JP5428611B2 - Driving support system, in-vehicle device, computer program, and information recording medium - Google Patents

Description

  The present invention relates to a driving support system, an in-vehicle device, a computer program, and an information recording medium.

  2. Description of the Related Art Conventionally, from the viewpoint of traffic safety, a technique for notifying the possibility of a collision with another vehicle at an intersection between a non-priority road and a priority road by obtaining information on the other vehicle through road-to-vehicle communication is known. For example, Patent Document 1 discloses a system in which a road-side system detects the presence of a vehicle traveling on a non-priority road in a scene where the host vehicle travels on a priority road, and provides the information to the vehicle traveling on the priority road. Are known.

JP 2006-11607 A

  However, according to the technique disclosed in Patent Document 1, when information is provided from the road-side system to the vehicle traveling on the priority road, the in-vehicle device uniformly informs the occupant of the information, Information may be reported even in scenes that are not necessary for the occupant, and the occupant may feel annoyed.

  This invention is made | formed in view of this situation, The objective is to reduce the troublesomeness of information alerting | reporting with respect to a passenger | crew by alerting | reporting information in consideration of necessity.

To solve such problems, the vehicle-mounted device of the present invention, the data sent from the road side system, based on the running state of the vehicle, to the target vehicle traveling non-priority road to reach the intersection It is possible to collide with the target vehicle only when the first predicted time and the second predicted time until the host vehicle reaches the intersection are calculated, and the first predicted time is shorter than the second predicted time. Judge that there is sex . When it is determined that there is a possibility of collision with the target vehicle, it is determined whether or not the speed of the host vehicle has been reduced to a predetermined speed before the host vehicle reaches the intersection. And when it is judged that the speed of the own vehicle is not decelerated , information notification to the passenger is performed based on the data received from the road side system.

According to the present invention, when it is determined that there is a possibility of collision between the target vehicle traveling on the non-priority road and the host vehicle and the speed of the host vehicle is not reduced to a predetermined speed, the information notification is performed. It can be carried out. Therefore, information is notified only when there is a need for the occupant, and it is possible to reduce the troublesomeness of notifying information to an unnecessary scene.

Explanatory drawing which shows typically the driving assistance system concerning 1st Embodiment The block diagram which shows the structure of the driving assistance system concerning 1st Embodiment. The block diagram which shows the structure of the navigation apparatus 21 The flowchart which shows the process sequence of the driving assistance by the vehicle-mounted apparatus 20 concerning 1st Embodiment. The flowchart which shows the process sequence of the driving assistance by the vehicle-mounted apparatus 20 concerning 2nd Embodiment. Explanatory diagram showing the status of non-priority roads

(First embodiment)
FIG. 1 is an explanatory diagram schematically illustrating a driving support system according to the present embodiment, and FIG. 2 is a block diagram illustrating a configuration of the driving support system. This driving support system includes a road-side system 10 provided on a road and an in-vehicle device 20 mounted on the vehicle C. In this driving support system, when the in-vehicle device 20 obtains information from the road-side system 10, predetermined information is provided as part of driving support. In the present embodiment, an encounter collision prevention support system will be described as a driving support system. The encounter collision prevention support is performed by providing information on the traffic situation of the non-priority road to a vehicle traveling on the priority road at an intersection (hereinafter simply referred to as “intersection”) between the non-priority road and the priority road.

  The road-side system 10 has a function of transmitting information related to the traffic situation of the non-priority road to the vehicle Cp traveling on the priority road. The road-side system 10 is mainly composed of a sensor 11, an information relay device 12, a central device 13, and an optical beacon 14. In the road system 10, the sensor 11, the optical beacon 14 and the information relay device 12 are configured to be capable of bidirectional communication, and the information relay device 12 and the central device 13 are configured to be capable of bidirectional communication. Yes.

  The sensor 11 is provided on a non-priority road, and detects the traffic situation in the non-priority road at a predetermined cycle. The sensor 11 detects the traffic situation on the non-priority road, with the predetermined distance range from the intersection as the detection range Da (traffic detection means). The sensor 11 is composed of, for example, a visible light camera or an infrared camera. Each time the sensor 11 detects information, the sensor 11 transmits the detected information to the information relay device 12.

