Driving support apparatus for vehicle

Abstract

To secure smooth passage even when a traveling line of an own vehicle and a traveling line of a peripheral vehicle cross each other.SOLUTION: When it is determined that the traveling line of the own vehicle and the traveling line of the peripheral vehicle cross each other, the driving support device of the vehicle determines which of the own vehicle and the peripheral vehicle is preferentially advanced on the basis of the presence / absence of the intention of preferential advancement and a danger point set on the basis of the physical condition of the driver, and secures smooth passage.SELECTED DRAWING: Figure 4A

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device for a vehicle. [Background technology]

[0002] Even when the lane on which your vehicle is traveling crosses the lane on which the other vehicle is traveling at an intersection, if the times at which the two vehicles cross are significantly different, they can still travel smoothly. However, if the times at which the two vehicles cross are roughly the same, smooth traffic can be maintained by giving priority to one of the vehicles.

[0003] For example, Patent Document 1 (JP 2009-116692 A) discloses a technology in which, when a vehicle traveling in the left lane attempts to turn right at an intersection, the traffic conditions of multiple vehicles near the intersection are acquired using radar, vehicle-to-vehicle communication, road-to-vehicle communication, etc., and the future traffic conditions of multiple vehicles near the intersection are predicted based on the acquired information.The technology then calculates traffic priority based on the predicted traffic conditions. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-116692 Summary of the Invention [Problem to be solved by the invention]

[0005] The driving assistance device disclosed in the above-mentioned document makes the vehicle turn right at the timing that is considered best based on the future traffic conditions of each vehicle near the intersection.

[0006] However, there are individual differences in driving skills among drivers, and some drivers try to give priority to other vehicles.

[0007] Therefore, even if the driving assistance system announces a right turn instruction at what appears to be the best timing, or if an automatic driving vehicle attempts to turn right, some drivers may feel that the timing is not optimal. This also applies to situations where the vehicle's driving line and the other vehicle's driving line intersect at approximately the same time.

[0008] An object of the present invention is to provide a vehicle driving assistance device that can ensure smooth passage even when the driving line of a vehicle intersects with the driving line of a surrounding vehicle. [Means for solving the problem]

[0009] The present invention provides a driving assistance device for a vehicle having a driving line setting unit that sets a driving line for the vehicle, a communication unit that performs mutual communication between the vehicle and surrounding vehicles, a driving line acquisition unit that acquires the driving lines of the surrounding vehicles through the communication unit, a driving line intersection determination unit that checks whether the driving line of the vehicle set by the driving line setting unit intersects with the driving lines of the surrounding vehicles acquired by the driving line acquisition unit, and a priority vehicle selection processing unit that selects a vehicle to be given priority to proceed if the driving line intersection determination unit determines that the two driving lines intersect. The driving assistance device for a vehicle includes a physical condition monitoring unit that monitors the physical condition of the driver, and a priority vehicle selection processing unit that selects a vehicle to be given priority to proceed if the driving line intersection determination unit determines that the two driving lines intersect. The vehicle further has an input unit that indicates the intention of the vehicle to proceed preferentially, and the priority vehicle selection processing unit includes a priority proceeding intention detection unit that detects the intention of the vehicle to proceed preferentially based on input from the input unit, a danger point setting unit that sets danger points based on the driver's physical condition monitored by the physical condition monitoring unit, and a priority vehicle determination processing unit that, when the driving line intersection determination unit determines that the driving line of the vehicle intersects with the driving line of the surrounding vehicle, determines whether the vehicle or the surrounding vehicle will proceed preferentially based on the presence or absence of the intention to proceed preferentially detected by the priority proceeding intention detection unit and the danger points set by the danger point setting unit. [Effects of the Invention]

[0010] According to the present invention, when it is determined that the driving line of the vehicle and the driving line of a surrounding vehicle intersect, a decision is made as to whether the vehicle or the surrounding vehicle will have priority based on whether the driver intends to proceed first and on a danger point set based on the driver's physical condition.Therefore, even when the driving line of the vehicle and the driving line of a surrounding vehicle intersect, a decision is made as to which vehicle will have priority, ensuring smooth passage. [Brief explanation of the drawings]

