JP6166215B2 - Vehicle driving support device - Google Patents

Description

  In the present invention, the traveling vehicle receives signal information of each of the traffic signals from outside the vehicle (external) at a point upstream of a plurality of intersections where traffic lights positioned in a straight line direction of the vehicle are installed, and the received signal information The present invention relates to a vehicle driving support device that performs driving support to a driver by using the vehicle and passes through each of the intersections.

  Conventionally, a navigation system in which a map database and a navigation device are linked is known as driving assistance for a driver.

  In this navigation system, position measurement using a GPS device and a map database are combined and map matching processing is performed to measure the position of the vehicle with high accuracy, and the position of the vehicle deviates from the target route (target road). It is configured not to.

Recently, the practical use of a green wave driving support system that promotes traffic smoothness on roads with traffic lights, energy saving of vehicles, and reduction of CO ₂ has been promoted.

  In this green wave driving support system, the positions of a plurality of traffic lights installed in the straight traveling direction of a vehicle on a driving support service target road (also referred to as a service target road or simply a target road) transmitted from a roadside beacon and The speed at which the vehicle can pass through the traffic lights in a non-stop manner, for example, during the blue lighting time period of a plurality of traffic lights including the next traffic light, based on the information on the color change parameters of the traffic lights The range is calculated and displayed on the display unit to inform the driver.

  In such a driving support system, when the vehicle deviates from or exits the service target road, there is a possibility that the driver may be bothered, so it is necessary to stop the driving support.

  In [0010] and [0038] of Patent Document 1, driving such as alerting that is displayed on the car navigation unit when the vehicle recognizes that it is out of the service target road of the driving support system based on the driver's intention. A driving support system for ending support is disclosed.

  In claim 1 and [0012] of Patent Document 2, the traveling direction of the vehicle is specified without using the map matching process, and the direction in which the traveling section in which the vehicle is currently traveling is specified is specified. An infrastructure cooperative vehicle-mounted device that determines whether or not the vehicle has deviated from the service target road based on the amount of deviation between the direction and the direction in which the current travel section faces is disclosed.

JP 2011-118622 A JP 2012-88262 A

  In the technique disclosed in Patent Document 1, when a deviation from a service target road is determined, it is detected whether or not there is a road branch ([0044] of Patent Document 1), and before that road branch (the same [0045] ]), It is detected that the vehicle speed is equal to or lower than a predetermined speed, and the steering angle sensor detects that the steering state of the predetermined angle or higher is continued ([0051]). It is determined that the vehicle has deviated from the road and entered the branch road, and the display in the car navigation unit is terminated. For this reason, there is a problem that the deviation determination processing from the service target road becomes considerably complicated.

  In Patent Literature 2, when the current travel section of the vehicle is specified, the distance traveled by the vehicle from the acquisition of the current travel direction of the vehicle and the beacon data based on the output of the sensor for autonomous navigation to the present Based on the calculated travel distance and the length information of each section in the route included in the beacon data, the section in which the vehicle is currently traveling is specified, and is included in the beacon data. The direction of the current travel section is identified from the information of the direction of each section, and the road to be serviced based on the amount of deviation between the direction of the current travel section and the current travel direction of the vehicle A technique for determining whether or not the vehicle has deviated from the above has been disclosed ([0053] to [0057] of Patent Document 2).

  For this reason, in the technology disclosed in Patent Document 2, it is an essential requirement that beacon data includes information on the direction of each section, and in beacon data that does not include information on the direction, There is a problem that departure determination cannot be performed.

  This invention has been made in consideration of the above-mentioned problems, the estimation of the service target road is simple, and even when the information on the direction of each section is not included in the information from outside the vehicle such as beacon data, It is an object of the present invention to provide a vehicle driving support device that makes it possible to easily determine a deviation from a service target road.

  A vehicle driving support device according to the present invention receives signal information of a traffic signal installed at an intersection located in the straight direction of the vehicle from outside the vehicle, and outputs driving support information for a driver based on the signal information. A receiving unit that receives a plurality of position coordinates relating to the intersections or the traffic lights located in a straight traveling direction of the vehicle from the outside of the vehicle, and a position coordinate adjacent in the straight traveling direction among the plurality of position coordinates Are connected by a straight line, based on the driving support road estimation unit for estimating the target road for driving support, the current position detecting unit for detecting the current position of the vehicle, the target road for driving support and the current position, A departure determination unit for determining whether to perform driving support is provided.

