JP2010138786A - Idling stop notification device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an idling stop notification device capable of determining validity even in an area where a roadside machine is not installed. <P>SOLUTION: In the stop notification device, a predicted stop time T is derived only from other vehicle information acquired through inter-vehicle communication and own vehicle condition information detected by an own vehicle. Specifically, a time Tmw required for starting movement is derived from a positional relationship of the own vehicle and the other vehicle (S4520), and an outgoing waiting time Taw is derived from an engine stop time of the other vehicle, a stop valid time of the other vehicle and present time (S4540). Then, the number (n-m) of vehicles on which the devices are not mounted between the own vehicle and the other vehicle is estimated (S4580), a start delay time is derived (S4590), and the sum of the times is calculated as the predicted stop time T (S4600). When the derived predicted stop time T is larger than an own vehicle stop valid time, a stop signal is output to an annunciator 50 (S4620). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an idling stop notification device mounted on a vehicle having an internal combustion engine.

  2. Description of the Related Art Conventionally, an idling stop notification device (hereinafter simply referred to as a stop notification device) that includes a communication device that performs communication with a roadside device installed on the road and is mounted on an automobile is known.

  In this type of stop notification device, information on intersections and traffic lights (hereinafter referred to as intersection-related information) is acquired by a communication device (that is, using road-to-vehicle communication). At the same time, this type of stop notification device determines whether or not idling stop is effective when the host vehicle stops based on the acquired intersection-related information (hereinafter referred to as “effective determination”). If the result is valid, idling stop is executed.

  Specifically, in this type of stop notification device, the time until the traffic light installed at the intersection changes to a green light (hereinafter referred to as signal waiting time) is acquired as intersection related information, and the acquired signal waiting time is obtained. It has been proposed that the idling stop is determined to be effective if is equal to or longer than a predetermined time (for example, see Patent Document 1).

In this type of stop notification device, in addition to the signal waiting time, the position of the stop line at the intersection is acquired as intersection-related information, and the value (time) obtained by dividing the distance from the host vehicle to the stop line by the start wave velocity It has been proposed that the idling stop is determined to be effective if the signal waiting time (hereinafter referred to as standby time) is equal to or longer than a specified time (see, for example, Patent Document 2). The starting wave speed referred to here is defined in advance as the speed at which the stop head position moves when starting from the top vehicle in that stop train with the position of the top vehicle in the stop train as the stop start position. Value.
JP 2002245455 A JP 2007-56734 A

  However, in the stop notification devices described in Patent Literatures 1 and 2, since the intersection-related information is acquired using road-to-vehicle communication, a place other than the vicinity of the intersection where the roadside machine is not installed (hereinafter, an uninstalled area) )), There is a problem that the validity determination cannot be executed.

  In other words, in the stop notification device described in Patent Documents 1 and 2, for example, the road construction is performed alternately, or the circuit breaker is getting off at the level crossing (that is, waiting for the level crossing). For example, there is a problem that the validity determination cannot be executed when the host vehicle stops.

  In particular, in recent years, in order to suppress global warming, it has been required to reduce the carbon dioxide emitted from automobiles. It is desired to provide a stop notification device that can execute a stop.

  Therefore, an object of the present invention is to enable execution of validity determination even in an area where no roadside device is installed in an idling stop notification device.

  The present invention made to achieve the above object is an idling stop notification device (hereinafter simply referred to as a stop notification device) mounted on a vehicle having an internal combustion engine.

  In the stop notification device of the present invention, the own vehicle position acquisition means acquires position information about the own vehicle as the own vehicle position, and the other vehicle information acquisition means stops the other vehicle from moving on the traveling path of the own vehicle. And other vehicle information including at least distance estimation information for estimating the distance from the other vehicle to the host vehicle is acquired from a communication device provided in the other vehicle using inter-vehicle communication. . The position information referred to here is information indicating the current position and the traveling direction of the vehicle, and the other vehicle represents a vehicle equipped with a communication device.

  Further, in the stop notification device of the present invention, the stop time deriving unit derives the predicted stop time based on the own vehicle position acquired by the own vehicle position acquiring unit and the other vehicle information acquired by the other vehicle information acquiring unit. To do. Then, when the stop notification means has a predicted stop time derived by the stop time deriving means longer than the own vehicle stop effective time, a stop for causing the in-vehicle device mounted on the own vehicle to perform idling stop Output a notification.

  Note that the estimated stop time described here represents the length of a period during which it is predicted that idling stop can be performed for the internal combustion engine of the host vehicle, and the own vehicle stop effective time referred to here is the internal combustion engine for the host vehicle. This represents the minimum stop duration in which the amount of fuel consumption is smaller than when idling is continued by stopping idling. However, the stop continuation time mentioned here is the length of the period during which idling stop is continued.

  That is, in the stop notification device of the present invention, information that cannot be detected by the host vehicle (other vehicle information including distance estimation information) among the information used for deriving the predicted stop time is used for inter-vehicle communication. And acquired from a communication device mounted on another vehicle. In other words, if the communication device that generates other vehicle information and transmits the generated other vehicle information using inter-vehicle communication is mounted on a vehicle other than the own vehicle (that is, another vehicle), With the stop notification device of the invention, it is possible to derive the estimated stop time.

  Therefore, according to the stop notification device of the present invention, there is no need to acquire information from the roadside device using road-to-vehicle communication in order to derive the predicted stop time. The area where the idling stop should be executed can be expanded to an uninstalled area where no roadside machine is installed.

  And by performing idling stop according to the stop notification from the stop notification device of the present invention, the fuel consumption of the host vehicle can be improved, and further, the amount of carbon dioxide discharged from the host vehicle can be reduced. Can do.

  By the way, for example, even if another vehicle that has transmitted other vehicle information (hereinafter referred to as the relevant other vehicle) starts immediately after the own vehicle stops, the own vehicle becomes the head after the relevant other vehicle starts ( In other words, if it takes a long time to restart the movement, it is effective to stop idling.

  For this reason, in the case where the distance estimation information includes the other vehicle position that is the position information about the other vehicle and the movement stop information indicating whether or not the movement is stopped, the stop notification device according to the present invention. As described in claim 2, the stop time deriving means is a vehicle in which the target vehicle specifying means is present on the traveling path of the own vehicle based on the own vehicle position and the distance estimation information and has stopped moving. And the distance deriving means may be configured to derive the inter-vehicle distance between the target vehicle and the own vehicle when it is detected that the own vehicle has stopped.

  However, the stop time deriving means configured as described above needs to be further configured so that a value obtained by dividing the inter-vehicle distance derived by the distance deriving means by the start wave velocity is used as the predicted stop time. . The starting wave speed referred to here is a value defined in advance as the speed at which the stop leading position moves when starting from the leading vehicle sequentially with the position of the leading vehicle in the stopped vehicle train as the stop leading position.

  That is, in the stop notification device of the present invention, the predicted stop time is the length of time required for the host vehicle to reach the stop top position after the target vehicle starts in the train of stop vehicles, that is, the host vehicle It may be the shortest period that is assumed to be stopped.

  According to such a stop notification device of the present invention, it is possible to reduce that it is determined that it is effective to execute idling stop even though it is invalid to perform idling stop in the host vehicle. . Therefore, unnecessary idling stop can be suppressed from being executed according to the notification from the stop notification device of the present invention.

  In addition, in the stop notification device of the present invention as set forth in claim 2, when the stop start time at which the other vehicle enters the movement stop state is included in the other vehicle information, the current time is subtracted from the stop start time. The difference may be derived as a stop elapsed time after the other vehicle is in the movement stop state, and the stop elapsed time may be used as the own vehicle stop effective time.

  Further, when the other vehicle information includes the stop start time when the other vehicle is in the movement stop state and the other vehicle stop effective time that is the stop effective time for the other vehicle, the stop in the stop notification device of the present invention As described in claim 3, the time deriving unit acquires the current time from the current time acquiring unit, and the elapsed time deriving unit moves the other vehicle based on the acquired current time and the stop start time. The stop elapsed time after entering the stop state may be derived, and the standby time deriving unit may be configured to derive the difference between the stop elapsed time and the other vehicle stop effective time as the other vehicle standby time.

  However, the stop time deriving means configured in this way uses the value obtained by dividing the inter-vehicle distance by the start wave velocity as the required travel start time, and further stops the sum of the required travel start time and the other vehicle standby time. It must be configured to have an estimated time.

  That is, in the stop notification device configured as described in claim 3, the predicted stop time is a minimum period (other vehicle standby time) that is assumed to be required until the other vehicle resumes movement from the current time. ) May be added to the time required to start moving the vehicle.

  According to such a stop notification device of the present invention, since the estimated stop time is derived in consideration of the time required for the other vehicle to resume moving, it is possible to more accurately determine the effectiveness of idling stop. Can do.

  Note that if the displacement of the internal combustion engine of the host vehicle and the target vehicle is the same, the effective stop time for each vehicle is substantially the same. In other words, when the difference between the two stop effective times is equal to or less than the set value (for example, the difference is 0), it is included in the other vehicle standby time if it is determined whether the estimated stop time is longer than the own vehicle stop effective time. The other vehicle stop effective time and the own vehicle stop effective time are canceled out.

  In such a case, in the stop notification device according to the third aspect of the present invention, if the value obtained by multiplying the stop elapsed time by the starting wave velocity is smaller than the inter-vehicle distance, the idling of the internal combustion engine of the host vehicle is provided. It may be determined that execution of the stop is effective.

  By the way, in the automobile industry, when a device to which a new technology is applied is mounted on a vehicle, the device is generally started to be mounted from a luxury car and gradually spread to a popular car.

  Therefore, a notification device for notifying the in-vehicle device of the timing at which the idling stop should be canceled (for example, the idling stop notification device of the present invention described in any one of claims 10 to 19, hereinafter referred to as a start notification device). In the process of becoming popular, among vehicles traveling on the road, a vehicle equipped with a start notification device (hereinafter referred to as a mounted vehicle) and a vehicle not mounted (hereinafter referred to as a non-mounted vehicle). Mixed). At this time, in the non-mounted vehicle, the internal combustion engine is not started at the optimal timing at which the idling stop should be canceled, and the timing at which the non-mounted vehicle starts is delayed compared to the mounted vehicle. That is, in the process of spreading new technologies, there arises a problem that the start timing varies between the mounted vehicle and the non-mounted vehicle due to the penetration rate of the device (hereinafter referred to as a second problem).

  Therefore, when the other vehicle information includes mounting information indicating whether or not a notification device for notifying the in-vehicle device when the internal combustion engine should be restarted from the idling stop is included, the idling according to the present invention is performed. As described in claim 4, the stop time deriving means in the stop notification device is a vehicle between which the notification device is not mounted and the unmounted number estimating means is derived by the distance deriving device. Based on the distance and other vehicle information, the number of unmounted vehicles existing between the target vehicle and the host vehicle is estimated, and the delay time deriving means is set to the number estimated by the unmounted number estimating means. It is desirable that the time multiplied by is derived as the own vehicle movement start delay time. The start delay time referred to here is the length of a predetermined period required until the internal combustion engine is restarted from idling stop and the vehicle can run on its own.

  However, the stop time deriving means configured in this way further includes the sum of the own vehicle movement start delay time derived by the delay time deriving means, the required movement start time, and the other vehicle standby time as the estimated stop time. Need to be configured.