[0011] [Figure 1] Schematic diagram of the driving assistance device [Figure 2] Flowchart showing a priority vehicle determination routine [Figure 3] Flowchart showing a priority vehicle selection processing subroutine [Figure 4A] Flowchart showing priority vehicle determination processing subroutine (part 1) [Figure 4B] Flowchart showing priority vehicle determination processing subroutine (part 2) [Figure 5] Conceptual diagram of a point table showing risk points for evaluating driver risk [Figure 6] An overhead view showing a nearby vehicle approaching an intersection from the left side of the path of the vehicle. [Figure 7] An overhead view showing a nearby vehicle approaching an intersection from the right side relative to the path of the vehicle. [Figure 8] An overhead view showing surrounding vehicles turning right from the opposite road and vehicles on the left and right sides of the intersection relative to the vehicle's travel path. [Figure 9] An overhead view showing a nearby vehicle that is about to turn right onto the path of the vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0012] An embodiment of the present invention will be described below with reference to the drawings. Note that this embodiment will be described on the premise that the road is regulated to keep to the left. Therefore, in the case of a road regulated to keep to the right, the left and right are reversed.

[0013] The driving assistance device 1 shown in FIG. 1 is installed not only in the host vehicle M shown in FIGS. 6 to 9, but also in surrounding vehicles Ox (x=1, 2, 3 . . . ) traveling around the host vehicle M.

[0014] The driving assistance device 1 includes a driving assistance control unit 11, a camera unit 21, and a car navigation system 22. In the following, the driving assistance device 1 mounted on the host vehicle M will be described. In this case, the driving assistance device 1 mounted on the surrounding vehicle Ox will be applied by replacing the host vehicle M with the surrounding vehicle Ox. For example, when an opposing vehicle is viewed from the side of a specific surrounding vehicle O1, the surrounding vehicle O1 becomes the host vehicle, and all opposing vehicles become surrounding vehicles.

[0015] The driving assistance control unit 11 and a forward driving environment recognition unit 21d (described later) are configured with a microcontroller. The car navigation system 22 also includes a microcontroller.

[0016] A microcontroller includes a CPU, RAM, ROM, rewritable non-volatile memory (flash memory or EEPROM), and peripheral devices. The ROM of this microcontroller stores programs and fixed data required for the CPU to execute various processes. The RAM serves as a work area for the CPU, temporarily storing various data for the CPU. The CPU is also called an MPU (microprocessor) or processor. A GPU (graphics processing unit) or GSP (graph streaming processor) may be used instead of the CPU. Alternatively, a CPU, GPU, and GSP may be selectively combined.

[0017] The camera unit 21 is fixed to the upper center of the front interior of the vehicle M. The camera unit 21 has an on-board camera (stereo camera) consisting of a main camera 21a and a sub-camera 21b, an image processing unit (IPU) 21c, and a forward driving environment recognition unit 21d. The cameras 21a and 21b are disposed at symmetrical positions across the center of the vehicle width direction, with a predetermined baseline length.

[0018] The camera unit 21 uses both cameras 21a, 21b to capture images of a predetermined imaging area ahead of the vehicle M, and the IPU 21c processes the captured driving environment image information in a predetermined manner. The forward driving environment recognition unit 21d reads the driving environment image information processed by the IPU 21c, and recognizes and acquires forward driving environment information based on this driving environment image information. The acquired forward driving environment information includes the shape of the road on which the vehicle M is traveling (demarcation lines separating the left and right sides, and the width between the left and right demarcation lines (vehicle width)), intersections, road signs, crosswalks, and other stationary and moving targets. Moving targets include nearby vehicles Ox, motorcycles, pedestrians, and the like.

[0019] The camera unit 21 may be a monocular camera consisting of only the main camera 21a, and the sub-camera 21b may be replaced by one or a combination of an ultrasonic sensor, millimeter wave radar, microwave radar, infrared sensor, laser radar, and LiDAR (Light Detection and Ranging), thereby searching a wide area ahead of the vehicle M and recognizing information about the forward driving environment using the forward driving environment recognition unit 21d.

[0020] The input side of the driving assistance control unit 11 is connected to the forward driving environment recognition unit 21d of the camera unit 21 and the car navigation system 22. The car navigation system 22 has a positioning radio wave receiving unit (not shown). The car navigation system 22 acquires position information (coordinates such as latitude, longitude, and altitude) of the vehicle M based on position signals received by the positioning radio wave receiving unit from positioning satellites such as GNSS.

