JP2008299666A - Vehicle driving support system, driving support device, vehicle and vehicle driving support method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle driving support system, a driving support device, a vehicle and a vehicle driving support method, avoiding a dangerous area regardless of a running direction of one's own vehicle in a crossing while safely stopping or letting the vehicle through at the crossing. <P>SOLUTION: An on-vehicle device specifies a running state (e.g. a dangerous state) of the own vehicle based on information on the travel direction and a right-turn light (e.g. a green arrow light or the like) in the crossing of the own vehicle. For example, the on-vehicle device specifies the dangerous running state according to running behavior based on whether the own vehicle turns right or goes through the crossing having the green arrow light. The on-vehicle device decides whether the own vehicle is in the dangerous running state or not based on the distance to a stop line (the crossing), speed of the own vehicle, or traffic light information or the like of a traffic signal, and performs acceleration/deceleration control so as to avoid the dangerous running state of the own vehicle. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to vehicle driving assistance, and more particularly to a vehicle driving assistance system that safely stops or passes a vehicle at an intersection, a driving assistance device that constitutes the vehicle driving assistance system, a vehicle equipped with the driving assistance device, and vehicle driving It relates to support methods.

  Many technologies are applied to safe driving support for vehicles, such as technology related to stop control that decelerates and stops a running vehicle, technology related to dilemma control that takes signal switching time into account, and technology that detects the position of the vehicle. Yes.

  For example, in order to stop the vehicle at the stop line before the intersection, the stop line is detected based on the image obtained from the camera, the vehicle is controlled by the vehicle speed or acceleration / deceleration information, and the vehicle is stopped at the stop line. Has been disclosed (see Patent Document 1 and Patent Document 2).

  Also, from the communication device installed upstream of the intersection, the signal switching timing information of the intersection and the distance to the stop line of the intersection (or the position information of the stop line) are acquired by the in-vehicle device, and the vehicle enters the dilemma zone. A safe speed providing method for providing a limit traveling speed for escape from the dilemma zone is disclosed (see Patent Document 3).

  On the other hand, there are self-contained navigation, satellite navigation, map matching, hybrid navigation, and the like as methods for detecting the position of a vehicle widely used in navigation. Self-contained navigation uses a distance sensor, an azimuth sensor, an angular velocity sensor, etc., for example, based on the azimuth angle of the vehicle traveling with respect to an orthogonal coordinate system based on the longitude-latitude coordinate system and the traveling distance per unit time. Although it is calculated, consistency with the road is not taken into consideration, and there is a problem that errors in the vehicle position accumulate as the travel distance increases.

  Satellite navigation uses GPS (Global Positioning System), and the detected position includes an error of about 10 to 20 m. Since GPS is used, an in-vehicle sensor such as a distance sensor, an azimuth sensor, or an angular velocity sensor is unnecessary. However, on roads under elevated roads, roads between buildings, mountain roads, roadside trees, etc., radio waves cannot be received from a predetermined number of GPS satellites, and the detection accuracy is greatly degraded. is there.

  Further, the map matching method detects the position of the vehicle in consideration of the consistency (matching) between the travel locus by the self-contained navigation and the road map. That is, the most probable road is selected from a plurality of road candidates considered to be traveling while comparing the trajectory obtained by the self-contained navigation with the road map data. Then, when the number of candidate roads is limited to one, the traveling locus of the vehicle obtained by the self-contained navigation is matched with the road. However, if the limited road is wrong, there is a problem that position detection after that becomes impossible.

Hybrid navigation is a combination of satellite navigation and map matching, and it rationally estimates the position of the vehicle and identifies the road on which it is traveling, taking into account the errors between autonomous navigation and satellite navigation. Is. In hybrid navigation, for example, the position of a vehicle is detected using a map matching method in normal times. When the vehicle position cannot be detected by the map matching method, the vehicle position and direction are detected by satellite navigation to estimate the vehicle position, and the vehicle position is detected in consideration of consistency with the road map data. To do. With hybrid navigation, except for special cases, there is almost no possibility of mistaken roads on which vehicles are traveling, and the positional accuracy in the direction of the road is within an error range of about 10 m on average. If it is the purpose of the target navigation, it is an accuracy level that has almost no problem in practical use.
JP 2002-190100 A JP 2006-151014 A JP 2006-139707 A

  However, in the techniques of Patent Document 1 and Patent Document 2, since the stop line cannot be detected unless the vehicle approaches the stop line, the vehicle has reached the vicinity of the stop line when the stop line can be detected. The time margin for stopping the vehicle at the stop line is not sufficient. In this case, in order to stop the vehicle at the stop line, it is necessary to decelerate at a large deceleration, and when there is a following vehicle, there is a safety problem.

  Further, although Patent Document 3 discloses a method for performing travel control or providing information to avoid a dilemma area or an option area sufficiently before an intersection, it is possible to avoid a dilemma area or an option area more safely and reliably. There has been a demand for a method of running control or providing information. In particular, in order to smooth the traffic flow at the intersection, when a signal such as a blue arrow that allows only a right turn car (or a left turn car) to pass is installed, the traveling state of the vehicle is the traveling direction of the vehicle at the intersection. Therefore, there is a demand for a specific vehicle control method for safely and surely stopping the vehicle before the intersection or passing through the intersection to escape from the dangerous driving area even at such an intersection. It was.

  The present invention has been made in view of such circumstances, and a vehicle driving support system that avoids a dangerous traveling area regardless of the traveling direction of the host vehicle at the intersection and safely stops or passes the vehicle at the intersection, It is an object of the present invention to provide a driving support device that constitutes the vehicle driving support system, a vehicle equipped with the driving support device, and a vehicle driving support method.

  A vehicle driving support system according to a first aspect of the present invention is a transmission device that transmits signal information of a traffic light installed at an intersection, and a driving support device that receives signal information transmitted by the transmission device and supports safe driving of the vehicle, In the vehicle driving support system, the driving support device includes presence / absence information acquisition means for acquiring presence / absence information of a signal for right turn or left turn at an intersection, and a traveling direction acquisition for acquiring a traveling direction of the host vehicle at the intersection. A distance between the vehicle and the intersection; a specifying unit that identifies a traveling state of the host vehicle, a speed acquisition unit that acquires speed information of the host vehicle, and a distance between the host vehicle and the intersection. Based on the distance information acquisition means for acquiring information on the vehicle, the distance to the intersection, the speed of the host vehicle, and the signal information, it is determined whether or not the host vehicle is in the running state specified by the specifying means. And determining means, when in the running state, and an outputting means for outputting information for accelerating or decelerating the own vehicle.

  The vehicle driving support system according to a second aspect of the present invention is the vehicle driving support system according to the first aspect, wherein when the vehicle turns right (or turns left) when the right turn signal (or left turn signal) exists, the specifying means only turns right. (Or only a left turn) is characterized in that it is in a state that does not satisfy an entry condition that allows entry to an intersection by the end point of a possible display, and a state in the vicinity of the entry condition is specified as a running state To do.

  The vehicle driving support system according to a third aspect of the present invention is the vehicle driving support system according to the second aspect, wherein the driving support device is configured such that the distance to the intersection of the own vehicle at the start of the yellow signal for the straight traveling vehicle, the speed of the own vehicle, the yellow signal time, It is characterized by comprising an entry condition calculation means for calculating the entry condition based on a display time that can only be (or only left turn).

  The vehicle driving support system according to a fourth aspect of the present invention is the vehicle driving support system according to any one of the first to third aspects, wherein the driving support device stores storage means for storing map information, reception means for receiving designation of a target point, and the map Travel route calculation means for calculating a travel route to the target point based on the information, and the traveling direction acquisition means is based on the travel route calculated by the travel route calculation means and the host vehicle at the intersection The traveling direction is acquired.

  A vehicle driving support system according to a fifth aspect of the present invention is the vehicle driving support system according to any one of the first to third aspects, wherein the driving support device detects a storage lane for each lane and a traveling lane of the host vehicle. Detection means, and the traveling direction acquisition means is configured to acquire the traveling direction of the host vehicle at the intersection based on the traffic classification information and the travel lane detected by the detection means. Features.

  According to a sixth aspect of the present invention, there is provided the vehicle driving support system according to any one of the first to fifth aspects, wherein the driving support device controls acceleration / deceleration of the host vehicle based on information output by the output means. It is characterized by providing.

  A vehicle driving support system according to a seventh aspect of the present invention is the vehicle driving support system according to any one of the first to fifth aspects, wherein the driving support device makes a right turn (or a right turn (or a left turn) signal) If the determination means determines that the vehicle is in the traveling state when making a left turn, the yellow light time for the straight vehicle and the right turn only (or only the left turn) can be displayed for the host vehicle after the start of the yellow signal for the straight vehicle. A speed control means for controlling the speed based on time is provided.

  The vehicle driving support system according to an eighth aspect of the present invention is the vehicle driving support system according to any one of the first to seventh aspects, wherein the driving support device includes a direction instruction receiving unit that receives an instruction of a traveling direction of the host vehicle, and the direction instruction receiving unit. When the accepted traveling direction is different from the traveling direction acquired by the traveling direction acquisition unit, the output unit includes an output control unit that controls stop or change of information output by the output unit.

  The vehicle driving support system according to a ninth aspect of the present invention is the vehicle driving support system according to any one of the first to seventh aspects, wherein the driving support device acquires a road marking acquisition means for acquiring a road marking of a lane in which the host vehicle is traveling, and the road marking. When the traveling direction based on the road sign acquired by the acquiring unit is different from the traveling direction acquired by the traveling direction acquiring unit, the output unit includes an output control unit that controls cancellation or change of information output by the output unit. To do.

