JP4844103B2 - Potential risk level warning device and potential risk level warning method - Google Patents

Description

  The present invention relates to a potential risk level warning device and a potential risk level warning method for issuing a warning to a driver with the possibility of approaching another vehicle traveling in an adjacent lane as a potential risk level.

In the conventional potential risk degree warning device, the contact risk degree is determined based on the distance and relative speed between the own vehicle and the other vehicle, and the driver's contact prevention driving is promoted by warning the driver ( For example, see Patent Document 1).
JP 2000-338237 A

  However, in the above prior art, even when an approaching behavior of another vehicle is actually detected, the degree of risk varies depending on the traveling road environment of the other vehicle. There was a problem that the driver could not be urged to prevent contact based on the risk.

  The present invention has been made paying attention to the above-mentioned problem, and its purpose is to more accurately estimate the accuracy of the degree of risk of contact with another vehicle traveling in the adjacent lane, and to prevent contact with the driver. It is an object of the present invention to provide a potential risk level alarm device and a potential risk level alarm method.

In order to achieve the above-described object, in the potential risk alarm device of the present invention,
The curve ahead of the other vehicle running in parallel with the lane adjacent to the own lane on which the host vehicle is traveling, the shoulder construction in front of the other vehicle, the end portion of the shoulder construction in front of the other vehicle, the front of the other vehicle Road shape detection means for detecting at least two road shapes among long-distance straight lines and a junction point ahead of the other vehicle (first other vehicle) ;
Behavior when the vehicle detects a curve ahead of the other vehicle running parallel to the adjacent lane of the own lane of travel in front Symbol road shape detection means, wherein the other vehicle traveling on the adjacent lane is moved to the own lane side When,
When the road shape detection unit detects a roadside structure in front of another vehicle running in the adjacent lane of the host vehicle on which the host vehicle travels, the other vehicle traveling in the adjacent lane moves to the own lane side. Behavior and
When the road shape detection means detects the end of a roadside structure where a change in the crosswind environment is predicted in front of another vehicle running in parallel with the adjacent lane of the host vehicle on which the host vehicle is traveling, the vehicle travels in the adjacent lane A behavior in which the other vehicle moves toward the own lane;
When the road shape detection means detects a long-distance straight line in front of another vehicle running in parallel in the adjacent lane of the host vehicle on which the host vehicle travels, and when there is a preceding vehicle in front of the adjacent vehicle, A behavior in which the other vehicle traveling in an adjacent lane moves toward the own lane;
A second other vehicle that travels in the merging lane when the merging point is detected in front of another vehicle (first other vehicle) that runs parallel to the lane adjacent to the own lane in which the own vehicle travels by the road shape detecting means. When the arrival time to the merge point is smaller than a preset merge arrival time threshold, the behavior of the other vehicle traveling in the adjacent lane moving to the own lane side,
Predicting those at least two behavior, and potential risks estimating means to estimate the potential risk of for each behavior,
Alarm means for issuing an alarm according to the degree of potential risk;
If two or more potential risk levels are estimated at the same time and there are two or more of the highest potential risk levels, the distance to the road shape point that is the estimation condition for these potential risk levels A warning level determination means for giving priority to warning with the shortest potential risk level,
It is characterized by providing .

  In the present invention, the potential risk level is estimated from the shape of the road ahead of the other vehicle, and information corresponding to the potential risk level is alerted to the driver. That is, the behavior of the other vehicle is predicted based on the shape of the road ahead of the other vehicle, and an attempt is made to warn the driver of the high possibility of approaching the host vehicle. As a result, it is possible to more accurately estimate the possibility that another vehicle will approach the host vehicle, and to prompt the driver to perform a driving operation to avoid contact.

  Hereinafter, the best mode for carrying out the present invention will be described based on Examples 1 to 10.

First, the configuration will be described.
FIG. 1 is a block diagram illustrating a configuration of a potential risk degree alarm device according to the first embodiment. The potential risk degree alarm device according to the first embodiment includes a locator 1, a map database 2, a host vehicle speed detection unit 3, and the like. Lane image photographing means 4, control unit 5, and alarm means 6.

  The locator 1 measures the travel point of the vehicle, and is configured by using a GPS geodetic technique or a map matching technique, like the navigation system. In the map database 2, point information is recorded on attributes relating to curves, shoulder structures, straight roads, and junction points. The locator 1 and the map database 2 constitute road shape detection means for detecting the road shape ahead of other vehicles.

  The own vehicle speed detecting means 3 detects the traveling speed of the own vehicle (hereinafter, the own vehicle speed). The lane image capturing means 4 captures an image in front of the vehicle including the adjacent lane, and for example, an imaging camera is used.

  The control unit 5 determines the own vehicle and the adjacent lane from the point information obtained from the map database 2, the own vehicle speed detected by the own vehicle speed detecting means 3, and the image in front of the vehicle imaged by the lane image photographing means 4. A potential risk level is estimated as a high possibility of approaching another vehicle traveling, and an alarm level is determined according to the estimated potential risk level.

  The control unit 5 includes other vehicle detection means 5a, vehicle type estimation means (vehicle type detection means) 5b, lane white line detection means 5c, travel lane estimation means (other lane width direction position estimation means) 5d, and potential risk. Estimating means 5e and alarm level determining means 5f are provided. Each of these means is realized as a program on a computer in the control unit 5.

  The other vehicle detection means 5a detects other vehicles around the own vehicle from the image obtained by the lane image photographing means 4. The vehicle type estimation means 5b determines whether or not the other vehicle obtained by the other vehicle detection means 5a is a large vehicle. The lane white line detecting means 5c detects the position of the white line that divides the lane from the image obtained by the lane image photographing means 4.

  The traveling lane estimation means 5d determines whether the other vehicle around the own vehicle is on the left or right side of the own vehicle based on the positional relationship between the other vehicle obtained by the other vehicle detection means 5a and the white line obtained by the lane white line detection means 5c. Whether the vehicle is traveling in the adjacent lane and the width direction position of the other vehicle with respect to the adjacent lane are estimated.

  The potential risk degree estimation means 5e includes the point information obtained from the map database 2, the own vehicle speed detected by the own vehicle speed detection means 3, the vehicle type of the other vehicle estimated by the vehicle type estimation means 5b, and the traveling lane estimation means. Based on the other vehicle position estimated by 5d, the potential risk level regarding the parallel other vehicle is estimated.

  The warning level determination means 5f determines the warning level of the potential risk level estimated by the potential risk level estimation means 5e.

  The warning means 6 issues a warning for potential risks to the driver of the vehicle according to the warning level determined by the warning level determination means 5f. As a specific alarm method, for example, a method using a monitor display or a voice synthesis technique, a method using a vibration stimulus from a seat, or the like can be considered.

Next, the operation will be described.
[Potential risk alarm control processing]
FIG. 2 is a flowchart showing the flow of the potential risk degree alarm control process executed by the control unit 5 of the first embodiment, and each step will be described below. This control process is repeatedly executed at predetermined calculation cycles (for example, 10 ms), for example, from when the ignition key start is turned on until it is turned off.

  In step S1, road shape determination processing (FIG. 3) for determining whether or not a road shape point corresponding to the potential risk exists ahead of the other vehicle is performed, and the process proceeds to step S2. Details of the road shape determination process will be described later.

  In step S2, the arrangement and vehicle type determination process (FIG. 4) for determining the lane positional relationship with the other vehicle, the vehicle type of the other vehicle, and the vehicle type determination process (FIG. 4) are performed from the image in front of the vehicle, and the process proceeds to step S3. Details of the arrangement and vehicle type determination processing will be described later.

In step S3, based on the road shape determination result obtained in step S1 and the arrangement and vehicle type determination result obtained in step S2, it is determined which of the following conditions is satisfied, Move to S4.
Condition 1: Road shape at the destination = curve that requires a large steering operation Condition 2: Characteristics of other vehicles = Large vehicle

  In step S4, branching is performed based on the determination result calculated in step S5. If both conditions are satisfied, the process proceeds to step S5. If only condition 1 is satisfied, the process proceeds to step S6. If only condition 2 is satisfied, or if both conditions are not satisfied, the process proceeds to step S7. Transition.

