JP2010134865A - Driving support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving support device capable of arranging multiple vehicles so as to acquire fresh infrastructure information. <P>SOLUTION: The driving support device for performing driving support, based on the infrastructure information provided from the device arranged in a predetermined position at a roadside includes: a reception means for receiving performance information of an infrastructure information acquisition device mounted on a vehicle; a performance comparison means for comparing the performance information of the infrastructure information acquisition device regarding the multiple vehicles; and an arrangement determination means for determining arrangement of the multiple vehicles, based on the comparison result by the performance comparison means. A vehicle having an infrastructure information acquisition device with higher performance among the multiple vehicles is suitably arranged rearward. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving support device that performs driving support based on infrastructure information provided from a device disposed at a predetermined position on the road side.

  Some driving assistance devices perform warning output to a driver before entering an intersection when a vehicle is predicted to be a red signal (or a yellow signal) when the vehicle enters an intersection where a traffic signal exists. In such a driving support device, for example, a signal from an optical beacon installed on the roadside is received by an optical beacon receiving device of a navigation system, and from infrastructure information (particularly, cycle information of a traffic light) included in the received signal. Information on how many seconds later it will switch to red light is obtained.

In some driving assistance devices, a plurality of vehicles are optimally arranged according to the purpose, and the plurality of vehicles are driven in a vehicle group. For example, the device described in Patent Document 1 performs vehicle group control with a probe car as a head, and inputs at least one of a probe car control strategy or a vehicle group strategy based on a road map database or traffic data, The probe car is controlled by evaluating the validity of the strategy and transmitting the valid strategy to the probe car.
JP 2002-123894 A JP-A-10-293899 JP 2008-204094 A

  When implementing the above services using information that changes from moment to moment (information that requires freshness), such as traffic signal cycle information, it is possible to provide more appropriate services by using the latest information. . However, when the navigation system has a low function, the performance of the optical beacon receiving device itself is low, or the performance of the connection line between the navigation ECU and the optical beacon receiving device is low (such as serial connection), so when receiving a signal from the optical beacon Delay and error increase. In this way, if the delay or error at the time of reception increases, the service is performed at a timing deviating from the optimal timing for performing the service, or if the amount of infrastructure information is large, all infrastructure information cannot be received, so it can be performed Limited service. In particular, if the level of delay allowed is exceeded, the service itself may not be implemented.

  Even in a vehicle equipped with such a low-function navigation system, it is conceivable to provide infrastructure information with high freshness from other vehicles in order to implement an appropriate service using the infrastructure information. In that case, it is necessary to arrange a plurality of vehicles so that infrastructure information with higher freshness can be acquired among the plurality of vehicles existing around the optical beacon. However, in the vehicle group control described above, the vehicle is not arranged in consideration of such a situation.

  Then, this invention makes it a subject to provide the driving assistance device which can arrange | position a some vehicle so that infrastructure information with high freshness can be acquired.

  A driving support device according to the present invention is a driving support device that performs driving support based on infrastructure information provided from a device disposed at a predetermined position on the road side, and is an infrastructure information acquisition device mounted on a vehicle. Receiving means for receiving performance information, performance comparing means for comparing performance information of infrastructure information acquisition devices for a plurality of vehicles, and arrangement determining means for determining the arrangement of a plurality of vehicles based on the comparison result of the performance comparing means It is characterized by providing.

  In this driving support device, the performance information of the infrastructure information acquisition device mounted on each vehicle existing around the roadside device is received by the receiving means for each vehicle. And in a driving assistance device, the performance comparison means compares the performance information of the infrastructure information acquisition device for a plurality of vehicles existing around the roadside device. Further, in the driving support device, the arrangement determining unit determines the arrangement of the plurality of vehicles based on the comparison result of the performance of the infrastructure information acquisition apparatuses of the plurality of vehicles. As described above, in the driving support device, by arranging the vehicles in consideration of the performance of the infrastructure information acquisition device for the plurality of vehicles existing around the roadside device, the performance of the infrastructure information acquisition device among the plurality of vehicles is improved. Infrastructure information with higher freshness can be acquired with higher vehicles. As a result, it is possible to acquire information with high freshness from a vehicle that has acquired infrastructure information with high freshness even in a vehicle other than the vehicle with high performance of the infrastructure information acquisition device among a plurality of vehicles.

  Note that the performance of the infrastructure information acquisition device includes not only the reception performance of the infrastructure information reception device itself but also the communication performance in the vehicle after receiving the infrastructure information.

  In the above-described driving support device of the present invention, it is preferable that the arrangement determination unit arranges a vehicle having a high performance of the infrastructure information acquisition device behind the plurality of vehicles.

  Since the roadside device is fixed at a predetermined position, the latest (higher freshness) infrastructure information can be received as the vehicle passes through the roadside device more slowly. Therefore, in this driving support device, a high-performance infrastructure information acquisition device receives infrastructure information with high freshness by arranging a vehicle with high performance of the infrastructure information acquisition device among a plurality of vehicles by the arrangement determination means. The delay and error can be acquired as much as possible, and the fresh infrastructure information can be provided to other vehicles.

  The driving support device of the present invention includes timing comparison means for comparing the timing of driving support based on infrastructure information with the timing for acquiring infrastructure information, and the arrangement determination means also considers the comparison result of the timing comparison means. It is preferable to determine the arrangement of a plurality of vehicles.

  When driving support based on infrastructure information, driving support is performed after acquiring infrastructure information. Therefore, in order to arrange multiple vehicles so that highly fresh infrastructure information can be acquired, driving support based on infrastructure information is required. Timing needs to be considered. Therefore, in this driving support device, the timing of the driving support based on the infrastructure information (for example, a position where alarm output is given to the driver) and the timing of acquiring the infrastructure information (for example, a signal from the roadside device) The position where the signal is received is compared. In the driving support device, the arrangement determining means determines the arrangement of the plurality of vehicles in consideration of the comparison result.