  The information relay device 12 transmits the information transmitted from the sensor 11 to the central device 13. Further, the information relay device 12 registers the provided data transmitted from the central device 13 in the optical beacon 14. The provided data transmitted from the central device 13 includes information related to traffic conditions within the detection range Da (hereinafter referred to as “traffic information”) and road alignment information related to intersections, as will be described later.

  The central device 13 monitors the traffic situation within the detection range Da based on the detection information of the sensor 11 transmitted via the information relay device 12, and thereby creates and updates traffic information as needed. . The traffic information includes, for example, information such as “number of vehicles” existing in the detection range Da, “position”, “vehicle speed”, “acceleration / deceleration”, “detection time”, and “type” of each vehicle Ca. It is.

  In addition, the central device 13 holds road alignment information regarding the intersection. The road alignment information includes, for example, “position” of the intersection, “connection angle” between the priority road and the non-priority road, “stop line position” on the non-priority road, “number of lanes” and “width” of the non-priority road, "Node", "Link", "Distance between nodes", "Node connection angle" for priority roads and non-priority roads, "distance distance" from the optical beacon 14 to the intersection, and a regulation speed index at the optical beacon 14 position Information such as “actual speed” is included.

  Then, the central device 13 creates provided data based on the traffic information and the road alignment information, and transmits this provided data to the information relay device 12 (creating means). The central device 13 does not always need to transmit the road alignment information when transmitting the provision data to the information relay device 12. Once the road alignment information is transmitted, the traffic information is updated unless the information is updated. Can be transmitted as provided data, and transmission of road alignment information can be omitted.

  The optical beacon 14 is provided on the priority road, generates downlink information based on registration information (provided data) from the information relay device 12, and responds to an uplink request from the vehicle Cp traveling on the priority road. Then, downlink information (information including provision data) is transmitted to the vehicle Cp (transmission means). The optical beacon 14 is an optical vehicle sensor that uses near infrared rays as a communication medium. Since near infrared rays have high directivity, it is possible to secure the communication area Db corresponding to the lane width. Therefore, the situation where the communication area Db of the optical beacon interferes with a vehicle traveling in an adjacent lane can be suppressed.

  The in-vehicle device 20 has a function of acquiring provided information from the road-side system 10 and notifying predetermined information to an occupant (typically a driver) based on the acquired information. The in-vehicle device 20 of the present embodiment is mainly configured by a navigation device 21, and details of the navigation device 21 will be described later. A transmitter / receiver 22, a GPS antenna 23, a gyro sensor 24, a display 25 and a speaker 26 are connected to the navigation device 21.

  The transceiver 22 receives the beacon light (downlink information) transmitted from the optical beacon 14 of the road side system 10 and outputs the downlink information (provided data) to the navigation device 21. As the transmitter / receiver 22, for example, an optical beacon, a radio wave beacon, a 3-media VICS (registered trademark) (Vehicle Information and Communication System) device that supports FM multiplexing, or the like can be used. The GPS antenna 23 receives a signal (GPS information) transmitted from a GPS (Global Positioning System) satellite, and outputs the GPS information to the navigation device 21. The gyro sensor 24 is a sensor that detects traveling direction information of the vehicle C, and outputs this traveling direction information to the navigation device 21. The display 25 is composed of a liquid crystal display, for example, and is controlled by the navigation device 21 to display various information. The speaker 26 is controlled by the navigation device 21 to output various information. The navigation device 21 is connected to an in-vehicle LAN (Local Area Network) such as a CAN (Controller Area Network). The navigation device 21 includes various controllers (not shown) mounted on the vehicle C through the CAN. ) Can be communicated with. The navigation device 21 can acquire information related to the traveling state of the host vehicle such as the vehicle speed, the accelerator opening, and the braking state through the CAN.

  The navigation device 21 provides the driver with navigation information such as the position of the host vehicle, a map around the host vehicle or a route to the destination, and notifies the driver of information corresponding to the provided data from the road side system 10 side. As shown in FIG. 3, the navigation device 21 includes a storage device 21a, a communication control unit 21e, a CAN communication control unit 21c, an HMI control unit 21d, and a main control unit 21e. The individual control units 21b to 21e may be configured by a single microcomputer, or individual functions may be realized by a single microcomputer.

