JP2005010935A - Traveling support system and onboard terminal - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent announcement delay of a collision resulting from an operation time of a collision probability corresponding to the number of other moving bodies, in a traveling support system for performing information communication between terminals. <P>SOLUTION: In this traveling support system for a vehicle for performing inter-vehicle communication by an onboard terminal A loaded on the vehicle, the onboard terminal A operates the collision probability between the own vehicle and another moving body such as another vehicle or a pedestrian, and announces the result to an occupant when there is the collision probability. When the number of other moving bodies is large, the collision probability is operated by a simple method having a small operation quantity by assuming mutually-close other moving bodies as a single other moving body, to thereby shorten the operation time, and to prevent announcement delay of a collision. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle driving support technology using information communication.
[0002]
[Prior art]
In order to improve driving safety of vehicles such as automobiles, a vehicle driving support system using information communication has been proposed. Typically proposed by AHS (Advanced Cruise-Assist Highway System), which provides various traffic information from the roadside communication device to the in-vehicle terminal of the vehicle, or assists automatic driving of the vehicle by the roadside communication device. (Patent Document 1).
[0003]
However, this AHS has a problem that a large-scale infrastructure is required on the road side. In view of this, there has also been proposed a vehicle running support that more easily performs vehicle-to-vehicle communication in which vehicle-to-vehicle information is communicated between vehicles (Patent Document 1). In this inter-vehicle communication, for example, when there is a possibility that a collision may occur between vehicles by exchanging position information between vehicles, it is possible to perform driving support such as notifying an occupant of this.
[0004]
A system including a portable terminal can also be adopted as the driving support system as described above. That is, in order to avoid a collision between a vehicle and a pedestrian, a portable terminal that transmits position information is carried by a pedestrian and information communication is performed not only between the vehicles but also between the vehicle and the pedestrian. A vehicle occupant can be notified of a collision with a pedestrian.
[0005]
[Patent Document 1] Japanese Patent Application Laid-Open No. 2001-101599
[0006]
[Problems to be solved by the invention]
However, in an area where there is a lot of traffic such as an intersection or a crowd, the number of other moving bodies such as other vehicles and pedestrians that are communication partners also increases. When the number of other moving bodies increases in this way, it takes time to calculate the possibility of collision between the host vehicle and the other moving bodies, so there is a possibility that the notification of the collision is delayed and the driving support becomes insufficient. .
[0007]
Therefore, an object of the present invention is to prevent a collision notification delay associated with the number of other moving bodies and a collision possibility calculation time.
[0008]
[Means for Solving the Problems]
According to the present invention, there is provided a vehicle travel support system including an in-vehicle terminal mounted on a vehicle and an other mobile terminal included in another mobile body, wherein the other mobile terminal is the other mobile terminal. Other moving body position detecting means for detecting the position of the moving body, and other moving body side communication means for transmitting other moving body position information indicating the position detected by the other moving body position detecting means to the in-vehicle terminal. The vehicle-mounted terminal device detects vehicle position detection means for detecting the position of the vehicle, vehicle-side communication means for receiving the other mobile body position information from the other mobile body terminal device, and detection by the vehicle position detection means. A collision calculating means for calculating a collision possibility between the vehicle and the other moving body based on the position of the vehicle and the position information of the other moving body received by the vehicle side communication means, and the collision calculation According to the calculation result of the means, Notification means for notifying a collision, and the collision calculation means can execute either the first calculation method or the second calculation method with a smaller calculation amount than the first calculation method. When the number of the other moving bodies for determining the possibility of collision is large, the driving support system is provided that executes the second calculation method.
[0009]
In the driving support system of the present invention, when the collision calculation means can execute either the first calculation method or the second calculation method, and the number of other moving bodies that determine the collision possibility is large, for example, When the number exceeds a predetermined number, the second calculation method having a smaller calculation amount than the first calculation method is executed. In this way, when the number of other moving objects is large, a calculation method with a small amount of calculation is executed, so that the calculation time of the possibility of collision can be shortened, and the collision is possible corresponding to the number of other moving objects. It is possible to prevent a delay in notification of a collision accompanying the calculation time of sex.
[0010]
Moreover, according to this invention, it is a vehicle-mounted terminal device mounted in a vehicle, The detection means which detects the position of the said vehicle, and the position of the said other mobile body are shown from the other mobile body terminal which another mobile body has Based on the communication means for receiving position information, the position of the vehicle detected by the detection means, and the position information received by the communication means, the possibility of collision between the vehicle and the other moving body is calculated. A collision calculation means, and a notification means for reporting a collision according to the calculation result of the collision calculation means, wherein the collision calculation means includes a first calculation method and a calculation amount greater than that of the first calculation method. And the second calculation method is executed, and when the number of the other moving bodies for determining the collision possibility is large, the second calculation method is executed. An in-vehicle terminal device is provided.
[0011]
In the in-vehicle terminal of the present invention, when the collision calculation means can execute either the first calculation method or the second calculation method, and the number of other moving bodies that determine the collision possibility is large, for example, When the number exceeds a predetermined number, the second calculation method having a smaller calculation amount than the first calculation method is executed. In this way, when the number of other moving objects is large, a calculation method with a small amount of calculation is executed, so that the calculation time of the possibility of collision can be shortened, and the collision is possible corresponding to the number of other moving objects. It is possible to prevent a delay in notification of a collision accompanying the calculation time of sex.
