JP4946961B2 - Driving support device and driving support system - Google Patents

Description

  The present invention relates to a driving support device and a driving support system, and in particular, signal cycle information transmitted from a roadside transmitter installed on a road, signal cycle information transmitted from another vehicle that has received signal cycle information from a roadside transmitter, and Is received, and the signal cycle information is transmitted to another vehicle again.

Conventionally, a roadside transmitter such as an optical beacon installed on a road has been used to provide information related to signal transition in a traffic signal to a vehicle. For example, Patent Document 1 discloses a traffic signal control device including a GPS unit, a clock, a CPU, a memory, and a beacon interface. In this signal control device, the CPU corrects the time detected by the clock based on the information representing the time received by the GPS unit, and based on the information in the memory storing the signal color information associated with the lighting order. The information indicating the correspondence between the signal color and the time corrected by the CPU itself is generated, and the beacon interface outputs the generated information, which is the information generated by the CPU, to the optical beacon, thereby changing the actual signal color. A technology for providing corresponding information to an in-vehicle device or a vehicle driver is disclosed.
JP 2007-148793 A

  In the technology as described above, driving support is performed by receiving information (signal cycle information) on signal color change when the vehicle passes through the optical beacon. However, communication using the optical beacon is local spot communication. The communication is not continuous communication even if the distance between the optical beacon and the vehicle is long. Therefore, the amount of information obtained from the optical beacon when the vehicle passes through the optical beacon is limited, and it is difficult to obtain all necessary signal cycle information. Furthermore, since the signal cycle information changes for each signal cycle information, it is difficult to perform appropriate driving support only with information obtained from the optical beacon. An optical beacon that performs such spot communication is expected to spread in the future as a roadside transmitter, and a technology that can perform driving support corresponding to the current optical beacon is desired.

  The present invention has been made to solve the above-described problems, and the purpose thereof is to obtain more complete signal cycle information even when signal cycle information is obtained from an optical beacon or the like that performs spot communication. The object is to provide a travel support device and a travel support system.

  The present invention relates to road-to-vehicle communication means for receiving signal cycle information, which is information relating to signal transition in a traffic light, transmitted from a roadside transmitter installed on a road, and a signal cycle of a traffic light read by another vehicle from the roadside transmitter. Vehicle-to-vehicle communication receiving means for receiving information from other vehicles, signal cycle information received by the road-to-vehicle communication means, and signal cycle information scheduled to be received by the vehicle-to-vehicle communication receiving means based on the degree of overlap and continuity between each other A driving support device comprising vehicle group control means for generating vehicle group control information for controlling other vehicles, and vehicle-to-vehicle communication transmission means for transmitting vehicle group control information generated by the vehicle group control means to other vehicles It is.

  According to this configuration, the vehicle group control means is configured so that the other vehicle is based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication receiving means. The vehicle group control information for controlling the vehicle group is generated, and the vehicle-to-vehicle communication transmission means transmits the vehicle group control information generated by the vehicle group control means to the other vehicle. For this reason, other vehicles will be controlled based on the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication reception means based on the degree of overlap and continuity between each other. The own vehicle can obtain signal cycle information obtained by another vehicle in which control based on the degree of overlap and the degree of continuity is reflected. Thereby, even when the own vehicle itself obtains limited signal cycle information from an optical beacon or the like that performs spot communication, it can acquire more complete signal cycle information.

  In this case, it is preferable that the vehicle-to-vehicle communication transmitting unit transmits the signal cycle information received by the road-to-vehicle communication unit and the vehicle-to-vehicle communication receiving unit to the other vehicle after transmitting the vehicle group control information.

  According to this configuration, the other vehicle can obtain the signal cycle information after the control based on the overlapping degree and the continuity is reflected from the own vehicle together with the signal cycle information obtained by the own vehicle. Thereby, the own vehicle and other vehicles can be acquired in a form of sharing more complete signal cycle information.

  The present invention also provides a road-to-vehicle communication means for receiving signal cycle information, which is information relating to signal transition in a traffic light, transmitted from a roadside transmitter installed on a road, and a traffic light read by another vehicle from a roadside transmitter. Inter-vehicle communication receiving means for receiving signal cycle information from other vehicles, signal cycle information received by road-to-vehicle communication means, and signal cycle information scheduled for reception by inter-vehicle communication receiving means And a vehicle group control means for generating vehicle group control information for controlling the host vehicle based on the vehicle support control device.

  According to this configuration, the vehicle group control means is based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication receiving means. Vehicle group control information for controlling the vehicle is generated. Therefore, the host vehicle is controlled based on the signal cycle information received by the road-to-vehicle communication means and the degree of overlap and continuity between the signal cycle information scheduled to be received by the vehicle-to-vehicle communication receiving means, The own vehicle can obtain signal cycle information obtained by another vehicle after the control based on the degree of overlap and the degree of continuity is reflected. Thereby, even when the own vehicle itself obtains limited signal cycle information from an optical beacon or the like that performs spot communication, it can acquire more complete signal cycle information.