  The storage device 21a includes various application software executed by the navigation device 21, navigation data necessary for navigation, such as map data, road data used for map matching, route guidance, and icon data to be displayed on the map. Is stored. As the storage device 21a, for example, an optical disk that is a detachable storage medium, an HD (Hard Disk) device that is fixedly installed, or the like can be used. As the storage device 21a, various removable media equipped with a semiconductor memory such as a flash memory may be used.

  The communication control unit 21b is a control unit that controls communication between the optical beacon 14 of the road side system 10 and the main control unit 21e. The CAN communication control unit 21c is a control unit that controls communication between another control unit mounted on the vehicle and the main control unit 21e. The HMI control unit 21d controls the display 25 based on information from the main control unit 21e, thereby displaying predetermined information on the display 25 or outputting predetermined information via the speaker 26. .

  The main control unit 21e has a function of comprehensively controlling the navigation device 21, and executes application software stored in the storage device 21a to perform various processes. The main control unit 21e includes a processing unit 21ea, a collision determination unit 21eb, and a prediction unit 21ec when this is functionally grasped.

  The processing unit 21ea performs position measurement by GPS navigation (satellite navigation) based on the GPS information to obtain absolute position (latitude, longitude) information, vehicle speed information obtained from CAN communication, and traveling direction information from the gyro sensor 24. Based on this, the relative position of the vehicle is obtained by autonomous navigation. Then, the processing unit 21ea calculates the current position of the vehicle from the absolute position (latitude, longitude) information and the relative position information obtained by autonomous navigation. Based on the current position, the processing unit 21ea reads various data necessary for navigation, such as corresponding map data and road data, from the storage device 21a. Further, the processing unit 21ea searches for a travel route from the current position to the destination using the destination specified by the driver and the current position information, and provides route guidance for the searched travel route (route guidance). ).

  Further, the processing unit 21ea generates a display image to be displayed on the display 25. For example, the processing unit 21ea generates a map around the host vehicle as a display image based on map data and road data corresponding to the current position read from the storage device 21a, and causes the display 25 to display the map. In addition, when the searched travel route exists, the processing unit 21ea generates a display image in which the travel route is superimposed on the map and displays the display image on the display 25.

  Further, as one of the features of the present embodiment, the processing unit 21ea communicates with the vehicle Ca on the non-priority road side based on downlink information transmitted from the optical beacon 14 of the road side system 10, that is, provided data. Information that prompts attention to the encounter collision (hereinafter referred to as “attention information”) is notified to the driver via the display 25 and the speaker 26. In this case, the processing unit 21ea refers to the determination result of the collision determination unit 21eb or the prediction result of the prediction unit 21ec, determines the necessity of information notification to the occupant, and sends the alert information to the driver as necessary. To inform.

  The collision determination unit 21eb determines the possibility of collision with the vehicle Ca on the non-priority road based on the provided data transmitted from the optical beacon 14 and the traveling state of the host vehicle Cp acquired through CAN.

  The prediction unit 21ec predicts the behavior of the vehicle Ca on the non-priority road based on the provision data transmitted from the optical beacon 14. Details of the prediction unit 21ec will be described later in the second embodiment.

  FIG. 4 is a flowchart illustrating a driving assistance processing procedure performed by the in-vehicle device 20 according to the first embodiment. The processing shown in this flowchart is executed by the main control unit 21e of the navigation device 21. Here, in the driving support system, the optical beacon 14 of the road-side system 10 continues to transmit the first downlink information, and this is received by the in-vehicle device 20 of the vehicle (own vehicle) Cp traveling on the priority road. The in-vehicle device 20 transmits uplink information including vehicle ID information to the optical beacon 14 side. When the optical beacon 14 receives this uplink information, the optical beacon 14 starts transmitting the second downlink information to the in-vehicle device 20 having the vehicle ID information. The second downlink information includes traffic information and road alignment information corresponding to the provided data. Thereby, required communication is performed between the optical beacon 14 and the vehicle-mounted device 20 of the vehicle Cp.