  In step S5, it is estimated that the degree of potential risk is high, and the process proceeds to step S8.

  In step S6, it is estimated that the degree of potential risk is low, and the process proceeds to step S8.

  In step S7, the degree of potential risk is not detected, and the process proceeds to step S8.

  In step S8, it is determined whether the potential risk level is not detected. If YES, the process proceeds to step S9. If NO, the process proceeds to step S10.

  In step S9, the warning information of the potential risk degree is cleared, and the process proceeds to return.

  In step S10, the driver is warned of the level of potential risk and the process proceeds to return.

[Potential risk level alarm control operation]
When a large vehicle runs in parallel with the host vehicle and there is a large curve ahead of the other vehicle, in the flowchart of FIG. 2, step S1, step S2, step S3, step S4, step S5, step S8, step S10 It becomes the flow to go to. At this time, in step S5, it is estimated that the degree of potential risk is high, and in step S10, a warning is issued that there is a high possibility that another vehicle will approach the driver on a forward curve.

  When a normal vehicle runs parallel to the host vehicle and there is a large curve ahead of the other vehicle, in the flowchart of FIG. 2, step S1, step S2, step S3, step S4, step S6, step S8, step S10 It becomes the flow to go to. At this time, in step S6, it is estimated that the degree of potential risk is low, and in step S10, a warning is issued that there is a possibility that another vehicle approaches the driver on a forward curve.

  If a normal vehicle runs parallel to the vehicle and there is no large curve ahead of the other vehicle, in the flowchart of FIG. 2, step S1, step S2, step S3, step S4, step S7, step S8, step S9 It becomes the flow to go to. At this time, in step S7, the potential risk level is not detected, and in step S9, the warning information of the potential risk level is cleared, so that no warning is issued to the driver.

[Road shape judgment processing]
FIG. 3 is a flowchart showing the flow of the road shape determination process (step S1 in FIG. 2) executed by the control unit 5 of the first embodiment. Each step will be described below.

  In step S1-1, the current host vehicle speed is acquired from the output of host vehicle speed detecting means 3, and the process proceeds to step S1-2.

  In step S1-2, the current position (current point) is measured from the point information in the map database 2, and the process proceeds to step S1-3.

  In step S1-3, map data ahead of the current position is read from the point information in the map database 2, and the process proceeds to step S1-4.

  In step S1-4, it is determined from the map data read in step S1-3 whether the road shape ahead of the current position is a curve that requires a large steering operation. If YES, the process proceeds to step S1-5. If NO, the process proceeds to return. Here, the “curve requiring a large steering operation” refers to a curve having a curvature radius smaller than a predetermined value, for example.

  In step S1-5, it is determined from the map data ahead of the current position read in step S1-3 whether the arrival time to the curve is shorter than 15 seconds. If YES, the process proceeds to step S1-6, and if NO, the process proceeds to step S1-7.

  In step S1-6, the point is determined to be a curve and a match (determined that the condition 1 in step S3 in FIG. 2 is satisfied), and the process proceeds to return.

  In step S1-7, it is determined that the point is a curve and there is no match, and the process proceeds to return.

[Placement and vehicle type determination processing]
FIG. 4 is a flowchart showing the flow of the arrangement and vehicle type determination process (step S2 in FIG. 2) executed by the control unit 5 of the first embodiment. Each step will be described below.

  In step S2-1, the lane image capturing means 4 captures an image in front of the host vehicle, and the process proceeds to step S2-2.

  In step S2-2, the lane white line detecting means 5c extracts the white line of the road lane and proceeds to step S2-3.

  In step S2-3, the other vehicle detection means 5a extracts another vehicle in the adjacent lane that precedes the vicinity of the own vehicle based on the image in front of the own vehicle photographed in step S2-1. Migrate to

  In step S2-4, the vehicle type estimation means 5b determines the type of other vehicle (whether it is a large vehicle) obtained in step S2-3, and proceeds to step S2-5.

  In step S2-5, the traveling lane estimation means 5d estimates the positional relationship between the other vehicle and the white line from the positional relationship between the other vehicle obtained in step S2-3 and the white line obtained in step 2-2. Then, the process proceeds to step S2-6.

  In step S2-6, the width direction position of the other vehicle with respect to the adjacent lane is estimated from the positional relationship between the other vehicle and the white line obtained in step S2-5, and the process proceeds to return. Here, as the position in the width direction with respect to the adjacent lane of the other vehicle, for example, the margin to the own vehicle side white line is indicated by the ratio of the lane width (50 to 0%), and the other vehicle indicates the center position in the width direction of the adjacent lane. 50% when driving.

Next, the operation of the potential risk degree estimation means that is the main component of the present invention will be described.
[Potential risk level warning]
FIG. 5 shows a state in which the other vehicle B is running in parallel in the adjacent lane of the own vehicle A at a position before the curve. This parallel running other vehicle is a large vehicle. Therefore, when the vehicle enters the curve, the own vehicle is positioned inside the turn of the other vehicle.

  Usually, since a large rectangular vehicle turns in a curve, the width that the vehicle body passes while turning is wider than the actual vehicle width. (For example, if a large vehicle with a wheelbase of 5.5m and a front overhang of 2.5m turns on a curve with a width of 3.5m and a radius of curvature of 100m, the center of the front end of the vehicle is expected to expand 30cm or more from the vehicle width.)

  Therefore, when the parallel running other vehicle travels with a passing trajectory that fits the expansion of the outer peripheral portion within the lane, the vehicle will relatively expand to the inside of the curve. At this time, if the host vehicle continues to drive on the passing track while maintaining the center of the host lane, the vehicle reaches position C. Therefore, there is no problem when the other vehicle is at the position D in the center of the adjacent lane, but when the approaching behavior is shown as in the position E, the driver feels uneasy.

  The same applies to the case where the host vehicle is located outside the turn of the other vehicle. FIG. 6 shows a case where the host vehicle is located outside the turn of another vehicle when entering a curve. As shown in FIG. 6, when the parallel running other vehicle travels with a passing trajectory that warns about the approach to the inner lane, the vehicle front end portion swings out to the outside of the curve. If the vehicle keeps driving on the trajectory while maintaining the center of its own lane, it reaches position C. At this time, there is no problem if the other vehicle is at position D in the center of the adjacent lane. Thus, when approaching behavior is shown, it leads to the situation where a driver feels uneasy.

  On the other hand, in Example 1, when the own vehicle runs in parallel with another vehicle in the adjacent lane and there is a curve in front of the other vehicle, a warning is given that the driver has a potential risk level. The driver can obtain information about potential risks before reaching the curve, and with his preparedness, for example, take the distance between other vehicles within the range of his lane, such as F, and Driving that avoids approach can be performed.

  Further, in the first embodiment, when the other vehicle is a large vehicle, the driver is warned that the degree of potential risk is high. Therefore, when the vehicle reaches the curve, the other vehicle is likely to approach the host vehicle. Can be recognized by the driver.

Next, the effect will be described.
In the potential risk degree alarm device of the first embodiment, the following effects can be obtained.

  (1) Based on road shape detection means (locator 1 and map database 2) for detecting the road shape of the other vehicle running in parallel with the adjacent lane of the vehicle on which the vehicle is traveling, There is provided a potential risk degree estimation means 5e for estimating a possibility that the host vehicle and another vehicle will approach each other as a potential risk degree, and an alarm means 6 for issuing an alarm according to the potential risk degree. As a result, it is possible to more accurately estimate the possibility that another vehicle will approach the host vehicle, and to prompt the driver to perform a driving operation to avoid contact.

  (2) The road shape detection means detects the curve ahead of the other vehicle, and the potential risk level estimation means 5e estimates that there is a potential risk level when there is a curve ahead of the other vehicle. It is possible to warn the driver in advance that there is a possibility that another vehicle may approach the vehicle on the curve.