  In the driving support apparatus according to the present invention, the driving support timing based on the infrastructure information is determined based on the traffic signal information of the intersection in front of the vehicle when the state of the traffic signal when the vehicle enters the intersection is predicted to be a red signal. It is good also as the timing of the driving assistance for stopping.

  Further, in the driving support device of the present invention, when the arrangement determining unit determines that the timing of driving support for stopping the vehicle is later than the timing of acquiring infrastructure information when the timing comparing unit predicts a red signal. Among the plurality of vehicles, a vehicle having a high performance of the infrastructure information acquisition device is arranged rearward. As a result, infrastructure information with higher freshness can be acquired in the vehicle arranged behind it, and infrastructure information used when driving support for stopping the vehicle when it is predicted to be a red signal in each other vehicle ahead It is possible to use infrastructure information with high freshness acquired by a vehicle behind the vehicle.

  Further, in the driving support apparatus of the present invention, when the arrangement determining unit determines that the driving support timing for stopping the vehicle is earlier than the timing for acquiring the infrastructure information when the timing comparing unit predicts a red signal. Among the plurality of vehicles, a vehicle having a high performance of the infrastructure information acquisition device is arranged in front. As a result, infrastructure information with higher freshness can be acquired in the vehicle arranged in front of it, and infrastructure information used when driving assistance for stopping the vehicle when it is predicted to be a red signal in each of the other vehicles behind it. As a result, it is possible to use infrastructure information with high freshness acquired by the vehicle ahead.

  In the driving support apparatus of the present invention, the plurality of vehicles may form a vehicle group that travels integrally.

  The present invention arranges a vehicle in consideration of the performance of the infrastructure information acquisition device for a plurality of vehicles existing around the roadside device, thereby improving the freshness of the vehicle having a high performance of the infrastructure information acquisition device among the plurality of vehicles. High infrastructure information.

  Embodiments of a driving assistance apparatus according to the present invention will be described below with reference to the drawings.

  In the present embodiment, the driving support device according to the present invention is applied to a red signal approach warning device mounted on a vehicle. The red signal approach warning device according to the present embodiment uses infrastructure information from an optical beacon in order to prevent the vehicle from entering an intersection when the vehicle is in a red signal (stop signal) by infrastructure cooperative control. If the vehicle is predicted to be red when it enters the intersection, a warning is given to the driver. In particular, the red signal approach warning device according to the present embodiment has a function of determining the arrangement of a plurality of vehicles (vehicle groups) capable of inter-vehicle communication existing around an optical beacon in order to acquire infrastructure information with high freshness. have. Here, a vehicle group in which a plurality of vehicles travel together may be formed, or at least a plurality of vehicles capable of inter-vehicle communication may be used. Assume that each of the plurality of vehicles is equipped with a red signal approach warning device according to the present embodiment. In the present embodiment, the red signal (stop signal) is red signal lighting (however, in the case of a traffic light with an arrow lamp signal, all lights are off), and a signal state other than this red signal is a progress permission signal. .

  With reference to FIGS. 1-4, the red signal approach warning apparatus 1 which concerns on this Embodiment is demonstrated. FIG. 1 is a configuration diagram of a red signal approach warning device according to the present embodiment. FIG. 2 is a diagram illustrating an example of a stoppable curve according to the present embodiment. FIG. 3 is a diagram illustrating a relationship between the alarm timing and the infrastructure information reception position when the alarm timing is not exceeded when the infrastructure information is received. FIG. 4 is a diagram illustrating a relationship between the alarm timing and the infrastructure information reception position when the alarm timing is exceeded when the infrastructure information is received.

  When the red signal approach warning device 1 predicts a red signal when the host vehicle enters the intersection, it notifies the driver that the traffic signal ahead becomes a red signal when the alarm start condition is satisfied. Prompt to stop. In particular, in the red signal approach warning device 1, the vehicle arrangement is determined in consideration of the performance of equipment necessary for acquiring infrastructure information about a plurality of vehicles existing around the optical beacon.

  The red signal approach warning device 1 includes a road-to-vehicle communication device 10, a vehicle-to-vehicle communication device 11, a vehicle speed sensor 12, a GPS [Global Positioning System] receiving device 13, a map database 14, a display 20, a speaker 21, and an ECU [Electronic Control Unit]. 30.

  In the present embodiment, the inter-vehicle communication device 11 corresponds to the receiving means described in the claims, and each processing in the ECU 30 is the performance comparing means, timing comparing means, and arrangement determining means described in the claims. It corresponds to.

  The road-to-vehicle communication device 10 is a device for communicating with a device that provides information from the infrastructure side (road side), and is a communication device for optical beacons. The road-to-vehicle communication device 10 includes an optical beacon antenna, a processing device, and the like, and transmits and receives information using near infrared rays from an optical beacon installed at a predetermined position before an intersection. In particular, when receiving, the road-to-vehicle communication device 10 receives a signal from the optical beacon in the downlink area by the optical beacon antenna. In the road-to-vehicle communication device 10, the processing device demodulates the received signal to extract downlink information, and transmits the downlink information to the ECU 30. When the roadside device is not an optical beacon, the road-vehicle communication device is a communication device according to the roadside device.

  The road-to-vehicle communication device 10 is incorporated in the navigation system in a vehicle equipped with the navigation system, and the road-to-vehicle communication device 10 alone is deployed in a vehicle not equipped with the navigation system. As the performance of the equipment necessary for acquiring the infrastructure information, the reception performance (for example, reception accuracy, reception delay, reception error) of the road-to-vehicle communication device 10 itself and the communication within the vehicle of the signal received from the optical beacon There is performance (for example, communication method (parallel communication, serial communication, etc.), communication speed, communication error). When the road-to-vehicle communication device 10 is incorporated in a navigation system, basically, the performance of equipment necessary for acquiring infrastructure information becomes lower as the navigation system has lower functionality. The higher the performance of the equipment necessary to acquire infrastructure information, the less delay and error when acquiring infrastructure information, and even large-capacity information can be acquired.