  First, in step 10 (S10), the main control unit 21e reads the provision data as the second downlink information.

  In step 11 (S11), the collision determination unit 21eb determines whether there is a target vehicle, that is, a vehicle Ca traveling on a non-priority road, based on the provided data. If an affirmative determination is made in step 11, that is, if the target vehicle Ca exists, the process proceeds to step 12 (S12). On the other hand, if a negative determination is made in step 11, that is, if the target vehicle Ca does not exist, this routine ends.

In step 12, the collision determination unit 21eb determines whether or not the current vehicle speed V0 of the host vehicle Cp is greater than the actual speed Vlow included in the road alignment information. For example, in a situation where the curvature of the curve suddenly increases immediately before the intersection, if the deviation between the actual speed Vlow and the target deceleration speed is large, the intersection information is notified to the driver so that the vehicle can decelerate before the curve. It is preferable to prompt. If an affirmative determination is made in step 12, that is, if the vehicle speed V0 is greater than the actual speed Vlow , the process proceeds to step 18 (S18) described later. On the other hand, if a negative determination is made in step 12, that is, if the vehicle speed V0 is equal to or lower than the actual speed Vlow , the process proceeds to step 13 (S13).

In step 13, the collision determination unit 21eb determines that the first expected time T1 until the target vehicle Ca traveling on the non-priority road reaches the intersection is greater than the second estimated time T2 until the host vehicle Cp reaches the intersection. To determine whether it is sufficiently short . Here, the collision determination unit 21eb calculates the first expected time T1 based on the traffic information and the road alignment information that are provided data. For example, the collision determination unit 21eb calculates the first expected time T1 based on the position and vehicle speed of the target vehicle Ca and the intersection position. When there are a plurality of target vehicles Ca traveling on the non-priority road, the collision determination unit 21eb predicts the first expected time T1 for each vehicle. The collision determination unit 21eb calculates the second expected time T2 based on the road alignment information and the traveling state of the host vehicle. For example, the collision determination unit 21eb calculates the second expected time T2 based on the current vehicle speed V0 of the host vehicle and the remaining distance to the intersection. Details will be described later with reference to Equation 1. The remaining distance to the intersection is calculated based on the “distance distance” included in the road alignment information, starting the calculation of the travel distance starting from the timing when the host vehicle Cp passes through the communication area Db of the optical beacon 14 on the road. It can be obtained by subtracting the distance. Here, the “calculated travel distance” indicates a distance traveled by the host vehicle Cp during the total time of the processing time Tp of the in-vehicle device 20 and the driver's reaction time Td.

When the first predicted time T1 is not sufficiently shorter than the second predicted time T2 , the host vehicle Cp passes through the intersection before the target vehicle Ca traveling on the non-priority road reaches the intersection. Therefore, it is determined that there is no possibility of colliding with the target vehicle Ca. On the other hand, if the first predicted time T1 that does not satisfy the conditional expression is not sufficiently shorter than the second predicted time T2 , the target vehicle Ca traveling on the non-priority road is more than the intersection of the host vehicle Cp. Since it has arrived ahead, it is judged that there exists a possibility of colliding with object vehicle Ca.

If the first expected time T1 is not sufficiently shorter than the second expected time T2 , this routine is terminated. If the first expected time T1 is sufficiently shorter than the second expected time T2 , the process proceeds to step 14 (S14).

In the processing after step 14, deceleration determination is performed to determine whether the vehicle speed of the host vehicle Cp is sufficiently decelerated after a certain time. First, the collision determination unit 21eb calculates the arrival time TIM to the intersection based on the current vehicle speed V0 and taking into account the processing time Tp of the in-vehicle device 20 and the reaction time Td of the driver as a premise for performing deceleration determination. To do. Specifically, the intersection arrival time TIM is calculated by the following equation. The arrival time TIM is the same as the second expected time T2.