  The vehicle driving support system according to a tenth aspect of the present invention is the vehicle driving support system according to any one of the first to seventh aspects, wherein the driving support device includes a detecting means for detecting the presence or absence of a preceding right turn car (or a left turn car), a right turn car ( Or an output control means for controlling cancellation or change of information output by the output means when a left turn car is present.

  A vehicle driving support system according to an eleventh aspect of the invention is characterized in that in any one of the first to fifth aspects of the invention, the vehicle driving support system further comprises notification means for notifying acceleration / deceleration of the host vehicle based on information output by the output means. To do.

  A driving support device according to a twelfth aspect of the present invention is a driving support device that receives signal information of a traffic light installed at an intersection and supports safe driving of the vehicle, and acquires presence / absence information of a signal for turning right or turning left at the intersection. Presence / absence information acquisition means, travel direction acquisition means for acquiring the travel direction of the host vehicle at the intersection, and specification means for specifying the travel state of the host vehicle according to the presence / absence of the signal and the travel direction of the host vehicle; Based on the speed acquisition means for acquiring the speed information of the own vehicle, the distance information acquisition means for acquiring information related to the distance between the own vehicle and the intersection, the distance to the intersection, the speed of the own vehicle, and the signal information Determination means for determining whether the vehicle is in the running state specified by the specifying means, and output means for outputting information for accelerating / decelerating the host vehicle when it is determined that the vehicle is in the running state. The features.

  A vehicle according to a thirteenth aspect of the present invention is equipped with the driving support apparatus according to the above-described invention.

  A vehicle driving support method according to a fourteenth aspect of the present invention is the vehicle driving support method for supporting the safe driving of the vehicle by receiving the signal information of the traffic light installed at the intersection with the driving support device, wherein the driving support device turns right at the intersection. Obtaining the presence / absence information of a signal for turning or left turn, obtaining the traveling direction of the own vehicle at the intersection, identifying the traveling state of the own vehicle according to the presence / absence of the signal and the traveling direction of the own vehicle, Obtain speed information of the host vehicle, acquire information about the distance between the host vehicle and the intersection, calculate the distance to the intersection based on the position information of the intersection and the host vehicle, and calculate the distance to the intersection, Based on the speed and signal information of the vehicle, it is determined whether or not the host vehicle is in the specified driving state, and when it is determined that the host vehicle is in the driving state, information for accelerating / decelerating the host vehicle is output. Features.

  In the first invention, the twelfth invention, and the fourteenth invention, the driving support device includes presence / absence information of a right turn signal or a left turn signal (for example, a blue arrow signal) at the intersection and the traveling direction of the host vehicle at the intersection. To get. Acquisition of the traveling direction (for example, straight ahead, right turn, left turn, etc.) at the intersection of the host vehicle can be realized by various methods. For example, it can be obtained from the travel route of the host vehicle using a navigation system, obtained by imaging a road sign with an in-vehicle camera, and obtained from information such as the travel lane and travel classification. The driving support device determines whether the driving state of the vehicle (for example, dangerous driving state, that is, dangerous driving determined by the distance and speed to the intersection of the vehicle, depending on the presence or absence of the acquired blue arrow signal and the traveling direction of the host vehicle. Area). For example, when the host vehicle makes a right turn (or a left turn) at an intersection with a blue arrow signal, the driving support device identifies a dangerous driving state according to the driving behavior. In other cases (for example, when going straight), the driving support device identifies a dangerous driving state corresponding to the driving behavior. As a result, the driving support device can identify the dangerous driving state suitable for the driving behavior at the intersection of the host vehicle.

  The driving support device acquires speed information (speed) of the host vehicle and information on the distance between the host vehicle and the intersection, and calculates the distance to the intersection. In this case, the information regarding the distance between the host vehicle and the intersection may be the distance between the host vehicle and the intersection, or the position of the host vehicle and the intersection. Based on the distance to the intersection, the speed of the host vehicle, and the signal information, the driving assistance device determines whether or not the identified dangerous driving state is present. For example, if your vehicle makes a right turn (or left turn) at an intersection with a blue arrow signal, is it in a state that is close to the entry condition among those that cannot enter the intersection at the end of the indication that only a right turn (or only a left turn) is possible? Determine whether or not. Further, when the host vehicle travels straight, it is determined whether or not the host vehicle is in a dangerous driving state determined by a stop condition for stopping before the intersection and an entry condition for entering the intersection.

  When it is determined that the driving support device is in a dangerous driving state, the driving support device outputs information for accelerating / decelerating the host vehicle. That is, the driving assistance device provides (outputs) information for decelerating the vehicle at a gradual deceleration when, for example, the vehicle is stopped at an intersection in order to avoid a dangerous driving state. When entering the intersection (when passing the intersection), information for accelerating the vehicle at a moderate acceleration is provided (output). Thereby, a dangerous driving state (dangerous driving | running | working area | region) can be avoided and a vehicle can be stopped or passed safely at an intersection.

  In the second aspect of the invention, the driving support device only turns right when the vehicle makes a right turn (or left turn) when there is a right turn (or left turn) signal (for example, a blue arrow signal). (Or only a left turn) A state that does not satisfy the entry condition that allows entry into the intersection by the end point of the possible display and that is in the vicinity of the entry condition is identified as a dangerous driving state. For example, when making a right turn at an intersection with a blue arrow signal for right turn, the driver has a strong tendency to turn right as long as the blue arrow signal is lit, and conversely, the driver has a low tendency to stop at the intersection. At this time, it is difficult for the driver to determine whether or not the vehicle can pass the intersection while the blue arrow signal is lit, and the driver can pass the intersection even if the driver cannot pass the intersection. There is a high risk of judging. For this reason, it is in a state that does not satisfy the entry condition that can enter the intersection by the end of the indication that can only turn right (or only turn left), and the state in the vicinity of the entry condition is identified as a dangerous driving state. It is possible to avoid mistakes that a person easily falls into.

  In the third aspect of the invention, the driving support device can display the distance to the intersection of the own vehicle at the start of the yellow signal for the straight vehicle, the speed of the own vehicle, the yellow signal time, and the right turn only (or only the left turn). Based on the time, the entry condition is calculated. For example, the entry condition L is as follows. The distance to the intersection of the host vehicle at the start of the yellow signal is Xy, the speed of the host vehicle is V, the yellow signal time is Ty, and the display time that can only turn right is Trg. Ty + Trg) ≧ Xy. That is, a state where V (Ty + Trg) <Xy does not satisfy the entry condition L. By calculating the entry condition L, it is possible to accurately determine whether or not the state of the host vehicle at the start of the yellow signal is in a dangerous driving state close to the entry condition L.

  In the fourth invention, the driving support device calculates a travel route to the target point based on the received target point and map information. The driving support device acquires the traveling direction of the host vehicle at the intersection based on the calculated travel route. That is, the driving support device acquires the traveling direction of whether to turn right, go straight, or turn left at the intersection according to the travel route at the intersection. Thus, when determining whether or not the host vehicle is in a dangerous driving state at the intersection, the traveling direction at the intersection of the host vehicle can be acquired in advance upstream of the intersection, and the determination of the dangerous driving state according to the traveling direction can be performed. It becomes possible.

  In the fifth invention, the driving support device acquires the traveling direction of the host vehicle at the intersection based on the traffic classification information and the detected travel lane. For example, the detection of the travel lane of the host vehicle can be performed by a method of detecting a travel lane by imaging a road marking with an in-vehicle camera, a method of detecting a travel lane by GPS, road-to-vehicle communication, or the like. The driving support device acquires a traveling direction of whether to turn right, go straight, or turn left at the intersection according to the travel route at the intersection. Thus, when determining whether or not the host vehicle is in a dangerous driving state at the intersection, the traveling direction at the intersection of the host vehicle can be acquired in advance upstream of the intersection, and the determination of the dangerous driving state according to the traveling direction can be performed. It becomes possible.

  In the sixth aspect of the invention, the driving support device controls acceleration / deceleration of the host vehicle based on information output for acceleration / deceleration. That is, in order to avoid a dangerous driving state, for example, when the host vehicle is stopped at an intersection, the driving support device decelerates the host vehicle at a slow deceleration, or the host vehicle enters the intersection. When the vehicle passes through an intersection, the host vehicle is accelerated at a moderate acceleration. Thereby, a dangerous driving state (dangerous driving | running | working area | region) can be avoided and a vehicle can be stopped or passed safely at an intersection.

  In the seventh aspect of the invention, the driving support device has its own vehicle when it turns right (or left) when there is a right turn (or left turn) signal (for example, a blue arrow signal). If it is determined that the vehicle is in a dangerous driving state, the vehicle is controlled to a speed based on the yellow signal time for the straight-ahead vehicle and the present time that can only be turned right (or only the left) after the start of the yellow signal for the straight-ahead vehicle. For example, if the driving support device determines that the host vehicle is in a dangerous driving state when the host vehicle turns right with a blue arrow signal for turning right, the current position of the host vehicle is determined after the start of the yellow signal for the straight traveling vehicle. The host vehicle is decelerated and controlled at a deceleration calculated based on a yellow traffic light time for a straight-ahead vehicle and a display time that allows only a right turn. Thereby, the own vehicle can be reliably stopped before the intersection.