  Downlink information includes VICS [Vehicle Information Communication System] information and infrastructure information. VICS information is road traffic information common to all lanes. Road traffic information includes traffic jam information, traffic regulation information, and parking lot information. Infrastructure information includes road shape conditions, intersection information, signal cycle information for each lane, and the like.

  Signal cycle information includes the lighting cycle of the blue, yellow, and red signals (in the case of a traffic light equipped with an arrow lamp signal, the lighting cycle including the arrow lamp signal), the lighting time of each signal (in seconds), and the current lighting And the elapsed time after the signal is turned on. The signal cycle information that can be acquired from the optical beacon includes information up to the second cycle of the signal cycle. However, in the case of a sensitive signal, the information up to the first cycle is determined, the information in the second cycle is indefinite information, and in the case of a normal signal, the information is determined up to the second cycle. It is.

  The inter-vehicle communication device 11 is a device for communicating with other vehicles around the host vehicle. When the inter-vehicle communication device 11 receives an inter-vehicle transmission signal from the ECU 30, the inter-vehicle communication device 11 modulates information included in the inter-vehicle transmission signal and transmits the modulated signal to a vehicle existing within a predetermined distance. Further, when the inter-vehicle communication device 11 receives a signal from a vehicle existing within a predetermined distance, the inter-vehicle communication device 11 demodulates the received signal to extract information, and transmits the information to the ECU 30 as an inter-vehicle reception signal. Each vehicle transmits at least equipment performance information necessary for acquiring infrastructure information by inter-vehicle communication, and transmits infrastructure information received from an optical beacon as necessary.

  The vehicle speed sensor 12 is a sensor that detects the vehicle speed of the host vehicle. The vehicle speed sensor 12 detects the vehicle speed and transmits the detected vehicle speed to the ECU 30 as a vehicle speed signal.

  The GPS receiver 13 includes a GPS antenna, a processing device, and the like, and detects the current position of the host vehicle. The GPS receiver 13 receives GPS signals from GPS satellites with a GPS antenna. In the GPS receiver 13, the processing device demodulates the GPS signal, and calculates the current position (latitude, longitude) of the host vehicle based on the demodulated information from each GPS satellite. The GPS receiver 13 transmits the current position of the host vehicle to the ECU 30 as a current position signal. When the navigation system is mounted on the vehicle, the GPS receiver of the navigation system is shared or the current position is acquired from the navigation system.

  The map database 14 is configured in a predetermined area of the storage device, and stores road information, intersection information, and the like. The map database 14 may also store an optical beacon downlink area. In addition, when a navigation system is mounted on a vehicle, a map database of the navigation system is used.

  The display 20 is an in-vehicle display that is shared with other systems. When the display 20 receives the alarm image signal from the ECU 30, the display 20 displays an image indicated by the alarm image signal.

  The speaker 21 is a vehicle-mounted speaker shared with other systems. When the speaker 21 receives an alarm sound signal from the ECU 30, the speaker 21 outputs a sound according to the alarm sound signal.

  The ECU 30 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like, and comprehensively controls the red signal entry alarm device 1. The ECU 30 receives a signal from the road-to-vehicle communication device 10 when passing through the downlink area, and receives a vehicle-to-vehicle reception signal from the vehicle-to-vehicle communication device 11 when there is a vehicle that can communicate with the surroundings of the host vehicle. Each signal is received from the sensor 12 and the GPS receiver 13. Then, the ECU 30 executes a red signal approach warning process, a vehicle group arrangement process, an infrastructure information provision process, and the like based on these signals and the information in the map database 14. Each of the alarm signals is transmitted, and an inter-vehicle transmission signal is transmitted to the inter-vehicle communication device 11 as necessary.

  The red signal entry warning process will be described. When the infrastructure information (particularly, signal cycle information) is acquired from the road-to-vehicle communication device 10, the ECU 30 determines whether or not a signal information utilization service (here, an alarm notification service based on red signal prediction) can be provided. As this determination method, infrastructure information (signal cycle information, etc.) and own vehicle information (vehicle speed information, etc.) by each sensor are normal information, whether the distance to the stop line is sufficient, and the signal time is sufficient Based on the route guidance information, it is determined whether or not the vehicle passes through a front intersection, whether or not the host vehicle is in a normal state, and the like. For example, in the case of signal cycle information, in the case of a sensitive signal, only one cycle of information can be obtained as described above. Since the lighting color when entering the intersection cannot be predicted, it is not possible to provide a signal information service.

  When the signal information use service can be provided, the ECU 30 automatically determines the stop line position information and signal cycle information from the road-to-vehicle communication device 10, the vehicle speed information from the vehicle speed sensor 12, and the current position information from the GPS receiver 13. Assuming that the vehicle has maintained the current vehicle speed, the lighting color of the traffic light when the host vehicle enters the intersection (especially when reaching the stop line) is predicted. Specifically, the ECU 30 calculates the remaining distance to the stop line based on the current position of the host vehicle and the stop line position, and the remaining distance until the stop line is reached based on the remaining distance and the current vehicle speed of the host vehicle. Calculate time. Then, the ECU 30 predicts the lighting color when reaching the stop line based on the remaining time and the signal cycle information. The prediction may be performed in consideration of other information such as the acceleration of the host vehicle.

  When the vehicle 30 predicts a red signal when entering the intersection, the ECU 30 is based on stop line position information from the road-to-vehicle communication device 10, vehicle speed information from the vehicle speed sensor 12, and current position information from the GPS receiver 13. To calculate the alarm timing. Specifically, the ECU 30 calculates the remaining distance to the stop line based on the current position of the host vehicle and the stop line position. Based on the remaining distance and the current vehicle speed, the ECU 30 calculates an alarm timing on the stoppable curve C when it is assumed that the host vehicle has maintained the current vehicle speed (see FIG. 2). The alarm timing may be calculated in consideration of other information such as the acceleration of the host vehicle.