  In this case, after the host vehicle is controlled based on the vehicle group control information generated by the vehicle group control means, the vehicle transmits each signal cycle information received by the road-to-vehicle communication means and the vehicle-to-vehicle communication reception means to the other vehicle. It is preferable to further include inter-vehicle communication transmission means.

  According to this configuration, the other vehicle can obtain the signal cycle information after the control based on the overlapping degree and the continuity is reflected from the own vehicle together with the signal cycle information obtained by the own vehicle. Thereby, the own vehicle and other vehicles can be acquired in a form of sharing more complete signal cycle information.

  In this case, the vehicle group control means is configured so that the overlap between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication receiving means is minimized and continuous. It is preferable to generate vehicle group control information for controlling either of the vehicle and the host vehicle.

  According to this configuration, the vehicle group control means is configured such that the overlap between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication reception means is minimal and continuous. Since the vehicle group control information for controlling either the other vehicle or the own vehicle is generated, the own vehicle and the other vehicle can share the continuous signal cycle information with the least degree of overlap, and most completely. Close signal cycle information can be obtained.

  On the other hand, the vehicle group control means is adapted to receive the signal cycle information received by the road-to-vehicle communication means and the vehicle-to-vehicle communication reception means for receiving another vehicle that transmits the signal cycle information scheduled to be received by the vehicle-to-vehicle communication receiving means. It is preferable to select vehicle groups around the own vehicle based on the degree of overlap and continuity between the respective signal cycle information, and generate vehicle group control information for causing the other vehicle to transmit the signal cycle information to the own vehicle. It is.

  According to this configuration, the vehicle group control means includes the other vehicle that transmits the signal cycle information scheduled to be received by the inter-vehicle communication receiving means, the signal cycle information received by the road-to-vehicle communication means, and the inter-vehicle communication receiving means. Based on the degree of overlap and continuity between the signal cycle information scheduled to be received, the vehicle group control information for selecting the vehicle group around the own vehicle and transmitting the signal cycle information to the own vehicle is generated. Therefore, the other vehicle that transmits the signal cycle information to the own vehicle becomes a vehicle that is selected based on the degree of duplication and continuity of the signal cycle information. Can be obtained.

  In this case, the vehicle group control means is automatically connected to other vehicles based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information to be received by the vehicle-to-vehicle communication reception means. Vehicle group control information for controlling the distance between the vehicle and the vehicle can be generated.

  According to this configuration, based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication receiving means, Since the vehicle group control information for controlling the inter-vehicle distance is generated, the own vehicle and the other vehicle are controlled to the inter-vehicle distance based on the overlapping degree and the continuity of the signal cycle information. Signal cycle information close to can be acquired.

  Alternatively, the vehicle group control means may determine whether the other vehicle and the host vehicle are based on the degree of overlap and the degree of continuity between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication receiving means. Vehicle group control information for controlling any of the travel lanes can be generated.

  According to this configuration, the vehicle group control means is based on the overlap and continuity between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication reception means. In order to generate vehicle group control information for controlling the traveling lane between the vehicle and the host vehicle, the host vehicle and the other vehicle are controlled to travel in the traveling lane based on the overlap and continuity of the signal cycle information. Thus, the own vehicle and the other vehicles can acquire signal cycle information that is closer to perfection.

  Further, the present invention is capable of receiving signal cycle information of a traffic signal transmitted from a host vehicle on which the driving support device of the present invention is mounted and a roadside transmitter installed on the road, and a signal device read from the roadside transmitter. It is a driving assistance system formed by the vehicle group which consists of other vehicles which can transmit the signal cycle information of this to the own vehicle, and can receive the signal cycle information transmitted from the own vehicle.

  According to the driving support device and the driving support system of the present invention, even when signal cycle information is obtained from an optical beacon or the like that performs spot communication, more complete signal cycle information can be acquired.

  Hereinafter, a driving support device and a driving support system according to embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a plan view showing a situation in which the travel support device according to the first embodiment of the present invention is applied. In the following description, as shown in FIG. 1, a road where a traffic light S and an optical beacon (roadside transmitter) B that transmits signal cycle information, which is information related to signal transitions in the traffic light S, are installed is a leading vehicle. Assume that V1 and the following vehicle V2 are traveling. It is assumed that the driving support device according to the present embodiment is mounted on the leading vehicle V1. Further, the following vehicle V2 is equipped with a driving support device similar to that of the leading vehicle V1, or can acquire at least signal cycle information from the optical beacon B. It can be transmitted to the leading vehicle V1 through inter-vehicle communication, and the control signal transmitted from the leading vehicle V1 and the signal cycle information of the optical beacon B can be received through inter-vehicle communication.