[0012]
In the present invention, the first calculation method individually calculates the possibility of collision between the vehicle and the other moving body, and the second calculation method includes a plurality of the other moving bodies mutually. If they exist within a certain distance, they may be regarded as one other moving body, and the possibility of collision with the vehicle may be calculated. In this way, in the second calculation method, the number of times of calculation is larger than the case of calculating the possibility of collision individually by calculating a plurality of other moving bodies as one other moving body and calculating the possibility of collision in a unified manner. As a result, the calculation time for the possibility of collision can be shortened.
[0013]
In this case, even if the second calculation method is a plurality of the other moving bodies that exist within a certain distance from each other, the moving speed or the moving direction of the other moving bodies is different beyond a predetermined range. For the above, the possibility of collision may be calculated individually. Among multiple other moving bodies that can be regarded as one other moving body, special moving bodies whose moving speed and moving direction are different from other moving bodies can be handled individually rather than unifiedly. Therefore, the safety can be improved by avoiding the collision more reliably.
[0014]
Further, in this case, in the second calculation method, when calculating the collision possibility by regarding the plurality of other moving bodies as one other moving body, the calculation is different from the case of calculating the collision possibility individually. You can also By doing so, it is possible to calculate the collision possibility corresponding to each case.
[0015]
Further, in this case, the display device further includes display means for displaying the presence of the other moving body, and the display means includes a plurality of other moving bodies that are regarded as one other moving body in the second calculation method. It is also possible to display as one other moving body or to display an area where the plurality of other moving bodies exist. This makes it easier for the occupant to intuitively recognize the presence of another moving body, and can also inform the occupant that the second calculation method is being executed.
[0016]
Further, in this case, the second calculation method is not limited to the plurality of other moving bodies that exist within a certain distance from each other, Alternatively, the possibility of collision may be calculated. Out of multiple other moving bodies that can be regarded as one other moving body, other moving bodies that are close to the host vehicle are handled individually rather than in a unified manner, so that collision can be avoided more reliably and safely. Can increase the sex.
[0017]
In the present invention, the second calculation method calculates the possibility of collision only with respect to other moving objects existing within a fixed distance from the vehicle, and the first calculation method includes the vehicle and the fixed calculation You may make it calculate separately the collision possibility with the said other moving body including what exists out of distance. In this way, in the second calculation method, by limiting the other moving bodies that calculate the collision possibility to those close to the host vehicle, the number of calculations is larger than when calculating the collision possibility with all other moving bodies. As a result, the calculation time for the possibility of collision can be shortened.
[0018]
In this case, it further comprises storage means for storing the position information for each of the other moving bodies, and the communication means newly receives the position information of the other moving bodies for which the position information has been stored in the storage means. In this case, the position information of the other moving body stored in the storage unit is updated with the newly received position information, and the second calculation method is performed from the other moving body that is close to the vehicle. The possibility of collision can also be calculated in order.
[0019]
By doing so, the position information can be always updated and the storage capacity of the storage means can be saved. Furthermore, the possibility of collision can be calculated preferentially from other moving objects close to the host vehicle. As a result, for example, when the calculation time of one unit of processing or the calculation time of the possibility of collision is limited to a certain time, or when the possibility of collision is affirmed due to a relationship with a certain other mobile body, the collision is notified immediately. In such a case, another moving object that is close to the host vehicle is preferentially subjected to the collision possibility calculation, so that the collision can be avoided more reliably and safety can be improved. Even when there are other moving objects, it is possible to further narrow down the calculation target of the possibility of collision while ensuring safety.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Preferred embodiments of the present invention will be described below with reference to the drawings.
[0021]
<System configuration>
FIG. 1 is a schematic diagram of a driving support system according to an embodiment of the present invention. In this driving support system, a vehicle-mounted terminal A is mounted on each of a plurality of vehicles, and a portable terminal B is carried by a pedestrian. In FIG. 1, only two vehicles are illustrated and only one pedestrian is illustrated. And while performing in-vehicle communication between each in-vehicle terminal device A by vehicle-to-vehicle communication, wireless information communication is also performed between each in-vehicle terminal device A and each portable terminal device B, thereby assisting in running the vehicle. To do.
[0022]
As the communication method, for example, a broadcast method can be adopted. As the communication range, in the case of the in-vehicle terminal A, the range of about 200 m forward and left and right in the traveling direction, and about 50 m rearward, the portable terminal B In the case, the range of about 150 m can be mentioned in front, rear, left and right. As the number of communication targets, about 200 vehicles and about 25 pedestrians are assumed.
[0023]
In this driving support system, information on the vehicle or pedestrian is periodically transmitted from each terminal A and B, and necessary information is selected in the in-vehicle terminal A on the receiving side to alert the driver of an accident. It can be provided. As a period of information transmission, for example, in the case of the in-vehicle terminal A, a variable period of about 0.1 seconds to 1 second depending on the vehicle speed, and in the case of the portable terminal B, according to the walking speed. A variable period of about 0.5 seconds to 1 second can be given.
[0024]
The transmitted information includes an identifier for identifying itself, in addition to position information indicating the current position of the vehicle or pedestrian. In the case of the in-vehicle terminal A, various vehicle information, for example, vehicle speed, moving direction, yaw rate, acceleration, etc., and various operation information, for example, steering angle (handle operation amount), throttle opening (accelerator operation amount). Brake pressure, turn signal operation, door opening / closing, etc.