  When the alarm timing is calculated, the ECU 30 calculates an alarm start condition (whether the current remaining distance of the host vehicle becomes the remaining distance indicated by the alarm timing) based on the alarm timing and the current remaining distance to the stop line. It is determined whether or not the above is satisfied.

  In FIG. 2, the horizontal axis is the remaining distance to the stop line at the intersection, the vertical axis is the vehicle speed, and a stoppable curve C is shown. The stoppable curve C is a curve showing the relationship between the remaining distance and the vehicle speed when the vehicle is decelerated at a predetermined deceleration that can be stopped safely on the stop line, and is also a boundary line of whether or not an alarm is necessary. . The area below the stoppable curve C is an area where the host vehicle can safely stop at the stop line and is an area where no alarm is required. The upper area of the stoppable curve C is an area where a very high deceleration is required to stop at the stop line, and the host vehicle cannot stop safely at the stop line. is there. Therefore, since it is necessary to start deceleration before entering the area above the stoppable curve C, an alarm timing is set on the stoppable curve C. For example, when the point P shown in FIG. 2 is the current remaining distance and the vehicle speed of the host vehicle, if the vehicle speed is maintained, the point W on the stoppable curve C is calculated as the alarm timing, and the remaining distance at the point W is When the host vehicle actually arrives, the alarm start condition is satisfied.

  In the determination of the alarm start condition, the determination may be performed in consideration of the accelerator state, the brake state, and the like. Further, as a method for determining the alarm start condition, TTC [Time To Collison] that is a predicted time to reach the stop line may be calculated and determined based on the TTC.

  When the alarm start condition is satisfied, the ECU 30 generates an alarm sound and an alarm image for the red signal when entering the intersection, transmits the alarm image signal to the display 20 and transmits the alarm sound signal to the speaker 21.

  The vehicle group arrangement process will be described. The ECU 30 determines whether or not it is near a downlink area (that is, a signal service area for infrastructure cooperation) that can receive a signal from an optical beacon. As this determination, for example, by recording the reception area from the optical beacon that has passed in the past, the determination may be made from the reception history, or the downlink area of the optical beacon is stored in the map database 14. If stored, the information may be used for determination.

  In the vicinity of the infrastructure cooperation signal service area, the ECU 30 determines whether or not there is an intersection (a traffic light) to be subjected to the signal information use service on the traveling route of the host vehicle. As this determination, for example, when a navigation system is installed, the determination may be made based on the travel route of the route guidance, or a past travel route (such as a return route, a commute route) is recorded. The determination may be made based on the past travel route.

  When there is a target intersection on the travel route of the host vehicle, the ECU 30 determines whether there is a vehicle capable of inter-vehicle communication around the host vehicle. As this determination, for example, an inter-vehicle communication device is mounted on another vehicle, and whether or not communication is possible with the inter-vehicle communication device (a signal is received by the inter-vehicle communication device 11). Whether or not it can be done). If there is no vehicle capable of inter-vehicle communication around the host vehicle, the ECU 30 ends the vehicle group arrangement process. In this case, a red signal entry warning process is performed using the infrastructure information received by the road-to-vehicle communication device 10 of the host vehicle.

  When there is a vehicle capable of vehicle-to-vehicle communication in the vicinity of the host vehicle, the ECU 30 is necessary to acquire information (particularly, infrastructure information) around the host vehicle from the vehicle-to-vehicle communication device 11 (particularly, the forward vehicle). Information on the performance of various equipment). And in ECU30, the performance information of the equipment required in order to acquire the infrastructure information of the own vehicle and a preceding vehicle is compared. In this determination, the performance information of the equipment necessary for acquiring the infrastructure information as described above is compared. In particular, in the case of road-to-vehicle communication devices built into the navigation system, the performance of the equipment may also be determined depending on whether the navigation system has a low function or a high function. May be compared. In order to transmit information on the own vehicle (such as performance information of equipment necessary for acquiring infrastructure information) to other surrounding vehicles, the ECU 30 uses the information on the own vehicle as an inter-vehicle transmission signal. 11 to send.

  When there is no vehicle with higher performance than the equipment of the host vehicle ahead, infrastructure information can be acquired (received) with the least delay and error in the host vehicle, so the current vehicle arrangement (the host vehicle is behind) is maintained. To do. In this case, a red signal approach warning process is performed using the infrastructure information received by the road-to-vehicle communication device 10 of the host vehicle. In addition, in order to perform a red signal approach warning process using the infrastructure information (information with high freshness) received by the road-to-vehicle communication device 10 of the own vehicle in the other vehicle ahead, the infrastructure information is transmitted to the other vehicle ahead. Since it is necessary, the ECU 30 transmits the received infrastructure information to the inter-vehicle communication device 11 as an inter-vehicle transmission signal.

  When there is a vehicle with higher performance than the equipment of the own vehicle ahead, infrastructure information can be acquired (received) with the least delay and error in the other vehicle having the highest performance. Command to change the arrangement with the vehicle. As this command, for example, when the vehicle immediately before the host vehicle is a high-performance vehicle, a command for overtaking the preceding vehicle to the driver of the host vehicle using the display 20 or the speaker 21, A command is given to the preceding vehicle to change lanes or decelerate using inter-vehicle communication. At this time, the front vehicle is notified that the arrangement is changed using inter-vehicle communication. Here, since the above-described arrangement change is performed in each vehicle capable of inter-vehicle communication, the vehicle having the highest performance among the plurality of vehicles capable of inter-vehicle communication is finally arranged at the end. . In this case, the red signal approach warning process is performed using the infrastructure information (information with high freshness) received by the road-to-vehicle communication device of the other vehicle having the highest performance.

  The ECU 30 acquires the infrastructure information received by the host vehicle from the road-vehicle communication device 10 and the infrastructure information received by the other vehicle having the highest performance from the vehicle-vehicle communication device 11. Then, the ECU 30 performs a red signal entry warning process using the infrastructure information received by the vehicle (the vehicle having the highest performance) arranged at the end among the plurality of vehicles capable of inter-vehicle communication.

