JP2016207018A - Travel support method, program, and travel support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform proper travel support in accordance with the lighting state of a traffic signal while preventing an increase in costs required for a device configuration.SOLUTION: A travel support method to be executed by a travel support device 10 including; a three-dimensional acceleration sensor 14; an information provision control part 28; and a display device 16 includes: a congestion sign information acquisition step in which the travel support device 10 acquires congestion sign information based on a change in acceleration acquired by the three-dimensional acceleration sensor 14; a lighting model acquisition step in which the travel support device 10 acquires a virtually estimated traffic signal lighting model in a predetermined travel section on the basis of the congestion sign information of the other travel support device 10 in the predetermined travel section; and an information presentation step in which the information provision control part 28 presents travel support information on the basis of the position of the traffic signal in the lighting state of a travel prohibition light color estimated on the basis of the position distribution of the travel support device 10 with a high degree of congestion sign.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a driving support method, a program, and a driving support device.

  Conventionally, travel information in which traffic signals are lit at different times through communication with roadside units and communication with other vehicles, and a signal cycle estimated based on the lighting state information is shared by the host vehicle and other vehicles. Support devices are known (see, for example, Patent Document 1).

JP 2009-217729 A

  By the way, according to the driving support device according to the above-described prior art, it is necessary to acquire information of traffic signals from the roadside machine, and the vehicle is onboard that can communicate with the roadside machine and the roadside machine as dedicated equipment for performing road-to-vehicle communication A problem arises in that it is necessary to additionally provide a communication device, and the cost required for the system configuration increases.

  The present invention has been made in view of the above circumstances, and a travel support method, a program, and a travel capable of performing appropriate travel support according to the lighting state of a traffic signal while preventing an increase in the cost required for the device configuration. An object is to provide a support device.

In order to solve the above problems and achieve the object, the present invention employs the following aspects.
(1) A driving support method according to an aspect of the present invention includes an acceleration acquisition unit that acquires acceleration (for example, the three-dimensional acceleration sensor 14 in the embodiment) and an information presentation unit that displays information (for example, in the embodiment). A driving support method executed by an electronic device (for example, the driving support device 10 in the embodiment) including the information presentation control unit 28 and the display device 16), wherein the electronic device is acquired by the acceleration acquisition unit. A traffic jam sign information acquisition step (for example, step S01 to step S13 in the above-described embodiment) for acquiring traffic jam sign information based on a change in acceleration, and the electronic device performs the acceleration of the other electronic device in a predetermined travel section. Traffic signal virtually estimated in the predetermined travel section based on traffic jam sign information based on the change in acceleration acquired by the acquisition unit A lighting model acquisition step (for example, step S15 in the above-described embodiment) for acquiring a lamp model, and the information presentation unit based on a position distribution of the electronic device having a high traffic sign in the traffic signal lighting model. The travel prohibition light estimated based on the position of the traffic signal that is in the estimated lighting state of the travel prohibition light color or based on the position distribution of the electronic device having a low traffic sign in the traffic signal lighting model An information presenting step (for example, step S16 in the above-described embodiment) for presenting the driving support information based on the position where the traffic signal in the color lighting state does not exist.

(2) In the driving support method according to (1), the information presenting unit has a position of the electronic device having a high traffic sign for a predetermined period in the traffic light lighting model in the information presenting step. The travel support information may be presented based on the position of the traffic signal that is in the lighting state of the travel-prohibited lamp color estimated based on the distribution history.

(3) In the driving support method according to the above (1) or (2), the information presenting unit is configured to position the electronic device in which the traffic sign is continuously low in a predetermined traveling road range in the information presenting step. The driving support information may be presented based on a distribution history.

(4) A driving support method according to an aspect of the present invention includes an acceleration acquisition unit (for example, the three-dimensional acceleration sensor 14 in the embodiment) that acquires acceleration, and an information presentation unit (for example, in the embodiment) that presents information. Information presentation control unit 28 and display device 16), and an electronic device (for example, an embodiment) including a position information acquisition unit (for example, lighting model acquisition unit 27 in the embodiment) that acquires position information of a traffic signal based on map data A travel support method executed by the travel support device 10) in which the electronic device acquires traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit (for example, traffic jam sign information acquisition step) Steps S01 to S13) in the above-described embodiment, and the position around the traffic signal acquired by the position information acquisition unit by the electronic device A lighting model acquisition step of acquiring a lighting model of the traffic signal estimated based on traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit of the other electronic device (for example, the embodiment described above) Step S15) and the information presenting unit based on the lighting state timing of the travel-prohibited lamp color estimated based on the position distribution of the electronic device having a high traffic sign in the traffic light lighting model. Or, in the lighting model of the traffic signal, information that presents driving support information based on timing other than the lighting state of the travel-prohibited lamp color estimated based on the position distribution of the electronic device with a low sign of congestion A presentation step (for example, step S16 in the above-described embodiment).

(5) In the driving support method according to any one of (1) to (4), the information presenting unit has an expected lighting state as the driving support information in the information presenting step. At least one of the information, the information indicating the running state maintenance, and the information indicating the deceleration start support may be presented.

(6) A program according to an aspect of the present invention includes an acceleration acquisition unit that acquires acceleration (for example, the three-dimensional acceleration sensor 14 in the embodiment) and an information presentation unit that presents information (for example, information presentation in the embodiment). A traffic jam sign for acquiring traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit in a computer of an electronic device (for example, the driving support device 10 in the embodiment) including the control unit 28 and the display device 16). The acquisition step (for example, step S01 to step S13 in the above-described embodiment) and the traffic jam sign information based on the acceleration change acquired by the acceleration acquisition unit of the other electronic device in a predetermined travel section A lighting model acquisition step of acquiring a traffic signal lighting model virtually estimated in a predetermined travel section (for example, Step S15) in the above-described embodiment, and based on the position of the traffic signal that is in the lighting state of the travel-prohibited lamp color estimated based on the position distribution of the electronic device having a high traffic sign in the traffic signal lighting model. Or in the traffic signal lighting model, based on the position where there is no traffic signal in the lighting state of the travel prohibition lamp color estimated based on the position distribution of the electronic device with a low traffic sign An information presenting step (for example, step S16 in the above-described embodiment) for causing the information presenting unit to present information.

(7) In the program according to (6), the information presenting step is estimated based on a position distribution history of the electronic device having a high traffic sign for a predetermined period in the traffic light lighting model. The travel support information may be presented to the information presenting unit based on the position of the traffic signal that is in the lighting state of the travel prohibition light color.

(8) In the program according to the above (6) or (7), in the information presentation step, based on a history of position distribution of the electronic device in which the traffic sign is continuously low in a predetermined travel route range, The driving support information may be presented to the information presentation unit.

(9) A program according to an aspect of the present invention includes an acceleration acquisition unit that acquires acceleration (for example, the three-dimensional acceleration sensor 14 in the embodiment), and an information presentation unit that displays information (for example, information presentation in the embodiment). Control device 28 and display device 16), and an electronic device (for example, in the embodiment) including a position information acquisition unit (for example, lighting model acquisition unit 27 in the embodiment) that acquires the position information of the traffic signal based on the map data A traffic jam sign information acquisition step (for example, step S01 to step S13 in the above-described embodiment) for acquiring traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit in the computer of the driving support device 10) The acceleration acquisition unit of the other electronic device around the position of the traffic signal acquired by the position information acquisition unit. A lighting model acquisition step (for example, step S15 in the above-described embodiment) for acquiring a lighting model of the traffic signal estimated based on the traffic jam sign information based on the acquired change in acceleration, and lighting of the traffic signal The electronic device having a low traffic sign in the lighting model of the traffic signal based on the timing of the lighting state of the travel prohibition light color estimated based on the position distribution of the electronic device having a high traffic sign in the model An information presenting step (for example, step S16 in the above-described embodiment) for causing the information presenting unit to present travel support information based on timing other than the lighting state of the travel prohibition lamp color estimated based on the position distribution of the device. ) And.

(10) In the program according to any one of (6) to (9), in the information presentation step, information on an expected lighting state and information indicating maintenance of driving state are used as the driving support information. , And at least one of information indicating deceleration start support may be presented to the information presentation unit.