[0021] Then, the car navigation system 22 displays the driving line to the destination set by the driver on the road map information stored in the high-precision road map database 22a, and also overlays the current position of the vehicle M on the acquired vehicle position coordinates. Therefore, each car navigation system 22 has the function of the driving line setting unit of the present invention.

[0022] Furthermore, an inter-vehicle communication unit 23, a vehicle speed sensor 24, a physical condition monitoring unit 25, and a priority intention input switch 26 as an input unit are connected to the input side of the driving assistance control unit 11. The inter-vehicle communication unit 23 performs mutual communication with surrounding vehicles Ox traveling around the host vehicle M. Each vehicle M, O shares information about the driving state of each vehicle M, O through the inter-vehicle communication unit 23. This information about each vehicle M, O also includes position information about each vehicle M, O acquired by the car navigation system 22. Note that communication between the host vehicle M and surrounding vehicles Ox may be performed via an external network such as the Internet instead of the inter-vehicle communication unit 23.

[0023] Further, the vehicle speed sensor 24 detects the vehicle speed of the host vehicle M (host vehicle speed) from the average value of the wheel speeds detected by wheel speed sensors provided on the four wheels.

[0024] The physical condition monitoring unit 25 constantly monitors the health condition and tension level, which are barometers indicating the driver's physical condition while driving. For example, the physical condition monitoring unit 25 estimates the health condition from the driver's heart rate. The tension level is estimated from the amount of eye movement and the amount of pupil movement. The driver's heart rate, amount of eye movement, and pupil movement are detected from facial images captured by a driver monitoring camera (DMC).

[0025] The physical condition monitoring unit 25 detects blood flow on the surface of the driver's face from an image of the driver's face and measures the heart rate from this blood flow. The physical condition monitoring unit 25 also detects the movements of the eyeballs and pupils over a predetermined time period from the image of the driver's face and calculates the amount of eye movement and pupil movement. In this case, the heart rate may be detected by a heart rate sensor attached to the steering wheel held by the driver. Note that eye movement is the movement of the nearly spherical eyeball rotating around an axis of rotation within the eye socket. Pupil movement is the movement of the pupil diameter expanding and contracting.

[0026] The priority intention input switch 26 indicates whether the driver intends to give priority to the vehicle M. The priority intention input switch 26 is a touch switch provided on the monitor, a switch attached to the steering wheel, or the like, and is operated by the driver. If the driver intends to give priority to the vehicle M, the driver turns on the priority intention input switch 26.

[0027] On the other hand, a brake control unit 31 and an acceleration / deceleration control unit 32 are connected to the output side of the driving assistance control unit 11 as functions for controlling the vehicle speed. In addition, an alarm device 33 is connected to this driving assistance control unit 11.

[0028] The brake control unit 31 adjusts the brake hydraulic pressure supplied to the brake wheel cylinders provided on each wheel to control the braking force generated on each wheel, thereby decelerating or maintaining the vehicle M in a stopped state. The acceleration / deceleration control unit 32 controls the output of a drive source such as an engine or an electric motor mounted on the vehicle M, and converges the vehicle speed to a target vehicle speed through cooperative control with the brake control unit 31. The notification device 33 is composed of a monitor, a speaker, etc., and, for example, when the driving assistance control unit 11 determines that the driving line LM of the vehicle M and the driving line Lx of the surrounding vehicle Ox will intersect at approximately the same time, it notifies the driver of this.

[0029] The driving assistance control unit 11 has a surrounding vehicle detection unit 11a and a priority vehicle determination unit 11b, which have the function of selecting the vehicle that will be given priority when the driving lines LM, Lx of the host vehicle M and the surrounding vehicle Ox intersect.

[0030] The surrounding vehicle detection unit 11a detects a surrounding vehicle Ox approaching the host vehicle M through mutual communication with the surrounding vehicle Ox via the vehicle-to-vehicle communication unit 23 and based on images captured by the camera unit 21. Note that the surrounding vehicle detection unit 11a of the driving assistance control unit 11 mounted on the surrounding vehicle Ox also detects vehicles approaching the surrounding vehicle Ox.

[0031] When a surrounding vehicle Ox approaching the host vehicle M is detected, the surrounding vehicle detection unit 11a transmits information about the detected surrounding vehicle to the priority traveling vehicle determination unit 11b. The surrounding vehicle Ox is also equipped with a driving assistance device 1. Therefore, the surrounding vehicle Ox also constantly detects vehicles around the surrounding vehicle Ox.

