Driving assistance system for a vehicle

Abstract

Provided is a driving assistance system for a vehicle that can suppress discomfort to a driver and perform assistance based on information even when inevitable errors and delays occur in the vehicle acquiring position information, information from the outside, and the like. The driving assistance system for a vehicle that notifies a driver of the presence of an obstacle (3) includes a controller (11) that controls the notification, a vehicle position detection unit (5) that detects the position of the vehicle (2), an obstacle position detection unit (7) that detects the position of the obstacle (3), a passing determination unit (18) that determines whether the vehicle (2) has passed a location where the obstacle exists, and a notification control unit (17) that performs first notification control that notifies at all times until the aforementioned determination is positive and second notification control that notifies the presence of the obstacle during a prescribed time or a prescribed distance after the aforementioned determination is positive.

Description

TECHNICAL FIELD

[0001] The present application relates to a driving assistance system for a vehicle that utilizes communication technology, and particularly relates to a driving assistance system for a vehicle that assists driving by informing a driver of surrounding information obtained by inter-vehicle communication, road-to-vehicle communication, or the like. BACKGROUND

[0002] In Patent Literature 1, there is described a display device configured to assist driving by acquiring travel environment information such as traffic congestion, frozen road, and the like in front of a vehicle (direction of travel) and obstacle information on a road, and informing a driver, an occupant, or the like. In the display device described in Patent Literature 1, the current position of the host vehicle is detected by receiving a GPS signal with a GPS sensor, and based on the current position, the driver is informed of travel environment information received from an information providing device (public infrastructure) by road-to-vehicle communication, or acquired, and obstacles detected by an obstacle sensor (radar unit) mounted on the vehicle. At this time, when driving in a determined environment in which the driver needs to look in a direction (left, right, or the like) different from the direction of travel of the vehicle to perform safety confirmation, such as a signal setting site, a poor visibility intersection, or the like, the display of this information to an information display is configured not to be performed.

[0003] In Patent Literature 2, there is disclosed a traffic information display system for a vehicle, which aims to display traffic information such as accident information to a driver of a vehicle in an easily recognizable manner. In the traffic information display system for a vehicle, when a preceding vehicle is parked on the side of the road or the like due to an accident or the like on an expressway, the preceding vehicle transmits an emergency signal including position information indicating the gist to a following vehicle by inter-vehicle communication. If the following vehicle receives the emergency signal, the following vehicle is informed in a manner that prompts the driver to change the advancing road so as to avoid the preceding vehicle. The display is configured to project an image of a virtual image of a triangular display panel in three dimensions at a position in front of the driver's field of view that is close to the preceding vehicle, using a head-up display or the like. In addition, the display is configured to change the degree of emphasis when displaying the triangular display panel based on the vehicle speed of the following vehicle, the tendency of the driver's driving operation, the travel environment around the following vehicle, and the like.

[0004] Patent Literature 1: Japanese Patent Application Publication No. 2001-347853

[0005] Patent Literature 2: Japanese Patent Application Publication No. 2016-224553

[0006] As described above, it is known to acquire external information by a technology of self-position estimation function using a GPS signal from a satellite, vehicle-to-roadside device communication for acquiring external information by a vehicle communicating with a roadside device provided to a roadside band, and vehicle-to-vehicle communication for acquiring information from other vehicles by a vehicle communicating with other vehicles, and to notify the acquired information to a driver of the vehicle. On the other hand, in performing the self-position estimation function, the vehicle-to-vehicle communication, or the vehicle-to-roadside device communication, there are cases where an error or a delay occurs due to the nature of the technology. Specifically, for the GPS signal, an error occurs due to, for example, a state of atmosphere, signal attenuation caused by noise and interference with other waves, or a shortage of satellites, a shortage of supplementary number, and the like. In addition, in the communication, a delay occurs due to an increase in data traffic, presence of an obstacle such as a building, and the like. These errors and delays occur inevitably, and in particular, a delay and an error are likely to occur in a mobile body such as a vehicle, and it is difficult to completely predict these to deal with them.

[0007] Therefore, in the device described in Patent Literature 1, there is a possibility that the current position of the vehicle acquired from the GPS signal deviates from the actual current position of the vehicle, and a delay occurs in communication for acquiring the front travel environment information. By reporting in accordance with the time and distance calculated on the basis of data including such a deviation and a delay, it is possible to end the display to the information display or the like before the travel environment is eliminated. That is, the display is likely to disappear before the driver visually observes the travel environment such as a frozen road surface, and performs a driving operation to avoid the travel environment, and thus the driver cannot correctly recognize the travel environment, and it is likely to hinder accurate driving.

[0008] In addition, in the device described in Patent Literature 2, a delay occurs when the following vehicle receives an emergency signal including position information from a preceding vehicle through vehicle-to-vehicle communication, and thus the triangular display panel of the head-up display is likely to disappear before the following vehicle reaches the preceding vehicle. In such a case, there is a sense of incongruity that the display disappears while the driver can visually observe the state of the stopped preceding vehicle, and in a situation such as a stopped vehicle on an expressway, which particularly requires attention of the driver, the attention is likely to be attracted by the display of the head-up display. Therefore, in the devices described in Patent Literature 1 and Patent Literature 2, the above-described adverse situations are likely to occur, and there is room for improvement. SUMMARY

[0009] The present application has been made in view of the above-described technical problems, and an object thereof is to provide a driving assistance system for a vehicle capable of suppressing incongruity to a driver and performing assistance based on information even when an error or a delay inevitably occurs when the vehicle acquires position information, information from the outside, and the like.

[0010] To achieve the above object, the present application is a driving assistance system for a vehicle which acquires information on an obstacle that becomes an obstacle to the travel of the vehicle in the front of the vehicle in the direction of travel of the vehicle, notifies the presence of the obstacle to the driver of the vehicle in the case where the obstacle enters within a prescribed distance range in the front of the vehicle, characterized in that the driving assistance system for the vehicle is provided with a controller that controls the notification, the controller is provided with: a vehicle position detection section that detects the position of the vehicle; an obstacle position detection section that detects the position of the obstacle; a passing determination section that determines whether the vehicle passes a location where the obstacle exists, based on the position of the vehicle detected by the vehicle position detection section and the position of the obstacle detected by the obstacle position detection section; and a notification control section that performs first notification control in which the notification is performed until it is determined by the passing determination section that the vehicle passes the location where the obstacle exists, and second notification control in which the presence of the obstacle is notified during a prescribed time period or a prescribed distance period after it is determined by the passing determination section that the vehicle passes the location where the obstacle exists.

[0011] Further, the controller in the driving assistance system for a vehicle of the present application can be configured to further include an error detection section that detects whether or not there is a detection error in at least one of the detection error of the position of the vehicle and the detection error of the position of the obstacle, and the notification control section can be configured to not perform the second notification control in the case where it is detected by the error detection section that there is no detection error.