(11) A travel support apparatus according to an aspect of the present invention includes an acceleration acquisition unit that acquires acceleration (for example, the three-dimensional acceleration sensor 14 in the embodiment) and an information presentation unit that presents information (for example, in the embodiment). Information presentation control unit 28 and display device 16), and a traffic jam sign information acquisition unit that acquires traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit (for example, traffic jam prediction unit 26 in the embodiment) And a lighting model acquisition unit that acquires a traffic signal lighting model virtually estimated in the predetermined traveling section based on traffic jam sign information based on the change in acceleration acquired by the other acceleration acquisition unit in the predetermined traveling section (For example, the lighting model acquisition unit 27 in the embodiment), and the information presentation unit has a high traffic sign in the traffic light lighting model The position of the acceleration acquisition unit having a low traffic sign in the traffic signal lighting model based on the position of the traffic signal that is in the lighting state of the travel prohibition light color estimated based on the position distribution of the acceleration acquisition unit The driving support information is presented based on a position where there is no traffic signal in the lighting state of the travel-prohibited lamp color estimated based on the distribution.

(12) In the driving support device according to (11), the information presentation unit is based on a history of position distribution of the acceleration acquisition unit having a high traffic sign for a predetermined period in the traffic light lighting model. The travel support information may be presented on the basis of the position of the traffic signal that is in the lighting state of the travel prohibition light color estimated in the above.

(13) In the travel support device according to (11) or (12), the information presenting unit includes the acceleration obtaining unit in which the traffic sign is continuously low in a predetermined travel route range in the information presenting step. The driving support information may be presented based on a history of position distribution.

(14) A travel support apparatus according to an aspect of the present invention includes an acceleration acquisition unit (for example, the three-dimensional acceleration sensor 14 in the embodiment) that acquires acceleration and an information presentation unit (for example, in the embodiment) that presents information. Information presentation control unit 28 and display device 16), a position information acquisition unit (for example, lighting model acquisition unit 27 in the embodiment) that acquires the position information of a traffic signal based on map data, and the acceleration acquisition unit. A traffic jam sign information acquisition unit (for example, a traffic jam prediction unit 26 in the embodiment) that acquires traffic jam sign information based on the change in acceleration, and other information around the position of the traffic signal acquired by the position information acquisition unit A lighting model for acquiring a lighting model of the traffic signal estimated based on traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit An information acquisition unit (for example, a lighting model acquisition unit 27 in the embodiment), and the information presentation unit estimates based on a position distribution of the acceleration acquisition unit having a high traffic sign in the traffic light lighting model The driving prohibition lamp color lighting estimated based on the timing of the lighting state of the travel prohibition lamp color performed or based on the position distribution of the acceleration acquisition unit having a low traffic sign in the traffic light lighting model The driving support information is presented based on timing other than the state.

(15) In the travel support device according to any one of (11) to (14), the information presentation unit may include information on an expected lighting state of the light and maintenance of the travel state as the travel support information. At least one of information indicating and information indicating deceleration start support may be presented.

According to the above (1), (6), or (11), it is possible to accurately estimate the position and lighting status of the traffic signal based on a plurality of traffic jam sign information obtained in the target travel section. As a result, for example, there is no need for additional facilities and devices such as dedicated roadside equipment and in-vehicle communication equipment for road-to-vehicle communication, or traffic signal location and signal cycle databases, etc. Can be realized.
Note that when the traffic signal lighting model is estimated based on the traffic jam sign level while being distinguished from traffic jam, the traffic jam sign level determination threshold, state duration, determination range, and the like may be considered. The vehicle stop state due to the lighting of the travel prohibition light color is recognized to be, for example, that the traffic jam sign level is higher than that of the traffic jam, and can be distinguished from the traffic jam by increasing the judgment threshold value of the traffic jam sign level. The duration of the lighting state of the travel-prohibited lamp color has a shorter periodicity than the duration of traffic jams, for example. Therefore, it is distinguished from the duration of traffic jams by determining whether the duration is within a predetermined time. be able to. For example, it is recognized that the position range of the vehicle stop due to the lighting of the travel prohibition lamp color is smaller than a certain range narrower than the position range of the traffic jam, so it is determined whether or not the position range to be determined is within the determination range. Thus, it can be distinguished from the traffic jam position range.

Furthermore, in the case of (2), (7), or (12) above, if there is a high frequency or a periodicity that indicates a tendency to have a high traffic jam sign at approximately the same position, there may be a traffic signal at that position. It is recognized that the nature is high. It is possible to accurately estimate the presence of a traffic signal by collecting and using the traffic congestion predicting degree related to lighting of the travel prohibition lamp color over a certain period.
Note that the position and periodicity that tend to have a high traffic sign may be collected based on information shared between vehicles, for example, by inter-vehicle communication. For example, when it is detected that each vehicle has a high traffic sign, the flag indicating the detection or the information on the number of times of detection is transmitted to other vehicles in the vicinity, so that information can be transmitted between the vehicles in a certain position range. Shared in time series. In addition, for example, when each vehicle detects that the traffic congestion sign is high when traveling, information indicating the detection is stored together with position information such as latitude and longitude, and the information accumulated by each vehicle is transmitted to other vehicles. .

  Furthermore, in the case of the above (3), (8), or (13), a vehicle having a continuously low traffic sign in a predetermined travel route range is in a travel state appropriately corresponding to the traffic signal installation position and lighting control. Yes, it is recognized that the car is driving properly without sudden acceleration / deceleration that increases the traffic sign. Supporting efficient intersection passing by presenting travel support information to the vehicle that travels on the same travel route as a vehicle with a low traffic congestion sign level to simulate the travel state of this vehicle can do.

  According to the above (4), (9), or (14), the lighting state of the traffic signal can be accurately estimated based on a plurality of traffic jam sign information obtained around the position of the traffic signal. As a result, for example, there is no need for additional facilities and devices such as a dedicated roadside device and in-vehicle communication device for road-to-vehicle communication, or a traffic signal signal cycle database. Can be realized.

  Further, in the case of (5), (10), or (15) above, the intersection is determined by presenting information on the expected lighting state of the light color, information indicating maintenance of the traveling state, and information that supports the start of deceleration. It can pass efficiently. Predicted lighting status information can predict the lighting status of distant traffic lights, so prepare for deceleration or acceleration in advance even if the traffic lights are not directly visible due to the presence of curves or vehicles ahead Can lead to safe and energy-saving driving. The information indicating that the driving state is maintained is based on maintaining the current driving state when it is determined that the current driving state is not easily influenced by the lighting state of the traffic signal based on the traffic jam signs of the host vehicle and other vehicles. Support efficient crossing. The information indicating the deceleration start support can assist the passage of the intersection efficiently by prompting the start of the deceleration when the travel prohibition lamp color is expected to be turned on at the time of entering the intersection.

It is a block diagram of the driving assistance apparatus which implement | achieves the driving assistance method which concerns on embodiment of this invention. It is a figure which shows an example of the difference of the vector of the acceleration which concerns on embodiment of this invention. It is a figure which shows an example of the acceleration spectrum which concerns on embodiment of this invention. It is a figure which shows the example according to the embodiment of this invention of the fluctuation | variation according to the time of the acceleration and spectrum angle, and an average behavior. It is a figure which shows the example of the frequency of the combination of the spectrum angle average according to the driving | running characteristic which concerns on embodiment of this invention, and the speed average, (A) is a figure of the state with the favorable degree of driving | running characteristic, (B) is driving | operation. The figure of the state where the favorable degree of a characteristic is low. It is a flowchart which shows the driving assistance method which concerns on embodiment of this invention. It is a block diagram of the driving assistance detection system which implement | achieves the driving assistance method which concerns on the modification of embodiment of this invention. It is a flowchart which shows the driving assistance method which concerns on the modification of embodiment of this invention. It is a flowchart which shows the network operation | movement shown in FIG.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of a driving support method, a program, and a driving support apparatus according to the invention will be described with reference to the accompanying drawings.
The driving support device 10 according to the present embodiment is mounted on, for example, a mobile terminal carried by a passenger of a moving body such as a vehicle, an information device detachably mounted on a moving body such as a vehicle, or a moving body such as a vehicle in advance. Electronic devices such as navigation devices.
The driving support device 10 can perform two-way communication with an external device by wireless communication via a communication network such as an ad hoc mode or an infrastructure mode. For example, the driving support device 10 performs two-way communication with the driving support device 10 of another vehicle by inter-vehicle communication in an ad-hoc mode. The driving support device 10 performs bidirectional communication with an external device via a base station, for example, by infrastructure mode wireless communication.

