JP2008296783A - Vehicle driving support system, driving support device, vehicle and vehicle driving support method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle driving support system, a driving support device, a vehicle and a vehicle driving support method, for avoiding a dangerous area to stably stop or let a vehicle through at a crossing. <P>SOLUTION: An on-vehicle device decides whether or not one's own vehicle is in a dangerous running state satisfying a condition when entering the crossing and a condition when stopping just before the crossing based on the distance to a stop line, speed of the own vehicle, a yellow light start time point and a yellow light time of a traffic signal installed in the crossing, and a prescribed standard deceleration or the like. When the on-vehicle device decides that it is in the dangerous running state, the on-vehicle device performs processing for gradually decelerating the vehicle to stop the vehicle at the stop line, for example, so as to avoid the dangerous running state, or performs processing for gradually accelerating the vehicle to run the vehicle into the crossing. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to vehicle driving assistance, and more particularly to a vehicle driving assistance system that safely stops or passes a vehicle at an intersection, a driving assistance device that constitutes the vehicle driving assistance system, a vehicle equipped with the driving assistance device, and vehicle driving It relates to support methods.

  Many technologies are applied to safe driving support for vehicles, such as technology related to stop control that decelerates and stops a running vehicle, technology related to dilemma control that takes signal switching time into account, and technology that detects the position of the vehicle. Yes.

  For example, in order to stop the vehicle at the stop line before the intersection, the stop line is detected based on the image obtained from the camera, the vehicle is controlled by the vehicle speed or acceleration / deceleration information, and the vehicle is stopped at the stop line. Has been disclosed (see Patent Document 1 and Patent Document 2).

  Also, from the communication device installed upstream of the intersection, the signal switching timing information of the intersection and the distance to the stop line of the intersection (or the position information of the stop line) are acquired by the in-vehicle device, and the vehicle enters the dilemma zone. A safe speed providing method for providing a limit traveling speed for escape from the dilemma zone is disclosed (see Patent Document 3).

  On the other hand, there are self-contained navigation, satellite navigation, map matching, hybrid navigation, and the like as methods for detecting the position of a vehicle widely used in navigation. Self-contained navigation uses a distance sensor, an azimuth sensor, an angular velocity sensor, etc., for example, based on the azimuth angle of the vehicle traveling with respect to an orthogonal coordinate system based on the longitude-latitude coordinate system and the traveling distance per unit time. Although it is calculated, consistency with the road is not taken into consideration, and there is a problem that errors in the vehicle position accumulate as the travel distance increases.

  Satellite navigation uses GPS (Global Positioning System), and the detected position includes an error of about 10 to 20 m. Since GPS is used, an in-vehicle sensor such as a distance sensor, an azimuth sensor, or an angular velocity sensor is unnecessary. However, on roads under elevated roads, roads between buildings, mountain roads, roadside trees, etc., radio waves cannot be received from a predetermined number of GPS satellites, and the detection accuracy is greatly degraded. is there.

  Further, the map matching method detects the position of the vehicle in consideration of the consistency (matching) between the travel locus by the self-contained navigation and the road map. That is, the most probable road is selected from a plurality of road candidates considered to be traveling while comparing the trajectory obtained by the self-contained navigation with the road map data. Then, when the number of candidate roads is limited to one, the traveling locus of the vehicle obtained by the self-contained navigation is matched with the road. However, if the limited road is wrong, there is a problem that position detection after that becomes impossible.

Hybrid navigation is a combination of satellite navigation and map matching, and it is possible to rationally estimate the position of the vehicle and identify the road on which it is traveling, taking into account errors between autonomous navigation and satellite navigation. Is. In hybrid navigation, for example, the position of a vehicle is detected using a map matching method in normal times. If the vehicle position cannot be detected by the map matching method, the vehicle position and direction are detected by satellite navigation, the vehicle position is estimated, and the vehicle position is detected in consideration of consistency with the road map data. To do. With hybrid navigation, except for special cases, there is almost no possibility that the road on which the vehicle is traveling is wrong, and the positional accuracy in the direction of the road is within an error range of about 10 m on average. If it is the purpose of the target navigation, it is an accuracy level that has almost no problem in practical use.
JP 2002-190100 A JP 2006-151014 A JP 2006-139707 A

  However, in the techniques of Patent Document 1 and Patent Document 2, since the stop line cannot be detected unless the vehicle approaches the stop line, the vehicle has reached the vicinity of the stop line when the stop line can be detected. The time margin for stopping the vehicle at the stop line is not sufficient. In this case, in order to stop the vehicle at the stop line, it is necessary to decelerate at a large deceleration, and when there is a following vehicle, there is a safety problem.

  Further, although Patent Document 3 discloses a method for performing traveling control or providing information to avoid the dilemma area or option area sufficiently before the intersection, the vehicle travels so as to avoid the dilemma area or option area more safely and reliably. A method for controlling or providing information has been desired.

  The present invention has been made in view of such circumstances, and a vehicle driving support system for avoiding a dangerous driving area and stopping or passing a vehicle safely at an intersection, and a driving support device constituting the vehicle driving support system An object of the present invention is to provide a vehicle equipped with the driving support device and a vehicle driving support method.

  A vehicle driving support system according to a first aspect of the present invention is a vehicle that transmits signal information including a yellow signal start time and a yellow signal time of a traffic light installed at an intersection, and a vehicle that receives signal information transmitted by the transmission device. In a vehicle driving support system comprising a driving support device that supports safe driving of the vehicle, the driving support device acquires a speed acquisition unit that acquires speed information of the host vehicle, and a distance that acquires information related to a distance between the host vehicle and the intersection. Based on the information acquisition means, the distance to the intersection, the speed of the host vehicle, signal information and a predetermined standard deceleration, the stop condition for the host vehicle to stop before the intersection and the entry condition for entering the intersection Determining means for determining whether or not the vehicle is in the traveling state determined by the output of the vehicle, and output information for accelerating / decelerating the host vehicle when the determining means determines that the vehicle is in the traveling state. Characterized in that it comprises a means.

  In the vehicle driving support system according to a second aspect of the present invention, in the first aspect, when the output means outputs information for decelerating the host vehicle, the host vehicle decelerates the host vehicle at the standard deceleration after the yellow signal starts. The information for this is further output, It is characterized by the above-mentioned.

  The vehicle driving support system according to a third aspect of the present invention is the vehicle driving support system according to the first or second aspect, wherein the driving support device has a stop limit speed at which the host vehicle can stop before the intersection every time a predetermined time elapses or moves a predetermined distance. A stop limit speed calculating means for calculating, an approach limit speed calculating means for calculating an approach limit speed at which the host vehicle can enter an intersection every time the predetermined time elapses or a predetermined distance of movement, and the determination means are in the running state. If it is determined, the control unit is configured to control the acceleration / deceleration of the host vehicle based on the speed of the host vehicle and the stop limit speed or the approach limit speed.

  In the vehicle driving support system according to a fourth aspect of the present invention, in the first or second aspect of the invention, the driving support device has a stop limit speed at which the host vehicle can stop before the intersection every time a predetermined time has elapsed or a predetermined distance has moved. Stop limit speed calculating means for calculating, an approach limit speed calculating means for calculating an approach limit speed at which the host vehicle can enter an intersection every time the predetermined time passes or the predetermined distance moves, the speed of the host vehicle, and the stop limit When it is determined that the vehicle is in the running state by the target speed calculation means for calculating the target speed and the determination means based on the speed or the approach limit speed every time the predetermined time passes or the predetermined distance moves, the speed of the host vehicle And a control means for controlling the acceleration / deceleration of the host vehicle according to the difference between the vehicle speed and the target speed.

  A vehicle driving support system according to a fifth aspect of the present invention is the vehicle driving support system according to any one of the first to fourth aspects, wherein the driving support device includes road information acquisition means for acquiring road information including a road gradient, and the road information acquisition means. And determining means for determining the standard deceleration based on the acquired road information.

  The vehicle driving support system according to a sixth aspect of the present invention is the vehicle driving support system according to the first aspect, wherein the driving support device includes a surrounding vehicle determination unit that determines the presence or absence of a surrounding vehicle, and a traffic information acquisition unit that acquires traffic information related to traffic at the intersection. The output means satisfies a condition that the speed when the host vehicle is accelerated is equal to or lower than a predetermined speed, and there is no preceding vehicle, there is a following vehicle, and the intersection road of the intersection When at least one condition that traffic is quiet is satisfied, information for accelerating the host vehicle is output.

  A vehicle driving support system according to a seventh aspect of the present invention is characterized in that, in the first aspect or the second aspect, the vehicle driving support system further comprises control means for controlling acceleration / deceleration of the host vehicle based on information output by the output means.

  A vehicle driving support system according to an eighth aspect of the invention is characterized in that, in any one of the first to seventh aspects of the invention, the vehicle driving support system further comprises notification means for notifying acceleration / deceleration of the host vehicle based on information output by the output means. To do.

  According to a ninth aspect of the present invention, in the eighth aspect of the present invention, the vehicle driving support system further includes a proximity determination unit that determines whether the vehicle is in the vicinity of the traveling state based on the distance to the intersection, the speed of the host vehicle, and the signal information. And the notification means is configured to notify that the vehicle stops before the intersection or enters the intersection when the proximity determination means determines that the vehicle is in the vicinity of the traveling state. And

  A driving support apparatus according to a tenth aspect of the invention is a driving support apparatus that receives signal information including a yellow signal start time and a yellow signal time of a traffic light installed at an intersection and supports safe driving of the vehicle. Based on the distance to the intersection, the distance to the intersection, the speed of the host vehicle, the signal information, and a predetermined standard deceleration. Determining means for determining whether or not the vehicle is in a traveling state determined by a stop condition for stopping before the intersection and an entry condition for entering the intersection, and determining by the determining means that the vehicle is in the traveling state In this case, it is characterized by comprising output means for outputting information for accelerating / decelerating the host vehicle.