  The following conditions should be taken into account when changing the arrangement of the vehicle. The conditions include whether the distance between vehicles is sufficient, whether it is easy to change lanes (number of lanes, presence of unrelated vehicles, vehicle speed, etc.), whether the distance to the stop line is sufficient, Whether acceleration or deceleration is necessary. Also, vehicles that have already received infrastructure information (vehicles that have passed through the optical beacon downlink area) are excluded. Therefore, the vehicle arrangement change is basically performed before the optical beacon passes through the downlink area.

  Further, a case where the vehicle arrangement is changed in consideration of the alarm timing and the reception delay will be described. When performing red light approach warning processing using infrastructure information of other vehicles behind, the vehicle is alerted based on the alarm timing before the infrastructure information is received by the own vehicle after the other vehicle has received the infrastructure information. When the start condition is satisfied (that is, when the actual remaining distance is shorter than the remaining distance indicated by the alarm timing before receiving infrastructure information from the other vehicle behind) The appropriate red light entry warning process cannot be used (for example, the alarm timing is delayed). Therefore, if it is predicted that the alarm start condition based on the alarm timing will not be satisfied before the infrastructure information from the other vehicle in the rear is received by the own vehicle, the vehicle arrangement is changed as described above. If it is predicted that the alarm start condition based on the alarm timing will be satisfied before the infrastructure information is received by the host vehicle, the following special processing is performed.

  Specifically, the ECU 30 calculates the alarm timing based on the stop line position information, the vehicle speed information, and the current position information by the same process as described above. At this time, if the infrastructure information is not received, stop line position information included in the infrastructure information cannot be obtained, but it is detected from information stored in the map database 14 or image information captured by a front camera (not shown). Use stop line position information. Then, the ECU 30 subtracts the remaining distance L (m) of the alarm timing from the position (converted to the remaining distance from the stop line) D (m) of the optical beacon downlink stored in the map database 14 and calculates the difference. X (m) is calculated (see FIG. 3).

  Further, in the ECU 30, the inter-vehicle distance (m) between the other vehicle and the host vehicle + (the reception delay time (s) of the road-to-vehicle communication when the other vehicle receives the infrastructure information + the inter-vehicle communication between the other vehicle and the host vehicle. ) (Receive delay time (s)) × the current vehicle speed (m / s) of the host vehicle, the vehicle information is received by the host vehicle when it is assumed that the host vehicle has maintained the current vehicle speed. The distance Y (m) traveled by the host vehicle is calculated. The inter-vehicle distance between the other vehicle and the host vehicle may be a general inter-vehicle distance corresponding to the vehicle speed obtained through experiments or the like, or an actual inter-vehicle distance detected by a millimeter wave radar or the like. The reception delay time of the road-to-vehicle communication when the other vehicle receives the infrastructure information is obtained from the performance information of the equipment from the other vehicle by the vehicle-to-vehicle communication. The reception delay time of the inter-vehicle communication between the other vehicle and the own vehicle is obtained from the performance information of the equipment from the other vehicle and the performance information of the equipment of the own vehicle by the inter-vehicle communication. Then, the ECU 30 determines whether or not the distance Y traveled by the host vehicle is smaller than the difference X.

  As shown in FIG. 3, when the distance Y1 traveled by the host vehicle is smaller than the difference X, it is predicted that the alarm start condition based on the alarm timing is not satisfied when the infrastructure information received by the other vehicle behind is received by the host vehicle. it can. In this case, alarm output at normal alarm timing can be performed by infrastructure information acquired from other vehicles behind. Therefore, as described above, the ECU 30 changes the arrangement of the other vehicle with high performance of the equipment rearward.

  On the other hand, as shown in FIG. 3, when the distance Y2 traveled by the host vehicle is larger than the difference X, the alarm start condition based on the alarm timing is already satisfied when the infrastructure information received by the other vehicle behind is received by the host vehicle. Can be predicted. In this case, the alarm output at the normal alarm timing cannot be performed by the infrastructure information acquired from the other vehicle behind. Therefore, the ECU 30 first reduces the vehicle speed of the host vehicle so that the distance Y traveled by the host vehicle is smaller than the difference X (that is, decreases the distance Y traveled by the host vehicle). When the distance Y traveled by the host vehicle can be made smaller than the difference X due to a decrease in the speed of the host vehicle, the ECU 30 rearranges the other vehicle having high performance of the equipment as described above. However, if the vehicle speed of the host vehicle cannot be reduced, or if the distance Y does not become smaller than the difference X even if the vehicle speed is reduced, the ECU 30 performs a red signal approach warning process using the infrastructure information received by the host vehicle. . However, if the infrastructure information cannot be received by the host vehicle, the ECU 30 receives the infrastructure information from the other vehicle behind by inter-vehicle communication, and performs a red signal entry warning process using the infrastructure information. The other vehicle behind this is preferably another vehicle that exists in a position where the infrastructure information can be received before the alarm start condition is satisfied.

  The infrastructure information provision process will be described. The optical beacon is not installed at a fixed distance from the intersection, and is installed at various positions depending on the intersection. Therefore, the optical beacon may be installed at a position quite close to the intersection. In such a case or when the vehicle speed of the host vehicle is high, as shown in FIG. 4, when the downlink position D of the optical beacon is closer to the stop line than the remaining distance L of the alarm timing W (the optical beacon The difference X between the downlink link position D and the remaining alarm timing distance L is a negative value). In such a case, the front vehicle (especially the leading vehicle) among the plurality of vehicles cannot output an alarm at a normal alarm timing, but the other vehicle behind the vehicle (in particular, Alarm information can be output at normal alarm timing by acquiring infrastructure information from the head vehicle). Therefore, in such a case, infrastructure information is transmitted from the leading vehicle to the vehicle behind by vehicle-to-vehicle communication so that only the vehicle behind the vehicle outputs an alarm at a normal alarm timing.