  The driving support device 10 includes a device communication device 11, a positioning signal receiver 12, a current position acquisition unit 13, a three-dimensional acceleration sensor 14, an input device 15, a display device 16, a device control unit 17, and a map. And a data storage unit 18.

  The device communication device 11 can communicate with an external device via various wireless communication network systems, and transmits and receives various signals. The communication between the driving support device 10 and the external device is not limited to the above communication form, and other communication such as communication via a communication satellite may be employed.

The positioning signal receiver 12 is a positioning used in a positioning system (for example, Global Positioning System: GPS or Global Navigation Satellite System: GNSS) for measuring the position of the driving support device 10 using, for example, an artificial satellite. Receive a signal.
The current position acquisition unit 13 detects the current position of the driving support device 10 using the positioning signal received by the positioning signal receiver 12.

  The three-dimensional acceleration sensor 14 is a three-axis acceleration sensor having a so-called three-axis number of detection axes, and the X-axis forming an acceleration generated in the driving support device 10 in a three-dimensional space orthogonal coordinate system in a predetermined sampling period. , Y-axis, and Z-axis acceleration in each axial direction.

The input device 15 includes, for example, a switch, a touch panel, a keyboard, a voice input device, and the like, and outputs signals according to various input operations by the operator.
The display device 16 is, for example, various displays such as a liquid crystal display device, and displays various information output from the device control unit 17.

The device control unit 17 controls various operations of the driving support device 10.
The device control unit 17 includes an input data calculation unit 21, a frequency analysis unit 22, a single regression line calculation unit 23, a determination data calculation unit 24, a driving characteristic determination unit 25, a traffic jam prediction unit 26, and a lighting model acquisition. Unit 27 and information presentation control unit 28.

The input data calculation unit 21 calculates an acceleration vector (acceleration vector) A in a three-dimensional space using the accelerations in the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14. Then, the norm u of the difference (acceleration vector difference) ΔA between two different timing vectors with a time interval such as the sampling period ΔT is calculated as input data to be input to the frequency analysis unit 22.
As shown in FIG. 2, the input data calculation unit 21, for example, has an acceleration vector A (t) = (ax _t , ay _t , az _t ) at an appropriate time t and a sampling period ΔT before this time t. Acceleration vector A (t−ΔT) = (ax _t−ΔT , ay _t−ΔT , az _t−ΔT ) at time t−ΔT at the time t−ΔT, the acceleration vector difference ΔA = A (t) −A (t−ΔT) Is calculated. Then, as shown in the following formula (1), a norm u _t of the acceleration vector difference ΔA is calculated.
Note that the buffer size of a buffer (not shown) that can store acceleration information in the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14, that is, the number of samples of acceleration information is For example, an appropriate setting screen displayed on the display device 16 can be appropriately set by the operator.

The frequency analysis unit 22 performs frequency analysis on the input data calculated by the input data calculation unit 21 and calculates a power spectrum (acceleration spectrum) corresponding to the frequency.
For example, the frequency analysis unit 22 calculates the autocorrelation of the input data by using the number of input / output points of the input data with respect to the frequency analysis and the autocorrelation delay number. Then, an acceleration spectrum is calculated by performing a fast Fourier transform on the autocorrelation. The number of input / output points of input data for frequency analysis, the number of autocorrelation delays, and the selection of whether or not to subtract the average value from the autocorrelation input value are, for example, an appropriate setting screen displayed on the display device 16, etc. It can be set by the operator.
For example, the frequency analysis unit 22 calculates the acceleration spectrum for a predetermined period by performing autocorrelation calculation and fast Fourier transform on the input / output points of the input data calculated by the input data calculation unit 21 at the sampling period ΔT. .

The single regression line calculation unit 23 calculates a single regression line in a predetermined frequency range of the acceleration spectrum calculated by the frequency analysis unit 22, and converts the inclination of the single regression line into information on an angle (spectrum angle).
For example, in chaos theory, the influence of a power spectrum at a low frequency is larger than a high frequency on the prediction of a traffic jam. For this reason, as shown in FIG. 3, the single regression line calculation unit 23 performs the minimum two for the acceleration spectrum in the low frequency region (for example, the frequency region above the lower limit frequency fa and below the predetermined frequency fb) of the predetermined frequency fb or less. A single regression line L is calculated by multiplication or the like. Then, the calculated inclination of the single regression line L (that is, the inclination with respect to the axial direction assuming that the axial direction of the frequency is zero) is converted into information of angle (spectral angle) θ.

For example, as the spectral angle θ increases in the minus direction (decrease direction of the acceleration spectrum) (that is, as the absolute value increases with a minus sign), the delay in the dynamic time response of acceleration and deceleration increases. However, the speed variation increases. As a result, it becomes difficult to limit the driving range in which the vehicle's energy efficiency (such as fuel efficiency or power consumption) is prioritized, and traffic congestion is likely to occur and energy efficiency is reduced.
For example, when the absolute value of the spectrum angle θ is small, this corresponds to a case where the shock wave (vibration, fluctuation) received by the vehicle moving with the driving support device 10 from the preceding vehicle is small. This corresponds to a case where it is easy to perform synchronized driving with a weak influence, that is, there is little possibility of traffic jam.
Conversely, when the absolute value of the spectral angle θ is large, this corresponds to a case where the vehicle moving together with the travel support device 10 receives a large shock wave (vibration, fluctuation) from the preceding vehicle, and the reaction delay with respect to the preceding vehicle is large, and the synchronized traveling Corresponds to a case in which it is difficult to affect traffic flow, that is, there is a high possibility of traffic jams. The shock wave (vibration, fluctuation) referred to here means that this operation (back and forth movement) is propagated to the rear vehicle as a kind of vibration by repeating the acceleration and deceleration operations.

The determination data calculation unit 24 uses the angle information calculated by the single regression line calculation unit 23 to indicate information indicating a change in angle according to time (for example, information on a duration in which an angle value is maintained, an angle Information on the convergence time required for the absolute value of the value to converge to zero is calculated as determination data to be input to the traffic jam prediction unit 26.
For example, as shown in Equation (2) below, the determination data calculation unit 24 determines the determination interval N (N is a natural number) and the angle threshold θ _T, and the angle θ _j calculated by the single regression line calculation unit 23 in the determination interval N. The determination data S _N is calculated based on (j is a natural number equal to or less than N). Note that the determination section N and the angle threshold θ _T can be set by the operator on an appropriate setting screen displayed on the display device 16, for example. The determination section N is, for example, a score of angle information corresponding to a period that can be appropriately set by the operator, that is, a score of angle information calculated by the single regression line calculation unit 23 during this period.
For example, the determination data calculation unit 24 determines the determination data S _N of the determination section N corresponding to a predetermined period based on the angle θ _j (1 ≦ j ≦ N) calculated by the single regression line calculation unit 23 in the sampling period ΔT. Is calculated. The angle threshold θ _T can be set to an arbitrary value by the operator. For example, other than “−45 degrees” or “−45 degrees”, which is generally known as (1 / f) fluctuation characteristics, Other values.

Determination data S _N of the equation (2) shows the total power of the acceleration and deceleration of a predetermined time period corresponding to the determined interval N, the comparison with a predetermined threshold corresponding to a predetermined angle threshold theta _T. For example, when this total power exceeds a predetermined threshold, traffic congestion is likely to occur, and the vehicle energy efficiency (fuel consumption, electricity consumption, etc.) decreases.
For example, in the case of shifting from a stationary state of the vehicle to constant speed running with appropriate acceleration, such as a change in acceleration and spectral angle and an average behavior during the period from time ta to time tb shown in FIG. Is small. Even if the absolute value of the spectrum angle temporarily increases, it immediately converges toward zero, so the total power for acceleration and deceleration becomes a small value.
Further, for example, in the case where the vehicle is decelerated moderately by driving at a constant speed or by engine braking or the like, such as the change in acceleration and spectrum angle and the average behavior during the period from time ta to time tb shown in FIG. Small fluctuation. And since the absolute value of a spectrum angle maintains a small value, the total power of acceleration and deceleration becomes a small value. In this case, even if the absolute value of the spectrum angle temporarily increases due to vibration or the like, it immediately converges toward zero, so that the total power of acceleration and deceleration becomes a small value. Further, even if the absolute value of the spectrum angle temporarily increases due to, for example, the detection error of the three-dimensional acceleration sensor 14, it immediately converges toward zero, so the total power of acceleration and deceleration becomes a small value.
On the other hand, for example, when the vehicle suddenly decelerates or decelerates immediately after acceleration, as in the case of acceleration and spectral angle variation and average behavior during the period from time tb to time tc shown in FIG. . The absolute value of the spectrum angle becomes a large value, and the time required for convergence toward zero becomes long. Therefore, the total power for acceleration and deceleration becomes a large value.