  In the eighth invention, for example, when the traveling direction instructed by the driver with the direction indicator is different from the traveling direction acquired in advance, the driving support device stops or changes the information to be output. For example, if the direction of travel at the intersection of the host vehicle is straight ahead, when the driver operates the right turn direction indicator before the intersection, the output direction is different from the direction of operation. Then, the information is changed to information based on the dangerous driving state when turning right at the intersection, or the output of the information is stopped. As a result, when there is a difference from the driver's instruction regarding the traveling direction at the intersection of the host vehicle, it is possible to give priority to the instruction by the driver and prevent the driver from being misunderstood.

  In the ninth invention, the driving support device acquires the road marking of the lane in which the host vehicle travels, and cancels the information to be output when the traveling direction based on the acquired road marking is different from the traveling direction acquired in advance. Or make a change. For example, if the direction of travel at the intersection of the host vehicle is straight ahead, when the driver travels on a right turn lane (travel lane dedicated to right-turn cars) before the intersection, the output direction and the lane are different. Is added to the information based on the dangerous driving state when turning right at the intersection, or the output of the information is stopped. As a result, when there is a difference from the driver's instruction regarding the traveling direction at the intersection of the host vehicle, it is possible to give priority to the instruction by the driver and prevent the driver from being misunderstood.

  In the tenth invention, the driving support device detects the presence or absence of a preceding right turn car or left turn car, and when there is a right turn car or a left turn car, stops or changes the information to be output. For example, when the host vehicle turns right at an intersection, when the preceding right turn car is waiting for a signal, the driver temporarily stops behind the right turn car and waits for the signal, so the possibility of entering the dangerous driving area is not Very few. In addition, when the vehicle turns left at the intersection, when the preceding left turn car is waiting for the pedestrian to cross, the driver stops temporarily behind the left turn car and waits for the left turn, so it enters the dangerous driving area. There is very little possibility. For this reason, in such a case, it is sufficient to stop outputting information or simply output information that prompts driving attention. Thereby, the information according to the traffic condition of the intersection can be output.

  In the eleventh aspect of the invention, the driving support device notifies the acceleration / deceleration of the host vehicle based on information output for acceleration / deceleration. That is, in order to avoid a dangerous driving state, for example, when the host vehicle is stopped at an intersection, the driving support device notifies the driver that the host vehicle decelerates at a slow deceleration or a deceleration instruction, Alternatively, when the host vehicle enters the intersection (when the host vehicle passes through the intersection), the host vehicle accelerates at a moderate acceleration or notifies the driver of an acceleration instruction. As a result, it is possible to reliably tell the driver that the dangerous driving state (dangerous driving region) is avoided, and it is possible to prevent the driver from performing an unexpected operation, and the driver operates the vehicle based on the instruction. By doing so, it is possible to reliably avoid dangerous driving conditions.

  In the thirteenth aspect, since the vehicle includes the above-described driving support device, driving support for the vehicle can be performed.

  In the present invention, regardless of the traveling direction of the host vehicle at the intersection, the vehicle can be safely stopped or passed at the intersection while avoiding the dangerous driving state (dangerous driving region).

  Hereinafter, the present invention will be described with reference to the drawings illustrating embodiments. FIG. 1 is a schematic diagram showing an outline of a vehicle driving support system according to the present invention. In the vehicle driving support system according to the present invention, a stop line is provided in front of the intersection where the traffic light is installed, and the road device 21 has an appropriate separation distance (for example, 200 m) from the stop line along the road. 22 is installed. Moreover, the optical beacon 10 is installed on the upstream side of the road device 21 (for example, about 300 m upstream from the road device 21).

  The on-road devices 21 and 22 are, for example, an ultrasonic sensor, an IC tag, a magnetic nail, an optical sensor, and the like, and can identify a communication point by sensing radio waves, sound waves, light, magnetism, and the like. . The road devices 21 and 22 have a communication area with an in-vehicle device (driving support device) on the road. When the vehicle passes through the communication area, the in-vehicle device receives a signal indicating that the vehicle passes through the communication area from the road devices 21 and 22. The road devices 21 and 22 may be one-way communication or two-way communication with the in-vehicle device. Further, the roadside devices 21 and 22 are not intended for communication but may simply issue a signal for measurement.

  The optical beacon 10 has a communication area with the in-vehicle device on the road. When the vehicle passes through the communication area, the in-vehicle device receives predetermined information from the optical beacon 10. The predetermined information includes, for example, communication point position information, stop line position information (for example, distance to the stop line, absolute position of the stop line, etc.), position information of the road devices 21 and 22 (for example, communication from the stop line) The distance to the area, the absolute position of the communication area, etc., the presence / absence information of the blue arrow signal for the right or left turn of the traffic light, the signal information of the traffic light (for example, the yellow signal start time, yellow signal time, and blue arrow signal display) Time, etc.), presence / absence information according to the traveling direction of the preceding vehicle. In place of the optical beacon 10, a radio wave beacon, DSRC (Dedicated Short Range Communication), or the like can be used.

  When the vehicle travels on the road toward the intersection, the in-vehicle device acquires predetermined information through communication with the optical beacon 10. For example, the in-vehicle device can confirm that the distance to the stop line at this time is, for example, 700 m. The in-vehicle device further travels on the road toward the intersection, and the in-vehicle device communicates with the on-road device 21, so that the in-vehicle device confirms that the position of the own vehicle is 400 m from the stop line. can do. That is, the in-vehicle device can correct the distance to the stop line. The same applies when the in-vehicle device communicates with the road device 22. Thereby, the vehicle-mounted apparatus can grasp | ascertain the distance to a stop line with a sufficient precision beforehand in the upstream point of an intersection.

  Thereafter, the in-vehicle device travels dangerously on the vehicle based on the advance information (for example, straight ahead, right turn, left turn, etc.) at the intersection of the own vehicle and the presence / absence information of the right or left turn signal at the intersection. The state (hazardous driving region determined by the distance and speed to the vehicle intersection) is specified. In general, a blue arrow light is often used for a right or left turn signal lamp. Therefore, a right turn signal or a left turn signal is hereinafter referred to as a blue arrow signal. For example, the driving support device specifies the dangerous driving state corresponding to the driving behavior based on whether the vehicle turns right (or left) at an intersection where a blue arrow signal is present or otherwise. The in-vehicle device determines that the host vehicle is in a dangerous driving state (a dangerous driving region determined by the distance and speed to the stop line) based on the distance to the stop line (intersection), the speed of the host vehicle, the signal information of the traffic light, etc. It is determined whether or not there is. If the in-vehicle device determines that the vehicle is in a dangerous driving state, for example, when the vehicle is stopped on a stop line, a process for decelerating the vehicle at a slow deceleration is performed in order to avoid the dangerous driving state. Alternatively, when the vehicle enters the intersection (when the vehicle passes through the intersection), processing for accelerating the vehicle at a moderate acceleration is performed.

  FIG. 2 is a block diagram showing the configuration of the in-vehicle device 30. A video camera 40 mounted on the vehicle is connected to the in-vehicle device 30. For example, the video camera 40 is arranged on a front grille, a front bumper, or the like of the vehicle so that a road ahead of the vehicle can be imaged. The in-vehicle device 30 is connected to a vehicle control unit 50 that controls the running state of the vehicle and outputs an operation signal corresponding to the operation of the direction indicator. In response to the deceleration control signal output from the in-vehicle device 30, the vehicle control unit 50 accelerates or decelerates the vehicle at a required acceleration / deceleration. The on-vehicle device 30 is connected with an ultrasonic sensor 60 for detecting the presence or absence of a front vehicle, the presence or absence of a preceding right turn vehicle, and the presence or absence of a rear vehicle. Instead of the ultrasonic sensor 60, other in-vehicle sensors such as a millimeter wave radar can be used.

  The in-vehicle device 30 includes a CPU that performs various types of arithmetic processing, and includes a control unit 31 that includes a timepiece for measuring a control cycle described later. Note that the control unit 31 may be configured with a dedicated hardware circuit, or may be configured to execute a computer program having a predetermined processing procedure. The control unit 31 includes a communication unit 32, a positioning unit 33, a map database 34, a display unit 35, an image processing unit 36, an operation unit 37, a storage unit 38, a notification unit 39, a route calculation unit 301, and the like via an internal bus. It is connected. The positioning unit 33 includes a GPS (Global Positioning System) 331, a vehicle speed sensor 332, a gyro sensor 333, a distance meter 334 that measures a travel distance, and the like. The in-vehicle device 30 is configured not only as a dedicated device but also as a general-purpose device that can be removed and used for other purposes on the ground, such as a personal computer, a PDA, or a mobile phone, so that the functions of the above-described units are provided. You can also.

  The communication unit 32 has a communication function for performing road-to-vehicle communication with the optical beacon 10. Note that the communication unit 32 is not limited to narrowband communication such as optical beacon, radio wave beacon, and DSRC. For example, the communication unit 32 may be provided with a wireless LAN function such as a UHF band or a VHF band as a middle band communication, or As a wide area communication, a communication function such as a mobile phone, PHS, multiple FM broadcasting, and Internet communication may be provided. Further, the communication unit 32 has a reception function for receiving signals transmitted by the road devices 21 and 22.