  A vehicle according to an eleventh aspect is equipped with the driving support apparatus according to the above-described invention.

  A vehicle driving support method according to a twelfth aspect of the present invention is the vehicle driving support method for supporting the safe driving of the vehicle by receiving the signal information including the yellow signal start time and the yellow signal time of the traffic light installed at the intersection with the driving support device. The driving support device acquires speed information of the host vehicle, acquires information about the distance between the host vehicle and the intersection, and is based on the distance to the intersection, the speed of the host vehicle, signal information, and a predetermined standard deceleration. And determining whether or not the vehicle is in a traveling state determined by the stop condition for stopping before the intersection and the entry condition for entering the intersection. Information for accelerating / decelerating the vehicle is output.

In the first invention, the tenth invention, and the twelfth invention, the driving support device acquires the speed information (speed) of the own vehicle and information related to the distance between the own vehicle and the intersection, for example, the intersection and the own vehicle. Based on the position information, the distance to the intersection is calculated. In this case, the information regarding the distance between the host vehicle and the intersection may be the distance between the host vehicle and the intersection, or the position of the host vehicle and the intersection. Based on the distance to the intersection, the speed of the own vehicle, the signal information including the yellow signal start time and the yellow signal time of the traffic light installed at the intersection, and the predetermined standard deceleration, the own vehicle is in front of the intersection. Whether the vehicle is in a driving state (for example, a dangerous driving state, that is, a dangerous driving region determined by the distance and speed to the intersection of the vehicle) determined by the stopping condition for stopping the vehicle and the entering condition for entering the intersection. Determine whether or not. The dangerous driving state includes, for example, a dilemma state and an optional state. The dilemma state is a state in which even if the host vehicle tries to stop after displaying a yellow signal, it cannot stop before the intersection and cannot enter the intersection by the end of the yellow signal, and cannot stop or enter safely. In addition, the optional state is a state where the host vehicle can stop before the intersection in an attempt to stop after the yellow signal is displayed, and can enter the intersection before the end of the yellow signal, and the vehicle stops depending on the characteristics of the driver or It is an unstable state where the approach is different. The standard deceleration only indicates a change in the speed of the vehicle, and is independent of the operation content of the braking operation or the operation timing. The standard deceleration is slowed down after a time (for example, 2 seconds or more) that is sufficiently longer than the reflection reaction (0.5 seconds) from the stop judgment point, for example, when the vehicle starts braking instead of the yellow signal. This means the deceleration seen when performing an operation. In other words, this means the deceleration seen when aiming at a stop with a sufficient margin without sudden braking. Note that the timing at which the driving support device performs the speed control at the standard deceleration is not limited to a time sufficiently longer than the reflection reaction or the time of the reflection reaction. In general, the standard deceleration is approximately 2 to 3 m / s ² on a flat dry road surface. When it is determined that the driving support device is in a dangerous driving state, the driving support device outputs information for accelerating / decelerating the host vehicle. That is, the driving assistance device provides (outputs) information for decelerating the vehicle at a gradual deceleration when, for example, the vehicle is stopped at an intersection in order to avoid a dangerous driving state. When entering the intersection (when passing the intersection), information for accelerating the vehicle at a moderate acceleration is provided (output). Thereby, a dangerous driving state (dangerous driving | running | working area | region) can be avoided and a vehicle can be stopped or passed safely at an intersection.

  In the second invention, when outputting information for decelerating the host vehicle, the driving support apparatus further outputs information for decelerating the host vehicle at the standard deceleration after the yellow signal start time. That is, the driving support device provides (outputs) information for decelerating the host vehicle at the standard deceleration after the yellow light is turned on after avoiding the dangerous driving state. As a result, the vehicle can be safely stopped at the intersection without sudden deceleration.

  In the third aspect of the invention, the driving support device tries to stop after the predetermined time (control cycle, for example, 0.05 to 1 second) elapses or the predetermined distance moves, for example, after the yellow signal is displayed. A stop limit speed at which the vehicle can stop before the intersection and an approach limit speed at which the host vehicle can enter the intersection before the end of the yellow signal are calculated, for example. When it is determined that the host vehicle is in a driving state (for example, a dangerous driving state), the driving support device controls acceleration / deceleration of the host vehicle based on the speed of the host vehicle and the calculated stop limit speed or approach limit speed. . For example, when it is determined that the host vehicle is in a dangerous driving state (for example, a dilemma state), the driving support device stops when the host vehicle is stopped at an intersection when the predetermined time has elapsed or the predetermined distance has been moved. The deceleration control of the host vehicle is repeatedly performed so that the current speed of the host vehicle approaches the target speed with the limit speed as the target speed. In addition, when the driving support device determines that the host vehicle is in a dangerous driving state, when the host vehicle enters the intersection, the driving limit device calculates, as a target speed, an approach limit speed calculated every time a predetermined time has elapsed or a predetermined distance has moved. The acceleration control of the host vehicle is repeatedly performed so that the current speed of the host vehicle approaches the target speed. As a result, the speed of the host vehicle can be gradually brought closer to the stop or approach limit speed every time a predetermined time elapses or a predetermined distance is moved, and it can be safely performed with gentle acceleration / deceleration without sudden deceleration or sudden acceleration. And a dangerous driving | running | working state can be avoided reliably.

  In the fourth aspect of the invention, the driving support device tries to stop after the predetermined time (control cycle, for example, 0.05 to 1 second) elapses or the predetermined distance moves, for example, after the yellow signal is displayed. A stop limit speed at which the vehicle can stop before the intersection and an approach limit speed at which the host vehicle can enter the intersection before the end of the yellow signal are calculated, for example. The driving support device calculates a target speed every time a predetermined time has elapsed or a predetermined distance has been moved based on the speed of the host vehicle, the calculated stop limit speed, or the approach limit speed. For example, when the speed difference between the current speed of the host vehicle and the calculated stop limit speed or approach limit speed is large, the target speed can be a value changed by a value smaller than the speed difference. This reduces the speed change when accelerating / decelerating. When it is determined that the host vehicle is in a traveling state (for example, a dangerous traveling state), the driving support device controls the acceleration / deceleration of the host vehicle according to the difference between the speed of the host vehicle and the target speed. For example, the acceleration / deceleration of the host vehicle can be controlled repeatedly until there is no difference. As a result, the vehicle speed can be gradually brought close to the stop limit speed or the approach limit speed every time a predetermined time elapses or a predetermined distance is moved, and a gentle acceleration / deceleration can be performed without sudden deceleration or sudden acceleration. A dangerous driving state can be avoided safely and reliably.

  In the fifth invention, the driving support device acquires road information including a road gradient, and determines a standard deceleration based on the acquired road information. For example, when the host vehicle travels on a downhill, the standard deceleration can be reduced, and when traveling on an uphill, the standard deceleration can be increased. Also, the standard deceleration can be changed depending on whether the road surface is dry, wet, sandy, snowy, or depending on the tire wear state. Thereby, the stop or approach of the vehicle can be controlled with higher accuracy.

  In the sixth aspect of the invention, the driving support device is required to have a speed when the host vehicle is accelerated to be equal to or lower than a predetermined speed, and there is no preceding vehicle, the presence of the following vehicle, and the intersection of the intersection. Information for accelerating the host vehicle is output when the traffic on the road is quiet, the essential condition is satisfied, and at least one of the selection conditions is satisfied. A forward vehicle is a collision when, for example, the speed of the host vehicle and the relative speed with the forward vehicle are detected at a predetermined cycle from an ultrasonic sensor and the vehicle is accelerated to a predetermined speed based on the detected relative speed. Vehicles that exist within a range where it can be determined that there is a possibility of the failure. As a result, it is possible to ensure safety when the host vehicle is slowly accelerated and enters (passes) the intersection.

  In the seventh invention, the driving support device controls acceleration / deceleration of the host vehicle based on information output for acceleration / deceleration. That is, in order to avoid a dangerous driving state, for example, when the host vehicle is stopped at an intersection, the driving support device decelerates the host vehicle at a slow deceleration, or the host vehicle enters the intersection. When the vehicle passes through an intersection, the host vehicle is accelerated at a moderate acceleration. Thereby, a dangerous driving state (dangerous driving | running | working area | region) can be avoided and a vehicle can be stopped or passed safely at an intersection.

  In the eighth aspect of the invention, the driving support apparatus notifies the acceleration / deceleration of the host vehicle based on information output for acceleration / deceleration. That is, in order to avoid a dangerous driving state, for example, when the host vehicle is stopped at an intersection, the driving support device notifies the driver that the host vehicle decelerates at a slow deceleration or a deceleration instruction, Alternatively, when the host vehicle enters the intersection (when the host vehicle passes through the intersection), the host vehicle accelerates at a moderate acceleration or notifies the driver of an acceleration instruction. Accordingly, it is possible to reliably tell the driver that the dangerous driving state (dangerous driving region) is avoided, and it is possible to prevent the driver from performing an unexpected operation and to reliably avoid the dangerous driving state. . Further, when the driver performs a driving operation based on the instruction, it is possible to avoid the dangerous driving state (dangerous driving region) and to stop or pass the vehicle safely at the intersection.