  FIG. 2 is a functional block diagram showing the configuration of the driving support apparatus according to the present embodiment. As shown in FIG. 2, in the travel support device 10 of the present embodiment, the inter-vehicle communication device 12, the road-to-vehicle communication device 14, the GPS 16, the radars 18, the sensors 20, the display unit 22, and the actuators 24 are included in the ECU 100. It is connected. The ECU 100 also includes a signal cycle information acquisition unit 102, a signal passage determination unit 104, a next blue signal determination unit 106, a total signal remaining number calculation unit 108, a vehicle group detection unit 110, and a vehicle group travel plan unit 112. .

  The inter-vehicle communication device 12 is a communication device capable of wireless communication with other vehicles such as the following vehicle V2, and the signal cycle information of the signal device S (the signal cycle and light of the signal device S) read by the subsequent vehicle V2 from the optical beacon B. In addition to receiving the color (including the arrow lamp) and the number of seconds displayed for each lamp color) from the following vehicle V2, information on whether or not the following vehicle V2 exists in the leading vehicle V1, and the inter-vehicle distance to the following vehicle Information and information on the vehicle speed and acceleration of the following vehicle are acquired. Further, the inter-vehicle communication device 12 transmits the vehicle group control information generated by the vehicle group travel planning unit 112 of the ECU 100 to the following vehicle V2, or based on the vehicle group control information generated by the vehicle group travel planning unit 112. After the leading vehicle V1 is controlled, each of the signal cycle information received by the inter-vehicle communication device 12 and the road-vehicle communication device 14 is transmitted to the following vehicle V2. The inter-vehicle communication device 12 functions as an inter-vehicle communication receiving unit and an inter-vehicle communication transmitting unit described in the claims.

  The road-vehicle communication device 14 is for receiving the signal cycle information in the traffic light S transmitted from the optical beacon B installed on the road in the form of infrared communication. Alternatively, the road-to-vehicle communication device 14 relates from the optical beacon B to information on whether or not the subsequent vehicle V2 exists in the leading vehicle V1, information on the distance to the subsequent vehicle V2, and vehicle speed / acceleration of the subsequent vehicle V2. Get information. The road-to-vehicle communication device 14 functions as road-to-vehicle communication means described in the claims.

  The GPS (Global Positioning System) 16 is a system that detects the current position by receiving signals from several satellites in the sky with a GPS receiver. The current position of the leading vehicle V1 and the road on which the leading vehicle V1 travels. This is for obtaining the alignment (stop line position, gradient, number of lanes, etc.).

  Specifically, the radars 18 include a millimeter wave radar sensor, a camera sensor, and the like, information on whether or not the following vehicle V2 exists in the leading vehicle V1, information on the distance to the following vehicle V2, and the subsequent This is for acquiring information related to the vehicle speed and acceleration of the vehicle V2.

  The sensors 20 are specifically an accelerator amount detection sensor, a vehicle speed sensor, a steering sensor, a yaw rate sensor, and the like, and are for detecting the speed, acceleration, traveling direction, and yaw rate of the leading vehicle V1.

  The display unit 22 is a liquid crystal display or an audio speaker of the navigation system, and includes signal cycle information including a timing when the traffic light S determined by the next green signal determination unit 106 of the ECU 100 next displays a green signal, and a vehicle group traveling plan unit of the ECU 100. This is for displaying the vehicle group control information generated by 112 to the driver of the leading vehicle V1.

  Specifically, the actuators 24 are an accelerator actuator, a brake actuator, and a steering actuator, and signal cycle information including the timing when the traffic light S determined by the next green signal determination unit 106 of the ECU 100 next displays a green signal, Based on the vehicle group control information generated by the vehicle group travel planning unit 112, the travel of the leading vehicle V1 is automatically controlled.

  The signal cycle information acquisition unit 102 of the ECU 100 includes the signal cycle information of the traffic light S read by the following vehicle V2 received from the optical beacon B received by the inter-vehicle communication device 12 (the signal cycle information directly acquired by the leading vehicle V1 from the beacon B). The road-vehicle communication device 14 acquires signal cycle information of the traffic light S read from the optical beacon B (signal cycle information acquired indirectly from the following vehicle V2).

  The signal passage determination unit 104 of the ECU 100 includes the signal cycle information of the traffic light S acquired by the signal cycle information acquisition unit 102 and the position of the leading vehicle V1 detected by the GPS 16 (the road to the stop line in the traffic signal S of the leading vehicle V1). Distance) and the speed, acceleration, traveling direction, and yaw rate of the leading vehicle V1 detected by the sensors 20 for determining whether the leading vehicle V1 can pass the traffic light S with a green signal. .

  The next blue signal determination unit 106 of the ECU 100 receives the signal cycle information of the traffic light S read from the optical beacon B by the following vehicle V2 received by the inter-vehicle communication device 12 and the traffic light S read by the road-vehicle communication device 14 from the optical beacon B. Signal cycle information is acquired from the signal passage determination unit 104, and whether or not the display time of the next green signal of the traffic light S can be determined based on the signal cycle information, and if possible, the display of the green signal It is for judging the time.