  The positioning unit 33 receives radio waves from a plurality of GPS satellites by the GPS 331, and measures the position of the own vehicle from moment to moment. In addition, the positioning unit 33 determines the position of the host vehicle based on signals output from the vehicle speed sensor 332 and the gyro sensor 333 in order to reduce an error in the position where the radio wave from the GPS satellite does not reach or the position measured by the GPS 331. By estimating and collating with the road data of the map database 34, the position of the own vehicle is determined with higher accuracy. The route calculation unit 301 calculates a travel route to the destination point based on the destination point indicated by the driver and the current position of the host vehicle. Thereby, when the own vehicle travels toward the intersection, the traveling direction at the intersection of the own vehicle can be acquired in advance at an upstream point sufficiently before the intersection. In addition to GPS331, DGPS (differential GPS) can also be mounted. The DGPS can receive FM broadcasts or medium waves transmitted from a reference station whose position is known in advance, can correct the positional deviation calculated by the GPS, and can improve the accuracy of the position of the host vehicle.

  The display unit 35 is a liquid crystal display panel such as a windshield display or a head-up display, or a car navigation system or a rear monitoring monitor, and displays necessary information to the driver.

  The image processing unit 36 captures a road marking indicating a traveling direction corresponding to the traveling lane based on a captured image obtained by capturing a road with the video camera 40, and compares it with a road marking pattern stored in advance. Detecting the traveling direction of the vehicle. The map database 34 may store traffic classification information (right turn, left turn, straight ahead, etc.) for each road lane.

  FIG. 3 is an explanatory view showing an example of a road marking indicating a traveling direction. FIG. 3A shows a case where the rightmost traveling lane is a right turn or straight lane, and the leftmost traveling lane is a left turn or straight lane. FIG. 3B shows a case where the rightmost traveling lane is a lane dedicated to a right turn and the leftmost traveling lane is a lane dedicated to a left turn. In the case of FIG. 3 (a), when traveling on the rightmost (or left) lane, it is not possible to determine whether the vehicle will turn right (or turn left) at the intersection or go straight. The determination of the traveling direction by the calculation of the travel route in the route calculation unit 301 is used. On the other hand, in the case of FIG. 3B, it is not necessary to specify the traveling direction by calculation of the traveling route in the positioning unit 33 described above, but it may be used in combination.

  Further, the image processing unit 36 performs processing for detecting a stop line based on a captured image obtained by capturing a road with the video camera 40. Hereinafter, a method for detecting the position of the stop line based on the captured image will be described.

  With the lens center of the video camera 40 as the origin, the road coordinate system is (X, Y, Z), the camera coordinate system is (X ′, Y ′, Z ′), and the road coordinate system indicates the direction of travel of the road as the Y axis. The forward direction is positive, the direction on the road surface perpendicular to the road direction is the X axis (the right direction forward is positive), and the direction perpendicular to the road surface is Z (upward is positive). In the camera coordinate system, the optical axis of the camera lens is the Y ′ axis, the horizontal axis perpendicular to the optical axis is the X ′ axis, and the upward direction of the camera is the Z ′ axis. Furthermore, the rotation angle of each axis of the camera coordinate system with respect to each axis of the road coordinate system is θ (pitch angle), φ (roll angle), and ψ (yaw angle), respectively, and the direction in which the right screw advances is positive (θ : Positive upward from the horizontal plane, φ: clockwise is positive, ψ: counterclockwise is positive). In this case, the conversion equation from the road coordinate system to the camera coordinate system can be expressed by equation (1).

  Each of the coefficients P11 to P33 of the transformation matrix can be expressed by Expression (2). Further, the coordinates (x, y) on the captured image can be expressed by Expression (3), where F is the focal length of the lens.

  The presence / absence of a stop line is determined by extracting an edge point based on the pixel value of each pixel of the captured image and performing pattern matching between the edge image obtained from the extracted edge point and the shape of the stop line. be able to. The y coordinate of the point where the cut out stop line intersects with the y axis of the captured image is obtained (in this case, x = 0), and the obtained y coordinate is substituted into Equation (3), so that the distance to the stop line can be accurately calculated. can do.

  The operation unit 37 includes various operation panels and functions as a user interface between the driver and the in-vehicle device 30. For example, the operation unit 37 receives an operation for starting or stopping the operation of the in-vehicle device 30 by a driver's operation.

  The alerting | reporting part 39 is provided with a speaker, and when warning a driver | operator under control of the control part 31, the content of a warning is output with an audio | voice. For example, when the vehicle is in a dangerous driving area, a message indicating that automatic speed control is performed to enter the dangerous driving area (automatic speed control mode is entered) is output. In addition, when the vehicle is decelerated to stop at the intersection or when the vehicle is accelerated to enter (pass through) the intersection, a message to that effect is output. In addition, in accordance with the traveling direction of the host vehicle at the intersection, the notification unit 39 provides information to that effect when the host vehicle is in the dangerous traveling area. For example, “If you drive at this speed, you will enter a dangerous driving area, so set the speed to xx.”, “Increase (or decrease) the speed.”, “Change the speed to xx.” , "Because it is red at the intersection ahead, please stop before the intersection."

  In addition, the notification unit 39 outputs the front information such as “when turning right”, “when turning left”, “when going straight”, etc. If the traveling direction grasped by the control unit 31 and the traveling direction intended by the driver are different, the driver suddenly changes the traveling direction. Can be prevented.

  The storage unit 38 stores predetermined information received through the communication unit 32. In addition, the storage unit 38 stores destination point information, calculated route information, and the like.

  The control unit 31 specifies the dangerous traveling state of the own vehicle (the dangerous traveling region determined by the distance and speed to the intersection of the vehicle) according to the presence or absence of the blue arrow signal at the intersection and the traveling direction of the own vehicle. For example, when the own vehicle turns right (or left) at an intersection where a blue arrow signal is present, the control unit 31 specifies a dangerous driving state according to the driving behavior. In other cases, that is, when the vehicle turns right or left at an intersection with a blue arrow signal (for example, when traveling straight), the control unit 31 performs dangerous driving according to the driving behavior. Identify the state.

  FIG. 4 is an explanatory diagram exemplifying a dangerous traveling area when going straight at an intersection. In the figure, the horizontal axis indicates the distance from the stop line, and the vertical axis indicates the speed of the vehicle. The dangerous traveling area (referred to as a dangerous traveling area for straight travel for convenience) is an area in which the fact that the vehicle is in a dangerous traveling state can be represented by the speed of the vehicle and the distance to the stop line. When going straight at the intersection, the dangerous driving area includes a dilemma area and an option area. The dilemma area is a state where the vehicle cannot stop before the stop line (intersection) even if it tries to start the stop operation of the host vehicle after the yellow signal is displayed, and it cannot safely enter the stop line by the end of the yellow signal. It is in a state where it cannot stop or enter. In addition, the option area is a state where the vehicle can stop before the stop line in an attempt to start the stop operation of the own vehicle after the yellow signal is displayed, and can enter the stop line by the end of the yellow signal. This is an unstable state in which the vehicle stops or enters depending on the vehicle.

  In FIG. 3, the current position of the vehicle with reference to the stop line is X, the current speed is V, and the time until the yellow signal starts is t (0 <t <signal cycle). If the vehicle speed does not change (Vy = V), the vehicle position Xy at the yellow signal start time can be obtained by Expression (4). Expression (4) is a determination condition E based on the current traveling state of the vehicle.

On the other hand, a stop condition C in which the vehicle stops safely before the stop line and waits for a signal is obtained by Expression (5). Here, g is a standard deceleration of the vehicle, and α is a time delay until the driver steps on the brake after the yellow signal. That is, the stop condition C is a curve indicating the limit of the vehicle speed at which the vehicle can stop at the stop line and the distance to the stop line if the vehicle decelerates at the standard deceleration at the start of the yellow signal. Note that the standard deceleration merely indicates a change in the speed of the vehicle, and is not related to the operation content of the braking operation or the operation timing. The standard deceleration is slowed down after a time (for example, 2 seconds or more) that is sufficiently longer than the reflection reaction (0.5 seconds) from the stop judgment point, for example, when the vehicle starts braking instead of the yellow signal. This means the deceleration seen when performing an operation. In other words, this means the deceleration seen when aiming at a stop with a sufficient margin without sudden braking. Note that the timing at which the driving support device performs the speed control at the standard deceleration is not limited to a time sufficiently longer than the reflection reaction or the time of the reflection reaction. In general, the standard deceleration is approximately 2 to 3 m / s ² on a flat dry road surface.

  The entry condition L where the vehicle enters the stop line at the end of the yellow signal and does not wait for the signal is obtained by Expression (6). Here, Ty is the yellow signal time. In other words, the entry condition L is defined as the vehicle speed and the distance to the stop line that can reach the stop line within the yellow signal time (before the red signal) when the vehicle turns yellow. It is a straight line indicating the limit.

  The dilemma region is a region that does not satisfy both of the equations (5) and (6), and the option region is a region that satisfies both of the equations (5) and (6). In the figure, the lower area of the dangerous driving area is an intersection stop area, which can be safely stopped before the stop line. In addition, the upper area of the dangerous traveling area is an intersection passing area, and is an area where the user can safely enter (pass) the stop line.