  In the ninth invention, the driving support device determines whether or not the vehicle is in the vicinity of the dangerous driving state based on the distance to the intersection of the own vehicle, the speed of the own vehicle, and the signal information. The determination as to whether or not the vehicle is in a dangerous driving state is made, for example, based on the degree of proximity between the state of the host vehicle specified by the distance and speed to the intersection at the start of the yellow signal and the stop condition or the entry condition. Can do. In this case, the degree of closeness is an index for evaluating the degree of deviation from the stop condition or the entry condition using a distance, a path of coordinate intercept, cluster classification, and the like. When it is determined that the host vehicle is in the vicinity of the dangerous driving state, the driving support device notifies that the vehicle stops before the intersection or enters the intersection. As a result, even when the host vehicle is not in a dangerous driving state, it is possible to prevent a situation in which the host vehicle enters a dangerous driving state due to a driver's operation error.

  In the eleventh aspect, since the vehicle includes the above-described driving support device, driving support of the vehicle can be performed.

  In the present invention, it is possible to avoid a dangerous driving state (dangerous driving region) and to stop or pass the vehicle safely at an intersection.

  Hereinafter, the present invention will be described with reference to the drawings illustrating embodiments. FIG. 1 is a schematic diagram showing an outline of a vehicle driving support system according to the present invention. In the vehicle driving support system according to the present invention, a stop line is provided in front of the intersection where the traffic light is installed, and the road device 21 has an appropriate separation distance (for example, 200 m) from the stop line along the road. 22 is installed. Moreover, the optical beacon 10 is installed on the upstream side of the road device 21 (for example, about 300 m upstream from the road device 21).

  The on-road devices 21 and 22 are, for example, an ultrasonic sensor, an IC tag, a magnetic nail, an optical sensor, and the like, and can identify a communication point by sensing radio waves, sound waves, light, magnetism, and the like. . The road devices 21 and 22 have a communication area with an in-vehicle device (driving support device) on the road. When the vehicle passes through the communication area, the in-vehicle device receives a signal indicating that the vehicle passes through the communication area from the road devices 21 and 22. The road devices 21 and 22 may be one-way communication or two-way communication with the in-vehicle device. Further, the roadside devices 21 and 22 are not intended for communication but may simply issue a signal for measurement.

  The optical beacon 10 has a communication area with the in-vehicle device on the road. When the vehicle passes through the communication area, the in-vehicle device receives predetermined information from the optical beacon 10. The predetermined information includes, for example, communication point position information, stop line position information (for example, distance to the stop line, absolute position of the stop line, etc.), position information of the road devices 21 and 22 (for example, communication from the stop line) The distance to the area, the absolute position of the communication area, etc.), the signal information of the traffic light (for example, the yellow signal start time and the yellow signal time, etc.). In place of the optical beacon 10, a radio wave beacon, DSRC (Dedicated Short Range Communication), or the like can be used.

  When the vehicle travels on the road toward the intersection, the in-vehicle device acquires predetermined information through communication with the optical beacon 10. For example, the in-vehicle device can confirm that the distance to the stop line at this time is, for example, 700 m. The in-vehicle device further travels on the road toward the intersection, and the in-vehicle device communicates with the on-road device 21, so that the in-vehicle device confirms that the position of the own vehicle is 400 m from the stop line. can do. That is, the in-vehicle device can correct the distance to the stop line. The same applies when the in-vehicle device communicates with the road device 22. Thereby, the vehicle-mounted apparatus can grasp | ascertain the distance to a stop line with a sufficient precision beforehand in the upstream point of an intersection.

Thereafter, the in-vehicle device determines that the host vehicle is yellow based on the distance to the stop line (intersection), the speed of the host vehicle, the yellow signal start time and the yellow signal time of the traffic light installed at the intersection, and a predetermined standard deceleration. The driving condition determined by the stop condition that stops before the intersection at the start of the signal and the entry condition that enters the intersection at the end of the yellow signal (for example, determined by the dangerous driving condition, that is, the distance and speed to the stop line) It is determined whether or not the vehicle is in a dangerous driving area. The standard deceleration only indicates a change in the speed of the vehicle, and is independent of the operation content of the braking operation or the operation timing. The standard deceleration is slowed down after a time (for example, 2 seconds or more) that is sufficiently longer than the reflection reaction (0.5 seconds) from the stop judgment point, for example, when the vehicle starts braking instead of the yellow signal. This means the deceleration seen when performing an operation. In other words, this means the deceleration seen when aiming at a stop with a sufficient margin without sudden braking. Note that the timing at which the driving support device performs the speed control at the standard deceleration is not limited to a time sufficiently longer than the reflection reaction or the time of the reflection reaction. In general, the standard deceleration is approximately 2 to 3 m / s ² on a flat dry road surface. If the in-vehicle device determines that the vehicle is in a dangerous driving state, for example, when the vehicle is stopped on a stop line, a process for decelerating the vehicle at a slow deceleration is performed in order to avoid the dangerous driving state. Alternatively, when the vehicle enters the intersection (when the vehicle passes through the intersection), processing for accelerating the vehicle at a moderate acceleration is performed.

  FIG. 2 is a block diagram showing the configuration of the in-vehicle device 30. A video camera 40 mounted on the vehicle is connected to the in-vehicle device 30. For example, the video camera 40 is disposed on a front grille, a front bumper, or the like of the vehicle so that a road ahead of the vehicle can be imaged. In addition, a vehicle control unit 50 that controls the traveling state of the vehicle is connected to the in-vehicle device 30. In response to the control signal output from the in-vehicle device 30, the vehicle control unit 50 accelerates / decelerates the vehicle at a required acceleration / deceleration. The on-vehicle device 30 is connected with an ultrasonic sensor 60 for detecting whether or not another vehicle is present in front of and behind the host vehicle. Instead of the ultrasonic sensor 60, other in-vehicle sensors such as a millimeter wave radar can be used.

  The in-vehicle device 30 includes a CPU that performs various types of arithmetic processing, and includes a control unit 31 that includes a timepiece for measuring a control cycle described later. Note that the control unit 31 may be configured with a dedicated hardware circuit, or may be configured to execute a computer program having a predetermined processing procedure. A communication unit 32, a positioning unit 33, a map database 34, a display unit 35, an image processing unit 36, an operation unit 37, a storage unit 38, a notification unit 39, and the like are connected to the control unit 31 via an internal bus. The positioning unit 33 includes a GPS (Global Positioning System) 331, a vehicle speed sensor 332, a gyro sensor 333, a distance meter 334 that measures a travel distance, and the like. The in-vehicle device 30 can be configured not only as a dedicated device but also as a device such as a personal computer, a PDA, a mobile phone, etc. that can be removed and used for other purposes on the ground with the functions of the above-described units. .

  The communication unit 32 has a communication function for performing road-to-vehicle communication with the optical beacon 10. Note that the communication unit 32 is not limited to narrowband communication such as optical beacon, radio wave beacon, and DSRC. For example, the communication unit 32 may be provided with a wireless LAN function such as a UHF band or a VHF band as a middle band communication, or As a wide area communication, a communication function such as a mobile phone, PHS, multiple FM broadcasting, and Internet communication may be provided. Further, the communication unit 32 has a reception function for receiving signals transmitted by the road devices 21 and 22.

  The positioning unit 33 receives radio waves from a plurality of GPS satellites by the GPS 331, and measures the position of the own vehicle from moment to moment. In addition, the positioning unit 33 determines the position of the host vehicle based on signals output from the vehicle speed sensor 332 and the gyro sensor 333 in order to reduce an error in the position where the radio wave from the GPS satellite does not reach or the position measured by the GPS 331. By estimating and collating with the road data of the map database 34, the position of the own vehicle is determined with higher accuracy. In addition to GPS331, DGPS (differential GPS) can also be mounted. The DGPS can receive FM broadcasts or medium waves transmitted from a reference station whose position is known in advance, can correct the positional deviation calculated by the GPS, and can improve the accuracy of the position of the host vehicle.

  The display unit 35 is a liquid crystal display panel such as a windshield display or a head-up display, or a car navigation system or a rear monitoring monitor, and displays necessary information to the driver.

  When the image processing unit 36 receives a signal for starting image processing from the control unit 31, the image processing unit 36 performs processing for detecting a stop line based on a captured image obtained by capturing an image of the road with the video camera 40. Hereinafter, a method for detecting the position of the stop line based on the captured image will be described.

  With the lens center of the video camera 40 as the origin, the road coordinate system is (X, Y, Z), the camera coordinate system is (X ′, Y ′, Z ′), and the road coordinate system indicates the direction of travel of the road as the Y axis. The forward direction is positive, the direction on the road surface perpendicular to the road direction is the X axis (the right direction forward is positive), and the direction perpendicular to the road surface is Z (upward is positive). In the camera coordinate system, the optical axis of the camera lens is the Y ′ axis, the horizontal axis perpendicular to the optical axis is the X ′ axis, and the upward direction of the camera is the Z ′ axis. Furthermore, the rotation angle of each axis of the camera coordinate system with respect to each axis of the road coordinate system is θ (pitch angle), φ (roll angle), and ψ (yaw angle), respectively, and the direction in which the right screw advances is positive (θ : Positive upward from the horizontal plane, φ: clockwise is positive, ψ: counterclockwise is positive). In this case, the conversion equation from the road coordinate system to the camera coordinate system can be expressed by equation (1).

  Each of the coefficients P11 to P33 of the transformation matrix can be expressed by Expression (2). Further, the coordinates (x, y) on the captured image can be expressed by Expression (3), where F is the focal length of the lens.

  The presence / absence of a stop line is determined by extracting an edge point based on the pixel value of each pixel of the captured image and performing pattern matching between the edge image obtained from the extracted edge point and the shape of the stop line. be able to. The y coordinate of the point where the cut out stop line intersects with the y axis of the captured image is obtained (in this case, x = 0), and the obtained y coordinate is substituted into Equation (3), so that the distance to the stop line can be accurately calculated. can do.