  According to the present invention, a target road for driving assistance (service target road) is estimated by connecting the adjacent position coordinates received from outside the vehicle in a straight line, and the estimated target road for driving assistance and the current position Since deviation determination is performed based on the current position detected by the detection unit, it is easy to estimate a service target road even for a new road that does not exist in the map database.

  In this case, the deviation further includes a road direction calculation unit that calculates the direction of the target road for driving assistance, and a vehicle direction detection unit that detects the direction of the vehicle that is traveling on the target road for driving assistance. Since the determination unit determines whether or not to perform the driving support based on the direction of the target road and the direction of the vehicle, the information from the outside of the vehicle does not include the direction information of each section. Even in such a case, the departure from the service target road can be easily and accurately determined.

  The driving support area specifying unit for specifying a target area for driving support based on the target road for driving support is further provided, and the deviation determining unit is configured to determine the driving based on the target area for driving support and the current position. By determining whether or not to perform support, the deviation determination can be easily and more accurately performed in this case.

  According to the present invention, a target road for driving assistance (service target road) is estimated by connecting a plurality of position coordinates received from outside the vehicle by a straight line, and the estimated target road for driving assistance and the current position detection unit Since the departure determination is performed based on the detected current position, it is easy to estimate the service target road even for a new road that does not exist in the map database. Further, even when the information from the outside of the vehicle does not include the direction information of each section, the departure from the service target road can be easily determined.

1 is a schematic configuration diagram of a vehicle driving support system in which infrastructure related to a road on which a vehicle on which a vehicle driving support device according to this embodiment is mounted is maintained. FIG. 2 is a block diagram of a vehicle driving support system including a detailed configuration of the vehicle driving support device in FIG. 1. It is a flowchart with which operation | movement description of the driving assistance device for vehicles which concerns on this embodiment is provided. It is explanatory drawing which shows the structural example of the signal information obtained by road-to-vehicle communication. It is explanatory drawing at the time of specifying the service object area | region of driving assistance. It is explanatory drawing at the time of performing the inside / outside determination (deviation determination) of the service target area of driving assistance. It is explanatory drawing of the modification at the time of performing the service inside / outside determination (deviation determination) of a driving assistance service area.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 shows a vehicle driving support system in which an infrastructure related to a road 14 on which a vehicle (also referred to as a host vehicle or a host vehicle) 12 on which a vehicle driving support device 10 according to this embodiment is mounted travels (travels) is provided. 16 is a schematic configuration diagram.

  FIG. 2 is a block diagram of a vehicle driving support system 16 including the host vehicle 12 and the roadside device 15.

  In FIG. 1, the vehicle driving support system 16 includes a plurality of intersections Ba to Bd {represented as intersections B in the straight traveling direction Sd of the vehicle 12 on a road 14 on which the vehicle 12 travels (advances). Or it is also called point B (Ba-Bd). }, Each signal controller 22a to 22d (typically referred to as signal controller 22) that controls each of the signal apparatuses 20a to 20d (typically referred to as signal apparatus 20) installed at each of the intersections Ba, Bb, and Bc. , Bd, an upstream point A at a distance Xa, Xb, Xc, Xd [m] (also referred to as an installation point A, an optical beacon reception point A, a reception point A, or simply a point A. Furthermore, it is also referred to as a start point A) An optical beacon transmission / reception controller 26 for controlling the optical beacon transmission / reception device 24 installed on the road side, and an information relay edit determination device 28 connected between the signal controller 22 and the optical beacon transmission / reception controller 26. It is prepared for. The information relay editing determination device 28 may be connected to a traffic control center (not shown).

  In this embodiment, each traffic light 20 has a blue light 21b (including a green light) through which the vehicle 12 can pass through the intersections Ba to Bd, and a stop position (stop line) at the intersection B. When the vehicle stops or cannot be stopped safely at the stop position, the yellow light 21y (including amber light, orange light, etc.) that prompts the passage and the vehicle 12 downstream from the stop position of the intersection B (traveling direction) And a red lamp 21r that prohibits proceeding to.