  (3) The vehicle type estimation means 5b for detecting the vehicle type of the other vehicle is provided, and the potential risk degree estimation means 5e estimates that the degree of potential risk is higher when the other vehicle is a large vehicle. As a result, it is possible to warn the driver in advance that there is a high possibility that another vehicle will approach the host vehicle on the front curve.

  (4) Detects the shape of the road ahead of other vehicles running side by side in the lane adjacent to the vehicle lane on which the vehicle is traveling, and based on the shape of the road ahead, the possibility of the vehicle and other vehicles approaching The risk level is estimated and the warning is issued according to the potential risk level.Before the other vehicle shows the approaching behavior to the vehicle, that is, before the risk level of contact with the other vehicle increases, Driving operation to avoid contact can be promoted.

  (5) Based on the road shape detection procedure for detecting the shape of the road ahead of another vehicle running in parallel with the lane adjacent to the vehicle lane on which the vehicle is traveling, and the vehicle ahead approaching the other vehicle A potential risk level estimation procedure for estimating the likelihood of the potential risk level as a potential risk level, and an alarm procedure for issuing an alarm according to the potential risk level. As a result, it is possible to more accurately estimate the possibility that another vehicle will approach the host vehicle, and to prompt the driver to perform a driving operation to avoid contact.

  The second embodiment is an example in which the degree of potential risk is warned when a curve exists in front of another vehicle and the other vehicle is traveling near the own lane. The configuration is the same as that of the first embodiment shown in FIG.

Next, the operation will be described.
[Potential risk alarm control processing]
FIG. 7 is a flowchart showing the flow of the potential risk degree alarm control process executed by the control unit 5 of the second embodiment. Each step will be described below. In the second embodiment, only the processing contents of S3 and S4 in FIG. 2 are different from those of the first embodiment, and therefore steps S3 and S4 will be described.

In step S3, based on the road shape determination result obtained in step S1 and the arrangement and vehicle type determination result obtained in step S2, the number of conditions corresponding to the following conditions is counted, and the process proceeds to step S4.
Condition 1: Road shape at the destination = Curve that requires large steering operation Condition 2: Lane position relationship with other vehicles = Own vehicle is in the lane inside the curve of other vehicles Condition 3: Other vehicle features = Own vehicle side Biased toward

  In step S4, branching is performed based on the count number in step S3. If the count number is 2, the process proceeds to step S5. If the count number is 1, the process proceeds to step S6. If the count number is 1 or zero, the process proceeds to step S7.

[Potential risk level alarm control operation]
When the other vehicle travels biased toward the own lane, a large curve exists in front of the other vehicle, and the own vehicle is positioned on the curve inside lane of the other vehicle in the curve, step S1 in the flowchart of FIG. → Step S2 → Step S3 → Step S4 → Step S5 → Step S8 → Step S10. At this time, in step S5, it is estimated that the degree of potential risk is high, and in step S10, a warning is issued that there is a high possibility that another vehicle will approach the driver on a forward curve.

  When the other vehicle travels biased toward the own lane, a large curve exists in front of the other vehicle, and the own vehicle is positioned on the curve outside lane of the other vehicle in the curve, step S1 in the flowchart of FIG. → Step S2 → Step S3 → Step S4 → Step S6 → Step S8 → Step S10. At this time, in step S6, it is estimated that the degree of potential risk is low, and in step S10, a warning is issued that there is a possibility that another vehicle approaches the driver on a forward curve.

Next, the operation of the potential risk degree estimation means that is the main component of the present invention will be described.
[Potential risk level warning]
FIG. 8 shows a state in which another vehicle B is running along the adjacent lane of the own vehicle A. This parallel running other vehicle maintains a position close to the road white line on its own vehicle side. Further, there is a curved road point at the destination.

  If the parallel running other vehicle advances the steering timing on the curve at the same position in the width direction, it will protrude into the own lane inside the curve. At this time, if the vehicle continues driving on the trajectory while maintaining the center of the lane as it is, the vehicle has reached position C. At this time, there is no problem when the other vehicle is at the position D in the center of the adjacent lane, but when the approach behavior is shown as in the position E, the driver feels uneasy.

  On the other hand, in the second embodiment, when the other vehicle travels in the adjacent lane toward the own vehicle, a curve exists at the travel destination, and the own vehicle is located inside the turn of the other vehicle in the curve, the driver Since a warning that the degree of potential risk is high is issued, it is possible to make the driver recognize that there is a high possibility that another vehicle will approach the host vehicle when the vehicle reaches the curve.

Next, the effect will be described.
In addition to the effects (1), (2), (4), and (5) of the first embodiment, the potential risk alarm device of the second embodiment provides the following effects.

  (1) A traveling lane estimation means 5d for detecting the width direction position of the other vehicle with respect to the adjacent lane is provided, and the potential risk degree estimation means 5e is configured such that the width direction position of the other vehicle is greater than the center position in the lane width direction of the adjacent lane. If the vehicle is near the vehicle, the potential risk level is estimated to be higher. As a result, it is possible to warn the driver in advance that there is a high possibility that another vehicle will approach the host vehicle on the front curve.

  The third embodiment is an example of warning the degree of potential risk when another vehicle tries to enter a curve at a high speed.

First, the configuration will be described.
FIG. 9 is a block diagram illustrating the configuration of the potential risk alarm device according to the third embodiment. In the third embodiment, the same components as those in the first embodiment shown in FIG.

  In the potential risk degree alarm device of the third embodiment, another vehicle distance measuring means 7 is added. The other vehicle distance measuring means 7 measures an inter-vehicle distance with other vehicles (including preceding vehicles of other vehicles) running in parallel with the adjacent lane of the own vehicle on which the own vehicle travels. For example, a laser radar or a millimeter wave Radar or the like is used.

  The control unit 5 includes relative vehicle speed estimation means 5g and other vehicle speed estimation means (other vehicle speed detection means) 5h. The relative vehicle speed estimation unit 5g estimates the relative speed between the other vehicle and the host vehicle by performing time-differentiation on the inter-vehicle distance detected by the other vehicle distance measurement unit 7 and performing an average movement process. The other vehicle speed estimating means 5h estimates the absolute speed of the other vehicle based on the own vehicle speed detected by the own vehicle speed detecting means 3 and the relative speed estimated by the relative vehicle speed estimating means 5g.

  The potential risk estimation means 5e includes the point information obtained from the map database 2, the own vehicle speed detected by the own vehicle speed detection means 3, the vehicle type of the other vehicle estimated by the vehicle type estimation means 5b, and the other vehicle speed estimation means. Based on the speed of the other vehicle estimated by 5h and the position of the other vehicle estimated by the traveling lane estimating means 5d, the potential risk level for the parallel running other vehicle is estimated.

Next, the operation will be described.
[Potential risk alarm control processing]
FIG. 10 is a flowchart showing the flow of the potential risk degree alarm control process executed by the control unit 5 of the third embodiment. Each step will be described below. Steps that perform the same processing as in the second embodiment shown in FIG.

  In step S21, the speed of the other vehicle is read from the other vehicle speed estimating means 5h, and the process proceeds to step S3.

In step S3, the following conditions are satisfied based on the road shape determination result obtained in step S1, the arrangement and vehicle type determination result obtained in step S2, and the speed of the other vehicle obtained in step S21. The condition number is counted and the process proceeds to step S4.
Condition 1: Road shape at the destination = Curve that requires a large steering operation Condition 2: Lane position relationship with other vehicles = Position of own vehicle in lane outside curve of other vehicles Condition 3: Characteristics of other vehicles = Vehicle speed Here, the “recommended approach speed” is an appropriate vehicle speed at the time of entering the curve, which is determined by, for example, the curvature radius of the curve.

[Potential risk level alarm control operation]
If there is a large curve ahead of the other vehicle and the speed of the other vehicle traveling in the lane inside the vehicle's own curve is higher than the recommended entry speed, step S1 → step S2 → step S21 → The process proceeds from step S3 to step S4 to step S5 to step S8 to step S10. At this time, it is estimated that the degree of potential risk is high in step S5, and in step S10, a warning is issued that there is a high possibility that another vehicle will approach the driver on a forward curve.