  According to such a stop notification device of the present invention, in order to derive the predicted stop time in consideration of the variation in the start timing between the mounted vehicle and the non-mounted vehicle, the idling is performed even in the process of spreading the new technology. It can be determined more accurately whether or not it is effective to execute the stop.

  Next, as described in claim 5, the target vehicle specifying means in the stop notification device of the present invention, every time the other vehicle information is acquired, whether the other vehicle that transmitted the other vehicle information corresponds to the target vehicle. It may be configured to determine whether or not. In addition, the target vehicle specifying unit detects all the vehicles corresponding to the target vehicle from other vehicles corresponding to the other vehicle information acquired by the other vehicle information acquiring unit, and among all the detected items, One vehicle that satisfies the specified conditions may be specified as the target vehicle.

  However, in the case of the former, the target vehicle specifying means configured as described above needs to be configured to specify the corresponding other vehicle as the target vehicle in the determination result. In the latter case, for example, the specified condition may be that the vehicle is located farthest from the host vehicle.

  The movement stop state in the stop notification device of the present invention is preferably a state in which the operation of the internal combustion engine is stopped, that is, a state in which idling is stopped, as described in claim 6. As described, it may be in a state where traveling is stopped (for example, a state where the vehicle speed is 0 or a state where the brake is operating).

  In the former case, the other vehicle is surely stopped (when idling is stopped), so it can be considered that the host vehicle is located in the stop train.

  Furthermore, the vehicle-mounted device from which the stop notification unit of the stop notification device of the present invention outputs a stop notification may be an internal combustion engine control device that controls the operating state of the internal combustion engine as described in claim 8. As described in claim 9, a notification device may be used.

  In these stop notification devices, if the former, the idling stop can be surely executed, and if the latter, the occupant can execute idling stop depending on the situation when the host vehicle stops. it can.

  By the way, as described in claim 10, the stop notification device of the present invention may be provided with a restart determination unit and a restart notification unit.

  In such a stop notification device according to the present invention (claim 10), the restart determination means has a restart timing for restarting the internal combustion engine mounted on the host vehicle and idling stopped. If it is determined, the restart notification means outputs a start notification for restarting the internal combustion engine to the in-vehicle device mounted on the host vehicle.

  For this reason, according to the stop notification device of the present invention, the internal combustion engine can be restarted at the restart timing in accordance with the start notification. Therefore, according to the stop notification device of the present invention, the host vehicle can be started smoothly along the progress of the stopped vehicle train, and the host vehicle can be reduced from causing traffic congestion.

  And the restart determination means in the stop notification device of the present invention is configured to set the restart timing to the timing when the estimated stop time has elapsed from the start of the idling stop, as described in claim 11. Also good.

  The restart determination means derives the departure waiting time every time the departure waiting time deriving means obtains other vehicle information indicating that the movement stop information is not in the movement stop state. In addition, when the derived departure waiting time is smaller than the start delay time, the restart timing may be set. The departure waiting time referred to here is a value obtained by dividing the inter-vehicle distance between the own vehicle and the other vehicle by the starting wave speed according to the other vehicle information and the own vehicle position.

  Furthermore, the restart determination means in the stop notification device according to the present invention, as described in claim 13, determines the risk level of the host vehicle based on at least one of the host vehicle position and other vehicle information. In addition to deriving as a determination value, the risk determination unit may determine that the restart timing has been reached when the risk determination value is larger than a specified threshold value.

  By the way, normally, a vehicle that is executing idling stop (hereinafter referred to as a specific stop vehicle) cannot self-run during idling stop of the internal combustion engine. For this reason, for example, even if another vehicle is about to collide with the specific stop vehicle, the specific stop vehicle itself has a problem that it is difficult to take an avoidance action in advance.

  Therefore, it is desirable that the risk determination means in the stop notification device of the present invention comprises a risk determination means and a determination value derivation means as described in claim 14.

  In such a stop notification device of the present invention, each time the other vehicle information is acquired by the risk determination means, it is determined whether or not the own vehicle exists on the traveling path of the other vehicle that has transmitted the other vehicle information. If it is determined in the determination that the own vehicle is present on the traveling path of the other vehicle, the determination value deriving unit derives a risk level given to the own vehicle by the other vehicle as a risk determination value.

  According to the stop notification device of the present invention configured as described above, the host vehicle exists on the travel path of the risk determination vehicle, and the risk degree given to the host vehicle by the risk determination vehicle is higher than the specified threshold value. Since the time is set as the restart timing, the internal combustion engine can be started in advance before the danger determination vehicle gives danger to the own vehicle. As a result, the avoidance action of the host vehicle can be taken before the other vehicle collides.

  When the vehicle speed is included in the other vehicle information, the determination value deriving means in the stop notification device according to the present invention is the vehicle between the risk determination vehicle and the host vehicle as described in claim 15. A value obtained by dividing the distance by the vehicle speed of the risk determination vehicle may be derived as the risk determination value. When the determination value deriving unit is configured as described above, it is preferable that the risk determination unit sets the start delay time as a specified threshold value.

  In the stop notification device of the present invention configured as described above, the risk determination value becomes higher than the specified threshold when the risk determination vehicle approaches at high speed from behind the host vehicle. That is, according to the stop notification device of the present invention, the internal combustion engine can be restarted when the danger determination vehicle approaches the host vehicle, and the avoidance action can be more reliably performed.

  By the way, for example, when a large vehicle collides with a stopped vehicle train, there is a high possibility that damage will increase as compared with a case where a passenger car (small vehicle) collides with a stopped vehicle train. For this reason, it is desirable to restart the internal combustion engine when it is determined that a large vehicle is approaching.

  Therefore, when the vehicle type information representing the vehicle type is included in the other vehicle information, the risk determination value derived by the risk determination means is the risk determination vehicle, as described in claim 16, if the risk determination vehicle is a large vehicle. For example, it is desirable that the value is larger than the specified threshold value.

  Moreover, normally, the frontmost part or the rearmost part of the stopped vehicle train is highly likely to be collided with another vehicle.

  For this reason, the risk determination value derived by the risk determination means is a value larger than a prescribed threshold when the host vehicle is at the forefront or the rearmost part of the stopped vehicle train as described in claim 17. Also good.

  The in-vehicle device to which the restart notification means in the stop notification device of the present invention outputs a start notification may be an internal combustion engine control device as described in claim 18, or as described in claim 19. In addition, a notification device may be used.

  In these stop notification devices, if the former, the internal combustion engine can be reliably restarted from the idling stop, and if the latter, the internal combustion engine is stopped from idling to the occupant according to the situation at that time. Can be restarted.

  According to the present invention made to solve the second problem, as described in claim 20, the own vehicle position acquisition unit acquires the own vehicle position, and the other vehicle information acquisition unit acquires the other vehicle position. In addition to acquiring other vehicle information including at least movement stop information and mounting information, an intersection existing at the shortest position from the own vehicle on the traveling path of the own vehicle is set as the nearest intersection, and the position of the stop line at the nearest intersection is determined. The stop line position, the time until the traffic light at the latest intersection changes to the next green light is set as the signal waiting time, and the intersection information acquisition means is configured to acquire the intersection information including the stop line position and the signal waiting time. A stop notification device may be used.

  However, in the stop notification device according to claim 20, when it is detected that the host vehicle has stopped, the stop time deriving means determines the stop predicted time based on the intersection information, the host vehicle position, and the other vehicle information. When the estimated stop time is longer than the own vehicle stop effective time, the stop notification means outputs a stop notification for causing the in-vehicle device mounted on the own vehicle to perform idling stop. Must be configured.

  Furthermore, the stop time deriving means in the stop notification device according to claim 20, wherein the start time deriving means is required to start moving the own vehicle by dividing a specific distance between the own vehicle and the stop line position by the starting wave velocity. Derived as time, the unmounted number estimating means estimates the number of unmounted vehicles existing between the stop position and the own vehicle based on the specific distance and other vehicle information, and the delay time deriving means is A time obtained by multiplying the number of units estimated by the unloaded number estimating means by the start delay time is derived as the own vehicle movement start delay time, and the signal waiting time included in the intersection information, the own vehicle movement start required time, and The vehicle movement start delay time needs to be configured to be the estimated stop time.

  According to such a stop notification device of the present invention, it is determined whether or not it is effective to perform an idling stop in order to derive a predicted stop time in consideration of variations in start timing between the mounted vehicle and the non-mounted vehicle. It can be judged appropriately.

  And by performing idling stop according to the stop notification from the stop notification device of the present invention, the fuel consumption of the host vehicle can be improved, and further, the amount of carbon dioxide discharged from the host vehicle can be reduced. Can do.

  For example, if the traffic light is red at the intersection and the vehicle stops, and there is a large vehicle in the stop train, the driver who drives an unmounted vehicle that is stopped between the large vehicle and the vehicle , You can not see the state of the traffic lights and the like on the traveling path. In this case, in order for an unmounted vehicle that has stopped idling to restart, after the large vehicle has departed and the driver has confirmed that the signal has changed, the internal combustion engine is restarted from the idling stopped state. It will be. At this time, the time required for the non-mounted vehicle that has stopped between the large vehicle and the host vehicle to re-start is longer than the non-mounted vehicle that has stopped between the large vehicle and the stop line.

  Therefore, when the vehicle height information related to the vehicle height of the other vehicle is included in the other vehicle information, the delay time deriving means in the stop notification device of the present invention is the vehicle height information as described in claim 21. And, based on the vehicle position, whether or not a large vehicle having a vehicle height greater than the reference value is included in the stop train, and if the result of the determination is that a large vehicle is included, It is desirable that correction is made so that the start delay time becomes a large value.

  According to the stop notification device of the present invention configured as described above, it is possible to derive the own vehicle movement start delay time in accordance with the behavior of the driver.

  By the way, when the traffic light stops in red, a driver of a vehicle (hereinafter referred to as a specific driver) located between the large vehicle and the stop line can visually check the traffic signal regardless of whether the vehicle is mounted or not. Probability is high. For this reason, the specific driver can restart the internal combustion engine at the same time as the signal changes, and can smoothly start the corresponding vehicle without causing a delay from the preceding vehicle.

  Therefore, in the stop notification device according to claim 21, when the traffic light is red, it is detected that the host vehicle has stopped, and there is an unmounted vehicle between the large vehicle and the stop line. The time deriving means may be configured to correct the own vehicle movement start delay time to be a small value.

  Further, in the stop notification device configured as described above (as described in claims 20 and 21), the restart determination means according to claim 10 and the restart notification means are provided. Also good.

  According to such a stop notification device of the present invention, the internal combustion engine can be restarted at the restart timing in accordance with the start notification. Therefore, according to the stop notification device of the present invention, the host vehicle can be started smoothly along the progress of the stopped vehicle train, and the host vehicle can be reduced from causing traffic congestion.

  And the restart determination means in the stop notification device of the present invention may be configured similarly to the restart determination means according to claim 11 or claim 12, or the restart determination according to claim 13. It may be configured similarly to the means.

  According to the stop notification device configured as described above, the same effect as that of the stop notification device according to claims 11, 12, and 13 can be obtained.