  The traffic light 20 in which the blue light 21b is lit is referred to as a blue signal, the traffic light 20 in which the yellow light 21y is lit is referred to as a yellow signal, and the traffic light 20 in which the red light 21r is lit is referred to as a red signal.

  The signal controller 22 manages and controls the transition of the lamp color of each traffic signal 20 and the remaining number of seconds of each lamp color based on the signal information 70 (see FIG. 4) determined at that time. To drive.

  The signal information 70 is updated at an extremely short time compared to the scheduled number of seconds in order to measure the exact number of remaining seconds.

  The information relay editing determination device 28 receives the signal information 70 from the signal controller 22 and sends the signal information 70 to the optical beacon transmission / reception controller 26.

  The optical beacon transmitter / receiver 24 is driven by the optical beacon transmitter / receiver controller 26, and the driven optical beacon transmitter / receiver 24 passes (runs) at a point A that is an upstream point of the intersection B. 12 transmits the signal information 70 as an optical signal L.

  As shown in FIG. 2, the roadside device 15 includes a signal controller 22, an information relay edit determination device 28, an optical beacon transmission / reception controller 26, and an optical beacon transmitter / receiver 24.

  On the other hand, the vehicle driving support device 10 mounted on the host vehicle 12 includes a driving support ECU 50 (Electronic Control Unit), and the driving support ECU 50 is provided with an optical beacon transceiver 52 and a GPS device. (Positioning device) 54 is connected to an autonomous navigation sensor 57 including an azimuth sensor 55 that outputs an azimuth az and a vehicle speed (vehicle speed) sensor 56 that outputs a vehicle speed v, and the driving support ECU 50 receives signals from these connection devices. And processing results are output to an HMI 60 (Human Interface) comprising a display unit (not shown) such as a color display and a sound output unit (not shown) such as a speaker.

  The driving support ECU 50 is a computer including a microcomputer, and includes a CPU (Central Processing Unit), a ROM (including EEPROM) as a memory, a RAM (Random Access Memory), an A / D converter, and a D / A conversion. Input / output device such as a timer, a timer as a timer, etc., and the CPU reads and executes a program recorded in the ROM so that various function realizing units (function realizing means) such as a control unit and a calculation unit And function as a processing unit or the like.

  Specifically, in this embodiment, the driving assistance ECU 50 includes a driving assistance road estimation unit 61, a host vehicle position calculation unit 62 that calculates the host vehicle position Cp, and a departure determination unit (simply referred to as a departure determination unit). 63) and a driving support application unit 69. The departure determination unit 63 functions as a road direction calculation unit 64, a vehicle direction detection unit 65, a driving support region specification unit 66, a departure determination unit 67, and the like. To do.

  Next, the operation of the vehicle driving support apparatus 10 basically configured as described above will be described in detail based on the flowchart shown in FIG. The execution subject of the program according to the flowchart is a driving support ECU 50 that functions as a driving support unit. In the flowchart, one round of processing (steps S1 to S8 in FIG. 3) is executed every predetermined time (processing cycle) that is within an allowable error range.

  In step S <b> 1, the vehicle 12 traveling (advancing) on the road 14 calculates the vehicle position (current position) Cp by the vehicle position calculation unit 62.

  The own vehicle position calculation unit 62 receives position information (at least latitude and longitude information) calculated by receiving radio waves from two or more GPS satellites (not shown). It is assumed that the vehicle position (latitude, longitude) Cp. When the GPS device 54 cannot receive the radio wave from the GPS satellite, the vehicle position Cp is calculated (updated) by the output of the autonomous navigation sensor 57 with the reception position (position where reception was possible) as the reference position.

  As is well known, the autonomous navigation sensor 57 calculates position information (the current position of the host vehicle 12) from the vehicle speed v obtained by the vehicle speed sensor 56 and the direction az obtained by the direction sensor 55. The direction sensor 55 may use a rate gyro. A distance (travel distance) is obtained from the vehicle speed v, a trajectory from the reference position is generated from the distance and the azimuth az obtained from the orientation sensor 55, and the host vehicle position Cp, which is the current position, is calculated from the trajectory. Note that a direction Cd of the vehicle 12 (also referred to as a vehicle direction Cd) that is the traveling direction of the vehicle 12 can be calculated from the trajectory. In practice, the direction Cd of the vehicle 12 is calculated (detected) by the vehicle direction detection unit 65.