Next, the operation of the potential risk degree estimation means that is the main component of the present invention will be described.
[Potential risk level warning]
FIG. 11 shows a state in which another vehicle B is running in parallel in the adjacent lane of the own vehicle A. There is a curved road point at the destination. When a parallel running other vehicle reaches the curve in a state where the appropriate vehicle speed has been exceeded, it becomes difficult to maintain the center of the lane, and the behavior is biased to the outside of the curve as in position C. At this time, if the vehicle continues driving on the trajectory while maintaining the center of the own lane even on the curve, the vehicle reaches a position D close to the other vehicle, leading to a state in which the driver feels uneasy.

  On the other hand, in Example 3, when the vehicle speed on the front side of the curve of the other vehicle is higher than the recommended approach speed, it is estimated that the potential risk level is high, and the driver is warned that the potential risk level is high. To emit. This allows the driver to obtain information about potential risks before reaching the curve, and to drive with as much distance as possible within the range of his or her lane, such as E, along with mental preparation. It becomes possible.

Next, the effect will be described.
In addition to the effects (1), (2), (4), and (5) of the first embodiment, the potential risk alarm device of the third embodiment provides the following effects.

  (1) Other vehicle speed estimation means 5h for detecting the speed of another vehicle is provided, and the potential risk degree estimation means 5e has a higher potential risk degree when the speed of the other vehicle is higher than the recommended entry speed of the curve. Estimated. Thereby, it is possible to warn the driver that the possibility of approaching the host vehicle is high because the other vehicle bulges outward on the front curve before reaching the curve.

  The fourth embodiment is an example of warning the degree of potential risk when there is a roadside structure in front of another vehicle. The configuration is the same as that of the first embodiment.

Next, the operation will be described.
[Potential risk alarm control processing]
Since the potential risk alarm control process of the fourth embodiment is different only in the evaluation method of the corresponding condition in step S3 of FIG. 7, it will be described with reference to FIG.

In step S3, based on the road shape determination result obtained in step S1 and the arrangement and vehicle type determination result obtained in step S2, the number of conditions corresponding to the following conditions is counted, and the process proceeds to step S4.
Condition 1: Destination road = Appearance of a structure that is easily accessible to the vehicle body, such as a low horseshoe-shaped tunnel Condition 2: Position relationship with other vehicles = Adjacent lane faces the shoulder structure Condition 3: Other Car features = large vehicles

[Potential risk level alarm control operation]
When a large vehicle runs alongside the host vehicle, a road shoulder structure is present in front of the other vehicle, and the large vehicle is traveling in a lane facing the road shoulder structure, step S1 → The flow proceeds from step S2, step S3, step S4, step S5, step S8, and step S10. At this time, in step S5, it is estimated that the degree of potential risk is high, and in step S10, a warning is issued to the driver that there is a high possibility that another vehicle will approach in the vicinity of the front shoulder obstacle.

  When the other vehicle is a normal vehicle, in the flowchart of FIG. 7, the flow proceeds from step S1, step S2, step S3, step S4, step S6, step S8, and step S10. At this time, in step S6, it is estimated that the degree of potential risk is low, and in step S10, a warning is issued to the driver that another vehicle may approach near the front shoulder obstacle.

[Road shape judgment processing]
FIG. 12 is a flowchart showing the flow of the road shape determination process according to the fourth embodiment. Each step will be described below. Note that steps that perform the same processing as in the first embodiment shown in FIG. 3 are given the same step numbers.

  In step S1-11, it is determined from the map data read in step S1-3 whether there is a roadside structure that is easily accessible to the vehicle body, such as a low horseshoe-shaped tunnel, on the road ahead of the current position. judge. If YES, the process proceeds to step S1-12, and if NO, the process proceeds to return.

  In step S1-12, it is determined from the map data ahead of the current position read in step S1-3 whether or not the arrival time to the roadside structure is shorter than 15 seconds. If YES, the process proceeds to step S1-13, and if NO, the process proceeds to step S1-14.

  In step S1-13, it is determined that the point is a road shoulder structure and there is a match (determined that the condition 1 in step S3 in FIG. 7 is satisfied), and the process proceeds to return.

  In step S1-14, it is determined that the point is in contact with the shoulder and there is no match, and the process proceeds to return.

Next, the operation of the potential risk degree estimation means that is the main component of the present invention will be described.
[Potential risk level warning]
FIG. 13 shows an example in which another vehicle B is traveling in the adjacent lane of the own vehicle A, and a horseshoe-shaped tunnel with a limited ceiling height exists at the travel destination. Moreover, this parallel running other vehicle is a large vehicle. When another vehicle reaches the tunnel, it may behave in a way that tends to be biased toward the own lane with a sufficient ceiling height by vigilance that the roof touches the tunnel wall. At this time, if the vehicle continues to drive on the passing track while maintaining the center of the own lane, the vehicle reaches position C, which leads to a situation in which other vehicle D showing the approaching behavior feels uneasy.

  On the other hand, in Example 4, when the road shoulder structure exists ahead of the position of the other vehicle and the other vehicle is running in parallel on the lane facing the road shoulder structure, the degree of potential risk is high. Estimate and alert the driver that the potential risk is high. Therefore, the driver can obtain information about potential risks before reaching the tunnel, and with the preparation of the mind, it is possible to drive as far as possible within the lane of the own lane, such as E It becomes.

  Further, in the first embodiment, when the other vehicle is a large vehicle, the driver is warned that the degree of potential risk is high. Therefore, when the vehicle reaches the roadside structure, the other vehicle may approach the own vehicle. It is possible to make the driver recognize that the cost is high.

Next, the effect will be described.
In addition to the effects (1), (4), and (5) of the first embodiment, the potential risk alarm device of the fourth embodiment provides the effects listed below.

  (1) The road shape detection means detects a road shoulder structure ahead of another vehicle, and the potential risk level estimation means 5e indicates that there is a potential risk level when a road shoulder structure exists in front of the other vehicle. In order to estimate, the possibility of the approaching behavior of other vehicles accompanying the appearance of a roadside structure can be warned to the driver in advance, and the driver's preventive driving operation can be promoted.

  (2) The potential risk level estimation means 5e estimates that the potential risk level is higher when the adjacent lane faces the roadside structure, so that other vehicles try to move away from the roadside structure. It is possible to warn the driver that the possibility of approaching the host vehicle is high.

  (3) The vehicle type estimation means 5b for detecting the vehicle type of the other vehicle is provided, and the potential risk degree estimation means 5e estimates that the degree of potential risk is higher when the other vehicle is a large vehicle. It is possible to warn the driver that the vehicle is more likely to approach the vehicle in order to avoid contact with the roadside structure.

  Example 5 is an example in which the degree of potential risk is warned when the crosswind environment changes. The configuration is the same as that of the first embodiment.

Next, the operation will be described.
[Potential risk alarm control processing]
Since the potential risk warning control process of the fifth embodiment is different only in the evaluation method of the corresponding condition in step S3 of FIG. 7, it will be described with reference to FIG.

In step S3, based on the road shape determination result obtained in step S1 and the arrangement and vehicle type determination result obtained in step S2, the number of conditions corresponding to the following conditions is counted, and the process proceeds to step S4.
Condition 1: End of the road = end of the structure where the crosswind strength changes, such as tunnel exit Condition 2: Lane position relationship with other vehicles = Adjacent lane faces the shoulder structure Condition 3: Other Car features = large vehicles

[Potential risk level alarm control operation]
When a large vehicle runs in parallel with the host vehicle, the exit of the tunnel is in front of the other vehicle, and the adjacent lane faces the tunnel, step S1 → step S2 → step S3 → The flow proceeds from step S4 to step S5 to step S8 to step S10. At this time, in step S5, it is estimated that the degree of potential risk is high, and in step S10, a warning is issued to the driver that there is a high possibility that another vehicle will approach when leaving the tunnel exit.