  Specifically, the ECU 30 determines whether the road-to-vehicle communication device 10 has received a signal (particularly infrastructure information) from an optical beacon. If received, the ECU 30 determines whether the remaining distance of the alarm timing has already been exceeded (whether the alarm start condition has been satisfied) based on the alarm timing (remaining distance) and the current remaining distance to the stop line. judge.

  When the remaining distance of the alarm timing has already been exceeded, the ECU 30 determines whether or not there is a vehicle capable of inter-vehicle communication behind the host vehicle. When there is a vehicle capable of inter-vehicle communication behind, the ECU 30 acquires information on the vehicle behind the host vehicle from the inter-vehicle communication device 11. The information acquired from the rear vehicle is information for determining whether or not the alarm timing is exceeded when infrastructure information is received by the rear vehicle, such as the current vehicle speed and the current position of the rear vehicle. For the stop position information, information received by the host vehicle is used. If it is determined whether the alarm timing is exceeded when infrastructure information is received in the rear vehicle, the determination result may be requested to be transmitted, and the determination result may be acquired from the rear vehicle. .

  Then, the ECU 30 determines whether or not the alarm timing is exceeded when infrastructure information is received in the rear vehicle. When exceeding, in order to provide the infrastructure information received by the own vehicle to the vehicle behind it, the ECU 30 transmits the infrastructure information to the inter-vehicle communication device 11 as an inter-vehicle transmission signal. By the way, if it does not exceed, the rear vehicle can output the alarm at normal alarm timing using the infrastructure information received by the rear vehicle itself, so the infrastructure information is not provided from the own vehicle. In addition, when the own vehicle is a vehicle behind, the infrastructure information is received from the leading vehicle, and the ECU 30 performs a red signal entry warning process using the infrastructure information.

  In addition, when the position of the optical beacon downlink is closer to the stop line than the remaining distance of the alarm timing, the arrangement of the vehicle with the highest performance among the plurality of vehicles capable of inter-vehicle communication is changed to the top. It is good to. For an intersection where the position of an optical beacon that satisfies such a condition is close to the intersection, learning is performed when the vehicle first passes through the intersection, and vehicle-to-vehicle communication is possible when the vehicle passes through the intersection after the second time. It is sufficient to change the arrangement in advance so that the vehicle having the highest performance among the vehicles of the above is the first.

  With reference to FIGS. 1-4, the operation | movement in the red signal approach warning device 1 is demonstrated. In particular, the vehicle group arrangement process in the ECU 30 will be described with reference to the flowchart of FIG. 5, and the infrastructure information provision process will be described with reference to the flowchart of FIG. FIG. 5 is a flowchart showing a flow of vehicle group arrangement processing in the ECU of FIG. FIG. 6 is a flowchart showing the flow of infrastructure information provision processing in the ECU of FIG.

  When the own vehicle enters the downlink area before the intersection, the road-to-vehicle communication device 10 receives infrastructure information and the like from the optical beacon and transmits the infrastructure information to the ECU 30. When a signal is transmitted from another vehicle existing within a predetermined distance, the inter-vehicle communication device 11 receives various information from the other vehicle and transmits the various information to the ECU 30.

  The vehicle speed sensor 12 detects the vehicle speed of the host vehicle and transmits a vehicle speed signal to the ECU 30 at regular intervals. The GPS receiver 13 receives GPS information from each GPS satellite, calculates a current position based on the GPS information, and transmits a current position signal to the ECU 30. The ECU 30 receives these signals and acquires information on the host vehicle.

  When the vehicle group arrangement process is executed, the ECU 30 determines whether or not the vehicle is located near the signal service area for infrastructure cooperation based on the position information of the downlink area of the optical beacon (S10). When it is determined in S10 that it is not near the infrastructure cooperation signal service area, the ECU 30 ends the vehicle group arrangement process.

  When it is determined in S10 that it is near the infrastructure cooperation signal service area, the ECU 30 determines whether or not there is a target intersection on the traveling route of the host vehicle by using a traveling route for route guidance of the navigation. S11). When it determines with there being no object intersection in S11, ECU30 complete | finishes a vehicle group arrangement | positioning process.

  When it is determined in S11 that there is a target intersection, the ECU 30 determines whether there is a vehicle capable of inter-vehicle communication around the host vehicle (S12). When it is determined in S12 that there is no vehicle capable of vehicle-to-vehicle communication, the ECU 30 acquires infrastructure information through road-to-vehicle communication in the road-to-vehicle communication device 10 (S13), and uses the infrastructure information to enter a red signal. Alarm processing is performed (S21).

  When it is determined in S12 that there is a vehicle capable of vehicle-to-vehicle communication, the ECU 30 acquires infrastructure information of each vehicle (may be a plurality of vehicles) existing ahead by vehicle-to-vehicle communication in the vehicle-to-vehicle communication device 11. The equipment performance information necessary for the acquisition is acquired (S14). Then, the ECU 30 compares the performance of the equipment necessary for acquiring the infrastructure information in the host vehicle and each preceding vehicle (in the case of multiple vehicles) (S15).

  The ECU 30 determines whether or not the performance of the equipment of the preceding vehicle (the vehicle immediately before the host vehicle) is higher than the performance of the equipment of the host vehicle (S16). When it is determined in S16 that the performance of the equipment of the preceding vehicle is higher than the performance of the equipment of the own vehicle, the ECU 30 issues a command for changing the arrangement of the own vehicle and the preceding vehicle (S17). As a result, the host vehicle overtakes the preceding vehicle. The same vehicle arrangement change is performed for each vehicle capable of inter-vehicle communication, and the vehicle with the highest performance among the plurality of vehicles capable of inter-vehicle communication is arranged at the end.

  When it is determined in S16 that the performance of the equipment of the preceding vehicle is lower than the performance of the equipment of the host vehicle, or when the processing of S17 is performed, the ECU 30 determines whether or not there is a vehicle with the highest performance equipment ahead. Determine (S18). If it is determined in S18 that there is still a vehicle with the highest performance in front, the ECU 30 returns to the process of S16.