[0025]
In such a driving support system, for example, the collision prevention between straight vehicles at the intersection, the front collision between the oncoming vehicles, the collision between the right turn car and the vehicle at the intersection, or the collision between the vehicle and the pedestrian, Driving support can be performed.
[0026]
Next, the configuration of the in-vehicle terminal A will be described. FIG. 2A is a block diagram illustrating a configuration example of the in-vehicle terminal A. The CPU 101 is a processor that controls the entire in-vehicle terminal A, and particularly performs processing to be described later. A ROM (read only memory) 102 is a memory for storing fixed data in addition to programs for each processing described later. A RAM (Random Access Memory) 103 has a work area for programs processed by the CPU 101, and stores variable data and the like. Needless to say, other storage means may be employed as the ROM 102 and the RAM 103.
[0027]
The map information DB (database) 104 is a database including road information and the like, and can be adopted to the same level as that used in a car navigation system. In this embodiment, a guard rail, a fence, a wall, etc. Information on structures that restrict passage between roads, such as information on three-dimensional roads so that it can be determined whether or not each road intersects, and information on laws and regulations that restrict passage between roads such as entry prohibition, Such information is used. The map information DB 104 is constructed using storage means such as a hard disk, CDROM, or DVD.
[0028]
The display 106 is a display that displays various types of information. The display 106 is connected to the CPU 101 via the display controller 105 and displays various types of information according to instructions from the CPU 101. The audio output circuit 107 provides various kinds of information to the vehicle occupant through the speaker 108 by means of voice such as synthesized voice. In the present embodiment, as will be described later, the voice is notified of a collision with another vehicle. Used for.
[0029]
The clock IC 109 is a circuit that measures the date and the current time. A GPS (global positioning system) sensor 111 is a position detection sensor that receives a radio wave transmitted from an artificial satellite and detects the current position of the host vehicle, and sends the current position (latitude and longitude) to the CPU 101 via the interface 110. provide.
[0030]
The vehicle speed sensor 112 is a speed detection sensor that detects the traveling speed of the host vehicle, and provides the traveling speed of the host vehicle to the CPU 101 via the interface 110. The direction sensor 113 is a sensor that detects the moving direction of the host vehicle, and provides the detection result to the CPU 101 via the interface 110. An example of the orientation sensor 113 is a geomagnetic sensor.
[0031]
In this embodiment, a GPS sensor, a vehicle speed sensor, and a direction sensor are cited as sensors for detecting the state of the vehicle. However, other sensors for acquiring other vehicle information and operation information may be provided. Needless to say, it can be done. Further, the traveling speed and moving direction of the host vehicle can also be detected by recording the current position history, that is, the moving history. In this case, the vehicle speed sensor 112 and the direction sensor 113 can be omitted. The communication device 114 is a device that performs wireless bidirectional communication with the in-vehicle terminal A and the portable terminal B of another vehicle.
[0032]
Next, the configuration of the portable terminal device B will be described. FIG. 2B is a block diagram illustrating a configuration example of the portable terminal device B. The CPU 201 is a processor that controls the entire portable terminal device B. A ROM (Read Only Memory) 202 is a memory for storing fixed data in addition to a program for each process. A RAM (Random Access Memory) 203 has a work area for programs processed by the CPU 201 and stores variable data and the like. Needless to say, other storage means may be employed as the ROM 202 and the RAM 203.
[0033]
The GPS sensor 205 is a position detection sensor that receives a radio wave transmitted from an artificial satellite and detects the current position of the pedestrian, and provides the current position (latitude and longitude) to the CPU 201 via the interface 204.
[0034]
The communication device 206 is a device that performs wireless bidirectional communication with the in-vehicle terminal A. However, in this embodiment, the communication device 206 only periodically transmits information on the current position detected by the GPS sensor 205 to the in-vehicle terminal A, and the reception function is not used. The clock IC 207 is a circuit that measures the date and the current time.
[0035]
In this embodiment, only the GPS sensor is cited as a sensor for detecting the state of the pedestrian, but various sensors such as a sensor for detecting the walking speed of the pedestrian and a sensor for detecting the direction of the route are used. It goes without saying that it can be equipped with a kind. Moreover, as this portable terminal device B, for example, a portable phone having the above-described functions can be adopted.
[0036]
<Basic processing of in-vehicle terminal A>
Next, processing of the CPU 101 of the in-vehicle terminal A will be described. FIG. 3A is a flowchart showing an example of information communication processing in the present embodiment. In S1, information on the current position, information on the traveling speed of the vehicle, and information on the moving direction of the vehicle are acquired from the GPS sensor 111, the vehicle speed sensor 112, and the direction sensor 113. In S2, the information on the own vehicle is transmitted from the communication device 114 to the in-vehicle terminal A of another vehicle based on the information acquired in S1. FIG. 4A is a diagram illustrating an example of information to be transmitted.
[0037]
In FIG. 4A, “terminal ID” is an identifier assigned to the in-vehicle terminal A. “Terminal type” is information indicating whether the terminal is an in-vehicle terminal or a portable terminal, and is used to distinguish a vehicle from a pedestrian. “Own vehicle information” is information indicating the state of the own vehicle that is the transmission source, and includes “current position” indicating the position information (latitude and longitude) of the own vehicle measured by the GPS sensor 111, and the vehicle speed sensor 112. The “traveling speed” indicating the traveling speed of the host vehicle detected in step S1, the “moving direction” indicating the traveling direction of the host vehicle detected by the direction sensor 113, and the like are included. This transmission information is transmitted from the communication device 206 of the portable terminal device B to the in-vehicle terminal device A in the same format (excluding “traveling speed” and “movement direction”).