  The in-vehicle device 30 is a control for accelerating or decelerating the vehicle so as not to fall into the dangerous traveling region when the vehicle may enter the dangerous traveling region (dilemma region and option region) at the start of the yellow signal. Is repeated every time a predetermined time (control cycle, for example, 0.05 to 1 second) elapses or every time a predetermined distance (for example, 0.1 to 25 m) is traveled. The control period can be measured by the control unit 31, for example. For example, when the state (Xy, Vy) of the vehicle at the start of the yellow signal determined by the determination condition E is close to the stop condition C, the current speed is moderated so as to become the stop limit speed specified by the point P. Performs deceleration control with proper deceleration. In addition, when the vehicle state (Xy, Vy) at the time of the start of the yellow signal obtained by the determination condition E is close to the entry condition L, the current speed is moderated so as to become the entry limit speed specified by the point Q. Acceleration control with a large acceleration.

  FIG. 5 is an explanatory diagram exemplifying a dangerous traveling area when making a right turn (or left turn) at an intersection where a blue arrow signal for right turn (or left turn) is present. In the figure, the horizontal axis indicates the distance from the stop line, and the vertical axis indicates the speed of the vehicle. As will be described later, the dangerous driving area in this case (for convenience, the dangerous driving area for turning right and left) is an area that does not satisfy the entry condition L, and the area near the entry condition L is the dangerous driving area. .

  If there is a blue arrow signal for turning right, the vehicle is not a yellow signal and it is only necessary to pass the stop line at the intersection by the end of the right arrow signal for right turn. Afford. In this case, the entry condition L that the vehicle enters the stop line at the end of the blue arrow signal and does not wait for the signal is obtained by Expression (7).

  Here, Ty is the yellow signal time, and Trg is the blue arrow signal time. In other words, the entry condition L is defined as the vehicle speed and the distance to the stop line that can reach the stop line within the total time of the yellow signal time and the blue arrow signal time when the vehicle turns yellow. It is a straight line indicating the limit. The blue arrow signal time may include a right turn yellow light color time.

  Further, when making a right turn at an intersection, it is assumed that the driver temporarily stops or travels at a low speed in the center of the intersection at the time of a right turn, and therefore does not travel at a high speed before the intersection. Therefore, there is no need to consider the dilemma region shown in FIG.

  For example, if g = 3 m / s and α = 0.5 s in the equation (5) and Ty + Trg = 7 s in the equation (7), the point R in FIG. The state is V = 39 m / s, that is, 140 km / h. Also, considering that the vehicle speed is approximately 10 m / s before the intersection, it is not necessary to consider the dilemma area as a dangerous driving area.

  In addition, when a driver turns right at an intersection, as long as the blue arrow signal is lit, the driver tends to turn right, and depending on the characteristics of the driver, the vehicle will be in an unstable state depending on whether it stops or enters. Therefore, the option area is unlikely to be a dangerous driving area. That is, the dangerous driving area when the vehicle turns right (or left) at an intersection with a right turn (or left turn) blue arrow signal is neither a dilemma area nor an option area as shown in FIG.

  When making a right turn at an intersection, for example, the time from the start of the yellow signal to the end of the Aoya signal for a straight ahead vehicle is longer by the time of the Aoya signal than when going straight ahead. It becomes difficult for the driver to determine whether or not the intersection can be passed by the end time. As described above, when making a right turn at an intersection, the tendency to turn to the right is strong as long as the blue arrow signal is lit, so there is a possibility that even if it is not possible to pass the intersection, it may be determined to pass the intersection. The situation becomes high and the vehicle enters an intersection with a red traffic light or does not immediately decelerate even when it becomes a yellow traffic light. That is, the dangerous driving area in this case is an area that does not satisfy the entry condition L (that is, an area that cannot enter the intersection before the end of the blue arrow signal), and is an area in the vicinity of the entry condition L. This is an area where misjudgment is likely to occur. A nearby region is an intersection stop region (not including the entry condition L) when the vehicle state (position Xy, speed Vy) at the start of the yellow signal is represented in the coordinate system shown in FIG. It is an area close to the straight line shown. This closeness can be defined, for example, as a region where the shortest distance to the straight line indicated by the entry condition L is smaller than a predetermined threshold. In this case, the threshold value can be set to a different value depending on the coordinates indicating the vehicle state (position Xy, speed Vy).

  As shown in FIG. 5, when the state of the host vehicle (the position Xy of the host vehicle and the speed Vy) at the start of the yellow signal is a point S, it is determined that the vehicle is in a dangerous driving state. In addition, in FIG. 5, although the dangerous driving | running | working area | region is typically shown as an elliptical area | region, it is not limited to this, The straight line which shows the approach condition L is a direction where a speed becomes small along a vertical axis | shaft. An area surrounded by the moved straight line and the straight line indicating the entry condition L may be used. Further, the determination of whether or not the state of the host vehicle is in the dangerous driving region may be determined in advance by determining the dangerous driving region and whether or not the state of the host vehicle is in the region, or It can also be determined by the magnitude of the distance between the point specified by the variables X and V indicating the state of the host vehicle and the entry condition L. Alternatively, an index for evaluating the degree of divergence from the entry condition L can be used by using the path of the coordinate intercept, cluster classification, or the like.

  Next, automatic speed control for avoiding a dangerous traveling area by the in-vehicle device 30 will be described. 6 to 10 are flowcharts showing the processing procedure of the in-vehicle device 30. The following description is based on the presence or absence of a right turn blue arrow signal and the presence or absence of a right turn, but the same applies to a left turn. The control unit 31 determines whether or not there is communication with the optical beacon 10 (S11). If there is no communication (NO in S11), the control unit 31 continues the process of step S11 and waits for communication with the optical beacon 10.

  When there is communication with the optical beacon 10 (YES in S11), the control unit 31 receives from the optical beacon 10 the communication point, the stop line and the position information on the road device, the presence / absence information of the blue arrow signal, and the signal information of the traffic light. (S12). The distance from the stop line to the communication point and the distance from the stop line to the road device can also be acquired.

  The control unit 31 calculates the distance to the stop line (S13), determines whether or not a signal is received from the road devices 21 and 22 (S14), and if the signal is received (YES in S14), the stop line Is corrected (S15). For example, if the distance from the stop line to the point of communication with the road devices 21 and 22 is L, the position of the vehicle is corrected to be at the distance L from the stop line. Thereby, the distance error accumulated as the host vehicle travels toward the stop line can be reset, and the accuracy of the distance to the stop line can be improved. When the signal is not received (NO in S14), the control unit 31 performs the process of step S16 described later without performing the process of step S15.

  The control part 31 determines whether it is an automatic driving | operation start timing (S16). The automatic driving start timing includes a point at a predetermined distance (for example, 200 m) from the stop line, a point in time until switching to a yellow signal reaches a predetermined time (for example, 5 to 10 seconds), and the last road device It is possible to appropriately set the time of communication with the communication terminal 22 or the time of communication with the optical beacon 10. The automatic driving start timing can be changed according to the speed of the host vehicle.

  If it is not the automatic driving start timing (NO in S16), the control unit 31 continues the processing from step S13. When it is the automatic driving start timing (YES in S16), the control unit 31 determines the presence or absence of a right turn blue arrow signal (S17), and if there is a right turn blue arrow signal (YES in S17), it is designated by the driver. The travel route calculated in advance based on the determined destination point is referred to or the travel route is calculated (S18). Thereby, the control part 31 acquires the advancing direction in the intersection of the own vehicle. In addition, the travel classification acquired by the road marking acquired by the video camera 40, road-to-vehicle communication, etc. can also be used irrespective of a travel route. Thus, when determining whether or not the host vehicle is in a dangerous driving state at the intersection, the traveling direction at the intersection of the host vehicle can be acquired in advance upstream of the intersection, and the determination of the dangerous driving state according to the traveling direction can be performed. It becomes possible.

  The control unit 31 determines whether or not to turn right at the intersection based on the acquired traveling direction (S19), and when making a right turn (YES in S19), whether or not it is immediately before the start of the yellow signal for the straight ahead vehicle. Is determined (S20). If it is not immediately before the yellow signal start time (NO in S20), the control unit 31 continues the process of step S20 and waits until just before the yellow signal start time. This is because when making a right turn, it is sufficient to determine whether or not the host vehicle is in the dangerous driving area even immediately before the start of the yellow signal.

  If it is immediately before the start of the yellow signal (YES in S20), the control unit 31 determines whether or not there is a preceding right turn vehicle (S21). When there is no preceding right turn vehicle (NO in S21), the control unit 31 calculates a dangerous travel area for turning right in Aoya (S22). The control unit 31 determines whether or not the own vehicle enters the dangerous driving area (S23). When the own vehicle enters the dangerous driving area (YES in S23), a predetermined time has elapsed from the start of the yellow signal. It is determined whether or not (S24). The predetermined time is a time delay until the driver steps on the brake when the driver switches to the yellow signal, and is, for example, a value of about 0.5 seconds.

  If the predetermined time has not elapsed (NO in S24), the control unit 31 continues the processing from step S24 and waits until the predetermined time elapses. When the predetermined time has elapsed (YES in S24), the control unit 31 notifies that the automatic speed control mode is entered (S25). In this case, the driver is informed that the vehicle decelerates, but without entering the automatic speed control mode by the control unit 31, the driver is instructed to decelerate, and the driver decelerates according to the instruction. It can also be configured as follows. The control unit 31 performs deceleration control with a slow deceleration (S26). In this case, the gradual deceleration can be calculated based on the current speed of the host vehicle, the distance to the intersection, the yellow signal time, and the blue arrow signal time. Thereby, the own vehicle can be reliably stopped before the intersection.

