JP2001101581A - On-vehicle device for assisting traveling and method for supporting traveling by the device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid inappropriate traveling assistance. SOLUTION: This on-vehicle device 1 is the on-vehicle equipment for an advanced cruise-assist highway system AHS. A marker detector 12 detects a service-in marker installed on a road, communication equipment 1 between the road and a vehicle receives service information from a transmitter installed on a road side relating to the service-in marker and an information providing ECU 10 provides information as traveling supporting by using the received service information when the service-in marker is detected. The information providing ECU 10 is provided with an erroneous service-in judgment part 40 and the judgment part 40 judges the generation of erroneous service-in which is an event that the vehicle does not advance in an appropriate service direction through the service-in marker. When the erroneous service-in is generated, the traveling supporting is inhibited or suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an in-vehicle device for obtaining service information from a road and providing driving support. The present invention preferably employs AHS (Advanced Cruise-Assist Hig).
hway Systems), but is not limited thereto.

[0002]

2. Description of the Related Art In recent years, ITS (Intelligent Transport)
Systems: The development of intelligent transportation systems is progressing, and one of the ITS is AHS (Advanced Cruise-As).
sist Highway Systems). In the AHS, a road-side system (infrastructure system) and an in-vehicle device are connected by communication, and they integrally provide driving support. Driving support is typically information provision. In the present invention, a warning to the driver is considered to be included in the information provision. Further, as driving assistance, it has been proposed to perform vehicle control such as vehicle speed.

At present, in the AHS, collision prevention of obstacles in front, prevention of danger of entering a curve, prevention of lane departure, prevention of collision at intersections (assistance when approaching an intersection and assistance during transmission), prevention of right-turn collision (right-turn vehicle support), pedestrian crossing Functions such as pedestrian collision prevention have been proposed. For example, for “front obstacle collision prevention”, a device (a camera or the like) for detecting an obstacle such as a stopped vehicle is provided on the road side. Information about the obstacle is transmitted to the vehicle-mounted device by communication, and is transmitted from the vehicle-mounted device to the driver. As described above, in the AHS, the provision of useful information that cannot be found by the vehicle alone can be received from the infrastructure system.

[0004]

The presently proposed A
In the HS infrastructure system, a service-in marker is installed at the start of a service providing area. After passing through the service-in marker, the vehicle enters a communication area where information can be provided. Then, driving support is performed using the received information. The above-mentioned service-in marker has a role of instructing the vehicle to enter the service area, and is, for example, a radio wave marker.

[0005] However, after passing through the service-in marker, the vehicle may not proceed in an appropriate direction assumed by the service. For example, the user may enter a parking lot on the roadside of the marker installation point. Also, the vehicle may come out of the parking lot, cross the lane where the marker is installed, and proceed in the opposite direction. Further, the vehicle may step backward and step on the marker.

[0006] In these cases, the vehicle passes the marker but does not enter the service area. Nevertheless, if driving assistance is provided, inappropriate driving assistance may be provided.

[0007] The present invention has been made in view of the above problems, and an object of the present invention is to provide an in-vehicle apparatus that can avoid performing inappropriate driving support.

[0008]

In order to achieve the above object, the present invention provides a marker detector for detecting a service-in marker installed on a road, and a transmitter installed on a road in connection with the service-in marker. And a receiver for receiving service information from the device, the vehicle does not travel in the proper service direction through the service-in marker in the in-vehicle device that performs driving support using the received service information, when the service-in marker is detected. Including an erroneous service-in determination means for determining that an erroneous service-in which is an event has occurred,
It is characterized by the following. Preferably, when it is determined that the erroneous service-in has occurred, the driving support is prohibited or suppressed.

According to the present invention, it is determined (verified) that an erroneous service-in, which is an event in which the vehicle does not proceed in the proper service direction through the service-in marker, has occurred.
When an erroneous service-in occurs, the driving support can be prohibited or suppressed, thereby preventing inappropriate driving support.