[0038]
Returning to FIG. 3, in S3, the communication device 114 receives information from the in-vehicle terminal A and the portable terminal B of the other vehicle and sequentially records the received information as other mobile body information in the RAM 103 for each terminal of the other mobile body. Perform the process. In the processing example of FIG. 3A, only the information received each time is recorded, and the previously received information is cleared. FIG. 4B is a diagram showing an example of other mobile information.
[0039]
In FIG. 4B, “terminal type” is information for distinguishing between the in-vehicle terminal A and the portable terminal B, and the case of the portable terminal B is illustrated in the example of the figure. The “terminal ID” is an identifier of the in-vehicle terminal A or the portable terminal B of another vehicle that has received the information. “Time” indicates the time when information is received, and is measured by the clock IC 109. Although the reception time is used in this embodiment, the transmission time may be set by including time information in the transmission information. “Position”, “traveling speed”, and “movement direction” are respectively the position information, speed information, and movement direction information (from FIG. 4A) transmitted from the in-vehicle terminal A or the portable terminal B of the other vehicle. Equivalent to “current position”, “traveling speed”, and “movement direction”). The above is an example of other mobile body information, but the information to be recorded can be variously employed.
[0040]
In S4, if information is received from the in-vehicle terminal A or portable terminal B of the other vehicle in S3, the process proceeds to S5, and if nothing is received, the process returns to S1 and the same process is repeated. In S5, the possibility of collision between the host vehicle and another moving body is calculated. Details of the processing will be described later.
[0041]
In S6, if it is determined that there is a possibility of collision in the process of S5, the process proceeds to S7, and if not, the process returns to S1. In S7, a notification process for notifying a passenger of a collision is performed. Here, the CPU 101 instructs the sound output circuit 107 to output sound, and the sound output circuit 107 that has received the instruction outputs from the speaker 108 that there is a possibility of collision. As a result, the passenger's attention can be drawn and a collision accident can be prevented.
[0042]
Thus, one process is completed. In the process of FIG. 3 (a), only the information received in S2 in each process is recorded, the information received in the past is canceled (S3), and only the process after S5 is received when new information is received. (S4), the information received in the past can be stored without canceling, and these can also be the targets of the processing in S5 and below.
[0043]
In relation to other mobile units that have received information in the past, the calculation of the possibility of collision in S5 is performed at the time of the reception. If the situation has changed, or if there is a collision, the host vehicle and the other moving body are close to each other, and it is likely that the information on the other moving body will be received every time. Since it may not be performed, it is the target of the collision possibility calculation just in case.
[0044]
FIG. 3B is a flowchart showing an example of information communication processing in this case. Only the processing different from the example of FIG. 3A will be described. In S3 ′, the communication device 114 receives information from the in-vehicle terminal A and the portable terminal B of the other vehicle, and among the received information, FIG. For the terminal device in which information is already recorded in the mobile body information shown in b), the recorded information is canceled and the information received this time is recorded to update to the latest information. Thus, the storage amount of the RAM 103 can be saved by not recording the past and latest information of the same terminal device in an overlapping manner. On the other hand, if the terminal is not already recorded, the information is newly added to the mobile information.
[0045]
In subsequent S4 ′, old information for which a predetermined time has elapsed from the time of reception is deleted from the information recorded in the mobile body information shown in FIG. 4B. If the information is not updated for a predetermined time, it is not meaningful to calculate the possibility of collision in S5, such as being far away from the host vehicle, and this is deleted to save the amount of memory in the RAM 103 It is. In this way, in the process of FIG. 3B, other mobile objects that have received information in the past can be included in the processes of S5 and subsequent processes.
[0046]
In the present embodiment, a unit processing loop is constituted by S1 to S7 in the processing flow of FIG. 3A. For example, the processing of S1, the processing of S2, and the processing of S3 to S7 are respectively performed. The acquisition result may be stored in the process of S1, the acquired result may be transmitted by periodically performing the process of S2, and S3 to S7 may be set as interrupt processes. In this regard, it goes without saying that the same processing mode can be adopted in the processing flow of FIG.
[0047]
<Calculation of collision possibility>
In an area where there is a lot of traffic such as an intersection or a hustle and bustle, the number of other moving bodies that are communication partners also increases. When the number of other moving bodies increases in this way, it takes time to calculate the possibility of collision between the host vehicle and the other moving bodies, so there is a possibility that the notification of the collision is delayed and the driving support becomes insufficient. . Therefore, in this embodiment, the collision possibility can be calculated by two methods, and the collision possibility is calculated by an arithmetic method in which the amount of calculation is reduced when the number of other moving objects to be calculated is large.
[0048]
FIG. 5A is a flowchart illustrating an example of the collision possibility calculation process in S5. In S21, it is determined whether or not the number of other moving objects to be subjected to the collision possibility calculation exceeds a predetermined value. The number of other moving bodies to be calculated is the number of other moving bodies recorded in the other moving body information stored in the RAM 103.