(Formula 1)
VCT = V0 / 3.6
LMT = Lc−VCT × (Tp + Td)
TIM = LMT / VCT
Here, Lc is a journey distance included in the road alignment information. According to Equation 1, the traveling time (3. 3) when traveling the distance Lc from the communication area Db of the optical beacon 14 to the intersection at a speed (VCT) obtained by dividing the current vehicle speed V0 of the host vehicle by 3.6. The time obtained by subtracting the processing time Tp of the in-vehicle device 20 and the driver's reaction time Td from 6 × Lc / V0) is calculated as an arrival time TIM (second expected time T2).

  In step 15 (S15), the collision determination unit 21eb determines whether or not the arrival time TIM is equal to or shorter than a preset time Ta (for example, 3 seconds). If a negative determination is made in step 15, that is, if the arrival time TIM is larger than the time Ta, the process proceeds to step 16 (S16), and the arrival time TIM is updated with the time Ta (step 16). The process proceeds to 17 (S17). On the other hand, if the determination in step 15 is affirmative, that is, if the intersection arrival time TIM is equal to or shorter than the time Ta, the process proceeds to step 17.

In step 17 (S17), the collision determining portion 21eb from the current speed V0, less than deceleration width Va deceleration width is preset to speed Vtim after some time TIM (V0-Vtim <Va) , and, It is determined whether or not the speed Vtim after a certain time TIM is greater than the speed obtained by subtracting a predetermined speed Vb (for example, 20 km / h) from the actual speed Vlow. If the determination is in the affirmative in step 17, it is determined that the speed of the vehicle Cp after some time TIM is not sufficiently decelerated, the routine proceeds to step 18 (S18). On the other hand, if a negative determination is made in step 17, it is determined that the host vehicle Cp is sufficiently decelerated after a certain time TIM , and this routine is exited.

In step 18, the processing unit 21ea notifies the driver of the alert information via the display 25 and the speaker 26. Note that the alerting information is sufficient if it alerts the target vehicle Ca entering the intersection from the non-priority road, but information reflecting the status of the non-priority road based on the provided data (traffic information). It may be alert information.

In this embodiment, the driving support system includes a road-side system 10 that transmits information related to the traffic situation of the non-priority road at the intersection of the non-priority road and the priority road to the host vehicle traveling on the priority road; It has an in-vehicle device 20 that informs the occupant of information according to the information received from the road system 10. The in-vehicle device 20 is mainly configured by a navigation device 21, and the navigation device 21 provides information to the occupant based on the provided data received by the transceiver 22 and the detection result of the traveling state of the host vehicle. Determine the need for notification. The necessity of notifying the passenger of the information is performed, for example, by determining the possibility of collision with the target vehicle traveling on the non-priority road through the processing from step 13 to step 17. And when it is judged that there exists a necessity for information alerting | reporting, the navigation apparatus 21 alert | reports information to a passenger | crew via the display 25 and the speaker 26 based on provision data.

According to such a configuration, a scene that may collide with the target vehicle Ca from the non-priority road by considering the provided data received by the transceiver 22 and the detection result of the traveling state of the host vehicle. Since the determination can be made, the necessity of notifying the passenger of the information can be determined accordingly. As a result, when it is determined that there is a need for information notification, information is notified to the occupant, so that information is notified when there is a need for the occupant. The troublesomeness of the notification can be reduced.

In addition, according to the present embodiment, the navigation device 21 refers to the received provision data, and thereby, based on the presence or absence of the target vehicle Ca existing on the non-priority road, the speed and position of the target vehicle Ca, to the passengers The necessity of information reporting is determined. According to such a configuration, it is possible to determine the possibility of a collision with higher accuracy, and therefore it is possible to effectively determine the necessity of notification to the driver.

  Further, according to the present embodiment, the navigation device 21 further determines the necessity of information notification to the occupant in consideration of the traveling state of the host vehicle. According to such a configuration, since the driving behavior of the driver can be taken into account, the possibility of collision with higher accuracy can be determined, and the necessity of notification to the driver can be determined effectively.

(Second Embodiment)
Hereinafter, the driving assistance system concerning the 2nd Embodiment of this invention is demonstrated. The driving support system according to the second embodiment is different from that of the first embodiment in the processing content of driving support by the in-vehicle device 20. Note that the system configuration of the driving support system is the same as that of the first embodiment, and the description below will focus on differences from the first embodiment.