[0010] For example, the erroneous service-in determining means determines whether or not the erroneous service-in has occurred based on the traveling locus of the vehicle. In one form of this embodiment, when the vehicle traveling direction changes significantly before or after passing the service-in marker, it is determined that the erroneous service-in has occurred. In another embodiment, when the direction of the road does not match the traveling direction of the vehicle, it is determined that the erroneous service-in has occurred.

The change in the traveling direction of the vehicle may be determined based on the yaw rate. Further, the change in the traveling direction of the vehicle may be determined based on the steering operation amount. The change in the traveling direction of the vehicle may be determined based on the GPS position detection information. Further, the change in the traveling direction of the vehicle may be determined based on the detection signal of the direction sensor.

[0012] The erroneous service-in determining means may determine that the erroneous service-in has occurred when the vehicle detects a service-in marker while traveling in the reverse lane.
In one mode of this embodiment, when the shift lever position is reverse and the vehicle speed is negative when passing the service-in marker, it is determined that the erroneous service-in has occurred.

[0013] The erroneous service-in determining means may determine whether or not the erroneous service-in has occurred based on a reception state of the receiver. In one form of this aspect, when the receiver does not receive the service information from the road after detecting the service-in marker, it is determined that the erroneous service-in has occurred. In another mode, when the reception level of the receiver decreases, it is determined that the erroneous service-in has occurred. In another embodiment, it is determined whether or not the erroneous service-in has occurred based on a Doppler effect generated in a reception signal of the receiver.

The erroneous service-in determining means may determine that the erroneous service-in has occurred when the marker detector detects the same marker a plurality of times.

In the present invention, it goes without saying that two or more of the above-described various types of erroneous service-in determination processing may be combined, and more reliable determination processing can be performed.

The embodiment of the present invention is not limited to the vehicle-mounted device. For example, another aspect of the present invention is a driving support method using an in-vehicle device. One preferred embodiment is to detect a service-in marker installed on the road, receive service information from a transmitter installed on the road side in association with the service-in marker, and drive using the received service information. A method for providing assistance is characterized in that it is determined whether or not a vehicle has traveled in a proper service direction through a service-in marker, and travel assistance is performed only when the vehicle has traveled in a proper service direction.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention (hereinafter, referred to as embodiments) will be described below with reference to the drawings. In the present embodiment, the present invention relates to an AHS (Advanced Cru
ise-Assist Highway Systems)
Applied to

FIG. 1 shows the configuration of a vehicle-mounted device for driving assistance according to this embodiment. The in-vehicle device performs an information providing process as driving assistance. In the present invention, the information provision includes a warning.

As shown in FIG. 1, the vehicle-mounted device 1 includes an information providing ECU 10, a marker detector 12, and a road-vehicle communication device 1.
4 inclusive. The marker detector 12 (marker sensor) detects a service-in marker (base point marker) installed on a road. The road-to-vehicle communication device 14 receives service information from a transmitter installed on the road side in association with the service-in marker. When the service-in marker is detected, the information providing ECU 10 provides information for driving support using service information obtained by road-to-vehicle communication.

A display 16 and a speaker 18 are used as output means for providing information to the driver.
Character information may be displayed on the display 16,
An image representing a road, an intersection shape, or the like may be displayed. From the speaker 18, a notification sound may be output, or audio information may be output.

Further, the information providing ECU 10 receives information indicating the steering operation amount from the steering sensor 20, receives the yaw rate information of the vehicle from the yaw rate sensor 22, receives the vehicle traveling direction information from the navigation system 24, and receives from the shift lever device 28 The shift position information is received, and the vehicle speed information is received from the vehicle speed sensor 30. Navigation system 24 is GPS
It includes a device 25 and a gyro sensor 26 (direction sensor). The information providing ECU 10 may receive such information via another ECU or the like, or may calculate the above information by combining input information.

Further, the information providing ECU 10 is provided with an erroneous service-in determining section 40 which is a characteristic configuration of the present invention. The determination unit 40 determines that an erroneous service-in, which is an event in which the vehicle does not travel in the proper service direction through the service-in marker, has occurred. For this determination, the various types of input information described above are suitably used (specific determination processing will be described later).

Next, an "infrastructure system", that is, a roadside system will be described with reference to FIG. FIG.
1 shows a system related to an obstacle collision prevention function as an example of an AHS infrastructure system.