  Based on the information determined by the next green signal determination unit 106, the signal total remaining number calculation unit 108 of the ECU 100 determines the signal type (lamp color, arrow lamp, etc.) and the number of display seconds based on the signal cycle information of the traffic light S. This is to calculate the total remaining signal number N [s], which is the sum of the remaining number of seconds until the determined signal state is completed.

  The vehicle group detection unit 110 of the ECU 100 is for calculating the average vehicle speed V [m / s] of the vehicle group calculated from the detection results from the lasers 18 and the sensors 20. In the example of FIG. 1, the average vehicle speed V [m / s] of the vehicle group is the average vehicle speed of the vehicle group formed by the leading vehicle V1 and the subsequent vehicle V2. Further, the vehicle group detection unit 110 is a product of the total signal remaining number N [s] calculated by the total signal remaining time calculation unit 108 and the calculated average vehicle speed V [m / s] N. -It is for calculating V [m]. Further, the vehicle group detection unit 110 is for identifying the vehicle closest to the position away from the leading vehicle V1 by the calculated N · V [m] from the vehicle group around the leading vehicle V1.

  The vehicle group travel plan unit 112 of the ECU 100 executes a vehicle group for executing a travel plan for the subsequent vehicle V2 specified by the vehicle group detection unit 110 to travel a position away from the head vehicle V1 by N · V [m]. This is for generating control information. In this case, the vehicle group travel planning unit 112 transmits vehicle group control information to the following vehicle V2 by the inter-vehicle communication device 12, and causes the subsequent vehicle V2 to execute the travel plan. Alternatively, the vehicle group travel plan unit 112 sends the vehicle group control information to the display unit 12 so that the display unit 12 displays the travel plan for the driver so that the leading vehicle V1 executes the travel plan. Can be controlled. Furthermore, the vehicle group travel plan unit 112 can control the leading vehicle V1 to automatically execute the travel plan by driving the actuators 24 based on the vehicle group control information.

  As will be described later, N · V [m] is based on the degree of overlap and continuity between the signal cycle information directly acquired from the beacon B by the leading vehicle V1 and the signal cycle information indirectly acquired from the following vehicle V2, respectively. Thus, the vehicle group traveling plan unit 112 generates vehicle group control information based on the degree of overlap and the degree of continuity. The vehicle group traveling plan unit 112 functions as vehicle group control means described in the claims.

  Hereinafter, the operation of the driving support apparatus of the present embodiment will be described. FIG. 3 is a flowchart showing the operation of the driving support apparatus according to the embodiment. As shown in FIG. 3, the vehicle group including the leading vehicle V1 and the following vehicle V2 approaches the optical beacon B (S11). When the leading vehicle V1 starts communication with the optical beacon B (S12), the signal cycle information acquisition unit 102 receives the signal cycle information of the traffic light S via the road-to-vehicle communication device 14 (S13). Further, when the leading vehicle V1 starts communication with the optical beacon B (S12), the GPS 16 acquires the road alignment of the road on which the leading vehicle V1 travels.

  The signal passage determination unit 104 includes the signal cycle information of the traffic light S acquired by the signal cycle information acquisition unit 102, the position of the leading vehicle V1, the road alignment information detected by the GPS 16, and the stop line of the traffic signal S of the leading vehicle V1. Whether or not the leading vehicle V1 can pass the traffic light S with a green light is determined based on the road distance and the speed, acceleration, traveling direction, and yaw rate detected by the sensors 20 (S14).

  Hereinafter, a specific method in which the signal passage determination unit 104 determines whether or not the leading vehicle V1 can pass the traffic light S with a green light will be described. The vehicle speed of the leading vehicle V1 estimated when the leading vehicle V1 passes through the optical beacon B is V ′ [m / s]. The signal passage determination unit 104 calculates a distance L [m] from the position of the leading vehicle V1 to the stop line in the traffic light S from the road alignment information acquired by the GPS 16 and the position of the leading vehicle V1. The signal passage determination unit 104 determines the signal state of the traffic light S after L / V ′ [s].

  FIG. 4 is a diagram illustrating a relationship between the signal when the stop line is reached and the determination of the end and continuation of the service. As shown in FIG. 4, when the signal after L / V ′ [s] (when the stop line is reached at the traffic light S of the leading vehicle V1) is blue, the leading vehicle V1 can pass the stop line with a blue signal. Since it is determined that the above information is unnecessary, the driving support device 10 ends the service (driving support) (S14 in FIG. 3).

  If the signal after L / V ′ [s] is yellow or red, the leading vehicle V1 may stop at a red signal. In this case, the next blue light determination unit 106 receives the signal cycle information of the traffic light S read from the optical beacon B by the following vehicle V2 received by the inter-vehicle communication device 12 and the traffic light S read by the road-vehicle communication device 14 from the optical beacon B. Is obtained from the signal passage determining unit 104, and it is determined whether or not the display time of the next green signal of the traffic light S can be determined based on the signal cycle information (S15). When the next number of seconds in blue is fixed, a start support notification or the like in the travel support is possible, and the information is sufficiently secured, so the travel support device 10 ends the service (S15).