  When the normal vehicle amount runs parallel to the own vehicle, the tunnel exit is in front of the other vehicle, and the adjacent lane faces the tunnel, step S1 → step S2 → step S3 in the flowchart of FIG. → Step S4 → Step S6 → Step S8 → Step S10. At this time, in step S6, it is estimated that the degree of potential risk is low, and in step S10, a warning is given to the driver that another vehicle may approach when exiting the tunnel exit.

[Road shape judgment processing]
FIG. 14 is a flowchart showing the flow of the road shape determination process according to the fifth embodiment. Each step will be described below. Note that steps that perform the same processing as in the first embodiment shown in FIG. 3 are given the same step numbers.

  In step S1-21, it is determined from the map data read in step S1-3 whether the road ahead of the current position is an end point of a road shoulder structure where a change in crosswind environment is predicted. If YES, the process proceeds to step S1-22, and if NO, the process proceeds to return.

  In step S1-22, it is determined whether the arrival time from the map data ahead of the current position read in step S1-3 to the point where the crosswind environment changes is shorter than 15 seconds. If YES, the process moves to step S1-23, and if NO, the process moves to step S1-24.

  In step S1-23, it is determined that the point is a crosswind environment and there is a match (determined that the condition 1 in step S3 in FIG. 7 is satisfied), and the process proceeds to return.

  In step S1-24, it is determined that the point is a crosswind environment and there is no match, and the process proceeds to return.

Next, the operation of the potential risk degree estimation means that is the main component of the present invention will be described.
[Potential risk level warning]
FIG. 15 shows an example in which another vehicle B is running in parallel in the adjacent lane of the own vehicle A, and a tunnel exit exists at the travel destination. Moreover, this parallel running other vehicle is a large vehicle. When another vehicle exits the tunnel, it suddenly receives a crosswind, resulting in unstable behavior, and as a result of meandering, approach to the lane may occur. At this time, if the vehicle continues to drive the trajectory while maintaining the center of the own lane, the vehicle reaches position C and leads to a situation in which other vehicle D showing the approach behavior feels uneasy.

  On the other hand, in Example 5, when the other vehicle traveling in the adjacent lane is a large vehicle when passing through the exit of the tunnel, it is estimated that the potential risk level is high, and the driver has a potential risk level. Alarm high. Therefore, the driver can obtain information on potential risks before reaching the exit of the tunnel, and with the preparation of the mind, for example, to drive as far as possible within the range of the own lane, such as E Is possible.

Next, the effect will be described.
In the potential risk degree alarm device of the fifth embodiment, the following effects can be obtained in addition to the effects (1), (4), and (5) of the first embodiment.

  (1) The road shape detection means detects the road shoulder structure in front of the other vehicle, and the potential risk degree estimation means 5e includes the end portion of the road shoulder structure in which the change of the crosswind environment is predicted in front of the other vehicle. If present, it is estimated that there is a potential risk level, so it is possible to alert the driver in advance of the possibility of approaching behavior of other vehicles accompanying changes in the crosswind environment, such as sudden crosswinds. Can be encouraged.

  (2) The potential risk level estimation means 5e estimates that the potential risk level is higher when the adjacent lane faces the roadside structure. The driver can be warned that the possibility of approach is high.

  Example 6 is an example of alerting the degree of potential risk when a long straight line continues. The configuration is the same as that of the third embodiment shown in FIG.

Next, the operation will be described.
[Potential risk alarm control processing]
FIG. 16 is a flowchart showing the flow of the potential risk degree alarm control process executed by the control unit 5 of the sixth embodiment, and each step will be described below. Steps that perform the same processing as in the second embodiment shown in FIG.

  In step S22, the other vehicle distance measuring means 7 investigates the inter-vehicle distance between the host vehicle and the preceding vehicle traveling in front of the adjacent vehicle, and proceeds to step S3.

In step S3, based on the road shape determination result obtained in step S1 and the arrangement and vehicle type determination result obtained in step S2, the number of conditions corresponding to the following conditions is counted, and the process proceeds to step S4.
Condition 1: Destination road = Long-distance straight road section Condition 2: Characteristics of other vehicles = Preceding vehicle exists ahead Condition 3: Positional relationship between own vehicle and preceding vehicle = Short inter-vehicle distance (inter-vehicle distance Below threshold)

[Potential risk level alarm control operation]
When there is a long-distance straight road section at the destination, there is a preceding vehicle ahead of another vehicle, and the distance between the preceding vehicle and the own vehicle is short, in the flowchart of FIG. 16, step S1 → step S2 Step S22 → Step S3 → Step S4 → Step S5 → Step S8 → Step S10. At this time, in step S5, it is estimated that the degree of potential risk is high, and in step S10, an alarm is issued to the driver that there is a high possibility that another vehicle will approach the own vehicle to overtake the preceding vehicle.

  When there is a long-distance straight road section at the travel destination, a preceding vehicle is present in front of another vehicle, and the distance between the preceding vehicle and the host vehicle is long, step S1 → step S2 in the flowchart of FIG. Step S22 → Step S3 → Step S4 → Step S6 → Step S8 → Step S10. At this time, in step S5, it is estimated that the degree of potential risk is low, and in step S10, a warning is issued to the driver that another vehicle may approach the host vehicle to overtake the preceding vehicle.

[Road shape judgment processing]
FIG. 17 is a flowchart illustrating the flow of the road shape determination process according to the sixth embodiment. Each step will be described below. Note that steps that perform the same processing as in the first embodiment shown in FIG. 3 are given the same step numbers.

  In step S1-31, it is determined from the map data read in step S1-3 whether the road ahead of the current position is a long-distance straight road section. If YES, the process proceeds to step S1-32. If NO, the process proceeds to return.

  In step S1-32, it is determined whether or not the arrival time from the map data ahead of the current position read in step S1-3 to the straight road section is less than 15 seconds. If YES, the process moves to step S1-33, and if NO, the process moves to step S1-34.

  In step S1-33, it is determined that the point is a long straight line and there is a match (determined that the condition 1 in step S3 in FIG. 16 is satisfied), and the process proceeds to return.

  In step S1-34, it is determined that the point is a long straight line and there is no match, and the process proceeds to return.

Next, the operation of the potential risk degree estimation means that is the main component of the present invention will be described.
[Potential risk level warning]
In FIG. 18, the first other vehicle B which is the adjacent vehicle of the own vehicle A and the second other vehicle C which is the preceding vehicle run side by side in the adjacent lane of the own vehicle A, and the destination is a long straight road. An example in which a section exists is shown. When the first other vehicle B catches up with the second other vehicle C in the straight road section, it can be considered that the first other vehicle B asks for an overtaking opportunity from the desire to continue the previous cruising state. At that time, if it is a straight road, the decision to execute overtaking increases, and as a result of overtaking, an overhang to the own lane occurs. At this time, if the own vehicle continues to drive the trajectory while maintaining the center of the own lane, the vehicle reaches position D, so there is no problem if the first other vehicle reaches position E without overtaking. However, when it reaches the position F showing the approaching behavior, it leads to a situation where it feels uneasy.

  On the other hand, in Example 6, there is a long-distance straight road section at the destination, there is a preceding vehicle ahead of other vehicles, and the distance between the preceding vehicle and the own vehicle is short, Estimate that the risk level is high and warn the driver that the risk level is high. Therefore, the driver can obtain information on the potential risk before the first other vehicle catches up with the second other vehicle, and with the preparation of the mind, for example, take the inter-vehicle distance within the range of the own lane as in G It becomes possible to perform a simple operation.

Next, the effect will be described.
In the potential risk degree alarm device of the sixth embodiment, in addition to the effects (1), (4), and (5) of the first embodiment, the following effects can be obtained.

  (1) The road shape detecting means detects a long-distance straight line ahead of the other vehicle, and the potential risk degree estimating means 5e precedes the adjacent vehicle when the long-distance straight line continues in front of the other vehicle. When there is a vehicle, it is estimated that there is a potential risk level, so the driver can be warned in advance of the possibility of approaching an adjacent vehicle due to overtaking, and the driver's preventive driving operation can be promoted.