The driving characteristic determination unit 25 acquires and accumulates information on time-series fluctuations of an average value of spectrum angles (spectrum angle average) and an average value of speed (speed average) every predetermined time, and FIG. ) To generate frequency distribution information of a combination of spectral angle average and velocity average. The driving characteristic determination unit 25 is, for example, a signal output from a speed sensor or the like provided in a moving body such as a vehicle that moves with the driving support device 10 or a time-series change in the current position detected by the current position acquisition unit 13. Based on the above, the speed of the driving support device 10 is acquired. The driving characteristic determination unit 25 generates, for example, three-dimensional histogram data by sequentially associating the spectrum angle average, the speed average, and the frequency with the X axis, the Y axis, and the Z axis.
The driving characteristic determination unit 25 stores the information of the spectrum angle average and the speed average in association with other information (for example, at least one of the current position, the road type and congestion status of the traveling road, and the date / time information). . The driving characteristic determination unit 25 performs a process such as normalization or grouping using other information associated with the spectral angle average and speed average information, thereby performing spectral angle averaging and other information reflected. Generate information on frequency distribution of velocity average. For example, in the normalization process, the driving characteristic determination unit 25 responds to a plurality of pieces of information acquired for each type of other information (for example, the current position, the road type and congestion status of the traveling road, and date / time information). Then, each of the spectral angle average and the velocity average is normalized within a numerical range previously divided into a plurality of stages, and information on the frequency distribution of the spectral angle average and the velocity average is generated. For example, in the grouping process, the driving characteristic determination unit 25 has substantially the same information acquired for each type of other information (for example, the current position, the road type and congestion status of the traveling road, and date / time information). Information on frequency distribution of spectral angle average and velocity average is generated for each group.

The driving characteristic determination unit 25 excludes information on the spectral angle and speed acquired in a state where it is determined not to contribute to the evaluation of the driving characteristic when generating the frequency distribution information of the average spectral angle and the average speed. May be. The driving characteristic determination unit 25 is a state that does not contribute to the evaluation of the driving characteristics, for example, a state in which a difference in driving behavior among a plurality of drivers is recognized as being small, such as a traffic jam state, a slowing state, and a stopped state of the vehicle. And The driving characteristic determination unit 25 uses, for example, at least one of speed information, spectrum angle information, determination data S _N , and information on a traffic jam predictor calculated by the traffic jam prediction unit 26 described later, Detects conditions that do not contribute to the evaluation of driving characteristics.

The driving characteristic determination unit 25 acquires the fluctuation range of the spectral angle average from the information on the frequency distribution of the spectral angle average and the speed average, and the driving characteristic of the vehicle that moves together with the driving support device 10 according to the fluctuation range of the spectral angle average. To evaluate. For example, in the frequency distribution of the spectrum angle average and the speed average, the driving characteristic determination unit 25 extracts the fluctuation range of the spectrum angle average in a region where each of the speed average and the frequency satisfies a predetermined condition.
The driving characteristic determination unit 25 determines that the consistency of driving increases as the fluctuation range of the spectrum angle average decreases, and evaluates so that the goodness of driving characteristics changes in an increasing tendency. The driving characteristic determination unit 25 determines that the consistency of driving becomes smaller as the fluctuation range of the spectrum angle average increases, and evaluates so that the goodness of the driving characteristic changes to a decreasing tendency. For example, when the fluctuation range of the spectrum angle average is large, the driving characteristic determination unit 25 is in a situation where the vehicle cannot travel at an optimal speed according to the flow of the traveling path, and acceleration / deceleration increases. From the viewpoint of safe driving and fuel consumption, it is determined that the degree of good driving characteristics is lower than that of a driver with a small fluctuation range of the average spectral angle. For example, when the fluctuation range of the spectrum angle average is less than a predetermined fluctuation threshold, the driving characteristic determination unit 25 sets “1” for the flag value of the driving characteristic good flag indicating that the driving characteristic is good, When the fluctuation range of the spectrum angle average is equal to or larger than a predetermined fluctuation threshold, “0” is set to the flag value of the driving characteristic good flag. The driving characteristic determination unit 25 may display the driving characteristic evaluation result on the display device 16 according to the flag value of the driving characteristic good flag.

The driving characteristic determination unit 25 does not evaluate the driving characteristic when the number of accumulated spectral angle average and speed average information is less than a predetermined number (for example, the accumulated number over several days to several weeks). The driving characteristics may be evaluated when the number of accumulated average and speed average information exceeds a predetermined number.
In addition, the driving characteristic determination unit 25 accumulates the evaluation result of the driving characteristic in association with the position information and the time information, and thereby, for example, information such as in what time zone and driving place the driving characteristic changes. You may be comprised so that it can show.

The traffic jam prediction unit 26 determines whether the traffic jam (traffic traffic jam) in the future in accordance with at least one of the spectral angle θ calculated by the single regression line calculation unit 23 and the determination data _SN calculated by the determination data calculation unit 24. ) Or a traffic jam sign indicating the possibility of traffic jam already occurring. The degree of traffic jam sign indicating the magnitude of the traffic jam sign increases when there is a high possibility of traffic jam in front of the traveling direction of the vehicle moving together with the driving support device 10, and decreases when the possibility is low.
For example, the traffic jam prediction unit 26 determines whether or not the spectral angle θ exceeds a predetermined angle threshold θ _T and the determination data S _N exceeds a predetermined determination threshold (that is, a threshold of acceleration change intensity). It is determined whether or not. When the spectral angle θ exceeds the angle threshold θ _T and the determination data _SN exceeds the determination threshold, it is determined that the vehicle energy efficiency (fuel consumption or power consumption, etc.) tends to decrease and traffic congestion is likely to occur. To do. Note that the predetermined determination threshold for the determination data _SN can be set by the operator on an appropriate setting screen displayed on the display device 16, for example.

For example, the traffic jam prediction unit 26 obtains in advance a function (for example, y = αx + β, etc.) indicating the relationship between the magnitude (x) where the judgment data _SN exceeds the judgment threshold and the traffic jam sign degree (y), It is possible to calculate the traffic jam sign degree (y) for the combination of the determination data _SN calculated by the determination data calculation unit 24 and the determination threshold.
In addition, the traffic jam prediction unit 26 creates a correspondence relationship between the determination data _SN and the determination threshold value and the corresponding traffic jam sign degree value in advance and stores it as a table, and the traffic jam sign for the determination data _SN and the determination threshold value. The degree can also be obtained by referring to the table.

The lighting model acquisition unit 27 estimates a virtual traffic signal lighting model in the predetermined travel section based on information related to the traffic jam predictor calculated by the traffic jam prediction unit 26 of the other travel support device 10 in the predetermined travel section. . For example, the lighting model acquisition unit 27 communicates with the travel support device 10 mounted on another vehicle in a predetermined travel section by using vehicle-to-vehicle communication, and information related to the traffic jam sign level of the other travel support device 10 and other travel support devices 10. Get the current position information of.
The lighting model acquisition unit 27 estimates the position of the traffic signal that is in the lighting state of the travel-prohibited lamp color based on the position distribution of the travel support device 10 having a high traffic sign. For example, when the spectrum angle θ exceeds the predetermined angle threshold and the determination data _SN exceeds the predetermined determination threshold, the lighting model acquisition unit 27 determines that the traffic jam sign degree is high. On the other hand, the lighting model acquisition unit 27 estimates a position where there is no traffic signal in the lighting state of the travel-prohibited lamp color based on the position distribution of the travel support device 10 having a low traffic sign. For example, when the spectrum angle θ does not exceed the predetermined angle threshold value or the determination data _SN does not exceed the predetermined determination threshold value, the lighting model acquisition unit 27 determines that the traffic jam sign degree is low.
For example, when the density of the position distribution of the travel support device 10 having a high traffic sign in a predetermined travel section is equal to or higher than a predetermined value, the lighting model acquisition unit 27 indicates that there is a traffic signal that is in the lighting state of the travel-prohibited lamp color. judge. On the other hand, when the density of the position distribution of the travel support device 10 with a low traffic sign in a predetermined travel section is equal to or higher than a predetermined value, the lighting model acquisition unit 27 detects the traffic signal that is in the lighting state of the travel-prohibited lamp color, for example. Judge that it does not exist.