  On the other hand, when the signal after L / V ′ [s] is yellow or red, the next blue signal determination unit 106 may determine the display time of the next blue signal of the traffic light S based on the signal cycle information. If it is determined that the information is not possible, the driving support device 10 continues the service and executes the following steps because the information is insufficient (S15). Furthermore, even when the signal passing determination unit 104 cannot determine the signal state of the traffic light S after L / V ′ [s], the driving support device 10 continues the service because the information is insufficient. Then, the following steps are executed (S15).

  In S14 and S15, when the traveling direction of the leading vehicle V1 can be specified by determining the destination at the time of formation of the vehicle group such as the leading vehicle V1 and the following vehicle V2, the arrow lamp device in that direction is indicated in the arrow lamp signal. When it is lit, the signal passage determination unit 104 and the next blue signal determination unit 106 regard the arrow lamp signal as a blue signal. On the other hand, when the traveling direction of the leading vehicle V1 cannot be specified, in the arrow lamp signal, the signal passage determination unit 104 and the next blue signal determination unit 106 regard the arrow lamp signal as a red signal. However, even when the traveling direction of the leading vehicle V1 cannot be specified, when the arrow lamp signal in all directions is lit in the arrow lamp signal, the signal passing determination unit 104 and the next blue signal determination unit 106 are: The arrow lamp signal is regarded as a green light.

  When the driving support device 10 continues the service in S14 and S15, as shown in FIG. 3 and FIG. 5, the total signal remaining number calculation unit 108 indicates that the following vehicle V2 received by the inter-vehicle communication device 12 is light. Based on the signal cycle information of the traffic light S read from the beacon B and the signal cycle information of the traffic light S read by the road-to-vehicle communication device 14 from the optical beacon B, the signal type (lamp color, arrow lamp, etc.) and the number of display seconds The total remaining number of seconds N [s], which is the sum of the number of remaining seconds until the signal state in which is fixed, is completed is calculated (S16).

The vehicle group detection unit 110 calculates the average vehicle speed V [m / s] of the vehicle group calculated from the detection results from the lasers 18 and the sensors 20. Further, the vehicle group detection unit 110 is a product of the total signal remaining number N [s] calculated by the total signal remaining time calculation unit 108 and the calculated average vehicle speed V [m / s] N. Calculate V [m]. Further, the vehicle group detection unit 110 identifies the vehicle closest to the position away from the leading vehicle V1 by the calculated N · V [m] from the vehicle group around the leading vehicle V1 (S17). In the example of FIG. 1, it is the following vehicle V2. In this case, the vehicle group detection unit 110 may calculate the presence or position of another vehicle such as the following vehicle V2 from the inter-vehicle communication device 12. It should be noted that the acceleration (deceleration) A [m / s ² ] required to secure a distance of N · V [m] in the vehicle closest to the position distant from the leading vehicle V1 by N · V [m] is If the threshold value α [m / s ² ] is exceeded, the driving support device 10 terminates the service because the risk is high.

  The vehicle group traveling plan unit 112 performs vehicle group control information for executing a traveling plan for the subsequent vehicle V2 specified by the vehicle group detecting unit 110 to travel a position that is N · V [m] away from the leading vehicle V1. Is generated. The vehicle group control information generated by the vehicle group travel planning unit 112 is transmitted to the succeeding vehicle V2 by the inter-vehicle communication device 12 (S18). The succeeding vehicle V2, which has received the vehicle group control information, travels according to the vehicle group control information with the inter-vehicle distance from the leading vehicle V1 set to N · V [m] (S17). Thereby, the succeeding vehicle V2 can acquire the signal cycle information that does not overlap with the signal cycle information acquired by the leading vehicle V1 from the optical beacon B.

  In this case, as described above, the vehicle group traveling plan unit 112 sends the vehicle group control information to the display unit 12 to display the traveling plan on the display unit 12 to the driver, so that the leading vehicle V1 travels. You may control to execute a plan. Furthermore, the vehicle group travel plan unit 112 may control the leading vehicle V1 to automatically execute the travel plan by driving the actuators 24 based on the vehicle group control information.

  The leading vehicle V1 and the following vehicle V2 again receive the signal cycle information of the traffic light S from the optical beacon B (S20). The signal cycle information received by each of the leading vehicle V1 and the following vehicle V2 is shared between the leading vehicle V1 and the following vehicle V2 by inter-vehicle communication (S21).