  Note that the stop notification device configured as described in claims 20 and 21 may have the same configuration as that described in claims 14 to 19.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

Here, FIG. 1 is a block diagram showing a schematic configuration of an idling stop notification system that determines whether idling stop of an engine mounted on a vehicle is effective and outputs a notification according to the determination result. Hereinafter, the idling stop notification system 1 is simply referred to as a stop notification system 1.
<overall structure>
As shown in FIG. 1, the stop notification system 1 includes an in-vehicle device 10 installed in each automobile, and a plurality of roadside devices 7 installed on the roadside on the road, and communication between the in-vehicle devices 10, And communication between onboard equipment 10 and roadside machine 7 is performed. Note that the vehicle-mounted device 10 is mounted one by one on one vehicle.

  Of these, the roadside device 7 is a well-known device that is disposed in the vicinity of an intersection having a traffic signal (hereinafter referred to as a corresponding intersection) and performs data communication with the vehicle-mounted device 10 using road-to-vehicle communication. . Hereinafter, a traffic signal at a corresponding intersection is referred to as a corresponding traffic signal.

  The roadside device 7 is configured to transmit information on the corresponding intersection and the corresponding traffic signal (hereinafter referred to as intersection information) into the communication area via the antenna 8.

  The intersection information includes a header indicating that the data being communicated is intersection information, an intersection position composed of latitude and longitude indicating the position of the corresponding intersection, and a stop line of the corresponding intersection (hereinafter referred to as a corresponding stop line). Stop line position composed of latitude and longitude representing the position of the vehicle, stop signal information indicating whether or not the corresponding signal is a red signal, and a signal waiting time Ts that is a time until the corresponding signal is changed to a green signal next time. And.

In other words, the vehicle-mounted device 10 mounted on the vehicle passing through the communication area of the roadside machine 7 or stopped in the communication area receives the intersection information transmitted by the roadside machine 7 using the known road-to-vehicle communication. It will be.
<Configuration of onboard equipment>
Next, the configuration of the vehicle-mounted device 10 will be described.

  In the following description, if necessary, the vehicle-mounted device 10 mounted on a vehicle other than the host vehicle is distinguished by attaching a symbol a (that is, described as the vehicle-mounted device 10a), and the vehicle-mounted device 10a is mounted. Such a vehicle is called another vehicle. Moreover, since the onboard equipment 10a is comprised similarly to the onboard equipment 10 except the vehicle mounted differs, the code | symbol a is attached | subjected as needed about each apparatus which comprises the onboard equipment 10a. Detailed explanation is omitted.

  The vehicle-mounted device 10 is connected to the transmission / reception device 12 that transmits / receives information to / from the vehicle-mounted device 10a and the roadside device 7 via the antenna 11, and the engine mounted on the host vehicle. The idling stop related notification device 20 that determines whether or not it is effective to execute idling stop and outputs a control command according to the determination result to the in-vehicle device is provided. The idling stop related notification device 20 corresponds to the idling stop notification device of the present invention, and is simply referred to as a stop notification device 20 below.

  Furthermore, the stop notification device 20 includes, as devices constituting the vehicle-mounted device 10, a sensor group 17 that detects the state of the host vehicle, and an engine control electronic control unit that controls the operating state of the engine mounted on the host vehicle ( The engine control ECU (hereinafter referred to as an engine control ECU) 40 is connected to a notification device 50 that notifies information in the passenger compartment.

  Among the devices constituting the vehicle-mounted device 10, the sensor group 17 includes a position detector 13 that detects the current position of the host vehicle, the traveling direction, and the current time, and the vehicle speed of the host vehicle (hereinafter, the host vehicle speed). And a speed sensor 16 for detecting.

  The position detector 13 includes a direction sensor 14 (for example, a gyro sensor) that detects the magnitude of the rotational motion applied to the host vehicle and a GPS antenna (not shown) that receives radio waves from an artificial satellite for GPS (Global Positioning System). And a GPS sensor 15 that receives the signal via the. Then, the position detector 13 detects the vehicle position including the current latitude and longitude where the host vehicle is located, and the host vehicle is currently traveling according to the detection signal from the direction sensor 14 and the received signal from the GPS sensor 15. It is configured to derive the current traveling direction (hereinafter referred to as the own vehicle traveling direction) and the current time, and output the derived information to the stop notification device 20.

  Further, the notification device 50 is disposed in the vehicle interior, and displays a display device 51 that displays an image in accordance with a control command from the stop notification device 20 and an audio output that outputs a sound in accordance with the control command from the stop notification device 20. Device 52.

  The position detector 13 and the notification device 50 may be provided exclusively for the vehicle-mounted device 10 or may be provided in a known vehicle-mounted device such as a navigation device.

  Further, the engine control ECU 40 is connected to the stop notification device 20 via a LAN communication bus, and engine state information (that is, engine control state (engine It is configured to output to the stop notification device 20 whether or not it is operating, the engine speed, etc.) and the accelerator operation state). Further, the engine control ECU 40 receives the target acceleration, the fuel cut request, etc., and outputs a drive command to the throttle actuator that adjusts the throttle opening of the engine according to the received information, thereby The driving force is configured to be controlled. In the present embodiment, data communication between devices via the LAN communication bus uses a CAN ("Controller Area Network") proposed by Robert Bosch, which is generally performed in an in-vehicle network. .

  Hereinafter, information obtained by adding own vehicle speed and engine state information to the own vehicle position, own vehicle traveling direction, and current time is referred to as own vehicle state information.

  The transmission / reception device 12 is configured to receive intersection information from the roadside device 7 and to perform data communication with the transmission / reception device 12a located within the communicable range using inter-vehicle communication. Has been. In the data communication using the vehicle-to-vehicle communication, vehicle information representing the state of each vehicle on which the vehicle-mounted devices 10 and 10a are mounted is transmitted and received.

  Hereinafter, vehicle information transmitted from the transmission / reception device 12 (that is, vehicle information about the host vehicle) is referred to as host vehicle information, and vehicle information received by the transmission / reception device 12 (that is, vehicle information about other vehicles) is referred to as vehicle information. This is called other vehicle information.

  Further, the transmission / reception device 12 is configured to output the received intersection information and other vehicle information to the stop notification device 20.

  Here, FIG. 2 is an explanatory diagram showing a schematic configuration of own vehicle information transmitted using inter-vehicle communication.

  As shown in FIG. 2, the host vehicle information includes a header indicating that the data being communicated is vehicle information, and a host vehicle for identifying the vehicle on which the vehicle-mounted device 10 that generates the host vehicle information is mounted. It has an ID, a host vehicle position, a host vehicle traveling direction, a host vehicle speed, and a host vehicle engine stop flag indicating whether or not the host vehicle engine is stopped. Furthermore, the host vehicle information includes the time when the engine of the host vehicle is stopped (hereinafter referred to as the host vehicle engine stop time) and the period during which the engine stop of the host vehicle is continued in order to enable idling stop. It has a time defined in advance as the minimum length (hereinafter referred to as the own vehicle stop effective time). The own vehicle information includes own vehicle type information indicating the vehicle height, vehicle type, size, etc. of the own vehicle, and the type of in-vehicle equipment mounted on the own vehicle (for example, a forward monitoring device, a navigation device, etc.). Own vehicle equipment information.

  In addition, about each information contained in other vehicle information, description is abbreviate | omitted as what replaces "the own vehicle" described in the said description and FIG. 2 with "another vehicle."

That is, in the vehicle-mounted device 10 mounted on the vehicle that is traveling within the communication range of the transmission / reception device 12a provided in the vehicle-mounted device 10a or is stopped within the communication range, the vehicle information transmitted from the vehicle-mounted device 10a is transmitted to the other vehicle. Receive as information.
<About the idling stop notification device>
Next, the stop notification device 20 will be described.

  The stop notification device 20 determines whether or not it is effective to execute idling stop of the engine based on the intersection information, other vehicle information, and own vehicle state information (hereinafter referred to as stop valid determination), and idling stop. It is determined whether or not it is effective to execute the restart of the engine (hereinafter referred to as restart effective determination), and a control command according to the determination result is output to the notification device 50. is there.

  The stop notification device 20 acquires the other vehicle information and the intersection information output from the transmission / reception device 12 and outputs the vehicle information generated by the stop notification device 20 to the transmission / reception device 12. have. Further, the stop notification device 20 includes a sensor control unit 22 that acquires the host vehicle position, the host vehicle traveling direction, the current time, and the host vehicle speed output from the sensor group 17, and engine state information output from the engine control ECU 40. And an in-vehicle communication unit 23 for acquiring

  Further, every time the stop notification device 20 acquires own vehicle state information from the sensor group 17 and the engine control ECU 40, the own vehicle database (hereinafter referred to as own vehicle DB) 31 in which the acquired own vehicle state information is stored. Each time the other vehicle information is acquired via the transmission / reception device 12, the acquired other vehicle information is provided with an other vehicle database (hereinafter referred to as other vehicle DB) 32 stored as shown in FIG. Yes. The stop notification device 20 stores map data (for example, well-known node data, link data, cost data, road data, terrain data, intersection data, and the like) in advance, and intersection information via the transmission / reception device 12. The road information database 33 (hereinafter referred to as road information DB) 33 stores the acquired intersection information. Furthermore, the stop notification device 20 outputs various information acquired via the communication control unit 21, the sensor control unit 22, and the in-vehicle communication unit 23 to the subsequent stage, and the databases 31, 32, 33 corresponding to the acquired various information. And a data management unit 24 for reading out necessary information from the databases 31, 32, and 33.

  Then, the stop notification device 20 generates the own vehicle information according to various information from the data management unit 24, and performs a process execution unit 25 that executes a stop validity determination and a restart validity determination, and a determination by the process execution unit 25. The control execution part 26 which outputs the control command according to the result to the alerting | reporting apparatus 50 is provided.

  The stop notification device 20 includes a storage device (for example, a flash memory) that retains stored contents even when the power is turned off, and a memory (for example, a DRAM) that stores data temporarily generated during processing. A known microcomputer including a storage device and an arithmetic device that executes a processing program stored in the memory is mainly configured. Accordingly, each of the above-described units 21 to 26 performs the stop valid determination and the restart valid determination, and performs the stop / start valid determination process for outputting the control command according to the determination result to the stop notification device 20 (more accurately, This is a function realized by the execution of the computing device. The databases 31, 32, and 33 described above are functions realized by a storage device or a memory when the stop notification device 20 executes a stop / start validity determination process.

In the following, intersection information and other vehicle information are collectively referred to as determination information.
<About stop / start valid judgment processing>
Next, stop / start validity determination processing executed by the stop notification device 20 will be described.

  Here, FIG. 4 is a flowchart showing a processing procedure of the stop / start validity determination processing.

  The stop / start validity determination process is started when the stop notification device 20 is activated.

  When the stop / start validity determination process is started, first, in S110, it is determined whether or not the determination information is acquired from the transmission / reception device 12, and the determination information is acquired as a result of the determination. For example, the process waits until the determination information is acquired. That is, when the determination information is received by the transmission / reception device 12, the process proceeds to S120.

  In S120, the determination information acquired in S110 is stored in the databases 32 and 32 corresponding to the content of the determination information. In subsequent S130, it is determined whether the determination information acquired in S110 is other vehicle information or intersection information. If the determination information is other vehicle information, the process proceeds to S140. Specifically, in the stop / start validity determination process of the present embodiment, whether the determination information is other vehicle information or intersection information is specified according to the header included in the determination information, and is specified. The stored information is stored in the corresponding databases 32 and 33.