  FIG. 5 is a flowchart illustrating a driving assistance processing procedure by the in-vehicle device 20 according to the second embodiment. The processing shown in this flowchart is executed by the main control unit 21e of the navigation device 21.

  First, in step 20 (S20), provided data as second downlink information is read by the main control unit 21e.

In step 21 (S21), the prediction unit 21ec determines whether or not there is a target vehicle, that is, a target vehicle Ca traveling on a non-priority road, based on the provided data. If an affirmative determination is made in step 21, that is, if the target vehicle Ca exists, the process proceeds to step 22 (S22). On the other hand, if a negative determination is made in step 21, that is, if the target vehicle Ca does not exist, this routine is terminated.

  In step 22, the prediction unit 21ec calculates the current position of the target vehicle Ca. In this process, all target vehicles Ca included in the provided data are processed, and their vehicle positions are calculated. When the process of step 22 is first performed, the provided data can be used as it is for the position of each target vehicle Ca.

  In step 23 (S23), the prediction unit 21ec predicts the arrival time at the intersection for each target vehicle Ca. For example, as illustrated in FIG. 6, for the target vehicle Ca1 that is present at the position closest to the intersection, the prediction unit 21ec predicts the vehicle behavior of the target vehicle Ca1 based on the speed, position, and acceleration / deceleration of the vehicle Ca1. . And the prediction unit 21ec calculates the estimated arrival time to the stop line and the time until the stop line merges with the intersection road based on the predicted vehicle behavior, and sums these times. The estimated intersection arrival time for the vehicle Ca1 is calculated.

(Delete)

(Delete)

(Delete)

  In step 24 (S24), the prediction unit 21ec calculates the current position of the host vehicle Cp. The current position of the host vehicle Cp can be calculated as the remaining distance to the intersection. The remaining distance to the intersection can be obtained by calculating the travel distance starting from the timing when the light beacon 14 passes on the road, and subtracting the calculated travel distance from the “distance distance” included in the road alignment information. it can.

In step 25 (S25), the prediction unit 21ec predicts the arrival time at the intersection based on the current position of the host vehicle Cp. For example, the prediction unit 21ec calculates the intersection arrival time (second predicted time T2) based on the current vehicle speed V0 of the host vehicle Cp and the remaining distance to the intersection.

In step 26 (S26), the collision determination unit 21eb refers to the prediction result of the prediction unit 21ec and determines whether or not there is a possibility of collision with the target vehicle Ca. Specifically, the collision determination unit 21eb determines that the intersection arrival time (first predicted time T1) of the target vehicle Ca is smaller than the intersection arrival time (second predicted time T2) of the host vehicle Cp, that is, If the target vehicle Ca has arrived at the intersection earlier than the host vehicle Cp, it is determined that there is a possibility of collision. If a negative determination is made in step 26, that is, if there is no possibility of collision, the process proceeds to step 27 (S27). On the other hand, if an affirmative determination is made in step 26, that is, if there is a possibility of a collision, the process proceeds to step 28 (S28).

  In step 27, the prediction unit 21ec performs a standby process according to a predetermined time N set in advance, and again in the processes after step 23, the current positions of the target vehicle Ca and the host vehicle Cp (after the time N has elapsed). And the intersection arrival time are calculated. For the position after the elapse of time N, the vehicle behavior calculated in the previous process can be referred to. That is, according to the process of this flowchart, the intersection arrival time of the target vehicle and the host vehicle is periodically predicted until it is determined that there is a possibility of collision in the process of step 26, and according to the prediction result, The possibility of collision will be judged.

In step 28, the collision determination unit 21eb performs a deceleration determination that determines whether or not the vehicle speed of the host vehicle has been sufficiently decelerated after a certain time, as shown in the processing after step 14 of the first embodiment. . First, the collision determination unit 21eb is based on the current vehicle speed V0 based on the current vehicle speed V0 and takes into account the processing time Tp of the in-vehicle device 20 and the driver's reaction time Td, as shown in Equation 1, The arrival time TIM until is calculated. In this case, the collision determination unit 21eb updates the arrival time TIM with the time Ta when the arrival time TIM is larger than a preset time Ta (for example, 3 seconds).