[0032] When the priority vehicle determination unit 11b receives information about an approaching nearby vehicle Ox from the nearby vehicle detection unit 11a, it checks whether the driving line LM of the vehicle M intersects with the driving line Lx of the nearby vehicle Ox. If it determines that the driving lines LM and Lx intersect, it checks whether the intersecting times are approximately the same. If the intersecting times are approximately the same, the vehicle M and the nearby vehicle Ox will interfere with each other, and it determines the vehicle that will be given priority to proceed.

[0033] Specifically, the priority vehicle determination unit 11b determines a vehicle that is to be given priority in accordance with a priority vehicle determination routine shown in FIG.

[0034] When the system is started and the host vehicle M starts moving, the priority traveling vehicle determination unit 11b first reads the traveling line LM ahead of the host vehicle M set in the car navigation system 22 (step S1). This traveling line LM is set based on the traveling route set based on the destination input by the driver to the car navigation system 22.

[0035] Next, the priority traveling vehicle determination unit 11b reads the driving line Lx set for the surrounding vehicle Ox around the host vehicle M, which is detected by the surrounding vehicle detection unit 11a (step S2). This driving line Lx is set by the car navigation system 22 installed in the surrounding vehicle Ox.

[0036] The driving line Lx of the surrounding vehicle Lx may be estimated, for example, by the surrounding vehicle detection unit 11a recognizing the blinking of the turn signal of the surrounding vehicle Ox extracted by the forward driving environment recognition unit 21d and estimating the driving line Lx from the side of the blinking turn signal. Also, the processing in step S2 corresponds to the driving line acquisition unit.

[0037] 6 and 7 show examples of how the driving line LM of the host vehicle M intersects with the driving line Lx of the surrounding vehicle Ox. In this case, for convenience, it is assumed that the driving line LM of the host vehicle M is set in a straight direction.

[0038] 6 shows a situation in which a nearby vehicle O1 enters an intersection where roads without a designated priority road intersect from the left crossing. The driving line L1 of this nearby vehicle O1 is set to go straight through the intersection or turn left.

[0039] 7 shows a situation in which a nearby vehicle O2 enters an intersection where roads without a designated priority road intersect from the crossroads on the right side. The driving line L2 of the nearby vehicle O2 is set to go straight through the intersection or turn right.

[0040] Then, the priority traveling vehicle determination unit 11b checks whether the traveling line LM of the host vehicle M and the traveling line Lx of the surrounding vehicle Ox intersect at approximately the same time (step S3). Note that the processing in step S3 corresponds to the traveling line intersection determination unit of the present invention.

[0041] If the driving line Lx of the surrounding vehicle Ox that intersects with the driving line LM of the host vehicle M is detected (step S3: YES), proceed to step S4. On the other hand, if the driving line Lx of the surrounding vehicle Ox that intersects with the driving line LM of the host vehicle M is not detected (step S3: NO), exit the routine.

[0042] In step S4, the priority vehicle determination unit 11b executes a priority vehicle selection process to determine which of the host vehicle M and the surrounding vehicle Ox will be given priority for advancement, and then the routine ends. The process in step S4 corresponds to the priority vehicle selection processing unit of the present invention.

[0043] The priority vehicle selection process executed in step S4 is performed in accordance with a priority vehicle selection process subroutine shown in FIG.

[0044] In this subroutine, first, the priority vehicle determination unit 11b reads the driver's heart rate (step S11). If the driver's health condition is poor while driving, the heart rate increases. This heart rate is detected by the physical condition monitoring unit 25.

[0045] The priority vehicle determination unit 11b compares the read heart rate with a standard heart rate and calculates the deviation (step S12). The standard heart rate is the average heart rate of the driver measured while driving the vehicle M. Alternatively, this standard heart rate may be set to an average heart rate that indicates a normal value set for each age. If the deviation in the heart rate is large, it can be estimated that the driver's health condition is deteriorating.

[0046] The priority vehicle determination unit 11b reads the eye movement amount and pupil movement amount of the driver (step S13). The eye movement amount and pupil movement amount are detected by the physical condition monitoring unit 25. The priority vehicle determination unit 11b estimates the driver's level of tension from the eye movement amount and pupil movement.