[0012] Further, the notification content based on the first notification control and the notification content based on the second notification control in the driving assistance system for a vehicle of the present application can be different.

[0013] Further, the notification content based on the first notification control and the notification content based on the second notification control in the driving assistance system for a vehicle of the present application can be different.

[0014] Further, the prescribed time and the prescribed distance in the driving assistance system for a vehicle of the present application can be predetermined.

[0015] Further, the above-specified obstacle in the driving assistance system for a vehicle of the present application can be a stopped vehicle capable of communicating with the vehicle, and the vehicle can include a stop communication detection unit that acquires information including position information from the stopped vehicle through vehicle-to-vehicle communication.

[0016] Further, the above-specified obstacle in the driving assistance system for a vehicle of the present application can be a stopped vehicle capable of communicating with the vehicle, and the vehicle can include a stop communication detection unit that acquires information including position information from the stopped vehicle through vehicle-to-vehicle communication.

[0017] When an obstacle exists within a specified distance range in front of the vehicle in the direction of travel, the driving assistance system for a vehicle of the present application notifies the driver of the existence of the obstacle. Therefore, the driver can be aware in advance of the existence of the obstacle in front of the travel direction, and thus can reliably perform a driving operation to avoid the obstacle or the like. Further, the notification control unit performs first notification control to notify the driver of the existence of the obstacle based on the detected current position of the vehicle and the position information of the obstacle. Thereafter, if it is determined that the vehicle has passed the location where the obstacle exists, the notification of the existence of the obstacle is continued for a specified period of time or a specified distance, and thus second notification control is performed. That is, even if a position positioning error occurs when acquiring the position information of the vehicle and the obstacle, or a communication delay occurs, the notification is continued by the second notification control, and thus it is possible to prevent or suppress the end of the notification of the existence of the obstacle before the vehicle reaches the obstacle. Therefore, it is possible to suppress the discomfort or the hindrance to driving or the like that the notification brings to the driver, and thus the driver can correctly recognize the travel environment to perform an appropriate driving operation.

[0018] Further, in the driving assistance system for a vehicle of the present application, it is configured to determine whether a detection error exists at least one of when the position of the vehicle is detected and when the position of the obstacle is detected, and if it is detected that the detection error does not exist, the second notification control is not performed. That is, since there is no detection error of the vehicle and the obstacle, the acquired position information of these is accurate information, and thus it is possible to accurately notify the driver of the existence of the obstacle only by performing the first notification control. Therefore, the driver can correctly recognize the travel environment to perform an appropriate driving operation.

[0019] Further, in the driving assist system for a vehicle of the present application, the content of the notification to the driver includes a distance, the notification in the first notification control includes a display of the distance, and the notification in the second notification control does not include a display of the distance. In a case where the distance from the vehicle to the prescribed obstacle calculated on the basis of the detected position information and the actual distance from the vehicle to the prescribed obstacle differ due to the position positioning error and the communication delay time as important factors, the distance can be erroneously notified to the driver. The difference in the display of the distance easily gives the driver a sense of discomfort, and therefore the notification is not performed in the second notification control, whereby the driver can be further prevented or restrained from feeling discomfort.

[0020] Further, in the driving assist system for a vehicle of the present application, the distance or the time for which the notification is continuously performed in the second notification control is determined in advance. Therefore, even if the vehicle does not reach the obstacle at the end of the notification due to the distance or the time set on the basis of the detected position information only by the travel of the vehicle, the notification is continuously performed for the prescribed distance or the time, and therefore the notification of the existence of the obstacle can be prevented or restrained from ending before the vehicle reaches the obstacle. Therefore, the driver can be restrained from feeling discomfort due to the early end of the notification, and the driver can correctly recognize the information on the obstacle, and therefore the driver can more reliably perform the driving operation such as avoidance of the obstacle, deceleration, temporary stop, or the like. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 is a diagram for explaining an example of the notification to the driver in the driving assist system for a vehicle in the embodiment of the present application.

[0022] Figure 2 is a block diagram for explaining the structure of the in-vehicle device.

[0023] Figure 3 is a block diagram for explaining the functional structure possessed by the vehicle and the in-vehicle device in the embodiment of the present application.

[0024] Figure 4 is a diagram for explaining another example of the notification to the driver in the driving assist system for a vehicle in the embodiment of the present application.

[0025] Figure 5 is a flowchart for explaining an example of the control performed by the driving assist system for a vehicle in the embodiment of the present application.

[0026] Figure 6 is a flowchart for explaining another example of the control performed by the driving assist system for a vehicle in the embodiment of the present application.

[0027] Explanation of reference numerals in the attached figures

[0028] 1…Driver assistance system; 2…Vehicle; 3…Stopped vehicle (obstacle); 4…Onboard device (controller); 5…Positioning antenna (vehicle position detection unit); 6…Various sensors; 7…External communication antenna (obstacle position detection unit); 8…Output device; 9…Display; 10…Speaker; 11…Processor; 12…Main storage unit; 13…Auxiliary storage unit; 14…Communication unit; 15…Forward stop communication vehicle detection unit (stop communication vehicle detection unit); 16…Error detection unit; 17…Notification control unit; 18…Passage determination unit; 19…First notification control unit; 20…Second notification control unit; L1…First notification distance; L2…Second notification distance; L3…Specified distance; L4…Notification duration distance. Detailed Implementation

[0029] The present invention will now be described based on the illustrated embodiments. Furthermore, the embodiments described below are merely examples of how the present invention is being implemented and are not intended to limit the scope of the invention.

[0030] First, use Figure 1 An example of the structure of the driving assistance system 1 in an embodiment of the present invention will be described. In the driving assistance system 1 in the embodiment of the present invention, driving assistance is performed by a vehicle 2 configured to communicate with other vehicles via a network and a parked vehicle 3 parked ahead of the vehicle 2 in the direction of travel of the vehicle 2. The vehicle 2 is equipped with an on-board unit 4, which functions as an information processing device to process information obtained through vehicle-to-vehicle communication and output instructions to devices mounted on the vehicle 2. In addition, the parked vehicle 3 is also equipped with an information processing device (not shown) and is configured to perform vehicle-to-vehicle communication with the on-board unit 4 of the vehicle 2. These devices are configured, for example, to perform vehicle-to-vehicle communication (V2V) using conventionally known mobile communication, narrowband communication, wireless communication, or short-range communication. Furthermore, the parked vehicle 3 corresponds to an obstacle in the embodiment of the present invention, and the on-board unit 4 corresponds to a controller in the embodiment of the present invention.