  (2) The potential risk level estimation means 5e estimates that the potential risk level is high when the inter-vehicle distance between the host vehicle and the preceding vehicle is equal to or less than a preset inter-vehicle distance threshold. By catching up with other vehicles, it is possible to warn the driver that there is a high possibility of approaching the vehicle by overtaking.

  Example 7 is an example of alerting the degree of potential risk at a meeting point. The configuration is the same as that of the third embodiment shown in FIG.

Next, the operation will be described.
[Potential risk alarm control processing]
Since the potential risk alarm control process of the seventh embodiment is different only in the evaluation method of the corresponding condition in step S3 of FIG. 7, it will be described with reference to FIG.

In step S3, based on the road shape determination result obtained in step S1 and the arrangement and vehicle type determination result obtained in step S2, the number of conditions corresponding to the following conditions is counted, and the process proceeds to step S4.
Condition 1: Destination road shape = Junction point Condition 2: Lane position relationship with other vehicles = Adjacent lanes are confluence lanes, own lane is adjacent main line Condition 3: Other vehicle characteristics = Arrival time to confluence is short (<Merge arrival time threshold 5 [sec])

[Potential risk level alarm control operation]
If the other vehicle travels on the merging lane and the own vehicle travels on the adjacent main line and the distance to the merging point is short, in the flowchart of FIG. 7, step S1, step S2, step S3, step S4, step S5, step S8 → The flow proceeds to step S10. At this time, in step S5, it is estimated that the degree of potential risk is high, and in step S10, a warning is issued to the driver that there is a high possibility that another vehicle will approach by merging into the own lane.

  When the other vehicle travels on the merging lane and the host vehicle travels on the adjacent main line and the distance to the merging point is long, in the flowchart of FIG. 7, step S1, step S2, step S3, step S4, step S6, step S8 → The flow proceeds to step S10. At this time, in step S5, it is estimated that the degree of potential risk is low, and in step S10, a warning is issued to the driver that another vehicle may approach due to merging into the own lane.

[Road shape judgment processing]
FIG. 19 is a flowchart showing the flow of the road shape determination process according to the seventh embodiment. Each step will be described below. Note that steps that perform the same processing as in the first embodiment shown in FIG. 3 are given the same step numbers.

  In step S1-41, it is determined from the map data read in step S1-3 whether or not a merging point exists beyond the current position. If YES, the process proceeds to step S1-22, and if NO, the process proceeds to return.

  In step S1-42, it is determined from the map data ahead of the current position read in step S1-3 whether or not the arrival time to the junction is less than a preset time of 5 seconds. If YES, the process proceeds to step S1-43. If NO, the process proceeds to step S1-44.

  In step S1-43, it is determined that the point is a merging point and there is a match (determined that the condition 1 in step S3 in FIG. 7 is satisfied), and the process proceeds to return.

  In step S1-44, it is determined that the point is a merge point and there is no match, and the process proceeds to return.

Next, the operation of the potential risk degree estimation means that is the main component of the present invention will be described.
[Potential risk level warning]
FIG. 20 shows a state in which the own vehicle A is approaching the meeting point. At the merge point, the timing for the other vehicle B to merge from the merge lane to the main line where the vehicle is traveling is measured. However, as the merging lane disappears, that is, as the merging point is approached, it is necessary to perform merging even if the other vehicle is somewhat unreasonable. As a result, a situation occurs that interrupts immediately before the own vehicle. At this time, if the vehicle continues to drive on the passing track while maintaining the center of the own lane, the vehicle reaches position C, which leads to a situation in which other vehicle D showing the approaching behavior feels uneasy.

  On the other hand, in Example 7, if the other vehicle travels on the merging lane and the own vehicle travels on the adjacent main line and the arrival time to the merging point is short, it is estimated that the degree of potential risk is high, and the potential to the driver Warning that the risk level is high. This allows the driver to obtain information about potential risks before reaching the meeting point, and to drive as much distance as possible within the range of his lane, such as E, with his preparedness. Is possible.

Next, the effect will be described.
In addition to the effects (1), (4), and (5) of the first embodiment, the potential risk alarm device of the seventh embodiment provides the following effects.

  (1) The potential risk degree estimation means 5e has a merging point in front of another vehicle, the own lane is one of the merging lane or the merging lane, the adjacent lane is the other, and the arrival to the merging point If the time is smaller than a preset meeting arrival time threshold, it is estimated that the degree of potential risk is high. Therefore, it is possible to warn the driver that there is a high possibility that another vehicle will interrupt in front of the host vehicle due to the merge.

  The eighth embodiment is an example of warning the degree of potential risk when there is a possibility of interruption to an adjacent lane at a junction. The configuration is the same as that of the third embodiment shown in FIG.

Next, the operation will be described.
[Potential risk alarm control processing]
Since the potential risk alarm control process of the eighth embodiment is different only in the evaluation method of the corresponding condition in step S3 of FIG. 7, it will be described with reference to FIG.

In step S3, based on the road shape determination result obtained in step S1 and the arrangement and vehicle type determination result obtained in step S2, the number of conditions corresponding to the following conditions is counted, and the process proceeds to step S4.
Condition 1: Destination road shape = merging point Condition 2: Lane position relationship with other vehicles = Adjacent lane is adjacent to main lane and lane adjacent to confluence lane Condition 3: Other vehicle features = The second other vehicle exists as a merge vehicle at the merge point, and the arrival time of the second other vehicle to the merge point is short

[Potential risk level alarm control operation]
When the other vehicle runs on the main lane adjacent to the merging lane and the own vehicle runs on the lane opposite to the merging lane adjacent to the main lane, and the distance to the merging point is short, in the flowchart of FIG. → Step S3 → Step S4 → Step S5 → Step S8 → Step S10. At this time, in step S5, it is estimated that the degree of potential risk is high, and in step S10, an alarm is issued that there is a high possibility that another vehicle will approach by receiving an interrupt to the driver.

  When the other vehicle runs on the main lane adjacent to the merging lane, and the own vehicle runs on the lane opposite to the merging lane adjacent to the main lane, and the distance to the merging point is short, in the flowchart of FIG. → Step S3 → Step S4 → Step S6 → Step S8 → Step S10. At this time, in step S5, it is estimated that the degree of potential risk is low, and in step S10, an alarm is issued that there is a possibility that another vehicle may approach by receiving an interrupt to the driver.

Next, the operation of the potential risk degree estimation means that is the main component of the present invention will be described.
[Potential risk level warning]
In FIG. 21, the own vehicle A is approaching the meeting point. The first other vehicle B exists in the adjacent lane, and the merge lane exists on the opposite side of the own lane.

  At the junction, the timing of the second other vehicle joining from the junction lane to the main line on which the first other vehicle is traveling is measured. However, as the point where the merging lane disappears approaches, the second other vehicle needs to perform merging even if it is somewhat impossible (C). As a result, a situation occurs that interrupts immediately before the first other vehicle, and in order to avoid contact with the second other vehicle, the first other vehicle may suddenly protrude into the own lane. At this time, when the vehicle continues to drive the passing locus while maintaining the center of the own lane, the vehicle reaches position D, which leads to a situation in which the first other vehicle E showing the approach behavior feels uneasy.

  On the other hand, in Example 8, the other vehicle travels on the main lane adjacent to the merge lane, the own vehicle travels on the lane opposite to the merge lane adjacent to the main lane, and the potential to the merge point is short. Estimate that the risk level is high, and issue a warning to the driver that the potential risk level is high. As a result, the driver can obtain information on potential risks before catching up with the second other car waiting for an interrupt, and with the preparation of the mind, for example, take the inter-vehicle distance within the range of the own lane as in F It becomes possible to drive.

Next, the effect will be described.
In addition to the effects (1), (4), and (5) of the first embodiment, the potential risk alarm device of the eighth embodiment provides the following effects.