  The operation unit 37 includes various operation panels and functions as a user interface between the driver and the in-vehicle device 30. For example, the operation unit 37 receives an operation for starting or stopping the operation of the in-vehicle device 30 by a driver's operation.

  The alerting | reporting part 39 is provided with a speaker, and when warning a driver | operator under control of the control part 31, the content of a warning is output with an audio | voice. For example, when the vehicle is in a dangerous driving area, which will be described later, a message indicating that automatic speed control is performed to enter the dangerous driving area (entering an automatic speed control mode) is output. In addition, when the vehicle is decelerated to stop at the intersection or when the vehicle is accelerated to enter (pass through) the intersection, a message to that effect is output.

  The storage unit 38 stores predetermined information received through the communication unit 32.

  FIG. 3 is an explanatory diagram showing the concept of the dangerous driving area. In the figure, the horizontal axis indicates the distance from the stop line, and the vertical axis indicates the speed of the vehicle. The dangerous driving area is an area in which the fact that the vehicle is in a dangerous driving state can be expressed by the speed of the vehicle and the distance to the stop line. The dangerous driving area includes a dilemma area and an option area. In the dilemma area, even if the vehicle tries to stop after the yellow signal is displayed, it cannot stop before the stop line (intersection) and cannot enter the stop line by the end of the yellow signal and cannot stop or enter safely. is there. In addition, the option area is a state where the vehicle can stop before the stop line in order to stop after the yellow signal is displayed, and can enter the stop line before the end of the yellow signal, and whether the vehicle stops due to the characteristics of the driver. Or, it is an unstable state where the approach is different.

  In FIG. 3, the current position of the vehicle with reference to the stop line is X, the current speed is V, and the time until the yellow signal starts is t (0 <t <signal cycle). If the vehicle speed does not change (Vy = V), the vehicle position Xy at the yellow signal start time can be obtained by Expression (4). Expression (4) is a determination condition E based on the current traveling state of the vehicle.

  On the other hand, a stop condition C in which the vehicle stops safely before the stop line and waits for a signal is obtained by Expression (5). Here, g is a standard deceleration of the vehicle, and α is a time delay until the driver steps on the brake after the yellow signal. That is, the stop condition C is a curve indicating the limit of the vehicle speed at which the vehicle can stop at the stop line and the distance to the stop line if the vehicle decelerates at the standard deceleration at the start of the yellow signal.

  The entry condition L where the vehicle enters the stop line at the end of the yellow signal and does not wait for the signal is obtained by Expression (6). Here, Ty is the yellow signal time. In other words, the entry condition L is defined as the vehicle speed and the distance to the stop line that can reach the stop line within the yellow signal time (before the red signal) when the vehicle turns yellow. It is a straight line indicating the limit.

  The dilemma region is a region that does not satisfy both of the equations (5) and (6), and the option region is a region that satisfies both of the equations (5) and (6). In the figure, the lower area of the dangerous driving area is an intersection stop area, which can be safely stopped before the stop line. In addition, the upper area of the dangerous traveling area is an intersection passing area, and is an area where the user can safely enter (pass) the stop line.

  The in-vehicle device 30 is a control for accelerating or decelerating the vehicle so as not to fall into the dangerous traveling region when the vehicle may enter the dangerous traveling region (dilemma region and option region) at the start of the yellow signal. Is repeated whenever a predetermined time (control cycle) elapses. The control period can be measured by the control unit 31, for example. For example, when the state (Xy, Vy) of the vehicle at the start of the yellow signal determined by the determination condition E is close to the stop condition C, the current speed is moderated so as to become the stop limit speed specified by the point P. Performs deceleration control with proper deceleration. In addition, when the vehicle state (Xy, Vy) at the time of the start of the yellow signal obtained by the determination condition E is close to the entry condition L, the current speed is moderated so as to become the entry limit speed specified by the point Q. Acceleration control with a large acceleration.

  Next, automatic speed control for avoiding a dangerous traveling area by the in-vehicle device 30 will be described. First, a case where the host vehicle is stopped at a stop line will be described. 4, 5, and 6 are flowcharts showing a processing procedure when stopping at a stop line. The control unit 31 determines whether or not there is communication with the optical beacon 10 (S11). If there is no communication (NO in S11), the control unit 31 continues the process of step S11 and waits for communication with the optical beacon 10.

  When there is communication with the optical beacon 10 (YES in S11), the control unit 31 includes at least a communication point, a stop line, position information on the road device, a yellow signal start time point, and a yellow signal time from the optical beacon 10. Signal information is received (S12). The distance from the stop line to the communication point and the distance from the stop line to the road device can also be acquired.

  The control unit 31 calculates the distance to the stop line (S13), determines whether or not a signal is received from the road devices 21 and 22 (S14), and if the signal is received (YES in S14), the stop line Is corrected (S15). For example, if the distance from the stop line to the point of communication with the road devices 21 and 22 is L, the position of the vehicle is corrected to be at the distance L from the stop line. Thereby, the distance error accumulated as the host vehicle travels toward the stop line can be reset, and the accuracy of the distance to the stop line can be improved. When the signal is not received (NO in S14), the control unit 31 performs the process of step S16 described later without performing the process of step S15.

  The control part 31 determines whether it is an automatic driving | operation start timing (S16). The automatic driving start timing includes a point at a predetermined distance (for example, 200 m) from the stop line, a point in time until switching to a yellow signal reaches a predetermined time (for example, 5 to 10 seconds), and the last road device It is possible to appropriately set the time of communication with the communication terminal 22 or the time of communication with the optical beacon 10. The automatic driving start timing can be changed according to the speed of the host vehicle.

  When it is an automatic driving start timing (YES in S16), the control unit 31 calculates a dangerous traveling area (S17), and determines whether or not the host vehicle enters the dangerous traveling area (S18). When the host vehicle enters the dangerous driving area (YES in S18), the control unit 31 determines whether the speed control is performed by deceleration or acceleration (S19). The fact that the speed control mode is entered is notified (S20). In this case, the driver is informed that the vehicle decelerates, but without entering the automatic speed control mode by the control unit 31, the driver is instructed to decelerate, and the driver decelerates according to the instruction. It can also be configured as follows.

  The control unit 31 calculates the target speed and the stepwise target speed (S21). The target speed is a speed that is reached in order to decelerate the host vehicle with a moderate deceleration and avoid (escape) the dangerous traveling area. The target speed Vs can be calculated as follows. First, when it is determined that the host vehicle may enter the dilemma area, a speed Vs calculated by solving Xy and V as variables in Expressions (4) and (5) is set as a target speed. The target speed Vs is obtained as a speed at the point P in FIG. 3 and is represented by Expression (7).

  If it is determined that the host vehicle may enter the option area, the lower limit value of the speed Vs calculated by solving Xy and V as variables in the above formulas (4) and (6) is used. Set the target speed. The target speed Vs is expressed by equation (8).

  When the difference between the current speed of the host vehicle and the target speed Vs is large, the stepped target speed Vr has a large speed change, so that the current speed of the host vehicle is prevented in order to prevent a situation in which the slow deceleration cannot be performed. This is a provisional target value between V and the target speed Vs, and is calculated each time a predetermined time (control cycle, for example, 0.05 to 1 second) elapses.

  The stepwise target speed Vr can be calculated so as to reduce the speed change during the control cycle when decelerating. For example, when the current speed V is larger than the target speed Vs, the difference is reduced by a value ΔV = (V−Vs) / n divided by n, and the target speed Vs is tracked so that the speed change becomes minute. Can be made. In this case, the stepwise target speed Vr is Vr = V−Δv = V− (V−Vs) / n. In this way, by adjusting Δv, the host vehicle can decelerate at a slow deceleration so as not to feel the deceleration of the subsequent vehicle, so that the subsequent vehicle depresses sudden braking. Can be prevented and safety is improved.

  Further, as a method of calculating the stepwise target speed Vr, using a predetermined threshold β (for example, β = 1 km / h), when V−Vs ≧ β, Vr = V−β and V−Vs <β In this case, Vr = Vs can be obtained.

  The control unit 31 performs deceleration control with a gentle deceleration to bring the current speed V close to the calculated target speed Vs or the stepped target speed Vr (S22), and determines whether or not the control cycle has elapsed (S22). S23) If the control period has not elapsed (NO in S23), the process of step S23 is continued, and deceleration control is continued until the control period elapses. Thereby, it is possible to prevent the following vehicle from feeling the deceleration of the host vehicle.

  When the control cycle has elapsed (YES in S23), the control unit 31 determines whether or not the boundary of the dangerous traveling area has been reached (S24). For example, when the dangerous driving area is a dilemma area, the determination is made based on whether or not the speed of the host vehicle has reached the stop limit speed indicated by the stop condition C. If the boundary of the dangerous traveling area has not been reached (NO in S24), the control unit 31 continues the processing from step S21. Accordingly, since the deceleration control process is performed every time the control cycle elapses, the target speed Vs and the stepped target speed Vr are gradually changed, and smooth deceleration control can be realized.

  When the boundary of the dangerous traveling area is reached (YES in S24), the control unit 31 maintains the speed at the speed when the boundary of the dangerous traveling area is reached, that is, the stop limit speed (S25). As a result, after reaching the boundary of the dangerous traveling area, the speed is kept constant so that the vehicle can maintain the state of the host vehicle at the boundary of the dangerous traveling area. As a result, it is possible to prevent the danger that the following vehicle collides with the own vehicle or overtakes the own vehicle.

