes including an arbitrary node and the self-supporting device 300 itself. The distance between the intersection of the perpendicular to the straight line passing through the vehicle position and the vehicle position is calculated. Then, based on the calculated distance between the intersection and the vehicle position, an approach route is determined depending on whether or not it is included in the lane width of any of the inflow routes.

For this reason, the approach route is determined by determining whether it is included in the road width of the inflow route calculated from the road alignment information as well as the vehicle position information that strongly depends on the accuracy of the GPS receiver 811. Therefore, it is possible to improve the determination accuracy of the approach route. Therefore, for example, it is possible to reduce the risk of erroneously determining that the vehicle is traveling along the travel route even though the vehicle travels along the travel route in a parking lot adjacent to the travel route. Then, it is possible to perform driving support using the determination result of this highly accurate approach route.

  Moreover, in the driving assistance apparatus 300 of this embodiment, an approach route is determined using the own vehicle position information whose position accuracy is improved by map matching as the own vehicle position. Therefore, it is possible to determine whether or not the road width is included by using position information with higher accuracy than the position information output by the GPS receiver 811. As a result, the determination accuracy of the approach route can be improved.

  Furthermore, in the driving support device 300 of the present embodiment, it is determined whether or not the vehicle is included in the lane width of the inflow route based on the information on the number of lanes of the inflow route in the node included in the road alignment information. Thereby, it is possible to grasp road width information in units of nodes, and more accurately determine whether or not the road width is included. As a result, the determination accuracy of the approach route can be improved.

  The driving support system 100 according to the present embodiment includes, for example, V2V (Vehicle-to-Vehicle) that performs communication between a vehicle and V2I (Vehicle-to-Vehicle) that performs communication between the vehicle and a base equipment such as a traffic light. -It can be used as a technology for driving support in road-to-vehicle communication (V2X) including Infrastructure.

  The present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Moreover, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the embodiment. For example, all the constituent elements shown in the embodiments may be appropriately combined. Furthermore, constituent elements over different embodiments may be appropriately combined. It goes without saying that various modifications and applications are possible without departing from the spirit of the invention.

DESCRIPTION OF SYMBOLS 100 Driving assistance system 200 Roadside machine 300 Driving assistance apparatus 400 Own vehicle position information generation part 401 Storage part 402 Position detection part 403 Map matching part 500 Wireless communication part 511 Antenna 600 Approach route determination part 601 Road linear information acquisition part 602 Approach Road determination unit 700 Application unit 800 Sensor 811 GPS receiver 812 Vehicle speed sensor 813 Direction sensor 900 Display 1100 Own vehicle position

Claims (7)

A road alignment information acquisition unit that includes information on a plurality of nodes and acquires road alignment information indicating the alignment of each direction of the intersection;
Of the information of a plurality of nodes included in the road alignment information, an intersection of a straight line connecting any two nodes and a perpendicular to the straight line passing through the current vehicle position of the current vehicle, and the own vehicle position, Calculating a distance, and based on the calculated distance between the intersection and the vehicle position, and information on the road width included in the road alignment information in an arbitrary route among the respective routes of the intersection, An approach route determination unit that determines an approach route in which the vehicle enters among routes,
A driving support apparatus comprising: The approach route determination unit includes an angle of the own vehicle calculated based on the position of the arbitrary node and the position of the own vehicle, an angle of a traveling direction of the arbitrary node, a position of the arbitrary node, and the own vehicle. The driving support device according to claim 1, wherein a distance between the intersection and the vehicle position is calculated based on a distance between the arbitrary node calculated based on a vehicle position and the vehicle position. . 3. The driving according to claim 1, wherein the information on the road width of the route is calculated based on information on the number of lanes of the route at the arbitrary node included in the road alignment information. Support device. The approach route determination unit further includes
The driving support device according to any one of claims 1 to 3, wherein it is determined whether or not the vehicle position is passing between two nodes including the arbitrary node. Obtain road alignment information including information on multiple nodes indicating the alignment of each way at the intersection,
Of the information of the plurality of nodes included in the acquired road alignment information, an intersection of a straight line connecting any two nodes and a perpendicular to the straight line passing through the current vehicle position of the current vehicle, and the own vehicle position , Calculate the distance of
Based on the calculated distance between the intersection and the vehicle position and the road width information included in the road alignment information in an arbitrary route of the intersection, the vehicle of the route A driving support program for causing a computer to execute a process of determining an approach route into which a vehicle enters. Obtain road alignment information including information on multiple nodes indicating the alignment of each way at the intersection,
Of the information of the plurality of nodes included in the acquired road alignment information, an intersection of a straight line connecting any two nodes and a perpendicular to the straight line passing through the current vehicle position of the current vehicle, and the own vehicle position , Calculate the distance of
Based on the calculated distance between the intersection and the vehicle position and the road width information included in the road alignment information in an arbitrary route of the intersection, the vehicle of the route A driving support method in which a computer executes a process of determining an approach route into which a vehicle enters. A driving support system including a roadside machine and a driving support device,
The roadside machine
Sending road alignment information including information of a plurality of nodes indicating the alignment of each route of the intersection of the driving assistance target to the driving assistance device,
The driving support device includes:
A road alignment information acquisition unit for acquiring the road alignment information transmitted from the roadside machine;
Of the information of a plurality of nodes included in the road alignment information, an intersection of a straight line connecting any two nodes and a perpendicular to the straight line passing through the current vehicle position of the current vehicle, and the own vehicle position, Calculating a distance, and based on the calculated distance between the intersection and the vehicle position, and information on the road width included in the road alignment information in an arbitrary path among the respective directions of the intersection An approach route determination unit for determining an approach route in which the vehicle enters the road,
A driving support system comprising:

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