  Furthermore, in S140, based on the other vehicle information and the own vehicle state information, a stop valid determination or a restart valid determination is executed, and a first determination for outputting a control command according to the determination results to the notification device 50. Execute notification processing.

  Then, the process returns to S110.

  On the other hand, as a result of the determination in S130, if the determination information is intersection information, the process proceeds to S160. In S160, the stop validity determination or the restart validity determination is executed based on the intersection information, the other vehicle information, and the own vehicle state information, and a control command according to the determination result is output to the notification device 50. Execute the two-determination notification process.

Then, the process returns to S110.
<About the first judgment notification process>
Next, the first determination notification process started in S140 of the stop / start validity determination process will be described.

  Here, FIG. 5 is a flowchart showing a processing procedure of the first determination notification processing.

  In the first determination notification process, when the process is started, first, in S410, it is determined whether or not the host vehicle speed detected by the speed sensor 16 can be regarded as 0 km / s. If the speed can be regarded as 0 km / s, the process proceeds to S420. Here, “can be regarded as 0 km / s” does not necessarily mean that the host vehicle speed is equal to 0 km / s but includes that the vehicle speed is within a speed range set in advance as a value close to 0. It is a waste. That is, if the host vehicle has stopped traveling, the process proceeds to S420.

  In S420, it is determined whether or not the engine of the host vehicle is stopped according to the engine state information from the engine control ECU 40. As a result of the determination, if the engine is not stopped, that is, the engine is operating. If so, the process proceeds to S430.

  And in S430, the own vehicle position and the own vehicle traveling direction from the position detector 13, and other vehicle information acquired in the previous S110 (hereinafter referred to as relevant other vehicle information, the other vehicle that has transmitted the relevant other vehicle information) Is located in the traveling direction of the vehicle on the road on which the vehicle is traveling based on the other vehicle position and the traveling direction of the other vehicle and the map data from the road information DB 33. It is determined whether or not the corresponding other vehicle exists on the (travel path). As a result of the determination, if there is a corresponding other vehicle on the traveling path of the host vehicle, the process proceeds to S440. Note that the determination in S430 is a well-known process, and thus detailed description thereof is omitted.

  Further, in S440, if the other vehicle engine stop flag included in the corresponding other vehicle information indicates that the engine is stopped, that is, if the engine of the corresponding other vehicle is stopped, the process proceeds to S450. . That is, when the host vehicle is operating the engine and the other vehicle in which the engine is stopped is present on the traveling path of the host vehicle, there is a stop vehicle group including at least the corresponding other vehicle. It is determined that the operation has been stopped, and the process proceeds to S450.

  In S450, the length of the period during which it is predicted that idling stop can be performed for the engine of the host vehicle (hereinafter referred to as the predicted stop time T) is derived based on the host vehicle state information and the corresponding other vehicle information. Then, stop validity determination is performed according to the predicted stop time T, and stop determination processing for outputting a control command to the notification device 50 is executed.

  Thereafter, the first determination notification process is terminated, and the process returns to the stop / start validity determination process.

  By the way, as a result of the determination in S420, if the result of the determination is that the engine of the host vehicle is stopped, that is, the host vehicle is not running (S410: Yes), and the engine is stopped. The process proceeds to S470.

  In S470, restart determination is performed, and restart determination processing for outputting a control command according to the determination result to the notification device 50 is executed. Thereafter, the first determination notification process is terminated, and the process returns to the stop / start validity determination process.

  As a result of the determination in S410, if the host vehicle speed cannot be regarded as 0 km / s, it is determined that there is no need to execute the stop determination process or the restart process because the host vehicle is traveling. . Therefore, the first determination notification process is terminated, and the process returns to the stop / start validity determination process.

  Furthermore, if the result of determination in S430 is that there is no other vehicle on the traveling path of the host vehicle, or if the result of determination in S440 is that the engine of the other vehicle is operating, the estimated stop time Information necessary for deriving T is not included in the corresponding other vehicle information. For this reason, the first determination notification process is terminated without executing the stop determination process, and the process returns to the stop / start validity determination process.

That is, in the first determination notification process, it can be estimated that the own vehicle has stopped due to the presence of the stopped vehicle train on the traveling path of the own vehicle, and the information necessary for deriving the predicted stop time T is applicable. If it is included in the vehicle information, a stop determination process is executed. However, the first determination notification process executes a restart process when the host vehicle is stopped with the engine stopped.
<About stop judgment processing>
Next, the stop determination process activated in S450 of the first determination notification process will be described.

  Here, FIG. 6 is a flowchart showing the processing procedure of the stop determination processing.

  When the stop determination process is started, first, in S4510, according to the own vehicle position and the other vehicle position included in the relevant other vehicle information, the distance between the relevant other vehicle and the own vehicle (hereinafter, referred to as the following). Lc) (referred to as self-other distance).

  Subsequently, the position of the leading vehicle in the stopped vehicle row is set as the leading stop position, and a value defined in advance as a speed at which the stop leading position moves when starting sequentially from the leading vehicle (hereinafter referred to as a starting wave velocity ν) is S4510. The value (time) obtained by dividing the self-other distance Lc derived in (5) is derived as the movement start required time Tmw (S4520). That is, the movement start required time Tmw is the length of the period required for the host vehicle to reach the stop top position (that is, the vehicle can start) when the corresponding other vehicle that is stopped starts.

  Then, a difference obtained by subtracting the current time from the other vehicle engine stop time included in the corresponding other vehicle information is derived as a stop elapsed time ΔTp (S4530). That is, the stop elapsed time ΔTp is the length of the period in which the idling stop is continued in the corresponding other vehicle.

  Further, a difference obtained by subtracting the elapsed stop time ΔTp derived in S4530 from the effective stop time Tea included in the corresponding other vehicle information is derived as a start waiting time Taw (in S4540). That is, the start standby time Taw is the minimum length of a period that is assumed as the length of the period from the current time until the corresponding other vehicle starts (that is, time).

Subsequently, the total number of vehicles (hereinafter referred to as the number of stopped vehicles) n that is stopped at the self-other distance Lc is derived (S4550). Specifically, in the present embodiment, a value obtained by dividing the self-other distance Lc by the sum of the predefined average inter-vehicle distance δ _l and the predefined average vehicle length l is derived as the number of stopped vehicles n ( That is, the number of stopped vehicles n = the distance between the other cars Lc / (average inter-vehicle distance δ _l + average vehicle length l))

  Furthermore, according to the own vehicle position and the other vehicle position included in the other vehicle information stored in the other vehicle DB 32, the own vehicle and the corresponding other vehicle are selected from the other vehicle information stored in the other vehicle DB 32. Other vehicle information about other vehicles located on the road between is acquired (S4560). Based on the other vehicle position included in the acquired other vehicle information, the number of other vehicles existing between the corresponding other vehicle and the own vehicle (hereinafter referred to as the number m of other vehicles), that is, Then, the number m of vehicles equipped with the vehicle-mounted device 10a is derived (S4570). In the present embodiment, specifically, the number of other vehicle information acquired in S4660 is the number m of other vehicles.

  Then, the difference obtained by subtracting the number m of vehicles from the number n of stopped vehicles is derived as the number of unmounted vehicles (nm) existing between the corresponding other vehicle and the host vehicle (S4580). The unmounted vehicle is a vehicle that is not mounted with the vehicle-mounted device 10a.

  Subsequently, the engine is restarted from the idling stop, and a time (hereinafter referred to as a start delay time) ΔTa that is defined in advance as an average length of a period required for the vehicle to be able to self-run, and the number of unmounted vehicles (n− The power of m) is derived as the start delay time (S4590). That is, the start delay time is obtained by accumulating delay times in all unmounted vehicles existing between the corresponding other vehicle and the host vehicle. This is because the restart and start of the engine are delayed in an unmounted vehicle compared to other vehicles.

  Furthermore, the sum of the required movement start time Tmw, the start waiting time Taw, and the start delay time is derived as a predicted stop time T (S4600), and the derived predicted stop time T is greater than the own vehicle stop effective time. It is determined whether it is larger (S4610).

  As a result of the determination in S4610, if the estimated stop time T is longer than the own vehicle stop effective time (S4610: YES), the idling stop is executed in the own vehicle, so that the amount of fuel consumed rather than continuing idling is increased. It is determined that the amount can be reduced (that is, execution of idling stop is effective), and the flow proceeds to S4620.

  In S4620, a stop signal for executing idling stop is output to the notification device 50 as a control command. As a result, the notification device 50 causes the display device 51 to display an image indicating that the idling stop should be executed at the current time, and causes the sound output device 52 to output a sound indicating that effect.

  Thereafter, the stop determination process is terminated, and the process returns to the first determination notification process.

  As a result of the determination in S4610, if the estimated stop time T is equal to or shorter than the own vehicle stop effective time (S4610: NO), the idling stop is executed in the own vehicle, so that the fuel consumed rather than continuing idling. It is determined that the amount increases (that is, execution of idling stop is invalid). And it returns to a 1st determination notification process, without outputting a control command with respect to the alerting | reporting apparatus 50. FIG.

That is, in the stop determination process in the present embodiment, based on the other vehicle information received from the vehicle-mounted device 10a and the own vehicle state information detected by the own vehicle, that is, without using the intersection information, the estimated stop time T is calculated. It is determined whether it is effective to execute idling stop according to the derived predicted stop time T. In the stop determination process, if it is effective to execute idling stop as a result of the determination, a stop signal is output to the notification device 50 as a control command.
<About restart judgment processing>
Next, the restart determination process started in S470 of the first determination notification process will be described.

  Here, FIG. 7 is a flowchart showing a processing procedure of the restart determination processing.

  When the restart determination process is started, first, in S4710, it is determined whether or not the other vehicle engine stop flag included in the corresponding other vehicle information indicates that the engine is stopped. As a result of the determination in S4710, if the other vehicle engine stop flag does not indicate that the engine is stopped, that is, the engine of the own vehicle is stopped (S420: YES), and the engine of the other vehicle is If is operating, the process proceeds to S4720. In S4720, the own-other distance Lc is derived according to the own vehicle position and the other vehicle position included in the relevant other vehicle information.

  Subsequently, based on the own vehicle position and the own vehicle traveling direction from the position detector 13, the other vehicle position and the other vehicle traveling direction included in the corresponding other vehicle information, and the map data from the road information DB 33, It is determined whether or not the corresponding other vehicle exists on the traveling path of the host vehicle (S4730). As a result of the determination, if there is no corresponding other vehicle on the traveling path of the host vehicle, the process proceeds to S4740.

  In S4740, it is determined whether or not the host vehicle is present on the traveling path of the other vehicle by the same method as in the previous S4730. As a result of the determination, if the host vehicle is present on the traveling path of the corresponding other vehicle, whether or not the corresponding other vehicle is a large vehicle based on the other vehicle type information included in the corresponding other vehicle information. Is determined (S4750).

  If the result of determination in S4750 is that the other vehicle is not a large vehicle, the process proceeds to S4760. In S4760, the host vehicle and the corresponding other vehicle based on the own vehicle speed and the own vehicle traveling direction detected by the speed sensor 16 and the other vehicle speed and other vehicle traveling direction included in the corresponding other vehicle information. And a value obtained by dividing the self-other distance Lc by the derived relative speed v is derived as a determination index TTC. That is, the determination index TTC is derived as the length of a period required for the relevant other vehicle and the own vehicle to contact the own vehicle when the relevant other vehicle and the own vehicle continue the current state.