  The control unit 31 determines whether or not a predetermined time has elapsed since the start of the yellow signal (S26). In this case, the predetermined time is a time delay until the driver steps on the brake when the driver switches to the yellow signal, and is, for example, a value of about 0.5 seconds. If the predetermined time has not elapsed (NO in S26), the control unit 31 continues the process from step S25 and continues to travel at a constant speed until the predetermined time elapses.

When the predetermined time has elapsed (YES in S26), the control unit 31 performs deceleration control with standard deceleration (S27). The standard deceleration g can be set to 3 m / s ² , for example. Thereby, the speed of the host vehicle can be decelerated by moving on the curve indicating the speed of the vehicle that can stop at the stop line and the limit of the distance to the stop line.

  Based on the captured image, the control unit 31 determines whether or not a stop line has been detected (S28). If no stop line has been detected (NO in S28), the processing from step S27 is continued. When the stop line is detected (YES in S28), the control unit 31 calculates the distance to the stop line, corrects the distance to the stop line, controls the speed by fine adjustment control (S29), and stops the vehicle. (S30), the automatic speed control mode is canceled, the fact is notified (S31), and the process is terminated. In the fine adjustment control, the position of the stop line is detected every moment, the distance to the stop line is calculated, and the speed is gradually changed based on the distance to the stop line. Thereby, the speed of the vehicle can be finely adjusted, and the vehicle can be reliably stopped on the stop line.

  When the vehicle does not enter the dangerous driving area (NO in S18), the control unit 31 determines whether the own vehicle is in the intersection stop area and the own vehicle enters the area near the dangerous driving area (the dangerous driving vicinity area). (S32), when the vehicle enters the dangerous driving vicinity region (YES in S32), determines whether the speed control is performed by deceleration or acceleration (S33), and when performing deceleration (deceleration in S33), It is notified that the stop line should be stopped (S34), and the process is terminated. When the vehicle does not enter the dangerous travel vicinity region (NO in S32), the control unit 31 ends the process.

  When controlling by acceleration (acceleration by S33), the control part 31 performs acceleration control (S35), and complete | finishes a process. In this case, the acceleration control process can be performed after step S60 of the process shown in FIG.

  When performing control by acceleration (acceleration at S19), the control unit 31 performs acceleration control (S36) and ends the process. In this case, the acceleration control process can be performed after step S49 of the process shown in FIG.

  If it is not the automatic operation start timing (NO in S16), the control unit 31 determines whether or not the stop line has been passed (S37). If the stop line has not been passed (NO in S37), step S13 and subsequent steps are performed. If the process is continued and the stop line is passed (YES in S37), the processes after step S11 are continued.

  FIG. 7 is an explanatory diagram showing the concept of the dangerous driving vicinity region. In the figure, the horizontal axis indicates the distance from the stop line, and the vertical axis indicates the speed of the vehicle. The dangerous driving area is the same as that in FIG. The dangerous driving vicinity area is an intersection stop area that is an area close to the dangerous driving area, and an intersection passing area, and FIG. 7 shows an example in which an area that is close to the dangerous driving area is included. Yes.

  That is, the determination as to whether or not the vehicle is in the dangerous driving vicinity region is based on, for example, the degree of proximity between the host vehicle state specified by the distance and speed to the intersection at the start of the yellow signal and the stop condition C or the entry condition L. Can be determined. In this case, the degree of closeness is an index for evaluating the degree of deviation from the stop condition or the entry condition using a distance, a path of coordinate intercept, cluster classification, and the like. As a result, even when the host vehicle is not in a dangerous driving state, it is possible to prevent a situation in which the host vehicle enters a dangerous driving state due to a driver's operation error.

  FIG. 8 is an explanatory diagram showing an example of a travel locus when the deceleration control is performed while avoiding the dangerous travel region. In the figure, the upper part shows the relationship between the distance to the stop line of the host vehicle and the speed, and the lower part shows the relationship between the distance to the stop line and the signal change. From the stop line to the position of 200 m is a manual operation region in which the driver performs manual operation. At a position 200 m from the stop line, the in-vehicle device 30 determines whether or not the host vehicle enters the dangerous travel area and performs automatic driving control. The automatic operation start timing is not limited to this.

  When it is determined that the host vehicle is in the dangerous traveling area, automatic speed control by the in-vehicle device 30 is performed from this point, and it first becomes an avoidance control area in which control for avoiding the dangerous traveling area is performed. When the dangerous traveling area is a dilemma area, the in-vehicle device 30 performs deceleration control with a moderate deceleration so that the speed of the host vehicle reaches a stop limit speed (target speed) that satisfies the stop condition C. After reaching the target speed, the speed is maintained and constant speed control is performed until the yellow signal starts.

  In the automatic speed control, after the start of the yellow signal, it is a standard deceleration control region in which the host vehicle is decelerated and controlled with standard deceleration. That is, the in-vehicle device 30 performs the deceleration control at the standard deceleration from the yellow signal start time (yellow signal start position). When the stop line is detected by the video camera 40, the area thereafter becomes a fine adjustment area in which the speed is controlled by fine adjustment control while correcting the distance to the stop line. In the fine adjustment control, the position of the stop line is detected every moment, the distance to the stop line is calculated, and the speed is gradually changed based on the distance to the stop line. Thereby, as shown by the curve p in the figure, the host vehicle can be stopped safely and reliably on the stop line. In the figure, a straight line m and a curved line n indicated by broken lines are travel loci when the avoidance control is not performed. The straight line m is a traveling locus when traveling at the intersection as it is, and does not reach the stop line at the end of the yellow signal, and passes through the intersection with a red signal. Further, the curve n tries to stop at the standard deceleration after the yellow signal, but cannot stop at the stop line.

  The avoidance control for escaping from the dangerous traveling area is not limited to the above example, and various methods can be taken. For example, in the avoidance control region, the vehicle can be decelerated at a constant deceleration from the current speed, and the stop condition C can be satisfied at the yellow signal start time.

  That is, the target speed Vs may be on the straight line indicated by the entry condition L or the curve indicated by the stop condition C shown in FIG. 3, for example, the intersection of the straight line indicated by the entry condition L and the curve indicated by the stop condition C. Or the target speed Vs can be obtained as follows.

  FIG. 9 is an explanatory diagram showing an example of the target speed on the curve indicated by the stop condition C. In FIG. 9, X1y is the position at the start of the yellow signal when traveling at the speed V from the current position X, and X2y is the position at the start of the yellow signal when traveling at the speed Vs from the current position X. Xy is a position when the target speed Vs on the stop condition C is reached at the start of the yellow signal (point P ′ in the figure). Here, Xy = (X1y + X2y) / 2. A method for reaching the target speed Vs at the start of the yellow signal will be described below. For example, when the vehicle decelerates from the current speed V at a constant deceleration β and reaches the target speed Vs on the stop condition C after time t until the start of the yellow signal, Expression (9) is established.

  In this case, the yellow signal start position Xy satisfies Expression (10). Moreover, since the state (Xy, Vs) of the own vehicle at the yellow signal start time needs to be on the curve represented by the stop condition C, Expression (11) is established. Here, g is a standard deceleration of the vehicle, and α is a time delay until the driver steps on the brake after the yellow signal.

  Since X, V, t, α, and g are known, equation (12) can be obtained from equations (9) to (11) using β as a variable, and β can be calculated by equation (13). By substituting this into equation (9), the target speed Vs can be calculated, and further, the position Xy at that time can be calculated from equation (10). The calculated target speed Vs and position Xy are the target speed Vs and position Xy in FIG. Note that the start timing of the avoidance control can be set so that the deceleration β becomes a sufficiently small value, so that the deceleration speed is gradually reduced to the target speed Vs until the yellow signal start time.

  FIG. 10 is an explanatory diagram illustrating another example of a travel locus when stop control is performed while avoiding a dangerous travel region. As shown in FIG. 10, in the avoidance control region, the in-vehicle device 30 performs deceleration control at a constant deceleration from the position 200 m away from the stop line to the yellow signal start position (time). For example, it is possible to decelerate at a constant deceleration β from the current speed V and reach the target speed Vs on the stop condition C after a time t until the start of the yellow signal.

  Further, in this case, of the time t until the yellow signal start time, the vehicle is decelerated at a predetermined deceleration β for the first time t1, and the remaining time (t−t1) is controlled at a constant speed, and the yellow signal starts. The stop condition C can be satisfied at the time.

  In this case, t1, Xy, and Vs can be obtained from these and equation (11) using equations (14) and (15) instead of equations (9) and (10).

  FIG. 11 is an explanatory diagram illustrating another example of a travel locus when stop control is performed while avoiding a dangerous travel region. As shown in FIG. 11, in the avoidance control region, the in-vehicle device 30 travels at a constant speed without changing the speed only for the first time t1 in the time t until the yellow signal start time, and thereafter, the predetermined deceleration β The vehicle is decelerated and the stop condition C is satisfied at the yellow signal start time. In this case, equations (16) and (17) are used instead of equations (9) and (10).

  In the above example, the standard deceleration g can be determined based on road information including a road gradient. For example, when the road gradient is 0, Equation (5) is used, and when considering the road gradient, Equation (18) and Equation (19) may be used instead of Equation (5). Here, g is a standard deceleration, h is a gradient coefficient that is a unique constant for each vehicle type, and γ is a gradient (unit is degrees, climb is positive).

  Further, the corrected standard deceleration g ′ can be used based on the road surface condition and the tire condition. Here, g ′ = g × (μ + 1), μ is a friction coefficient. FIG. 12 is an explanatory diagram showing an example of the friction coefficient. The road information can be acquired from the outside such as the optical beacon 10 or may be acquired from the map database 34. In FIG. 12, the symbol “-” indicates that it does not depend on the state of the tire.