[0047] Next, the priority vehicle determination unit 11b calculates the deviation of eye / pupil movement (step S14). The deviation of eye / pupil movement is calculated by adding the deviation of eye movement and the pupil movement and dividing the sum. The standard eye / pupil movement may be a generally set standard value, or may be the average value of the eye / pupil movement of the driver measured while driving the vehicle M. If the deviation of eye / pupil movement is large, it can be assumed that the driver is quite nervous.

[0048] Thereafter, the priority vehicle determination unit 11b sets a danger point for the driver based on the deviation of the heart rate and the deviation of the eyeball / pupil movement (step S15). Note that the processing in step S15 corresponds to the danger point setting unit of the present invention.

[0049] This danger point is used to evaluate whether or not the driver is capable of driving normally. This danger point is set, for example, by searching a point table such as that shown in Fig. 5. In this point table, a point of 0 is stored when both the deviation in heart rate and the deviation in eyeball / pupil movement are 0. As the deviation in heart rate and the deviation in eyeball / pupil movement increase, a larger point is stored.

[0050] Furthermore, the priority vehicle determination unit 11b reads the danger points set by the surrounding vehicle Ox through the vehicle-to-vehicle communication unit 23 (step S16). The surrounding vehicle Ox also has a driving assistance control unit 11 mounted thereon. The priority vehicle determination unit 11b provided in the driving assistance control unit 11 also sets danger points in the surrounding vehicle Ox.

[0051] Then, the arrival time of each vehicle M, Ox at the point where the driving line LM of the host vehicle M intersects with the driving line Lx of the surrounding vehicle Ox is calculated (step S17). This arrival time is calculated based on the distance from the current position of each vehicle M, Ox to the point where the driving lines LM, Lx intersect, the vehicle speed, and the deceleration.

[0052] Thereafter, the priority vehicle determination unit 11b executes a priority vehicle determination process (step S18) and exits the subroutine. The process in step S18 corresponds to the priority vehicle determination processing unit of the present invention.

[0053] The priority vehicle determination process in step S18 is executed according to a priority vehicle determination process subroutine shown in FIGS. 4A and 4B.

[0054] In this subroutine, the priority proceeding vehicle determination unit 11b first checks whether or not the driver of the vehicle M intends to proceed with priority (step S21). The priority proceeding vehicle determination unit 11b determines whether or not the driver intends to proceed with priority based on a signal from the priority intention input switch 26. If the driver has turned on the priority intention input switch 26, the driving assistance control unit 11 determines that the driver intends to cause the vehicle M to proceed with priority.

[0055] For example, a driver who is not confident in his / her driving skills can always give priority to a nearby vehicle Ox that has indicated a priority by keeping the priority intention input switch 26 OFF. The priority intention input switch 26 can also be set ON in advance. Alternatively, the priority intention input switch 26 can be turned ON every time the driver gets in the vehicle and starts up the system. Alternatively, every time the priority proceeding vehicle determination unit 11b detects an intersecting vehicle Ox, the driving assistance control unit 11 may make an announcement to the driver from the notification device 33, so that the driver turns ON the priority intention input switch 26.

[0056] If the priority intention input switch 26 is ON, the priority proceeding vehicle determination unit 11b determines that the host vehicle M has the intention to proceed with priority (step S21: YES), and proceeds to step S22. On the other hand, if the priority intention input switch 26 is OFF, the priority proceeding vehicle determination unit 11b determines that the host vehicle M does not have the intention to proceed with priority (step S21: NO), and branches to step S23.

[0057] In step S22, it is checked whether the driver of the nearby vehicle Ox intends to take priority. Whether the nearby vehicle Ox intends to take priority is determined by whether the driver of the nearby vehicle Ox has turned on the priority intention input switch 26 provided in the driving assistance device 1.

[0058] If it is determined that both the host vehicle M and the surrounding vehicle Ox have the intention to proceed preferentially (step S22: YES), the priority proceeding vehicle determination unit 11b compares the danger points of the host vehicle M and the surrounding vehicle Ox (step S24). On the other hand, if it is determined that the host vehicle M has the intention to proceed preferentially but the surrounding vehicle Ox does not have the intention to proceed preferentially (step S22: NO), the process jumps to step S26.