Then, the collision determination unit 21eb from the current speed V0, be less than the reduction width Va deceleration width is preset to speed Vtim after time TIM (V0-Vtim <Va), and, after a certain time TIM It is determined whether or not the speed Vtim is greater than a speed obtained by subtracting a predetermined speed Vb (for example, 20 km / h) from the actual speed Vlow. If an affirmative determination is made in step 28 , it is determined that the speed of the host vehicle Cp has not been sufficiently reduced after a certain time TIM, and the routine proceeds to step 29 (S29). On the other hand, if a negative determination is made in step 28, it is determined that the host vehicle Cp is sufficiently decelerated after a certain time TIM , and this routine is exited.

  In step 29, the processing unit 21ea notifies the driver of the alert information via the display 25 and the speaker 26. Note that the alerting information is sufficient if it alerts the vehicle Ca entering the intersection from the non-priority road. It may be invocation information.

As described above, according to the present embodiment, there is a possibility of collision with the target vehicle Ca from the non-priority road by considering the provided data received by the transceiver 22 and the detection result of the traveling state of the host vehicle. Since a certain scene can be determined, the necessity of reporting information to the passenger can be determined accordingly. As a result, when it is determined that there is a need for information notification, information is notified to the occupant, so that information is notified when there is a need for the occupant. The troublesomeness of the notification can be reduced.

Further, according to the present embodiment, the traveling behavior of the target vehicle existing on the non-priority road is predicted based on the received provision data, and the necessity of information notification to the occupant is determined based on the prediction result. ing. In the case of communication using the optical beacon 14, the in-vehicle device 20 has a disadvantage that it can only receive data once. Therefore, by predicting the behavior of the target vehicle Ca traveling on the non-priority road, it is possible to effectively determine a scene that may collide with the target vehicle Ca from the non-priority road. As a result, it is possible to determine the necessity of notification to the driver, and to reduce the troublesomeness of notifying information to unnecessary scenes.

  In addition, a program executable by a computer that executes the information notification method of the above-described embodiment also functions as part of the present invention. Of course, a recording medium in which the computer program is recorded may be supplied to the in-vehicle device having the configuration as shown in FIG. In this case, the computer of this system can achieve the object of the present invention by reading and executing the computer program stored in the recording medium. Since the computer program itself realizes the novel functions of the present invention, a recording medium on which the program is recorded also constitutes the present invention. Examples of the recording medium on which the computer program is recorded include a CD-ROM, a flexible disk, a hard disk, a memory card, an optical disk, a DVD-ROM, and a DVD-RAM.

  Further, in each of the above-described embodiments, the navigation device provides information from the road side system, but the in-vehicle device may be realized by a computer that merely provides information regardless of the navigation device.

DESCRIPTION OF SYMBOLS 10 ... Road side system 11 ... Sensor 12 ... Information relay device 13 ... Central device 14 ... Optical beacon 20 ... In-vehicle device 21 ... Navigation device 21a ... Storage device 21b ... Communication control unit 21c ... CAN communication control unit 21d ... HMI control unit 21e ... Main control unit 22 ... Transmitter / receiver 23 ... GPS antenna 24 ... Gyro sensor 25 ... Display 26 ... Speaker

Claims (8)