  Accordingly, for example, when the host vehicle travels on a downhill, the deceleration control amount is increased by the amount of force applied on the downward slope so that the standard deceleration is not reduced (h · tan | γ |, γ <0), When traveling on an uphill, the deceleration control amount is decreased (−h · tan | γ |, γ <0) by the amount of force applied on the ascending slope so that the standard deceleration does not become too large. Also, the standard deceleration can be changed depending on whether the road surface is dry, wet, sandy, snowy, or depending on the tire wear state. Thereby, the stop or approach of the vehicle can be controlled with higher accuracy.

  Next, a case where the host vehicle enters (passes) the stop line will be described. FIG. 13 and FIG. 14 are flowcharts showing a processing procedure when entering a stop line. The control unit 31 determines whether or not there is communication with the optical beacon 10 (S41). If there is no communication (NO in S41), the control unit 31 continues the process of step S41 and waits for communication with the optical beacon 10.

  When there is communication with the optical beacon 10 (YES in S41), the control unit 31 includes at least the communication point, the stop line, the position information of the on-road device, the yellow signal start time and the yellow signal time from the optical beacon 10. Signal information is received (S42). The distance from the stop line to the communication point and the distance from the stop line to the road device can also be acquired.

  The control unit 31 calculates the distance to the stop line (S43), determines whether or not a signal is received from the road device (S44), and if the signal is received (YES in S44), the distance to the stop line. Is corrected (S45). When the signal is not received (NO in S44), the control unit 31 performs the process of step S46 described later without performing the process of step S45.

  The control part 31 determines whether it is an automatic driving | operation start timing (S46). The automatic driving start timing includes a point at a predetermined distance (for example, 200 m) from the stop line, a point in time until switching to a yellow signal reaches a predetermined time (for example, 5 to 10 seconds), and the last road device It is possible to appropriately set the time of communication with the communication terminal 22 or the time of communication with the optical beacon 10. The automatic driving start timing can be changed according to the speed of the host vehicle.

  If it is not the automatic driving start timing (NO in S46), the control unit 31 continues the processing from step S43. When it is an automatic driving start timing (YES in S46), the control unit 31 calculates a dangerous traveling area (S47), and determines whether or not the host vehicle enters the dangerous traveling area (S48). When the host vehicle enters the dangerous driving area (YES in S48), the control unit 31 determines whether or not acceleration control is possible. When the acceleration control is possible (YES in S49), the automatic speed control mode is entered. (S50). In this case, the driver is informed that the vehicle is accelerating, but without entering the automatic speed control mode by the control unit 31, the driver is instructed to accelerate, and the driver accelerates according to the instruction. It can also be configured as follows.

  The determination of whether or not acceleration control is possible is to confirm whether or not it is safe to accelerate the host vehicle. For example, it is essential that the speed when the host vehicle is accelerated is a predetermined speed (for example, a limit speed, a speed obtained by adding a slight margin to the limit speed), and other vehicles (front Acceleration is possible when the required conditions and at least one of the selection conditions are met, with the selection condition that there is no vehicle), that there is a following vehicle behind the host vehicle, and that the traffic on the intersection road is quiet. Can be determined. The forward vehicle is, for example, a case where the speed of the host vehicle and the relative speed with the forward vehicle are detected from the ultrasonic sensor 60 or the like at a predetermined cycle, and the vehicle is accelerated to a predetermined speed based on the detected relative speed. Vehicles that exist within a range where it can be determined that there is a possibility of a collision are targeted. Whether the traffic is quiet or not is a case where the traffic volume is small. For example, the traffic volume is usually 20 to 30 cars per minute during the green hour, and 15 cars per minute. Considering the saturation flow rate at each point, such as when there are fewer, it is judged that it is quiet. The regulated speed may be acquired from the map database 34 or may be acquired from the outside such as the optical beacon 10. In addition, the situation of other vehicles around the host vehicle can be acquired from the ultrasonic sensor 60, and traffic information of the intersection can be acquired from the external optical beacon 10 or another communication device 70 described later. .

  The control unit 31 calculates the target speed and the stepwise target speed (S51). The target speed is a speed that is reached in order to accelerate (accelerate) the host vehicle with a moderate acceleration and avoid (escape) from the dangerous traveling area. The target speed can be calculated as follows. For example, when it is determined that there is a possibility that the host vehicle may enter the dilemma area, an approach limit speed that satisfies the approach condition L is set as the target speed. If it is determined that the host vehicle may enter the option area, the target stop speed is a stop limit speed that satisfies the stop condition C.

  When the difference between the current speed of the host vehicle and the target speed Vs is large, the stepped target speed Vr has a large speed change, so that the current speed of the host vehicle is prevented in order to prevent a situation in which gradual acceleration cannot be performed. This is a provisional target value between V and the target speed Vs, and is calculated each time a predetermined time (control cycle, for example, 0.05 to 1 second) elapses.

  The stepwise target speed Vr can be calculated so as to reduce the speed change during the control period when acceleration is performed. For example, when the current speed V is smaller than the target speed Vs, the difference is accelerated by a value ΔV = (Vs−V) / n, and the target speed Vs is followed so that the speed change becomes minute. Can be made. In this case, the stepwise target speed Vr is Vr = V + Δv = V + (Vs−V) / n. In this way, by adjusting Δv, the host vehicle can be accelerated at a moderate acceleration so as not to feel the acceleration of the host vehicle.

  Further, as a method of calculating the stepwise target speed Vr, using a predetermined threshold β (for example, β = 1 km / h), when Vs−V ≧ β, Vr = V + β, and when Vs−V <β, It can also be obtained as Vr = Vs.

  The control unit 31 performs acceleration control at a moderate acceleration so as to approach the calculated target speed Vs or the stepped target speed Vr (S52), and determines whether or not the control cycle has passed (S53). If the control period has not elapsed (NO in S53), the process of step S53 is continued, and acceleration control is continued until the control period elapses.

  When the control cycle has elapsed (YES in S53), the control unit 31 determines whether or not the boundary of the dangerous traveling area has been reached (S54). For example, when the dangerous traveling area is a dilemma area, the determination is made based on whether or not the speed of the host vehicle has reached the approach limit speed indicated by the entry condition L. When the boundary of the dangerous traveling area has not been reached (NO in S54), the control unit 31 continues the processing from step S51. Accordingly, since the acceleration control process is performed every time the control cycle elapses, the target speed Vs and the stepped target speed Vr gradually change, and smooth acceleration control can be realized.

  If the boundary of the dangerous traveling area is reached (YES in S54), the control unit 31 maintains the speed at the speed at which the boundary of the dangerous traveling area is reached, that is, the approach limit speed (S55). As a result, after reaching the boundary of the dangerous traveling area, the speed is kept constant so that the vehicle can maintain the state of the host vehicle at the boundary of the dangerous traveling area.

  Based on the captured image, the control unit 31 determines whether or not a stop line has been detected (S56). If no stop line has been detected (NO in S56), the processing from step S55 is continued. When the stop line is detected (YES in S56), the control unit 31 corrects the distance to the stop line, finely adjusts the speed in consideration of the end point of the yellow signal (S57), and passes the stop line. It is determined whether or not (S58). If the stop line has not been passed (NO in S58), the control unit 31 continues the process from step S57. If the stop line is passed (YES in S58), the control unit 31 cancels the automatic speed control mode, notifies that (S59), and ends the process. If acceleration control is not possible (NO in S49), the control unit 31 ends the process.

  On the other hand, when the own vehicle does not enter the dangerous driving area (NO in S48), the control unit 31 sets the own vehicle in the intersection passing area and the own vehicle is in the vicinity area of the dangerous driving area (the dangerous driving vicinity area). It is determined whether or not to enter (S60), and when entering the dangerous driving vicinity region (YES in S60), it is notified that the stop line should be passed (S61), and the process ends. When the vehicle does not enter the dangerous travel vicinity region (NO in S60), the control unit 31 ends the process.

  FIG. 15 is an explanatory diagram illustrating an example of a travel locus when acceleration control is performed while avoiding a dangerous travel region. In the figure, the upper part shows the relationship between the distance to the stop line of the host vehicle and the speed, and the lower part shows the relationship between the distance to the stop line and the signal change. From the stop line to the position of 200 m is a manual operation region in which the driver performs manual operation. At a position 200 m from the stop line, the in-vehicle device 30 determines whether or not the host vehicle enters the dangerous travel area and performs automatic driving control. The automatic operation start timing is not limited to this.

  When it is determined that the host vehicle is in the dangerous traveling area, the in-vehicle device 30 becomes an avoidance control area in which automatic speed control is performed and control for avoiding the dangerous traveling area is performed from this point. When the dangerous traveling region is a dilemma region, the in-vehicle device 30 performs acceleration control at a moderate acceleration so that the speed of the host vehicle reaches an approach limit speed (target speed) that satisfies the approach condition L. After reaching the target speed, the speed is maintained and constant speed control is performed until the yellow signal starts.

  After the yellow signal starts, the speed is maintained and the stop line is passed at a constant speed. The in-vehicle device 30 finely adjusts the speed while correcting the distance to the stop line after the video camera 40 detects the stop line, and the host vehicle enters (passes through) the stop line when the yellow signal ends. ) To control. As a result, as shown by the curve p in the figure, the host vehicle can pass the stop line safely and reliably at the end of the yellow signal. In addition, the straight line m and the curve n displayed with a broken line are driving | running | working locus | trajectories when avoidance control is not performed. The straight line m is a traveling locus when traveling at the intersection as it is, and does not reach the stop line at the end of the yellow signal, and passes through the intersection with a red signal. Further, the curve n tries to stop at the standard deceleration after the yellow signal, but cannot stop at the stop line.