[0059] The danger point is used to evaluate the driver's health condition and level of tension. If the danger point is low, the driver can be estimated to be healthy and calm. On the other hand, if the deviation in heart rate is high, the driver's health risk is assessed to be high. Also, if the deviation in eye / pupil movement is high, the driver is estimated to be quite tense.

[0060] Therefore, it can be estimated that the higher the danger point, the more likely the driver is to make an error in judgment. For example, (1) Both the vehicle M and the surrounding vehicle Ox have expressed their intention to proceed. (2) The danger point of the surrounding vehicle Ox is higher than the danger point of the host vehicle M. If this condition is satisfied, it is estimated that the driver of the surrounding vehicle Ox is in a situation where he or she is more likely to make an error in judgment than the driver of the host vehicle M. Therefore, by giving priority to the progress of the surrounding vehicle Ox, it is possible to avoid interference (collision) at the point where the driving lines LM and Lx intersect.

[0061] On the other hand, if the host vehicle M indicates its intention to proceed with priority, but the surrounding vehicle Ox does not, even if the host vehicle M is allowed to proceed with priority over the surrounding vehicle Ox, it is considered that there is little possibility of interference (collision) at the point where the driving lines LM and Lx intersect.

[0062] The priority vehicle determination unit 11b determines which of the vehicles M and Ox should be given priority at the point where the driving lines LM and Lx intersect, based on the intentions of the driver of the vehicle M and the driver of the surrounding vehicle Ox to proceed with priority and on the danger points, thereby enabling both vehicles to pass each other smoothly.

[0063] When the priority vehicle determination unit 11b compares the danger points of the host vehicle M and the surrounding vehicle Ox and determines that the danger point of the host vehicle M is high (step S25: YES), the process proceeds to step S26.

[0064] On the other hand, in step S23, it is checked whether or not the driver of the surrounding vehicle Ox intends to proceed first. If it is determined that the surrounding vehicle Ox does not intend to proceed first (NO), the process proceeds to step S24. If it is determined that the surrounding vehicle Ox intends to proceed first (YES), the process proceeds to step S27. The processes in steps S21 to S23 correspond to the priority proceeding intention detection unit of the present invention.

[0065] When the process proceeds from either step S22 or step S23 to step S24, the priority vehicle determination unit 11b compares the danger points of the host vehicle M and the surrounding vehicle Ox.

[0066] If the priority vehicle determination unit 11b determines that the danger point of the host vehicle M is higher than the danger point of the surrounding vehicle Ox (step S25: YES), the process proceeds to step S26. On the other hand, if the priority vehicle determination unit 11b determines that the danger point of the host vehicle M is the same as or lower than the danger point of the surrounding vehicle Ox (step S25: NO), the process branches to step S28.

[0067] In step S28, it is determined whether the danger points of both vehicles M and Ox are the same. If the priority vehicle determination unit 11b determines that the danger points of both vehicles M and Ox are the same (YES), the process proceeds to step S29. If the priority vehicle determination unit 11b determines that the danger point of the nearby vehicle Ox is higher (NO), the process returns to step S27.

[0068] The process proceeds to step S29 when the host vehicle M and the surrounding vehicle Ox have the same intention to proceed preferentially and have the same danger points, and it is not possible to determine which of the vehicles M and Ox should be given priority. In step S29, the priority proceeding vehicle determination unit 11b compares the times at which the host vehicle M and the surrounding vehicle Ox arrive at the point where their driving lines LM and Lx intersect. Then, the process proceeds to step S30, and if it is determined that the arrival time of the host vehicle M is earlier (YES), the process returns to step S26. On the other hand, if it is determined that the arrival time of the surrounding vehicle Ox is earlier (NO), the process returns to step S27.

[0069] When the process proceeds from step S25 or step S30 to step S26, a command signal giving priority to the progress of the host vehicle M is output, and the routine ends. Also, when the process proceeds from step S23 or step S30 to step S27, a command signal giving priority to the progress of the surrounding vehicle Ox is output, and the routine ends.

[0070] When the driving assistance control unit 11 receives a command signal from the priority traveling vehicle determination unit 11b to give priority to the travel of the host vehicle M, the driving assistance control unit 11 notifies the driver via the notification device 33 that "You can start with priority." Then, the driver drives the host vehicle M along the travel line LM.