  For example, the control unit 31 determines whether or not the traveling direction instructed by the driver before the intersection matches the traveling direction acquired in advance based on a signal from a direction indicator operated by the driver ( S27) If the traveling directions match (YES in S27), it is determined whether or not a stop line has been detected based on the captured image (S28). When the stop line is not detected (NO in S28), the control unit 31 continues the processing from step S26.

  When the stop line is detected (YES in S28), the control unit 31 calculates the distance to the stop line, corrects the distance to the stop line, controls the speed by fine adjustment control (S29), and stops the vehicle. (S30), the automatic speed control mode is canceled, the fact is notified (S31), and the process is terminated. As a result, when making a right turn at an intersection, it is possible to avoid the dangerous travel area and reliably stop the vehicle on the stop line.

  If the traveling directions do not match (NO in S27), the control unit 31 performs the process of step S31. As a result, when there is a difference from the driver's instruction regarding the traveling direction at the intersection of the host vehicle, it is possible to give priority to the instruction by the driver and prevent the driver from being misunderstood.

  When there is no blue arrow signal for right turn (NO at S17) or when the vehicle does not turn right at the intersection (NO at S19), the control unit 31 calculates a dangerous traveling area for straight traveling (S32), and the host vehicle is dangerous. It is determined whether or not to enter the travel area (S33). When the host vehicle enters the dangerous traveling area (YES in S33), the control unit 31 determines whether or not acceleration control is possible (S34).

  The determination of whether or not acceleration control is possible is to confirm whether or not it is safe to accelerate the host vehicle. For example, it is essential that the speed when the host vehicle is accelerated is a predetermined speed (for example, a limit speed, a speed obtained by adding a slight margin to the limit speed), and other vehicles (front Acceleration is possible when the required conditions and at least one of the selection conditions are met, with the selection condition that there is no vehicle), that there is a following vehicle behind the host vehicle, and that the traffic on the intersection road is quiet. Can be determined.

  The forward vehicle is, for example, a case where the speed of the host vehicle and the relative speed with the forward vehicle are detected from the ultrasonic sensor 60 or the like at a predetermined cycle, and the vehicle is accelerated to a predetermined speed based on the detected relative speed. Vehicles that exist within a range where it can be determined that there is a possibility of a collision are targeted. Whether the traffic is quiet or not is a case where the traffic volume is small. For example, the traffic volume is usually 20 to 30 cars per minute during the green hour, and 15 cars per minute. Considering the saturation flow rate at each point, such as when there are fewer, it is judged that it is quiet.

  The regulated speed may be acquired from the map database 34 or may be acquired from the outside such as the optical beacon 10. In addition, the situation of other vehicles around the host vehicle can be acquired from the ultrasonic sensor 60, and traffic information of the intersection can be acquired from the external optical beacon 10 or another communication device 70 described later. . Whether the acceleration control or the deceleration control is performed is determined depending on whether the vehicle state (Xy, Vy) at the start of the yellow signal determined by the determination condition E is close to the entry condition L or the stop condition C. be able to.

  When acceleration control cannot be performed (NO in S34), the control unit 31 notifies that the automatic speed control mode is entered (S35). In this case, the driver is informed that the vehicle decelerates, but without entering the automatic speed control mode by the control unit 31, the driver is instructed to decelerate, and the driver decelerates according to the instruction. It can also be configured as follows. The control unit 31 calculates the target speed and the stepwise target speed (S36). The target speed is a speed that is reached in order to decelerate the host vehicle with a moderate deceleration and avoid (escape) the dangerous traveling area. The target speed Vs can be calculated as follows. First, when it is determined that the host vehicle may enter the dilemma area, a speed Vs calculated by solving Xy and V as variables in Expressions (4) and (5) is set as a target speed. The target speed Vs is obtained as the speed at the point P in FIG. 4 and is represented by the equation (8).

  If it is determined that the host vehicle may enter the option area, the lower limit value of the speed Vs calculated by solving Xy and V as variables in the above formulas (4) and (6) is used. Set the target speed. The target speed Vs is expressed by equation (9).

  When the difference between the current speed of the host vehicle and the target speed Vs is large, the stepped target speed Vr has a large speed change, so that the current speed of the host vehicle is prevented in order to prevent a situation in which the slow deceleration cannot be performed. This is a provisional target value between V and the target speed Vs, and is calculated each time a predetermined time (control cycle, for example, 0.05 to 1 second) elapses.

  The stepwise target speed Vr can be calculated so as to reduce the speed change during the control cycle when decelerating. For example, when the current speed V is larger than the target speed Vs, the difference is reduced by a value ΔV = (V−Vs) / n divided by n, and the target speed Vs is tracked so that the speed change becomes minute. Can be made. In this case, the stepwise target speed Vr is Vr = V−Δv = V− (V−Vs) / n. In this way, by adjusting Δv, the host vehicle can decelerate at a slow deceleration so as not to feel the deceleration of the subsequent vehicle, so that the subsequent vehicle depresses sudden braking. Can be prevented and safety is improved.

  The control unit 31 performs deceleration control with a gentle deceleration to bring the current speed V close to the calculated target speed Vs or the stepped target speed Vr (S37), and determines whether or not the control cycle has elapsed (S37). If the control cycle has not elapsed (NO in S38), the process of step S38 is continued, and deceleration control is continued until the control cycle has elapsed. Thereby, it is possible to prevent the following vehicle from feeling the deceleration of the host vehicle.

  When the control cycle has elapsed (YES in S38), the control unit 31 determines whether or not the boundary of the dangerous traveling area has been reached (S39). For example, when the dangerous driving area is a dilemma area, the determination is made based on whether or not the speed of the host vehicle has reached the stop limit speed indicated by the stop condition C. When the boundary of the dangerous traveling area has not been reached (NO in S39), the control unit 31 continues the processing from step S36. Accordingly, since the deceleration control process is performed every time the control cycle elapses, the target speed Vs and the stepped target speed Vr are gradually changed, and smooth deceleration control can be realized.

  If the boundary of the dangerous traveling area is reached (YES in S39), the control unit 31 maintains the speed at the speed at which the boundary of the dangerous traveling area is reached, that is, the stop limit speed (S40). As a result, after reaching the boundary of the dangerous traveling area, the speed is kept constant so that the vehicle can maintain the state of the host vehicle at the boundary of the dangerous traveling area. As a result, it is possible to prevent the danger that the following vehicle collides with the own vehicle or overtakes the own vehicle.

  The control unit 31 determines whether or not a predetermined time has elapsed since the start of the yellow signal (S41). In this case, the predetermined time is a time delay until the driver steps on the brake when the driver switches to the yellow signal, and is, for example, a value of about 0.5 seconds. If the predetermined time has not elapsed (NO in S41), the control unit 31 continues the process from step S40 and continues to travel at a constant speed until the predetermined time elapses.

When the predetermined time has elapsed (YES in S41), the control unit 31 performs deceleration control with standard deceleration (S42). The standard deceleration g can be set to 3 m / s ² , for example. Thereby, the speed of the host vehicle can be decelerated by moving on the curve indicating the speed of the vehicle that can stop at the stop line and the limit of the distance to the stop line.

  The control unit 31 determines whether or not the traveling direction instructed by the driver matches the traveling direction acquired in advance (S43), and when the traveling direction matches (YES in S43), based on the captured image, It is determined whether a stop line has been detected (S44). When the stop line is not detected (NO in S44), the control unit 31 continues the processing from step S42. When the stop line is detected (YES in S44), the control unit 31 calculates the distance to the stop line, corrects the distance to the stop line, and controls the speed by fine adjustment control (S45). The control unit 31 stops the vehicle (S46), cancels the automatic speed control mode, notifies that effect (S47), and ends the process. In the fine adjustment control, the position of the stop line is detected every moment, the distance to the stop line is calculated, and the speed is gradually changed based on the distance to the stop line. Thereby, the speed of the vehicle can be finely adjusted, and the vehicle can be reliably stopped on the stop line.

  If the traveling directions do not match (NO in S43), the control unit 31 performs the process of step S47. As a result, when there is a difference from the driver's instruction regarding the traveling direction at the intersection of the host vehicle, it is possible to give priority to the instruction by the driver and prevent the driver from being misunderstood.

  When the acceleration control can be performed (YES in S34), the control unit 31 notifies that the automatic speed control mode is entered (S48). In this case, the driver is informed that the vehicle is accelerating, but without entering the automatic speed control mode by the control unit 31, the driver is instructed to accelerate, and the driver accelerates according to the instruction. It can also be configured as follows. The control unit 31 calculates the target speed and the stepwise target speed (S49). The target speed is a speed at which the host vehicle is reached to accelerate (accelerate) from a dangerous driving area by accelerating at a moderate acceleration. The target speed can be calculated as follows. For example, when it is determined that there is a possibility that the host vehicle may enter the dilemma area, an approach limit speed that satisfies the approach condition L is set as the target speed. If it is determined that the host vehicle may enter the option area, the target stop speed is a stop limit speed that satisfies the stop condition C.

  When the difference between the current speed of the host vehicle and the target speed Vs is large, the stepped target speed Vr has a large speed change, so that the current speed of the host vehicle is prevented in order to prevent a situation in which gradual acceleration cannot be performed. This is a provisional target value between V and the target speed Vs, and is calculated each time a predetermined time (control cycle, for example, 0.05 to 1 second) elapses.