  When it is determined in S18 that there is no vehicle with the highest performance in front, the ECU 30 acquires infrastructure information through road-to-vehicle communication in the road-to-vehicle communication device 10 (S19), and the vehicle-to-vehicle communication device 11 The infrastructure information received by the last vehicle (the vehicle with the highest equipment performance) by the inter-vehicle communication is acquired (S20). At this time, in each vehicle (at least at the rearmost vehicle), when the infrastructure information is received from the optical beacon when entering the downlink area of the optical beacon, the received infrastructure information is transmitted to surrounding vehicles by inter-vehicle communication. ing. Then, the ECU 30 performs a red signal entry warning process using the infrastructure information (infrastructure information with high freshness) received by the vehicle having the highest equipment performance (S21).

  In addition, when performing the process of S16 and S17, you may perform the following processes. After performing the process of S16, the ECU 30 calculates an alarm timing, and calculates a difference X between the position of the downlink link of the optical beacon and the position of the alarm timing. Further, the ECU 30 calculates the distance Y traveled by the host vehicle until the host vehicle receives the infrastructure information received by the other vehicle when it is assumed that the host vehicle has maintained the current vehicle speed. Then, the ECU 30 determines whether or not the distance Y traveled by the host vehicle is smaller than the difference X. When it is determined that the distance Y traveled by the host vehicle is smaller than the difference X, the ECU 30 performs a process of S17. When it is determined that the distance Y traveled by the host vehicle is greater than the difference X, the ECU 30 determines whether the distance Y traveled by the host vehicle can be made smaller than the difference X by reducing the vehicle speed of the host vehicle. If the distance Y traveled by the host vehicle can be made smaller than the difference X by decreasing the vehicle speed of the host vehicle, the ECU 30 performs the process of S17 to decrease the vehicle speed of the host vehicle. If the distance Y traveled by the host vehicle cannot be made smaller than the difference X by reducing the vehicle speed of the host vehicle, the ECU 30 performs the process of S21 using the infrastructure information acquired by the host vehicle in the process of S19 or the process of S20. The process of S21 is performed using the infrastructure information acquired from the vehicle behind the process. In this case, the process of S17 is not performed.

  When the infrastructure information providing process is executed, the ECU 30 determines whether the infrastructure information has been received (S30). If it is determined in S30 that the infrastructure information has not been received, the ECU 30 ends the infrastructure information providing process.

  When it is determined in S30 that the infrastructure information has been received, the ECU 30 determines whether or not the alarm timing (remaining distance) has already been exceeded based on the current remaining distance (S31). When it determines with not having exceeded in S31, ECU30 complete | finishes an infrastructure information provision process.

  If it is determined in S31 that the number has already exceeded, the ECU 30 determines whether there is a vehicle capable of inter-vehicle communication behind the host vehicle (S32). If it is determined in S32 that there is no vehicle capable of inter-vehicle communication, the ECU 30 ends the infrastructure information providing process.

  When it is determined in S32 that there is a vehicle capable of vehicle-to-vehicle communication, the ECU 30 issues an alarm timing when receiving infrastructure information of each vehicle (possibly a plurality of vehicles) existing behind the vehicle-to-vehicle communication in the vehicle-to-vehicle communication device 11. The information necessary for determining whether or not is exceeded is acquired (S33). Then, the ECU 30 determines whether or not the rear vehicle (there may be a plurality of vehicles) exceeds the alarm timing when receiving the infrastructure information (S34). If it is determined in S34 that there is no rear vehicle that exceeds the alarm timing, the ECU 30 ends the infrastructure information providing process.

  If it is determined in S34 that there is a rear vehicle that exceeds the alarm timing, the ECU 30 uses the infrastructure information as a vehicle-to-vehicle transmission signal as a vehicle-to-vehicle transmission signal to provide the rear vehicle with the infrastructure information acquired by the own vehicle through inter-vehicle communication. It transmits to the communication apparatus 11 (S35). When this inter-vehicle transmission signal is received, the inter-vehicle communication device 11 modulates infrastructure information included in the inter-vehicle transmission signal and transmits a signal to vehicles (particularly, rear vehicles) existing within a predetermined distance. . When this signal is received by inter-vehicle communication, the rear vehicle takes out the infrastructure information from this signal and performs a red signal entry warning process using this infrastructure information. As a result, the rear vehicle can output a warning at a normal warning timing.

  When the red signal entry warning process is executed, the ECU 30 determines whether or not a signal cycle information use service is possible based on the acquired infrastructure information and the like. When it is determined that the signal information use service is not possible, the ECU 30 ends the process for the traffic signal ahead.

  When it is determined that the signal information use service is possible, the ECU 30 predicts the lighting color when the host vehicle enters the intersection based on the infrastructure information (stop line position information, signal cycle information), vehicle speed information, and current position information. Then, it is determined whether or not there is a red signal when entering the intersection. When it determines with the lighting color at the time of approaching an intersection not being a red signal, ECU30 complete | finishes the process with respect to a traffic signal ahead.

  When it is determined that the lighting color at the time of entering the intersection is a red signal, the ECU 30 calculates an alarm timing based on infrastructure information (stop line position information), vehicle speed information, and current position information. Then, the ECU 30 determines whether or not an alarm start condition is satisfied based on the alarm timing. When it is determined that the alarm start condition is satisfied, the ECU 30 generates an alarm sound or an alarm image, transmits the alarm image signal to the display 20, and transmits the alarm sound signal to the speaker 21. When this alarm image signal is received, the display 20 displays an alarm image. In addition, when the warning sound signal is received, the speaker 21 outputs a warning sound.