  (1) The potential risk degree estimation means 5e sets in advance the arrival time to the junction of the second other vehicle traveling in the junction lane when the junction is ahead of the other vehicle (first other vehicle). If it is smaller than the merging arrival time threshold, it is estimated that the degree of potential risk is high. Therefore, it is possible to warn the driver that there is a high possibility that another vehicle will be interrupted and approach the vehicle.

  The ninth embodiment is an example in which the estimation of the potential risk level based on the shape of the road ahead of the other vehicles shown in the first to eighth embodiments is performed, and the driver is warned from the one with the highest urgency of the handling operation. is there. The configuration is the same as that of the third embodiment shown in FIG.

  When two or more potential risk levels are estimated at the same time, the alarm level determination unit 5f of the ninth embodiment determines the alarm order in preference to the one with a high potential risk level. Also, if two or more potential risk levels are estimated at the same time and there are two or more of those with the highest potential risk level, the road to the road shape point where the potential risk level is estimated Prioritize the degree of potential risk with the shortest reach.

Next, the operation will be described.
[Potential risk alarm control processing]
FIG. 22 is a flowchart showing the flow of the potential risk degree alarm control process executed by the control unit 5 of the ninth embodiment, and each step will be described below. Note that the same step numbers are assigned to steps that perform the same processing as in the third embodiment shown in FIG.

  In step S31, it is determined whether all the potential risk levels have been evaluated. If YES, the process proceeds to step S32. If NO, the process proceeds to step S3.

  In step S32, it is determined whether or not there are a plurality of potential risk levels of the highest order (the largest number of conditions counted in step S4 among the respective risk risk levels). If YES, the process moves to step S33, and if NO, the process moves to step S34.

  In step S33, among the highest potential risk levels, the potential risk level that has the shortest distance to the front road shape point that is the estimation condition of the potential risk level (the shortest time to reach that point) is calculated. Select and move to step S34.

  In step S34, it is determined whether all potential risk levels have not been detected. If YES, the process moves to step S35, and if NO, the process moves to step S35.

In step S35, an alarm corresponding to the highest degree of risk is issued.

[Potential risk level alarm control operation]
In the ninth embodiment, in the flowchart of FIG. 22, the process proceeds from step S1 → step S2 → step S21 → step S31, and step S31 → step S3 → step S4 → until all potential risk levels are estimated in step S31. The flow from step S5 (or one of step S6 and step S7) to step S31 is repeated.

  If it is determined in step S31 that the estimation of all potential risk levels has been completed, the process proceeds from step S31 to step S32. In step S32, the highest potential risk level among the estimated potential risk levels. If there is a plurality, the process proceeds to step S32 → step S33 → step S34 → step S35, and in step S33, the road shape point in front that becomes the estimation condition of the potential risk degree among the highest potential risk degrees The potential risk level with the shortest reach is selected, and in step S35, an alarm corresponding to the selected potential risk level is issued to the driver.

  On the other hand, if the highest potential risk level is one in step S32, the process proceeds from step S32 to step S34 to step S35, and an alarm corresponding to the highest potential risk level is issued.

Next, the operation of the potential risk degree estimation means that is the main component of the present invention will be described.
[Potential risk level warning]
In the ninth embodiment, in order to estimate each potential risk level according to a curve existing in front of another vehicle, a roadside structure, an end point of a structure whose crosswind environment changes, a merge point, and a long-distance straight road section. Two or more potential risk levels may be estimated simultaneously. At this time, if a warning regarding a plurality of potential risk levels is issued simultaneously, the driver is confused as to which potential risk level should be dealt with. In addition, when an alarm is issued without distinguishing information with a low potential risk level from information with a high potential risk level, the driver feels bothered.

  In contrast, in the ninth embodiment, when two or more potential risk levels are estimated at the same time, a warning is given to the driver in preference to those having a high potential risk level. That is, it is possible to reduce troublesomeness due to frequent alarms by giving priority to the driver's preventive driving operation for a high degree of certainty of risk.

  Further, in Example 9, when two or more potential risk degrees are estimated at the same time and there are two or more ones having the highest potential risk degree, the forward which becomes the estimation condition of these potential risk degrees Prioritize the potential risk level with the shortest reach to the road shape point. For example, when running in parallel with a large vehicle inside the tunnel, if the vicinity of the exit of the tunnel is greatly curved, the potential risk at the front curve and the potential risk at the tunnel exit are estimated at the same time There is a case. Therefore, in this case, the driver can perform a driving operation corresponding to both of the two potential risk levels by giving a warning to the driver with priority given to the potential risk level on the forward curve where the reach is near. it can.

Next, the effect will be described.
In the potential risk level alarm device according to the ninth embodiment, the following effects can be obtained in addition to the effects (1) to (16) of the first to eighth embodiments.

  (1) In the case where two or more potential risk levels are estimated at the same time, the alarm level determination means 5f for determining the alarm order in preference to the one with a high potential risk level is provided. It is possible to promote the driver's preventive driving operation with respect to the degree, and to reduce troublesomeness to the driver due to frequent alarms.

  (2) The warning level determination means 5f may estimate two or more potential risk levels when two or more potential risk levels are estimated at the same time and there are two or more of the highest potential risk levels. A warning is issued with priority given to the potential risk level with the shortest reach to the front road shape point. That is, it is possible to give the driver the driving operation time for avoiding each potential risk level by warning the driver first from the one with the highest urgency level.

  In Example 10, when it is estimated that there is a potential risk level, the position in the width direction of the host vehicle with respect to the own lane is located on the side opposite to the side where the estimated potential risk level exists. This is an example of keeping the alarm level low.

  FIG. 23 is a block diagram illustrating a configuration of the potential risk degree alarm device according to the tenth embodiment. In the third embodiment, the same components as those in the third embodiment shown in FIG.

  Lane width direction position estimation means (own vehicle lane width direction position estimation means) 5i estimates the width direction position of the own vehicle relative to the own lane from the white line position obtained by the lane white line detection means 5c.

  The warning level determination means 5f determines the warning level of the potential risk level estimated by the potential risk level estimation means 5e. At this time, the warning level is lowered based on the position in the width direction of the own vehicle with respect to the own lane estimated by the lane width direction position estimating means 5i.

Next, the operation will be described.
[Potential risk alarm control processing]
FIG. 24 is a flowchart showing the flow of the potential risk degree alarm control process executed by the control unit 5 of the tenth embodiment. Each step will be described below. Note that the same step numbers are assigned to steps that perform the same processing as in the third embodiment shown in FIG.

  In step S41, it is determined whether or not the position in the width direction of the own vehicle with respect to the own lane is located on the opposite side of the other vehicle, that is, on the far side from the other vehicle with respect to the center position in the vehicle width direction of the own lane. If YES, the process proceeds to step S42, and if NO, the process proceeds to step S43.

  In step S42, the degree of potential risk is set low, and the process proceeds to step S10.

  In step S43, the degree of potential risk is maintained, and the process proceeds to step S10.

Next, the operation of the potential risk degree estimation means that is the main component of the present invention will be described.
[Potential risk level warning]
In Examples 1-9, since the potential risk level was estimated based only on the shape of the road ahead of the other vehicle, even if the driver has already traveled in preparation for the approach of the other vehicle, the condition of the potential risk level is set. When you are satisfied, you will be alerted and annoying.

  On the other hand, in Example 10, when the own vehicle is away from the other vehicle in step S41 of FIG. 24, the process proceeds to step S42, and even if it is estimated that the degree of potential risk is high, Potential risk is low. In other words, by correcting the alarm level based not only on the shape of the road ahead of the other vehicle but also on the positional relationship between the other vehicle and the host vehicle, it is possible to more accurately estimate the degree of potential risk and to provide frequent alarms. The troublesomeness due to can be reduced.

Next, the effect will be described.
In the potential risk degree alarm device of the tenth embodiment, in addition to the effects (1) to (18) of the first to ninth embodiments, the following effects can be obtained.