In FIG. 2, the measurement range 50 is set at a place where visibility is poor. Obstacle 52 within measurement range 50
Is detected by the road condition detecting device 54. Detection device 5
Reference numeral 4 denotes a visible camera, an infrared camera, and an infrared sensor, for example. Transmission information generation unit 58 of infrastructure control device 56
Is the measurement range 5 based on the information sent from the detection device 54.
Identify obstacles within 0. For example, image processing is performed on an image obtained from a visible camera, and a vehicle or the like in the image is obtained.

The transmission information generator 58 sends transmission information to be transmitted to the vehicle to the transmitter 60. The transmission information includes obstacle information and road alignment information. The obstacle information preferably includes the presence / absence, position, size, and speed of the obstacle. The road alignment information is read from the road alignment storage unit 62. The transmission information is
Further, it is preferable to include useful information such as road surface conditions. The transmission information is transmitted from the transmitter 60 to the information communication range 64. The transmission interval currently set in AHS is 10
It is 0 msec.

At the start of the information communication range 64, a service-in marker 66 is provided. The service-in marker 66 is a radio wave marker and has a role of instructing the vehicle to enter the service providing area. Service in marker 66
Provides further necessary information to the vehicle. Further, the vehicle can use the service-in marker 66 to specify the position along the lane direction and to specify the own vehicle traveling lane.

In the example of FIG. 2, the vehicle is about to pass the service-in marker 66. When the vehicle passes the service-in marker 66, the in-vehicle device receives information sent from the infrastructure and provides information to the driver.

FIG. 3 is an enlarged view showing the place where the service-in marker is installed. A plurality of service-in markers are provided to cover the entire width of the lane. Thereby, the two-wheeled vehicle can also detect the service-in-marker and receive the AHS information.

In FIG. 3, when the vehicle travels along the lane, as indicated by the trajectory a, the vehicle is traveling in the proper service direction, and there is no problem. Further, it is assumed that the vehicle comes out of the parking lot P on the side of the road and starts running along the lane as shown by the locus b. Also in this case, the vehicle is traveling in the proper service direction.

However, as shown by the locus c or the locus d, after the vehicle passes the service-in marker, the parking lot P
Could enter. Further, as shown by a locus e, the vehicle may come out of the parking lot P, cross the lane where the marker is installed, and proceed in the opposite direction to the appropriate service direction. Further, as shown in a locus f, the vehicle may step backward and step on the marker.

In these cases, although the vehicle has passed the service-in marker, an "erroneous service-in", which is an event in which the vehicle does not proceed in the proper service direction through the marker, has occurred. Nevertheless, if information is provided as usual, inappropriate driving support may be provided.

One of the causes of this problem is that, as shown in FIG. 3, in the AHS, the vehicle is provided with one service-in marker (one set of the five markers shown). This creates the possibility that the vehicle will run in various directions through the marker. In order to solve this problem, it is conceivable to provide markers at a plurality of locations at intervals. However, this increases the cost of infrastructure equipment, which is not preferable.

Further, the above problem is not limited to the prevention of obstacle collision, but is common to various AHS functions. Other features currently proposed include prevention of danger of entering the curve, prevention of lane departure, prevention of collisions at intersections (assistance when approaching intersections and assistance during transmission), prevention of right-turn collisions (support of right-turn vehicles), and prevention of crosswalk pedestrian collision. Have been. In any of these, a service start marker is provided in the service start portion.

In this embodiment, in order to solve the above-mentioned problem, as shown in FIG. 1, the information provision ECU 10 is provided with an erroneous service-in determination section 40, and the determination section 40 detects occurrence of an erroneous service-in. judge.

FIG. 4 shows an information providing ECU 1 including a determination unit 40.
0 indicates a driving support process. Information providing ECU10
Determines whether or not the service detector has been detected by the marker detector 12 (S10). When the service-in marker is detected, the determination unit 40 determines whether an erroneous service-in has occurred (S12). If no erroneous service-in has occurred, the information is provided as usual (S14). On the other hand, if an erroneous service-in has occurred, information provision is prohibited or suppressed (S16).