  Next, when the vehicle 12 traveling (advancing) on the road 14 passes the installation point A (see FIG. 1) of the optical beacon transceiver 24 in step S2, the light that is an external roadside device at that point A. The signal information 70 of the plurality of traffic signals 20 installed at a point B (Ba, Bb, Bc, Bd) downstream from the beacon transmitter / receiver 24 in the straight traveling direction Sd of the vehicle 12 on the road 14 is the light signal L. It is received by the beacon transmitter / receiver 52 (step S2: YES), is output to the driving support ECU 50 through the optical beacon transmitter / receiver 52, and is acquired by the driving support road estimation unit 61 of the driving support ECU 50 (the straight traveling direction Sd to be passed from now on). Acquisition of passing point position information).

  If the determination in step S2 is a negative determination (step S2: NO), the process returns to step S1 without performing driving support in step S3.

  FIG. 4 shows an example of a signal obtained by road-to-vehicle communication in step S2, and shows a configuration example of signal information 70 that is input to the driving support ECU 50 and temporarily stored in a memory (not shown). The signal information 70 includes signal color transitions {first lamp color (currently lit lamp color: also referred to as current lamp color), second lamp color (next To the next lamp color :), the third lamp color (the next lamp color to be turned on: also called the next lamp color)}, and each lamp color (color), Each remaining number of seconds of the first, second and third lamp colors is included.

  In this embodiment, the signal information 70 includes the position coordinates Pa, Pb, Pc, Pd (representatively) of the intersections Ba, Bb, Bc, Bd where the traffic signals 20a, 20b, 20c, 20d are installed. Pn.) (Latitude, longitude), optical beacon position coordinates Plbt (latitude, longitude) as position information of the point A, and each intersection B where the traffic lights 20a to 20d in the straight direction Sd from the point A are installed. The distances Xa to Xd along the travel path of the road 14 up to the position are included as road information.

  Further, the driving assistance road estimation unit 61 of the driving assistance ECU 50 includes the optical beacon position coordinates Plbt that are the start point position information included in the signal information 70 and the traffic lights 20a, 20b, and 20c that are the passage point position information. , 20d are obtained for the respective position coordinates Pa, Pb, Pc, Pd (latitude, longitude) of the intersections Ba, Bb, Bc, Bd.

  It should be noted that the remaining number of seconds of the first lamp color that is the current lamp color is usually smaller than the scheduled number of seconds. That is, since the first lamp color starts to be turned on before the vehicle 12 passes through the point A, and only when the first lamp color starts to turn on when the vehicle 12 passes through the point A, This is because the remaining number of seconds = scheduled number of seconds.

  Next, in step S4, the driving assistance road estimation unit 61 calls the driving assistance target roads 14 (Lab), 14 (Lbc), 14 (Lcd) {typically 14 (Lmn). }, The driving assistance area specifying unit 66 determines the driving assistance target area (also referred to as service target area) Da, Db, Dc from the driving assistance target road (also referred to as service target road) 14 (Lmn). (Representatively referred to as Dn). In addition, in the following description, although omitted in order to avoid the convenience and complexity of understanding, in practice, the driving support road estimation unit 61 starts from the start point A (light beacon position) as a target road for driving support. The target road to the first intersection Ba is also estimated, and the driving support area specifying unit 66 specifies the target area from the target road.

  With reference to FIG. 5 and FIG. 6, an example of a method for estimating the target road 14 (Lmn) for driving assistance and a method for specifying the target area Dn for driving assistance will be described.

  The driving support road estimation unit 61 estimates the target road 14 (Lmn) for driving support by connecting the position coordinates of intersections adjacent in the straight traveling direction Sd of the vehicle 12 with a straight line Lmn (Lab, Lbc, Lcd). Note that the road 14 is generally not a straight line as shown by the thin solid line in FIG. 6, but the target road 14 (Lmn) is a straight line.

  That is, as shown in FIGS. 5 and 6, for example, a straight line connecting the position coordinates Pb (latitude b, longitude b) of the intersection Bb adjacent in the straight direction Sd of the position coordinates Pa (latitude a, longitude a) of the intersection Ba. Lab (for example, the square root of the square sum of the distance of the latitude difference component and the distance of the longitude difference component) is estimated as the target road 14 (Lab) for driving assistance. That is, since the target road 14 (Lab) for driving assistance is regarded as a straight line, the estimation is easy.