  (1) A lane width direction position estimating means 5i for detecting the width direction position of the own vehicle with respect to the own lane is provided, and the potential risk degree estimating means 5e is adjacent to the center position in the lane width direction of the own lane. If the vehicle is on the opposite side of the car, the potential risk is judged to be low. This makes it possible to estimate the degree of potential risk more accurately and reduce the troublesomeness caused by frequent alarms.

It is a block diagram which shows the structure of the potential risk degree alarm apparatus of Example 1. FIG. It is a flowchart which shows the flow of the potential risk degree alarm control processing performed with the control unit 5 of Example 1. FIG. It is a flowchart which shows the flow of the road shape determination process performed with the control unit 5 of Example 1. FIG. 6 is a flowchart illustrating a flow of an arrangement and vehicle type determination process executed by the control unit 5 of the first embodiment. It is a figure which shows the potential risk degree alert effect | action of Example 1. FIG. It is a figure which shows the potential risk degree alert effect | action of Example 1. FIG. It is a flowchart which shows the flow of the potential risk degree alarm control processing performed with the control unit 5 of Example 2. FIG. It is a figure which shows the potential risk degree alarm effect | action of Example 2. FIG. It is a block diagram which shows the structure of the potential risk degree alarm apparatus of Example 3. It is a flowchart which shows the flow of the potential risk degree alarm control process performed with the control unit 5 of Example 3. FIG. It is a figure which shows the potential risk degree alarm effect | action of Example 3. FIG. 10 is a flowchart illustrating a flow of road shape determination processing according to the fourth embodiment. It is a figure which shows the potential risk degree alert effect | action of Example 4. FIG. It is a flowchart which shows the flow of the road shape determination process of Example 5. It is a figure which shows the potential risk degree alarm effect | action of Example 5. FIG. It is a flowchart which shows the flow of the potential risk degree alarm control process performed with the control unit 5 of Example 6. FIG. It is a flowchart which shows the flow of the road shape determination process of Example 6. It is a figure which shows the potential risk degree alert effect | action of Example 6. FIG. It is a flowchart which shows the flow of the road shape determination process of Example 7. It is a figure which shows the potential risk degree alert effect | action of Example 7. FIG. It is a figure which shows the potential risk degree alert effect | action of Example 8. FIG. It is a flowchart which shows the flow of the potential risk degree alarm control processing performed with the control unit 5 of Example 9. FIG. It is a block diagram which shows the structure of the potential risk degree alarm apparatus of Example 10. FIG. It is a flowchart which shows the flow of the potential risk degree alarm control process performed with the control unit 5 of Example 10. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Locator 2 Map database 3 Own vehicle speed detection means 4 Lane 5 Control unit 5a Other vehicle detection means 5b Vehicle type estimation means 5c Lane white line detection means 5d Driving lane estimation means 5e Potential risk degree estimation means 5f Alarm level determination means 6 Alarm means

Claims (8)

The curve ahead of the other vehicle running in parallel with the lane adjacent to the own lane on which the host vehicle is traveling, the shoulder construction in front of the other vehicle, the end portion of the shoulder construction in front of the other vehicle, the front of the other vehicle Road shape detection means for detecting at least two road shapes among long-distance straight lines and a junction point ahead of the other vehicle (first other vehicle) ;
Behavior when the vehicle detects a curve ahead of the other vehicle running parallel to the adjacent lane of the own lane of travel in front Symbol road shape detection means, wherein the other vehicle traveling on the adjacent lane is moved to the own lane side When,
When the road shape detection unit detects a roadside structure in front of another vehicle running in the adjacent lane of the host vehicle on which the host vehicle travels, the other vehicle traveling in the adjacent lane moves to the own lane side. Behavior and
When the road shape detection means detects the end of a roadside structure where a change in the crosswind environment is predicted in front of another vehicle running in parallel with the adjacent lane of the host vehicle on which the host vehicle is traveling, the vehicle travels in the adjacent lane A behavior in which the other vehicle moves toward the own lane;
When the road shape detection means detects a long-distance straight line in front of another vehicle running in parallel in the adjacent lane of the host vehicle on which the host vehicle travels, and when there is a preceding vehicle in front of the adjacent vehicle, A behavior in which the other vehicle traveling in an adjacent lane moves toward the own lane;
A second other vehicle that travels in the merging lane when the merging point is detected in front of another vehicle (first other vehicle) that runs parallel to the lane adjacent to the own lane in which the own vehicle travels by the road shape detecting means. When the arrival time to the merge point is smaller than a preset merge arrival time threshold, the behavior of the other vehicle traveling in the adjacent lane moving to the own lane side,
Predicting those at least two behavior, and potential risks estimating means to estimate the potential risk of for each behavior,
Alarm means for issuing an alarm according to the degree of potential risk;
If two or more potential risk levels are estimated at the same time and there are two or more of the highest potential risk levels, the distance to the road shape point that is the estimation condition for these potential risk levels A warning level determination means for giving priority to warning with the shortest potential risk level,
A potential risk alarm device comprising: In the potential risk degree alarm device according to claim 1,
Other vehicle lane width direction position estimating means for detecting the width direction position of the other vehicle with respect to the adjacent lane is provided,
The potential risk degree estimation means is a road lane width direction position estimation means when the road shape detection means detects a curve ahead of another vehicle running in parallel with the lane adjacent to the own lane on which the vehicle is traveling. When it is estimated that the position in the width direction of the other vehicle running in parallel with the adjacent lane of the own lane in which the vehicle is traveling is closer to the own vehicle than the center position in the lane width direction of the adjacent lane, the potential risk degree is potential risk of alarm device characterized that you presumed higher. In the potential risk degree alarm device according to claim 1 or 2,
Other vehicle speed detecting means for detecting the speed of the other vehicle is provided ,
When the potential risk degree estimation means detects that the speed of the other vehicle running parallel to the adjacent lane of the own lane on which the host vehicle is traveling is higher than the recommended entry speed of the curve, by the other vehicle speed detection means, potential risks of alarm device potential risk degree characterized that you presumed higher. In the potential risk degree alarm device according to claim 1,
The potential risk degree estimation means detects the roadside structure in front of another vehicle running in parallel with the adjacent lane of the own vehicle on which the own vehicle runs by the road shape detecting means, and the adjacent lane is the roadside construction. when facing the object, the potential risk of the alarm device the potential risk degree characterized that you presumed higher. In the potential risk degree alarm device according to claim 1 or 2,
A vehicle type detection means for detecting the vehicle type of the other vehicle is provided ,
The potential risk degree estimating means detects the own vehicle detected by the vehicle type detecting means when the road shape detecting means detects a curve ahead of another vehicle running in parallel with an adjacent lane of the own vehicle on which the own vehicle is traveling. when is the other vehicle models running parallel adjacent lane of the own lane of travel is large vehicle, potential risks of alarm device the potential risk degree characterized that you presumed higher. In the potential risk degree alarm device according to claim 1 ,
The potential risk degree estimating means detects the adjacent lane when the road shape detecting means detects a terminal portion of the roadside structure ahead of another vehicle running in parallel with the adjacent lane in which the own vehicle is traveling. when There facing the road shoulder buildings, potential risks of alarm device the potential risk degree characterized that you presumed higher. In the potential risk degree alarm device according to claim 1,
The potential risk degree estimation means precedes the front of the adjacent vehicle when the road shape detection means detects a long-distance straight line ahead of another vehicle running in parallel with the adjacent lane of the own vehicle on which the own vehicle is traveling. car exists and when said inter-vehicle distance between the host vehicle and the preceding vehicle is less than a preset headway distance threshold, potentially the potential risk degree characterized that you presumed higher Risk level alarm device. In the potential risk of an alarm device according to any one of claims 1 to claim 7,
Providing own vehicle lane width direction position estimating means for detecting a width direction position of the own vehicle with respect to the own lane,
The potential risk degree estimation means is detected by the own vehicle lane width direction position estimation means that the width direction position of the own vehicle is at a position opposite to the adjacent vehicle with respect to the center position in the lane width direction of the own lane. If it is, the potential risk alarm device is characterized in that it is determined that the potential risk level is low .

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