[0031] In addition, the vehicle 2 acquires various information on traffic, such as obstacles on a road, from an external external agency. The vehicle 2 is configured to assist a driver of the vehicle 2 by notifying the driver of the acquired information as needed. At this time, it is configured to be able to detect and determine information on traffic in the vicinity of the vehicle 2 and in front of the direction of travel based on position information such as coordinate data and notify the driver even if map information or the like is not stored in the vehicle 2. In addition, the vehicle 2 can also notify the driver of what kind of driving operation should be performed based on information acquired from the outside. For example, it can be configured to notify whether the vehicle 2 can pass by avoiding the obstacle or whether temporary slow driving, deceleration, parking, or the like is required based on the shape or the like of the obstacle in the case where information on the presence of an obstacle on a road is acquired.

[0032] As shown in FIG. 1, the vehicle 2 includes a vehicle-mounted device 4, a navigation device 3, and a display 2a. The vehicle-mounted device 4 is configured to acquire information on traffic, such as obstacles on a road, from an external external agency. The vehicle-mounted device 4 is configured to assist a driver of the vehicle 2 by notifying the driver of the acquired information as needed. At this time, it is configured to be able to detect and determine information on traffic in the vicinity of the vehicle 2 and in front of the direction of travel based on position information such as coordinate data and notify the driver even if map information or the like is not stored in the vehicle 2. In addition, the vehicle 2 can also notify the driver of what kind of driving operation should be performed based on information acquired from the outside. For example, it can be configured to notify whether the vehicle 2 can pass by avoiding the obstacle or whether temporary slow driving, deceleration, parking, or the like is required based on the shape or the like of the obstacle in the case where information on the presence of an obstacle on a road is acquired. Figure 2 and Figure 3 As shown in FIG. 1, the vehicle 2 includes a vehicle-mounted device 4, a navigation device 3, and a display 2a. The vehicle-mounted device 4 is configured to acquire information on traffic, such as obstacles on a road, from an external external agency. The vehicle-mounted device 4 is configured to assist a driver of the vehicle 2 by notifying the driver of the acquired information as needed. At this time, it is configured to be able to detect and determine information on traffic in the vicinity of the vehicle 2 and in front of the direction of travel based on position information such as coordinate data and notify the driver even if map information or the like is not stored in the vehicle 2. In addition, the vehicle 2 can also notify the driver of what kind of driving operation should be performed based on information acquired from the outside. For example, it can be configured to notify whether the vehicle 2 can pass by avoiding the obstacle or whether temporary slow driving, deceleration, parking, or the like is required based on the shape or the like of the obstacle in the case where information on the presence of an obstacle on a road is acquired.

[0033] The position positioning antenna 5 is used to receive information on the current position of the vehicle 2 from a position information service that provides information corresponding to the current position. As an example of the position information service, there is GPS (Global Positioning System) or the like that is one of satellite positioning systems, namely GNSS (Global Navigation Satellite System), which receives a signal emitted from a satellite to infer or determine the current position. The GPS receives a signal transmitted from a plurality of GPS satellites, and determines the current position of the vehicle 2 based on information on the orbit included in the signal and accurate time information based on an atomic clock. The position positioning antenna 5 also functions as a not-illustrated GPS receiving portion that receives the GPS signal from the GPS satellite. In the GPS receiving portion, the distance to each GPS satellite is calculated by multiplying the difference between the time when the signal is transmitted from each GPS satellite and the time when the signal is received at the vehicle 2 by the propagation speed (the speed of light) of the radio wave. The intersection of circles having the calculated distances to each GPS satellite as the radii is set as the current position. In addition, the position information service is not limited to GPS, and for example, a position information database that associates the identification number of a Wi-Fi (registered trademark) access point with the address or position information can be used. In addition, the position positioning antenna 5 corresponds to the vehicle position detection portion in the embodiment of the present application.

[0034] The various sensors 6 are a collective term for various sensors mounted on the vehicle 2, and are a group of sensors for detecting the running state and the like of the vehicle 2. The various sensors 6 include, for example, a vehicle speed sensor, a wheel speed sensor, a steering angle sensor, a gyro sensor, an acceleration sensor, a brake sensor, an accelerator position sensor, a radar sensor, a laser radar sensor, and a camera for photographing the outside of the vehicle. Further, the various sensors 6 correspond to the running detection unit in the embodiment of the present application.

[0035] The external communication antenna 7 is an antenna that is mainly used for receiving information on traffic-related obstacles and the like on the road from the outside. The external communication antenna 7 in the embodiment of the present application is configured to be capable of transmitting and receiving signals of the vehicle 2 and other vehicles including the stopped vehicle 3. Among the signals received by the vehicle 2, information on the current position of the stopped vehicle 3, the travel lane in which the stopped vehicle 3 is stopped, or the form of stop, and the like is also acquired. Further, the external communication antenna 7 corresponds to the obstacle position detection unit in the embodiment of the present application. The received signals are demodulated to identify the information delivered. Conversely, in the case of transmitting signals from the vehicle 2, the information is modulated into a prescribed signal and transmitted to a prescribed object.

[0036] The output device 8 is a device for notifying the driver and the occupant of the vehicle 2 of traffic information such as the existence of obstacles and the like that become an obstacle to the travel of the vehicle 2 on the road within a prescribed distance range from the vehicle, and is constituted by, for example, a display 9 such as a monitor for identifying the content of the notification, and a speaker 10 or the like for making the notification by sound. Further, the output device 8 can also be a dedicated device having a function of notifying obstacles and the like, but can also have a function as a vehicle navigation that displays map information to guide the path to the destination. When there is an obstacle that can become an obstacle to the travel within a first notification distance Ll that is a prescribed distance range from the vehicle, the output device 8 is controlled in a manner that notifies the existence thereof to the driver and the like occupant and starts a notification that calls attention. Further, the first notification distance Ll can also be an arbitrary distance that is decided in advance for notifying the driver of the first information on the existence of the obstacle.

[0037] As an example, as shown in Figs. 1 and 2, the output device 8 emits a warning sound such as a sound effect, a beep, and the like through the speaker 10, and displays a mark, a character, and the distance to the obstacle on the display 9, thereby notifying the driver and calling attention. As shown in Figs. 3 and 4, by detecting the stopped vehicle 3 as an obstacle and the stopped vehicle 3 existing within the first notification distance Ll of the vehicle 2, a mark is displayed on the display 9, and the mark is displayed until the vehicle 2 passes the stopped vehicle 3. Further, as shown in Figs. 5 and 6, by detecting the stopped vehicle 3 as an obstacle and the stopped vehicle 3 existing within the first notification distance Ll of the vehicle 2, a mark is displayed on the display 9, and the mark is displayed until the vehicle 2 passes the stopped vehicle 3. Figure 1 Figure 1 Figure 1 ​​As shown, it can also be configured as follows: by detecting the stopped vehicle 3 as an obstacle and the stopped vehicle 3 being within a first notification distance L1, a sound effect and a beeping sound are emitted; and if the distance to the stopped vehicle 3 decreases, the sound effect and the beeping sound are emitted again to draw attention. Regarding the display of distance, as... Figure 1 As shown, the distance between vehicle 2 and the stopped vehicle 3 becomes within a predetermined second notification distance L2, and the display begins. For example, the number decreases as the vehicle approaches within 50 meters, based on the distance to the stopped vehicle 3, which acts as an obstacle. The distance display ends when vehicle 2 avoids the stopped vehicle 3. Furthermore, this second notification distance L2 can be any distance, for example, determined as a distance at which the driver can safely avoid the stopped vehicle 3, or slow down and stop, without emergency maneuvering when the output device 8 notifies the driver of the presence of the stopped vehicle 3 ahead in the direction of travel.