  The stepwise target speed Vr can be calculated so as to reduce the speed change during the control period when acceleration is performed. For example, when the current speed V is smaller than the target speed Vs, the difference is accelerated by a value ΔV = (Vs−V) / n, and the target speed Vs is followed so that the speed change becomes minute. Can be made. In this case, the stepwise target speed Vr is Vr = V + Δv = V + (Vs−V) / n. In this way, by adjusting Δv, the host vehicle can be accelerated at a moderate acceleration so as not to feel the acceleration of the host vehicle.

  The control unit 31 performs acceleration control at a moderate acceleration so as to approach the calculated target speed Vs or the stepped target speed Vr (S50), and determines whether or not the control cycle has passed (S51). If the control period has not elapsed (NO in S51), the process of step S51 is continued, and acceleration control is continued until the control period elapses.

  When the control cycle has elapsed (YES in S51), the control unit 31 determines whether or not the boundary of the dangerous traveling area has been reached (S52). For example, when the dangerous traveling area is a dilemma area, the determination is made based on whether or not the speed of the host vehicle has reached the approach limit speed indicated by the entry condition L. If the boundary of the dangerous traveling area has not been reached (NO in S52), the control unit 31 continues the processing from step S49. Accordingly, since the acceleration control process is performed every time the control cycle elapses, the target speed Vs and the stepped target speed Vr gradually change, and smooth acceleration control can be realized.

  If the boundary of the dangerous traveling area has been reached (YES in S52), the control unit 31 maintains the speed at the speed at which the boundary of the dangerous traveling area is reached, that is, the approach limit speed (S53). As a result, after reaching the boundary of the dangerous traveling area, the speed is kept constant so that the vehicle can maintain the state of the host vehicle at the boundary of the dangerous traveling area.

  The control unit 31 determines whether or not the traveling direction instructed by the driver matches the traveling direction acquired in advance (S54), and when the traveling direction matches (YES in S54), based on the captured image, It is determined whether or not a stop line has been detected (S55).

  When the stop line is not detected (NO in S55), the control unit 31 continues the processing from step S53. When the stop line is detected (YES in S55), the control unit 31 corrects the distance to the stop line, finely adjusts the speed in consideration of the end point of the yellow signal (S56), and passes the stop line. It is determined whether or not (S57). If the stop line has not been passed (NO in S57), the control unit 31 continues the processing from step S56. If the stop line is passed (YES in S57), the control unit 31 cancels the automatic speed control mode, notifies that (S58), and ends the process. When the traveling directions do not match (NO in S54), the control unit 31 performs the process of step S58. As a result, when there is a difference from the driver's instruction regarding the traveling direction at the intersection of the host vehicle, it is possible to give priority to the instruction by the driver and prevent the driver from being misunderstood.

  When there is a preceding right turn vehicle (YES in S21), the control unit 31 ends the process. When the host vehicle makes a right turn at an intersection and there is a preceding right turn vehicle, the driver temporarily stops behind the right turn vehicle and waits for a signal, so there is very little possibility of entering the dangerous driving area. For this reason, in such a case, it is sufficient to stop outputting information or simply output information that prompts driving attention. Thereby, the information according to the traffic condition of the intersection can be output.

  If the control unit 31 does not enter the dangerous travel area (NO in S23), or does not enter the dangerous travel area (NO in S33), the control unit 31 ends the process.

  FIG. 11 is an explanatory diagram showing an example of a travel locus in the case of performing a deceleration control while avoiding a dangerous travel region when making a right turn with a blue arrow signal. In the figure, the upper part shows the relationship between the distance to the stop line of the host vehicle and the speed, and the lower part shows the relationship between the distance to the stop line and the signal change. It is a manual operation region in which the driver performs manual operation up to a point near the start point of the yellow signal for a straight ahead vehicle after passing the position 200 m from the stop line. In order to make a right turn at the intersection, the driver sets the vehicle speed to a low speed in advance. Immediately before the start of the yellow signal, the in-vehicle device 30 determines whether or not the host vehicle enters the dangerous traveling area and performs automatic driving control.

  When it is determined that the host vehicle is in the dangerous travel area, automatic speed control is performed by the in-vehicle device 30 from this point, and the avoidance deceleration control area for decelerating at the required deceleration while avoiding the dangerous travel area and Become. After the start of the yellow signal, the host vehicle is controlled to decelerate at a gradual deceleration. When the stop line is detected by the video camera 40, the area thereafter becomes a fine adjustment region in which the speed is controlled by fine adjustment control while correcting the distance to the stop line. Thereby, as shown by the curve p in the figure, the host vehicle can be stopped safely and reliably on the stop line. Further, in the figure, a straight line indicated by a broken line is a traveling locus when the avoidance deceleration control is not performed. The straight line shown by the broken line decelerates after it becomes a blue arrow signal and tries to stop, but cannot stop at the stop line. In addition, the avoidance deceleration control for escaping from a dangerous driving | running | working area | region is not limited to the above-mentioned example, Various methods can be taken.

  FIG. 12 is an explanatory diagram showing an example of a travel locus in the case of performing deceleration control while avoiding a dangerous travel region when traveling straight. In the figure, the upper part shows the relationship between the distance to the stop line of the host vehicle and the speed, and the lower part shows the relationship between the distance to the stop line and the signal change. From the stop line to the position of 200 m is a manual operation region in which the driver performs manual operation. At a position 200 m from the stop line, the in-vehicle device 30 determines whether or not the host vehicle enters the dangerous travel area and performs automatic driving control. The automatic operation start timing is not limited to this.

  When it is determined that the host vehicle is in the dangerous traveling area, automatic speed control by the in-vehicle device 30 is performed from this point, and it first becomes an avoidance control area in which control for avoiding the dangerous traveling area is performed. When the dangerous traveling area is a dilemma area, the in-vehicle device 30 performs deceleration control with a moderate deceleration so that the speed of the host vehicle reaches a stop limit speed (target speed) that satisfies the stop condition C. After reaching the target speed, the speed is maintained and constant speed control is performed until the yellow signal starts.

  In the automatic speed control, after the start of the yellow signal, it is a standard deceleration control region in which the host vehicle is decelerated and controlled with standard deceleration. That is, the in-vehicle device 30 performs the deceleration control at the standard deceleration from the yellow signal start time (yellow signal start position). When the stop line is detected by the video camera 40, the area thereafter becomes a fine adjustment area in which the speed is controlled by fine adjustment control while correcting the distance to the stop line. Thereby, as shown by the curve p in the figure, the host vehicle can be stopped safely and reliably on the stop line. In the figure, a straight line m and a curved line n indicated by broken lines are travel loci when the avoidance control is not performed. The straight line m is a traveling locus when traveling at the intersection as it is, and does not reach the stop line at the end of the yellow signal, and passes through the intersection with a red signal. Further, the curve n tries to stop at the standard deceleration after the yellow signal, but cannot stop at the stop line.

  The avoidance control for escaping from the dangerous traveling area is not limited to the above example, and various methods can be taken. For example, in the avoidance control region, the vehicle can be decelerated at a constant deceleration from the current speed, and the stop condition C can be satisfied at the yellow signal start time.

  FIG. 13 is an explanatory diagram showing an example of a travel locus when acceleration control is performed while avoiding a dangerous travel region when going straight. In the figure, the upper part shows the relationship between the distance to the stop line of the host vehicle and the speed, and the lower part shows the relationship between the distance to the stop line and the signal change. From the stop line to the position of 200 m is a manual operation region in which the driver performs manual operation. At a position 200 m from the stop line, the in-vehicle device 30 determines whether or not the host vehicle enters the dangerous travel area and performs automatic driving control. The automatic operation start timing is not limited to this.

  When it is determined that the host vehicle is in the dangerous traveling area, the in-vehicle device 30 becomes an avoidance control area in which automatic speed control is performed and control for avoiding the dangerous traveling area is performed from this point. When the dangerous traveling region is a dilemma region, the in-vehicle device 30 performs acceleration control at a moderate acceleration so that the speed of the host vehicle reaches an approach limit speed (target speed) that satisfies the approach condition L. After reaching the target speed, the speed is maintained and constant speed control is performed until the yellow signal starts.

  After the yellow signal starts, the speed is maintained and the stop line is passed at a constant speed. The in-vehicle device 30 finely adjusts the speed while correcting the distance to the stop line after the video camera 40 detects the stop line, and the host vehicle enters (passes through) the stop line when the yellow signal ends. ) To control. As a result, as shown by the curve p in the figure, the host vehicle can pass the stop line safely and reliably at the end of the yellow signal. In addition, the straight line m and the curve n displayed by the broken line are travel loci when the avoidance control is not performed. The straight line m is a traveling locus when traveling at the intersection as it is, and does not reach the stop line at the end of the yellow signal, and passes through the intersection with a red signal. Further, the curve n tries to stop at the standard deceleration after the yellow signal, but cannot stop at the stop line.

  FIG. 14 is a schematic diagram showing another example of the outline of the vehicle driving support system according to the present invention. As shown in FIG. 14, it is possible to install only the optical beacon 10 without installing the road devices 21 and 22. In this case, the optical beacon 10 can be provided at a position about 200 m to 1000 m upstream of the stop line. Also in this case, a radio wave beacon, DSRC, or the like can be used instead of the optical beacon 10.

  FIG. 15 is a schematic diagram showing another example of the outline of the vehicle driving support system according to the present invention. It is a schematic diagram which shows the other example of the outline | summary of a vehicle position detection system. As shown in FIG. 15, a communication device 70 is provided in addition to the optical beacon 10 and the road devices 21 and 22. The communication device 70 has a mid-range communication function such as a wireless LAN, and transmits signal information over a wide range. Note that the communication device 70 may use a device that performs processing such as signal control, traffic information collection, and traffic information provision. The communication device 70 is not limited to mid-range communication, and may be a device having a wide-area communication function such as FM broadcast, mobile phone, and Internet communication.