[0049]
If it does not exceed the predetermined value, the process proceeds to S22 and normal calculation processing is performed. On the other hand, if it exceeds the predetermined value, the process proceeds to S23, and a simple calculation process employing a calculation method with a smaller calculation amount than the normal calculation process is performed. In the present embodiment, in the normal calculation process, the possibility of collision is calculated individually between the own vehicle and each other moving object, while the number of other moving objects to be calculated is substantially reduced in the simple calculation process. To reduce the amount of computation and shorten the computation time.
[0050]
FIG. 5B is a flowchart illustrating an example of the normal calculation process in S22. In S31, the other mobile body which is the object of the current calculation is selected from the other mobile bodies recorded in the other mobile body information. In S32, the possibility of collision between the other moving body selected in S31 and the host vehicle is calculated. Here, based on the position information of the own vehicle acquired by the GPS sensor 111 and the position information of the other moving body in the other moving body information shown in FIG. 4B, for example, the positions of the own vehicle and the other moving body, Based on the speed and direction, it is possible to predict the movement area of both after T seconds, and to calculate based on whether or not the predicted movement area interferes with each other.
[0051]
In S33, the calculation result of S32 is stored in the RAM 103. If there is a possibility of a collision, this is notified to the occupant in S7 of FIG. In S34, it is determined whether or not the calculation of S32 has been performed for all of the other moving bodies recorded in the other moving body information. If all have been performed, the process ends. If not, the process returns to S31 to select another moving body and repeat the processes from S32 onward. As described above, in the normal calculation process, the possibility of collision between the host vehicle and the other moving body is calculated separately, and thus the process is focused on the accuracy of the collision possibility.
[0052]
Next, FIG. 5C is a flowchart showing an example of the simple calculation process in S23. In this simple calculation process, among other moving objects recorded in the other moving object information, a plurality of other moving objects existing within a certain distance from each other are regarded as one other moving object (hereinafter referred to as “deemed”). It is called another moving body.) The possibility of collision with the host vehicle is calculated. By calculating the collision probability for a plurality of other moving bodies in a unified manner in this way, the number of calculations is less than when calculating the collision possibility individually, and the calculation time of the collision possibility can be shortened. it can. In addition, since it is considered that a plurality of other moving bodies that are close to each other are moving as a group, even if these are regarded as one other moving body and the collision possibility is calculated, the accuracy is large. It is thought that it will not go down, and safety can be maintained. In the present embodiment, the vehicle and the pedestrian are distinguished from each other for convenience of collision possibility calculation.
[0053]
6A and 6B are conceptual diagrams of this simple calculation process. FIG. 6A shows the position distribution of all other moving bodies to be calculated, and FIG. 6B shows a plurality of other moving bodies that exist within a certain distance from each other. It shows the result considered. In the figure, R1 to R4 are pedestrians, and P1 to P14 are other vehicles.
[0054]
In FIG. 6A, among these other moving bodies, R1 to R3 exist for pedestrians, and P1 to P8 exist for predetermined distances for other vehicles. As a result, as shown in FIG. 6B, there is only one R1 to R3 for pedestrians and other moving bodies (pedestrians) S1, and there is only one P1 to P8 for other vehicles. There is only one (other vehicle) Q1 and P12 and P13, and it is regarded as another moving body (other vehicle) Q2. In the case of the present embodiment, the state quantities of the deemed other moving bodies S1, Q1, and Q2 are the average values of the state quantities of the original other moving bodies, respectively. For example, the position, the moving speed, and the moving direction of the deemed other moving body Q1 take an average value of each value of the other vehicles P1 to P8. Hereinafter, the process of FIG. 5C will be described.
[0055]
In S41, only the other moving object is removed. Here, the processing with reference to FIG. 6 is performed on the other moving object to be calculated, and a plurality of other moving objects existing within a certain distance from each other are regarded as other moving objects, and other moving objects are individually determined. Set as a moving object. In S42, one to be calculated is selected from the deemed other moving bodies and individual other moving bodies set in S41. In the example of FIG. 6B, one of S1, R4, Q1, Q2, and P14 is selected.
[0056]
In S43, the possibility of collision between the host vehicle and the other moving body selected in S42 or the assumed other moving body is calculated. In S44, the calculation result of S43 is stored. In the case of a deemed other moving body, a common calculation result may be stored for each of the other other moving bodies constituting the same, or information on the deemed moving body is added to the RAM 103 and stored, and the information is independently stored. The calculation result may be saved. In S45, it is determined whether or not the calculation of S43 has been performed for all other moving bodies and individual other moving bodies. If all the processes have been performed, the process ends. If not, the process returns to S42, and another other moving body or an assumed other moving body is selected, and the processes from S43 onward are repeated. In this way, in the simple calculation process, by setting an assumed other moving body and reducing the number of calculations, the process is focused on shortening the processing time.
[0057]
Note that the collision possibility calculation may be performed differently between the deemed other moving body and the individual other moving body. FIGS. 7A to 7D are explanatory diagrams of the collision possibility calculation. FIG. 7A shows the calculation of an individual other moving body (another vehicle), FIG. 7B shows the calculation of an assumed other moving body (another vehicle), and FIG. 7C shows the individual other moving body (a pedestrian). FIG. 7D shows the calculation of the deemed other moving body (pedestrian).