In the driving support system,
A road-side system that transmits information on the traffic situation of the non-priority road at the intersection of the non-priority road and the priority road to the host vehicle traveling on the priority road;
According to the information received from the road side system, and having an in-vehicle device that informs the passenger of the own vehicle ,
The road system is
Traffic detection means for detecting a traffic situation within a predetermined distance range from the intersection on the non-priority road;
Creating means for creating data to be provided to the own vehicle side based on the traffic situation detected by the traffic detecting means and road alignment information on the intersection;
Transmission means for transmitting the data created by the creation means to the host vehicle traveling on the priority road,
The in-vehicle device is
Receiving means for receiving data transmitted from the transmitting means of the road side system;
Traveling state detection means for detecting the traveling state of the host vehicle;
Based on the data received by the receiving means, a first expected time until the target vehicle traveling on the non-priority road reaches the intersection is calculated , and based on the detection result of the traveling state detecting means, the own vehicle becomes an intersection. The second expected time to reach is calculated, and only when the first predicted time is shorter than the second predicted time, it is determined that there is a possibility of colliding with the target vehicle, and the target vehicle may collide. A determination means for determining whether or not the speed of the host vehicle is decelerated to a predetermined speed before the host vehicle reaches the intersection when it is determined that
When it is determined by the determining means that the speed of the host vehicle is not decelerated , information is notified to the occupant based on the data received by the receiving means, and it is determined that the speed of the host vehicle is being decelerated. A driving support system comprising: a notification means that does not notify the passengers of information when it is done .   The driving support system according to claim 1, wherein the transmission unit configuring the road side system is an optical vehicle sensor using near infrared rays as a communication medium.   The driving support system according to claim 2, wherein the receiving unit configuring the in-vehicle device is a receiver using a near infrared ray as a communication medium corresponding to the optical vehicle sensor. Whether the determination means may collide with the target vehicle based on the presence / absence of the target vehicle existing on the non-priority road and the speed and position of the target vehicle by referring to the data received by the reception means . The driving support system according to claim 1, wherein it is determined whether or not . The determination means determines whether or not the current vehicle speed of the host vehicle is greater than the actual speed of the priority road included in the road alignment information;
The notifying means notifies the occupant of information when the determining means determines that the current vehicle speed is greater than the actual speed of the priority road.
The driving support system according to any one of claims 1 to 4, wherein the driving support system is provided. By obtaining information about the traffic situation of the non-priority road at the intersection of the non-priority road and the priority road from the road-side system provided on the road side by the own vehicle traveling on the priority road, In an in-vehicle device that performs information notification,
Received from the road side system for receiving data created by the road side system based on information on traffic conditions within a predetermined distance range from the intersection on the non-priority road and road alignment information on the intersection Means,
Traveling state detection means for detecting the traveling state of the host vehicle;
Based on the data received by the receiving means, a first expected time until the target vehicle traveling on the non-priority road reaches the intersection is calculated , and based on the detection result of the traveling state detecting means, the own vehicle becomes an intersection. The second expected time to reach is calculated, and only when the first predicted time is shorter than the second predicted time, it is determined that there is a possibility of colliding with the target vehicle, and the target vehicle may collide. A determination means for determining whether or not the speed of the host vehicle is decelerated to a predetermined speed before the host vehicle reaches the intersection when it is determined that
When it is determined by the determining means that the speed of the host vehicle is not decelerated , information is notified to the occupant based on the data received by the receiving means, and it is determined that the speed of the host vehicle is being decelerated. An in- vehicle device characterized by having an informing means that does not notify the occupant of information when it is done . By obtaining information about the traffic situation of the non-priority road at the intersection of the non-priority road and the priority road from the road-side system provided on the road side by the own vehicle traveling on the priority road, In a computer program for causing a computer to execute a driving support method for performing information notification ,
Receiving from the road side system data generated by the road side system based on information on traffic conditions within a predetermined distance range from the intersection on the non-priority road and road linear information on the intersection , transmitted from the road side system; When,
Detecting the traveling state of the host vehicle;
Based on the received data , a first expected time until the target vehicle traveling on the non-priority road reaches the intersection is calculated , and the own vehicle reaches the intersection based on the detected traveling state of the own vehicle. The second predicted time until is calculated, and only when the first predicted time is shorter than the second predicted time, it is determined that there is a possibility of collision with the target vehicle, and there is a possibility of collision with the target vehicle. When it is determined that there is a step of determining whether or not the speed of the host vehicle is reduced to a predetermined speed before the host vehicle reaches the intersection ;
When it is determined that the speed of the host vehicle is not decelerated , information is notified to the occupant based on the received data, and when it is determined that the speed of the host vehicle is decelerated, the occupant A step of not reporting information to
A computer program for running An information recording medium on which the computer program according to claim 7 is recorded.

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