[0071] On the other hand, when the driving assistance control unit 11 receives a command signal from the priority proceeding vehicle determination unit 11b to give priority to the progress of the surrounding vehicle Ox, it notifies the driver through the alarm device 33 that "priority will be given to the progress of the surrounding vehicle."

[0072] Furthermore, the driving assistance control unit 11 notifies the driver via the notification device 33 to "slow down" or "maintain a stopped state" depending on the traveling state of the host vehicle M. The driver then decelerates or stops the host vehicle M to allow the surrounding vehicle Ox to pass. The driving assistance control unit 11 may decelerate or stop the host vehicle M by operating the brake control unit 31 and the acceleration / deceleration control unit 32.

[0073] Incidentally, this embodiment is also applicable to a case where, for example, as shown in Fig. 8, surrounding vehicles O1 and O2 enter an intersection at the left and right of the host vehicle M from the intersection and an oncoming vehicle O3 enters an intersection at which roads for which no priority road is set intersect, and the driving lines LM, L1 to L3 intersect at approximately the same time. In this case, the priority traveling vehicle determination unit 11b of the driving assistance control unit 11 mounted on each of the vehicles M, O1 to O3 automatically determines the priority order of which of the vehicles M, O1 to O3 should be given priority via the vehicle-to-vehicle communication unit 23 of each vehicle.

[0074] That is, in steps S26 and S27 of the priority vehicle determination process subroutine shown in Fig. 4A, it is determined whether to give priority to the progress of the vehicle itself or to the progress of the surrounding vehicles based on the danger points of each vehicle M, O1 to O3 and the intention to give priority to progress. This determination is made by each vehicle M, O1 to O3.

[0075] For example, if the priority proceeding vehicle determination unit 11b of each vehicle M, O1 to O3 gives priority to the proceeding of the host vehicle M in step S26, the surrounding vehicles O1 to O3 will give priority to the proceeding of the host vehicle M in step S27. After giving priority to the proceeding of the host vehicle M, the remaining surrounding vehicles O1 to O3 will decide which vehicle will be given priority to proceed. This process is repeated, so the proceeding priority of each vehicle M, O1 to O3 is inevitably determined.

[0076] Furthermore, this embodiment can also be applied to cases where the driving lines of vehicles intersect at locations other than intersections. For example, FIG. 9 illustrates a case where a nearby vehicle O3 traveling on an opposite road crosses the vehicle's path of travel of a vehicle M traveling straight ahead to enter a store parking lot. In this case, the priority vehicle determination unit 11b of the driving assistance control unit 11 mounted on each vehicle M, O3 checks, via the vehicle-to-vehicle communication unit 23, whether the driving lines LM, L3 will intersect at approximately the same time (FIG. 2: steps S2, S3). If the priority vehicle determination unit 11b determines that the driving lines LM, L3 will intersect, it checks the priority of the vehicles M, O3 and determines which vehicle M, O3 should be given priority (FIG. 2: step S4).

[0077] In this manner, in this embodiment, a decision is made at the point where the driving lines LM and Lx intersect as to which of the vehicles M and Ox should be given priority, based on the intentions of the driver of the vehicle M and the driver of the surrounding vehicle Ox to proceed first, and on the danger points. The driver of the vehicle M who is not confident in his or her driving skills can always give priority to the surrounding vehicle Ox over the vehicle M by not indicating an intention to proceed first (by turning off the priority intention input switch 26).

[0078] Furthermore, if the driver of the vehicle M has the intention to take priority and has the highest danger point compared to the driver of the surrounding vehicle Ox, the driver of the vehicle M will be trying to take priority and is prone to making erroneous decisions while driving. Therefore, the vehicle M will be allowed to proceed ahead of the surrounding vehicle Ox. This will avoid interference between the vehicles and ensure smooth traffic flow.

[0079] Conversely, if the driver of the surrounding vehicle Ox intends to proceed first and the danger point is the highest, the driver of the surrounding vehicle Ox is trying to proceed first and is in a situation where he or she is likely to make an erroneous driving decision. Therefore, the surrounding vehicle Ox is given priority over the host vehicle M. This makes it possible to avoid interference between the vehicles and ensure smooth traffic flow.

[0080] Furthermore, if the drivers of the vehicle M and the surrounding vehicle Ox have the same intention to proceed first and the same danger point, the priority vehicle determination unit 11b cannot determine which of the vehicles M and Ox should be given priority. In this case, the vehicle M or Ox that arrives at the intersection first is given priority. This ensures smooth passage between the vehicles.