Note that the lighting model acquisition unit 27 may set the predetermined angle threshold for the spectrum angle θ to a value larger than the angle threshold θ _T used by the traffic jam prediction unit 26. The lighting model acquisition unit 27 may set the predetermined determination threshold for the determination data _SN to a value larger than the determination threshold used by the traffic jam prediction unit 26. The lighting model acquisition unit 27 recognizes that the vehicle stop state due to the lighting of the travel-prohibited lamp color is higher in the traffic jam sign level than, for example, traffic jam. Thus, the vehicle stop state caused by the traffic signal may be distinguished from the traffic jam.

The lighting model acquisition unit 27 determines whether or not the duration is within a predetermined time because the duration of the lighting state of the travel-prohibited lamp color is shorter than, for example, the duration of the traffic jam. Thus, the duration of the traffic jam and the vehicle stop state due to the traffic signal may be distinguished.
In addition, the lighting model acquisition unit 27 recognizes that the position range where the vehicle stops due to lighting of the travel-prohibited lamp color is, for example, below a certain fixed range narrower than the position range of the traffic jam. By determining whether or not it is within the determination range, it may be distinguished from the traffic jam position range.

The lighting model acquisition unit 27, for example, based on the position distribution history of the travel support device 10 having a high traffic sign for a predetermined period, the traffic signal position and the lighting cycle (for example, the lighting state of the travel prohibition lamp color) , Lighting timing, etc.). For example, when the lighting model acquisition unit 27 has a high frequency of showing a tendency that the traffic congestion sign degree is high at substantially the same position, or there is a periodicity that the traffic congestion sign degree becomes high, there is a high possibility that a traffic signal is present at that position. Is determined.
It should be noted that the position where the traffic sign is likely to be high and the periodicity where the traffic sign is likely to be high may be collected based on information shared between vehicles, for example, by inter-vehicle communication. For example, when the traffic jam prediction unit 26 of the driving support device 10 mounted on each vehicle detects that the traffic jam sign level is high during driving, a flag indicating the detection or information on the number of times of detection is mounted on other surrounding vehicles. By transmitting to the travel support device 10, information may be shared in time series between vehicles in a certain position range. Further, for example, when the traffic jam prediction unit 26 of the driving support device 10 of each vehicle detects that the traffic jam sign degree is high during driving, information indicating the detection is stored together with position information such as latitude and longitude, May be transmitted to the driving support device 10 of another vehicle.

  In addition, the lighting model acquisition part 27 may acquire the position of the traffic signal in the predetermined driving | running | working area from the road map data memorize | stored in the map data storage part 18 mentioned later, for example. In this case, the lighting model acquisition unit 27 estimates the timing of the lighting state of the travel prohibition lamp color based on the position distribution of the travel support device 10 having a high traffic sign. Moreover, the lighting model acquisition part 27 estimates timings other than the lighting state of a travel prohibition lamp color based on the position distribution of the driving assistance device 10 with a low traffic sign.

The information presentation control unit 28 presents the travel support information based on the position distribution history of the travel support device 10 in which the traffic congestion predicting degree in the predetermined travel route range is continuously low. The information presentation control unit 28 indicates that a vehicle having a low traffic congestion sign degree in a predetermined travel route range is in a traveling state appropriately corresponding to a traffic signal installation position and lighting control, and causes a sudden increase in traffic congestion sign degree. It is recognized that the vehicle is traveling properly without acceleration / deceleration. The information presentation control unit 28 supports driving so that a vehicle traveling on the same travel route as a vehicle having a low traffic sign is continuously simulating the driving state of the vehicle having a low traffic sign. Present information.
For example, the information presentation control unit 28 is traveling in the same direction as the vehicle that is the driving support target based on the driving trajectory or the driving route information of the vehicle on which the driving support device 10 having a continuously low traffic sign is mounted. A vehicle may be specified. The information presentation control unit 28, for example, the degree of coincidence between the time-series data of the position of the vehicle on which the travel support device 10 having a continuously low traffic sign is mounted and the time-series data of the position of the vehicle that is the travel support target ( Alternatively, it may be determined that the vehicles are traveling in the same direction as each other when the overlapping ratio or the like is equal to or greater than a predetermined value. The information presentation control unit 28 presents, as reference information, the traveling tendency of a vehicle that continues driving with a low traffic sign to the traveling support device 10 of the traveling support target vehicle traveling in the same direction. The information presentation control unit 28 may update the vehicle information as a reference as appropriate, and may not discard or refer to the information when a certain time has elapsed. Moreover, the information presentation control part 28 may acquire the information of the driving | running | working state of the vehicle used as a reference suitably based on the quality of the driving characteristic determined by the driving characteristic determination part 25, for example.

  The information presentation control unit 28, according to the traffic signal lighting model acquired by the lighting model acquisition unit 27, as the driving support information, information on the expected lighting state of the light color, information indicating that the driving state is maintained, and deceleration start support At least one of the information indicating is presented. The information presentation control unit 28 displays the driving support information on the display device 16 by, for example, a predetermined graphic or text data with a predetermined wording. The information of the expected lamp color lighting state is, for example, a figure having substantially the same color as each of the plurality of lamp colors, or a predetermined wording regarding the lighting state of each of the plurality of lamp colors. The predetermined wording is, for example, “There may be a red light in front. Let's drive with speed”. In addition, the information on the expected lighting state of the lamp color may be information on a plurality of speed ranges presented on a vehicle speedometer, for example. The plurality of speed ranges include a speed range in which the speed at which the vehicle reaches the stop position of the traffic signal at the timing when the lighting of each of the plurality of lamp colors ends is the minimum speed.

The information indicating the driving state maintenance is, for example, information indicating the maintenance of the traveling along the flow that is not affected by the signal lighting state or hardly influenced by the signal lighting state, and is a predetermined color (for example, green). Or a predetermined word relating to maintaining the running state. The predetermined wording is, for example, “I can travel along the flow. Driving to maintain this speed is recommended”. The information presentation control unit 28 preferably suppresses notification that strongly calls the driver's attention when presenting information indicating that the driving state is maintained.
The information indicating the deceleration start support is a graphic of a predetermined color (for example, red) or a predetermined word regarding the deceleration start. The prescribed wording is, for example, “There is a possibility that the vehicle is stagnant due to the red light being lit in front. Please pay attention to the vehicle ahead and be careful not to speed too much.” .

Since the information presentation control unit 28 often encounters traffic jams or the lighting state of the travel prohibition light color, instead of notifying each scene in detail, for example, on the meter or the head-up display, An icon of driving support information or the like may be displayed together with. The information presentation control unit 28 presents the driving support information together with the traffic jam sign degree. For example, if the vehicle is in a deceleration tendency while the vehicle is running, whether the traffic is temporarily caused by a traffic signal or the possibility of elimination due to traffic congestion is unclear It is possible to make the driver discriminate what is, and to reduce driving stress.
Note that the information presentation control unit 28 is not limited to the display device 16 and may present the driving support information by outputting voice data from a speaker (not shown).

The map data storage unit 18 stores map data.
The map data includes, for example, road coordinate data indicating position coordinates on the road required for map matching processing based on information on the current position of the driving support device 10, and road map data required for calculating the guidance route. And. The road map data includes, for example, nodes, links, link costs, road shapes, pavement presence / absence, road surface unevenness, road conditions such as vehicle running conditions, road types, and the like. The node is a coordinate point composed of the latitude and longitude of a predetermined point on the road such as an intersection and a branch point. A link is a line that connects nodes, and is a road section that connects points. The link cost is information indicating the distance of the road section corresponding to the link or the time required for the movement of the road section.

  The driving support device 10 that realizes the driving support method according to the present embodiment has the above-described configuration. Next, the operation of the driving support device 10, that is, the driving support method will be described.

First, in step S01 shown in FIG. 6, the device control unit 17 determines whether or not the three-dimensional acceleration sensor 14 has detected accelerations in the X-axis, Y-axis, and Z-axis directions.
When the determination result is “NO”, the device control unit 17 repeatedly executes the determination process of step S01.
On the other hand, if the determination result is “YES”, the device control unit 17 advances the process to step S02.
Next, in step S02, the input data calculation unit 21 calculates the acceleration vector A in the three-dimensional space using the accelerations in the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14. To do. Then, the norm u of the difference (acceleration vector difference) ΔA between the acceleration vectors A at two different timings with a time interval of the sampling period ΔT is calculated as input data.