For example, it is assumed that the driver has been notified of the start of service at the same time as the detection of the service-in marker. In this case, the service out (end) is transmitted through a display or a speaker. If the service-in processing has not yet been performed just after passing through the service-in marker, the service-in is prohibited. In this manner, by not providing information when an erroneous service-in occurs, inappropriate information provision can be avoided.

"Wrong Service In Judgment" In this embodiment,
Whether or not an erroneous service-in has occurred is determined as follows.

(1) Use of Running Track 1 When the traveling direction of the vehicle changes significantly before (or after) the passing of the service-in marker (when it changes more than a predetermined angle), it is determined that an erroneous service-in has occurred. Referring to FIG. 3, as shown by trajectories c, d, and e, when the vehicle steps on the marker when entering or exiting the parking lot P beside the road, the traveling direction changes greatly. Therefore, an erroneous service-in can be detected from the traveling direction.

The change in the traveling direction of the vehicle is obtained from the yaw rate. It is preferable to make a determination based on the running locus using the yaw rate and the vehicle speed information.

The change in the traveling direction of the vehicle may be obtained from the steering operation amount. If a steering operation at a predetermined angle or more occurs before and after the marker is detected, it is determined that an erroneous service-in has occurred. Also in this case, it is preferable to make a determination based on the traveling locus using the vehicle speed in addition to the steering operation amount.

In this determination process, even if the relative direction change such as where the vehicle is running on the map is not known, only the absolute direction change need be known, so that the configuration is simple. There are advantages.

Alternatively, the change in the traveling direction of the vehicle may be obtained from a navigation device. The navigation device
As is well known, the traveling direction is obtained using the GPS position detection information and the gyro sensor detection information. GPS position detection information or gyro sensor detection information (or both) may be directly obtained, and the information providing ECU may determine the traveling direction.

(2) Use of running locus 2 When the direction of the road does not match the traveling direction of the vehicle, it is determined that an erroneous service-in has occurred. Referring to FIG. 3, as shown by trajectories c, d, e, and f, when the vehicle does not travel in the appropriate service direction, the direction of the road does not match the traveling direction of the vehicle. Therefore, the occurrence of an erroneous service-in can be determined based on whether or not this mismatch has occurred.

The traveling direction of the vehicle can be obtained from the navigation device. As is well known, a navigation device knows in which direction a vehicle is running on a map. However, the information providing ECU may determine the traveling direction of the vehicle by itself (also at this time, the technology of the well-known navigation device can be effectively used).

The direction of the road can be obtained by road-to-vehicle communication. In AHS, 16 directions are defined, and each direction is numbered. In the road-vehicle communication, a number corresponding to the direction of the road is transmitted to the vehicle. AHS
The road direction may be obtained by using a method other than the road-vehicle communication described above, for example, map data for navigation may be used.

The determination process of (2) can make a more accurate determination than the determination process of (1). That is,
In the above-described determination process (1), it is determined that an erroneous service-in has occurred even when the vehicle travels along the locus b, and information provision is stopped. Further, reverse running of the trajectory f cannot be detected. On the other hand, according to this determination processing, it is not necessary to determine the trajectory b as an erroneous service-in, and the trajectory f can be determined as an erroneous service-in.

(3) Reverse Run Detection When the vehicle runs in the reverse lane and detects the service-in marker, it is determined that an erroneous service-in has occurred. Preferably, shift lever position information and vehicle speed information are used. Then, when the shift lever position is reverse and the vehicle speed is negative when passing the service-in marker, it is determined that an erroneous service-in has occurred. Although detection by this determination is limited to reverse running, there is an advantage that reliable determination processing can be performed.

(4) Use of Reception State 1 When the receiving device does not receive service information from the road after detecting the service-in marker, it is determined that an erroneous service-in has occurred. The presence or absence of reception is determined, for example, based on whether or not a predetermined threshold level of reception intensity has been obtained. If the service information is not received, it indicates that the vehicle did not run toward the reception area after passing the marker, that is, it is considered that the vehicle did not travel in an appropriate direction.