  Subsequently, whether or not the determination index TTC is smaller than the comparison time, with a specified time defined as a sufficient length of time required until the engine is started and a time added to the start delay time ΔTa as a comparison time. Is determined (S4780). As a result of the determination, if the determination index TTC is smaller than the comparison time, it is determined that the degree of risk that the other vehicle gives to the host vehicle is higher than a predetermined threshold value, and the process proceeds to S4790.

  If the result of determination in S4750 is that the other vehicle is a large vehicle, it is determined that the degree of risk that the other vehicle gives to the host vehicle is higher than a predetermined threshold value, and the flow proceeds to S4790.

  By the way, as a result of the determination in S4730, if the relevant other vehicle exists on the traveling path of the own vehicle, the time required to start the movement is obtained by dividing the own-other distance Lc derived in S4720 by the starting wave velocity ν. Tmw is derived (S4800). Subsequently, it is determined whether or not the derived movement start required time Tmw is larger than the start delay time ΔTa (S4810). As a result of the determination, if the required movement start time Tmw is larger than the start delay time ΔTa (S4810: YES), it is determined that the corresponding other vehicle that has stopped in the stopped vehicle train has started, and the process proceeds to S4790.

  In S4790, a start signal for starting the engine (that is, restarting from idling stop) is output to the notification device 50 as a control command. As a result, the notification device 50 causes the display device 51 to display an image indicating that the engine should be restarted at the current time, and causes the sound output device 52 to output a sound indicating that effect.

  If the result of determination in S4710 indicates that the other vehicle engine stop flag indicates that the engine is stopped, or if the result of determination in S4810 is that the required movement start time Tmw is less than or equal to the start delay time ΔTa, This stop determination process is terminated without outputting a start signal to the notification device 50. Further, as a result of the determination in S4740, when the own vehicle does not exist on the traveling path of the corresponding other vehicle, or when the determination index TTC is equal to or longer than the comparison time, the degree of risk given to the own vehicle by the corresponding other vehicle Therefore, the restart determination process is terminated without outputting a start signal to the notification device 50.

That is, in the restart determination process in the present embodiment, the degree of risk given to the own vehicle when the relevant other vehicle that has been located in the stopped vehicle train starts or the relevant other vehicle approaching the own vehicle is the prescribed threshold value. If it is higher, it is determined that it is effective to restart the engine from idling stop. When such a determination is made by the stop notification device 20, in the restart process, a start signal for restarting the engine is output to the notification device 50.
<About the second judgment notification process>
Next, the second determination notification process started in S160 of the stop / start validity determination process will be described.

  Here, FIG. 8 is a flowchart showing a processing procedure of the second determination notification processing.

  In the second determination notification process, when the process is started, first, in S610, it is determined whether or not the host vehicle speed detected by the speed sensor 16 can be regarded as 0 km / s. If the speed can be regarded as 0 km / s, the process proceeds to S620. That is, if the host vehicle has stopped traveling, the process proceeds to S620.

  In the S620, it is determined whether or not the corresponding traffic signal is a red signal according to the stop signal information included in the intersection information (hereinafter referred to as the corresponding intersection information) acquired in the previous S10. If the corresponding traffic light is a red signal, the process proceeds to S630. That is, when the corresponding traffic signal is a red signal, it is determined that the host vehicle is stopped.

  In S630, a stop duration derivation process for deriving the predicted stop time T is executed based on the own vehicle state information, the relevant intersection information, and the other vehicle information. Subsequently, it is determined whether or not the predicted stop time T derived in the stop duration deriving process is longer than the own vehicle stop effective time (S650). As a result of the determination, if the estimated stop time T is longer than the own vehicle stop effective time (S650: YES), the amount of fuel consumed can be reduced by performing idling stop in the own vehicle rather than continuing idling. (In other words, it is determined that the idling stop is effective), and the process proceeds to S660.

  In S660, a stop signal for executing idling stop is output to the notification device 50 as a control command. As a result, the notification device 50 causes the display device 51 to display an image indicating that the idling stop should be executed at the current time, and causes the sound output device 52 to output a sound indicating that effect.

  Subsequently, it is determined whether or not the estimated stop time T derived in the previous S630 has elapsed since the stop signal was output in S660 (S670). Wait until. Then, when the estimated stop time has elapsed, it is determined whether the engine of the host vehicle is stopped according to the engine state information from the engine control ECU 40 (S680).

  If the result of determination in S680 is that the engine of the host vehicle is stopped, the start signal for starting the engine (that is, restarting from idling stop) is output to the notification device 50 as a control command in S690. To do. As a result, the notification device 50 causes the display device 51 to display an image indicating that the engine should be restarted at the current time, and causes the sound output device 52 to output a sound indicating that effect.

  Thereafter, the second determination notification process is terminated, and the process returns to the stop / start validity determination process.

  As a result of the determination in S610, if the own vehicle speed cannot be regarded as 0 km / s, or if the determination in S620 indicates that the stop signal information is not a red signal, the corresponding traffic signal is not a red signal. Therefore, it is determined that the host vehicle is not stopped. Therefore, the second determination notification process is terminated without outputting a control command (that is, a stop signal or a start signal) to the notification device 50, and the process returns to the stop / start validity determination process.

  As a result of the determination in S650, if the estimated stop time T is equal to or shorter than the own vehicle stop effective time (S650: NO), if idling stop is executed in the own vehicle, the amount of fuel consumed is greater than continuing idling. It is determined that it increases (that is, execution of idling stop is invalid). Therefore, the second determination notification process is terminated without outputting a control command to the notification device 50, and the process returns to the stop / start validity determination process.

Furthermore, if the result of determination in S680 is that the engine of the host vehicle is not stopped, the driver of the host vehicle restarts the engine before the estimated stop time T has elapsed since the stop signal was output. Judge. For this reason, the second determination notification process is terminated without outputting a start signal to the notification device 50, and the process returns to the stop / start validity determination process.
<About stop duration derivation processing>
Next, the stop duration derivation process started in S630 of the second determination notification process will be described.

  Here, FIG. 9 is a flowchart showing a processing procedure of the stop duration derivation process.

  In the stop duration derivation process, when the process is started, first, in S6310, according to the intersection position and the own vehicle position included in the relevant intersection information, the other vehicle information stored in the other vehicle DB 32 is included. From the other vehicle information about other vehicles located on the road between the own vehicle and the corresponding stop line.

  Subsequently, a distance Ll between the corresponding stop line and the own vehicle (hereinafter referred to as a stop line distance) Ll is derived according to the intersection position and the own vehicle position included in the relevant intersection information (S6320).

  Further, the sum of the value (time) obtained by slowing the distance Ll between the stop lines at the start wave velocity ν and the signal waiting time Ts included in the corresponding intersection information is derived as the required movement start time Tmw (S6330). . That is, the required movement start time Tmw here is the stop vehicle position formed at the corresponding intersection, after the head vehicle that has stopped at the corresponding stop line starts, That is, it is the length of the period required until the vehicle can start.

  Subsequently, in S6340, a start delay time deriving process for deriving the start delay time is executed. The start delay time is the length of a period in which the start of the own vehicle is delayed due to the delay in restarting and starting the engine of the unmounted vehicle from the other vehicles.

  Then, the sum of the required movement start time Tmw derived in S6330 and the start delay time derived in S6340 is derived as a predicted stop time T (S6350).

Then, the process proceeds to S650 in the second determination notification process, and it is determined whether or not it is effective to stop idling in the host vehicle.
<Start delay time derivation process>
Next, the start delay time derivation process started in S6340 of the stop duration derivation process will be described.

  Here, FIG. 10 is a flowchart showing the processing procedure of the start delay time derivation processing.

  As shown in FIG. 10, when the start delay time derivation process is started, first, in S6410, type information indicating that the vehicle is a large vehicle is included in the other vehicle information acquired in S6310. It is determined whether there is even one included.

  That is, in this S6410, it is determined whether or not at least one large vehicle is stopped on the road between the corresponding stop line and the host vehicle. As a result of the determination, one large vehicle must be stopped. Then, the process proceeds to S6420. For example, if the vehicle height included in the other vehicle type information is equal to or greater than a predetermined value, the other vehicle that has transmitted the other vehicle information including the other vehicle type information is determined to be a large vehicle. good.

In S6420, the total number of vehicles that are stopped (that is, the number of stopped vehicles) nl is derived between the corresponding stop line and the host vehicle. Specifically, in the present embodiment, the sum of the average vehicle distance [delta] _l and an average vehicle length l, to derive a value obtained by dividing the stop line distance Ll as a stop vehicle number n (i.e., stop the vehicle number n = Stop Line distance Ll / (average distance between vehicles _δl + average vehicle length l)).

  Further, based on the other vehicle position included in the all other vehicle information acquired in the previous S6310, the number of other vehicles ml existing between the corresponding stop line and the host vehicle, that is, the on-vehicle device 10a is mounted. The number of vehicles in ml is derived (S6430). Specifically, the number of other vehicle information indicating that another vehicle position exists between the corresponding stop line and the host vehicle is defined as the number of other vehicles ml. Then, the difference obtained by subtracting the number of vehicles ml from the number of stopped vehicles nl is derived as the number of unmounted vehicles (nl-ml) existing between the corresponding stop line and the host vehicle (S6440).

  Subsequently, the power of the start delay time ΔTa and the number of non-mounted vehicles (nl-ml) is derived as a start delay time (S6450). That is, the start delay time is obtained by accumulating the delay time for each non-mounted vehicle existing between the corresponding stop line and the host vehicle.

  Then, the process returns to S6340 of the stop duration derivation process, and the estimated stop time T is derived using the start delay time derived in S6450.

  By the way, as a result of the determination in S6410, if even one large vehicle is stopped between the corresponding stop line and the host vehicle, the process proceeds to S6460.

  In S6460, the other vehicle position is the closest to the corresponding stop line among all other vehicle information determined to include the other vehicle type information indicating that it is a large vehicle in S6410. The other vehicle information to represent is extracted. Hereinafter, the other vehicle information extracted in S6410 is referred to as specific other vehicle information, and a large vehicle corresponding to the specific other vehicle information is referred to as a specific large vehicle.

  Subsequently, a distance Lb between the specific large vehicle and the corresponding stop line is derived based on the intersection position included in the corresponding intersection information and the other vehicle position included in the specific other vehicle information (S6470). ).

Furthermore, the total number of vehicles that are stopped between the specific large vehicle and the corresponding stop line (that is, the number of stopped vehicles) nb is derived (S6480). Specifically, in the present embodiment, a value obtained by dividing the distance Lb is derived as the number of stopped vehicles nb by the sum of the average inter-vehicle distance δ _l and the average vehicle length l (that is, the number of stopped vehicles nb = the distance between stop lines). Lb / (average inter-vehicle distance δ ₁ + average vehicle length 1)).

  Furthermore, the number of other vehicles mb existing between the specific large vehicle and the corresponding stop line is derived based on the other vehicle position included in the all other vehicle information acquired in S6310 (S6490). Then, the difference obtained by subtracting the number of other vehicles mb from the number of stopped vehicles nb is derived as the number of unmounted vehicles (nb−mb) existing between the specific large vehicle and the corresponding stop line (S6500).

  Subsequently, a distance La between the specific large vehicle and the host vehicle is derived based on the other vehicle position and the host vehicle position included in the specific other vehicle information (S6510).