  In the present embodiment, the vehicle group traveling plan unit 112 is based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication device 14 and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication device 12. Vehicle group control information for controlling the subsequent vehicle V2 is generated, and the inter-vehicle communication device 12 transmits the vehicle group control information generated by the vehicle group travel planning unit 112 to the subsequent vehicle V2, and transmits the vehicle group control information. Later, each of the signal cycle information received by the road-to-vehicle communication unit 14 and the vehicle-to-vehicle communication unit 12 is transmitted to the following vehicle V2.

  For this reason, the following vehicle V2 is controlled based on the overlap and continuity between the signal cycle information received by the road-to-vehicle communication device 14 and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication device 12. Thus, the leading vehicle V1 can obtain the signal cycle information obtained by the subsequent vehicle V2 reflecting the control based on the degree of overlap and the degree of continuity, and the subsequent vehicle V2 is controlled based on the degree of overlap and the degree of continuity. Can be obtained from the leading vehicle V1 together with the signal cycle information obtained by the leading vehicle V1. Thereby, the leading vehicle V1 and the following vehicle V2 are controlled based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication device 14 and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication device 12, respectively. The reflected signal cycle information can be shared together, and even when the leading vehicle V1 and the following vehicle V2 themselves obtain limited signal cycle information from the optical beacon B or the like that performs spot communication, as a whole More complete signal cycle information can be obtained.

  In addition, according to the present embodiment, the vehicle group traveling plan unit 112 determines the degree of overlap between the signal cycle information received by the road-to-vehicle communication device 14 and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication device 12. Vehicle group control information for controlling the leading vehicle V1 is generated based on the degree, and the inter-vehicle communication device 12 controls the leading vehicle V1 based on the vehicle group control information generated by the vehicle group traveling planning unit 112. Later, each of the signal cycle information received by the road-to-vehicle communication device 14 and the vehicle-to-vehicle communication device 12 is transmitted to the following vehicle V2.

  For this reason, the leading vehicle V1 is controlled based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication device 14 and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication device 12. The leading vehicle V1 can obtain the signal cycle information obtained by the succeeding vehicle V2 after the control based on the overlap and continuity is reflected, and the follower vehicle V2 is further based on the overlap and continuity. The signal cycle information after the control is reflected can be obtained from the leading vehicle V1 together with the signal cycle information obtained by the leading vehicle V1. Thereby, the leading vehicle V1 and the following vehicle V2 are controlled based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication device 14 and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication device 12, respectively. The reflected signal cycle information can be shared together, and even when the leading vehicle V1 and the following vehicle V2 themselves obtain limited signal cycle information from the optical beacon B or the like that performs spot communication, as a whole More complete signal cycle information can be obtained.

  Further, the vehicle group traveling plan unit 112 determines which of the leading vehicle V1 and the following vehicle V2 is such that the degree of overlap of the signal cycle information received by the road-to-vehicle communication device 14 and the vehicle-to-vehicle communication device 12 is minimum and continuous. In order to generate the vehicle group control information for controlling the vehicle, the leading vehicle V1 and the following vehicle V2 can share the continuous signal cycle information with the minimum degree of overlap, and the signal cycle information that is closest to the completeness. Can be acquired.

  In addition, the vehicle group traveling plan unit 112 receives the signal cycle information received by the road-to-vehicle communication device 14 and the vehicle-to-vehicle communication device 12 for the subsequent vehicle V2 that transmits the signal cycle information received by the vehicle-to-vehicle communication device 12. A vehicle group for selecting from among a group of vehicles around the leading vehicle V1 based on the overlap and continuity of each of the scheduled signal cycle information, and causing the selected subsequent vehicle V2 to transmit the signal cycle information to the leading vehicle V1. In order to generate the control information, the succeeding vehicle V2 that transmits the signal cycle information to the leading vehicle V1 becomes a vehicle selected based on the duplication degree and continuity of the signal cycle information. It becomes possible to acquire signal cycle information that is more complete.

  Further, the vehicle group traveling plan unit 112 determines the leading vehicle based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication device 14 and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication device 12. In order to generate a travel plan for controlling the inter-vehicle distance between V1 and the following vehicle V2, the leading vehicle V1 and the following vehicle V2 are controlled to the inter-vehicle distance based on the overlap and continuity of the signal cycle information. After execution of the travel plan, the leading vehicle V1 and the succeeding vehicle V2 can acquire signal cycle information that is closer to perfection.

  Hereinafter, the driving assistance apparatus of 2nd Embodiment of this invention is demonstrated. The driving support device 10 of the present embodiment can be applied not only to signal cycle information but also when the leading vehicle V1 cannot normally receive part of information from the roadside infrastructure such as the optical beacon B. is there. Below, an example is given and demonstrated.