In this determination processing, it is preferable to provide an appropriate threshold time or threshold distance. If there is no reception even after the threshold time has elapsed, or if there is no reception after traveling the threshold distance, it is determined that an erroneous service-in has occurred.

(5) Use of Reception State 2 When the reception level of the receiving device is reduced, it is determined that an erroneous service-in has occurred. This determination process is effective when reception has already started at the time of passing through the service-in marker. In AHS, a roadside communication device is installed at the end of a communication area. This roadside communication device emits radio waves in the direction opposite to the lane. Therefore, if the vehicle runs in an appropriate direction, the reception intensity should increase with time. Conversely, if the reception strength decreases, it can be understood that the vehicle is not running in the proper direction.

(6) Use of reception state 3 It is determined whether or not an erroneous service-in has occurred based on the Doppler effect generated in the reception signal of the reception device. As is well known, if the Doppler effect is used, the traveling direction of the vehicle can be theoretically obtained from the reception frequency. If the vehicle is not running in the direction along the traveling lane, it can be determined that an erroneous service-in has occurred.

(7) Marker twice detection When the marker detector detects the same marker a plurality of times, it is determined that an erroneous service-in has occurred. The same marker is detected a plurality of times when, for example, the driver runs backward and steps on the marker again. In such a case, it is considered that an erroneous service-in has occurred, and it is preferable not to provide information.

(8) Combined Judgment Various types of erroneous service-in judgment processing have been described above. The in-vehicle device may perform all of these determination processes, or may perform only some (at least one) of these determination processes. When a plurality of determination processes are used in combination, the combination thereof is optional. Preferably, more determination processing can be used to increase certainty.

As described above, according to the present embodiment, when a service-in marker is detected, it is determined whether an erroneous service-in has occurred. Therefore, it is possible to avoid providing inappropriate information. Becomes possible. As a result, appropriate information can be provided more reliably. Then, the safety intended by the AHS can be further improved.

In this embodiment, information is provided as driving support. As mentioned above, AH
S alarm processing is included. This is because the information provision and the alarm are the same from the viewpoint of the present invention. In addition, control processing such as a vehicle speed may be performed as driving assistance instead of or together with information provision. This is also proposed as part of AHS.

Further, in the present embodiment, the present invention is applied to the AHS, but the present invention is not limited to this. The present invention may be applied to a driving support system other than the AHS. It is also preferable to apply the present invention to a system in another country corresponding to the AHS system in Japan.

<Disclosure of Further Invention>"Lane change after passing a marker" Referring to FIG.
In a driving support system such as AHS, a service in marker is installed in each lane. Then, different driving support may be performed for each lane. In addition, a marker may be set in a part of a plurality of lanes (for example, only a right-turn lane).

On the other hand, as shown in FIG. 5, the vehicle may change lanes after passing the service-in marker. When the lane change is performed, the detected service-in marker does not match the traveling support to be provided.

In consideration of this point, in the present invention, it is preferable to provide a lane detecting means for detecting a lane change after passing through the service-in marker. Lane change detection is performed until the end of driving support.

When a lane change is detected, a support change corresponding to the lane change is performed. For example, driving assistance is prohibited,
Alternatively, it is preferable to suppress (similar to S16 in FIG. 4). It is also preferable to switch to the driving support corresponding to the lane after the lane change.

The detection of the lane change is performed based on, for example, the amount of lateral movement of the vehicle. The lateral movement amount is obtained from the yaw rate and the vehicle speed. When the movement amount exceeds a threshold amount (for example, 3.5 m, corresponding to the lane width), it is determined that a lane change has occurred.

The detection of the lane change may be determined based on whether or not the turn signal has been operated. However, it is needless to say that the left turn signal in the left turn lane and the right turn signal in the right turn lane are excluded.

The detection of a lane change may be based on information obtained by road-vehicle communication. This is effective when the position information of the traveling vehicle including the own vehicle is provided.

As described above, according to the present embodiment, more appropriate driving support can be performed by detecting a lane change. Further, in the present embodiment, since the subsequent vehicle behavior can be obtained after the marker is detected, there is an advantage that the lane change detection accuracy is high.