[0058]
In FIG. 7A, the expected movement area after T hours is calculated as shown in the figure from the current position, travel speed, and movement direction of the other vehicle. In the case of a vehicle, since the moving direction is limited (for example, a vehicle that is moving forward cannot suddenly move backward), the predicted moving area is also an area that matches the moving direction. As shown in FIG. 7B, in the case of an assumed other moving body (another vehicle), the expected moving area is made larger than in the case of FIG. 7A. In the case of the deemed other moving body, this is an abstraction of a plurality of other moving bodies, so the size is also the size of a plurality of other moving bodies. Simply speaking, when five vehicles are regarded as other moving bodies, the expected movement area is expanded by five vehicles.
[0059]
The same applies to pedestrians. In FIG.7 (c), the estimated moving area after T time is calculated from a pedestrian's present position like FIG. In the case of a pedestrian, there is a case where the pedestrian moves suddenly in an arbitrary direction. Therefore, the predicted moving area is also an area centered on the current position of the pedestrian. In this embodiment, since the moving speed of the pedestrian is not detected, the moving speed is a fixed value. As shown in FIG. 7D, in the case of the assumed other moving body (pedestrian), the expected moving area is made larger than that in the case of FIG.
[0060]
In this way, it is also possible to perform different calculations depending on whether or not it is a deemed other moving body. By doing so, it is possible to calculate the collision possibility corresponding to each case. In FIG. 7, in the case of the deemed other moving body, the expected moving area is expanded in all cases, but it is also possible to reduce it. Since the deemed other moving body is a group of a plurality of other moving bodies, it is easy for the occupant of the vehicle to visually focus on this, and the possibility of collision is denied by reducing the degree of driving support This is because it is considered that the safety will not be greatly impaired even if the calculation is performed with.
[0061]
<Display display>
Next, when the map information is displayed on the display 106 using the information in the map information DB 104, such as car navigation, if an assumed other moving body is set, the other moving body belonging to this is individually displayed. It is also possible to display it as one other moving object or display its existence area without displaying it in the screen. 8A to 8C are diagrams showing display examples on the display 106. FIG.
[0062]
First, FIG. 8A is a display example of normal map information, and other moving bodies such as other vehicles and pedestrians are individually shown. On the other hand, FIG. 8B is an example in which other moving bodies are set with respect to other moving bodies that are close to each other, and pedestrians and other vehicles are distinguished and displayed as icons of one other moving body. Further, FIG. 8C is an example in which other moving bodies that are regarded as other moving bodies that are close to each other are set, and their existence areas are displayed separately for pedestrians and other vehicles.
[0063]
By performing such a display, it becomes easier for the occupant to intuitively recognize the presence of another moving body, and the occupant can be informed that the simple calculation process is being executed. Also, due to the display resolution of the display 106, particularly when displaying a map of a wide area, the icons of the individual other moving objects become smaller and become unclear or invisible, but FIG. By adopting the display form (c), at least the deemed moving body can be clearly displayed.
[0064]
<Other examples of setting of deemed other mobile>
In the example shown in FIG. 6, focusing only on the distance between other moving bodies, a plurality of other moving bodies that are close to each other are considered and set as other moving bodies. Specific other moving objects whose moving direction is different from other moving objects over a certain range are considered from the viewpoint of emphasizing safety, and the possibility of collision is calculated individually without including them in other moving objects. It is considered preferable. Therefore, such a unique other moving body can be handled individually rather than being treated as a unified other moving body, so that collision can be avoided more reliably and safety can be improved. FIGS. 9A and 9B are other conceptual diagrams of the simple arithmetic processing.
[0065]
FIG. 9A shows a case where the other vehicles P1 to P11 are close to each other and are in a positional relationship set as a deemed moving body. The arrows in the figure indicate the moving speed and moving direction of each of the other vehicles P1 to P11 as vectors, the length of the arrow indicates the traveling speed, the direction of the arrow indicates the moving direction, and the other vehicle P1 moves. The direction of the other vehicle P4 is greatly different from the other other vehicles in moving speed.
[0066]
FIG. 9B shows the result of the no process (S41) only in the case of FIG. 9A. If attention is paid only to the relative positional relationship of each other vehicle, there is only one other vehicle P1 to P11 and another moving body, but the other vehicles P1 and P4 are different from each other in moving direction and moving speed, respectively. Therefore, the other vehicles P2, P3, and P5 to P11 are regarded as the other moving body Q1.
[0067]
In this way, in this example, it is possible to consider other moving bodies having a unique moving speed and moving direction and not to belong to the other moving bodies. In determining whether the moving speed or the moving direction is a different moving body, for example, the average value is calculated from the moving speeds and moving directions of all the other moving bodies, and the moving speed of the other moving body or It can be based on the fact that the moving direction differs from the average value over a certain range.
[0068]
Next, still another example of setting the deemed other moving body will be described. In this example, even if they are close to each other, other moving objects that exist within a certain distance from the host vehicle are not considered as other moving objects, and the possibility of collision is calculated individually. It is. In other words, the other moving bodies that are close to the host vehicle can be handled individually rather than being treated as unified other moving bodies, so that collision can be avoided more reliably and safety can be improved. FIGS. 10A and 10B are other conceptual diagrams of the simple arithmetic processing.
[0069]
FIG. 10A shows a case in which the other vehicles P1 to P11 are close to each other and are in a positional relationship set as a deemed moving body. Moreover, the circle shown with a broken line shows the area of the distance of R from the own vehicle X. FIG. In this example, it is assumed that other vehicles in the circle that are close to the host vehicle are not included in the other moving body, and P2 to P4 and P8 exist as the corresponding other vehicles.