  For example, in the situation shown in FIG. 1, the leading vehicle V1 passes through the optical beacon B and receives infrastructure information (including signal cycle information). At the time of reception, the signal cycle information acquisition unit 102 compares the total number of data from the optical beacon B with the number of received data. When the vehicle group traveling plan unit 112 determines that the data is missing, the inter-vehicle communication device 12 transmits a signal indicating that the data is missing to the subsequent vehicle V2. When the subsequent vehicle that has received the signal receives the missing data from the optical beacon B, the subsequent vehicle V2 transmits the missing data to the leading vehicle V1. The leading vehicle V1 compensates for missing data by receiving missing data from the following vehicle V2 by the inter-vehicle communication device 12. The driving support device 10 provides a service based on the complemented data.

  According to the present embodiment, even when the leading vehicle V1 cannot normally receive part of the information from the roadside infrastructure such as the optical beacon B, the service can be performed by complementing the data.

  Hereinafter, the driving assistance apparatus of 3rd Embodiment of this invention is demonstrated. When the vehicle group receives information from the optical beacon B, the driving support device 10 of the present embodiment forms the vehicle group in consideration of the reception rate of information from the optical beacon B. In order to maintain or improve the reception rate of the information of the optical beacon B, the driving support device 10 of the present embodiment is capable of acquiring information from the optical beacon B as many as possible among the vehicles forming the vehicle group. Each vehicle is placed in As a limitation of the current optical beacon, in the following two cases, data cannot be received even if the vehicle passes through the optical beacon.

  (1) As shown in FIG. 6, even if the following vehicle V2 passes the optical beacon B while the leading vehicle V1 is communicating with the optical beacon B, the subsequent vehicle V2 cannot receive data from the optical beacon B. . This is because when the information of the optical beacon B is being downloaded to the leading vehicle V1, the succeeding vehicle V2 cannot be uplinked to the optical beacon B, so that its own vehicle ID cannot be specified by the optical beacon B. This is because the optical beacon B does not give information to the following vehicle V2 in which the vehicle ID is not specified from the viewpoint of security.

  (2) As shown in FIG. 7, even if the leading vehicle V1 is communicating with the optical beacon B and the subsequent vehicle V2 passes the optical beacon B on the adjacent lane, the subsequent vehicle V2 receives data from the optical beacon B. I can't. This is because, when one optical beacon B is communicating with the leading vehicle V1, the same data is transmitted in the optical beacons B of all the lanes due to the system constraints of the current optical beacon. For this reason, the following vehicle V2 traveling in the adjacent lane during this time cannot be uplinked to the optical beacon B, so that its own vehicle ID cannot be specified by the optical beacon B. This is because the light beacon B does not give information to the following vehicle V2 that is not specified.

  Therefore, in the present embodiment, in consideration of the above restrictions, an appropriate vehicle group arrangement is performed when receiving an optical beacon. Below, an example of the procedure of vehicle group arrangement | positioning of this embodiment is shown. FIGS. 8A to 8C are plan views showing how the vehicle group changes the travel position by the action of the travel support apparatus according to the third embodiment.

  As shown in FIG. 8 (a), when the leading vehicle V1 and the following vehicle V2 are running side by side in the adjacent lane, when the leading vehicle V1 starts communication with the optical beacon B, the signal passing through the leading vehicle V1 As in the first embodiment, the determination unit 104 determines whether the vehicle group including the leading vehicle V1 and the following vehicle V2 can pass through a stop line of a traffic signal (not shown).

  As a result of the determination, if the vehicle group cannot pass the stop line of the traffic light, the vehicle group traveling plan unit 112 of the leading vehicle V1 uses the inter-vehicle communication device 12 to detect the presence of the optical beacon B in the following vehicle V2. Together with the information shown, the vehicle group control information for the following vehicle V2 to travel as shown below is transmitted.

  The following vehicle V2, which has received the vehicle group control information from the leading vehicle V1, has an inter-vehicle distance from the leading vehicle V1 that can receive information from the optical beacon B, as shown in FIG. 8 (b). Travel as described above. Further, the succeeding vehicle V2 travels in the same lane as the leading vehicle V1, as shown in FIG. 8C.

  According to this embodiment, the vehicle group traveling plan unit 112 determines the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication device 14 and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication device 12. Based on this, in order to generate a travel plan for controlling the inter-vehicle distance between the leading vehicle V1 and the following vehicle V2 and the traveling lane so that the overlap between the signal cycle information is minimum and continuous, the leading vehicle V1 and the following vehicle are generated. V2 is controlled so as to travel in the travel lane based on the overlap and continuity of the signal cycle information, and after execution of the travel plan, the leading vehicle V1 and the succeeding vehicle V2 have signal cycle information that is closer to perfection. It can be acquired.

  Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications can be made. For example, in the above embodiment, the driving support device 10 is mounted on the leading vehicle V1 of the vehicle group, and the following vehicle V2 is controlled by the leading vehicle V1, but the present invention is not limited to this. For example, the head vehicle V1 itself or the following vehicle V2 itself on which the driving support device 10 is mounted can obtain the inter-vehicle distance and the continuous signal cycle information with the least degree of overlap. You may drive | work so that it may become a driving | running | working lane. Moreover, although the said embodiment demonstrated the form by which each vehicle was controlled by the driving assistance apparatus 10 mounted in each vehicle itself, this invention is not limited to this, For example, each vehicle May be remotely controlled from the driving support device 10 installed outside the vehicle.