Furthermore, the total number of vehicles (namely, the number of stopped vehicles) na existing between the specific large vehicle and the host vehicle is derived (S6520). Specifically, in the present embodiment, a value obtained by dividing the distance La is derived as the number of stopped vehicles na by the sum of the average inter-vehicle distance δ _l and the average vehicle length l (that is, the number of stopped vehicles na = the distance between stop lines). La / (average inter-vehicle distance δ ₁ + average vehicle length 1)).

  Furthermore, the number of other vehicles ma existing between the specific large vehicle and the host vehicle is derived based on the other vehicle position included in the all other vehicle information acquired in S6310 (S6530). Then, the difference obtained by subtracting the number of other vehicles ma from the number of stopped vehicles na is derived as the number of unmounted vehicles (na-ma) existing between the specific large vehicle and the host vehicle (S6540).

  Subsequently, the start delay time for each unmounted vehicle existing between the specific large vehicle and the corresponding stop line is defined as a start delay time ΔTb, and the start delay time ΔTb and the number of unmounted vehicles (nb−mb) A power (hereinafter, this power is referred to as a first derivation result) is derived. Further, the power of the start delay time ΔTa and the number of unmounted vehicles (na−ma) (hereinafter referred to as the second derivation result) is derived, and the sum of the first derivation result and the second derivation result is started. Derived as a delay time (S6550). That is, the start delay time is obtained by accumulating the delay time in each unmounted vehicle whose start is delayed by a large vehicle existing between the corresponding stop line and the host vehicle.

  Note that the start delay time ΔTb in the present embodiment is obtained by multiplying the start delay time ΔTa by a predetermined constant k. However, the constant k is a value smaller than 1. This is because the driver of an unmounted vehicle that exists between the large vehicle and the stop line can visually recognize that the corresponding traffic light has changed to a green light, and therefore exists between the large vehicle and the host vehicle. This is because the delay in starting is less than that of an unmounted vehicle.

Thereafter, the process returns to S6340 of the stop duration derivation process, and the stop prediction time T is derived.
<Operation example>
Next, an operation example of the vehicle-mounted device 10 will be described.

  Here, FIGS. 11A and 11B are explanatory diagrams showing a situation assumed as a first operation example.

  In the first operation example shown in FIGS. 11 (A) and 11 (B), the host vehicle has stopped traveling due to a stop train formed with the position of the stop line at the intersection where the roadside machine 7 is not installed as the head position. Assume a situation (that is, the speed is 0 km / s and the engine is operating). In the assumed situation, in the stop train, one other vehicle 80A, B equipped with the vehicle-mounted device 10a stops after idling is stopped, and the vehicle-mounted device 10a is within the communicable range. Moreover, the vehicle-mounted device 10 mounted on the host vehicle is located. However, the host vehicle is assumed to be a normal passenger car (that is, a small vehicle), and the other vehicle 80A (that is, the other vehicle in FIG. 11A) is assumed to be a small vehicle that is the same model as the host vehicle. In contrast, the other vehicle 80B (that is, the other vehicle shown in FIG. 11B) is assumed to be a large vehicle that is a vehicle type different from the own vehicle.

  Under such circumstances, when the stop notification device 20 executing the stop / start determination process acquires other vehicle information from the vehicle-mounted device 10a (that is, S110: YES, S130: other vehicle information), the first The process proceeds to a stop determination process during the determination notification process (S450). In the stop notification device 20 that has shifted to the stop determination process, the movement start required time Tmw (S4520), the transmission waiting time Taw (S4540), and the start delay time (S4590) are derived, and from these derived times. The estimated stop time T is derived (S4600).

  By the way, as shown in FIG. 11A, if the other vehicle 80A is a small vehicle, the displacement of the engine mounted in each of the host vehicle and the other vehicle 80A is substantially the same. The effective time and the other vehicle stop effective time are substantially the same value (that is, a value in which the difference is close to 0). For this reason, when determining whether the estimated stop time T is longer than the own vehicle stop effective time, the other vehicle effective determination time included in the other vehicle standby time Taw and the own vehicle effective determination time are canceled out. Become.

  That is, if the own vehicle stop effective time and the other vehicle stop effective time are substantially the same, is the value obtained by subtracting the stop elapsed time ΔTp from the sum of the movement start required time Tmw and the start delay time greater than 0? It is determined whether or not. In other words, in such a case, if the movement start required time Tmw + start delay time−stop elapsed time ΔTp> 0, it is determined that it is effective to execute idling stop.

  On the other hand, as shown in FIG. 11 (B), if the other vehicle 80B is a large vehicle, the displacement of the engine mounted in each of the own vehicle and the other vehicle 80B is greatly different. The other vehicle stop effective time is greatly different. For this reason, in the stop notification device 20 executing the stop determination process, it is the same as determining whether or not the predicted stop time T is longer than the own vehicle stop effective time (S4610). In other words, if the estimated stop time T> the own vehicle stop effective time, it is determined that it is effective to execute the idling stop.

  If the idling stop is effective as a result of the determination as described above, the notification device 50 informs that the idling stop is effective.

The driver of the own vehicle who has received this notification executes idling stop of the engine.
<Second operation example>
Next, a second operation example will be described.

  Here, FIGS. 12A and 12B are explanatory diagrams showing a situation assumed as a second operation example.

  In the second operation example shown in FIGS. 12A and 12B, the host vehicle stops traveling due to the stop train formed with the position of the corresponding stop line at the intersection where the roadside machine 7 is installed as the head position. (Ie, the speed is 0 km / s and the engine is operating). In the assumed situation, the corresponding traffic signal is a red signal, and there are a plurality of unmounted vehicles in the stop train, and a plurality of other vehicles equipped with the vehicle-mounted device 10a stop idling. Stop after running. Further, the vehicle-mounted device 10 mounted on the host vehicle is located within the communicable range of the vehicle-mounted device 10 a and the communication area of the roadside device 7. The host vehicle is assumed to be a normal passenger car (that is, a small vehicle), and the other vehicle 80C shown in FIG. 12A is assumed to be a small vehicle that is the same model as the host vehicle. As the other vehicle 80D shown in B), a large vehicle having a vehicle height larger than that of the host vehicle is assumed (hereinafter referred to as a large vehicle 80D).

  Under such circumstances, when the stop notification device 20 that is executing the stop / start determination process acquires the intersection information from the roadside device 7 (that is, S110: YES, S130: intersection information), the second determination notification The process proceeds to processing (S450).

  The stop notification device 20 that has shifted to the second determination notification process derives the required movement start time Tmw (S6320), and further estimates the number of unmounted vehicles existing between the stop line position and the host vehicle. Thus, the start delay time is derived.

  The procedure for estimating the number of unmounted vehicles and deriving the start delay time is different between the situation shown in FIG. 12A and the situation shown in FIG. Become.

  That is, in the situation shown in FIG. 12 (A), since there is no large vehicle in the stopped vehicle train, the number of unmounted vehicles existing between the corresponding stop line and the own vehicle position is estimated ( S6440), the start delay time is derived by multiplying the estimated number by the start delay time ΔTa.

  On the other hand, under the situation shown in FIG. 12B, since the large vehicle 80D exists in the stopped vehicle train, the number of unmounted vehicles existing between the large vehicle 80D and the stop line position (S6500). , And the number of unmounted vehicles (S6540) existing between the large vehicle 80D and the vehicle position. Then, the start delay time is derived according to each estimated number of unmounted vehicles (S6550).

  If the estimated stop time T derived from the start delay time derived as described above and the required movement start time Tmw is larger than the own vehicle stop effective time (S650: YES), the idling stop from the notification device 50 is effective. To let you know.

  The driver of the own vehicle who has received this notification executes idling stop of the engine.

  Further, if the driver of the host vehicle has stopped idling, the notification device 50 notifies that the idling stop is released and the engine is restarted after the estimated stop time T has elapsed.

Upon receiving this notification, the driver of the host vehicle restarts the engine from the idling stopped state.
<Third operation example>
Next, a third operation example will be described.

  Here, FIG. 13 is an explanatory diagram showing a situation assumed as a third operation example.

  In the third operation example shown in FIG. 13, the vehicle that has stopped at the end of the stopped vehicle train (that is, the speed is 0 km / s and the engine is stopped) travels on the same traveling path as the vehicle. Assume a situation in which another vehicle 80E that is a large vehicle is approaching. However, it is assumed that the vehicle-mounted device 10 mounted on the host vehicle is located within the communicable range of the vehicle-mounted device 10a mounted on the other vehicle 80E.

  Under such circumstances, when the stop notification device 20 executing the stop / start determination process acquires other vehicle information from the vehicle-mounted device 10a mounted on the other vehicle 80E (that is, S110: YES, S130). : Other vehicle information), the process proceeds to the restart determination process during the first determination notification process (S450).

  In the stop notification device 20 that has shifted to the restart determination process, since the other vehicle 80E is a large vehicle, the idling stop is stopped when it is determined that the host vehicle is located on the traveling path of the other vehicle 80E. The notification device 50 notifies that the engine is released and the engine is restarted.

  Even if the other vehicle 80E is a small vehicle, if the host vehicle is located on the traveling path of the other vehicle 80E and the determination index TTC is less than the comparison time, the idling stop is canceled and the engine is restarted. The notification device 50 notifies the effect.

The driver of the host vehicle that has received such notification restarts the engine from the idling stopped state.
[Effect of the embodiment]
As described above, in the stop notification device 20 of this embodiment, the information used for deriving the predicted stop time and not detectable by the own vehicle (that is, intersection information or other vehicle information) Even if only other vehicle information is acquired, the estimated stop time T can be derived. For this reason, according to the stop notification device 20, it is not necessary to acquire intersection information from the roadside unit 7 using road-to-vehicle communication in order to execute the stop valid determination.

  As a result, according to the stop notification device 20, the area where the stop validity determination can be performed can be expanded to an uninstalled area where the roadside device 7 is not installed.

  By the way, in the automobile industry, when a device to which a new technology is applied is mounted on a vehicle, the device is generally started to be mounted from a luxury car and gradually spread to a popular car.

  For this reason, in a process in which a notification device (that is, the stop notification device 20) for notifying an in-vehicle device of a timing at which an idling stop should be released, such as the stop notification device 20, is widely used. A mixture of cars. At this time, in the non-equipped vehicle, the engine is not started at the optimal timing at which the idling stop should be canceled, and the timing at which the non-equipped vehicle starts is delayed compared to the mounted vehicle. That is, in the process of spreading new technologies, there is a problem that the start timing varies between the mounted vehicle and the non-mounted vehicle due to the penetration rate of the device.

  Here, FIG. 14 shows the estimated stop time in consideration of the length of the period from when the stop notification device 20 outputs the stop signal to the output of the start signal, that is, the start timing variation in the second operation example. It is the schematic diagram which showed having derived | led-out.

  As shown in FIG. 14, in the stop notification device 20, the sum of the movement start required time Tmw and the start standby time Taw is a delay time due to the vehicles a and b not being mounted (that is, a start delay time). The length of the period to which is added is derived as the predicted stop time T.

  In other words, according to the stop notification device 20, since the sum of the movement start required time Tmw, the start waiting time Taw, and the start delay time is derived as the stop prediction time T, until the host vehicle resumes moving, That is, the estimated stop time T can be derived more accurately.