[0038] Such notifications to the driver can be either a display on the monitor 9 or a sound emitted from the speaker 10, or they can be changed depending on the situation and the content of the information obtained. Furthermore, sound-based and display-based notifications can each have multiple types, including combinations of several sounds or combinations of different colors and markings. Additionally, when markings are displayed on the monitor 9, for example, the system can be configured such that: an image processed by the processor 11 (described later) is displayed on the monitor 9 via a graphical interface; and when sound effects or alarms are output from the speaker 10, the sound signal generated by the processor 11 is subjected to prescribed signal processing and output from the speaker 10.

[0039] like Figure 2 As shown, the vehicle-mounted device 4 possesses the functions of a conventionally known information processing device, which includes a processor 11, a main storage unit 12, an auxiliary storage unit 13, and a communication unit 14. In the embodiment of the present invention, the vehicle-mounted device 4 loads a program stored in a recording medium into the working area of ​​the main storage unit 12 via the processor 11 for execution, and performs various controls through the execution of the program, thereby performing functions consistent with the intended purpose.

[0040] The processor 11 is, for example, a CPU (Central Processing Unit) or a DSP (Digital Signal Processor). The processor 11 is configured to control the vehicle-mounted device 4 and perform various information processing operations.

[0041] The main storage section 12 includes, for example, a RAM (Random Access Memory) and a ROM (Read Only Memory) and the like. As described above, a job area for the processor 11 to execute a program is formed in the main storage section 12.

[0042] The auxiliary storage section 13 includes, for example, an EPROM (Erasable Programmable ROM), or a hard disk drive (HDD) and the like. The auxiliary storage section 13 can also include a so-called removable medium as a portable recording medium. The removable medium can be, for example, a USB (Universal Serial Bus) memory, or a disc recording medium such as a CD (Compact Disc) or a DVD (Digital Versatile Disc) and the like. In addition, the auxiliary storage section 13 freely reads, writes and the like various programs, various data, and various tables into and from the recording medium. Further, the auxiliary storage section 13 can also store an operating system (OS). Also, a part or all of these information can be stored in the main storage section 12. Conversely, information stored in the main storage section 12 can be stored in the auxiliary storage section 13.

[0043] The communication section 14 is, for example, a wireless communication circuit for performing data communication with the stopped vehicle 3, external facilities, and devices using wireless communication. The wireless communication circuit performs inter-vehicle communication, road-to-vehicle communication using mobile body communication such as 5G (5th Generation) or LTE (Long Term Evolution) and the like. In addition, the wireless communication circuit can perform inter-vehicle communication and road-to-vehicle communication using narrowband communication such as DSRC (Dedicated Short Range Communications) and the like. Alternatively, the wireless communication circuit can perform inter-vehicle communication using wireless communication such as Wi-Fi, or can perform inter-vehicle communication using close-range communication such as BLE (Bluetooth (registered trademark) Low Energy). Further, the external facilities and devices are, for example, VICS (registered trademark) as a road traffic information communication system, a road side device provided on a road, and the like, and facilities and devices that provide information related to obstacles.

[0044] The series of processes performed by the in-vehicle device 4 configured as described above are not limited to being performed by hardware, and can be performed by software. Further, the information processing device mounted on the stopped vehicle 3 can be configured by the same information processing device as the in-vehicle device 4 described above.

[0045] Next, using Figure 2The functional structure of the vehicle-mounted device 4 in the embodiments of the present invention will be described. For example... Figure 2 As shown, the vehicle-mounted device 4 includes a vehicle-to-vehicle forward stop communication vehicle detection unit 15, an error detection unit 16, and a notification control unit 17. These functions are executed, for example, by the processor 11 described above.

[0046] The vehicle-to-road stop communication vehicle detection unit 15 detects vehicles stopped on the road ahead of vehicle 2 in its direction of travel. This unit acquires information related to the current position of vehicle 2 received by the position positioning antenna 5, information related to the driving status of vehicle 2 obtained by various sensors 6, and information related to the position of other vehicles received by the external communication antenna 7. Furthermore, based on this information, it detects vehicles that exist in the direction of travel of vehicle 2, on the predetermined path to be traveled, and that may become traffic obstacles or hinder the movement of vehicle 2. This vehicle-to-road stop communication vehicle detection unit 15 is equivalent to the stop communication vehicle detection unit in the embodiment of this invention.

[0047] Specifically, the vehicle forward stop communication vehicle detection unit 15 obtains the current position of vehicle 2 from the position positioning antenna 5, and detects the vehicle 2's direction of travel, speed, and current lane based on various sensors 6 and map data from the main storage unit 12 or auxiliary storage unit 13 built into the on-board unit 4. Next, the vehicle forward stop communication vehicle detection unit 15 identifies vehicles that may require avoidance, deceleration, or stopping while vehicle 2 is traveling, based on information related to surrounding vehicles received from the external communication antenna 7. Figure 1 As shown, when a stopped vehicle 3 is detected as a vehicle requiring such a response, the current position of vehicle 2 and the position information of stopped vehicle 3 are obtained. This obtained position information is then sent to the notification control unit 17.

[0048] The error detection section 16 detects or calculates an error generated in the acquired position information, and detects or calculates a time of delay generated by communication of the vehicle 2 with the outside. First, as described above, when the current position of the vehicle 2 is acquired by the GPS or the like, an error is inevitably generated between the inferred current position of the vehicle 2 and the current position of the vehicle 2 acquired based on the GPS signal due to various important factors including external important factors. The position positioning error of the vehicle 2 that is inevitably generated is calculated using, for example, a relative positioning system (DGPS: Differential GPS) that uses an electronic reference point, an SBAS (satellite-based augmentation system) that provides error correction information and bad condition information of positioning satellites, or the like. The error detection section 16 acquires coordinate information or the like related to the error of the position information of the stopped vehicle 3 detected or calculated by such a unit. Furthermore, by adding the position positioning error of the acquired position of the stopped vehicle 3 to the position positioning error of the calculated current position of the vehicle 2, the size of the final position positioning error is calculated.