Next, in step S03, the frequency analysis unit 22 calculates the autocorrelation of the input data by using the number of delays that can be appropriately set by the operator at the number of input / output points that can be appropriately set by the operator. Then, a power spectrum (acceleration spectrum) is calculated by performing a fast Fourier transform on the autocorrelation.
Next, in step S04, the single regression line calculation unit 23 calculates a single regression line in a predetermined frequency range of the acceleration spectrum, and converts the inclination of the single regression line into information of an angle (spectrum angle) θ.

  Next, in step S05, the driving characteristic determination unit 25 acquires time-series fluctuation information of the average value of spectrum angles (spectrum angle average) and the average value of speed (speed average). Get information on frequency distribution of combinations. The driving characteristic determination unit 25 acquires the fluctuation range of the spectrum angle average from the information of the frequency distribution of the spectrum angle average and the speed average, and determines whether or not the fluctuation range of the spectrum angle average is less than a predetermined fluctuation threshold. When the determination result is “NO”, the driving characteristic determination unit 25 determines that the driving characteristic is not good. On the other hand, when the determination result is “YES”, the driving characteristic determination unit 25 determines that the driving characteristic is good.

Next, in step S06, the traffic jam prediction unit 26 determines whether the spectrum angle theta is greater than the angle threshold theta _T.
If the determination result is “YES”, the traffic jam prediction unit 26 advances the process to step S07.
On the other hand, when the determination result is “NO”, the traffic jam prediction unit 26 advances the process to step S08.
Then, in step S07, the traffic jam prediction unit 26 indicates that the spectral angle theta is greater than the angle threshold theta _T flag value of threshold angle flag is set to "1".
Further, in step S08, the traffic jam prediction unit 26 indicates that the spectral angle theta does not exceed the angle threshold theta _T the flag value of the angle alarm flag is set to "0".

In step S09, the traffic jam prediction unit 26 uses the information on the spectrum angle θ to calculate the determination data _SN shown in the above equation (2) as information indicating the change in the spectrum angle θ according to time.
Next, in step S10, the traffic jam prediction unit 26 determines whether or not the determination data S _N has exceeded a determination threshold value (that is, a threshold value of acceleration change intensity). Determine whether convergence is slow.
If the determination result is “NO”, the traffic jam prediction unit 26 advances the process to step S13.
On the other hand, when the determination result is “YES”, the traffic jam prediction unit 26 advances the process to step S11.
In step S11, the traffic jam prediction unit 26 determines whether “1” is set in the flag value of the angle threshold flag.
If the determination result in step S11 is “NO”, the traffic jam prediction unit 26 advances the process to step S13.
On the other hand, when the determination result of step S11 is “YES”, the traffic jam prediction unit 26 advances the process to step S12.

In step S12, the traffic jam prediction unit 26 determines that the traffic jam sign level is high and the traffic jam is likely to occur, that is, the traffic flow tends to be in a traffic jam tendency. Then, the traffic jam prediction unit 26 advances the process to step S14.
In Step S13, the traffic jam prediction unit 26 determines that the traffic jam sign is low and the traffic jam is not likely to occur, that is, the traffic flow is not changed to a traffic jam tendency. Then, the traffic jam prediction unit 26 advances the process to step S14.

Next, in step S14, the lighting model acquisition unit 27 performs information related to the traffic congestion predictor degree of the other travel support device 10 and other information through inter-vehicle communication with the travel support device 10 mounted on another vehicle in the predetermined travel section. The information on the current position of the driving support device 10 is acquired.
Next, in step S15, the lighting model acquisition unit 27 estimates the position and lighting cycle of the traffic signal that is in the lighting state of the travel-prohibited lamp color based on the position distribution history of the driving support device 10 having a high traffic sign. To do. In addition, the lighting model acquisition unit 27 estimates a position where there is no traffic signal in the lighting state of the travel-prohibited lamp color based on the position distribution history of the travel support device 10 with a low traffic sign.

  Next, in step S <b> 16, the information presentation control unit 28 presents the travel support information based on the position distribution history of the travel support device 10 in which the traffic congestion sign degree in the predetermined travel path range is continuously low. And the information presentation control part 28 advances a process to an end.

As described above, according to the driving support device 10 and the driving support method of the present embodiment, it is possible to accurately estimate the position and lighting status of a traffic signal based on a plurality of traffic jam signs obtained in the target driving section. it can. As a result, for example, there is no need for additional facilities and devices such as dedicated roadside equipment and in-vehicle communication equipment for road-to-vehicle communication, or traffic signal location and signal cycle databases, etc. Can be realized.
Furthermore, if the frequency of signs of high traffic congestion is high at almost the same location, or if there is a periodicity, it is recognized that there is a high possibility that a traffic signal is present, so that By collecting and using the traffic jam sign degree over a certain period, it is possible to accurately estimate the presence of a traffic signal.

  In addition, vehicles with a low traffic congestion sign on a predetermined road range are in a driving state that appropriately corresponds to the traffic signal installation position and lighting control, and are appropriate without sudden acceleration / deceleration leading to an increase in traffic congestion sign It is recognized that you are traveling. Supporting efficient intersection passing by presenting travel support information to the vehicle that travels on the same travel route as a vehicle with a low traffic congestion sign level to simulate the travel state of this vehicle can do.

  Moreover, when the position of a traffic signal is acquired from road map data, the lighting condition of the traffic signal can be accurately estimated based on a plurality of traffic jam sign information obtained around the position of the traffic signal.

  Furthermore, it is possible to pass through the intersection efficiently by presenting information on the expected lighting state of the lamp color, information indicating maintenance of the traveling state, and information for supporting the start of deceleration. Predicted lighting status information can predict the lighting status of distant traffic lights, so prepare for deceleration or acceleration in advance even if the traffic lights are not directly visible due to the presence of curves or vehicles ahead Can lead to safe and energy-saving driving. The information indicating that the driving state is maintained is based on maintaining the current driving state when it is determined that the current driving state is not easily influenced by the lighting state of the traffic signal based on the traffic jam signs of the host vehicle and other vehicles. Efficient crossing can be supported. The information indicating the deceleration start support can assist the passage of the intersection efficiently by prompting the start of the deceleration when the travel prohibition lamp color is expected to be turned on at the time of entering the intersection.

In the above-described embodiment, for example, as in the modification shown in FIG. 7, the driving support system 30 includes at least one driving support device 10 and a server device 31 that can communicate with the driving support device 10. It may be configured.
The server device 31 of this modification includes a server communication device 32, a server control unit 33, a map data storage unit 34, a range traffic jam prediction unit 35, a lighting model estimation unit 36, and an information presentation control unit 37. ing.

  The server communication device 32 is capable of bidirectional communication with the device communication device 11 of the travel support device 10 by, for example, infrastructure mode wireless communication or road-to-vehicle communication via a roadside communication device, and various information Send and receive.

The server control unit 33 outputs various types of information received from the travel support device 10 by the server communication device 32 to the range congestion prediction unit 35.
In this modification, the driving support device 10 can transmit information based on the accelerations in the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14 to the server device 31. . This information includes, for example, the spectrum angle θ calculated by the single regression line calculation unit 23, the determination data S _N calculated by the determination data calculation unit 24, and information on the driving characteristics determined by the driving characteristic determination unit 25. , Information on the traffic jam sign degree calculated by the traffic jam prediction unit 26. Further, this information includes the current position history acquired by the current position acquisition unit 13 and the speed history information (probe information) detected by the vehicle speed sensor of the vehicle on which the travel support device 10 is mounted.

The map data storage unit 34 stores map data.
The map data includes, for example, road coordinate data indicating position coordinates on the road required for map matching processing based on information on the current position of the driving support device 10, and road map data required for calculating the guidance route. And. The road map data includes, for example, nodes, links, link costs, road shapes, pavement presence / absence, road surface unevenness, road conditions such as vehicle running conditions, road types, and the like. The node is a coordinate point composed of the latitude and longitude of a predetermined point on the road such as an intersection and a branch point. A link is a line that connects nodes, and is a road section that connects points. The link cost is information indicating the distance of the road section corresponding to the link or the time required for the movement of the road section.