[Detection of Crossing Lanes] Referring to FIG. 6, in a driving support system such as the AHS, the service-in marker is set so as to cover the entire width of the lane. That is, a plurality of radio wave markers are arranged in the lane width direction such that transmission areas (for example, about 1 m in diameter) do not overlap. Thereby, the motorcycle can also detect the marker and use the AHS.

However, as shown in FIG. 6, since the entire width of the lane is covered by the marker, a problem arises when the vehicle is traveling across the lane. It cannot be determined which lane to provide driving support. If driving support is provided for one lane, inappropriate driving support may be provided.

In order to solve this problem, in the present invention, it is preferable to provide a means for detecting traveling across lanes when passing through the service-in marker. When a straddling run is performed, the support change is performed accordingly. For example, it is preferable to prohibit or suppress the driving support (S1 in FIG. 4).
6). The driver may be instructed to correct the trajectory to one lane, or the trajectory may be corrected by automatic control. Further, driving support for both lanes may be performed. In addition, driving support for the lane with the higher importance may be performed.

The straddling detection means determines that straddling has been performed, for example, when two service-in markers are detected. This detection process is effective when the in-vehicle receiver is configured to be able to simultaneously detect a plurality of service-in markers.

The straddling detecting means may include lane boundary detecting means (or white line detecting means). For example, a camera is mounted on a vehicle, and a white line can be detected from a captured image. Any conventionally proposed lane boundary detection means can be used. This detection processing is also effective when the in-vehicle receiver does not have the ability to simultaneously detect a plurality of service-in markers.

As described above, according to the present embodiment, more appropriate traveling support can be performed by detecting traveling across lanes.

[Countermeasures for Shadowing] In a driving support system such as AHS, shadowing of road-to-vehicle communication may occur. In the case of AHS, the communication area is narrow and limited. Also, the installation height of the transmitter is as low as about 8 m. For this reason, the transmitter may be hidden by a vehicle ahead and reception may not be possible (shadowing). This is particularly disadvantageous when the preceding vehicle is a large vehicle or when the position of the receiver of the own vehicle is low.

In consideration of this point, in the present invention, when shadowing occurs, it is preferable to perform processing in accordance with the shadowing. For example, when shadowing occurs, a support service end guide is output. When shadowing occurs, the driver may be instructed to increase the distance between the vehicle and the vehicle ahead. It is also preferable to increase the inter-vehicle distance by automatic traveling control (auto cruise control).

In the shadowing determination processing, for example, when road-vehicle communication is interrupted halfway, it is determined that shadowing has occurred. When the road-vehicle communication is not received after detecting the service-in marker, it may be determined that shadowing has occurred. Preferably, a threshold time or a threshold distance is provided, and it is determined that shadowing has occurred when a marker is detected and exceeded.

Further, an inter-vehicle distance sensor may be provided to determine whether or not shadowing has occurred based on the inter-vehicle distance. In particular, it is preferable to use this determination processing together with the above-described reception presence / absence determination. When there is no reception and the inter-vehicle distance is large, it is considered that communication is abnormal, not shadowing. Therefore, shadowing and communication abnormality can be determined.

Further, the front of the vehicle may be photographed by a camera, and it may be determined by image processing whether or not the transmitter can be seen from the vehicle. This determination process is also preferably used together with the reception presence / absence determination as described above. It is also preferable to obtain a three-dimensional shape of the vehicle ahead using a stereo camera. It is also preferable to use both the inter-vehicle distance and the image information.

As described above, according to the present embodiment, more appropriate driving support can be performed by detecting shadowing.

"Data recording at stop" In a driving support system such as AHS, the service area has a certain length. The vehicle may stop in this service area and the engine may be turned off. It would be more convenient if the driving support could be continued after this stop.

In consideration of this point, in the present invention, it is preferable to perform data recording when the vehicle is stopped. The data is stored in a storage means (backup memory) capable of holding data even during the stop period. The storage period is set to a time corresponding to the stop time (for example, 3 minutes). The stored data is, for example, service-in-marker information and a calculation result of the vehicle.