[0049] In addition, as described above, for the error detection section 16, when the vehicle 2 performs transmission and reception of information from the outside through communication, not only an error based on a measured value in a communication device mounted on the vehicle 2 or the like is generated, but also a delay in communication is inevitably generated due to various important factors including external important factors such as an obstacle or the like. The communication delay that is inevitably generated can be calculated based on a time stamp included in the acquired position information or the like. That is, in the stopped vehicle 3, the time when the position information or the like is acquired or the time of reception is transmitted to the vehicle 2, and thus the difference from time information such as a clock mounted on the vehicle 2 based on the time stamp included in the position information or the like is calculated as the communication delay time.

[0050] Moreover, in a case where it is detected that there is a detection error including the position positioning error of the vehicle 2 and the stopped vehicle 3 calculated as described above, and the communication delay time of the vehicle 2 and the stopped vehicle 3, the error detection section 16 determines that the detection error is greater than a value decided in advance. The value decided in advance is an arbitrary value for judging that the position positioning error and the communication delay time obtained are within a range considered to be allowable when the presence of the obstacle is notified to the driver. In a case where it is greater than the value decided in advance, it is considered that there is substantially a detection error, and the specific numerical value of the position positioning error and the communication delay time calculated is transmitted to the notification control section 17. On the contrary, in a case where it is equal to or less than the value decided in advance, or the like, the position positioning error and the communication delay time are small, and it is judged that there is no substantial influence when the notification is made, the specific value of the position positioning error and the communication delay time calculated is transmitted to the notification control section 17, and it is notified that it is within the range considered to be allowable. That is, it is considered that there is substantially no detection error of the position of the vehicle 2 and the position of the stopped vehicle 3 as the obstacle, and it is notified to the notification control section 17.

[0051] The notification control section 17 performs control for notifying the driver of the presence of the stopped vehicle 3 as the obstacle. The notification control section 17 acquires the inter-vehicle distance of the vehicle 2 and the stopped vehicle 3 from the stopped vehicle detection section 15 in front of the host vehicle, and in a case where it receives information that the inter-vehicle distance is the first notification distance Ll or within the first notification distance, controls the output device 8 so as to notify the driver of the presence of the stopped vehicle 3. In addition, in a case where it receives information that the inter-vehicle distance of the vehicle 2 and the stopped vehicle 3 is the second notification distance L2 or within the second notification distance L2, controls the output device 8 so as to notify the driver of the presence of the stopped vehicle 3 in detail. Further, the detailed notification in this embodiment means that the output device 8 is required to start notification including detailed information such as the distance. In addition, the notification control section 17 is also provided with the determination section 18, the first notification control section 19, and the second notification control section 20.

[0052] The determination unit 18 calculates the distance between vehicle 2 and the stopped vehicle 3 based on the position information obtained from the stop communication vehicle detection unit 15 ahead of the vehicle, and detects whether the distance is approximately equal to or within the first notification distance L1. If the stopped vehicle 3 is detected to be approximately equal to or within the first notification distance L1, the driver needs to be notified, and this information is sent to the first notification control unit 19. Furthermore, if the calculated distance is compared with a predetermined second notification distance L2 and the distance is detected to be approximately equal to or within the second notification distance L2, further notification to the driver is required as described above, and this information is sent to the first notification control unit 19. On the other hand, if, due to the obtained position information of the stopped vehicle 3, there are other stopped vehicles but they are detected to be farther than the first notification distance L1 and therefore notification to the driver is not required, or if the possibility that a stopped vehicle will obstruct the movement of vehicle 2 is low due to differences in driving lanes, the determination unit 18 determines that there are no vehicles to be notified at the current time. Furthermore, in Figure 1 and Figure 4 The diagram illustrates the range defined in an embodiment of the present invention, with the first notification distance L1 as the specified range.

[0053] Furthermore, if it is detected that vehicle 2 has passed a location where vehicle 3 is present, based on the current position of vehicle 2 and the position information of stopped vehicle 3 obtained from the position positioning antenna 5, the determination unit 18 sends this information to the first notification control unit 19. Here, vehicle 2 has passed a location where vehicle 3 is present by determining that the distance between vehicle 2 and stopped vehicle 3, calculated solely from the obtained position information, becomes 0. That is, it is configured such that vehicle 2 has passed a location where vehicle 3 is present when the travel distance of vehicle 2 detected by various sensors 6 becomes the distance between vehicles in the data, or when the travel time of vehicle 2 detected by various sensors 6 becomes the time spent traveling that distance in the data, calculated based on the distance between vehicles in the data.

[0054] The first notification control unit 19 controls the vehicle to issue a command to the output device 8 to initiate a notification to the driver if the distance between the stopped vehicle 3 and the vehicle 2, as determined by the determination unit 18, is approximately equal to or within the first notification distance L1. This is because the distance between the stopped vehicle 3 and the vehicle 2, as determined by the determination unit 18, is approximately equal to or within the first notification distance L1. In the case where the stopped vehicle 3 is within the first notification distance, for example... Figure 1 and Figure 4As shown, the first notification control is performed in such a manner that the driver is notified by the marker, the article, and the sound. In addition, the second notification control is performed in such a manner that the driver is notified by the output device 8 in the case where the inter-vehicle distance on the data is close to the second notification distance L2 or is present within the second notification distance L2. In the case where the stopped vehicle 3 is present within the second notification distance L2, for example, as shown in FIG. 6, the second notification control is performed in such a manner that the driver is notified by the output device 8 in the case where the inter-vehicle distance on the data is close to the second notification distance L2 or is present within the second notification distance L2. In the case where the stopped vehicle 3 is present within the second notification distance L2, for example, as shown in FIG. 6, the second notification control is performed in such a manner that the driver is notified by the output device 8 in the case where the inter-vehicle distance on the data is close to the second notification distance L2 or is present within the second notification distance L2. Figure 1 and Figure 4 As shown, the first notification control is performed in such a manner that the driver is notified by the marker, the article, and the sound. In addition, the second notification control is performed in such a manner that the driver is notified by the output device 8 in the case where the inter-vehicle distance on the data is close to the second notification distance L2 or is present within the second notification distance L2. In the case where the stopped vehicle 3 is present within the second notification distance L2, for example, as shown in FIG. 6, the second notification control is performed in such a manner that the driver is notified by the output device 8 in the case where the inter-vehicle distance on the data is close to the second notification distance L2 or is present within the second notification distance L2. In the case where the stopped vehicle 3 is present within the second notification distance L2, for example, as shown in FIG. 6, the second notification control is performed in such a manner that the driver is notified by the output device 8 in the case where the inter-vehicle distance on the data is close to the second notification distance L2 or is present within the second notification distance L2.