  That is, according to the stop notification device 20, in order to derive the predicted stop time T in consideration of the start delay time that is a variation in the start timing between the mounted vehicle and the non-mounted vehicle, the notification device is in the process of spreading. In addition, it is possible to more accurately determine whether or not it is effective to perform idling stop. For this reason, according to the stop notification device 20, it can be reduced that it is determined that the idling stop is effective even though the idling stop is invalid in the host vehicle.

  As a result, according to the stop notification device 20, it is possible to suppress unnecessary idling stop from being executed according to the notification from the stop notification device 20. And by performing idling stop according to the notification from the stop notification apparatus 20, the fuel consumption of the own vehicle can be improved and the amount of carbon dioxide discharged from the own vehicle can be reduced.

  Further, according to the stop notification device 20, the notification device 50 notifies in accordance with the start signal output at the timing to restart, so that the engine can be restarted at an appropriate timing. Therefore, according to the stop notification device 20, the host vehicle can be started smoothly along the progress of the stop train, and the host vehicle can be reduced from causing traffic congestion.

  By the way, normally, a vehicle that is executing idling stop (that is, the own vehicle) cannot self-run while the engine is idling stopped. For this reason, for example, even if the corresponding other vehicle is likely to collide with the own vehicle, the own vehicle itself has a problem that it is difficult to take an avoidance action in advance.

  However, in the stop notification device 20, when the degree of risk given to the own vehicle by the corresponding other vehicle approaching the own vehicle is higher than a predetermined threshold (that is, when the other vehicle is a large vehicle or the approach speed is high). In the case of the above, a start signal is output to the notification device 50.

That is, according to the stop notification device 20, the timing when the start signal is output when the degree of risk that the corresponding other vehicle gives to the host vehicle is higher than the prescribed threshold. The engine can be started in advance. As a result, the avoidance action of the own vehicle can be taken before the other vehicle collides with the own vehicle.
[Other Embodiments]
As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, In the range which does not deviate from the summary of this invention, it is possible to implement in various aspects.

  For example, in the above embodiment, the vehicle-mounted device 10a mounted on the other vehicle is configured in the same manner as the vehicle-mounted device 10, but the vehicle-mounted device 10a does not have to be configured in the same manner as the vehicle-mounted device 10, and the vehicle Any configuration may be used as long as it can generate and transmit information. Moreover, in the onboard equipment 10 in the said embodiment, although vehicle information was produced | generated and the produced | generated vehicle information was transmitted to the communicable range as own vehicle information, the onboard equipment 10 transmits the own vehicle information. It is not necessary to have.

  The content of the information included as the vehicle information is not limited to the above embodiment. For example, the effective stop time may not be included, and is estimated according to the vehicle type information at the stop notification device that has received the vehicle information. You may comprise as follows. In this case, it is desirable to use a table that predefines the correspondence between the vehicle type and the estimated stop time.

  In the stop notification device 20 in the above embodiment, the sum of the movement start required time Tmw, the start waiting time Taw, and the start delay time is derived as the predicted stop time T when executing the stop valid determination. The predicted stop time T derived by the stop notification device 20 is not limited to this. For example, the movement start required time Tmw and the transmission waiting time Taw may be independent, or the sum of the movement start required time Tmw and the transmission waiting time Taw, or the movement start required time Tmw and the transmission waiting time Taw, respectively, and the start delay. It may be the sum of time.

  The time calculated as the estimated stop time T is preferably changed according to information that can be acquired by the vehicle-mounted device 10. That is, not only whether or not vehicle information or intersection information is acquired, but also the length of the period calculated as the predicted stop time T may be changed depending on the content of information included in the vehicle information. .

  As described above, as an example of changing the calculation method of the predicted stop time T according to the content of the information included in the vehicle information, if the other vehicle stop effective time is not included in the other vehicle information, the movement is performed. A value obtained by subtracting the stop elapsed time ΔTp from the sum of the required start time Tmw and the start delay time is derived as the predicted stop time T. If the predicted stop time T thus derived is greater than 0, idling stop is performed. You may determine that it is effective.

  Furthermore, in the stop notification device 20 in the above embodiment, the start delay time ΔTa is defined in advance as a common value. However, the start delay time ΔTa is not limited to this, for example, the distance from the corresponding stop line is The function may be set so as to increase as the distance increases. In particular, when the distance from the corresponding stop line is equal to or greater than a predetermined distance, a maximum value may be set.

  In the vehicles included in the stop vehicle train, when the distance from the corresponding stop line is short, the driver can visually recognize the state of the corresponding traffic signal even if the vehicle is not mounted. This is because it becomes difficult for the driver to visually recognize the state of the corresponding traffic signal. If the start delay time is derived using the start delay time ΔTa set in this manner, an accurate stop prediction time T in accordance with actual driving can be derived.

  In the stop / start process in the above embodiment, when the other vehicle information is acquired in S110, the other vehicle that transmitted the acquired other vehicle information is processed as the corresponding other vehicle. It is not limited to. For example, from the other vehicle information stored in the other vehicle DB 32, all the other vehicles located on the traveling path of the own vehicle are detected, and the prescribed condition defined in advance among all the detected ones. You may make it identify one to satisfy | fill as an applicable other vehicle. In this case, for example, the specified condition may be that the vehicle is located at the position farthest from the host vehicle or the vehicle is located at the position closest to the host vehicle.

  By the way, in the stop / start validity determination process in the above embodiment, the stop prediction time T is derived and the stop validity determination and the restart validity determination are performed. For example, the stop prediction time T may be determined by converting the stop prediction time T into a distance that can be traveled during that period.

  In the stop notification device 20 in the above embodiment, the starting wave velocity ν is a common value defined in advance. However, the starting wave velocity ν is not limited to this, and a different value is set for each intersection. May be. In this case, the stop notification device 20 may be acquired from the roadside machine 7 as intersection information, or may be stored in advance in the road information DB.

  By the way, in the above embodiment, the number of stopped vehicles is estimated by dividing the distance by the sum of the average vehicle length and the average inter-vehicle distance, but the information used to estimate the number of unmounted vehicles is However, it is not limited to this. For example, when the information indicating that the vehicle is a large vehicle is included as the type information, the vehicle length of the large vehicle may be longer than the average vehicle length. In particular, if the vehicle length is included in the type information, the information in the type information may be used.

  Further, in the restart determination in the stop notification device 20 of the above embodiment, when the corresponding other vehicle departs or when the estimated stop time has elapsed, the risk that the corresponding other vehicle gives to the own vehicle is equal to or higher than the reference value. At this time, the start signal is output to the notification device 50 as a control command. However, the timing at which the start signal is output in the restart determination is not limited thereto. For example, when the host vehicle is located at the forefront or the rearmost position in the stopped vehicle train, the start signal may be output unconditionally.

  In the second determination notification process of the above embodiment, when the estimated stop time T has elapsed after the stop signal is output, the start signal is output as a control command, but before the start signal is output (that is, A control command for preliminary notification may be output to the notification device 50 (before the installation time when the estimated stop time T elapses).

  By performing the preliminary notification in this way, the engine can be reliably started when the estimated stop time T has elapsed, and at the same time, the driver can be prevented from being confused by this notification. However, such preliminary notification is preferably performed when the estimated stop time T is equal to or longer than a certain time.

By the way, in the stop notification apparatus 20 in the said embodiment, although the stop signal or the start signal was output to the alerting | reporting apparatus 50 as a control command, the output destination of a control command is not restricted to the alerting | reporting apparatus 50, For example, an engine The control ECU 40 may be used. Thus, if the engine control ECU 40 is used as the output destination of the control command, the idling stop can be surely performed at the timing at which the idling stop should be executed, and the engine can be reliably restarted at the timing at which the engine should be restarted from the idling stop. Can be started. As a result, the fuel consumption of the host vehicle can be reliably improved.
[Correspondence between Claims and Embodiments]
The communication control unit 21 in the stop notification device 20 of the present embodiment corresponds to other vehicle information acquisition means and intersection information acquisition means of the present invention, and the sensor control unit 22 in the stop notification device 20 acquires the vehicle position of the present invention. Corresponds to means.

  Furthermore, the function obtained by executing S4510 to S4600 in the stop determination process of this embodiment or the stop duration derivation process corresponds to the stop time derivation means of the present invention. The function obtained by executing S4600 and S4610 in the stop determination process of the present embodiment or S650 and S660 in the second determination notification process corresponds to the stop notification means of the present invention.

  Furthermore, the function obtained by executing S4730 to S4780, S4800, S4810 in the restart determination process or S670, S680 in the second determination notification process corresponds to the restart determination means of the present invention. The function obtained by executing S4790 in the restart determination process or S690 in the second determination notification process corresponds to the restart notification means of the present invention.

It is a block diagram which shows schematic structure of an idling stop notification system. It is explanatory drawing which shows the structure of the vehicle information transmitted / received by vehicle communication. It is explanatory drawing which shows schematic structure of other vehicle DB. It is a flowchart which shows the process sequence of a stop / start determination process. It is a flowchart which shows the process sequence of a 1st determination notification process. It is a flowchart which shows the process sequence of a stop determination process. It is a flowchart which shows the process sequence of a restart determination process. It is a flowchart which shows the process sequence of a 2nd determination notification process. It is a flowchart which shows the process sequence of stop continuation time derivation | leading-out process. It is a flowchart which shows the process sequence of start delay time derivation | leading-out process. It is explanatory drawing which showed the condition assumed as a 1st operation example. It is explanatory drawing which showed the condition assumed as a 2nd operation example. It is explanatory drawing which showed the condition assumed as a 3rd operation example. It is the schematic diagram which showed the stop prediction time derived | led-out under the condition assumed as a 2nd operation example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Idling stop notification system 10, 10a ... Onboard equipment 7 ... Roadside device 8, 11 ... Antenna 12 ... Transmission / reception device 13 ... Position detector 14 ... Direction sensor 15 ... GPS sensor 16 ... Speed sensor 17 ... Sensor group 20 ... Idling stop Related notification control device (stop notification device) 50 ... notification device 51 ... display device 52 ... sound output device 40 ... engine control ECU

Claims (25)