In a driving support system such as "low speed distance integration" AHS, driving support is performed based on the driving distance from the service-in marker. Therefore, it is important to accurately determine the traveling distance. In particular, since assistance is provided during low-speed traveling, it is required to ensure accurate traveling distance detection capability even at low-speed traveling.

In consideration of this point, in the present invention, it is preferable to perform the distance integration of the navigation device at a low speed, and to perform the distance integration by wheel pulses at a high speed. In the present invention, at low speed, the travel distance is obtained by integrating the acceleration detected by the acceleration sensor, and at high speed, the travel distance is obtained from the wheel pulse.

With this configuration, it is possible to easily detect a distance at a high speed, and secure a highly accurate distance detection function at a low speed.

"Measures for not detecting service out marker" AH
In S, it is proposed to provide a service-out marker in addition to the service-in marker. The service out marker has a role of informing the vehicle of a service end point.

However, the vehicle may run too far without passing over the service out marker. In such a case, it is considered undesirable to continue the driving support forever.

Therefore, in the present invention, it is preferable to provide a determination means for determining whether or not the vehicle has left the service area even if no service out marker is detected. When the vehicle leaves the service area, the driving support ends.

For example, regarding prevention of non-stop of temporary stop, service end is determined from a value obtained by subtracting a traveling distance of a vehicle from a distance to an intersection with reference to a service-in marker. In order to obtain the mileage, the elapsed time and the speed from the time of passing the service-in marker may be integrated.

[0086] For example, with regard to collision prevention after a stop (when starting), the service ends when the vehicle moves one lane from the stop line and the vehicle speed reaches a predetermined value (for example, 10 km / h). Is determined.

For example, regarding the prevention of a right turn collision, when the turn signal is off and the yaw rate becomes zero,
It is determined that the service has ended. The distance of the intersection (the traveling distance (arc) required to pass through the intersection) may be compared with the actual traveling distance.

Further, regarding the prevention of crossing pedestrian collision, it is preferable to make a determination by comparing the distance at the intersection with the actual traveling distance.

[Provision of Traffic Congestion Information] In the function of the AHS for preventing collision of obstacles, information on the position and speed of an object on the road is transmitted from the infrastructure to the vehicle. A vehicle considers an obstacle to be present if an object on the road is stopped.

However, in addition to the case where an obstacle is present, the object is stopped on the road also when a traffic jam occurs. Despite the occurrence of traffic congestion, providing obstacle information is not preferable from the viewpoint of accurate information transmission.

Therefore, the vehicle-mounted device of the present invention determines whether or not traffic congestion has occurred when information on an object on the road is obtained by road-to-vehicle communication. change. For example, the provision of obstacle information is prohibited or suppressed. Preferably, traffic jams are signaled. It is preferable to draw a line of vehicles on a display or to output voice guidance from a speaker.

As for the traffic jam determination, for example, it is determined that a traffic jam has occurred when a plurality of objects are connected at an interval. It is also preferable to determine that traffic congestion has occurred when the number of objects is equal to or greater than a predetermined number (for example, five). Further, it is also preferable to determine that a traffic jam has occurred when the interval between the plurality of objects is equal to or less than a predetermined value. Further, it is also preferable to determine that traffic congestion has occurred when the speeds of the plurality of objects are equal to or less than a predetermined value or are zero.

As described above, according to the present invention, by distinguishing the occurrence of traffic congestion from other situations, it is possible to avoid providing driving assistance by regarding that another event has occurred at the time of occurrence of traffic congestion. Can be performed. Note that, as described above, the driving support may be information provision or vehicle control.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a vehicle-mounted device for driving assistance according to an embodiment of the present invention.

FIG. 2 is a diagram showing infrastructure equipment of a driving support system.

FIG. 3 is an enlarged view showing a service-in-marker portion of the infrastructure equipment.

FIG. 4 is a diagram showing an operation of the in-vehicle device in FIG. 1;

FIG. 5 is a diagram illustrating a traveling mode in which a lane change is performed after passing through a marker.

FIG. 6 is a diagram showing a traveling mode in which traveling across lanes is performed when a marker is passed.