[0055] In the case where the error detection section 16 detects the presence of the position positioning error and the communication delay time and the like between the vehicle 2 and the stopped vehicle 3, the second notification control section 20 performs the second notification control which continues after the notification by the first notification control section 19 is ended. Specifically, the second notification control section 20 receives the result of the determination as to whether or not the detection error is substantially present, by detecting the position positioning error and the communication delay time and the like by the error detection section 16, in the case where the detection error is greater than a value which is determined in advance.

[0056] In the case where the position positioning error and the communication delay time are determined to be greater than the value which is determined in advance, the detection error is present, and the specific values of the position positioning error and the communication delay time calculated by the error detection section 16 are obtained, the duration of the notification or the distance L4 of the notification which continues is calculated on the basis of these values. Figure 4 As shown, the first notification control is performed in such a manner that the driver is notified by the marker, the article, and the sound. In addition, the second notification control is performed in such a manner that the driver is notified by the output device 8 in the case where the inter-vehicle distance on the data is close to the second notification distance L2 or is present within the second notification distance L2. In the case where the stopped vehicle 3 is present within the second notification distance L2, for example, as shown in FIG. 6, the second notification control is performed in such a manner that the driver is notified by the output device 8 in the case where the inter-vehicle distance on the data is close to the second notification distance L2 or is present within the second notification distance L2. In the case where the stopped vehicle 3 is present within the second notification distance L2, for example, as shown in FIG. 6, the second notification control is performed in such a manner that the driver is notified by the output device 8 in the case where the inter-vehicle distance on the data is close to the second notification distance L2 or is present within the second notification distance L2.

[0057] On the other hand, if location positioning errors and communication delays exist but these specific values ​​cannot be detected or obtained, the second notification control unit 20 continuously notifies the driver based on pre-determined values. There are cases where services cannot be used to calculate location positioning errors using the aforementioned DGPS, SBAS, etc., or where timestamps from the stopped vehicle 3 cannot be obtained. In such cases, the configuration is as follows: [The text abruptly ends here, likely due to an incomplete sentence or missing information.] Figure 1 The notification will continue for a specified distance L3 or a specified time, as shown. After the notification ends corresponding to the workshop distance in the aforementioned data, the notification will continue for a specified distance L3 or a specified time. Furthermore, the second notification control unit 20 may be configured to continuously send notifications at predetermined values ​​without obtaining specific values ​​for the aforementioned location positioning error and communication delay time.

[0058] Furthermore, if the error detection unit 16 receives a notification from the position detection unit that there is no position error or communication delay, or that there is substantially no position error or communication delay because it is within the error range, the second notification control unit 20 does not perform calculations for the duration of the notification and the duration of the notification L4. That is, the second notification control, which continues to notify the driver after the first notification control performed by the second notification control unit 20 has ended, is not performed. Alternatively, it can be configured such that if the result calculated based on the position error and communication delay time indicates that the notification continues after passing the stopped vehicle 3 due to a delay in the start of the notification to the driver, it is considered that there is no position error or communication delay, and no special correction is made; instead, control is performed by starting or ending the notification in accordance with the inter-vehicle distance in the data. That is, since the notification to the driver can be prevented from ending before the vehicle 2 reaches the stopped vehicle 3, this second notification control can be omitted.

[0059] Next, use Figure 5 The flowchart shown illustrates an example of control performed by the driving assistance system 1 of the vehicle in an embodiment of the present invention. Figure 5 The flowchart shown illustrates an example of control measures executed when, after receiving a signal via external communication antenna 7 that a stopped vehicle 3 exists as an obstacle in front of vehicle 2's direction of travel, the stopped vehicle 3 is within a first notification distance L1 or a second notification distance L2, defined as a distance from vehicle 2, and the driver is notified. Furthermore, Figure 5 The control shown is a flowchart executed when the vehicle 2 is unable to receive the aforementioned location information due to positioning errors, communication delays caused when obtaining information from external sources, etc., and the driver is notified to stop the presence of the vehicle 3.

[0060] First, in step Sl, it is judged whether the vehicle 2 is notifying the driver of the existence of the stopped vehicle 3, that is, whether the first notification control is being executed. Here, the vehicle 2 detects the existence of the stopped vehicle 3 as an obstacle on the road ahead in the traveling direction of the vehicle 2 based on the data received by the external communication antenna 7, thereby judging whether or not to notify the driver. In the case where the stopped vehicle 3 is farther than the first notification distance LI as a prescribed range, or in the case where the first notification control is not executed because the vehicle 2 changes the traveling direction, such as the vehicle 2 turning at a road bend or changing a lane, etc., and the existence of the stopped vehicle 3 does not need to be notified even if it is detected, etc., a negative determination is made in step Sl, and the control is temporarily ended. On the contrary, in the case where the existence of the stopped vehicle 3 is being notified to the driver because the stopped vehicle 3 exists within the first notification distance LI from the vehicle, that is, the first notification control is being executed, a positive determination is made in step Sl, and the process proceeds to step S2. Further, in this embodiment, the determination of the existence of the stopped vehicle 3 being notified to the driver in step Sl is made by the stopped vehicle 3 being within the first notification distance LI, but it can be determined to be within the second notification distance L2.

[0061] In step S2, it is judged by the determination section 18 that the vehicle 2 has passed the stopped vehicle 3. The determination section 18 controls the output device 8 based on the inter-vehicle distance between the vehicle 2 and the stopped vehicle 3 based on the current position of the vehicle 2 received by the position positioning antenna 5 and the position information of the stopped vehicle 3 received by the external communication antenna 7, and notifies the driver of the existence of the stopped vehicle 3. Further, in step S2, it is judged by the various sensors 6 that the vehicle 2 has traveled the calculated inter-vehicle distance. Here, for the vehicle 2 to have traveled the inter-vehicle distance, it is not that the actual travel is detected by, for example, a camera or the like for photographing outside the vehicle, but only that it is discriminated from the above data that the vehicle 2 has traveled a distance or a time based on the inter-vehicle distance between the vehicle 2 and the stopped vehicle 3. In the case where a negative determination is made in step S2 by the vehicle 2 having traveled a distance or a time based on the inter-vehicle distance from the data, the notification is continued as it is and the control is temporarily ended.

[0062] On the other hand, in the case where the affirmative determination is made in step S2 because the vehicle 2 has passed the stopped vehicle 3 on the data, the step S3 is reached. In step S3, it is determined whether the vehicle 2 has started the second notification control after passing the stopped vehicle 3 on the data and has traveled a prescribed distance L3 or a prescribed time. As for the prescribed distance L3, for example, the difference between the inter-vehicle distance on the data obtained by including the position positioning error and the communication delay and the actual inter-vehicle distance is calculated by simulation in advance or the like, and the maximum value of the difference is set. Also, as for the prescribed time, the difference between the inter-vehicle distance on the data and the actual inter-vehicle distance is calculated by simulation in advance or the like, and the time required in the case where the maximum value of the difference is traveled at a prescribed vehicle speed, for example, the current vehicle speed of the vehicle 2 is set as the prescribed time.