  Similarly, a straight line Lbc that connects the position coordinates Pc (latitude c, longitude c) of the adjacent intersection Bc in the straight direction Sd of the next intersection Bb in the straight direction Sd in the straight direction Sd is used for driving assistance. Estimated as the target road 14 (Lbc).

  Similarly, driving assistance is performed for a straight line Lcd connecting the position coordinates Pd (latitude d, longitude d) of the adjacent intersection Bd in the straight direction Sd of the next intersection Bc in the straight direction Sd (latitude c, longitude c). The target road 14 (Lcd) is estimated.

  In step S4, the driving assistance area specifying unit 66 performs driving assistance as shown in FIGS. 5 and 6 based on the driving assistance target roads 14 (Lab), 14 (Lbc), and 14 (Lcd). Each target area Da, Db, Dc is specified.

  As an example, with reference to FIG. 5, the identification of the target area Da for driving assistance will be described in detail. Predetermined predetermined margin allowances (margin length, distance) ΔL1, ΔL2 (may be the same value) and a predetermined length L1 on both sides of the straight line Lab {target road 14 (Lab)}. An area L1 × W1 surrounded by a rectangle having a width W1 that allows for a predetermined margin (margin width, distance) Wj, Wk (may be the same value) is a target area for driving assistance on the target road 14 (Lab) ( The service target area is specified (set) to Da (Da = L1 × W1).

  Similarly, target areas Db (Db = L2 × W2) and Dc (Dc = L3 × W3) for driving assistance of the remaining target roads 14 (Lbc) and 14 (Lcd) are specified (see FIG. 6). The width W1, the width W2, and the width W3 may be the same value.

  By specifying in this way, the common intersection Bb (positional coordinate Pb) between the target road 14 (Lab) and the target road 14 (Lbc) continuous thereto, and the target road 14 (Lbc) and the target continuous thereto Partial areas of the target road 14 (Lab) and the target road 14 (Lbc) and the target road 14 (Lbc) and the target road 14 (Lcd) at the common intersection Bc (position coordinates Pc) with the road 14 (Lcd), respectively. Therefore, deviation determination described later can be performed smoothly (to prevent erroneous determination).

  Next, in step S5, the departure of the vehicle 12 from the service target area Dn is determined.

  In this case, the road direction calculation unit 64 calculates the road directions Ia, Ib, and Ic (typically referred to as road direction In) of the target roads 14 (Lab), 14 (Lbc), and 14 (Lcd).

  For example, the road direction Ia of the target road 14 (Lab) is specified by the slope of the straight line Lab and the way the traffic lights 20 are arranged in the signal information 70. Therefore, the road direction Ia can be specified by, for example, inclination = the ratio of the distance of the longitude difference component to the distance of the latitude difference component of the straight line Lab, and the direction = the direction from the intersection Ba to the intersection Bb (straight line direction Sd). Is calculated or specified. That is, the road direction Ia is defined by the inclination of the target road 14 (Lab) viewed in plan and the direction of travel of the vehicle 12 with respect to the road 14.

  Similarly, road directions (inclinations and directions) Ib and Ic of the remaining target roads 14 (Lbc) and 14 (Lcd) are calculated.

  In step S <b> 5, the vehicle direction detection unit 65 calculates the inclination and direction at the current position from the locus of the vehicle position Cp (latitude and longitude) calculated by the vehicle position calculation unit 62. Note that the direction of the host vehicle 12 can be replaced with the direction az obtained from the direction sensor 55.

  Further, in step S5, the departure determination unit 67 causes the driver assistance based on the target roads 14 (Lab), 14 (Lbc), and 14 (Lcd) of the driving assistance and the vehicle position Cp that is the current position of the vehicle 12. Deviation determination is performed to determine whether or not to perform driving assistance.

  The departure determination in step S5 is determined based on first and second conditions described below.

  The first condition is determined based on whether or not the angle θ between the direction Cw of the vehicle 12 (also referred to as the host vehicle direction Cw) and the road direction Ia is within a threshold angle θth.

  The second condition is determined based on whether or not the vehicle position Cp of the vehicle 12 is located in the service target area Dn.