[Explanation of symbols]

1 in-vehicle device, 10 information providing ECU, 12 marker detector, 14 road-to-vehicle communication device, 40 erroneous service-in determination unit.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) // G01C 21/00 G08G 1/0969 G08G 1/0969 H04L 11/00 310B (72) Inventor Toshiaki Matsumoto Aichi Toyota Motor Co., Ltd. 1 in Toyota-cho, Toyota Prefecture (72) Inventor Yoshito Hori 1 in Toyota-cho, Toyota-shi, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Tsuneji Ito 1 Toyota-cho in Toyota-shi, Aichi Toyota (72) Inventor Yasuhiro Takagi 1 Toyota Town, Toyota City, Aichi F-term (reference) 2F029 AA02 AB01 AB07 AB09 AC01 AC02 AC04 AC13 AC18 5H180 AA01 BB04 CC04 CC24 FF04 FF05 FF13 FF22 FF25 FF27 FF32 FF38 LL15 5K033 BA06 DA19

Claims (13)

[Claims] 1. A service service comprising: a marker detector for detecting a service-in marker installed on a road; and a receiver for receiving service information from a transmitter installed on a road side in association with the service-in marker. When an in-marker is detected, an in-vehicle device that provides driving support using the received service information is an erroneous service that determines that an erroneous service-in, which is an event in which the vehicle does not proceed in the proper service direction through the service-in marker, has occurred. An in-vehicle device for driving assistance, comprising an in-determination unit. 2. The vehicle-mounted device for driving assistance according to claim 1, wherein when it is determined that the erroneous service-in has occurred, the driving assistance is prohibited or suppressed. apparatus. 3. The in-vehicle device for driving assistance according to claim 1, wherein the erroneous service-in determination unit determines whether or not the erroneous service-in has occurred based on a traveling locus of the vehicle. An in-vehicle device for driving assistance, characterized in that: 4. The in-vehicle device for driving assistance according to claim 3, wherein it is determined that the erroneous service-in has occurred when the vehicle traveling direction changes significantly before or after passing the service-in marker. An in-vehicle device for driving assistance characterized by the following. 5. The driving support in-vehicle device according to claim 3, wherein when the direction of the road and the traveling direction of the vehicle do not match, it is determined that the erroneous service-in has occurred. In-vehicle devices. 6. The in-vehicle device for driving assistance according to claim 1, wherein the erroneous service-in determining means detects the erroneous service when the vehicle detects a service-in marker by traveling in a reverse lane. An in-vehicle device for driving assistance, characterized in that it is determined that a vehicle in has occurred. 7. The in-vehicle device for driving assistance according to claim 6, wherein the erroneous service-in determination unit is configured to perform the erroneous service-in determination when the shift lever position is reverse and the vehicle speed is negative when passing a service-in marker. An in-vehicle device for driving assistance, which determines that an erroneous service-in has occurred. 8. The in-vehicle device for driving assistance according to claim 1, wherein the erroneous service-in determining unit determines whether or not the erroneous service-in has occurred based on a reception state of the receiver. An in-vehicle device for driving assistance, characterized by making a determination. 9. The driving support in-vehicle device according to claim 8, wherein when the receiver does not receive service information from the road side after detecting the service-in marker, it is determined that the erroneous service-in has occurred. An in-vehicle device for driving assistance characterized by the following. 10. The in-vehicle device for driving support according to claim 8, wherein when the reception level of the receiver decreases, it is determined that the erroneous service-in has occurred. apparatus. 11. The in-vehicle device for driving assistance according to claim 8, wherein: based on a Doppler effect generated in a reception signal of the receiver,
An in-vehicle device for driving assistance, which determines whether or not the erroneous service-in has occurred. 12. The in-vehicle device for driving assistance according to claim 1, wherein the marker detector detects the same marker a plurality of times.
An in-vehicle device for driving assistance, wherein it is determined that the erroneous service-in has occurred. 13. A service in marker installed on a road is detected, service information is received from a transmitter installed on a road side in association with the service in marker, and driving support is performed using the received service information. A driving support method, comprising: determining whether a vehicle has traveled in a proper service direction through a service-in marker, and performing travel support only when the vehicle has traveled in a proper service direction.