[0081] The present invention is not limited to the above-described embodiment. For example, the physical condition monitoring unit 25 may be configured to attach a sweat sensor to the handlebars to detect the amount of sweat from the palms gripping the handlebars. This amount of sweat may then be added as a parameter to the points table shown in Fig. 5. The vehicle also includes a motorcycle. [Explanation of symbols]

[0082] 1... Driving assistance device, 11...Driver assistance control unit, 11a...surrounding vehicle detection unit, 11b...Priority proceeding vehicle determination unit, 21...Camera unit, 21a...Main camera, 21b...Sub camera, 21c...Image Processing Unit (IPU), 21d...Front driving environment recognition unit, 22...Car navigation system, 22a...High-precision road map database, 23...Vehicle-to-vehicle communication unit, 24...Vehicle speed sensor, 25...Health Monitoring Department, 26...Priority progress input switch, 31...Brake control unit, 32...Acceleration / deceleration control unit, 33...alarm device, LM, Lx (L1~L3)... Driving line, M...own vehicle, Ox (O1~O3)...surrounding vehicles

Claims

1. a driving line setting unit that sets a driving line of the host vehicle; a communication unit for performing mutual communication between the host vehicle and surrounding vehicles; a driving line acquisition unit that acquires the driving line of the surrounding vehicle through the communication unit; a driving line intersection determination unit that checks whether the driving line of the host vehicle set by the driving line setting unit intersects with the driving line of the surrounding vehicle acquired by the driving line acquisition unit; a priority vehicle selection processing unit that selects a vehicle to be given priority to proceed when the driving line intersection determination unit determines that the two driving lines intersect; In a driving assistance device for a vehicle having a physical condition monitoring unit that monitors the physical condition of the driver; an input unit for indicating an intention of the driver to proceed with priority to the subject vehicle through an operation by the driver; and The priority vehicle selection processing unit a priority advance intention detection unit that detects an intention of the host vehicle to advance preferentially based on an input from the input unit; a danger point setting unit that sets a danger point based on the physical condition of the driver monitored by the physical condition monitoring unit; a priority vehicle determination processing unit that determines whether the host vehicle or the surrounding vehicle should be given priority to proceed based on the presence or absence of an intention to proceed preferentially detected by the priority proceeding intention detection unit and the danger point set by the danger point setting unit when the driving line intersection determination unit determines that the driving line of the host vehicle and the driving line of the surrounding vehicle intersect; A vehicle driving assistance device comprising:

2. When the priority proceeding intention detection unit determines that one of the host vehicle and the surrounding vehicle has an intention to proceed preferentially, the priority vehicle determination processing unit allows the vehicle that has expressed the intention to proceed preferentially to proceed preferentially.

2. The vehicle driving assistance device according to claim 1.

3. The priority vehicle determination processing unit determines, when the priority proceeding intention detection unit determines that both the host vehicle and the surrounding vehicle have an intention to proceed preferentially, that the vehicle with the higher danger point proceeds preferentially.

2. The vehicle driving assistance device according to claim 1.

4. The priority vehicle determination processing unit determines that neither the host vehicle nor the surrounding vehicle has an intention to proceed preferentially, and if the priority proceeding intention detection unit determines that neither the host vehicle nor the surrounding vehicle has an intention to proceed preferentially, the priority vehicle determination processing unit determines that the vehicle with the higher danger point has priority.

2. The vehicle driving assistance device according to claim 1.

5. When the priority proceeding intention detection unit determines that both the host vehicle and the peripheral vehicle have expressed an intention to proceed preferentially, or when the host vehicle and the peripheral vehicle have determined that neither have an intention to proceed preferentially, and when the danger points of both the host vehicle and the peripheral vehicle are the same, the priority vehicle determination processing unit allows the vehicle that arrives at the position where the two driving lines intersect earlier to proceed preferentially.

2. The vehicle driving assistance device according to claim 1.

6. The physical conditions monitored by the physical condition monitoring unit are heart rate, eye movement, and pupil movement.

2. The vehicle driving assistance device according to claim 1.

7. The danger point is set based on the deviation of the heart rate and the deviation of the eye movement amount and the pupil movement amount.

2. The vehicle driving assistance device according to claim 1.

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