  Specifically, as the first condition, the departure determination unit 67, for example, the vehicle direction Cw (inclination and traveling direction) of the vehicle 12 traveling (in progress) on the target road 14 (Lab) for driving assistance, The road direction Ia (inclination and direction) of the target road 14 (Lab) is compared, and the difference between both inclinations is a threshold angle θth, for example, less than 90 degrees, and the traveling direction of the vehicle 12 and the direction of the road direction Ia are The condition is that the angle is within the threshold angle θth.

  To briefly explain an example, the inner product of the vector of the vehicle direction Cw (inclination and traveling direction) of the vehicle 12 and the vector of the road direction Ia (inclination and direction) of the target road 14 (Lab) is positive (the angle formed). When θ is 0 ° ≦ θ <90 °, it is determined that the host vehicle 12 satisfies the first condition that does not deviate from the target road 14 (Lmn). Note that the threshold angle θth related to the first condition for departure determination may be changed according to road standards and the like.

  When the first condition or the second condition is satisfied, that is, the direction Cw of the vehicle 12 and the road direction Ia match within the threshold angle θth, or the own vehicle position Cp of the vehicle 12 is the target region Dn (Da , Db, Dc) (step S5: YES), it is determined that the vehicle 12 exists on the target road 14 for driving assistance, and the driving assistance application unit 69 provides driving assistance services to the driver in step S6. carry out.

  As a driving support service to the driver by the driving support application unit 69, in step S7, for example, the HMI 60 speedometer displays the passing speed range in a green signal and notifies the driver. Alternatively, the driver can be notified of the speed increasing / decreasing direction and the passing speed range for passing with a blue signal through the speaker of the HMI 60.

  On the other hand, in the determination in step S5, the vehicle direction Cw (inclination and traveling direction) of the vehicle 12 traveling (in progress) on the target road 14 (Lab) for driving assistance and the road direction Ia of the target road 14 (Lab). (Inclination and direction) are compared, and if the difference in inclination exceeds 90 degrees, or if the vehicle 12 is not located in the service target area Da, the driving support service to the driver in step S8 Is canceled and the process returns to step S1.

[Summary of Embodiment and Modifications]
As described above, the vehicle driving support device 10 according to this embodiment mounted on the vehicle 12 travels straight from the outside of the vehicle (here, the optical beacon transceiver 24 which is a roadside device installed on the roadside). A vehicle driving support apparatus 10 that receives signal information 70 of a traffic light 20 installed at an intersection B located in a direction Sd and outputs driving support information for a driver based on the signal information 70, and is provided outside the vehicle (the optical beacon transmission / reception). Optical beacon as a receiving unit for receiving a plurality of position coordinates Pa (Pa to Pd) relating to a plurality of intersections B (Ba to Bd) or traffic lights 20 (20 a to 20 d) located in the straight traveling direction Sd of the vehicle 12 from the aircraft 24). The position coordinates (Pa and Pb, Pb and Pc, Pc and Pd) adjacent to each other in the straight direction Sd among the plurality of position coordinates Pa (Pa to Pd) of the transceiver 52 are represented by a straight line Lm. The driving support road estimation unit 61 that estimates the target road 14 (Lmn) {14 (Lab), 14 (Lbc), 14 (Lcd)} for driving assistance by connecting with (Lab, Lbc, Lcd) and the vehicle 12 Vehicle position calculation unit 62 as a current position detection unit for detecting the current position of the vehicle (vehicle position Cp), and target road 14 (Lmn) {14 (Lab), 14 (Lbc), 14 (Lcd) for driving assistance } And a current position (own vehicle position Cp), a departure determination unit 67 that determines whether or not to execute the driving support is provided.

  According to this embodiment, adjacent position coordinates (Pa and Pb, Pb and Pc, Pc and Pd) received from the optical beacon transceiver 24 outside the vehicle are connected by a straight line Lmn (Lab, Lbc, Lcd). Thus, the target road for driving assistance 14 (Lmn) {14 (Lab), 14 (Lbc), 14 (Lcd)} (service target road) is estimated, and the estimated target road for driving assistance 14 (Lmn) {14 (Lab), 14 (Lbc), 14 (Lcd)} and the vehicle position Cp as the current position detected by the vehicle position calculation unit 62 as the current position detection unit so as to make a departure determination. Therefore, it is easy to estimate the service target road even for a new road that does not exist in the map database, and the deviation can be determined.