[0070]
FIG. 10B shows the result of the no process (S41) only in the case of FIG. Focusing only on the relative positional relationship of each other vehicle, there is only one other vehicle P1 to P11 and other moving bodies, but other vehicles P2 to P4 and P8 are regarded as being close to the own vehicle X, etc. Other vehicles P1, P5 to P7, and P9 to P11 are regarded as other moving bodies Q1, not moving bodies. In this way, in this example, it is possible to consider other moving bodies that are close to the host vehicle and do not belong to other moving bodies.
[0071]
<Other examples of simple arithmetic processing>
In the above-described simple calculation process, other moving objects that are close to each other are regarded as moving objects, thereby reducing the number of calculations and shortening the calculation time. However, in this example, they exist within a certain distance from the host vehicle. By calculating the possibility of collision only for other moving objects, the number of calculations is reduced and the calculation time is shortened. In other words, only the other moving objects that are close to the own vehicle are subjected to the calculation of the possibility of collision, and the other moving objects that are far from the own vehicle are excluded from the calculation objects, thereby reducing the number of calculations. 12A and 12B are conceptual diagrams of this simple calculation process.
[0072]
FIG. 12 (a) shows the host vehicle X and other vehicles P1 to P11. A circle indicated by a broken line indicates an area at a distance R from the host vehicle X. In this example, other vehicles that are in the circle and are close to the host vehicle are subject to calculation of the possibility of collision, but other vehicles outside this area are not subject to computation. In the case of the example of FIG. 12A, as shown in FIG. 12B, the other vehicles P2 to P4 and P8 are subject to calculation, but the remaining other vehicles P1, P5 to P7 and P9 to P11 are not subject to the calculation. Is done.
[0073]
FIG. 11A is a flowchart illustrating an example of the simple calculation process of this example. In S51, the other mobile object to be processed this time is selected from the other mobile objects recorded in the other mobile object information. In S52, it is determined whether or not the other moving body selected in S51 exists within a certain distance from the own vehicle. If it exists, the process proceeds to S53, and if not, the process returns to S51 to select another moving body.
[0074]
In S53, the possibility of collision between the selected other moving body and the host vehicle is calculated. In S54, the calculation result of S53 is stored in the RAM 103. If there is a possibility of a collision, this is notified to the occupant in S7 of FIG. In S55, it is determined whether or not processing has been performed for all of the other moving bodies recorded in the other moving body information. If all have been performed, the process ends. If not, the process returns to S51 to select another moving body and repeat the process from S52. In this way, in this example, by limiting the other moving bodies that calculate the collision possibility to those close to the host vehicle, the number of calculations is less than when calculating the collision possibility with all other moving bodies. The calculation time of the collision possibility can be shortened. Moreover, since it is the other moving body that is close to the own vehicle that generally has a high risk of collision, the possibility of collision is calculated for the other moving body that is close to the own vehicle even if the target is limited in this way. Therefore, safety can be secured.
[0075]
Next, another simple calculation process of this example will be described. FIG. 11B is a flowchart showing an example of the processing. In the example of FIG. 11 (b), only other moving objects that are close to the host vehicle are subject to calculation of the possibility of collision. It moves to processing. Since the process shifts to the notification process when the possibility of collision is affirmed, the notification is performed earlier. In addition, when the process of FIG.11 (b) is employ | adopted, the process of S6 of FIG. 3 becomes unnecessary.
[0076]
In S61, the other moving body to be processed this time is selected from the other moving bodies recorded in the other moving body information. In S62, it is determined whether or not the other moving body selected in S61 exists within a certain distance from the host vehicle. When it exists, it progresses to S63, and when that is not right, it returns to S61 and selects another other moving body.
[0077]
In S63, the selected other moving body is registered as a collision possibility calculation target. For example, a registration area to be calculated is provided in the RAM 103 and stored therein. In addition, priorities are assigned to other mobile units that have already been registered and other mobile units that are registered this time in the order of other mobile units that are closer to the host vehicle, and the information is arranged in units of each other mobile unit in the order of priority. Change. In this example, information is rearranged in the order of priority, but it is not always necessary to do so, and it is only necessary to know the priority among the other mobile units.
[0078]
In S64, it is determined whether or not processing has been performed for all of the other moving bodies recorded in the other moving body information. If all have been performed, the process proceeds to S65. If not, the process returns to S61 to select another moving body and repeat the processes from S62. In S65, the other mobile bodies having the highest priority are selected from the other mobile bodies registered in S63 in order. In S66, the possibility of collision between the other moving body selected in S65 and the host vehicle is calculated.
[0079]
In S67, if it is determined that there is a possibility of collision in the process of S66, the process immediately proceeds to S7 in FIG. 3, a notification process to the passenger is performed, and the current simple calculation process ends. Otherwise, the process proceeds to S68. In S68, it is determined whether or not the processing from S66 onward has been performed for all the other mobile bodies registered in S63. If so, the processing is terminated. If not, the processing proceeds to S65. A high other moving body is selected, and the processing from S66 onward is repeated.
[0080]
As described above, in this embodiment, it is possible to perform more prompt notification by stopping the calculation processing of the collision possibility at the time of finding another moving body whose collision possibility is affirmed and shifting to the notification processing.