It is a top view which shows the condition where the driving assistance device of 1st Embodiment is applied. It is a functional block diagram which shows the structure of the driving assistance apparatus which concerns on 1st Embodiment. It is a flowchart which shows operation | movement of the driving assistance apparatus which concerns on 1st Embodiment. It is a figure which shows the relationship between the signal at the time of stop line arrival, and the judgment of completion | finish and continuation of service. It is a figure which shows the relationship between the signal cycle information which the head vehicle acquired, and the signal cycle information which a subsequent vehicle acquires. It is a top view which shows the condition where the following vehicle cannot obtain information from a beacon. It is a top view which shows the condition where the vehicle which runs parallel to an adjacent lane cannot obtain information from a beacon. (A)-(c) is a top view which shows a mode that a vehicle group changes a driving | running | working position by the effect | action of the driving assistance device which concerns on 3rd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Driving assistance apparatus, 12 ... Inter-vehicle communication device, 14 ... Road-to-vehicle communication device, 16 ... GPS, 18 ... Radar, 20 ... Sensors, 22 ... Display part, 24 ... Actuators, 100 ... ECU, 102 ... Signal cycle information acquisition unit, 104 ... Signal passage determination unit, 106 ... Next green signal determination unit, 108 ... Signal total remaining number calculation unit, 110 ... Vehicle group detection unit, 112 ... Vehicle group travel plan unit, V1 ... Lead vehicle, V2 ... following vehicle, B ... beacon, S ... traffic light.

Claims (9)

Road-to-vehicle communication means for receiving signal cycle information, which is information related to signal transition in a traffic light, transmitted from a roadside transmitter installed on a road;
Vehicle-to-vehicle communication receiving means for receiving from the other vehicle the signal cycle information of the traffic light read by the other vehicle from the roadside transmitter;
Vehicle group for controlling the other vehicle based on the degree of overlap and the degree of continuity between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information to be received by the vehicle-to-vehicle communication receiving means. Vehicle group control means for generating control information;
Vehicle-to-vehicle communication transmission means for transmitting the vehicle group control information generated by the vehicle group control means to the other vehicle;
A driving support device comprising:   The vehicle-to-vehicle communication transmission unit transmits each of the signal cycle information received by the road-to-vehicle communication unit and the vehicle-to-vehicle communication reception unit to the other vehicle after transmitting the vehicle group control information. Driving support device. Road-to-vehicle communication means for receiving signal cycle information, which is information related to signal transition in a traffic light, transmitted from a roadside transmitter installed on a road;
Vehicle-to-vehicle communication receiving means for receiving from the other vehicle the signal cycle information of the traffic light read by the other vehicle from the roadside transmitter;
Vehicle group control for controlling the host vehicle based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication receiving means. Vehicle group control means for generating information;
A driving support device comprising:   After the host vehicle is controlled based on the vehicle group control information generated by the vehicle group control unit, the signal cycle information received by the road-to-vehicle communication unit and the vehicle-to-vehicle communication reception unit is used as the other vehicle. The travel support device according to claim 3, further comprising vehicle-to-vehicle communication transmission means for transmitting to the vehicle.   The vehicle group control means is configured such that the overlap between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication reception means is minimal and continuous. The travel support apparatus according to any one of claims 1 to 4, wherein vehicle group control information for controlling either the other vehicle or the host vehicle is generated.   The vehicle group control means includes the signal cycle information received by the road-to-vehicle communication means, the signal cycle information received by the road-to-vehicle communication means, and the vehicle-to-vehicle communication reception means. The vehicle group for selecting from among the vehicle group around the own vehicle based on the degree of overlap and continuity between the signal cycle information scheduled to be received by the vehicle, and causing the other vehicle to transmit the signal cycle information to the own vehicle. The driving assistance device according to claim 1, wherein the driving information is generated.   The vehicle group control means, based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication reception means, The travel support apparatus according to claim 1, wherein the vehicle group control information for controlling a distance between the vehicle and the host vehicle is generated.   The vehicle group control means, based on the degree of overlap and continuity between the signal cycle information received by the road-to-vehicle communication means and the signal cycle information scheduled to be received by the vehicle-to-vehicle communication reception means, The travel support apparatus according to claim 1, wherein the vehicle group control information for controlling a travel lane of either the vehicle or the host vehicle is generated. The host vehicle controlled by the driving support device according to any one of claims 1 to 8,
The signal cycle information of the traffic signal transmitted from the roadside transmitter can be received, the signal cycle information of the traffic signal read from the roadside transmitter can be transmitted to the host vehicle, and transmitted from the host vehicle. Other vehicle capable of receiving the signal cycle information
A driving support system formed by a group of vehicles.

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