[0063] In the case where the affirmative determination is made in step S3 by the notification being continued by the output device 8 and the vehicle 2 has passed the prescribed distance L3 or the vehicle 2 has traveled the prescribed time, the step S4 is reached, and the notification to the driver that there is the stopped vehicle 3 is ended. On the other hand, in the case where the negative determination is made in step S3, the notification is continued until the vehicle 2 passes the prescribed distance L3 or the vehicle 2 travels the prescribed time, and the notification to the driver that there is the stopped vehicle 3, that is, the second notification control is ended. Further, in the case where the distance display is being continued by the output device 8, the distance display is not continued when the distance display is being performed by the display 9. That is, the distance display is ended by the first notification control being ended in that the vehicle 2 has passed the stopped vehicle 3 on the data.

[0064] According to the vehicle's driver assistance system 1, when a stopped vehicle 3, which may pose an obstacle, is located within a first notification distance L1 ahead of the vehicle 2 in its direction of travel, the driver is notified of the presence of the obstacle. Therefore, the driver can anticipate the presence of a stopped vehicle 3 ahead of the vehicle 2 and take appropriate actions, such as safely avoiding the stopped vehicle 3. Furthermore, the system is configured to notify the driver at a predetermined distance or time based on the current position of the vehicle 2 and the position information of the stopped vehicle 3, and to continue notifying the driver even after the predetermined distance or time has elapsed. Therefore, even if the current position of the vehicle 2 and the position of the stopped vehicle 3 cannot be accurately detected due to unavoidable positioning errors or communication delays, the notification is prevented from prematurely disappearing before the vehicle 2 reaches the stopped vehicle 3. Moreover, even if the notification continues after the stopped vehicle 3 has been passed due to the extended notification period described above, it will not cause discomfort to the driver. Therefore, it can suppress the discomfort caused to the driver by being notified of the end before reaching the stopped vehicle 3, and the driver can correctly identify the presence of the stopped vehicle 3, so the driver can more reliably perform driving operations such as avoiding the stopped vehicle 3, or slowing down, or temporarily stopping.

[0065] Next, use Figure 6 The flowchart shown illustrates another example of control performed by the driving assistance system 1 of the vehicle in an embodiment of the present invention. Figure 6 The flowchart shown is another example of control executed when, after receiving a signal from the external communication antenna 7 that a stopped vehicle 3 exists as an obstacle in front of the vehicle 2's direction of travel, the stopped vehicle 3 is within a first notification distance L1 or a second notification distance L2, which is a predetermined range from the vehicle 2, and the driver is notified. Additionally, for Figure 6 The flowchart shown is executed when vehicle 2 is able to receive the aforementioned location information, and there are issues such as positioning errors or communication delays when obtaining information from external sources, prompting the driver to stop the presence of vehicle 3. Furthermore, regarding... Figure 5 The same steps are followed, the same reference numerals are used, and the descriptions are omitted or simplified.

[0066] First, as described above, in step S1, it is determined whether vehicle 2 is notifying the driver of the presence of vehicle 3 via output device 8, i.e., whether the first notification control is being executed. If the driver is not notified of the presence of vehicle 3, a negative determination is made in step S1, and the control is temporarily terminated. Conversely, if a positive determination is made in step S1 because the presence of vehicle 3 is being notified to the driver, the process proceeds to step S12.

[0067] In step S12, the position positioning error of the vehicle 2 and the position positioning error of the stopped vehicle 3, and the communication delay time generated at the time of receiving the information on the stopped vehicle 3 are acquired. As described above, the position positioning error is calculated using the DGPS, the SBAS, or the like, and the communication delay time is calculated based on the time stamp included in the position information acquired from the stopped vehicle 3. If the data on the respective position positioning error and the communication delay time is thus acquired, the process proceeds to step S13.

[0068] In step S13, it is determined whether the position positioning error and the communication delay time are generated based on the result calculated in step S12. Here, for example, it is not only determined that there is no position positioning error and no communication delay time, but it is also determined whether the specific values are below the values decided in advance. The values decided in advance are values in the range of the right and left of the error in distance or time that can be allowed when the existence of the stopped vehicle 3 is notified to the driver. Since the position positioning error and the communication delay time are below the values decided in advance, they are values that can be treated as if there is no position positioning error and no communication delay time in reality in control, and thus it is determined that the acquired current position of the vehicle 2 and the position information of the stopped vehicle 3 are accurate, and in this case, a negative determination is made in step S13, and the process proceeds to step S14.

[0069] In step S14, since there is no position positioning error and no communication delay, it is determined that the vehicle 2 passed the stopped vehicle 3 based on the acquired position information of the vehicle 2 and the position information of the stopped vehicle 3. That is, as performed in step S2, the notification is made according to the inter-vehicle distance of the vehicle 2 and the stopped vehicle 3 calculated on the data, and it is determined whether the vehicle 2 passed the stopped vehicle 3 on the data. In the case where a positive determination is made in step S14 due to the vehicle 2 passing the stopped vehicle 3, the process proceeds to step S4, and the notification of the existence of the stopped vehicle 3 to the driver is ended. In the case where a negative determination is made in step S14 due to the vehicle 2 not passing the stopped vehicle 3, the process proceeds to step S15, and the notification is continuously made until the vehicle 2 passes the stopped vehicle 3, and the control is temporarily ended.

[0070] When the detection error substantially exists because it is judged in step S13 that the position positioning error and the communication delay time are larger than the values decided in advance, and affirmative judgment is made, the process proceeds to step S16. In step S16, the distance or the time for which the notification is to be continued is calculated on the basis of the position positioning error and the communication delay time obtained. Specifically, the total position positioning error is calculated by adding the position positioning error that occurs when the current position of the vehicle 2 is obtained to the position positioning error that occurs when the position information of the stopped vehicle 3 is obtained. In addition, the communication delay time is calculated from the difference between the time stamp included in the position information received from the stopped vehicle 3 and the time of day of, for example, a crystal clock (quartz clock) mounted on the vehicle 2. Furthermore, on the basis of the total position positioning error and the communication delay time calculated as described above, and the predetermined position or time at which the notification is to be ended, which is calculated from the inter-vehicle distance on the data between the vehicle 2 and the stopped vehicle 3, the continued distance L4 or the continued time for which the notification is to be continued is calculated. By thus calculating the continued distance L4 or the continued time for which the notification is to be continued, the process proceeds to step S17.