  FIG. 16 is a schematic diagram showing another example of the outline of the vehicle driving support system according to the present invention. As shown in FIG. 16, it is also possible to install only the optical beacon 10 without installing the road devices 21 and 22. In this case, the optical beacon 10 can be provided at a position about 200 m to 1000 m upstream of the stop line. Also in this case, a radio wave beacon, DSRC, or the like can be used instead of the optical beacon 10.

  FIG. 17 is a schematic diagram showing another example of the outline of the vehicle driving support system according to the present invention. It is a schematic diagram which shows the other example of the outline | summary of a vehicle position detection system. As shown in FIG. 17, a communication device 70 is provided in addition to the optical beacon 10 and the road devices 21 and 22. The communication device 70 has a mid-range communication function such as a wireless LAN, and transmits signal information over a wide range. Note that the communication device 70 may use a device that performs processing such as signal control, traffic information collection, and traffic information provision. The communication device 70 is not limited to mid-range communication, and may be a device having a wide-area communication function such as FM broadcast, mobile phone, and Internet communication.

  Next, a specific example of speed control for avoiding the dangerous traveling area will be described. First, the deceleration control in the case of stopping at the stop line first will be described. In addition, it is assumed that the host vehicle is traveling at the same speed as the speed limit. The position of the optical beacon 10 upstream of the intersection is assumed to be a point 1000 m from the stop line. It is assumed that the vehicle switches to a yellow signal after 52 seconds based on signal information acquired by communicating with the optical beacon 10. Thereafter, at a point 200 m before the stop line, the speed of the host vehicle is 18 m / s, and there are 8 seconds until the yellow signal start time.

It is assumed that automatic speed control is started from this point. When the host vehicle travels at this speed, the yellow signal start time is 56 m from the stop line. In the above equation (4), it can be calculated from X = 200 m, V = 18 m / s, and t = 8 s. When the standard deceleration g is 3 m / s ² , the brake time delay α is 0.5 s, and the yellow signal time Ty is 3 s, the above formulas (5) and (6) are not established and it is determined that the vehicle enters the dilemma area. Is done.

In order to avoid this entry into the dilemma area, it is assumed here that the vehicle decelerates and stops at the stop line at the intersection. From the above equation (7), Vs = 17.5 m / s. Furthermore, in the above formula of Vr = V−Δv = V− (V−Vs) / n, when n = 1, Vr = 17.5 m / s. Now, when the unit time of the control is set to 1 second and the speed control of the host vehicle is started, the speed changes from 18 m / s to 17.5 m / s after 1 second due to a control delay or the like. Suppose that it becomes 75 m / s. In the determination after 1 second, X = 200-17.75 = 182.25 m, t = 7 s, V = 17.5 m / s, Xy = 59.75 m, V ² = 306.25 m ² / s ² , 2g (Xy−αV) = 306 m ² / s ² , and it can be seen that the state of the host vehicle is substantially on the curve represented by the stop condition C.

Further, similar processing is repeated in the next control cycle. When the target speed Vs is calculated again by the equation (7) as the target speed of the next control cycle, Vs = 17.497 m / s. In this case, X = 182.25 m and t = 7 s are used. Further, in the above formula Vr = V−Δv = V− (V−Vs) / n, when n = 1, Vr = 17.497 m / s. Thus, when the vehicle speed control is performed, in the determination after 1 second, X = 182.25-17.497 = 164.753 m, t = 6 s, V = 17.497 m / s, Xy = 59.77 m, It can be seen that V ² = 306.14 m ² / s ² , while 2 g (Xy−αV) = 306.13 m ² / s ² , which is completely on the curve of the stop condition C.

  Therefore, after this, if the speed V is maintained and the deceleration is controlled with the standard deceleration 0.5 seconds after adding the time delay from the time when the signal turns yellow, the vehicle stops on the stop line. Can be made. In this way, by determining the necessity of avoiding the dangerous traveling area at a required point upstream of the stop line and controlling the speed, the pole is only 0.5 m / s, that is, 1.8 km / s. It is possible to avoid the entry into the dilemma area naturally without decelerating by a slight speed change and noticing the subsequent vehicle of the deceleration.

  Next, a case where the host vehicle is traveling at a high speed exceeding the speed limit will be described. A particular problem with safe driving support is when the vehicle is traveling at high speeds, such as when it is quiet at night. In such a case, the dangerous driving area widens, and the difference between the target speed and the speed of the host vehicle. As in the present invention, speed control with a margin at the upstream point of the stop line is important.

Assume that the speed of the host vehicle is 30 m / s, the position is 200 m before the stop line, and the remaining time until the yellow signal start time is 3 seconds. When the host vehicle travels at this speed, the yellow signal start time is 110 m from the stop line. In the above equation (4), calculation is possible from X = 200 m, V = 30 m / s, and t = 3 s. When the standard deceleration g is 3 m / s ² , the brake time delay α is 0.5 s, and the yellow signal time Ty is 3 s, it is determined that the above formulas (5) and (6) are not established, and the vehicle enters the dilemma area. Is done.

  In order to avoid this entry into the dilemma area, it is assumed here that the vehicle decelerates and stops at the stop line at the intersection. From the above equation (7), Vs = 25.70 m / s. Furthermore, in the above-described equation Vr = V−Δv = V− (V−Vs) / n, when n = 1, Vr = 25.7 m / s. Now, when the unit time of control is set to 1 second and the speed control of the host vehicle is started, the speed changes from 30 m / s to 25.7 m / s (change of about 15 km / h) after 1 second due to a control delay or the like. It will be a sudden deceleration. Further, if n is increased in order to reduce this speed change, the time until the yellow signal becomes short and the time runs out. Therefore, when the speed of the host vehicle is high, the control from 200 m before the stop line is too slow, and it is necessary to change the start timing of the speed control according to the speed.

Considering the above, it is assumed that the speed control start position is 300 m before the stop line, the speed of the host vehicle is 30 m / s, and the time until the yellow signal start time is 5 seconds. When the vehicle travels at this speed, the yellow signal start time is 150 m from the stop line. In the above formula (4), calculation is possible from X = 200 m, V = 30 m / s, and t = 5 s. When the standard deceleration g is 3 m / s ² , the brake time delay α is 0.5 s, and the yellow signal time Ty is 3 s, it is determined that the above formulas (5) and (6) are not established, and the vehicle enters the dilemma area. Is done.

In order to avoid this entry into the dilemma area, it is assumed here that the vehicle decelerates and stops at the stop line at the intersection. From the above equation (7), Vs = 29.02 m / s. Furthermore, in the above-described equation Vr = V−Δv = V− (V−Vs) / n, when n = 1, Vr = 29 m / s. Now, when the unit time of the control is set to 1 second and the speed control of the host vehicle is started, the speed changes from 30 m / s to 29 m / s after 1 second due to a control delay or the like, and the average speed during this period is 29.5 m. / S. In the determination after 1 second, X = 300-29.5 = 270.5 m, t = 4 s, V = 29 m / s, Xy = 154.5 m, V ² = 841 m ² / s ² , while 2 g (Xy −αV) = 840 m ² / s ² , and it can be seen that the state of the host vehicle is substantially on the curve represented by the stop condition C.

Further, similar processing is repeated in the next control cycle. When the target speed Vs is calculated again by the equation (7) as the target speed of the next control cycle, Vs = 28.99 m / s. In this case, X = 270.5 m and t = 4 s are used. Furthermore, in the above-described equation Vr = V−Δv = V− (V−Vs) / n, when n = 1, Vr = 28.99 m / s. Thus, when the vehicle speed control is performed, in the determination after 1 second, X = 270.5−28.995 = 241.51 m, t = 3 s, V = 28.99 m / s, Xy = 154.54 m, It can be seen that V ² = 840.42 m ² / s ² , while 2 g (Xy−αV) = 840.27 m ² / s ² .

  From the above, even when driving at high speed, the speed is controlled at 300 m in front of the stop line sufficiently, and the vehicle is decelerated with a small speed change of only 1 m / s, that is, 3.6 km / h, per second. Thus, the entry into the dilemma area can be naturally avoided without the subsequent vehicle noticing the speed reduction. In order to perform deceleration control with a further small speed change, n in the above equation should be increased in consideration of the signal switching time, or speed control is started at a point further upstream 300 m before the stop line. do it.

  Next, a case where a stop line is passed will be described. It is assumed that the host vehicle is traveling at the same speed as the speed limit. Assume that at a point 200 m before the stop line, the speed of the host vehicle is 18 m / s and there are 8 seconds until the yellow signal start time. Further, in order to avoid entry into the dilemma area, it is assumed here that the vehicle is accelerated and passes through the stop line at the intersection.

  From the above equation (8), Vs = 18.18 m / s. Furthermore, when n = 1 in the above-described equation Vr = V + Δv = V + (Vs−V) / n, Vr = 18.18 m / s. If the unit time of the control is set to 1 second and the speed control of the host vehicle is started, the speed changes from 18 m / s to 18.18 m / s after 1 second due to a control delay or the like. .Sup.09 m / s. In the determination after 1 second, X = 200-18.09 = 181.91 m, t = 7 s, V = 18.18 m / s, Xy = 54.65 m, vTy = 54.54 m, Xy = 54.65 m, It can be seen that the state of the host vehicle is substantially on a straight line represented by the entry condition L.

  Further, similar processing is repeated in the next control cycle. When the target speed Vs is calculated again by the equation (8) as the target speed of the next control cycle, Vs = 18.19 m / s. In this case, X = 181.91 m and t = 7 s are used. Furthermore, when n = 1 in the above-described equation Vr = V + Δv = V + (Vs−V) / n, Vr = 18.19 m / s. Thus, when the vehicle speed control is performed, the speed changes from 18.18 m / s to 18.19 m / s after one second due to a control delay or the like, and the average speed during this period becomes 18.185 m / s. In the determination after 1 second, X = 181.91-18.185 = 163.73 m, t = 6 s, V = 18.19 m / s, Xy = 54.59 m, vTy = 54.57 m, Xy = 54. 59 m, which is completely on the straight line of the entry condition L.