  According to this red signal approach warning device 1, in consideration of the performance of equipment for acquiring infrastructure information about a plurality of vehicles capable of inter-vehicle communication existing in the vicinity of the own vehicle around the optical beacon, Appropriate vehicle placement with respect to the vehicle is possible. As a result, it is possible to acquire infrastructure information with high freshness while suppressing reception delays and errors with a vehicle having a high performance of equipment among a plurality of vehicles. Furthermore, it is possible to acquire information with high freshness from vehicles that have acquired infrastructure information with high freshness even in vehicles other than those with high performance of equipment among a plurality of vehicles, and use infrastructure information with high freshness Therefore, the red signal approach warning process can be performed with high accuracy (alarm output can be performed at an appropriate timing). Even vehicles equipped with low performance can suppress degradation of service quality due to delays and errors in receiving infrastructure information (reducing the inability of the service itself).

  In addition, according to the red signal approach warning device 1, by placing the vehicle with the highest equipment performance among the plurality of vehicles at the rearmost position, it is possible to minimize reception delays and errors in the vehicle with the highest equipment performance. Infrastructure information with the highest freshness can be acquired, and infrastructure information with the highest freshness can be provided to other vehicles.

  Moreover, according to the red signal approach warning device 1, the position of the warning timing and the position of the optical beacon (downlink area position) are compared, and the vehicle placement is performed in consideration of the comparison result, thereby making it more appropriate. Vehicle placement can be performed. Furthermore, according to the red signal approach warning device 1, the difference between the position of the warning timing and the position of the light beacon is compared with the distance traveled until the own vehicle receives the infrastructure information received by the other vehicle, and the comparison result By considering the vehicle arrangement, a more appropriate vehicle arrangement can be performed.

  Further, according to the red signal approach warning device 1, even when the position of the alarm timing is closer to the stop line than the position of the light beacon (when the alarm timing is already satisfied when the infrastructure information is received), the head of the plurality of vehicles By providing the infrastructure information to the vehicle behind the vehicle, the vehicle behind the vehicle can appropriately perform the red light entry warning process by using the provided infrastructure information. As a result, among a plurality of vehicles, the number of vehicles whose alarm timing is delayed can be minimized.

  As mentioned above, although embodiment which concerns on this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.

  For example, in this embodiment, although applied to the vehicle group placement function in the red signal approach warning device mounted on the vehicle, it may be applied to other driving support devices or vehicle group control devices that use infrastructure information, Or you may apply to the apparatus by the side of an infrastructure (road side). In the present embodiment, each of a plurality of vehicles forming the vehicle group is configured to be equipped with a red signal approach warning device having a vehicle group placement function, but only one of the plurality of vehicles forming the vehicle group is included. May be equipped with a device having a vehicle group arrangement function, and a command may be issued from the vehicle to another vehicle.

  In this embodiment, the present invention is applied to driving support using signal information as infrastructure information. However, it is applied to driving support using other infrastructure information (for example, pedestrian information) that changes every moment when freshness is required. May be.

  Further, in the present embodiment, the dedicated ECU for the red signal approach warning device is used. However, a red signal approach warning function may be incorporated into the navigation ECU or the like as one function.

  In the present embodiment, the arrangement is changed only in the front-rear direction of the vehicle. However, the arrangement may be changed in consideration of the left-right direction.

  In this embodiment, when changing the vehicle arrangement, the driver is instructed to overtake the driver by an operation, but the vehicle arrangement is changed by another method such as automatic driving. Also good.

It is a block diagram of the red signal approach alarm device which concerns on this Embodiment. It is a figure which shows an example of the stop possible curve which concerns on this Embodiment. It is a figure which shows the relationship between the alarm timing when not exceeding the alarm timing at the time of infrastructure information reception, and an infrastructure information receiving position. It is a figure which shows the relationship between an alarm timing when an alarm timing is exceeded at the time of infrastructure information reception, and an infrastructure information receiving position. 2 is a flowchart showing a flow of a vehicle group arrangement process in the ECU of FIG. It is a flowchart which shows the flow of the infrastructure information provision process in ECU of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Red signal approach warning device, 10 ... Road-to-vehicle communication device, 11 ... Vehicle-to-vehicle communication device, 12 ... Vehicle speed sensor, 13 ... GPS receiver, 14 ... Map database, 20 ... Display, 21 ... Speaker, 30 ... ECU

Claims (7)

A driving support device that performs driving support based on infrastructure information provided from a device disposed at a predetermined position on the roadside,
Receiving means for receiving performance information of the infrastructure information acquisition device mounted on the vehicle;
A performance comparison means for comparing the performance information of the infrastructure information acquisition apparatus for a plurality of vehicles;
A driving support apparatus, comprising: an arrangement determining unit that determines an arrangement of a plurality of vehicles based on a comparison result of the performance comparing unit.   The driving support apparatus according to claim 1, wherein the arrangement determining unit arranges a vehicle having a high performance of the infrastructure information acquisition apparatus among the plurality of vehicles. A timing comparison means for comparing the timing of driving support based on infrastructure information and the timing of acquiring infrastructure information;
The driving support apparatus according to claim 1, wherein the arrangement determining unit determines an arrangement of a plurality of vehicles in consideration of a comparison result obtained by the timing comparison unit.   The timing of driving assistance based on the infrastructure information is the timing of driving assistance for stopping the vehicle when it is predicted that the state of the traffic signal when the vehicle enters the intersection is a red signal based on the traffic signal information of the intersection ahead of the vehicle. The driving support apparatus according to claim 3, wherein   The arrangement determining means determines that the driving support timing for stopping the vehicle when it is predicted to be a red signal by the timing comparing means is later than the timing for acquiring the infrastructure information among the plurality of vehicles. The driving support device according to claim 4, wherein a vehicle having a high performance of the infrastructure information acquisition device is disposed rearward.   The arrangement determining means determines that the driving support timing for stopping the vehicle when the timing comparing means predicts a red signal is earlier than the timing for acquiring the infrastructure information among the plurality of vehicles. The driving support device according to claim 4 or 5, wherein a vehicle having a high performance of the infrastructure information acquisition device is arranged in front of the vehicle.   The driving support apparatus according to any one of claims 1 to 6, wherein the plurality of vehicles form a vehicle group that travels integrally.

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