An idling stop notification device mounted on a vehicle having an internal combustion engine,
Vehicle position acquisition means for acquiring information indicating the current position and traveling direction of the vehicle as position information, and acquiring the position information about the vehicle as the vehicle position;
A vehicle including a communication device that communicates using inter-vehicle communication is set as another vehicle, whether the other vehicle stops moving on the traveling path of the own vehicle, and from the other vehicle to the own vehicle. Other vehicle information acquisition means for acquiring other vehicle information including at least distance estimation information for estimating the distance of the vehicle using inter-vehicle communication from the communication device;
Based on the own vehicle position acquired by the own vehicle position acquisition means and the other vehicle information acquired by the other vehicle information acquisition means, it is predicted that idling can be stopped for the internal combustion engine of the own vehicle. A stop time deriving means for deriving a predicted stop time representing the length of
The length of the period for which idling stop is continued is defined as the stop duration, and the minimum stop duration for which the amount of fuel consumption is less than when idling is stopped by stopping idling of the internal combustion engine is defined as the stop effective time. When the estimated stop time derived from the stop time deriving means is longer than the effective stop time for the own vehicle, the effective stop time for the own vehicle is set as the effective stop time for the own vehicle. An idling stop notification device comprising: stop notification means for outputting a stop notification for causing the in-vehicle device to execute the idling stop. The distance estimation information includes other vehicle position that is the position information about the other vehicle, and movement stop information indicating whether or not the vehicle is in a movement stop state in which movement is stopped,
The stop time deriving means includes
Based on the own vehicle position and the distance estimation information, target vehicle specifying means for specifying, as a target vehicle, the other vehicle that is present on the traveling path of the own vehicle and has stopped moving;
When it is detected that the host vehicle has stopped, the vehicle includes a distance deriving unit that derives an inter-vehicle distance between the target vehicle specified by the target vehicle specifying unit and the host vehicle. Is set to a stop start position, and a value defined in advance as a speed at which the stop start position moves when starting sequentially from the start vehicle is set as a start wave speed, and an inter-vehicle distance derived by the distance deriving means is set as the start position. The idling stop notification device according to claim 1, wherein a value obtained by dividing by a wave velocity is used as the predicted stop time. The other vehicle information includes a stop start time when the other vehicle is in the movement stop state, and another vehicle stop effective time that is the stop effective time for the other vehicle,
The stop time deriving means includes
Current time acquisition means for acquiring the current time;
Based on the stop start time and the current time acquired by the current time acquisition means, an elapsed time deriving means for deriving a stop elapsed time since the other vehicle is in the movement stop state;
Standby time deriving means for deriving the difference between the stop elapsed time derived by the elapsed time deriving means and the other vehicle stop effective time as the other vehicle standby time;
A value obtained by dividing the inter-vehicle distance by the starting wave velocity is defined as a movement start required time, and the sum of the movement start required time and the other vehicle waiting time derived by the waiting time deriving means is calculated as the estimated stop time. The idling stop notification device according to claim 2. The other vehicle information includes mounting information indicating whether or not a notification device for notifying an in-vehicle device of a timing at which the internal combustion engine should be restarted from an idling stop,
The stop time deriving means includes
A vehicle on which the notification device is not mounted is defined as a non-mounted vehicle, and exists between the target vehicle and the host vehicle based on the inter-vehicle distance derived by the distance deriving unit and the other vehicle information. An unloaded number estimating means for estimating the number of unloaded vehicles;
The internal combustion engine is restarted from the idling stop, and the length of a predetermined period required until the vehicle is allowed to self-run is defined as a start delay time, and the start delay is set to the number estimated by the unmounted number estimating means. Delay time deriving means for deriving the time multiplied by the time as the own vehicle movement start delay time,
The sum of the own vehicle movement start delay time derived by the delay time deriving means, the required movement start time, and the other vehicle standby time is used as the estimated stop time. Idling stop notification device. The target vehicle specifying means includes
Each time the other vehicle information is acquired by the other vehicle information acquisition means, it is determined whether or not the other vehicle that has transmitted the other vehicle information corresponds to the target vehicle. The idling stop notification device according to any one of claims 2 to 4, wherein another vehicle is specified as the target vehicle. The movement stop state is
The idling stop notification device according to any one of claims 2 to 5, wherein the operation of the internal combustion engine is stopped. The movement stop state is
The idling stop notification device according to any one of claims 2 to 5, wherein the vehicle is stopped. The stop notification means includes
The idling stop notification device according to any one of claims 1 to 7, wherein the stop notification is output to an internal combustion engine control device that controls an operating state of the internal combustion engine. The stop notification means includes
The idling stop notification device according to any one of claims 1 to 7, wherein the stop notification is output to a notification device that notifies information to a passenger of the host vehicle. Restart determination means for determining whether or not a restart timing which is a timing to restart the internal combustion engine mounted on the host vehicle and idling stopped;
When it is determined by the restart determination means that the restart timing has been reached, a restart notification for restarting the internal combustion engine is output to the in-vehicle device mounted on the host vehicle. The idling stop notification device according to any one of claims 2 to 9, further comprising start notification means. The restart determination means includes
11. The idling stop according to claim 10, wherein when the estimated stop time derived by the stop time deriving unit has elapsed since the start of the idling stop, it is determined that the restart timing has been reached. Notification device. The restart determination means includes
Each time the other vehicle information indicating that the movement stop information is not in a movement stopped state is acquired by the other vehicle information acquisition means, according to the other vehicle information and the own vehicle position acquired by the own vehicle position acquisition means, A departure waiting time deriving means for deriving a value obtained by dividing the inter-vehicle distance between the host vehicle and the other vehicle by the starting wave speed as a departure waiting time;
The length of a predetermined period required until the internal combustion engine is restarted from the idling stop state and the vehicle is allowed to self-run is defined as a start delay time, and the departure waiting time derived by the departure waiting time deriving means. The idling stop notification device according to claim 10, wherein when it is smaller than the start delay time, it is determined that the restart timing has been reached. The restart determination means includes
Based on at least one of the own vehicle position acquired by the own vehicle position acquisition unit or the other vehicle information acquired by the other vehicle information acquisition unit, the degree of danger for the own vehicle is derived as a risk determination value. The idling stop notification according to claim 10, further comprising a risk determination unit that determines that the restart timing has been reached when the risk determination value is greater than a predetermined threshold value. apparatus. The risk determination means includes
Each time the other vehicle information is acquired by the other vehicle information acquisition unit, a risk determination unit that determines whether or not the host vehicle exists on the traveling path of the other vehicle that has transmitted the other vehicle information;
When the risk determination means determines that the host vehicle is present on the traveling path of the other vehicle, the other vehicle is set as a risk determination vehicle, and the degree of risk given to the host vehicle by the risk determination vehicle The idling stop notification device according to claim 13, further comprising determination value deriving means for deriving as a risk determination value. The other vehicle information includes a vehicle speed,
The determination value deriving means includes
A value obtained by dividing the inter-vehicle distance between the risk determination vehicle and the host vehicle by the vehicle speed of the risk determination vehicle is derived as the risk determination value.
The risk determination means includes
The start delay time, which is a length of a period defined in advance as a time required for the vehicle to be able to self-run after the internal combustion engine is restarted from an idling stop state, is set as the specified threshold value. 14. An idling stop notification device according to 14. The other vehicle information includes vehicle type information representing a vehicle type.
15. The idling stop notification device according to claim 14, wherein when the risk determination vehicle is a large vehicle, the risk determination value is derived as having a value larger than the specified threshold value. The risk determination means includes
15. The idling according to claim 14, wherein when the host vehicle is positioned at the foremost part or the rearmost part of the stopped vehicle train, the risk determination value is derived as a value larger than the specified threshold value. Stop notification device. The restart notification means includes
The idling stop notification device according to any one of claims 10 to 17, wherein the start notification is output to an internal combustion engine control device that controls an operating state of the internal combustion engine. The restart control means includes
The idling stop notification device according to any one of claims 10 to 17, wherein the start notification is output to a notification device that notifies information to an occupant of the host vehicle. An idling stop notification device mounted on a vehicle having an internal combustion engine,
Own vehicle position acquisition means for acquiring the own vehicle position representing the current position and the traveling direction of the own vehicle;
The other vehicle position indicating the current position and the traveling direction of the other vehicle, the movement stop information indicating whether or not the other vehicle is in the movement stop state, and the timing at which the internal combustion engine should be restarted from the idling stop. Other vehicle information acquisition means for acquiring other vehicle information including at least mounting information indicating whether or not a notification device that notifies an in-vehicle device is mounted on the other vehicle;
The intersection located at the shortest position from the own vehicle on the traveling path of the own vehicle is set as the nearest intersection, the stop line position at the nearest intersection is set as the stop line position, and the traffic light at the nearest intersection next changes to a green signal. Intersection information acquisition means for acquiring the intersection information including the stop line position and the signal waiting time,
When it is detected that the host vehicle has stopped, the intersection information acquired by the intersection information acquisition unit, the host vehicle position acquired by the host vehicle position acquisition unit, and other vehicle information acquired by the other vehicle information acquisition unit A stop time deriving means for deriving a predicted stop time representing the length of a period in which it is predicted that an idling stop can be performed on the internal combustion engine of the host vehicle,
The duration of the idling stop period is defined as a stop duration, and the minimum stop duration time during which fuel consumption is less than when idling is stopped by stopping idling of the internal combustion engine of the host vehicle. When the estimated stop time derived by the stop time deriving means is longer than the effective stop time of the own vehicle, the idling stop is executed for the in-vehicle device mounted on the own vehicle. A stop notification means for outputting a stop notification for
The stop time deriving means includes
The position of the leading vehicle in the stop vehicle row is defined as the stop leading position, and a value defined in advance as a speed at which the stop leading position moves when starting sequentially from the leading vehicle is defined as a starting wave speed. Starting time deriving means for deriving a value obtained by dividing the specific distance between the vehicle and the start wave velocity as the time required for starting the vehicle movement;
The vehicle in which the notification device is not mounted is defined as a non-mounted vehicle, and the vehicle exists between the stop position and the host vehicle based on the specific distance derived by the distance deriving unit and the other vehicle information. Means for estimating the number of unmounted vehicles,
The internal combustion engine is restarted from an idling stop state, and the length of a predetermined period required for the vehicle to be able to self-run is set as a start delay time, and the start number is estimated to the number estimated by the unmounted number estimation means. A delay time deriving means for deriving the time multiplied by the delay time as the own vehicle movement start delay time,
The idling stop notification device characterized in that a sum of a signal waiting time included in the intersection information, the own vehicle movement start required time, and the own vehicle movement start delay time is set as the predicted stop time. The other vehicle information includes vehicle height information related to the vehicle height of the other vehicle,
The delay time deriving means includes:
Based on the vehicle height information and the own vehicle position, it is determined whether or not a large vehicle having a vehicle height larger than a predetermined reference value is included in the stop vehicle train, and as a result of the determination, the large vehicle 21. The idling stop notification device according to claim 20, wherein when the vehicle is included, correction is made so that the own vehicle movement start delay time becomes a large value. Restart determination means for determining whether or not a restart timing which is a timing to restart the internal combustion engine mounted on the host vehicle and idling stopped;
When it is determined by the restart determination means that the restart timing has been reached, a restart notification for restarting the internal combustion engine is output to the in-vehicle device mounted on the host vehicle. The idling stop notification device according to any one of claims 20 and 21, further comprising start notification means. The restart determination means includes
The idling stop according to claim 22, wherein when the estimated stop time derived by the stop time deriving means has elapsed since the start of the idling stop, it is determined that the restart timing has been reached. Notification device. The restart determination means includes
Each time the other vehicle information indicating that the movement stop information is not in a movement stopped state is acquired by the other vehicle information acquisition means, according to the other vehicle information and the own vehicle position acquired by the own vehicle position acquisition means, A departure waiting time deriving means for deriving a value obtained by dividing the inter-vehicle distance between the host vehicle and the other vehicle by the starting wave speed as a departure waiting time;
The idling stop notification device according to claim 22, wherein when the departure waiting time derived by the departure waiting time deriving means is smaller than the start delay time, it is determined that the restart timing has been reached. . The restart determination means includes
Based on at least one of the own vehicle position acquired by the own vehicle position acquisition unit or the other vehicle information acquired by the other vehicle information acquisition unit, the degree of danger for the own vehicle is derived as a risk determination value. 23. The idling stop notification according to claim 22, further comprising a risk determination unit that determines that the restart timing has been reached when the risk determination value is greater than a predetermined threshold value. apparatus.