For example, the range congestion prediction unit 35 may determine the spectral angle θ received from the driving support device 10 and the determination data S within an appropriate position range based on the current position information received from at least one driving support device 10. _N or a traffic jam sign in this position range is detected based on the number and the ratio of the driving assistance devices 10 whose traffic jam sign degree is equal to or greater than a predetermined threshold.

  Each of the lighting model estimation unit 36 and the information presentation control unit 37 is at least one of the processes executed by each of the lighting model acquisition unit 27 and the information presentation control unit 28 of the at least one driving support device 10 of the above-described embodiment. Execute the part.

  The lighting model acquisition unit 27 is a virtual traffic signal in the predetermined travel section based on the information related to the traffic congestion predictor calculated by the traffic congestion prediction unit 26 of at least one other travel support device 10 in the predetermined travel section. Estimate the lighting model. The lighting model estimation unit 36 acquires information related to a traffic jam sign level and information on the current position of at least one other travel support device 10 in a predetermined travel section. The lighting model acquisition unit 36 estimates the position and lighting cycle of the traffic signal that is in the lighting state of the travel-prohibited lamp color based on the history of the position distribution of the driving support device 10 having a high traffic sign for a predetermined period. The lighting model acquisition unit 36 estimates a position where there is no traffic signal in the lighting state of the travel-prohibited lamp color based on the history of the position distribution of the travel support device 10 having a low traffic sign for a predetermined period.

In addition, for example, when the lighting model acquisition unit 36 acquires the position of the traffic signal in a predetermined travel section from the road map data stored in the map data storage unit 34, the driving support device 10 having a high traffic jam sign rate. The timing of the lighting state of the travel-prohibited lamp color may be estimated based on the position distribution. Moreover, the lighting model acquisition part 36 may estimate timings other than the lighting state of a travel prohibition lamp color based on the position distribution of the driving assistance device 10 with a low traffic sign.
Note that the lighting model estimation unit 36 may transmit the information related to the traffic jam sign level of the plurality of travel support devices 10 and the current position information in the predetermined travel section to each travel support device 10. In addition, the lighting model estimation unit 36 may transmit information on the position of the traffic signal in the predetermined travel section to each travel support device 10. In addition, the lighting model estimation unit 36 may transmit the traffic signal lighting model estimated for the predetermined travel section to each travel support device 10.

  The information presentation control unit 37 presents the travel support information to each travel support device 10 on the basis of the history of the position distribution of the travel support device 10 whose traffic congestion sign level is continuously low in the predetermined travel route range. The information presentation control unit 37 performs driving support so that a vehicle traveling on the same travel route as a vehicle having a low traffic sign is continuously simulating the traveling state of the vehicle having a low traffic sign. Present information.

  The driving support system 30 for realizing the driving support method according to this modification has the above-described configuration. Next, the operation of the driving support system 30, particularly the operation of the driving support device 10 will be described.

First, in step S21 shown in FIG. 8, the server control unit 33 connects the travel support device 10 to a communication network such as a wireless communication network system, and the server device 31 without any communication failure via the communication network. It is determined whether or not it can be properly connected.
If the determination result is “NO”, the server control unit 33 repeatedly executes the process of step S21.
On the other hand, if the determination result is “YES”, the server control unit 33 advances the process to step S22.

In step S <b> 22, the server control unit 33 determines whether or not a stand-alone operation execution instruction independent of an external device such as the server device 31 is generated by an instruction from the operator.
If the determination result is “YES”, that is, if there is no instruction to execute the stand-alone operation, the server control unit 33 advances the process to step S23. In step S23, the server control unit 33 executes a network operation described later and ends the process.
On the other hand, if the determination result is “NO”, the server control unit 33 advances the process to step S44. In step S44, the server control unit 33 performs the processing from step S01 to step S16 in the above-described embodiment as a stand-alone operation.

Hereinafter, the network operation in step S23 described above will be described.
First, in step S31 shown in FIG. 9, the device control unit 17 displays a predetermined communication indicator display on the display device 16. The device control unit 17 can properly connect the display of the communication indicator to the server device 31 with the driving support device 10 connected to a communication network such as a wireless communication network system and without communication failure. It is a display indicating that.

Next, in step S <b> 32, the device control unit 17 detects the acceleration in the X-axis, Y-axis, and Z-axis directions by the three-dimensional acceleration sensor 14, and the current position acquisition unit 13 obtains the current position information. It is determined whether or not it has been acquired.
When the determination result is “NO”, the device control unit 17 repeatedly executes the determination process of step S32.
On the other hand, if the determination result is “YES”, the device control unit 17 advances the process to step S33.
Next, in step S33, the input data calculation unit 21 calculates the acceleration vector A in the three-dimensional space using the accelerations in the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14. To do. Then, the norm u of the difference (acceleration vector difference) ΔA between the acceleration vectors A at two different timings with a time interval of the sampling period ΔT is calculated as input data.

Next, in step S34, the frequency analysis unit 22 calculates the autocorrelation of the input data using the number of delays that can be appropriately set by the operator at the number of input / output points that can be appropriately set by the operator. Then, a power spectrum (acceleration spectrum) is calculated by performing a fast Fourier transform on the autocorrelation.
Next, in step S35, the single regression line calculation unit 23 calculates a single regression line in a predetermined frequency range of the acceleration spectrum, and converts the inclination of the single regression line into information of an angle (spectrum angle) θ.
Next, in step S35, the driving characteristic determination unit 25 acquires time-series fluctuation information of the average value of spectrum angles (spectrum angle average) and the average value of speed (speed average), and calculates the spectral angle average and speed average. Get information on frequency distribution of combinations. The driving characteristic determination unit 25 acquires the fluctuation range of the spectrum angle average from the information of the frequency distribution of the spectrum angle average and the speed average, and determines whether or not the fluctuation range of the spectrum angle average is less than a predetermined fluctuation threshold. In accordance with this determination result, the driving characteristic determination unit 25 determines whether the driving characteristic is good or bad.
Next, in step S37, the traffic jam prediction unit 26 uses the information on the spectrum angle θ to calculate the determination data S _N shown in the above equation (2) as information indicating the change in the spectrum angle θ according to time. .

Next, in step S <b> 38, the device control unit 17 sends the spectral angle θ, the determination data S _N , the traffic congestion predictor information calculated by the traffic congestion prediction unit 26, the current position information, and the like via the device communication apparatus 11. To the server device 31.
Next, in step S <b> 39, the device control unit 17 receives information on traffic jam signs, travel support information, traffic signal lighting model information, and the like within an appropriate position range detected by the server device 31 from the server device 31. Determine whether or not.
When the determination result is “NO”, the device control unit 17 ends the series of processes.
On the other hand, if the determination result is “YES”, the device control unit 17 advances the process to step S40.
Next, in step S <b> 40, the device control unit 17 presents the travel support information output from the information presentation control unit 28 based on the travel support information received from the server device 31 or various data received from the server device 31. Thus, the display device 16 is controlled. And the apparatus control part 17 advances a process to a return.

  According to the driving support system 30 and the driving support method according to this modified example, driving support information that acquires information based on acceleration from the plurality of driving support devices 10 and supports proper passage of traffic signals in a comprehensive manner in real time. Can be presented. As a result, the calculation efficiency can be improved as compared with the case where, for example, each traffic assist device 10 calculates the traffic jam sign degree, and the traffic signal lighting model estimation and the travel support information are presented. Accuracy can be improved.

  Note that the travel support device 10 according to the above-described embodiment and modification and the server device 31 of the travel support system 30 may be realized by dedicated hardware, or the travel support device 10. The program for realizing the functions of the server device 31 is recorded on a computer-readable recording medium, and the program recorded on the recording medium is read into the computer system and executed, thereby executing the driving support device 10 and the server device. You may make it operate | move as 31. FIG. The computer system referred to here includes an OS and hardware such as peripheral devices. The computer system also includes a WWW system provided with a homepage providing environment (or display environment).

  The computer-readable recording medium refers to a storage device such as a portable medium such as a flexible disk, a magneto-optical disk, a ROM, and a CD-ROM, and a hard disk built in the computer system. Further, the computer-readable recording medium is a volatile memory (RAM) inside a computer system that becomes a server or a client when a program is transmitted via a network such as the Internet or a communication line such as a telephone line. In addition, those that hold a program for a certain period of time are also included.