  As described above, in the present invention, the vehicle outputs the information for safely stopping or passing the vehicle at the intersection while avoiding the dangerous traveling area regardless of the traveling direction of the host vehicle at the intersection. Can be stopped or passed safely.

  In the above-described embodiment, the stop condition C and the approach condition L are used to avoid the dangerous driving area. However, the present invention is not limited to this, so that the dangerous driving area can be avoided with a margin. It is also possible to preliminarily set the dangerous traveling area. For example, the yellow signal time Ty can be intentionally reduced. Further, the dangerous traveling region can be set wider by apparently changing the yellow signal start time or the yellow signal end time. Also, instead of using the critical speed stop limit speed or approach limit speed (boundary speed) itself as the target speed, for example, the limit speed was calculated by multiplying the speed limit by a predetermined constant, for example. Numerical values can also be used. Furthermore, the above-mentioned dangerous traveling area may be determined in advance for the speed range to be targeted, may be targeted only for the dilemma area, or may be targeted only for the optional area.

  In the above-described embodiment, the automatic speed control mode is set until the vehicle stops at the stop line or passes through the stop line after it is determined that the host vehicle may enter the dangerous driving area. It is also possible to end the automatic speed control mode when reaching the boundary line of the dangerous driving area and then switch to manual driving by the driver.

  In the above-described embodiment, instead of the control cycle, the process can be repeated each time the vehicle moves a distance corresponding to the distance the vehicle moves during the control cycle. Although not described in the above example for the sake of simplicity of explanation, when the target speed is once reached by the avoidance control and deviated from the dangerous traveling area, if the dangerous traveling area is entered again for some reason, It is necessary to set the target speed again and perform avoidance control.

  The disclosed embodiments are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a schematic diagram showing an outline of a vehicle driving support system according to the present invention. It is a block diagram which shows the structure of a vehicle-mounted apparatus. It is explanatory drawing which shows the example of the road marking which shows the advancing direction. It is explanatory drawing which illustrates the dangerous driving | running | working area | region in the case of going straight through an intersection. It is explanatory drawing which illustrates the dangerous driving | running | working area | region at the time of making a right turn (or left turn) at the intersection with the blue arrow signal for right turn (or left turn). It is a flowchart which shows the process sequence of a vehicle-mounted apparatus. It is a flowchart which shows the process sequence of a vehicle-mounted apparatus. It is a flowchart which shows the process sequence of a vehicle-mounted apparatus. It is a flowchart which shows the process sequence of a vehicle-mounted apparatus. It is a flowchart which shows the process sequence of a vehicle-mounted apparatus. It is explanatory drawing which shows an example of a driving | running locus | trajectory in the case of carrying out deceleration control avoiding a dangerous driving | running | working area | region when making a right turn with a blue arrow signal. It is explanatory drawing which shows an example of a driving | running locus | trajectory in the case of carrying out deceleration control avoiding a dangerous driving | running | working area | region when going straight. It is explanatory drawing which shows an example of a driving | running locus | trajectory in the case of carrying out acceleration control avoiding a dangerous driving | running | working area | region when going straight. It is a schematic diagram which shows the other example of the outline | summary of the vehicle driving assistance system which concerns on this invention. It is a schematic diagram which shows the other example of the outline | summary of the vehicle driving assistance system which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Optical beacon 21, 22 Road apparatus 30 Car-mounted apparatus 31 Control part 32 Communication part 33 Positioning part 34 Map database 35 Display part 36 Image processing part 37 Operation part 38 Storage part 39 Notification part 301 Path | route calculation part 40 Video camera 50 Vehicle control part 60 Ultrasonic sensor
70 Communication device

Claims (14)

In a vehicle driving support system comprising: a transmission device that transmits signal information of a traffic light installed at an intersection; and a driving support device that receives the signal information transmitted by the transmission device and supports safe driving of the vehicle.
The driving support device includes:
Presence / absence information acquisition means for acquiring presence / absence information of a signal for a right turn or a left turn at an intersection;
Traveling direction acquisition means for acquiring the traveling direction of the host vehicle at the intersection;
A specifying means for specifying the traveling state of the host vehicle according to the presence / absence of the signal and the traveling direction of the host vehicle;
Speed acquisition means for acquiring speed information of the host vehicle;
Distance information acquisition means for acquiring information about the distance between the host vehicle and the intersection;
Determining means for determining whether or not the own vehicle is in the running state specified by the specifying means based on the distance to the intersection, the speed of the own vehicle and signal information;
An output means for outputting information for accelerating and decelerating the host vehicle when in the running state. The specifying means is:
When there is a right-turn (or left-turn) signal and the vehicle turns right (or left), the entry conditions that allow you to enter the intersection by the end of the indication that can only be turned right (or only left) 2. The vehicle driving support system according to claim 1, wherein the vehicle driving support system is configured to identify a state that is not satisfied and is in the vicinity of the entry condition as a traveling state. The driving support device includes:
An approach for calculating the approach condition based on the distance to the intersection of the own vehicle at the start of the yellow signal for a straight ahead vehicle, the speed of the own vehicle, the yellow signal time, and the presenting time that can only be turned right (or only left) The vehicle driving support system according to claim 2, further comprising condition calculation means. The driving support device includes:
Storage means for storing map information;
An accepting means for accepting designation of a target point;
A travel route calculating means for calculating a travel route to the target point based on the map information,
The traveling direction acquisition means includes
The configuration according to any one of claims 1 to 3, wherein the traveling direction of the host vehicle at the intersection is acquired based on the travel route calculated by the travel route calculation means. Vehicle driving support system. The driving support device includes:
Storage means for storing traffic classification information for each lane;
Detecting means for detecting the traveling lane of the host vehicle,
The traveling direction acquisition means includes
4. The travel direction of the host vehicle at the intersection is acquired based on the traffic classification information and the travel lane detected by the detection means. The vehicle driving support system described in 1. The driving support device includes:
6. The vehicle driving support system according to claim 1, further comprising a control unit that controls acceleration / deceleration of the host vehicle based on information output by the output unit. The driving support device includes:
When there is a signal for right turn (or left turn), when the own vehicle makes a right turn (or left turn) and the determination means determines that the vehicle is in the running state, the yellow signal start point for the straight ahead vehicle, 6. The vehicle according to claim 1, further comprising speed control means for controlling the host vehicle to a speed based on a yellow signal time for a straight ahead vehicle and a presenting time during which only a right turn (or only a left turn) is possible. The vehicle driving support system described. The driving support device includes:
Direction instruction receiving means for receiving an instruction of the traveling direction of the host vehicle;
Output control means for controlling stop or change of information output by the output means when the travel direction received by the direction instruction accepting means is different from the travel direction acquired by the travel direction acquiring means. The vehicle driving support system according to any one of claims 1 to 7. The driving support device includes:
Road marking acquisition means for acquiring the road marking of the lane in which the host vehicle is traveling;
Output control means for controlling stop or change of information output by the output means when the traveling direction based on the road sign acquired by the road sign acquisition means is different from the travel direction acquired by the travel direction acquisition means; A vehicle driving support system according to any one of claims 1 to 7. The driving support device includes:
Detection means for detecting the presence or absence of a preceding right turn car (or left turn car);
The output control means for controlling stop or change of the information output by the output means when there is a right turn car (or a left turn car). Vehicle driving support system.   The vehicle driving support system according to any one of claims 1 to 5, further comprising notification means for notifying acceleration / deceleration of the host vehicle based on information output by the output means. In the driving support device that receives the signal information of the traffic light installed at the intersection and supports the safe driving of the vehicle,
Presence / absence information acquisition means for acquiring presence / absence information of a signal for a right turn or a left turn at an intersection;
Traveling direction acquisition means for acquiring the traveling direction of the host vehicle at the intersection;
A specifying means for specifying the traveling state of the host vehicle according to the presence / absence of the signal and the traveling direction of the host vehicle;
Speed acquisition means for acquiring speed information of the host vehicle;
Distance information acquisition means for acquiring information about the distance between the host vehicle and the intersection;
Determining means for determining whether or not the own vehicle is in the running state specified by the specifying means, based on the distance to the intersection, the speed of the own vehicle and signal information;
An output means for outputting information for accelerating and decelerating the host vehicle when it is determined that the vehicle is in the running state.   A vehicle equipped with the driving support device according to claim 12. In the vehicle driving support method for supporting the safe driving of the vehicle by receiving the signal information of the traffic light installed at the intersection with the driving support device,
The driving support device includes:
Obtain the presence / absence information of the signal for the right or left turn at the intersection,
Obtain the traveling direction of the vehicle at the intersection,
According to the presence / absence of the signal and the traveling direction of the host vehicle, the traveling state of the host vehicle is identified,
Get speed information of your vehicle,
Get information about the distance between your vehicle and the intersection,
Based on the location information of the intersection and the own vehicle, the distance to the intersection is calculated,
Based on the distance to the intersection, the speed of the host vehicle and the signal information, determine whether the host vehicle is in the specified driving state,
When it determines with it being in the said driving | running | working state, the information for accelerating / decelerating the own vehicle is output, The vehicle driving assistance method characterized by the above-mentioned.

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