[0081]
【The invention's effect】
As described above, according to the present invention, it is possible to prevent the collision notification delay associated with the calculation time of the collision possibility corresponding to the number of other moving bodies.
[Brief description of the drawings]
FIG. 1 is a schematic diagram of a driving support system according to an embodiment of the present invention.
2A is a block diagram illustrating a configuration example of an in-vehicle terminal A, and FIG. 2B is a block diagram illustrating a configuration example of a portable terminal B;
FIGS. 3A and 3B are flowcharts illustrating an example of information communication processing.
4A is a diagram illustrating an example of information transmitted from the in-vehicle terminal A, and FIG. 4B is a diagram illustrating an example of a table of other mobile information.
5A is a flowchart showing an example of collision possibility calculation processing, FIG. 5B is a flowchart showing an example of normal calculation processing, and FIG. 5C is a flowchart showing an example of simple calculation processing.
6A and 6B are conceptual diagrams of simple arithmetic processing.
FIGS. 7A to 7D are diagrams for explaining a collision possibility calculation. FIG.
8A to 8C are diagrams showing display examples on the display 106. FIG.
FIGS. 9A and 9B are other conceptual diagrams of simple calculation processing. FIGS.
FIGS. 10A and 10B are other conceptual diagrams of simple calculation processing. FIGS.
FIGS. 11A and 11B are flowcharts showing examples of other simple calculation processes.
FIGS. 12A and 12B are conceptual diagrams of other simple arithmetic processing.
[Explanation of symbols]
A In-vehicle terminal
B Portable terminal
104 Map information DB
111, 205 GPS sensor
112 Vehicle speed sensor
113 Direction sensor
114, 206 Communication device

Claims (9)

A vehicle travel support system comprising an in-vehicle terminal mounted on a vehicle and another mobile terminal that other mobile body has,
The other mobile terminal is
Other moving body position detecting means for detecting the position of the other moving body;
Other mobile body side communication means for transmitting other mobile body position information indicating the position detected by the other mobile body position detection means to the in-vehicle terminal, and
The in-vehicle terminal is
Vehicle position detecting means for detecting the position of the vehicle;
Vehicle-side communication means for receiving the other mobile position information from the other mobile terminal;
A collision that calculates the collision probability between the vehicle and the other moving body based on the position of the vehicle detected by the vehicle position detecting means and the position information of the other moving body received by the vehicle side communication means. Computing means;
Informing means for informing the collision according to the calculation result of the collision calculating means,
With
The collision calculation means includes
Either the first calculation method or the second calculation method having a smaller calculation amount than the first calculation method can be executed, and the number of the other moving bodies for determining the collision possibility is large. In the case, the driving support system characterized by executing the second calculation method. An in-vehicle terminal mounted on a vehicle,
Detecting means for detecting the position of the vehicle;
Communication means for receiving position information indicating the position of the other mobile body from another mobile terminal that the other mobile body has;
A collision calculation means for calculating a collision possibility between the vehicle and the other moving body based on the position of the vehicle detected by the detection means and the position information received by the communication means;
In accordance with the calculation result of the collision calculation means, comprising a notification means for reporting a collision,
The collision calculation means includes
Either the first calculation method or the second calculation method having a smaller calculation amount than the first calculation method can be executed, and the number of the other moving bodies for determining the collision possibility is large. In the case, the vehicle-mounted terminal device that executes the second calculation method. The first calculation method is:
Individually calculating the possibility of collision between the vehicle and the other moving body,
The second calculation method is:
When the plurality of other moving bodies exist within a certain distance from each other, they are regarded as one other moving body, and the possibility of collision with the vehicle is calculated. Item 3. The vehicle-mounted terminal device according to Item 2. The second calculation method is:
Even if there are a plurality of the other moving objects existing within a certain distance from each other, the possibility of collision is individually calculated for the other moving objects whose moving speed or moving direction is different beyond a predetermined range. The on-vehicle terminal according to claim 3. In the second calculation method, when calculating the collision possibility by regarding the plurality of other moving bodies as one other moving body, a calculation different from the case of calculating the collision possibility individually is performed. The vehicle-mounted terminal device according to claim 3. In addition,
Comprising display means for displaying the presence of the other moving body,
The display means includes
In the second calculation method, for a plurality of the other moving objects that are regarded as one other moving object, display as one other moving object or display an area where the plurality of other moving objects exist. The in-vehicle terminal according to claim 3, wherein The second calculation method is:
The plurality of other moving objects existing within a certain distance from each other, the possibility of collision is calculated individually for the other moving objects existing within a certain distance from the vehicle. Item 4. The vehicle-mounted terminal device according to Item 3. The second calculation method is:
Calculate the possibility of collision only for other moving objects existing within a certain distance from the vehicle,
The first calculation method is:
The in-vehicle terminal according to claim 2, wherein the possibility of collision between the vehicle and the other moving body including the vehicle existing outside the certain distance is calculated individually. In addition,
Comprising storage means for storing the position information for each of the other moving bodies;
When the communication means newly receives the position information of the other moving body in which the position information has been stored in the storage means, the newly stored position information is stored in the storage means. The position information of the other mobile object is updated,
The second calculation method is:
The vehicle-mounted terminal device according to claim 8, wherein the possibility of collision is calculated in order from another moving object that is close to the vehicle.

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