  Therefore, after that, if the above-mentioned speed V is maintained and the vehicle travels at the same speed even if the signal turns yellow, the stop line at the intersection can be passed before the signal turns red. By determining and controlling the speed sufficiently before the intersection, entry into the dilemma area can be avoided with a very slight speed change of only 0.18 m / s (0.6 km / h) per second. it can.

  In the above example, the control cycle is set to 1 second in order to simplify the calculation. However, in practice, it can be set to about 0.05 to 1 second. Further, the above-described processing can be repeated each time the vehicle moves a distance corresponding to the distance that the vehicle moves during the control cycle. Although not described in the above example for the sake of simplicity of explanation, when the target speed is once reached by the avoidance control and deviated from the dangerous traveling area, if the dangerous traveling area is entered again for some reason, It is necessary to set the target speed again and perform avoidance control. In the above example, the intersection stop and the intersection passage are described separately for ease of explanation. However, in actuality, before entering the avoidance control, the acceleration condition and the like are determined and which one is selected. It will be decided whether to do. If the acceleration condition is not satisfied, the intersection stop control may be performed.

  As described above, in the present invention, when the vehicle is stopped at an intersection in order to avoid a dangerous driving state, the vehicle can be decelerated at a gradual deceleration, and the stop line can be used safely and safely. The vehicle can be stopped reliably. Further, when the vehicle enters the intersection (when the vehicle passes through the intersection), the vehicle can be safely accelerated at a moderate acceleration.

  In the above-described embodiment, the stop condition C and the entry condition L are used in order to avoid the dangerous driving area. However, the present invention is not limited to this, so that the dangerous driving area can be avoided with a margin. It is also possible to preliminarily set the dangerous traveling area. For example, the yellow signal time Ty can be intentionally reduced. Further, the dangerous traveling region can be set wider by apparently changing the yellow signal start time or the yellow signal end time. Also, instead of using the critical speed stop limit speed or approach limit speed (boundary speed) itself as the target speed, for example, the limit speed was calculated by multiplying the speed limit by a predetermined constant, for example. Numerical values can also be used. Furthermore, the above-mentioned dangerous traveling area may be determined in advance for the speed range to be targeted, may be targeted only for the dilemma area, or may be targeted only for the optional area.

  In the above-described embodiment, the automatic speed control mode is set until the vehicle stops at the stop line or passes through the stop line after it is determined that the host vehicle may enter the dangerous driving area. It is also possible to end the automatic speed control mode when reaching the boundary line of the dangerous driving area and then switch to manual driving by the driver.

  The disclosed embodiments are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a schematic diagram showing an outline of a vehicle driving support system according to the present invention. It is a block diagram which shows the structure of a vehicle-mounted apparatus. It is explanatory drawing which shows the concept of a dangerous driving | running | working area | region. It is a flowchart which shows the process sequence in the case of making it stop at a stop line. It is a flowchart which shows the process sequence in the case of making it stop at a stop line. It is a flowchart which shows the process sequence in the case of making it stop at a stop line. It is explanatory drawing which shows the concept of dangerous driving | running | working vicinity area | region. It is explanatory drawing which shows an example of a driving | running locus | trajectory in the case of carrying out deceleration control avoiding a dangerous driving | running | working area | region. It is explanatory drawing which shows the example of the target speed on the curve shown by the stop condition C. FIG. It is explanatory drawing which shows the other example of a driving | running locus | trajectory in the case of carrying out stop control avoiding a dangerous driving | running | working area | region. It is explanatory drawing which shows the other example of a driving | running locus | trajectory in the case of carrying out stop control avoiding a dangerous driving | running | working area | region. It is explanatory drawing which shows an example of a friction coefficient. It is a flowchart which shows the process sequence in making it approach to a stop line. It is a flowchart which shows the process sequence in making it approach to a stop line. It is explanatory drawing which shows an example of a driving | running locus | trajectory in the case of carrying out acceleration control avoiding a dangerous driving | running | working area | region. It is a schematic diagram which shows the other example of the outline | summary of the vehicle driving assistance system which concerns on this invention. It is a schematic diagram which shows the other example of the outline | summary of the vehicle driving assistance system which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Optical beacon 21, 22 Road apparatus 30 Car-mounted apparatus 31 Control part 32 Communication part 33 Positioning part 34 Map database 35 Display part 36 Image processing part 37 Operation part 38 Storage part 39 Notification part 40 Video camera 50 Vehicle control part 60 Ultrasonic sensor
70 Communication device

Claims (12)

A transmission device that transmits signal information including a yellow signal start time and a yellow signal time of a traffic light installed at an intersection, and a driving support device that receives the signal information transmitted by the transmission device and supports safe driving of the vehicle. In a vehicle driving support system comprising:
The driving support device includes:
Speed acquisition means for acquiring speed information of the host vehicle;
Distance information acquisition means for acquiring information about the distance between the host vehicle and the intersection;
Based on the distance to the intersection, the speed of the host vehicle, signal information, and a predetermined standard deceleration, the travel determined by the stop condition for the host vehicle to stop before the intersection and the entry condition for entering the intersection Determining means for determining whether or not a state is present;
An output means for outputting information for accelerating or decelerating the host vehicle when the judging means judges that the vehicle is in the running state. The output means includes
The information for decelerating the host vehicle at the standard deceleration is further output after the yellow signal start time when the information for decelerating the host vehicle is output. The vehicle driving support system described in 1. The driving support device includes:
A stop limit speed calculating means for calculating a stop limit speed at which the host vehicle can stop before an intersection every time a predetermined time passes or moves a predetermined distance;
An approach limit speed calculating means for calculating an approach limit speed at which the host vehicle can enter an intersection every time the predetermined time elapses or moves a predetermined distance;
Control means for controlling the acceleration / deceleration of the host vehicle based on the speed of the host vehicle and the stop limit speed or the approach limit speed when the determination unit determines that the vehicle is in the running state. The vehicle driving support system according to claim 1 or 2. The driving support device includes:
A stop limit speed calculating means for calculating a stop limit speed at which the host vehicle can stop before an intersection every time a predetermined time passes or moves a predetermined distance;
An approach limit speed calculating means for calculating an approach limit speed at which the host vehicle can enter an intersection every time the predetermined time elapses or moves a predetermined distance;
A target speed calculation means for calculating a target speed every time the predetermined time elapses or the predetermined distance moves based on the speed of the host vehicle and the stop limit speed or approach limit speed;
The control means for controlling the acceleration / deceleration of the host vehicle according to the difference between the speed of the host vehicle and the target speed when the determining unit determines that the vehicle is in the running state. The vehicle driving support system according to claim 2. The driving support device includes:
Road information acquisition means for acquiring road information including a road gradient;
The vehicle driving support system according to any one of claims 1 to 4, further comprising: a determining unit that determines the standard deceleration based on road information acquired by the road information acquiring unit. The driving support device includes:
Surrounding vehicle determination means for determining the presence or absence of a surrounding vehicle;
Traffic information acquisition means for acquiring traffic information relating to traffic at the intersection,
The output means includes
Satisfying the condition that the speed when the host vehicle is accelerated is equal to or less than a predetermined speed, and that there is no preceding vehicle, that there is a following vehicle, and that traffic on the intersection road at the intersection is at least quiet. 2. The vehicle driving support system according to claim 1, wherein when one condition is satisfied, information for accelerating the host vehicle is output.   The vehicle driving support system according to claim 1, further comprising a control unit that controls acceleration / deceleration of the host vehicle based on information output by the output unit.   The vehicle driving support system according to any one of claims 1 to 7, further comprising notification means for notifying acceleration / deceleration of the host vehicle based on information output by the output means. Based on the distance to the intersection, the speed of the host vehicle, and signal information, it is provided with proximity determining means for determining whether or not the vehicle is in the vicinity of the traveling state,
The notification means includes
9. The system according to claim 8, wherein when the proximity determination unit determines that the vehicle is in the vicinity of the traveling state, a notification that the vehicle stops before the intersection or enters the intersection is provided. Vehicle driving support system. In the driving support device for supporting the safe driving of the vehicle by receiving the signal information including the yellow signal start time and the yellow signal time of the traffic light installed at the intersection,
Speed acquisition means for acquiring speed information of the host vehicle;
Distance information acquisition means for acquiring information about the distance between the host vehicle and the intersection;
Based on the distance to the intersection, the speed of the host vehicle, signal information, and a predetermined standard deceleration, the travel determined by the stop condition for the host vehicle to stop before the intersection and the entry condition for entering the intersection Determining means for determining whether or not a state is present;
An output means for outputting information for accelerating / decelerating the host vehicle when the judging means judges that the vehicle is in the running state.   A vehicle equipped with the driving support device according to claim 10. In a vehicle driving support method for supporting safe driving of a vehicle by receiving signal information including a yellow signal start time and a yellow signal time of a traffic light installed at an intersection with a driving support device,
The driving support device includes:
Get speed information of your vehicle,
Get information about the distance between your vehicle and the intersection,
Based on the distance to the intersection, the speed of the host vehicle, signal information, and a predetermined standard deceleration, the travel determined by the stop condition for the host vehicle to stop before the intersection and the entry condition for entering the intersection Determine if it is in a state,
When it determines with it being in the said driving | running | working state, the information for accelerating / decelerating the own vehicle is output, The vehicle driving assistance method characterized by the above-mentioned.

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