[0071] In step S17, it is judged that the vehicle 2 has passed the stopped vehicle 3. Here, the vehicle 2 has passed the stopped vehicle 3 is the same as in step S2, and it is discriminated that the vehicle 2 has traveled a distance or a time based on the inter-vehicle distance on the data between the vehicle 2 and the stopped vehicle 3. In the case where negative judgment is made in step S17 because the vehicle 2 has not traveled a distance or a time based on the inter-vehicle distance on the data, the process proceeds to step S19, and the notification is continued until the vehicle 2 has passed the stopped vehicle 3. In contrast, in the case where affirmative judgment is made in step S17 because the vehicle 2 has traveled a distance or a time based on the inter-vehicle distance on the data, the process proceeds to step S18.

[0072] In step S18, it is judged that the vehicle 2 has traveled a distance corresponding to the continued distance for which the notification is to be continued calculated in step S16, or that the vehicle 2 has traveled a time corresponding to the continued time for which the notification is to be continued. In the case where affirmative judgment is made in step S18 because the vehicle 2 has traveled the continued distance L4 or the continued time for which the notification is to be continued, the process proceeds to step S4, and the notification to the driver that the stopped vehicle 3 exists is ended. That is, since it is judged that the notification has been continued until at least the vehicle 2 has passed the stopped vehicle 3, the control is ended. In contrast, in the case where negative judgment is made in step S18 because the vehicle 2 has not traveled the continued distance L4 or the continued time for which the notification is to be continued, the process proceeds to step S5, and the notification is continued. Further, when the distance is displayed on the display 9 while the notification is being continued by the output device 8, the display of the distance is not continued. That is, the display of the distance is ended by judging on the data that the vehicle 2 has passed the stopped vehicle 3.

[0073] According to another embodiment of the driving assist system 1 of the vehicle, the position positioning error of the vehicle 2 and the stopped vehicle 3, the communication delay time when receiving the position information from the stopped vehicle 3, and the like are acquired, and it is determined that there is substantially a detection error if these values are greater than a prescribed value, and in this case, the error of the inter-vehicle distance of the vehicle 2 and the stopped vehicle 3 is calculated based on these position positioning errors and the communication delay time. In addition, the distance or the time for which the notification is continued to the driver is calculated from the error of the inter-vehicle distance. Furthermore, it is configured so that after the notification ends corresponding to the inter-vehicle distance calculated based on the acquired current position of the vehicle 2 and the position information of the stopped vehicle 3, the notification is continued for the continued distance L4 of the notification or the continued time of the notification calculated from the error of the inter-vehicle distance. That is, according to the position positioning error and the communication delay that are inevitably included in the acquired current position of the vehicle 2, the position information of the stopped vehicle 3, and the like, the distance or the time for which the notification is continued, and thus it is possible to prevent or suppress the notification from ending before the vehicle 2 reaches the stopped vehicle 3. Therefore, the driver does not feel the discomfort caused by the early end of the notification, and in addition, it is possible to prevent or suppress the hindrance of the driving by the notification. That is, it is possible to accurately notify the driver, and thus the driver can correctly recognize the information related to the stopped vehicle, and the driver can more reliably perform the driving operation of avoiding the stopped vehicle 3, or decelerating, temporarily stopping, and the like.

[0074] In the above, the embodiments of the present application have been described, but the present application is not limited to the above-described examples, and can be appropriately changed within the scope of achieving the object of the present application. For example, in the embodiment, it is configured so that the notification is continued based on the position positioning error and the communication delay time after the inter-vehicle distance based on the acquired data is notified to the driver, but in a case where the accurate start and end positions or timing of the notification can be calculated based on the position positioning error and the communication delay time, the notification can be ended at the same time as reaching the obstacle. That is, it can be configured so that if the information related to the stopped vehicle 3 is acquired, the distance of the vehicle 2 and the stopped vehicle 3, which is a prescribed parameter calculated based on the information, or the first prediction time calculated from the distance and the vehicle speed of the vehicle 2 is directly corrected, and thus the position or the timing at which the detailed notification to the driver is started and ended is set. According to this configuration, it is possible to more accurately notify the driver of the existence of the obstacle.

Claims

1. A driving assistance system of a vehicle that acquires information of an obstacle that becomes an obstacle to travel of the vehicle in a front direction of travel of the vehicle, notifies a driver of the vehicle of existence of the obstacle in a case where the obstacle enters a prescribed distance range in the front of the vehicle, characterized by comprising: a controller that controls the notification, the controller including: a vehicle position detection section that detects a position of the vehicle; an obstacle position detection section that detects a position of the obstacle; a passing determination section that determines that the vehicle has passed a location where the obstacle exists, based on the position of the vehicle detected by the vehicle position detection section and the position of the obstacle detected by the obstacle position detection section; and a notification control section that performs first notification control in which the notification is performed until it is determined by the passing determination section that the vehicle has passed the location where the obstacle exists, and second notification control in which existence of the obstacle is notified during a prescribed time period or a prescribed distance period after it is determined by the passing determination section that the vehicle has passed the location where the obstacle exists, the controller further including an error detection section that detects whether or not there is a detection error of at least one of a detection error of the position of the vehicle and a detection error of the position of the obstacle, the notification control section being configured to not perform the second notification control in a case where it is detected by the error detection section that there is no detection error.

2. The driving assistance system of a vehicle according to claim 1, characterized in that: a content of the notification based on the first notification control is different from a content of the notification based on the second notification control.

3. The driving assistance system of a vehicle according to claim 2, characterized in that: the content of the notification based on the first notification control includes notification of a distance from the vehicle to the obstacle, and the content of the notification based on the second notification control does not include notification of the distance from the vehicle to the obstacle.

4. The driving assistance system of a vehicle according to claim 1, characterized in that: the prescribed time and the prescribed distance are decided in advance.

5. The driving assistance system of a vehicle according to claim 1, characterized in that: the controller further includes a travel detection section that detects a travel distance or a travel time of the vehicle, the passing determination section determines that the vehicle has passed the location where the obstacle exists in a case where the travel distance detected by the travel detection section becomes a distance from the vehicle to the obstacle calculated based on the position of the vehicle detected by the vehicle position detection section and the position of the obstacle detected by the obstacle position detection section, or in a case where the travel time detected by the travel detection section becomes a time taken to travel the distance from the vehicle to the obstacle calculated based on the position of the vehicle detected by the vehicle position detection section and the position of the obstacle detected by the obstacle position detection section. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ 6. The driving assist system of a vehicle according to claim 1, characterized in that, the obstacle is a stopped vehicle that is parked and that is capable of communicating with the vehicle, the vehicle is provided with a stop communication vehicle detection section that acquires the position of the stopped vehicle from the stopped vehicle through vehicle-to-vehicle communication.

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