The program may be transmitted from a computer system storing the program in a storage device or the like to another computer system via a transmission medium or by a transmission wave in the transmission medium. Here, the transmission medium for transmitting the program refers to a medium having a function of transmitting information, such as a network (communication network) such as the Internet or a communication line (communication line) such as a telephone line.
The program may be for realizing a part of the functions described above. Furthermore, what can implement | achieve the function mentioned above in combination with the program already recorded on the computer system, what is called a difference file (difference program) may be sufficient.

  The above-described embodiments are presented as examples, and are not intended to limit the scope of the invention. The above-described novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. The above-described embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof. For example, in the above embodiment, the server device 31 is configured as one device. However, a plurality of devices may be connected by a communication line or the like.

DESCRIPTION OF SYMBOLS 10 ... Driving assistance apparatus (electronic device), 12 ... Positioning signal receiver, 13 ... Current position acquisition part, 14 ... Three-dimensional acceleration sensor (acceleration acquisition part), 15 ... Input device, 16 ... Display apparatus (information presentation part) , 17 ... Device control unit, 21 ... Input data calculation unit, 22 ... Frequency analysis unit, 23 ... Single regression line calculation unit, 24 ... Determination data calculation unit, 25 ... Driving characteristic determination unit, 26 ... Congestion prediction unit (congestion sign) (Information acquisition unit), 27 ... lighting model acquisition unit (position information acquisition unit), 28 ... information presentation control unit (information presentation unit), 30 ... travel support system, 31 ... server device, 35 ... range traffic jam prediction unit

Claims (15)

A driving support method executed by an electronic device including an acceleration acquisition unit for acquiring acceleration and an information presentation unit for presenting information,
A traffic jam sign information acquisition step in which the electronic device acquires traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit;
The traffic signal lighting model in which the electronic device is virtually estimated in the predetermined travel section based on the traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit of the other electronic device in the predetermined travel section Lighting model acquisition step to acquire,
The information presentation unit
In the traffic signal lighting model, based on the position of the traffic signal that is in the lighting state of the travel prohibition lamp color estimated based on the position distribution of the electronic device having a high traffic sign degree, or
In the traffic light lighting model, the driving support information is presented based on a position where the traffic light that is in the lighting state of the travel prohibition light color estimated based on the position distribution of the electronic device having a low traffic sign is low. An information presentation step;
including,
A driving support method characterized by the above. In the information presenting step, in the information presenting step, in the traffic signal lighting model, the travel prohibition lamp color estimated based on a history of a position distribution of the electronic device having a high traffic sign for a predetermined period of time. Presenting the driving support information based on the position of a traffic signal that is lit.
The driving support method according to claim 1, wherein: The information presenting unit presents the travel support information based on a history of position distribution of the electronic device in which the traffic sign is continuously low in a predetermined travel path range in the information presenting step;
The driving support method according to claim 1 or 2, characterized in that A driving support method executed by an electronic device including an acceleration acquisition unit that acquires acceleration, an information presentation unit that presents information, and a position information acquisition unit that acquires position information of a traffic signal based on map data,
A traffic jam sign information acquisition step in which the electronic device acquires traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit;
The electronic device is estimated based on traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit of the other electronic device around the position of the traffic signal acquired by the position information acquisition unit. A lighting model acquisition step of acquiring a lighting model of the traffic signal;
The information presentation unit
In the lighting model of the traffic signal, based on the timing of the lighting state of the travel prohibition light color estimated based on the position distribution of the electronic device having a high traffic sign, or
An information presenting step for presenting driving support information based on timing other than the lighting state of the travel-prohibited lamp color estimated based on the position distribution of the electronic device having a low traffic sign in the lighting model of the traffic signal; and ,
including,
A driving support method characterized by the above. In the information presentation step, the information presenting unit presents at least one of information on an expected lamp color lighting state, information on maintaining a driving state, and information on deceleration start support as the driving support information. To
The driving support method according to any one of claims 1 to 4, wherein: A computer of an electronic device including an acceleration acquisition unit that acquires acceleration and an information presentation unit that presents information,
A traffic jam sign acquisition step for acquiring traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit;
A lighting model for acquiring a traffic signal lighting model virtually estimated in the predetermined traveling section based on traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit of the other electronic device in the predetermined traveling section An acquisition step;
In the traffic signal lighting model, based on the position of the traffic signal that is in the lighting state of the travel prohibition lamp color estimated based on the position distribution of the electronic device having a high traffic sign degree, or
In the traffic signal lighting model, based on a position where there is no traffic signal in the lighting state of the travel prohibition light color estimated based on a position distribution of the electronic device having a low traffic sign, the driving support information is the information. An information presentation step to be presented to the presentation unit;
including,
A program characterized by that. In the information presenting step, in the traffic signal lighting model, the traffic signal that is in the lighting state of the travel-prohibited lamp color estimated based on a history of the position distribution of the electronic device having a high traffic sign for a predetermined period Based on the position of the information, the travel information is presented to the information presentation unit.
The program according to claim 6. In the information presenting step, the information presenting unit is caused to present the travel support information based on a history of the position distribution of the electronic device in which the traffic sign is continuously low in a predetermined travel range.
The program according to claim 6 or 7, characterized by the above. A computer of an electronic device including an acceleration acquisition unit that acquires acceleration, an information presentation unit that presents information, and a position information acquisition unit that acquires position information of a traffic signal based on map data,
A traffic jam sign information acquisition step for acquiring traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit;
Lighting of the traffic signal estimated based on traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit of the other electronic device around the position of the traffic signal acquired by the position information acquisition unit A lighting model acquisition step for acquiring a model;
In the lighting model of the traffic signal, based on the timing of the lighting state of the travel prohibition light color estimated based on the position distribution of the electronic device having a high traffic sign, or
Presenting the travel support information to the information presenting unit based on timing other than the lighting state of the travel-prohibited lamp color estimated based on the position distribution of the electronic device with a low traffic sign in the traffic light model An information presentation step to be performed;
including,
A program characterized by that. In the information presentation step, the information presentation unit presents at least one of information on the expected lighting state of the light, information on maintaining the driving state, and information on the deceleration start support as the driving support information. ,
The program according to any one of claims 6 to 9, wherein An acceleration acquisition unit for acquiring acceleration;
An information presentation unit for presenting information;
A traffic jam sign information acquisition unit for acquiring traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit;
A lighting model acquisition unit that acquires a traffic light lighting model virtually estimated in the predetermined traveling section based on traffic jam sign information based on the change in acceleration acquired by the other acceleration acquisition unit in the predetermined traveling section;
With
The information presentation unit
In the traffic signal lighting model, based on the position of the traffic signal that is in the lighting state of the travel prohibition light color estimated based on the position distribution of the acceleration acquisition unit having a high traffic sign.
In the traffic light lighting model, the travel support information is presented based on the position where the traffic light that is in the lighting state of the travel prohibition light color estimated based on the position distribution of the acceleration acquisition unit having a low traffic sign is low. To
A driving support device characterized by that. The information presenting unit is a traffic that is in a lighting state of the travel prohibition lamp color estimated based on a history of a position distribution of the acceleration acquisition unit having a high traffic sign for a predetermined period in the traffic light lighting model. Presenting the driving support information based on the position of the traffic light;
The travel support apparatus according to claim 11. The information presenting unit presents the travel support information based on a history of position distribution of the acceleration acquisition unit in which the traffic congestion sign degree in a predetermined travel route range is continuously low.
The travel support apparatus according to claim 11 or 12, characterized in that An acceleration acquisition unit for acquiring acceleration;
An information presentation unit for presenting information;
A location information acquisition unit for acquiring location information of traffic signals based on map data;
A traffic jam sign information acquisition unit for acquiring traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit;
The traffic signal lighting model estimated based on the traffic jam sign information based on the change in acceleration acquired by the other acceleration acquisition unit around the position of the traffic signal acquired by the position information acquisition unit is acquired. A lighting model acquisition unit;
With
The information presentation unit
In the lighting model of the traffic signal, based on the timing of the lighting state of the travel prohibition light color estimated based on the position distribution of the acceleration acquisition unit having a high traffic sign, or
Presenting the driving support information based on timing other than the lighting state of the travel prohibition lamp color estimated based on the position distribution of the acceleration acquisition unit with a low traffic sign in the lighting model of the traffic signal,
A driving support device characterized by that. The information presenting unit presents at least one of information on an expected lamp color lighting state, information indicating maintenance of a driving state, and information indicating deceleration start support as the driving support information.
The travel support apparatus according to any one of claims 11 to 14, wherein the travel support apparatus is configured as described above.