  In this case, the road direction calculation unit 64 further calculates the road direction In (Ia, Ib, Ic) of the target road 14 (Lmn) {14 (Lab), 14 (Lbc), 14 (Lcd)} of the driving assistance; A vehicle direction detection unit 65 that detects the direction Cw of the vehicle 12 traveling on the target road 14 (Lmn) {14 (Lab), 14 (Lbc), 14 (Lcd)} for driving assistance. Since the section 67 makes a deviation determination as to whether or not to perform the driving support based on the road direction In and the direction Cw of the vehicle 12, the information from the outside of the vehicle includes the direction information of each section. Even when there is not, the departure from the service target road can be determined easily and accurately.

  Further, based on the target road 14 (Lmn) {14 (Lab), 14 (Lbc), 14 (Lcd)} for driving assistance, the driving assistance area specification for specifying the target area Dn (Da, Db, Dc) for driving assistance is specified. The departure determination unit 67 includes, for example, a driving assistance target area Dn (Da, Db, Dc) based on the driving assistance target area Dn (Da, Db, Dc) and the current vehicle position Cp. ), Whether or not driving assistance is executed is determined based on whether or not the vehicle position Cp is in the bracket, so that even in this case, the departure determination can be performed easily and more accurately. .

  When it is determined that the vehicle is deviating from the driving assistance target area Dn (Da, Db, Dc) and the deviation determination based on the own vehicle position Cp, for example, the own vehicle position Cp is the driving assistance target area Dn (Da, Da, Not in Db, Dc). Alternatively, the case where the vehicle direction Cw is away from the road direction In by a predetermined value (threshold angle θth) or more is determined. In this case, it is determined that the vehicle has deviated and driving assistance to the driver is stopped.

[Modification]
As shown in FIGS. 5 and 6, it is not essential to set the target area Dn (Da, etc.) for the departure determination based on the target area Dn (Da, Db, Dc) for driving assistance and the vehicle position Cp. 7, the length Wv of the vertical line Lv dropped from the own vehicle position Cp to the target road 14 (Lab), that is, the length Wv of the vertical line Lv dropped from the own vehicle position Cp to the straight line Lab is the threshold length. The determination may be made based on whether it is within Wvth (not deviating) or not (deviating).

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification.

DESCRIPTION OF SYMBOLS 10 ... Vehicle driving assistance device 12 ... Vehicle 14 ... Road 14 (Lmn), 14 (Lab), 14 (Lbc), 14 (Lcd) ... Target road 20 ... Traffic light 24, 52 ... Optical beacon transceiver 50 ... Driving assistance ECU 54 ... GPS device 57 ... autonomous navigation sensor 60 ... HMI
61: Driving support road estimation unit 62 ... Own vehicle position calculation unit 63, 67 ... deviation determination unit 64 ... road direction calculation unit 65 ... vehicle direction detection unit 66 ... driving support area specifying unit 69 ... driving support application unit Lmn, Lab, Lbc, Lcd ... straight line

Claims (2)

A vehicle driving support device that receives signal information of a traffic light installed at an intersection located in the straight direction of the vehicle from outside the vehicle, and outputs driving support information for a driver based on the signal information,
A receiving unit that receives a plurality of position coordinates related to the plurality of intersections or the traffic lights located in the straight direction of the vehicle from outside the vehicle;
A driving support road estimation unit that estimates a target road for driving support by connecting the position coordinates adjacent to each other in the straight direction among a plurality of the position coordinates;
A current position detector for detecting a current position of the vehicle;
A deviation determination unit that determines whether to execute the driving support based on the target road of driving support and the current position ;
A road direction calculation unit for calculating the direction of the target road for driving support;
E Bei and the vehicle orientation detection unit for detecting an orientation of the vehicle during traveling the road of the driving support, and
The vehicle driving support device according to claim 1, wherein the departure determination unit determines whether or not to perform the driving support based on a direction of the target road and a direction of the vehicle . The vehicle driving support device according to claim 1 ,
Furthermore, based on the target road for driving assistance, a driving assistance area specifying unit for specifying a target area for driving assistance,
The departure determination unit determines whether or not to execute the driving support based on the target region of the driving support and the current position.

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